Chapter 1. Introduction Section 1. General - IVAO USAivaous.org/fdr/SOPs/ZLA/LAX_SOP.pdfChapter 1. Introduction Section 1. General 1-1-1. PURPOSE. This Order prescribes Standard Operating

LAX ATCT 7110.1G 3/1/14

General 1-1-1

Chapter 1. Introduction

Section 1. General

1-1-1. PURPOSE. This Order prescribes Standard Operating Procedures (SOP) for Los Angeles Tower. 1-1-2. DISTRIBUTION. This Order is distributed at the facility level with a copy to the FAA Repository. 1-1-3. CANCELLATION. LAX Order 7110.1F, Standard Operating Procedures, dated April 1, 2013. 1-1-4. EFFECTIVE DATE. This Order is effective March 1, 2014. The following LAX Tower Orders have been consolidated into this SOP and are cancelled:

• LAX Order 7110.8D, RUNWAY LIGHT CHECK PRIOR TO CONDUCTING CATEGORY II/III OPERATIONS dated 11/15/99

• LAX Order 7270.9F, ALTIMETER COMPARISON dated 8/15/06

• LAX Order 7210.13B, FACILITY NAVAIDS MONITORING REQUIREMENTS dated 1/26/00

• LAX Order 7210.1F, POSITION COMBINATION dated 6/25/07

• LAX Order 7210.15B, AIRSPACE INTRUSIONS dated 8/15/06

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Terms of Reference 1-2-1

Section 2. Terms of Reference 1-2-1. ABBREVIATIONS As used in this manual, the following abbreviations have the meanings indicated. Abbreviation Meaning AAR…………………………Airport Acceptance Rate ADG-V ............................... Aircraft Design Group V—All Models B767, B777, A300,

A340, B744, B787 ADG-VI .............................. Aircraft Design Group VI—B748, A380, AN-124, C5A APD…………………………Airport Police Department ARMT ................................ Airport Resource Management Tool B1/2/3/4 ............................. VFR Class Bravo Airspace Departures CD ..................................... Clearance Delivery CIC .................................... Controller-in-Charge City Ops ............................ LAWA City Operations CTRD ................................ Certified Tower Radar Display DEL ................................... Del Rey (SCT Departure Area) DNYR……………………….Downey Sector DR ..................................... Departure Radar EDCT ................................ Expect Departure Clearance Time EFSTS ............................... Electronic Flight Strip Transfer System ESP ................................... En Route Spacing Program FD ..................................... Flight Data FDIO .................................. Flight Data Input/Output FLM ................................... Front Line Manager FRC ................................... Full Route Clearance GCM .................................. Ground Control Metering GH ..................................... Gate Hold GS ..................................... Ground Stop HC ..................................... Helicopter Control HHR .................................. Hawthorne Airport/Tower LA ...................................... Local Assist/LAX Tower LAA ................................... SCT Arrival Area LAWA ................................ Los Angeles World Airports LAX ................................... Los Angeles Tower/Los Angeles International Airport LC...................................... Local Control MINIT ................................ Minutes in Trail MIT .................................... Miles in Trail OCS .................................. Obstacle Clearance Surface OM .................................... Operations Manager OPS ................................... Airport Operations OTS ................................... Out-of-Service POFZ ................................. Precision Obstacle Free Zone

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Terms of Reference 1-2-2

PDC ................................... Pre-Departure Clearance System PDR ................................... Preferential Departure Routing RLSD ................................. Released RR ..................................... Reroute RWY .................................. Runway SCT ................................... Southern California TRACON SID………………………… Standard Instrument Departure SMGCS ............................ Surface Movement Guidance and Control System SMO .................................. Santa Monica Airport/Tower SOC .................................. System Operations Center (at SCT) STAR……………………….Stadium Sector TBIT .................................. Tom Bradley International Terminal TC1/2 ................................ VFR Departures for Noise Abatement Aircraft TEC ................................... Tower Enroute Control TMC .................................. Traffic Management Coordinator TMU .................................. Traffic Management Unit TWY .................................. Taxiway VDGS ................................ Visual Docking Guidance System X-OVER ............................ Crossover ZLA .................................... Los Angeles Center ZOA ................................... Oakland Center 110 .................................... Harbor Freeway 105 .................................... Century Freeway 405 .................................... San Diego Freeway 1-2-2. DEFINITIONS Local Control Team―The Local Control and, when staffed, the Local Assist position(s). Wide Body Aircraft―Includes B757 series and larger aircraft.

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General Control 2-1-1

Chapter 2. General Control

Section 1. General 2-1-1. POSITION RELIEF BRIEFING. Position relief briefings must be conducted via the recorded line. In addition:

a. After completion of the position relief briefing, and the relieving controller has

assumed the position, the relieved controller is required to monitor the position for at least two minutes prior to unplugging. The completion of the overlap must be recorded on the “brief” line by the relieved controller stating at a minimum his/her operating initials.

Note: This requirement is required for all operating positions including FLM/CIC/TMC. OMs are exempt. Note: This overlap requirement may be waived by the FLM/CIC if the situation warrants. In this event, an entry must be made on the daily log (7230-4). b. Critically dependent positions: 1. Do not simultaneously relieve critically dependent positions—wait until the position overlap is complete for the first position before beginning the relief process for the other position. 2. Critically dependent positions are LC1 and LC2, LC1 and LA1, and LC2 and LA2.

Example: LC2 and LA2 may not be relieved simultaneously. Note: This requirement should not normally be waived by the FLM/CIC. 2-1-2. BIRD HAZARD REPORTING PROCEDURES a. Specialist(s) aware of bird activity, strikes, or hazards must:

1. Attempt to gather specific information from the reporting source when workload permits. 2. Report the hazard/activity to the OM/FLM/CIC. 3. Issue bird advisories as required per FAA Order 7110.65, paragraph 2-1-22. b. The OM/FLM/CIC must: 1. Gather all pertinent facts and information. 2. Coordinate this information with airport operations personnel. 3. Log significant bird hazard/activity on FAA Form 7230-4.

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4. Notify OPS via landline of bird strike information and verify that they will be filing a report. If yes, then disregard the next step (FAA Form 5200-7). 5. Complete FAA Form 5200-7, Bird Strike/Incident Report, as required. 6. Include known bird activity on the ATIS. 2-1-3. AIRSPACE INTRUSIONS

a. Specialist(s) aware of an airspace intrusion must:

1. Inform the FLM/CIC/OM of an intrusion. 2. Attempt to establish radio contact with the suspect aircraft and inform the pilot of the aircraft’s position and possible intrusion. Request the pilot’s intentions and verify the Mode C altitude readout, if any. 3. In the event of non-communication with the pilot, attempt to identify aircraft type, call sign and direction of flight through available means. 4. Issue pertinent advisories. 5. Coordinate with adjacent air traffic facilities as appropriate. b. The FLM/CIC/OM must: 1. Attempt to identify the aircraft through available means, e.g. via radio or other air traffic facilities, visually, etc.; ensure coordination with adjoining air traffic facilities as appropriate. 2. Log the incident as a MOR in CEDAR. 2-1-4. FACILITY IDENTIFICATION. Controllers have the option of using “L-A” or “Los Angeles” for radiotelephony/facility identification.

Examples: “L-A Ground…” “Los Angeles Clearance Delivery…” “L-A Tower…”

2-1-5. INTERPHONE MESSAGE FORMAT. The controller must state his/her operating initials when concluding intra/interfacility communications.

Note: This includes communications with the ramp towers.

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2-1-6. ATIS PROCEDURE. When verbal communication is established with the pilot, confirm that he/she has the current ATIS and enter the code in block 13 (see Appendix A for strip marking example). 2-1-7. PILOT ACKNOWLEDGEMENT. Ensure the aircraft call sign is included in the pilot’s acknowledgment/readback as required, e.g., runway hold short instruction, confirmation of runway assignment, amendment to assigned altitude, etc.

Note: If a readback is required it must include all required elements, including the aircraft call sign.

Note: A readback may be initiated for any instruction when the controller believes a readback is necessary.

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Coordination 2-2-1

Section 2. Coordination 2-2-1. VERBAL COORDINATION. All verbal coordination must be conducted via the recorded line. 2-2-2. INTRAFACILITY INTERPHONE COORDINATION. The Tower may utilize abbreviated standard coordination procedures in cases where specific coordination is accomplished only between specific control positions and there will not be a possibility of misunderstanding. Note: Operating initials must be used as required in paragraph 2-1-4 above. 2-2-3. INTERFACILITY INTERPHONE COORDINATION a. Between two facilities that utilize numeric position identification, the caller must identify both facility and position. b. The Tower may utilize abbreviated standard coordination procedures when coordinating with SCT in cases where a specific coordination is accomplished only between control positions and there will not be a possibility of misunderstanding. Abbreviated coordination between LAX and SCT must be accomplished as per the LOA addressing abbreviated interphone coordination procedures. 2-2-4. RAMP TOWER PUSHBACKS

Ramp towers are required to hold on the gate and call the tower before approving any pushback that requires aircraft to tail out of the taxilane, which is often referred to as a “pushback on Charlie,” or “Charlie push.” The position answering the call from the ramp tower must obtain the following information and pass this information on to the GC1 controller.

a. Aircraft call sign.

b. Aircraft gate number.

c. If the aircraft will require a cross-bleed engine start.

Coordination with GC1 must be completed before approving the pushback. If GC1 is not able to approve the pushback, an expect pushback clearance time should be agreed upon to forward to the ramp tower.

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Equipment 2-3-1

Section 3. Equipment

2-3-1. WIND SOURCE. The Weather System Processor (WSP) must be used as the primary wind source for operational purposes.

a. The WSP airport wind will be issued for departures and arrivals as required.

b. The LAX arrival/departure wind shear and microburst alerts must be issued whendisplayed.

ALERT EXAMPLE

25LA WSA 25K+ 2MF PHRASEOLOGY

RUNWAY 25 LEFT ARRIVAL WIND SHEAR ALERT 25 KNOT GAIN 2 MILE FINAL

ALERT EXAMPLE

24RD WSA 35K+ 2MD PHRASEOLOGY

RUNWAY 24 RIGHT DEPARTURE WIND SHEAR ALERT 35 KNOT GAIN 2 MILE DEPARTURE

ALERT EXAMPLE

25LRA MBA 40K+ 1MF PHRASEOLOGY

RUNWAY 25 LEFT ARRIVAL MICROBURST ALERT 40 KNOT GAIN 1 MILE FINAL

c. The Wind Measuring Equipment (WME) may be used as a secondary windsource for airport quadrant wind information. Only issue the WME wind when the WSP is OTS.

Note: When the WSP is not receiving information from the ASOS, the Airport Wind (AW) will be displayed with all "9s". Other features of the WSP are still operational.

2-3-2 LAX AIRPORT LIGHTING

a. Approach Lights (ALS):

1. An Approach Light System with Sequenced Flashing Lights (ALSF) in ILS CATII/III configuration (ALSF-2) is installed on Runways 24R and 25L. ALSF-2 may operate as a Simplified Short Approach Light System with Runway Alignment Indicator Lights (SSALR). The SSALR is commonly referred to as “short mode.”

Note: ALSF-2 mode is required when the prevailing visibility is ¾ mile or less or the RVR is 4000 feet or less.

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Equipment 2-3-2

Note: CAT II/III requires the ALSF-2 to be operated on engine generator (EG) with commercial power as the backup power source. Step three or above must be selected in ALSF-2 mode to operate the EG.

2. A Medium Approach Lighting System with Runway Alignment Indicator Lights (MALSR) is installed on Runways 24L, 06R, 06L, 25R, 07L and 07R.

Note: The MASLRs are installed with a three-step Medium Approach Lighting System (MALS) and three-step Runway Alignment Indicator Lights (RALS). See table 3-4-7 in FAA Order 7110.65 for step settings.

b. Visual Glideslope Indicators:

1. A Precision Approach Path Indicator (PAPI) is installed on all runways and must be used when the runway is active.

Note: All runways have four light units. All PAPIs are installed on the left side of the runway except Runways 25L and 24L, where they are installed on the right.

2. Touchdown Zone Lights (TDZL) are installed on Runways 25L, 24R, 06R and 07L. See table 3-4-8 in FAA Order 7110.65 for step settings. 2-3-3. MINIMUM SAFE ALTITUDE WARNING (MSAW) MAP. The areas below depict the limits of the MSAW coverage areas for LAX.

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Equipment 2-3-3

2-3-4. ASDE-X MAP PROCEDURES a. Runway Closures. The Local Control Team is responsible to enter the runway open and runway closed safety logic information into ASDE-X. b. AS1 and GC3 Displays 1. The FLM/CIC/OM must enter taxiway closure information and graphical representation of runway closures. 2. If the FLM/CIC/OM needs to change the display to make entries or review replays, they will “APREQ” with GC1 or GC3 to take control of the GC3 display. c. When GC3 is combined 1. The GC3/AS1 ASDE-X system will display map “AS1”, unless the GC1 controller specifically requests one of his/her maps be displayed.

2. When OJT is in progress at GC1, the GC1 OJTI may request the GC3/AS1 ASDE-X monitor to be configured to one of the OTJI’s preset maps. 2-3-5 CERTIFIED TOWER RADAR DISPLAY (CTRD)

a. Ensure the position symbol and other data block fields are displayed as appropriate.

b. Select the radar map most appropriate for types of approach in progress, e.g.

west or east traffic, simultaneous or parallel approaches, and north or south radar.

c. Adjustments to the LC CRTD presentation should only be made after both Local Control teams are aware of the change being made.

d. Filter Limits. Ensure the filter limits are set from 100 to 7000 feet.

2-3-6. BAR CODE SCANNERS. Electronic Fight Strip Transfer System (EFSTS) and Airport Resource Management Tool (ARMT)

a. GC/GCM/GH must scan the bar code on the strip when an LAX departure aircraft is ready for taxi or is held on the gate.

b. LC must utilize the EFSTS to transfer strips to DEL printers by scanning the bar code when an aircraft is cleared for takeoff. If requested by the DEL controller, rescan (force) a new LAX departure strip.

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Equipment 2-3-4

c. Continue to utilize the ARTS Rundown Patch in conjunction with the EFSTS to forward pertinent departure information to DEL and initiate verbal coordination as required.

d. The FLM/CIC will inform DEL when any EFSTS scanner is unusable or unavailable.

2-3-7. RADIO FREQUENCY ASSIGNMENTS The following frequencies are assigned for use at the Tower unless otherwise noted.

Position Primary VHF Frequency

Primary UHF Frequency

Secondary Frequency

SCT Overide

LC1 120.95 379.10 127.85 Yes

LC2 133.90 239.30 119.80 Yes HC 119.80 239.30 133.90 Yes

GC1 121.75 327.00 126.25 GC2 121.65 327.00 132.90 GC3 120.35 327.00 132.90 GCM 132.90 327.00 120.35 CD1 121.40 327.00 126.25

CD2 126.25 327.00 132.90

ARVL ATIS 133.80 N/A N/A DEPT ATIS 135.65 N/A N/A

All positions have access to the EMRG frequencies below 127.85 Yes

121.50 243.00 Yes (Only transmit on the EMRG frequency if required then deselect)

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Clearance Delivery 4-1-1

Chapter 4. Clearance Delivery (CD) 4-1-1. GENERAL

a. Use primary frequency 121.4.

b. Keep a pad near the keyboard to record requests and reduce verbal coordination with FD.

c. Place all strips on the strip bay in a neat and orderly fashion in alphabetical order, starting with the first letter of the carrier’s three-letter identifier. Place air taxi and general aviation aircraft on the top left hand corner of the strip bay. Arrange air carrier and air taxi company flight plans in numerical order.

4-1-2. FLIGHT PLAN AMENDMENTS

a. Amendments will be issued by CD. Note: Workload permitting, other positions may assist in issuing amended clearances. b. To the maximum extent possible, CD will call ramp towers and request aircraft that require a reroute to call CD. c. At 0650L and 2050L, CD shall review all strips and determine if any aircraft needs a noise abatement reroute. d. When a route amendment is required, CD will locate all the strips associated with the aircraft call sign. CD or FD will tear the strips in half. If a strip is at GC, CD or FD will leave the portion of the strip with the call sign at GC. An aircraft with a half strip shall be instructed to contact CD for a reroute. Note: When an unexpected flight plan amendment is received and cannot be located, CD or FD must full route the flight plan to see if the flight has a "P" or a "D" time (this will show the status of the aircraft). For PDC aircraft, CD or FD must search the PDC to see if a flight plan has already been sent to the aircraft. CD or FD must advise the TMC/FLM if the aircraft has already departed. e. All operational positions are authorized to issue all other changes to an aircraft’s clearance, such as altitude, frequency and DP. The word “NEEDS” on the strip will be used to indicate these required changes. f. When a duplicate flight plan is received, CD will locate all strips associated with the aircraft call sign and determine which flight plan will be used. All other flight plans for this call sign will be removed from the database. The active flight plan will be ARTS forced to the TRACON computer. g. Circle the flight plan amendment number. 4-1-3. DEPARTURE HEADINGS. Assign a SID including transition if necessary, where applicable. If no SID is applicable or the pilot has indicated that he/she does not wish to use a SID, issue the following headings as a vector to the first fix or airway:

a. West traffic—all aircraft shall be issued “fly heading 250, vector to (next fix or airway)”

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b. East traffic—all aircraft shall be issued “fly heading 070, vector to (next fix or

airway)” Note: SIDs may be included in some TEC routes. 4-1-4. ALTITUDE ASSIGNMENT. Issue the following initial altitudes for IFR departures:

a. West traffic:

1. Assign all aircraft on a SID 5000 feet or requested altitude if lower and advise aircraft to comply with altitude restrictions.

2. Assign all aircraft not on a SID 3000 feet and advise aircraft to “expect requested altitude five minutes after departure.”

b. East traffic—assign all aircraft 3000. Advise aircraft not on a SID to expect requested altitude five minutes after departure.

4-1-5. STRIP MARKING. Mark the strip using blue or black ink ball point pen when the aircraft has received the clearance (see Appendix A for examples). Note: The TMC may use black or blue ink, or a colored marker/pen. a. Circle the SID, first fix, TEC route, or first airway when the clearance is issued. b. Annotate in box 8B “30” and place a check mark when assigning 3000 feet (east or west) to any aircraft (see Appendix A). c. For all aircraft that do not have a SID on board or are not assigned a SID, line out the SID (if applicable); mark and circle in box 9 “H250” west traffic and “H070” for east traffic. d. Place a check mark over “FRC” when a full route clearance is issued. e. Mark the departure control frequency issued in box 8A. Write VHF frequencies using the last digit and UHF frequencies in full. f. If verbal communication is established with the pilot, confirm that he/she has the current ATIS and enter the code in block 13 (see Appendix A). g. When feasible, ascertain the gate number or parking location and write in box 2A next to the aircraft type.

h. Circle the aircraft type for ADG-VI aircraft using black, blue, or red ink, e.g., A380, B748.

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4-1-6. VFR DEPARTURES – P and Q Class Aircraft a. For VFR departures, i.e., B1, 2, 3, and 4 departures, indicate the assigned departure on a half strip. The half strip shall contain the aircraft call sign, type, parking location, ATIS and coded departure number. The destination and requested VFR altitude may also be added (see Appendix A for a strip marking example). b. Issue the following departure as appropriate.

Traffic

Direction of Flight

Route Description

West South B1 Cleared out of Bravo airspace to the south, fly heading 250, turn left at the shoreline, exit Bravo airspace, maintain VFR, squawk 1200

West North B2 Cleared out of Bravo airspace to the north, fly heading 250, turn right at the shoreline, exit Bravo airspace, maintain VFR, squawk 1200

East North B3 Cleared out of Bravo airspace to the north, turn left at the departure end of the runway, exit Bravo airspace, maintain VFR, squawk 1200

East South B4 Cleared out of Bravo airspace to the south, turn right at the departure end of the runway, remain west of the San Diego Freeway, exit Bravo airspace, maintain VFR, squawk 1200

4-1-7. VFR Departures – J and M Class Aircraft a. Enter flight plan information using the FDIO as follows: Example: FP (call sign) (aircraft type/equipment) (speed) KLAX (P-time) VFR KLAX..(route)

Include in the Remarks section the intended destination or route and VFR altitude Example: FP N7834V LJ55/A 300 KLAX P1500 VFR KLAX..TC2 ○ KBFL 12.5 b. Issue the appropriate clearance for the direction of flight.

Traffic Direction of Flight

Route Description

West South TC1 Cleared out of Bravo airspace to the south, fly heading 250 for vectors, maintain VFR at or below 3000, departure frequency 124.3, squawk xxxx

West North TC2 Cleared out of Bravo airspace to the north, fly heading 250 for vectors, maintain VFR at or below 3000, departure frequency 125.2, squawk xxxx

East North TC2 Cleared out of Bravo airspace to the north, fly heading 070 for vectors, maintain VFR at or below 3000, departure frequency 125.2, squawk xxxx

East South TC1 Cleared out of Bravo airspace to the south, fly heading 070 for vectors, maintain VFR at or below 3000, departure frequency 124.3, squawk xxxx

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4-1-8. IFR CLIMB TO VFR CONDITIONS. a. Southbound—LIMBO CLIMB 1. Enter flight plan information using the FDIO as shown in the following example:

Example: FP N222 C172/A 100 KLAX PXX00 30 KLAX..OTS 2. Issue the clearance as shown in the following example:

“Cessna 222 cleared to the LIMBO intersection fly heading 250, vector to V64, LIMBO, maintain 3000, expect requested altitude five minutes after departure, departure frequency 124.3, squawk (beacon code)”

Note: LC shall issue the initial departure heading as appropriate. b. Northbound—SADDE CLIMB 1. Enter flight plan information using the FDIO as shown in the following example:

Example: FP N333 P28/A 100 KLAX PXX00 50 KLAX..OTN 2. Issue the clearance as shown in the following example: “Cherokee 333 cleared to the SADDE intersection fly heading 250, vector to V299, SADDE, maintain 3000, expect requested altitude five minutes after departure, departure frequency 125.2, squawk (beacon code).” 4-1-9 STRIP PASSING. Pass all strips to GC, GCM, or GH as appropriate after receipt of the clearance has been acknowledged, then: a. GC1. All general aviation aircraft and air taxi flight plans shall be arranged on the right side of the air carrier strip bay. This shall apply regardless of aircraft type. b. GC1 and GC2. Place all strips in a neat and orderly fashion in alphabetical order. Arrange air carrier and air taxi company flight plans in numerical order. 4-1-10. GATE HOLD PROCEDURES. Instruct all aircraft to contact GH when appropriate prior to engine start/pushback. 4-1-11. GC3/GCM FREQUENCY. CD1 shall monitor the GC3/GCM frequency 120.35 when GC3/GCM is closed and combined. When a call or request is made by a pilot on 120.35, advise the pilot to contact LA Ground Control on 121.65 or 121.75 as appropriate. .

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Equipment 4-2-1

Section 2. Equipment 4-2-1. SIA. Update the SIA if directed by the OM/FLM/CIC unless LC is using the SIA RVR page. 4-2-2. ATIS. a. Update the ATIS if directed by the OM/FLM/CIC. b. Advise SCT FD when an ATIS change has been made by utilizing the 870 line, dial code 77. Provide the new ATIS code, UTC time of the weather sequence and any pertinent information.

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Local Control 7-1-1

Chapter 7. Local Control and Local Assist

Section 1. Local Control 7-1-1. GENERAL

a. Use the following primary frequencies:

1. LC1—120.95

2. LC2—133.9

b. Use a pad to record all pertinent information. Inactive traffic must be lined out. c. Memory aid placards must be placed in a position visible to the LC team and

utilized so that an FLM/CIC could determine the status of an operation by observation.

d. Flight strips 1. Scan each strip using the EFSTS scanner when the aircraft is cleared for

takeoff.

2. Departure strips shall be placed in a location where LA can view and access them.

e. Advise the FLM/CIC or TMC of all pertinent information, which may impact the operation. This information includes, but is not limited to, emergency situations, weather, airport conditions, equipment outages, flow control related problems, and aircraft maintenance problems. 7-1-2. PRIORITY OF DUTY. Prioritize in the following manner:

a. Separation of aircraft and safety alerts. b. Emergency aircraft and those designated as Medevac. c. Aircraft inbound declaring low fuel or fuel critical. d. Aircraft with flow control restrictions, EDCTs, and departure windows.

Note: Each set of circumstances must be evaluated on its own merit. That action which is most critical from a safety standpoint shall be performed first.

Note: There is no requirement for LC to ask a flight crew for information that does not provide an operational advantage, especially a gate assignment for an aircraft parking on the opposite complex.

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Local Control 7-1-2

7-1-3. EMERGENCY SITUATIONS

a. Operational priority is always given to aircraft with an emergency or in distress. Notify the FLM/CIC immediately when you are aware that an emergency or distress situation exists.

b. Advise “ARFF 80” which runway the aircraft is next to land on or its current

location on the ground. c. If possible, ascertain the pilot’s intentions. d. Secure the equipment at the pilot’s discretion.

7-1-4 AIRSPACE AND AREAS OF JURISDICTION Note: All altitudes are MSL. (Refer to Figure 7-1)

a. LC1’s airspace:

1. Taxiways between parallel Runways 7/25, the Runway 25R/7L tie-in taxiways south of the holding position markings adjacent to Taxiway B, Taxiway B-16 south of the Runway 25R holding position markings, and the Runway 25L/7R tie-in taxiways north of the holding position markings adjacent to Taxiway A. Note: For aircraft exiting runways, issue turn instructions prior to changing that aircraft to GC if compliance with taxi instructions will be required immediately. Approval from GC shall be considered automatic.

2. Area Alfa. All configurations, below 2500’. A line through the center of the airport heading 069° from the shoreline to the 405, then southbound along the 405 to Imperial Hwy., then westbound to the shoreline, then northwest bound along the shoreline to the point of beginning, excluding Areas Bravo and Echo, which are delegated to the HC position (see figure 8-1). 3. Area Foxtrot. West traffic 1000' and below, east traffic 500’ and below, over- ocean traffic 2000’ and below. A line through the center of the airport heading 069° eastbound to the easternmost point of the LAX Class B, Area A boundary line, then southeast bound to the LAX 076° 10 DME, then westbound along the LAX 076° radial to the intersection of Imperial Hwy and the 405, then northbound along the 405 to the point of beginning, excluding Area Golf, which is delegated to the HC position. 4. Area Hotel. West traffic 500’ and below. A line through the center of the airport heading 249° beginning at the shoreline, then continuing westbound to a point 1.5 NM offshore, then southeast bound parallel to the shoreline to the intersection of the LAX 170° radial, then northeast bound along the LAX 170° radial to the shoreline, then northwest bound to the point of beginning.

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Local Control 7-1-3

b. LC2’s airspace: 1. Taxiways between parallel Runways 6/24 and Taxiway E-7, the Runway 24L tie-in taxiways north of the holding position markings adjacent to Taxiway E.

Note: For aircraft exiting runways, issue turn instructions prior to changing that aircraft to GC if compliance with taxi instructions will be required immediately. Approval from GC shall be considered automatic. 2. Area Alfa. All configurations, below 2500’. A line through the center of the airport heading 069° from the shoreline to the 405, then northbound along the 405 to Manchester Blvd., then westbound to the intersection of Ballona Creek and the shoreline, then southeast bound along the shoreline to the point of beginning, excluding Areas Bravo and Echo, which are delegated to the HC position (see figure 8-1).

3. Area Foxtrot. West traffic 1000' and below, east traffic 500' and below, over-

ocean traffic 2000’ and below. A line through the center of the airport heading 069° beginning at the 405, then eastbound to the easternmost point of the LAX Class B, Area A boundary line, then northwest bound to the LAX 046° radial 10 DME, then southwest bound to the intersection of Manchester Blvd and the 405, then southbound along the 405 to the point of beginning, excluding Area Golf, which is delegated to the HC position. 4. Area Hotel. West traffic 500’ and below. A line through the center of the airport heading 249° beginning at the shoreline and continuing westbound to a point 1.5 NM offshore, then northwest bound parallel to the shoreline to the intersection of the northern boundary of LAX Class B, Area A, then southeast bound to the intersection of Ballona Creek and the shoreline, then southeast bound along the shoreline to the point of beginning. Note: HC combines with LC2. (refer to Figure 7-1)

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Local Control 7-1-4

Figure 7-1

Area

GOLF

LAX ATCT 7110.1G 3/1/14

Local Control 7-1-5

7-1-5. RUNWAY SELECTION. The FLM/CIC shall select active runways using the following criteria: a. LAX has a waiver to FAA Order 8400.9 (Runway Selection) which permits operations with a tailwind component of up to 10 knots. This is applicable to wet and dry runways. b. During noise sensitive hours, 2200L to 0700L, maximize use of the inboard runways for departures. At other times, inboard runways shall be preferred for departures and, except as set forth for over ocean operations, the outboard runways shall be preferred for arrivals. c. Over Ocean Operations. 1. Normally between 0000L and 0630L. 2. The outboard runways shall not be used unless the inboard runways are unavailable. Note: Non-compliance with the above that is necessary due to traffic, weather, runway or taxiway closures, or field construction and maintenance must be logged, including the reason for the deviation. Every effort shall be made to return to compliance as soon as feasible. 7-1-6. OVER OCEAN OPERATIONS/OPPOSITE DIRECTION OPERATIONS Note: The over ocean configuration is to mitigate noise between 0000L and 0630L and consists of departing to the west and landing to the east. a. Arrival/Departure Responsibility 1. LC1 is responsible for the release of all departures and separation of Runway 25 departures from arrivals. 2. LC2 shall: (a) Be responsible for arrivals to Runways 6L/6R. (b) APREQ all departures with LC1 and assume separation responsibility from arrivals.

b. At the shoreline, vector all departures heading 210. Retain the aircraft on frequency until the turn is issued, observed and appropriate separation is ensured. Note: When issuing the takeoff clearance, advise all aircraft to remain on Tower frequency. Note: LC shall issue the 210 heading at or passing the shoreline using the CTRD when the shoreline is obscured or the SMO154º/SMO160º radial when depicted on the assigned DP.

LAX ATCT 7110.1G 3/1/14

Local Control 7-1-6

c. Do not release a departure when an arrival is within a 15-mile final to the same complex. Visual separation is only authorized between the following: Note: Compliance with paragraph 7-1-6 g.2. is required (10-mile cutoff). 1. Successive arrivals. 2. Successive departures. 3. A Runway 6 arrival and a Runway 25 departure. Note: Arrivals to Runway 7 L/R during over ocean operations must be handled as opposite direction operations conducted from parallel runways, which provide for a turn away from the opposing traffic when inside of the cutoff point to the other runway.

d. Depart all aircraft from the 25 complex unless otherwise coordinated. e. Southbound departures may fly the assigned DP if there are no opposite direction

arrivals. Westbound or northbound departures that will fly “straight out” must be coordinated and approved by the LAA and DEL.

f. Suspend over ocean operations if one of the following conditions exist: 1. Cloud bases at the west airport boundary are 400' or less, or 2. Touchdown RVR is less than 2400', or 3. Braking action is reported less than “good,” or 4. The tailwind component exceeds 10 knots, or 5. One complex is unavailable for arrivals or departures. g. Opposite Direction Departures.

1. LC must verbally request all opposite direction departures from SCT Arrival Area (LAA), stating the aircraft call sign, aircraft type and departure runway. Unless otherwise coordinated with the LAA, all west departures will be on a 210 heading. Other departure headings will be coordinated as required.

2. The departing aircraft must be airborne and turned to avoid all conflicts prior to an arrival reaching the cutoff point on a 10-mile final. 3. All coordination must be on a recorded line and must state "opposite direction." 4. All coordination must include call sign, aircraft type, and arrival or departure runway. 5. LC must use the “Stop Departure” placard when opposite direction arrival has been approved.

LAX ATCT 7110.1G 3/1/14

Local Control 7-1-7

6. The provisions of FAA Order JO 7110.65, paragraph 7-2-1, Visual Separation, cannot be applied when conducting opposite direction operations, excluding over ocean operations with arrivals to Runway 6L/R and departures from Runway 25R/L. 7. The LAA must suspend all arrivals until LC verbally advises them that the opposite direction departure is airborne. h. Opposite Direction Arrivals: 1. The LAA must verbally request approval from LC in order to conduct an opposite direction arrival operation by stating the aircraft call sign, aircraft type and arrival runway. 2. LC must stop all departures on the opposite direction runway until the opposite direction arrival has Ianded. 3. Any departing aircraft must be airborne and turned to avoid all conflicts prior to the opposite direction arrival reaching the cutoff point on a 10-mile final. 4. The tower must not resume normal operations on the opposite direction runway until the aircraft has landed. 5. When conducting an opposite direction circling maneuver, once the aircraft turns off the final, it is no longer considered an opposite direction operation. 7-1-7. LC1 DEPARTURE RESPONSIBILITY

a. West traffic:

1. All aircraft not assigned a DP with their first fix or airway south of LAX. 2. TC1 departures. 3. B1 departures. 4. HOLTZ departures. 5. IMPER departures. 6. KARVR departures. 7. LAXX departures. 8. LOOP departures. 9. OSHNN departures.

10. SEBBY departures.

11. SLI departures. 12. South Ventura departures.

LAX ATCT 7110.1G 3/1/14

Local Control 7-1-8

13. ZILLI departures

Note: The FLM/CIC or TMC may reassign release responsibility for the LOOP SID. He/she shall enter “LOOPS ARE AT (24s or 25s)” as appropriate in the SIA.

b. East traffic:

1. All aircraft not assigned a DP with their first fix or airway south of LAX.

2. TC1 departures. 3. B4 departures. 4. IMPER departures. 5. LAXX departures. 6. PERCH departures. 7. SLI departures. 8. SNGO departures. 9. SXC departures.

10. Turbojet VTU departures. 11. EXERT routing departures.

7-1-8. LC2 DEPARTURE RESPONSIBILITY

a. West traffic:

1. All aircraft not assigned a DP with their first fix or airway north of LAX. 2. TC2 departures. 3. B2 departures. 4. CASTA departures. 5. GMN departures. 6. PERCH departures. 7. VTU departures. 8. EXERT routing departures. 9. FIXIT departures.

LAX ATCT 7110.1G 3/1/14

Local Control 7-1-9

10. MUELR departures.

b. East traffic:

1. All aircraft not assigned a DP with their first fix or airway north of LAX. 2. TC2 departures. 3. B3 departures. 4. CHATY departures. 5. GABRE departures. 6. GMN departures.

Note: Responsibility for VTU, PERCH and EXERT turbojet departures changes from LC2 to LC1 in east traffic. However, prop aircraft departing over VTU are changed to the CHATY DP and remain under LC2’s jurisdiction. 7-1-9. INITIAL DEPARTURE HEADINGS. For aircraft not on a SID or when the LAX or SMO VOR is OTS, or when assigning an initial departure heading, issue the following headings at the shoreline, the SMO154º/SMO160º radial when depicted on the assigned DP, or use the CTRD when the shoreline is obscured. Note: Turns at the shoreline are required to remain in compliance with LAX Airport noise abatement policy for westerly departures. Note: No heading is needed for an aircraft on a SID. a. LC1 1. West traffic (a) All southbound prop or turboprop aircraft―heading 200°. (b) LOOPs―heading 235°. (c) Other southbound turbojet aircraft―heading 220°.

(d) All departures entering LC2/DR2 airspace―heading 250°. When feasible, coordinate prop aircraft heading 270° using the CTRD when the shoreline is obscured or the SMO154º radial.

(e) Go arounds―heading 235°.

2. East traffic: all departures and go arounds—heading 070°.

Note: This requires that faster aircraft departing behind slower are released by DR1 (a heading of 090° may be coordinated with DR1 to expedite departures, however turns below 2000' must be coordinated with HHR).

LAX ATCT 7110.1G 3/1/14

Local Control 7-1-10

b. LC2

1. West traffic:

(a) All turbojets―heading 250°. (b) Prop departures—heading 250. When feasible, issue prop aircraft

heading 270° at the shoreline using the CTRD when the shoreline is obscured or the SMO154º radial.

Note: The “NO 270s” placard shall be used when traffic restricts all prop aircraft to heading 250°.

(c) Go arounds―heading 250°.

Note: Departures entering LC1/DR1 airspace may be coordinated in the following manner: props―heading 200°; turbojets (other than LOOPs)―heading 210°; LOOPs―heading 235°.

2. East traffic:

(a) Northbound turbojets―heading 055° at the LAX 3 DME. (b) Southbound turbojets―heading 070°. (c) Northbound prop aircraft heading 040°.

Note: The “NO 040s” placard shall be used as appropriate.

(d) Go-arounds: heading 055° at the LAX 3 DME.

c. Crossover departure headings. Headings which change the published SID or TEC route shall be verbally coordinated between local controllers.

d. In order to ensure course divergence between LAX Airport north and south

complex departures, assign alternate departure headings when weather/wind conditions require non-standard headings for non-RNAV aircraft, other than those contained in the LAX/SCT LOA; this includes aircraft executing a missed approach or go around.

1. Advise the appropriate DEL sector of the assigned heading for the non-RNAV aircraft.

2. Resume standard headings when advised by DEL.

7-1-10. SOUTH VTU (SVTU) DEPARTURE PROCEDURES. When South VTU/Dual VTU procedures are in effect, the following shall apply: a. LC1 owns the SVTU airspace. b. Provide Manhattan sector (DR-1) handoff or radar controller with the call sign and beacon code at least one minute prior to the departure of a SVD jet. This may be done verbally or via the ARTS rundown patch.

LAX ATCT 7110.1G 3/1/14


c. Issue departure frequency 124.3 to the aircraft. d. LC1 shall make an advisory call to LC2 when they are departing a SVTU. e. Issue a SVTU departure heading 220°at the shoreline and ensure that it turns using the CTRD when the shoreline is obscured or the SMO154º radial. f. In-Trail Separation. Standard separation shall be as follows: (1) Provide 5 MIT between straight out VTU/PERCH aircraft regardless of departure complex, and (2) Provide 8 MIT between SVTU aircraft Note: It is not the intent that every VTU departing Rwy 25 R/L be issued a SVTU. LC1 still has the option to call LC2 and request a straight out VTU. When to use the SVTU option or coordinate for a straight out VTU is a judgment call made by LC1. Delaying aircraft just to use a straight out VTU may not be the best service, but neither would issuing a SVTU when there is no traffic departing the Runway 24 complex. Note: The use of the “NO SVTU” (No South Ventura departures) placard is optional. 7-1-11. INITIAL DEPARTURE ALTITUDES

a. West traffic:

1. Assign all aircraft on a Standard Instrument Departure (SID) 5000' or requested altitude if lower.

2. Assign all aircraft not on a SID 3000' 3. Assign go-arounds 2000'

b. East traffic. Assign departures and go-arounds 3000'

7-1-12. DEPARTURE SEPARATION

a. LC is responsible for initial separation of all departures, except when the Tower CTRD is out-of-service (OTS).

b. When the Tower CTRD is OTS:

1. Obtain a release for each departure from the appropriate DR. 2. Separate arrival traffic by one of the following means:

(a) Provide visual separation between arriving and departing traffic, or (b) Ascertain that the arrival has not passed the FAF (SCT or pilot).

LAX ATCT 7110.1G 3/1/14


7-1-13. COORDINATION

a. Coordinate with the opposite LC in the following manner:

1. Request release for aircraft that are his/her departure responsibility (crossovers). Coordination shall include the SID, departure fix or destination airport. . Include the aircraft type if heavy/super or B757. To avoid confusion, the air carrier, call sign, type, the number in the departure sequence, or any other pertinent information may be added.

Note: The approving controller shall use the “X-OVER” placard.

2. An approved crossover shall be supplemented by a “rolling” call, which shall

include aircraft type if heavy/super or B757, specific direction/heading if other than the SID or TEC route heading. The rolling call indicates that the aircraft has started departure roll.

Examples: “Heavy south Ventura rolling. DA” “LAXX rolling two one zero. SB”

“Super PRCH rolling. EB”

3. When a crossover aircraft is turned prior to the shoreline (cutting the corner), coordination with HC may be required.

4. When appropriate, coordinate with HC position when a Bravo 1 or Bravo 2

departure will enter Class D airspace

5. Verbally announce go around/missed approaches as soon as practicable. 6. The term “Last to the beach visual” is used by LC2 in west traffic operations when LC1 requests a VTU departure and LC2 has a GMN departure. This term is used to automatically transfer the separation responsibility between LC1 and LC2 in lieu of in-trail spacing to follow traffic. The LC with the last departure to reach the beach or shoreline must establish visual separation and issue traffic advisories as required.

b. Coordinate with the HC position prior to an arrival A380 reaching the final approach fix or a departure A380 starting departure roll. 7-1-14. DEPARTURE COORDINATION

a. Information exchanged between LC and DR reference departure sequence is designated a “rundown.”

b. When departing an aircraft inside, advise LC2 and DR1 that the prop aircraft is

inside. This informs DR1 not to turn the crossover immediately. LA shall be informed of any aircraft to be run down as inside. Note: Inside—an operation that involves an aircraft released from one complex with a crossover departure from the other complex. Aircraft released from the 25 complex with a LOOP departure released from the 24 complex are not considered to be inside.

LAX ATCT 7110.1G 3/1/14


In addition, props released from the 24 complex on a 270° heading shall not be considered to be inside, unless a jet off the south complex is landing BUR, VNY, WHP, or SMO. Class B departures that will not be in communication with SCT do not require a rundown unless they affect other aircraft.

c. LC shall inform the appropriate DR when visual separation is being utilized, either verbally or in the rundown.

d. All go around aircraft shall be coordinated with the appropriate DR, and if necessary the other LC and/or HC. Advise if the aircraft is a super, heavy or B757. Phraseology: “Go around, (aircraft I.D.), (Super, B757 or any other pertinent or non-standard information).” 7-1-15. DEPARTURE RUNDOWN. Coordinate either verbally or through the ARTS rundown patch with the DR whose airspace the aircraft will enter. The EFSTS is to be used as part of the rundown procedure to SCT for LAX departures. EFSTS supplements the current rundown procedures, including the ARTS rundown patch. a. Verbal

1. Use the following phraseology:

“Rundown (additional information including inside or crossover), (aircraft ID), (operating initials).”

2. No more than two aircraft shall be run down at any one time. 3. APREQ any non-standard heading. Note: See paragraph 7-1-9 d. 1. Alternate departure headings for non-RNAV aircraft. b. Rundown Patch

1. Enter departure aircraft call sign(s) into the appropriate departure rundown list in the order in which they will depart, excluding crossovers, which will be entered without regard to sequence. 2. Ensure DEL acknowledges rundowns and changes in the rundown sequence prior to the aircraft becoming airborne. 3. Ensure that inside operations are acknowledged before the crossover aircraft becomes airborne. This can be accomplished using the ARTS rundown patch, or verbally. 4. Issue alternate departure instructions if assigned by DEL. 5. Notify DEL of the last LAX departure when advised to stop LAX departures. Note: The Tower will not issue a clearance for takeoff unless the departure aircraft is on a runway released to SCT for arrivals.

LAX ATCT 7110.1G 3/1/14


6. Manage the rundown lists so as not to exceed five aircraft per list, with no more than three crossovers. 7. Modify South Ventura departures from DR2’s to DR1’s departure tab list. 8. Use the following characters, alone or in combination, in the remarks section to indicate crossover information, initial heading, separation information, and other information: (a) “X” for crossover information (b) Heading information (1) “0” for a crossover heading of 200 (2) “1” for a crossover heading of 210 (3) “2” for a crossover heading of 220 (4) “3” for a crossover heading of 230 (5) “4” for a crossover heading of 240 (6) “5” for a crossover heading of 250 (7) “6” for a crossover heading of 260 (8) “7” for a crossover heading of 270 (c) “I” for an inside operation (d) “SV” for a South Ventura Departure (e) “V” for visual separation (f) “E” – exempt from flow (g) “1ST” for noise abatement changes

(i) “M” for Mid shift Example 1: “XV0” means a crossover, visual separation is being applied, and heading 200°. Example 2: “XV” means crossover, and visual separation is being applied.

LAX ATCT 7110.1G 3/1/14


7. Place the appropriate characters listed in par. 7-1-14.b.6 in the remarks section in the following sequence: (a) Crossover information (b) Inside information (c) Other information (d) Visual separation (e) Heading information

c. EFSTS

1. Scan the strip when the aircraft is cleared for takeoff.

2. If DR-1 or DR-2 requests another strip for one previously scanned, scan the “Force New Strip” strip and then re-scan the previously scanned flight plan.

d. Mid shift rundowns are in effect from 0000-0500 local each night in order to ensure DEL is prepared to accept an aircraft when 30 minutes or more elapses between a subsequent departures.

1. Due to traffic volume, SCT and the Tower will consider mid shift rundowns suspended each night at 0000L until there is expected to be more than 30 minutes between subsequent departures.

2. The first time that there is expected to be more than 30 minutes between subsequent departures, the Tower must:

(a) Inform DEL when mid shift rundowns are in effect.

(b) Place an “M” in the remarks section of all departures.

(c) Ensure that DEL acknowledges rundowns prior to the aircraft becoming airborne.

7-1-16. INTERSECTION DEPARTURES. a. The following are approved intersection departure points. Apply the procedures regarding intersection departures as specified in par. 7-1-16.b (below) and in FAA JO 7110.65: 1. Runway 6R, intersection BB. 2. Runway 24L, intersection E-8. 3. Runway 25R, intersections F, J, B-3 and G.

LAX ATCT 7110.1G 3/1/14


4. Runway 25L, intersections A-4 and G. b. The following additional restrictions apply when utilizing Taxiways J, B-3 and G: 1. LA1 must be open. 2. Runway 25R may not be released to SCT for arrivals. 3. No aircraft may be cleared to land on the runway being utilized for the intersection departure. Note: Side-stepping an arrival is authorized to comply with 7-1-16.a.4. above. c. Intersection distances: 1. Runway 25R at F―11,050 feet 2. Runway 25R/25L at G―7800 feet 3. Runway 25R at J―9550 feet 4. Runway 25R at B-3―8950 feet 5. Runway 25L at A-4―8400 feet 6. Runway 24L at E8―9900 feet 7. Runway 6R at BB―8900 feet d. The controller (GC or LC) initiating an intersection departure shall indicate the assigned intersection in box 10 of the strip (see Appendix A). e. Do not authorize jet aircraft to depart from Runway 6R at BB or Runway 25R at F with an aircraft holding in position at the full length of that runway. Do not authorize any aircraft to depart from Runway 24L at E-8 with an aircraft holding in position at the full length of Runway 24L. 7-1-17. SUCCESSIVE OR SIMULTANEOUS DEPARTURES. LAX has a waiver to FAA Order 7110.65, paragraph 5-8-3 requirements for simultaneous departures. This applies to successive or simultaneous departures between aircraft departing parallel runways separated by 4,000 feet with courses that will diverge within two miles of the end of the runway. a. Both primary and secondary radar coverage is required. b. Operations are not authorized when using Center Radar Automated Radar Terminal Systems (ARTS) Presentation (CENRAP). c. The identity of each aircraft involved shall be maintained. d. There shall be notification, prior to departure, to all concerned aircraft that simultaneous departures are departing from the other parallel runway. This information is normally provided through the Automatic Terminal Information Service.

LAX ATCT 7110.1G 3/1/14


e. Initial runway centerline separation shall be maintained or increased with no overlapping or touching of primary targets. f. 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. 7-1-18. COMMUNICATIONS TRANSFER. Effect communications transfer to DR no later than the shoreline during west traffic and one mile east of the departure end of the runway during east traffic. 7-1-19. VFR/SVFR OPERATIONS. a. B1 departures do not require a release. b. B2 Departures. Coordinate with SMO and include the type and call sign prior to the aircraft turning northbound. c. B4 Departures. Coordinate with HHR and include the type and call sign prior to the aircraft turning southbound. d. Advise DR1 or DR2 as appropriate of the VFR departure.

e. Do not authorize fixed-wing SVFR operations in Class B.

7-1-20. ARRIVAL SEPARATION. Assume arrival separation responsibility inside the FAF when the CRTD is in service and SCT is not conducting simultaneous approaches. Tower is authorized to clear aircraft executing an instrument approach for a Visual Approach in accordance with FAA JO 7110.65 and modify the secondary scratch pad, provided LC coordinates a complex change with DNYR or STAR as appropriate and assumes responsibility for separation of all aircraft involved. 7-1-21. INBOARD RUNWAY ARRIVALS. For inboard arrivals outside of pre-coordinated static flow periods: a. When LC approves an individual inboard arrival or elects to change an arrival to an inboard runway, the LC team must advise the FLM/CIC, OM or TMC as soon as practical. Note: If the TMC is the first to be notified, he/she must notify the FLM/CIC or OM as soon as possible. b. If the LC team cannot immediately notify the FLM/CIC, OM or TMC, then he/she shall make a verbal announcement that an inboard arrival has been approved.

LAX ATCT 7110.1G 3/1/14


7-1-22. SCRATCH PAD/LEADER LINE SYMBOLOGY a. Receive arrival information via scratch pad/leader line symbology on the RACD. b. Primary Scratch Pad. The following primary scratch pad information may be used by SCT in lieu of verbal coordination to forward arrival information.

Primary Scratch

Pad

Leader Direction

Meaning

I4L NW Expecting or cleared for ILS RWY 24L

I5R SCT-SE

LAXT-NW Expecting or cleared for ILS RWY 25R

I6R NW Expecting or cleared for ILS RWY 06R I6L NW Expecting or cleared for ILS RWY 06L I7R SE Expecting or cleared for ILS RWY 07R I7L SCT-SE

LAXT-NW Expecting or cleared for ILS RWY 07L

Y4R NW Expecting or cleared for RNAV (GPS) Y RWY 24R Y4L NW Expecting or cleared for RNAV (GPS) Y RWY 24L Y5R SCT-SE

LAXT-NW Expecting or cleared for RNAV (GPS) Y RWY 25R

Y5L SE Expecting or cleared for RNAV (GPS) Y RWY 25L Y6L NW Expecting or cleared for RNAV (GPS) Y RWY 06L

Primary Scratch

Pad

Leader Direction

Meaning

Y7L SCT-SE LAXT-NW

Expecting or cleared for RNAV (GPS) Y RWY 07L

Z4R NW Expecting or cleared for RNAV (RNP) Z RWY 24R Z4L NW Expecting or cleared for RNAV (RNP) Z RWY 24L

Z5R SCT-SE LAXT-NW

Expecting or cleared for RNAV (RNP) Z RWY 25R

Z5L SE Expecting or cleared for RNAV (RNP) Z RWY 25L Z6R NW Expecting or cleared for RNAV (RNP) Z RWY 06R Z6L NW Expecting or cleared for RNAV (RNP) Z RWY 06L Z7R SE Expecting or cleared for RNAV (RNP) Z RWY 07R Z7L SCT-SE

LAXT-NW Expecting or cleared for RNAV (RNP) Z RWY 07L

V4R NW Expecting or cleared for Visual Approach to RWY 24R and if required, is maintaining visual separation from the preceding aircraft on the same complex

V4L NW Expecting or cleared for Visual Approach to RWY 24L and if required, is maintaining visual separation from the

LAX ATCT 7110.1G 3/1/14


preceding aircraft on the same complex V5R SCT-SE

LAXT-NW Expecting or cleared for Visual Approach to RWY 25R and if required, is maintaining visual separation from the preceding aircraft on the same complex

V5L SE Expecting or cleared for Visual Approach to RWY 25L and if required, is maintaining visual separation from the preceding aircraft on the same complex

V6R NW Expecting or cleared for Visual Approach to RWY 06R and if required, is maintaining visual separation from the preceding aircraft on the same complex

V6L NW Expecting or cleared for Visual Approach to RWY 06L and if required, is maintaining visual separation from the preceding aircraft on the same complex

V7R SE Expecting or cleared for Visual Approach to RWY 07R and if required, is maintaining visual separation from the preceding aircraft on the same complex

V7L SCT-SE LAXT-NW

Expecting or cleared for Visual Approach to RWY 07L and if required, is maintaining visual separation from the preceding aircraft on the same complex

Note: Automation will change inboard arrivals to the LAX Tower position symbol at the outer marker. Note: Automation takes care of differences between LAX and SCT in leader line direction for scratch pad indicating I5R, I7L, Y5R, Y7L, Z5R, Z7L, V5R, V7L.

c. Secondary Scratch Pad. The following secondary scratch pad shall be used as necessary in conjunction with primary scratch pad.

Secondary

Scratch Pad

Meaning

SS Aircraft cleared for ILS approach and sidestepping to the adjacent runway on same complex. Note: Limited to situations where the ILS to the landing runway is not operational.

VV Aircraft cleared for ILS approach and is maintaining visual separation from preceding aircraft on same complex

VS Aircraft is maintaining visual separation from preceding aircraft on adjacent complex

III Aircraft has requested and been cleared for a practice CATIII approach. Note: LAXT must approve this approach.

Note: The word “aircraft” in the chart above denotes both the singular and plural form of the word. d. The auto-offset feature shall not be enabled.

LAX ATCT 7110.1G 3/1/14


7-1-23. RUNWAY CHANGE. Conduct runway changes for arriving aircraft in the following manner:

a. Other than during simultaneous approaches, LC shall coordinate a complex change with DNRY or STAR as appropriate and the other LC. The LC effecting the change assumes responsibility for ensuring separation of all aircraft involved.

b. An arrival may be changed to the other runway on the same complex if:

1. The weather is at or above the minimum published for a side-step on that runway or the aircraft has the airport in sight.

2. Simultaneous approaches are in progress:

(a) Aircraft may be sidestepped to either runway without coordinating with PM. (b) Visual separation can be applied by LC or by one of the aircraft involved. (c) The LC effecting the change assumes responsibility for ensuring the separation of all aircraft involved. Note: Generally, the minimum visibility is one to one and a half miles for a side-step maneuver, depending on the aircraft’s speed. The pilot must see the runway and begin the side-step before reaching the DH (approximately 500' AGL for Runways 24 and 25, and 300' AGL for Runways 6 and 7). There is no minimum ceiling required, and the pilot may refuse the maneuver even when the weather appears to be satisfactory. Side-step operations are not authorized for Cat. II and III approaches. 7-1-24. HELICOPTER COORDINATION. For all coordinated helicopter operations, LC1/2 shall advise HC of any traffic that may be a factor and shall advise when any aircraft executes a missed approach. Advise if the aircraft is a super, heavy or B757. 7-1-25. RUNWAY CLOSURE

a. Broadcast on the appropriate frequency for the affected side of the airport: “Runway (___) is closed.”

b. Turn off applicable runway/approach lights. c. Ensure that the runway closure memory aid is in place. d. Advise the FLM/CIC that the runway is closed. e. Configure the ASDE-X for the closed runway.

Note: The LA position should complete items b, d and e above. Note: See mandatory runway open/close checklists in Appendix D. 7-1-26. NO CLOSED TRAFFIC OR PRACTICE LANDINGS. Practice instrument approaches and touch-and-go landings are prohibited by LAWA. Fixed-wing aircraft

LAX ATCT 7110.1G 3/1/14


requesting these type operations shall be advised of this policy and asked to state intentions. If the pilot wishes to continue, handle the aircraft normally and advise the FLM/CIC. 7-1-28. LINE UP AND WAIT (LUAW) PROCEDURES. These procedures apply to aircraft operating on the same runway. All requirements listed for intersection departures in paragraph 7-1-16 must be followed. a. The following requirements are necessary in order to issue a landing clearance with an aircraft holding in position: 1. The safety logic system must be operated in full core alert runway configuration. 2. The reported weather must be a ceiling of 800 feet or more. 3. The reported visibility must be two miles or more. b. When an aircraft is cleared to LUAW or cleared for takeoff, the Local Controller shall move the departure strip below the demarcation line on the console. c. LUAW operations are applicable as follows: 1. All runway configurations. 2. All categories of aircraft that operate at LAX Airport. 3. No restrictions based solely on the volume or complexity of traffic. 4. No obstructions to visibility of the approach ends of the runway(s). Note: ASDE-X may be used to verify an aircraft’s position, in lieu of line-of-sight. 5. LC shall not be combined with any other non-LC position. (a) The LA and HC positions are considered LC positions. (b) The use of the “NO LUAW” placard is required when a LC position is combined with a non-LC position. 6. When the above conditions are met, LAX has approval to LUAW from the full length and approved intersection departure points, as listed in paragraph 7-1-16, between sunrise and sunset (daylight hours). 7. LUAW procedures are not authorized at any intersection between sunset and sunrise (night time).

LAX ATCT 7110.1G 3/1/14


7-1-29. MULTIPLE RUNWAY CROSSINGS a. A single clearance may be issued to aircraft/vehicles to cross Runway 25R and Runway 25L at Taxiways F, G, T and U.

Approved multiple runway crossing points

b. At all other runway intersections, aircraft/vehicles must receive a runway crossing clearance for each runway that their taxi route crosses. An aircraft/vehicle must have crossed a previous runway before another runway crossing clearance may be issued.

c. Ops will provide communication and escort for all non-pilot taxi or tow operations that cross a runway. Escorts are also available for other circumstances, such as an emergency, lost communications, or when requested by the pilot. To the extent possible, aircraft being escorted by OPS should cross Runways 25L/R at Taxiways U and F. Crossing at Taxiway N and P should be avoided.

LAX ATCT 7110.1G 3/1/14

Local Assist 7-2-1

Section 2. Local Assist (LA) 7-2-1. GENERAL

a. Monitor the appropriate LC frequency for communication errors or omissions. Prioritize landline coordination to avoid being offline during critical transmissions; i.e. go arounds, hold short readbacks, etc.

b. Monitor the CTRD and ASDE-X for potential conflicts. c. Monitor aircraft separation and immediately advise LC of any abnormalities observed or projected. d. Notify the appropriate SCT sector if a departure does not auto-acquire, incorrectly auto-acquires, or drifts off the assigned heading/DP within two miles of the departure end of the runway. e. Scan all areas of LC responsibility, especially in close proximity to the runways. f. Remain engaged in the LC operation and do not distract the LC with non-operational discussions. g. Notify the FLM/CIC/OM when a departure aircraft makes an early turn or an aircraft is assigned a turn prior to the shoreline.

7-2-2. FLIGHT STRIP PROCESSING a. Review the strips passed to LC for accuracy and completeness.

b. Sequence strips passed from GC. LC may re-sequence the strips to reflect the

actual departure sequence. c. Monitor the proposed departure times and inform CD/FD if an aircraft may time

out. d. Monitor release times and flow restrictions. Coordinate any potential problem with

release/flow times with the TMC or FLM/CIC. 7-2-3. COORDINATION

a. Perform all interfacility coordination and rundowns to SCT and immediately advise

LC of any pertinent action required or taken. b. Assist LC with intrafacility and interfacility coordination as appropriate. c. Notify the FLM/CIC/OM when a departure aircraft makes an early turn or an

aircraft is assigned a turn prior to the shoreline.

LAX ATCT 7110.1G 3/1/14

Local Control / Local Assist Equipment 7-3-1

Section 3. Equipment

7-3-1. ARTS/ASDE-X ENTRIES LA should normally make all keyboard data entries for the LA/LC team to reduce distractions for the LC position. 7-3-2 ASDE-X OTS. When the ASDE-X system is OTS the LC must:

a. Provide airport traffic control services based only upon observed or known traffic.

b. Determine the position of an aircraft before issuing taxi/takeoff clearances. The position may be determined visually by the controller or by pilot reports.

c. When the aircraft is not visible, ensure that landing aircraft and aircraft taxiing for takeoff or crossing are clear of the runway by requesting and/or receiving pilot reports of the aircraft clear of the runway (e.g., "report clear of the runway” or “verify holding short of Runway 24L").

d. When the intersection is not visible, do not cross an aircraft holding short of the runway until the departing aircraft is observed to have passed the departure end of the runway or the arriving aircraft reports clear of the runway. Note: See SOP Chapter 2 Section 3 for additional equipment requirements.

LAX ATCT 7110.1G 3/1/14

Airport Restrictions 11-1-1

Chapter 11. Restrictions and Critical Areas

Section 1. Airport Restrictions 11-1-1. TAXILANE RESTRICTIONS Note: Refer to Paragraph 11-1-3 for aircraft dimensions. Note: Refer to Chapter 12 for ADG-VI aircraft requirements and restrictions. a. Taxiway/Taxilane C

1. Heavy jet aircraft holding abeam Terminal 4 under power must proceed to Taxiway P or further west before turning onto Taxiway B eastbound. 2. Westbound four-engine aircraft are prohibited from southbound turns onto Taxiway P. Four-engine aircraft must taxi/tow to Taxilane S or further west before turning southbound.

b. Eastbound heavy jets are not authorized to power on to gate 101. Use C-10 from Taxiway B or Taxilane C westbound. c. All B767 and larger aircraft under power are prohibited from making a right turn out of Taxilane C-10. d. B772 and larger aircraft taxiing eastbound are not authorized to transition to Taxiway B at Taxiway C-9. e. Taxilane D 1. North of Terminal 1 is restricted to B763 and smaller aircraft. 2. B747, B777, or A340 aircraft taxing out of Taxilane D-8 may not turn westbound onto Taxilane D under power. f. Due to jet blast, jets are prohibited from making 180º turns on taxiways and taxilanes. If a 180º turn is required, a deviation approval is required from the Airport Operations Duty Superintendent. 11-1-2. HOLDING BETWEEN RUNWAYS Note: Due to jet blast, use caution when departing behind a heavy aircraft holding between runways on a right angle taxiway. Note: Except for the A380 on diagonal taxiways and taxiway H, runway operations in front of an aircraft holding at the hold bars are approved for all aircraft types at all intersections. Note: Ensure aircraft holding short of a runway are at the hold bar. a. Between Runways 24L and 24R.

LAX ATCT 7110.1G 3/1/14


1. All aircraft, with the exception of the A330, A340, B747, B764, B777, MD11 or larger aircraft and ADG-VI aircraft may hold on Taxiway E-7 between the runways facing east or west. Note: No aircraft are authorized on Taxiway E-7 when required to protect the POFZ. 2. The highest and/or longest aircraft that can hold on Taxiways V and W are the B707, B727, B737, B757-200, DC8, DC9, and MD80.

Note: No aircraft are authorized on Taxiway V between the runways when required to protect the glide slope critical area for Runways 24L and 24R. 3. All aircraft, with the exception of the A346, B773, B77W or larger aircraft, and ADG-VI aircraft may hold on Taxiway BB and diagonal Taxiways Y and AA unrestricted. b. Between Runways 6L and 6R. 1. The highest and/or longest aircraft allowed to hold on Taxiways BB and AA are the B707, B727, B737, B757-200, DC8, DC9, and the MD80.

Note: No aircraft are authorized on Taxiway BB between the runways when required to protect the glide slope critical area for Runway 6L. 2. When an A330, A340, B747, B764, B777, C5A, MD11 or larger aircraft is on Taxiway W between the runways, takeoffs or landings on the runway directly behind the aircraft are not authorized. 3. All aircraft, with the exception of the A346, B773, B77W or larger aircraft, and DG-VI aircraft may hold on Taxiways V, E-7, and diagonal Taxiway Y unrestricted. c. Between Runways 25L and 25R. 1. When an A330, A340, B747, B764, B777, MD11 or larger aircraft and ADG-VI aircraft holds on Taxiways G or T between the runways, takeoffs or landings on the runway directly behind the aircraft are not authorized. 2. The highest and/or longest aircraft that can hold on Taxiway F are the B707, B727, B737, B757-200, DC8, DC9, and MD80. Note: No aircraft are authorized on Taxiway F between the runways when required to protect the glide slope critical area for Runways 25L and 25R.

3. All aircraft with the exception of the A346, B773, B77W or larger aircraft and ADG-VI aircraft may hold on Taxiway U unrestricted. 4. No aircraft are authorized to hold on Taxiway B-16.

LAX ATCT 7110.1G 3/1/14


5. All aircraft with the exception of an ADG-VI may hold on Taxiway H parallel to Runway 25L and 25R. 6. The following simultaneous aircraft operations between Runways 25R/25L (7L/7R) are prohibited: (a) Taxiway T and Taxiway H9 (b) Taxiway H2 and Taxiway G (c) Taxiway H6 and Taxiway M d. Between Runways 7L and 7R. 1. When an A330, A340, B747, B764, B777, MD11 or larger aircraft, and ADG-VI aircraft holds on Taxiways T or G between the runways, takeoffs or landings on the runway directly behind the aircraft are not authorized. 2. The highest and/or longest aircraft that can hold on Taxiway U are the B707, B727, B737, B757-200, DC8, DC9, and MD80. 3. All aircraft with the exception of the A346, B773, B77W or larger aircraft and ADG-VI aircraft may hold on Taxiway F unrestricted. 4. No aircraft are authorized to hold on Taxiway B-16. 5. All aircraft with the exception of an ADG-VI may hold on Taxiway H parallel to Runway 7L and 7R. e. The following applies to the A346, B773, B77W: 1. When holding on Taxiway AA between Runway 24R and 24L, or the 90-degree taxiways between all runways, takeoffs or landings on the runway directly behind the aircraft are not authorized. 2. Do not issue turns as follows (refer to diagram, page 11-1-4):

(a) Taxiway BB south bound to Taxiway E west bound. (b) Taxiway E west bound to Taxiway E-17 north bound (c) Taxiway B or C onto Taxiway C-8 or C-9.

LAX ATCT 7110.1G 3/1/14


3/1/14

11-1-4

A346 / B773 / B77W and larger aircraft – Taxi Restrictions

Prohibited on Taxiways C-8 and C-9 between

Taxiway B and Taxilane C (taxiway width)

No turn from Taxiway BB

to Taxiway E westbound

No turn from Taxiway E westbound

to Taxiway E17 northbound

LAX ATCT 7110.1G 3/1/14


11-1-3. AIRCRAFT DIMENSIONS

* Denotes ADG-VI Aircraft

Jets Wingspan Length (feet) (feet) A30B/A306 ....................... 148 .................................. 178 A310 .................................. 144 ................................... 154 A318 .................................. 112 ................................... 104 A319 .................................. 112 ................................... 111 A320 .................................. 112 ................................... 124 A321 .................................. 112 ................................... 146 A332 .................................. 198 ................................... 194 A333 .................................. 198 ................................... 210 A342 .................................. 197 ................................... 195 A343 .................................. 197 ................................... 209 A345 .................................. 209 ................................... 223 A346 .................................. 209 ................................... 242 A388 .................................. 262 ................................... 239 A124 .................................. 240 ................................... 226 A225 .................................. 290 ................................... 276 B701 .................................. 131 ................................... 145 B703 .................................. 146 ................................... 153 B712 ................................... 93 ..................................... 124 B721 .................................. 108 ................................... 134 B722 .................................. 108 ................................... 154 B732 .................................. ..93 ................................... 101 B733 .................................. ..95 ................................... 110 B733 with winglets ............. 103 ................................... 110 B734 .................................. ..95 ................................... 120 B735 .................................. ..95 ................................... 102 B737 with winglets ............. 118 ................................... 111 B738 with winglets ............. 118 ................................... 130 B739 with winglets ............. 118 ................................... 139 B741, B742, B743 ............. 196 ................................... 232 B74S .................................. 196 ................................... 185 B744 .................................. 213 ................................... 232 B748 .................................. 225 ................................... 250 B752 .................................. 125 ................................... 156 B752 with winglets ............. 135 ................................... 156 B753 .................................. 125 ................................... 179 B762 .................................. 157 ................................... 160 B763 .................................. 157 ................................... 181 B763 with winglets ............. 167 ................................... 181 B764 .................................. 171 ................................... 202 B772, B77L ........................ 200 ................................... 210 B773, B77W ...................... 200 ................................... 243 B788 .................................. 197 ................................... 186

*

*

* *

LAX ATCT 7110.1G 3/1/14


Jets Wingspan Length

(feet) (feet) B789 .................................. 197 ................................... 206 C5 ...................................... 223 ................................... 247 DC87 ................................. 149 ................................... 188 DC93 ................................. ..94 ................................... 120 DC95 .................................. 94 ..................................... 134 DC10, MD10 ...................... 166 ................................... 183 L1011 ................................ 156 ................................... 178 MD81, MD82, MD83, MD88 .. 108 ................................... 148 MD87 ................................. 108 ................................... 131 MD90 ................................. 108 ................................... 153 MD11 ................................. 170 ................................... 201 IL76………….….……….….166……….…………………153 IL96 ................................... 198 ................................... 209

Regional Jets Wingspan Length

(feet) (feet) CRJ2 ................................... 70 ....................................... 88 CRJ7 .................................. 77 ...................................... 107 CRJ9 .................................. 82 ...................................... 119 E135 ................................... 66 ....................................... 87 E145 ................................... 66 ....................................... 98 E170 ................................... 86 ....................................... 99 E190 ................................... 95 ...................................... 119

Props Wingspan Length

(feet) (feet) BE02 .................................. 58 ....................................... 58 B190 ................................... 58 ....................................... 58 DH8D ................................. 94 ...................................... 108 E120 ................................... 65 ....................................... 66 SF34 .................................. 72 ....................................... 65

*

LAX ATCT 7110.1G 3/1/14


11-1-4. RUNWAY HOLD BAR MEASUREMENTS Distance between the runway hold bars:

North Complex Twy Feet V ...................... 200 W ..................... 196 Y ...................... 194 Z ...................... 277 AA ................... 234 BB ................... 198

South Complex Twy Feet F ...................... 261 G ..................... 239 T ...................... 239 U...................... 239 Note: Ensure aircraft holding short of a runway are at the hold bar. 11-1-5. GATE AND TAXILANE RESTRICTIONS a. Taxilane D-10 1. Gate restrictions: (a) Gate 119: A321 and smaller, tow in only. (b) Gate 120: All heavies must push out of the D-10 Taxilane. 2. Holding aircraft at the N1 position: (a) All aircraft can hold at the N1 position. (b) All aircraft larger than a B737/A320 must use the N1 position. (c) The D-10 Taxilane behind an aircraft at N1 is blocked if the aircraft holding at the N1 position is larger than a B737/A320. (d) Aircraft at the N1 position may perform a cross-bleed engine start. (e) Aircraft in Taxilane D-10 may hold at the N1 position when an ADG-VI aircraft is inbound to gate 123A from Taxiway E.

LAX ATCT 7110.1G 3/1/14


(f) The N1 position is not usable when an ADG-VI aircraft is performing a three-point turn from Taxilane D. (g) Aircraft in Taxilane D-10 may hold at the N1 position during ADG-VI pushback operations off gate 123A. 3. Holding aircraft at the N2 position: (a) B737/A320 and smaller aircraft may hold at the N2 position. (b) Cross-bleed engine starts are prohibited at the N2 position. (c) Flight crews must use minimum break-away power. (d) B738, B739 and A321 are too long to hold at the N2 position. 4. Restrictions to simultaneous push backs in the D-10 Taxilane: (a) N2 is not usable when an aircraft holding at the N1 position is larger than a B737/A320. (b) N2 is not usable when an aircraft at the N1 position is performing a cross-bleed engine start. (c) All aircraft in the D-10 Taxilane must hold at the N2 position during ADG-VI aircraft operations that require a three-point turn into the D-10 Taxilane from Taxilane D. b. Gate 123A 1. Available for all aircraft types including A388 and B748. 2. Do not authorize heavy jets to power onto gate 123A from Taxilane D

Eastbound; use Taxilane D with the following guidance: (a) ADG-IV and smaller may taxi onto the gate via Taxilane D10

from Taxiway E or westbound on Taxilane D. ADG-IV aircraft towing may

approach the gate east/west on Taxilane D and make the turn onto the gate.

(b) ADG V may taxi onto the gate via Taxilane D10 from Taxiway E.

Aircraft will stop short of the gate, blocking D10, and tow the remaining distance.

ADG-V may taxi on Taxilane D eastbound then stop abeam the gate and wait

for the aircraft to be towed onto the gate. ADG-V aircraft towing may

approach the gate east/west on Taxilane D and make the turn onto the gate.

LAX ATCT 7110.1G 3/1/14


(c) ADG VI may taxi onto the gate via Taxilane D10 from Taxiway E.

Aircraft will stop short of the gate and be towed clear of Taxilane D/D10. ADG

VI aircraft towing eastbound on Taxilane D must execute a three-point-

turn in the D10 Taxilane.

c. Taxilane C-10:

1. Gate 49 (a) B772 aircraft cannot pull on to gate 49 when gate 47B is occupied. (b) Gate 48B does not affect gate 49.

d. Tom Bradley International Terminal (TBIT) Bradley West gates numbers from north to south are 134, 132, 130, 148, 150, 152, 154, and 156. All TBIT Bradley West gates are taxi on gates when the VDGS is operational. All TBIT Bradley West gates accommodate ADG-V aircraft simultaneously. When gate 132 is occupied with an ADG-IV aircraft or larger, gate 130 and 134 are limited to ADG-V aircraft and smaller. All other TBIT Bradley West gates accommodate ADG-VI aircraft.

LAX ATCT 7110.1G 3/1/14


Section 2. ILS Critical Areas and POFZ Areas

11-2-1. Protect the ILS Critical Areas depicted in this section as follows: a. Protect the ILS critical areas and Obstacle Clearance Surfaces (OCS) when the reported ceiling is less than 800 feet and/or visibility is less than two miles, i.e., during precision approach operations when an aircraft is on a vertically guided approach. Note: POFZ and OCS protection may also be required for arrivals on a GPS approach with vertical guidance (LPV) based on the current weather conditions. Note: See SOP paragraph 12-1-4 for A380 OCS requirements. 1. The tower is only required to protect for the reported weather (visibility or RVR), unless a pilot requests to fly a lower Category approach, then if able, protect for the pilot request. 2. Crossing at Taxiway T may occur when RVRs are above 1800 feet. 3. In CAT II / III conditions, vehicles may be on the runway until the arrival is at the middle marker (approx. ½ mile final). Do not authorize vehicles or aircraft operations in or over the area when an arriving aircraft is inside the middle marker when conditions are less than a reported ceiling 200 feet or RVR 2000 feet. 11-2-2. Protect the Precision Obstacle Free Zone (POFZ) Areas in this section as follows: a Protect the POFZs when an arriving aircraft is within two miles of the runway threshold and the reported ceiling is below 300 feet or visibility is less than ¾ SM, or the RVR is less than 4000 feet.

1. The POFZ extends 200 feet before the runway threshold and 400 feet either side of the runway centerline.

2. The POFZ, ILS Critical Area boundary and CAT II/III Operations airport

markings are one in the same. See example below: Note:ADG-VI aircraft have additional Obstacle Clearance Surface (OCS)

requirements. See SOP Chapter 12.

b. The following POFZ areas must be protected during the weather conditions listed in paragraph 11-2-2 (a) above.

1. Runway 24L: Taxiway E starting at Taxiway V and extending to Taxiway E-7

north of the vehicle service road between Taxiways D and E.

2. Runway 24R: Taxiway E-7 east of Taxiway V.

3. Runway 25L: Taxiway F north of Taxiway A.

LAX ATCT 7110.1G 3/1/14


4. Runway 25R: Taxiway B east of Taxiway F. (Extends 200 feet east of Taxiway F).

5. Runway 06L: N/A (the POFZ is west of Taxiway BB).

6. Runway 06R: Taxiway E west of Taxiway E-16 and east of Taxiway E-17.

7. Runway 07L: Taxiway B west of Taxiway U and east of Taxiway B-16. Taxiway H west of Taxiway U at the tie-in to Taxiway B-16.

8. Runway 07R: Taxiway H west of Taxiway U at the tie-in to Taxiway B-16.

11-2-3. Categories of ILS Approaches

a. Only Runways 24R and 25L are authorized for CAT II/IIIb approaches.

b. All other runways are limited to CAT I approaches. Note: Runway 06L RVR minimums are 5000 feet.

Category Minimum DH

Minimum RVR Remarks

I 200 feet 2400 feet

I 200 feet 1800 feet With touchdown zone and runway centerline lighting

II 100 feet 1200 feet

IIIa 100 feet 700 feet LAX RVR minimums 600

IIIb 50 feet 150 to 700 feet LAX RVR minimums 600

IIIc No DH No RVR limitation N/A at LAX

LAX ATCT 7110.1G 3/1/14

ILS Critical Areas 11-2-3

Note: Cat III RVR minimums = 600ft

This diagram does not cover ADG-VI Aircraft

See Chapter 12 for ADG-VI Restrictions

Note: Cat II RVR minimums = 1200ft

LAX ATCT 7110.1G 3/1/14

ILS Critical Areas 11-2-4

Note: Cat II/III N/A During East Traffic

This diagram does not cover ADG-VI Aircraft

See Chapter 12 for ADG-VI Restrictions

Documents

Chapter 1. Introduction Section 1. General - IVAO USAivaous.org/fdr/SOPs/ZLA/LAX_SOP.pdfChapter 1. Introduction Section 1. General 1-1-1. PURPOSE. This Order prescribes Standard Operating