Los Angeles Tower Local Control (TWR)

POC: Facility Advisory Board	Date: 2007-07-30
Code: ZLA-203	Version: 2.00

1. PURPOSE.

This Standard Operating Procedure (SOP) outlines the procedures to be used by controllers working LAX Tower to ensure that arrivals and departures are handled in as efficient and timely a manner as possible.

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 10/07/01. 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 Tower.

4. BACKGROUND.

Over time, controllers have found that having aircraft arrive and depart via pre-approved runways provides for a more orderly traffic flow, and reduces the need for communication between LAX Ground and Tower.

5. REQUIREMENTS.

a. Frequency:

LAX_TWR shall use 120.95 as its normal frequency, if not split.

LAX_N_TWR shall use frequency 133.9
LAX_S_TWR shall use frequency 120.95

b. Airspace:

There are two "complexes". The "North Complex" is comprised of the two north runways, and the "South Complex" is comprised of the two south runways. If traffic warrants, LAX TWR may be split into LAX_N_TWR and LAX_S_TWR. LAX_N_TWR is responsible for the north complex and LAX_S_TWR for the south complex.

LAX_TWR owns all active runways, the taxiways between the left and right runways of the north and south complex, and the airspace from the surface to 3000 feet MSL within 5 nm around the LAX airport, excluding the areas around SMO, HHR, and TOA airports depicted on the Los Angeles Sectional.

LAX Tower is a certified Radar position, and can control IFR (and SVFR helicopter) traffic using radar procedures in its own airspace. Fixed wing SVFR is not permitted within the LAX Class B airspace.

c. Special Instructions:

1. When the airport is busy, aircraft Ground Control shall have assigned a departure runway based upon direction of flight. When the airport is quiet, aircraft may be assigned a runway based upon their location on the field.

2. If gate holds are in effect, ground control will not allow aircraft to startup until the anticipated release time is imminent.

3. The VFR Special Flight Rules Area (SFRA) is a corridor through the LAX Class B airspace, which allows VFR aircraft to fly along a north/south line directly above LAX at 3,500 (southeast-bound) or 4,500 (northwest-bound) without talking to LAX Tower or SOCAL Approach. This allows VFR aircraft to transit the LAX Class B airspace without obtaining a clearance from ATC. Because this airspace overlies LAX Airport, LAX Tower must not allow missed approaches to climb above 2000 feet until past the shoreline.

4. LAX Tower coordinates releases with DEP control using a "rolling/boundary" notification system (7110.65 section 5-3-2) (a) "Rolling/boundary" means that the aircraft must be already "rolling" or at the airport "boundary". For the purposes of VATSIM ZLA, the notification should be done immediately after takeoff clearance has been issued. If you will be departing aircraft off different runways in quick succession, you should also advise which runway they will be departing. Example: LAX_TWR: "RWY 25R, SWA1444 LOOP4". No acknowledgement by Departure Control is necessary, since the aircraft is already rolling. As long as a "rolling/boundary" notification is issued, LAX TWR does not need to obtain release for any departures from SOCAL approach, unless specifically asked to do so. The VRC pushing strips feature does NOT replace "rolling/boundary" chat notifications and should not be used for that purpose unless a prearranged agreement between LAX TWR and Socal exists.

5. Due to the close proximity of parallel landing runways, the following must be included in any Los Angeles Voice ATIS. "Simultaneous approaches in use between Runway 25L and Runway 24R"

6. LAX Tower is required to provide adequate spacing between all departures so that he doesn't hand aircraft that are not legally separated to the approach controller. Consider aircraft type and performance prior to clearing an aircraft for takeoff behind another.

7. As soon as the aircraft becomes airborne, have them contact departure as long as they're not in conflict with tower's aircraft. This is important at busy airports such as LAX, because it is difficult and time consuming for Departure Control to select the correct aircraft to 'accept' an automated handoff.

8. LAX has a waiver to FAA Order 7110.65’s requirements for simultaneous departures. This applies to successive or simultaneous departures between aircraft departing parallel runways separated by 4000 feet with courses that will diverge within two miles of the end of the runway.

Initial runway centerline separation shall be maintained or increased with no overlapping or touching of primary targets. Turns to achieve at least 15 degrees divergence shall begin at a point no more than two miles from the departure end of the runway.

Note: Fifteen degrees course divergence no later than two miles from the runway end does not apply for aircraft departing from the same complex. Therefore, unless one aircraft begins to turn immediately after departure other approved separation must be applied.

d. Runway configurations:

1. Normal Operations: During Normal Operations, LAX uses the following runway configuration:

25L - ILS and visual approaches (departures, if coordinated)
25R - Departures (visual approaches, if coordinated)

24L - Departures (visual approaches, if coordinated)
24R - ILS and visual approaches (departures, if coordinated)

2. Noise Abatement Operations: During Noise Abatement operations (0000-0700 local time) LAX uses the following runway configuration:

25L - Departures
25R - Closed

6R - Closed
6L - ILS and visual approaches

When the field is VFR, this configuration presents little problem, as departures can be instructed to maintain visual separation from the arrivals, and 3 mile separation can be forfeited, and the departures should be assigned a left turn to provide 3 miles separation. When the field is below VFR however, this configuration presents more of a problem, and departures must be held until there are no arrivals on the approach for 6 Left.

3. East Operations: During East Operations, LAX uses the following runway configuration:

6L - ILS and visual approaches (departures, if coordinated)
6R - Departures (visual approaches, if coordinated)

7L - Departures (visual approaches, if coordinated)
7R - ILS and visual approaches (departures, if coordinated)

4. Changing runway configuration:

When the wind is consistently greater than 10 knots from the east, LAX Tower shall change to East Operations. This is a process that must be coordinated with LAX Approach, LAX Departure, and LAX Center.

The process involves several steps. After notifying the above facilities, LAX Tower stops departures on the 24's and 25's and holds them until the last arrivals scheduled for the 24's and 25's have landed. Once the aircraft in the stack that has been identified as the last west lander has landed, East Ops may begin.

Pilots who are reluctant to accept the "runway in use" for whatever reason may be accommodated on the opposite direction runway, as long as this is coordinated with approach. (Opposite direction departures cannot be released automatically, and a specific release must be coordinated with SOCAL). If there will be a delay, advise the pilot of how long this may be, and do your best to accommodate his/her needs.

e. Santa Monica IFR Departures

1. Santa Monica Tower is required to obtain a release from Los Angeles Tower prior to release of an IFR departure from Runway 21. Los Angeles Tower must then obtain a release from SoCal Departure for this departure. Los Angeles Tower must relay this release to Santa Monica Tower.

2. While this release is active (from the time when it is relayed to Santa Monica to when departure advises) no departures are authorized from runway 24R or 24L. SoCal departure may also dictate that no departures are authorized from 25R or 25L, however this must be specified with the release. In all cases SoCal departure will advise when departures may be resumed. Los Angeles Tower must relay the release within one (1) minute of it being received from SoCal departure.

3. Los Angeles Tower is not required to immediately relay the release request from Santa Monica. This should only be done when there will not be an excessive delay for Los Angeles departures.

4. When the VOR-A approach is in use to Santa Monica, runway 24R and runway 24L departures may be held at specific times unless on a 220 heading. This will be relayed by SoCal Departure.

f. VFR Fixed Wing Departures

1. Flight following. All turbine aircraft (Turboprop or Jet), are required to obtain flight following for departure from the Los Angeles Class Bravo Airspace. For any aircraft that is required to or requesting flight following a VFR release must be obtained from SoCal departure prior to departure. This release is valid for five (5) minutes. The release request must include type of aircraft, call sign, and destination. SoCal Departure will respond with an initial heading and altitude restrictions. All aircraft obtained flight following must be assigned a squawk code. SoCal Departure may deny flight following requests to aircraft not required to obtain it. These aircraft should be routed to the North or South as appropriate and in accordance with procedures below. In very high traffic situations SoCal departure may deny flight following to aircraft required to obtain it. These aircraft may NOT depart until a release is obtained.

2. Aircraft that do not require nor request flight following shall be routed to the North or South, these aircraft may not penetrate Class Bravo airspace delegated to SoCal Approach or SoCal departure. South bound departures shall be given the following instructions.

“Cleared into the Los Angeles Class Bravo Airspace, make a left crosswind departure at the shoreline, maintain VFR at or below 2500 feet”

Once airborne and clear of the Los Angeles Class Bravo airspace, these aircraft should be switched to Unicom and advised to remain clear of the Hawthorne Class Delta Airspace.

Northbound departures must be approved by Santa Monica Tower prior to departure. Northbound departures shall be given the following instructions.

“Cleared into the Los Angeles Class Bravo Airspace, make a right crosswind departure at the shoreline, maintain VFR at or below 2500 feet”

Once airborne and clear of the Los Angeles Class Bravo airspace, these aircraft should be switched to Santa Monica Tower.

g. VFR miniroute transitions

1. Los Angeles must be reporting a ceiling of 3000 and 3 miles visibility for miniroute transitions. At no time may a VFR aircraft be assigned an altitude within 500 feet of a reported ceiling. Only fixed wing aircraft may fly the miniroute.

2. During times when Santa Monica Tower as SMO_TWR and Hawthorne Tower as HHR_TWR are online, all VFR transition requests must be routed through Santa Monica or Hawthorne Tower.

3. Northbound transitions will be requested by Hawthorne Tower prior to airspace penetration. Los Angeles Tower must coordinate with Santa Monica Tower and receive approval prior to granting permission to Hawthorne tower for the transition. Hawthorne tower will advise if the aircraft is not familiar with miniroute. Aircraft familiar will be climbing to 2500 feet and remaining clear of the Class Bravo Airspace. Aircraft not familiar will be climbing to 2500 feet and will circle 1 mile south of the midpoint of runway 25L.

4. Northbound transitions familiar with the miniroute shall be given the following instructions upon contact:

“Cleared into the Los Angeles Class Bravo airspace via the miniroute, maintain VFR at 2500 feet”

5. Northbound transitions not familiar with the miniroute shall be given the following instructions upon contact:

“Cleared into the Los Angeles Class Bravo airspace, proceed direct to overfly the middle of runway 25L, then the numbers of 24R, then direct Santa Monica Airport, maintain VFR at 2500 feet”

6. When clear of the Los Angeles Class Bravo airspace these aircraft should be transferred to Santa Monica Tower.

7. Southbound transitions will be requested by Santa Monica Tower prior to airspace penetration. Los Angeles Tower must coordinate with Hawthorne Tower and receive approval prior to granting permission to Santa Monica tower for the transition. Santa Monica tower will advise if the aircraft is not familiar with miniroute. Aircraft familiar will be climbing to 2500 feet and remaining clear of the Class Bravo Airspace. Aircraft not familiar will be climbing to 2500 feet and will circle 2 miles north of the approach end of runway 24R.

8. Southbound transitions familiar with the miniroute shall be given the following instructions upon contact:

“Cleared into the Los Angeles Class Bravo airspace via the miniroute, maintain VFR at 2500 feet”

9. Southbound transitions not familiar with the miniroute shall be given the following instructions upon contact:

“Cleared into the Los Angeles Class Bravo airspace, proceed direct to overfly the numbers of 24R, then the midpoint of ruwnway 25L, then heading 130, maintain VFR at 2500 feet”

10. When clear of the Los Angeles Class Bravo airspace these aircraft should be transferred to Hawthorne Tower.

11. During times when Hawthorne Tower is not staffed the responsibilities of Hawthorne Tower will be delegated in the following manner:

All aircraft transitioning through Hawthorne Airspace heading toward Los Angeles shall be handled by Los Angeles Tower. If Los Angeles Tower is not online, the controller responsible for Los Angeles Tower shall handle transitions. Los Angeles Tower shall ensure that transitioning aircraft remain clear of the traffic flows of Hawthorne, it is recommended that transitioning aircraft are instructed to over fly 2 miles West of KHHR at 2500’. Los Angeles Tower may permit these operations as long as the aircraft are preceding either direct to this point or from the airport along the miniroute at 2500 or above, these transitions need not be coordinated.

All other responsibilities shall be delegated to the following controllers, in the order that they are online.

SoCal Approach (South)
SoCal Approach (Combined)
Los Angeles Center

12. During times when Santa Monica Tower is not staffed the responsibilities of Santa Monica will be delegated in the following manner.

All aircraft transitioning through Santa Monica Airspace heading toward Los Angeles shall be handled by Los Angeles Tower. If Los Angeles Tower is not online, the controller responsible for Los Angeles Tower shall handle transitions. Los Angeles Tower shall ensure that transitioning aircraft remain clear of the traffic flows of Santa Monica, it is recommended that transitioning aircraft are instructed to over fly Santa Monica airport at 2500’. Los Angeles Tower may permit these operations as long as the aircraft are preceding either direct to Santa Monica Airport or from the airport along the miniroute at 2500 or above, these transitions need not be coordinated.

All other responsibilities shall be delegated to the following controllers, in the order that they are online.

SoCal Approach (North)
SoCal Approach (Combined)
Los Angeles Center

13. Only 1 aircraft is authorized on the miniroute at a time.

h. VFR fixed wing arrivals.

1. VFR aircraft received from SoCal Approach will be inbound to the runway scratched in the scratchpad (as a visual approach). These aircraft should be treated the same as IFR arrivals. Go-arounds will be told to fly runway heading, maintain 2000, and contact SoCal departure after advising SoCal departure. These aircraft may NOT be merged into the pattern.

2. VFR arrivals from the south will be received from Hawthorne tower as miniroute aircraft. These aircraft should be told to enter right downwind for runway 24R, after flying the miniroute.

3. VFR arrivals from the north will be received from Santa Monica tower at 2500’. These aircraft should be told to enter right downwind for runway 24R.

4. Runway 25L is not recommended for North or South arrivals due to the proximity of Hawthorne Airspace.

i. VFR Helicopter Transitions.

1. Helicopter transitions shall be received after coordination from Santa Monica or Hawthorne Tower with the exception of some northbound shoreline route aircraft and some southbound Lincoln route aircraft. Northbound transitions may be routed by the Shoreline or Sepulveda Routes. Southbound transitions may be routed by the Shoreline or Lincoln Routes.

2. Due to the low altitudes of helicopters, the procedures dictated in G (11) and G (12) may not be used.

3. Shoreline route aircraft will be received flying northbound or southbound along the shoreline. These aircraft should be given the following instructions upon initial contact:

“Cleared into the Los Angeles Class Bravo Airspace, follow the shoreline (North/South) bound, maintain VFR at or below 150 feet.”

4. Northbound Shoreline route helicopters must be coordinated with Santa Monica Tower.

5. Northbound Shoreline route helicopters should be transferred to Santa Monica Tower when clear. Southbound helicopters shall be transferred to Unicom when clear.

6. Only 1 helicopter is authorized on the shoreline route at a time.

7. Sepulveda route aircraft will be received from Hawthorne Tower flying at 1000 feet northbound along Sepulveda Blvd (approximately midfield 25L). These aircraft should be cleared into the Los Angeles Class Bravo airspace, and transferred to Unicom when clear.

8. Lincoln route aircraft will be received from Santa Monica Tower flying at 1000 feet southbound along Lincoln Avenue (approximately mid field 24R). These aircraft should be cleared into the Los Angeles Class Bravo and transferred to Hawthorne Tower when clear.

9. Lincoln route aircraft must be coordinated with Hawthorne Tower.

j. VFR helicopter Departures

1. Helicopters may depart from the west pads (located at midfield), or the South pads (located south of runway 25L). These helicopters should be told to fly westbound till the shoreline to join the shoreline route. See I (3)-(6) for shoreline information.

2. The west and south helipads are considered movement areas.

3. Helicopter departures requesting flight following shall be treated the same as fixed wing aircraft.

k. VFR helicopter Arrivals

Helicopter arrivals will be received on the shoreline route. These helicopters should fly the shoreline route till due west of the south/west pads. Then they will be told to precede inbound and cleared to land. Winds may dictate that the helicopters over fly the pads then turn to land into the wind. This shall be approved at or below 500 feet while remaining clear of all runways.

l. IFR helicopter Arrivals and Departures

IFR helicopter departures and arrivals shall be treated the same as fixed wing departures and arrivals.

m. Closed Traffic Operations

1. During times when Santa Monica or Hawthorne Towers are on as SMO_TWR or HHR_TWR closed traffic at Los Angeles are NOT authorized. These aircraft should be offered a departure to join the pattern at SMO or HHR as appropriate.

2. During times when SMO_TWR and HHR_TWR are not on. Los Angeles tower may authorize closed traffic operations. The controller in charge of Santa Monice or Hawthorne Airspace per G(11) or G (12) must approve the operation via a pointout. This pointout must be requested for each aircraft and is only valid for the Hawthorne or Santa Monica Class D airspace. Aircraft that will penetrate SoCal Approach class B airspace must receive a second pointout.

3. During times when any other tower in ZLA is staffed, closed traffic at Los Angeles is discouraged.

4. The recommended pattern altitude at Los Angeles is 1000’. Aircraft must be advised of this.

5. Only runways 25L/7R and 24R/6L may be used for closed traffic. Runway 24R is preferred over runway 25L/7R.