a. Frequency:
LAX Approach Feeder Sector shall use 124.05 as
its frequency.
b. Airspace:
LAX Approach Feeder Sector overlies the Empire
(Ontario) Sector of SOCAL TRACON, and is labeled LAX_FE_APP on the TRACON Graphic. The sector owns from 10000 up to 17000,
inclusive.
c. Special Instructions:
1. The FEEDER sector is
primarily responsible for the merging of all arrivals from the NE through SE
onto the 25L or the 24R localizers. The majority of these arrivals
should be sequenced for 25L, but FEEDER is responsible for watching the
downstream activity, and "offloading" the 25L localizer, if necessary, by
re-sequencing traffic onto the 24R localizer. The approximate ratio of
traffic that is sent to the North Complex (24R) as opposed to the South Complex
(25L) in real life is usually 1:3.
2. This is a challenging position, which requires good speed control and vectoring. It requires a
great deal of attention to the volume of traffic that the next sector will be
receiving from SLI, and the SADDE6 arrival streams. When deciding how much
traffic to offload onto the 24R stream, try to determine how busy each localizer
will be around HUNDA and GAATE. You must always leave "holes" downstream
so that LAX_N_APP can insert SADDE arrivals, and LAX_S_APP can insert SLI
arrivals.
3. Until abeam GAATE, all aircraft, whether for
the North Complex (24R) or the South Complex (25L) must be longitudinally spaced
as if they were ONE STREAM. This means that
throughout the entire time the aircraft are within FEEDER's airspace, they must
be spaced at least 3 miles in trail (or greater for wake turbulence
application), even though they are established on separate localizers.
This is best accomplished by speed control, but you may need to vector to
achieve this goal.
4. Handoff aircraft for 24R
to LAX_N_APP, and aircraft for 25L to LAX_S_APP. Make sure that the handoff occurs as
soon as you know which controller will be receiving your aircraft, and then
transfer communications to that controller as soon as aircraft are no longer in
potential conflict, well before the next controllers sector
boundary.
5. Issue weather and landing information to all pilots contacting you without indicating that they have the
current LAX ATIS.
d. Normal Operations:
1. RIIVR arrivals are received
from LAX_C_CTR with instructions to cross GRAMM at/maint FL180 (or the next higher
flight level, if FL180 is not available due to low barometric pressure). Feeder has control for descent on contact to 17000, and control for descent within the lateral confines of feeder airspace, control for turns provided the aircraft remains on a course towards Feeder airspace and remains at least 2.5 miles outside the Center Sector C South boundary, and control for speeds not less than 250 knots.
The intent of this procedure is to facilitate the ability for the controller to instruct aircraft to descend via the RIIVR arrival on initial contact, and then clear them for the appropriate ILS approach.
PHRASEOLOGY-
Descend via the RIIVR2 arrival, then cleared ILS runway 25L/25R/24L/24R approach
2. SEAVU arrivals from TNP are received
from LAX_C_CTR with instructions to cross KONZL at and
maintain 17000. Feeder has control for descent within the lateral confines of Feeder airspace, control for turns provided the aircraft remains on a course towards Feeder airspace and remains at least 2.5 miles outside the Center Sector C North boundary, and control for speeds not less than 250 knots. The intent of this procedure is to facilitate the ability of the controller to issue descent via the SEAVU arrival on initial contact, and then to clear the aircraft for the appropriate ILS approach.
PHRASEOLOGY-
Descend via the SEAVU2 arrival, then cleared ILS runway 25L/25R/24L/24R approach.
3.OLDEE arrivals from JLI are received
from LAX_E_CTR with instructions to cross WYVIL at and
maintain 16000. Feeder has control for descent within the lateral confines of Feeder airspace, control for turns provided the aircraft remains on a course towards Feeder airspace and remains at least 2.5 miles outside the Center Sector C South boundary, and control for speeds not less than 250 knots. The intent of this procedure is to facilitate the ability of the controller to issue descent via the OLDEE arrival on initial contact, and then clear the aircraft for the appropriate ILS approach.
PHRASEOLOGY-
Descend via the OLDEE1 arrival, then cleared ILS runway 25L/25R/24L/24R approach.
e. Noise Abatement:
1.
After midnight (local time), if weather is VFR, and sustained wind is less than or
equal to 10 KTS, opposite direction arrivals and departures begin
at LAX. Inbound aircraft from the northeast clockwise through southeast shall be received from Center on the REDEYE2
arrival. The Feeder position is usually not required, since aircraft will be merged into one stream, and traffic volume is
reduced at this time of the night.
2. REDEYE2 arrivals via HEC, PGS and CIVET are
received from LAX_C_CTR descending to
FL180 (or the next
higher flight level, if FL180 is not available due to low barometric
pressure). If there is no
anticipated downstream conflict, these aircraft are instructed to descend via
the REDEYE2 arrival, and to expect 6R.
3. REDEYE2 arrivals via TNP are received
from LAX_C_CTR with instructions to cross TRTLE at and maintain
16000. If there is no anticipated downstream
conflict, these aircraft are instructed to descend via the REDEYE2 arrival, and
to expect 6R.
f. East Operations:
1. BASET3 arrivals via HEC, PGS and CIVET are
received from LAX_C_CTR descending to
FL180 (or the next
higher flight level, if FL180 is not available due to low barometric
pressure). If there is no
anticipated downstream conflict, these aircraft are instructed to descend via
the BASET3 arrival, and to expect 7R.
2. BASET3 arrivals via TNP are received
from LAX_C_CTR with instructions to cross TRTLE at and maintain
16000. If there is no anticipated downstream
conflict, these aircraft are instructed to descend via the BASET3 arrival, and
to expect 7R.
g. Additional comments:
1. When any other SOCAL Approach sub-sector is closed, LAX Approach shall assume control
of that sub-sector unless otherwise coordinated.
2. The
following arrivals are obsolete, and no longer used, despite their continued
publication by Jeppesen and the NOAA: CIVET5, DOWNE4 and PDZ4.
3. LAX_FE_APP is affected by pointout SOP; see that SOP for specific pointout information.
