Los Angeles Clearance Delivery (DEL)

POC: Facility Advisory Board	Date: 2008-07-25
Code: LAX-101	Version: 1.30

1. PURPOSE.

This Standard Operating Procedure (SOP) outlines the procedures to be used by controllers working LAX Clearance Delivery to ensure that departure flows are handled in as efficient and timely a manner as possible. By specifying standard departure routes, traffic flow through SOCAL TRACON and ZLA Center sectors may be greatly improved.

2. ROLES AND RESPONSIBILITIES.

The Office of Primary Responsibility (OPR) for this SOP is the ZLA Facility Advisory Board. This SOP was originally signed by David Hendleman, LAX TRACON Lead, on October 7, 2001. This SOP shall be maintained, revised, updated or cancelled by the ZLA Facility Advisory Board or any organization that supersedes, replaces or assumes the FAB responsibilities. Any suggestions for modification/amendment to this SOP should be sent to the FAB for review.

3. DISTRIBUTION.

This SOP is intended for use by controllers staffing LAX Clearance Delivery, as well as controllers working at LAX Ground, LAX Tower, Socal Approach, or Los Angeles Center if LAX Clearance Delivery is closed.

4. BACKGROUND.

Over time, controllers have found that having aircraft depart via pre-approved departure routes, either by DP’s (Departure Procedures) or via vectors through pre-determined departure “gates”, provides for a more orderly traffic flow, and reduces the need for communication between LAX Departure and other SOCAL TRACON and ZLA Center positions. It is also vitally important that all facilities understand what an airplane is going to do (i.e., to what fix he has been vectored) when he approaches an adjacent controller's airspace. These procedures outline which routes to assign to pilots departing LAX.

5. REQUIREMENTS

a. Frequency:

LAX_DEL shall use 121.4 as its normal frequency.

b. Airspace:

LAX_DEL does not own any airspace or movement areas of the airport. Aircraft must contact LAX Ground Control for authorization to taxi.

c. Special Instructions:

1. The flight plan of each aircraft requesting a clearance must be examined for appropriateness with attention to route, and requested cruising altitude.

2. Aircraft that have not filed for an approved Departure Procedure (DP) shall be issued the most appropriate DP for the route of flight (see below).

3. Aircraft filing “NO DP”, or those that refuse an approved Departure Procedure, shall be issued a clearance that will route the aircraft along an approved Departure Procedure (DP) routing, through an approved departure gate, to the next appropriate fix in the flight planned route, and then as filed.

4. Aircraft filing for incorrect altitudes for direction of flight should be issued corrected final altitudes.

5. When Los Angeles is departing to the west, all IFR departures cruising above 5,000 should be issued an initial climb to 5,000, and told to expect their requested cruise altitude/flight level five minutes after departure. Aircraft cruising at or below 5,000 should be issued their final altitude. When Los Angeles is departing to the east, all IFR departures should be issued an initial climb to 3,000, and told to expect their requested cruise altitude/flight level five minutes after departure.

6. LAX_DEL must amend all flightstrips to reflect the route as cleared.

7. Aircraft requesting a VFR departure should be cleared out of Los Angeles Bravo airspace, and in case of flight following, assigned departure frequency and squawk. (NOTE: All turbine aircraft (Turboprop or Jet), are required to obtain flight following for departure from the Los Angeles Class Bravo Airspace.)

8. All flight strips must have the correct voice tag (/v /r /t), and have the appropriate scratch code.

d. Normal Operations:

1. TEC Routes should be assigned to all pilots requesting clearances to airports within Southern California for which TEC Routes exist. The TEC route must be expanded to the full route in the flight strip, and unless the pilot initially filed a TEC route, i.e. LAXM9 the route should be given in it’s entirety. Controllers should also be prepared to create a flight strip for aircraft requesting IFR operations between airports serviced by TEC routes.

2. Northwest-bound departures shall be issued the CASTA, GMN or VTU departure.

3. Northeast-bound departures shall be issued the LOOP.DAG departure. Aircraft that cannot comply with the performance requirements of the LOOP departure shall be issued the LAXX.DAG. RNAV-equipped aircraft may be issued the OSHNN.

4. Eastbound departures shall be issued the LAXX.TRM departure. RNAV-equipped aircraft may be issued the HOLTZ.TRM

5. Southeast-bound departures shall be issued the LAXX or IMPER departures, as appropriate for the route of flight. RNAV-equipped aircraft may be issued the KARVR.

6. Southbound departures shall be issued the LAXX departure. RNAV-equipped aircraft may be issued the KARVR.

7. Oceanic departures shall be issued the PRCH or the VTU departure. If Oakland Oceanic control (KZOA_FSS) is online, an oceanic clearance must be coordinated between LAX_DEL, Los Angeles Center, and Oakland Oceanic before issuance of an IFR clearance.

8. Non-turbojet eastbound, through southeast-bound departures shall be issued the SLI departure. RNAV-equipped aircraft may be issued the JEDDD.

e. Noise Abatement:

1. From 2100-0700 (local time) northwest departures shall use the VTU departure, VTU, direct =NEXT FIX= in lieu of the GMN or CASTA departure for noise abatement.

2.From 2100-0700 (local time) northeast departures shall use the LAXX departure, DAG transition in lieu of the LOOP departure for noise abatement. RNAV aircraft may be issued the OSHNN departure.

f. East Operations:

1. TEC Routes should be assigned to all pilots requesting clearances to airports within Southern California for which TEC Routes exist. The TEC route must be expanded to the full route in the flight strip, and unless the pilot initially filed a TEC route, i.e. LAXM9 the route should be given in it’s entirety. Controllers should also be prepared to create a flight strip for aircraft requesting IFR operations between airports serviced by TEC routes.

2. Northwest-bound departures shall be issued the GMN or the VTU departures.

3. Northeast-bound departures shall be issued the GABRE departure.

4. Non-turbojet northwest-bound departures shall be issued the CHATY departure.

5. Southeast departures shall be issued the IMPER departure.

6. Eastbound turbojet departures shall be issued runway heading, radar vectors to SLI, direct TRM.

7. Oceanic departures shall be issued the PRCH departure.
If Oakland Oceanic Control (ZAK_FSS) is online, any departure routed over the Pacific Ocean must be coordinated between Clearance Delivery and Oakland Oceanic prior to IFR clearance being issued to the pilot. The Clearance Delivery controller shell then enter the coordinated ETA over the transfer-of-control point in the aircraft's flight plan remarks. (Ref. Oakland Oceanic SOP for more info.)

8. Non-turbojet eastbound, through southeast-bound departures shall be issued the SLI departure.