New York ARTCC
PHL SOP
Rev. 14 — 21 Jul 2019

Bookmarks: TopATCT ( DEL | GND | TWR ) • TRACON ( Departure | Approach )

Area at a glance

Operational Positions

Position Callsign Radio Name Frequency Voice Channel
Clearance Delivery PHL_DEL Philadelphia Clearance Delivery 118.850 ZNY_6G
Ground PHL_GND Philadelphia Ground 121.900 ZNY_6C
Ground (secondary) PHL_GND Philadelphia Ground 121.650 ZNY_6D
Tower PHL_TWR Philadelphia Tower 118.500 ZNY_6A
Tower (secondary) PHL_W_TWR Philadelphia Tower 135.100 ZNY_6B
ATIS KPHL_ATIS 133.400 KPHL_ATIS
Position Callsign Radio Name Frequency Voice Channel
Clearance Delivery ILG_DEL Wilmington Clearance Delivery 119.950 ZNY_6X
Ground ILG_GND Wilmington Ground 121.700 ZNY_6Q
Tower ILG_TWR Wilmington Tower 126.000 ZNY_6O
ATIS KILG_ATIS 123.950 KILG_ATIS
Position Callsign Radio Name Frequency Voice Channel
Clearance Delivery PNE_DEL Northeast Philadelphia Clearance Delivery 127.250 ZNY_6M
Ground PNE_GND Northeast Philadelphia Ground 121.700 ZNY_6K
Tower PNE_TWR Northeast Philadelphia Tower 126.900 ZNY_6I
ATIS KPNE_ATIS 121.150 KPNE_ATIS
Position Callsign Radio Name Frequency Voice Channel
Ground TTN_GND Trenton Ground 121.900 ZNY_6T
Tower TTN_TWR Trenton Tower 120.700 ZNY_6R
ATIS KTTN_ATIS 126.770 KTTN_ATIS
Sector Callsign Frequency Voice Channel Tag Squawk Remarks
North Departure PHL_ND_DEP 124.350 ZNY_6E E 3060 — 3077 Primary Departure
North High PHL_NH_DEP 126.070 ZNY_6H H 3060 — 3077 Always Combined
South Departure PHL_SD_DEP 119.750 ZNY_6V V 3060 — 3077
South High PHL_SH_DEP 126.600 ZNY_6J J 3060 — 3077 Always Combined
Sector Callsign Frequency Voice Channel Tag Squawk Remarks
North Arrival PHL_NA_APP 128.400 ZNY_6N N 3060 — 3077 Primary Approach
South Arrival PHL_SA_APP 133.870 ZNY_6S S 3060 — 3077
Sector Callsign Frequency Voice Channel Tag Squawk Remarks
Final Vectors 1 PHL_F1_APP 125.400 ZNY_6F F 3060 — 3077 Primary Final
Final Vectors 2 PHL_F2_APP 132.670 ZNY_6L L 3060 — 3077
Sector Callsign Frequency Voice Channel Tag Squawk Remarks
Woodstown PHL_WD_APP 127.350 ZNY_6W W 3060 — 3077 Primary Satellite
Dupont PHL_DU_APP 118.350 ZNY_6U U 3060 — 3077 Always Combined
Pottstown PHL_PT_APP 126.850 ZNY_6P P 3060 — 3077
Yardley PHL_YD_APP 123.800 ZNY_6Y Y 3060 — 3077 Always Combined


ATCT

Clearance Delivery

Position Frequency Code
PHL_ND_DEP 124.350 6E
PHL_NA_APP 128.400 6N
NY_CTR 125.320 B4

Note that this table only serves as a guide. The actual departure frequency has to be determined based on coordination with the other online controllers.

If there is no other controller online that would accept departures from PHL, use UNICOM frequency (122.8).

If both North Departure and South Departure are online, then assign the departure frequency as follows:

  • All aircraft routed via MXE, STOEN, PTW, FJC, ARD, PNE: North Departure on 124.35.
  • All aircraft routed via OOD, DITCH, DQO, RUUTH, RBV: South Departure on 119.75.

Routing to certain airports in ZNY, ZDC and ZBW ARTCCs is precoordinated through letters of agreement (LOA). These routes have been added to the Preferred Route Database. Therefore, PRD must be referenced for all departures.

  1. The initial altitude for PHL jet departures is 5,000’ and for PHL prop/turboprop departures is 3,000'. Some intra-TRACON flights also have initial altitudes that are non-standard.
  2. Aircraft requesting or assigned a final altitude of 4,000' or less shall be issued 3,000' initially.
  3. Traffic departing PHL routed OOD V157 and PHL..ENO shall be issued an initial altitude of 3,000' unless otherwise coordinated.
PHL9climbs.png

The normal DP to be used by aircraft departing Philadelphia is PHL # (pronounced Philadelphia (Version #), such as Philadelphia Two). It should always be assigned, unless the pilot indicates not possessing charts, in which case no departure procedure should be assigned and the pilot should be cleared to their destination via radar vectors to a proper PHL exit.

PHL# is basic and involves very little pilot navigation. In most cases, Local Control will assign specific headings to departing traffic depending on their departure exit. The only exception is from 2200 local to 0600 local, a special climb procedure is used when departing runway 27L/R for noise abatement. Climbs are pilot navigated courses flown from wheels up to 5,000’ or amended altitude.

PHRASEOLOGYCleared to (clearance limit), via Philadelphia (version #) departure, radar vectors (exit); then as filed. Maintain (initial altitude), expect (final altitude) one zero minutes after departure. Departure frequency (frequency), squawk (code).

PHL is located inside Philadelphia Class Bravo Airspace. All VFR traffic must be issued a discrete squawk code, and a clearance into the Class Bravo Airspace.

See VFR Operations#Class B VFR Operations for detailed explanation of VFR procedures.


Ground

Departure Sequencing
Exit Gate Exits
North Gates MXE/STOEN, PTW/FJC, MAZIE/PNE/ARD
South Gates RUUTH, DITCH, OOD, DQO
  1. Aircraft should be sequenced to depart in the following order:
    1. By alternating gate group.
    2. If not the above, then by alternating exit.
    3. If not the above, then by aircraft type largest to smallest.
  2. Coordinate with Local Control at the beginning of a shift if departures will “monitor” or “contact.” Also ensure to coordinate how Local Control would like departure sequence forwarded.
  3. Due to the complexity of the intersection at 27L, during departure pushes it is imperative that controllers keep track of the departure sequence and which aircraft are on which taxiways. The departure sequence MUST be properly forwarded to Local Control so that there is no confusion on the sequence.
  4. Before switching departing aircraft to Local Control frequency, ensure the aircraft is aware of his or her number for takeoff. This is important for engine start and warm up times.
Prearranged coordination for runway crossing
  1. Ground Control may taxi aircraft across runway 9L, 27R or 26 without coordinating with Local Control so long as
    1. That runway is being utilized for landing.
    2. At the time the crossing clearance is issued, the traffic crossing that runway must be either holding short or in a position to cross the runway expeditiously without causing a safety risk to any arriving traffic.
    3. The crossing traffic must initiate crossing of that runway prior to any arriving traffic reaches a 2 mile final.
    4. The procedure must be completed no later than when the arriving traffic reaches a 1 mile final.
  2. Tower has the final authority to suspend or resume the prearranged coordination for runway crossing.
Obstructions to Arriving and Departing Aircraft
  1. This section is for reference purposes only.
  2. The areas of consideration at PHL airport where a taxiing aircraft could become a potential obstacle to departing or arriving aircraft are as follows:
    1. Aircraft utilizing taxiway Yankee:
      • Could conflict with aircraft departing runway 27R (Simultaneous Approaches to Parallel Runways #2).
      • Could conflict with aircraft arriving and departing runway 9L.
      PHRASEOLOGYHold short of runway niner left approach on taxiway yankee.
    2. Aircraft utilizing taxiway Sierra Alpha:
      • Could conflict with aircraft arriving 27L (Simultaneous Approaches to Parallel Runways #2).
      • NOTE: Do not allow aircraft to block runway 27L approach on Sierra Alpha. KPHL – Philadelphia Intl
      PHRASEOLOGYHold short of runway two seven left approach on taxiway sierra alpha.
    • Taxiways SA, A, A1, A2, and A3 are limited to Airplane Design Group III (wingspan up to but not including 118 feet) aircraft and smaller (B727/MD80/B737, A319, A320).
  3. Controllers shall ensure that taxiing aircraft operating on non-intersecting runways do not become potential obstacles to arriving and departing aircraft.
Aircraft Exiting the Runway
Arriving aircraft shall be issued a turn onto one of the taxiways adjacent to the landing runway to ensure the aircraft continues its taxi away from the runway exit. Ground Control will receive the handoff after the aircraft starts taxiing away from the active runway. Whenever necessary, adjust the ground traffic flow so as to allow arrival aircraft to exit the runway unimpeded.
Simultaneous Approaches to Parallel Runways #2
During a Simultaneous Approaches to Parallel Runways #2 (SAPR2) operation, taxi aircraft to runway 27R or runway 35 at Kilo taxiway for departure. (SAPR2 is explained in the Tower section, under the Runway Selection tab).
Runways 17/35 and 8/26 Restrictions
Runway 17/35 is limited to Airplane Design Group III (wingspan up to but not including 118 feet) aircraft and smaller (B727/MD80/B737, A319, A320). Runway 8/26 is available for props only and small regional jets. Runway 8/26 departures must utilize runway 8 and arrivals must utilize runway 26.
Aircraft Movement
Ramp entering and exiting spots (click to enlarge)
  1. Almost all taxi routes require a runway crossing. It is required per 7110.65 that taxiing aircraft receive and read back a hold short instruction for each runway crossing whether or not the runway is active.
    PHRASEOLOGYRunway 27L, taxi via alpha, delta, sierra, and sierra one, hold short runway 26.
  2. When reaching 26:
    PHRASEOLOGYCross runway 26 at delta, hold short runway 35 at sierra.
  3. When reaching 35:
    PHRASEOLOGYCross runway 35 at sierra, continue runway 27L via sierra and sierra one.
  4. It is suggested that departing aircraft exit the ramp as follows:
    1. East Flow: Spots 5, 6, 7, or 9
    2. West Flow: Spots 5, 8 , or 9
    3. NOTE: When a large departure push occurs during PHL West Ops, have aircraft taxi via Juliet to spot 2 and then exit the ramp. This procedure will allow a large amount of traffic to be sequenced via Yankee and Sierra to 27L.
  5. It is suggested that arriving aircraft enter the ramp as follows:
    1. East Flow: Spots 5, 8, or 9
    2. West Flow: Spots 5, 6, 7, or 9
  6. For PHL West Ops, arriving aircraft shall utilize taxiway Kilo as much as practical. For PHL East Ops, arriving aircraft shall utilize taxiway Juliet as much as practical.
Aircraft Movement Chart [show]
From/To 27L 27R 9L 9R 35 (27s) 17 (9s) 8
A-West J,Y,S,S1 J,N,K,H T,K,K6 T,K,Y,S J,N,K,E T,K,E,E1 T,K,D
A-East J,Y,S,S1 J,N,K,H R,K,K6 R,K,Y,S J,N,K,E R,K,E,E1 R,K,D
B N,S1 N,K,H Q,K,K6 Q,K,Y,S N,K,E J,K3,K,E,E1 J,K3,K,D
C K3,M,S1 J,K3,K,H K3,K,K6 K3,K,Y,S K3,K,E K3,K,E,E1 K3,K,D
B N,S1 N,K,H Q,K,K6 Q,K,Y,S N,K,E J,K3,K,E,E1 J,K3,K,D
C K3,M,S1 J,K3,K,H K3,K,K6 K3,K,Y,S K3,K,E K3,K,E,E1 K3,K,D
D J,K3,M,S1 J,H J,H,E,K,K6 J,H,E,K,Y,S J,H,E J,H,E,E1 J,H,D
E J,H,E,S,S1 J,H J,H,E,K,K6 J,H,E,K,Y,S J,H,E J,H,E,E1 J,H,D
F H/G/F,E,S,S1 G/F,E,H H/G/F,E,K,K6 H/G/F,E,K,Y,S H/G/F,E H/G/F,E,E1 G,D
CargoCity J,Y,S,S1 J,N,K,H Z,S,Y,P,W Z,S J,Y,S,E J,T,K,E,E1 J,T,K,D
UPSRamp Y,S,S1 Y,S Y,P,W Y,S Y,S,E Y,S,E U,S,D
GA(Atlantic) A,D,S,S1 A,D,H A,D,K,K6 A,D,K,Y,S A,D A,D,D1 A,D
Suggested Terminal Parking Guide [show]
Intersection Departures and Usable Runway Lengths
  1. The sequencing for intersection departures is a bit more involved as it will require Ground Control to properly push the strip to the tower controller in the correct order.
  2. For intersection departures, state the usable runway distance if that distance is not broadcast in the ATIS. Below is a list of usable runway lengths from common intersections. If the numbers are not divisible to 50, you must round them down to the nearest 50 feet before providing the information to the pilot.
    PHRASEOLOGYRunway two seven right at echo, taxi via left on kilo, hold short echo. Runway two seven right at echo intersection departure, seven thousand two hundred and fifty feet available
27L 27R 9L 9R 17 35 8
S2 (11,696') H (9,301') W (9,301') S12 (11,479') E2/D2 (5,410') S (5,990') A3 (4,701')
S3 (10,459') K1 (8,799') K6 (9,101') Z (9,179') E3 (4,498') 27R/9L (5,341')
S4 (9,980') D (8,051') K5 (7,700') S11 (8,300') K (4,940’)
S5 (8,300') 17/35 (7,598’) T (7,250') S10(8,061')
U (7,598') E (7,201') K4 (5,449') S9(7,778')
S6(6,269') F(6,860') N (5,200') S8(6,699')
S7(5,800') C(5,400') Y(6,476')
Y(5,324') M(5,141') S7(5,600')
S6(5,298')

Tower

Releases
Releases from Philadelphia are automatic unless PHL TRACON requests individual releases.
Separation
  1. The standard departure separation technique to be used is anticipated radar separation. When wake turbulence is a factor, use timed separation in accordance with FAA Order 7110.659B
  2. Local Control shall assume responsibility for consecutive radar arrivals on the same final approach course within 3 NM of the landing threshold. When the weather is less than 1,500’ ceiling and 5 miles visibility, the radar controller shall assume responsibility to the runway threshold. At anytime the tower cannot provide visual separation, Local Control shall advise the TRACON and the radar controller shall assume separation responsibility.
  3. Use caution for runway 17/35 arrivals on downwind descending under TRACON control. TRACON has ultimate separation responsibility with these arrivals.
Radar (RACD)
  1. This tower is LRAC (Limited Radar Approach Control) certified.
  2. This tower shall NOT radar identify departing IFR aircraft and shall instruct a departing aircraft to contact Departure Control once they appear to be clear of any traffic. It is imperative that tower controllers observe departing traffic turning towards the assigned climb or heading before handing off.
Hazards to Arriving and Departing Aircraft
  1. Coordinate with Ground Control prior to landing runway 27L to protect for aircraft taxiing on Sierra Alpha.
  2. To eliminate the risk of a jet blast encounter at the intersections of runway 35 and runway 27R, use caution when departing jets from runway 35 at intersection Kilo when runway 27R is in use.
  3. Issue a cautionary advisory to any aircraft landing runway 17/35 when a runway 8 jet departure has been issued a takeoff clearance and the arrival is 2NM or less from the landing threshold.
    PHRASEOLOGYCaution jet blast (traffic information)
Aircraft Exiting the Runway
Arriving aircraft shall be issued a turn onto one of the taxiways adjacent to the landing runway to ensure the aircraft continues its taxi away from the runway exit. Ground Control will receive the handoff after the aircraft starts taxiing away from the active runway. Whenever necessary, Ground Control shall adjust the ground traffic flow so as to allow arrival aircraft to exit the runway unimpeded.
Pilot Reports
PIREPs shall be coordinated in accordance with JO 7110.65 when the weather conditions indicate the ceilings are at or below 5,000 feet or visibility is 5 miles or less. When these conditions exist, randomly select an outbound aircraft and request that departure aircraft to report flight conditions to the departure controller. The local controller will provide the departure controller with the callsign of the aircraft providing the PIREP.
Runway 27L Departure Procedures
Do not assign a runway 27L departure a heading further north than 265 (i.e. prop departures) when approaches are being conducted to runway 26 until either visual or other applicable separation standards can be applied between the runway 26 arrival and the runway 27L departure.
Runway 27L Departure Procedures (Simultaneous Approaches to Parallel Runways #2)
  1. When departing Runway 27R, ensure the proper coordination has been effected with all ATCT personnel prior to issuing takeoff clearance on Runway 27R. This coordination may be accomplished on individual aircraft or on a group/shift basis. Runway 27R is considered no longer designated “for arrivals only” when local control completes the proper coordination.
  2. Runway 27R departures shall be assigned a heading 240° (or further south) until the Runway 26 arrival aircraft has landed, or appropriate visual/radar separation standards can be applied between the Runway 26 arrival and the Runway 27R departure.
    NOTE: Landings on Runway 27R may be authorized while aircraft are taxiing on Taxiway Yankee. Do not allow aircraft departing Runway 27R or landing Runway 9L to overfly aircraft on Taxiway Yankee within the area between the “Runway 9L Approach” signs.
Runway 17/35 Departures Procedures
Typically runway 35 is reserved for departures routed north and runway 17 is reserved for departures routed south. If it becomes necessary to release a departure routed south off runway 35 or a departure routed north off runway 17, then coordination must be effected with the proper TRACON controller and an individual release must be obtained for these aircraft.
Parallel runways
Runways 9L and 9R are 1800' apart, therefore, these parallel runways are considered the same runway, as far as wake turbulence is concerned. Further information same runway separation is available at FAA Order JO 7110.65 para 3-9-6
Penns Landing (P72) Procedures
  1. East Tower handles all P72 heliport IFR operations.
    1. Identify landing helo
    2. Helo reports landing assured at Penns.
    3. Terminate Helo.
Positions
  1. When only one Tower position is staffed, the callsign PHL_TWR should be used.
  2. When both Tower positions are staffed:
    1. East Tower should change its callsign to PHL_E_TWR and West Tower should use the callsign PHL_W_TWR.
    2. East Tower will provide service to departures off of Runways 9L/R and 8, and arrivals to Runways 27L/R and 26.
    3. West Tower will provide service to departures off of Runways 27L/R and arrivals to Runways 9L/R.
    4. VFR traffic and departures/arrivals to runways 17/35 will be controlled by coordination between the two Tower controllers.
Runway Selection
Wind Speed Direction Configuration
Depart Land
0-4 Any 27L/35 27R/35/26
5-15 170-259 27L/17 27R/17/26
260-349 27L/35 27R/35/26
350-079 9L/35/8 9R/35
080-169 9L/17/8 9R/17
15+ 170-214 27L/17 27R/17/26
215-304 27L 27R/26
305-349 27L 27R/35/26
350-034 9L/8 9R/35
035-124 9L/8 9R
125-169 9L/8 9R/17
RVR less than 1,800’ but at or above 1,200’ (CAT II)
Any 170-349 27L 27R
350-169 9L 9R
RVR less than 1,200’ (CAT III)
Any Any 9L 9R

The following tables have been provided as guidance for runway selection. Each table is organized in order of preference from most desirable to least desirable based on demand.

Best Departure Configuration
Land Depart Conditions Approaches Separation
9R 9L, 35, 8 VMC ILS and Visuals River Visual available for runway 9R.
IMC ILS No special procedure.
9R 9L, 17, 8 VMC ILS and Visuals River Visual available for runway 9R.
IMC ILS No special procedure.
27R, 26 27L, 35 VMC ILS and Visuals No special procedure.
IMC ILS 2 mile stagger required between 27R and 26 arrivals.
Best Arrival Configuration
Land Depart Conditions Approaches Separation
27R, 35, 26 27L VMC ILS and Visual 2,100' ceiling and 5 miles visibility required to land runway 35.
IMC ILS Landing runway 35 is not authorized. 2 mile stagger required between 27R and 26 arrivals.
9R, 35 9L, 8 VMC ILS and Visuals 2,100' ceiling and 5 miles visibility required to land runway 35. River Visual available for runway 9R.
IMC ILS and GPS Utilize RNAV (GPS) Runway 35 approach.
9R, 17 9L, 8 VMC ILS and Visuals River Visual available for runway 9R
IMC Converging ILS Converging approach minima is 700' and 2 miles visibility.
27L, 27R 27L, 35 VMC ILS, Visuals, or Liberty Visuals Simultaneous Approaches to Parallel Runways #1 (SAPR1): Traffic must maintain visual separation with the preceding adjacent runway arrival traffic. Arrivals for runway 27L shall be assigned the Liberty Visual or vectored to emulate said procedure (MXE R-107). See also the section on "Simultaneous Approaches".
27L, 26 27R, [email protected] VMC ILS and Visuals Simultaneous Approaches to Parallel Runways #2 (SAPR2): Provide standard separation simultaneous arrivals are established on a heading which will intercept the extended centerline of the runway at an angle not greater than 30 degrees, and each aircraft has been issued and the pilot has acknowledged receipt of the visual approach clearance. See also the section on "Simultaneous Approaches".
Types of Simultaneous Approaches
  1. Two types of Simultaneous Approaches to Parallel Runways (SAPR) can be used at Philadelphia. They are named SAPR1 and SAPR2.
  2. Simultaneous Converging Instrument Approaches (SCIA) can also be used at Philadelphia.
  3. These simultaneous approaches can only take place after coordination between various TRACON sectors as well as Ground and Tower controllers at Philadelphia ATCT, as described below.
SAPR1
  1. Approaches.
    1. ILS R27R or Visual Approach to R27R
    2. Liberty Visual Approach R27L (MXE 107R)
    3. Approaches to R26 are not authorized
  2. Weather Minimums.
    1. The weather requirement to conduct SAPR1 operations is at least a 3,000 feet ceiling and 7 miles visibility.
  3. Restrictions.
    1. Only aircraft parking at the Corporate Hangers, United Parcel Service (UPS) ramp, Cargo City, Concourses A, B or C shall be assigned R27L.
    2. No heavy jet or B757 aircraft arrivals to R27L.
    3. It must be ensured that Newfield area is delegated to PHL.
  4. Procedures.
    1. R27R traffic must maintain visual separation with the preceding R27L traffic.
    2. R27L traffic must maintain visual separation with the preceding R27R traffic.
    3. Woodstown (OOD) must be combined with South Arrival.
    4. Arrivals for 27L from North Arrival or PTW must be pre-approved with South Arrival.
    5. Arrivals for R27L shall be told to expect Liberty Visual Approach.
  5. Responsibilities.
    1. Tower shall:
      1. ensure the PHL Arrival ATIS advertises the Liberty Visual R27L Approach.
      2. discontinue SAPR1 operations when the weather minima decreases below ceilings of 3,000’ and/or visibility of seven (7) statute miles.
      3. have the option to circle R27R arrivals to R26.
    2. North Arrival shall:
      1. handoff traffic assigned R27R to Final Vectors 1.
      2. handoff traffic assigned R27L to Pottstown (PTW).
    3. South Arrival shall:
      1. handoff traffic assigned R27R to Final Vectors 1 at or above 6,000’.
      2. handoff traffic assigned R27L to Final Vectors 2 at 5,000’ , 4,000’ or descending to 4,000’.
    4. Pottstown (PTW) shall:
      1. coordinate with North Arrival for sequencing to R27R.
      2. handoff traffic assigned R27R to Final Vectors 1 at 4,000’.
      3. handoff traffic assigned R27L to South Arrival on the R17/35 downwind at 4,000’ and assigned speed of no greater than 190 knots.
    5. DuPont (DQO) shall:
      1. handoff traffic assigned R27R to South Arrival at 6,000’.
      2. handoff traffic assigned R27L to South Arrival at 5,000’.
    6. Final Vectors 1 shall:
      1. be responsible for sequencing/separation of traffic to R27R.
      2. clear aircraft for an ILS or Visual Approach to R27R.
      3. share equally with Final Vectors 2 separation responsibilities in accordance withFAA JO 7110.65.
      4. be authorized to descend R27R traffic to 4,000’ in Final Vectors 2’s airspace provided vertical separation is maintained from Final Vectors 2’s traffic.
      5. be authorized to descend north of the MXE 107R with traffic from the south provided standard IFR/VFR separation is maintained from Final Vectors 2’s traffic.
      6. unless other prescribed IFR/VFR separation is applied, ensure R27R traffic has the preceding R27L aircraft in sight prior to JALTO or break the aircraft out to the right.
    7. Final Vectors 2 shall:
      1. be responsible for sequencing/separation of traffic to R27L.
      2. vector aircraft landing R27L to remain on or south of the MXE107° radial.
      3. share equally with Final Vectors 1 separation responsibilities in accordance with FAA Order 7110.65.
      4. clear aircraft for the Liberty Visual Approach to R27L.
      5. be authorized to transition the Final Vectors 1 airspace with R27L arrivals.
      6. unless other prescribed IFR/VFR separation is applied, ensure R27L traffic has the preceding R27R aircraft in sight prior to the MXE 107R 27 DME fix (the approach ‘T’ 3 miles south of JALTO) or break the aircraft out to the left.
SAPR 2
  1. Approaches
    1. ILS R27L and VA R26
    2. Depart R27R and R35 from Kilo taxiway.
    3. Approaches to R27R, R17 and R35 are not authorized
  2. Weather Minimums.
    1. The weather requirement to conduct SAPR2 operations is at least a 3,000 feet ceiling and 10 miles visibility.
  3. Restrictions.
    1. R17/35 arrivals are not authorized. R17 departures are not authorized.
  4. Responsibilities.
    1. Tower shall;
      1. ensure the PHL Arrival ATIS advertises SAPR2.
      2. discontinue SAPR2 operations when the weather minima decreases below ceilings of 3000’ and/or visibility of ten (10) statute miles.
      3. assume responsibility for aircraft operations on R26 and R35 from taxiway Kilo.
      4. coordinate with LCW for a full length R17/35 departure.
      5. assume responsibility for aircraft operations on R27R and 27L.
      6. assume separation responsibilities between aircraft landing R27L and departing R27R.
      7. not assign a R27R departure a heading further north than 265º.
    2. North Arrival shall:
      1. advise aircraft on initial contact to expect an ILS approach to R27L or a Visual Approach to R26.
    3. South Arrival shall:
      1. advise aircraft on initial contact to expect an ILS approach to R27L or a Visual Approach to R26.
    4. Final Vectors 1 shall:
      1. sequence traffic landing R26.
      2. ensure that aircraft landing R26 are descended to at or below 2,000’ MSL prior to reaching a point 1 1/2 NM of the Final Vectors 1/Final Vectors 1 AOJ.
      3. share separation responsibilities with Final Vectors 1 when clearing traffic for a visual approach to R26 using separation requirements in JO 7110.65.
      4. provide standard separation until the aircraft are established on a heading which will intercept the extended centerline of the runway at an angle not greater than 30 degrees, and each aircraft has been issued and the pilot has acknowledged receipt of the visual approach clearance.
      5. ensure aircraft landing R26 have received and acknowledged for a visual approach clearance prior to losing vertical separation with the R27L arrivals at TORNE or break the aircraft out to the right.
      6. not assign arrivals R27R.
    5. Final Vectors 1 shall:
      1. sequence traffic landing R27L.
      2. share separation responsibilities with Final Vectors 1 when clearing traffic for an ILS R27L or a visual approach separation requirements in JO 7110.65.
      3. be authorized to descend to 4,000’ in Final Vectors 1 AOJ provided separation from Final Vectors 1 traffic is maintained.
      4. be authorized to enter Final Vectors 1 AOJ to intercept the R27L final approach course.
      5. clear an aircraft for the ILS or Visual approach. When clearing aircraft for a visual approach, instruct the aircraft to cross 8 DME east of PHL at 3,000’.
      6. not assign arrivals R27R.
    6. Pottstown (PTW) shall:
      1. handoff traffic assigned R26 to Final Vectors 1 at 4,000 feet descending to 3,000’ or level at 3,000’.
      2. assign a speed no greater than 190 knots IAS.
      3. not vector aircraft less than 5 miles in trail.
    7. Woodstown (OOD) shall:
      1. handoff traffic assigned R26 to Pottstown at 4,000 feet.
      2. assign a speed no greater than 190 knots IAS.
      3. not vector aircraft less than 5 miles in trail.
SCIA
  1. Instrument approach procedures for this program are identified as follows:
    1. Converging ILS RWY 9R.
    2. Converging ILS RWY 17.
  2. Unless otherwise coordinated, the primary arrival runway will be 9R.
  3. Responsibilities.
    1. Tower shall:
      1. closely monitor weather during the use of simultaneous converging instrument approaches (less than ceiling 700 feet and 2 miles visibility).
      2. solicit PIREPS as necessary
      3. insure that ATIS carries "Simultaneous Converging Instrument Approaches to Runway 9R and Runway 17 in use".
      4. terminate converging instrument approaches when the reported weather or PIREPs indicate the weather is below 700’ and/or 2 miles visibility. If the report is received by PIREP, the local controller shall request a second PIREP from the next available aircraft for that runway. If the second PIREP confirms the first PIREP, converging approaches shall be terminated.
      5. not authorize circling or side-step maneuvers.
      6. in the event of a missed approach initiated inside the Missed Approach Point (MAP), take immediate action to reestablish prescribed separation in accordance with JO 7110.65 (i.e., divergence, visual, altitude separation).
    2. Radar Controllers shall:
      1. maintain awareness of current weather and traffic conditions. Particular attention shall be paid to weather activity which could impact the final and missed approach courses.
      2. only authorize straight-in approaches.

Always issue a departure heading as part of the takeoff clearance whether or not a DP has been assigned:

PHRASEOLOGYTurn left heading two tree zero, wind (wind), runway (runway), cleared for takeoff.
Runway Type Gates or Exits Heading or Instruction
27L/R Jets OOD, DITCH, RBV (RUUTH) 230
DQO, STOEN 245
MXE, PTW, FJC, MAZIE, PNE, ARD 265
Props North 300
South 210
9L/R, 8 Jets MXE, STOEN, FJC 080
PTW, RBV (RUUTH), MAZIE, PNE, ARD 095
DITCH 110
OOD, DQO 125
Props North 065
South 125
17 All All 130
35 Cruise Alt. < 5,000' All Runway Heading
Cruise Alt. >= 5,000' All 300
NOTE: Between the hours of 2200 and 0600 local time, it is recommended that all runway 27L/R departures be assigned heading 245, runway 9L/R departures be assigned heading 110, and runway 8 departures assigned runway heading.
Runway Configuration Heading Altitude
27L All 210 3,000’
27R Standard, SAPR1 300 3,000’
Land 26 270 3,000’
9L Standard 050 3,000’
Depart 8 080 3,000’
9R All 130 3,000’
17 All 170 3,000’
35 All 350 3,000’
26 All 300 3,000’
  • Missed approaches or go-arounds shall fly runway heading or track the localizer until reaching the departure endof the runway, then be issued a heading in accordance with the table below unless the controller determines that it would be advantageous to delay or initiate a turn early.
  • Separation must be based on altitude initially during all missed approaches or go-arounds. Prior to issuing a climb to 3,000’, interval altitudes such as 2,000’ may be utilized to prevent converging targets from losing separation.
  • In order to prevent increased workload on Departure Control, consider issuing missed approaches or go-arounds speed restrictions in accordance with FAA Order JO 7110.65.
  • Coordinate with Departure Control as soon as possible and hand off when Local Control traffic is not a factor.
  • Sound judgment must be exercised when dealing with go-arounds or missed approaches. Deviate as necessary from the following headings and altitudes if using them would compromise safety.
  • The following table indicates the heading and altitude that need to be assigned to a missed approach or goaround prior to release to Departure Control frequency.
Airspace
  1. Class BRAVO.
  2. The tower owns 2,000' and below within a 6 mile radius of the airport, except for the southwest corner which has areas delegated from 600' to 2,000' and from 300' to 2,000'.
Radar
  1. This tower is LRAC (Limited Radar Approach Control) certified.
  2. VFR aircraft must be radar identified to receive flight following within the tower's delegated portion of the Class Bravo airspace.
Departures
  • Aircraft should be given the most expeditious way out of the airspace, which should be away from the IFR flow. In most cases they can be told to fly southwest or northeast along the Delaware River OR follow the Schuylkill River northbound.
Flight Following
  • All aircraft should remain on the tower frequency unless the route of flight will or may impede the operations of PHL TRACON while operating inside the tower's delegated portion of the Class Bravo, or the aircraft will leave the tower's delegated portion of the Class Bravo..
Over-flights
  1. When PHL is operating West Ops, over-flights should be instructed to remain 1.5 miles east of the runway 17/35 extended centerline. Northbound over-flights shall be assigned 1,500' and southbound over-flights shall be assigned 2,000'.
  2. When PHL is operating East Ops, over-flights should be instructed to remain 1.5 miles west of the runway 17/35 extended centerline. Northbound over-flights shall be assigned 1,500' and southbound over-flights shall be assigned 2,000'.
Pattern Work
  • Use the following as a guide for pilots wanting to perform pattern work at PHL. Although some runways are denoted as “NA” or not authorized, that does not limit VFR arrivals or departures from utilizing said runway so long as they are not conducting pattern work.
Runway Direction
27L Left
9R Right
17 Left
35 Right
8/26 NA
27R/9L NA
NOTE: All props should be at 1,000’ and jets at 1,500’. Adjust these altitudes when necessary to avoid over-flights or normal IFR traffic flow. Be especially alert to potential conflicts with IFR departures and arrivals when using runway 17/35 for pattern work.
Philadelphia Seaport (9N2) and Penns Landing Heliport (P72)
  1. These airfields reside just outside the PHL Tower delegated portion of the Class Bravo airspace. Aircraft departing these airports may or may not call PHL Tower for clearance into the Class Bravo airspace. If aircraft request services, release the aircraft for departure and notify them of all applicable traffic departing or arriving PHL.
  2. Use PHL altimeter and winds for 9N2 and P72.


TRACON

Callsign
  1. Whenever a controller handles a departure, they shall use the radio name “Philadelphia Departure” when referring to themselves on frequency.
  2. Whenever a controller handles an arrival or enroute traffic, they shall use the radio name “Philadelphia Approach” when referring to themselves on frequency.
  3. If talking to other controllers via land line, refer to yourself as the sector name for which you are controlling.
Coordination
Procedures contained in this document shall apply unless prior verbal (or textual) coordination between PHL TRACON sectors has been effected otherwise.
Position Combing/De-combining
  1. Coordinate prior to combining/de-combining pertinent positions within the TRACON with any affected controllers.
  2. Positions that are routinely combined are:
    • North Departure and North High
    • Yardley and Pottstown
    • Dupont, South High, and South Departure
    • South Arrival and Woodstown
    • Final Vector 1 and Final Vector 2
  3. Woodstown, when staffed, controls runway 35 arrivals. Pottstown, when staffed, controls runway 17 arrivals.
Point Outs
  1. When using an automated point out, verbal (or textual) approval must be obtained before an aircraft may enter another controller’s airspace. An automated point out not accompanied by a verbal or textual description does NOT constitute a valid point out.
  2. A controller either initiating or receiving a point out or handoff shall be responsible to complete any necessary coordination within his or her own area.
Airspace Delegations
Altitudes depicted on the airspace delegation charts are in hundreds of feet and reflect unconditional airspace. A controller whose airspace overlies another’s airspace has jurisdiction for the 500 foot level between the two for VFR traffic, unless otherwise specified in this manual.
Critically Dependent Radar Positions
  1. During events, critically dependent radar positions shall not be relieved simultaneously. Position relief briefings must wait until after the first position relief briefing has occurred. Positions defined as critically dependent are:
    1. Final Vector and North Arrival/South Arrival
    2. Final Vector and Woodstown
    3. North Arrival and South Arrival
    4. Yardley and Pottstown
    5. Local Control/Ground Control
Reduced Longitudinal Separation
A minimum of 2.5 nautical miles (NM) separation is authorized between aircraft established on the final approach course of runway 27R and runway 9R within 10 NM of the landing runway in accordance with FAA Order JO 7110.65. When there is a potential for wake turbulence, additional separation should be applied as necessary.
Converging Runway Display Aid (CRDA)
  1. The CRDA is an automation tool available for vSTARs users ONLY that allows air traffic controllers to precisely establish and maintain a stagger distance between two aircraft approaching on different runways. The basic function of CRDA is to project position information of an aircraft approaching one runway onto the final approach course of the other runway of the pair known as "ghost" targets.
    1. Common Point. Point of intersection of converging approaches. The common point is the runway intersection when runways intersect and the point of the extended centerlines when the runways do not intersect. This is the common point or points used by the CRDA software to project the ghost target. The distance from the actual aircraft to the common point is equal to the distance from the common point to the ghost target depiction on the converging runway.
    2. Ghost Target. An image of an aircraft depicted at a position other than the actual location of the aircraft. The ghost target and the actual target are equidistant from a common point.
    3. Stagger Mode. The distance between a real track and the runway is the same as the distance between the corresponding ghost track and the other “converging” runway.
    4. Tie Mode. The ghost track is positioned using the same distance as “stagger mode” plus an adapted offset distance. (0-10 NM).
  2. The following runway pair configurations are installed in the PHL vSTARs profile:
    1. Runway 27R / Runway 17 (1.15 NM offset in Tie Mode)
    2. Runway 9L / Runway 17 (No offset provided, Stagger Mode suggested)
    3. Runway 27R / Runway 35 (0.88 NM offset in Tie Mode)
    4. Runway 27R / Runway 27L (5.00 NM offset in Tie Mode)
    5. Runway 27L / Runway 35 (1.00 NM offset in Tie Mode)
  3. The CRDA must be used when both runway 27R and runway 35 are in use for arrivals. (i.e. those controllers not utilizing vSTARs may not land runway 35 simultaneously with runway 27R)
  4. An automatic offset (Tie Mode Offset) has been programmed into the CRDA software. This offset adjusts the position of the ghost target so that an arrival positioned on top of or slightly behind the ghost will pass behind an arrival to the associated intersecting runway.
  5. Controllers should vector aircraft to be on the corresponding ghost target or within 1 mile in trail of the ghost target when within two miles of the runway intersection. This procedure will help to insure that the appropriate runway separation exists when aircraft cross the runway threshold.
  6. The procedures in this Order shall only be used during VFR weather conditions. These procedures do not relieve controllers of the responsibility to apply standard separation as prescribed by JO 7110.65.
Control for Turns
All TRACON sectors have control for turns up to 20 degrees left or right of course from any internal (PHL) sectors on all aircraft, regardless of destination. This does not change any Letter of Agreement requirements from adjacent facilities. The controller issuing the turn shall be responsible for coordination if the turn will take the aircraft into another controller’s airspace.
Radar Sites and Range
  1. The following are the locations of the various PHL radar sites:
    1. Philadelphia (KPHL), Willow Grove (KNXX)
    2. To set them up in VRC type “.vis KPHL KNXX” in the command console.
  2. The minimum range setting for all radar sites is 60 nm. The maximum allowable range setting on VATSIM for TRACON is 150 nm.
  3. It is recommended that TRACON controllers set altitude filter limits to encompass, at a minimum, all altitudes within delegated airspace plus 1,300 feet above and below their airspace. These filter limits shall be set for both

unassociated and associated targets.

Hazardous Weather Broadcasts
  1. The following may be accomplished using NOAA’s Aviation Weather Center (AWC) (http://www.aviationweather.gov).
  2. Ensure pilots monitoring your frequency are aware of any hazardous weather around your sector by making routine broadcasts on frequency.
  3. Hazardous Weather Advisories
    1. These advisories include: AIRMET (WA), SIGMET (WS), Convective SIGMET (WST), Center Weather Advisory (CWA), Meteorological Impact Statement (MIS), and Urgent PIREP (UUA).
    2. Controllers shall determine if the information pertains to their area and if so, ensure that all pilots are advised of the new weather information through a broadcast on frequency.
      PHRASEOLOGYAttention all aircraft. Hazardous weather information (SIGMET, Convective SIGMET, AIRMET, Urgent Pilot Weather Report (UUA), Meteorological Impact Statement (MIS), or Center Weather Advisory (CWA), Number or Numbers) for (geographical area) available from the Aviation Weather Center.
  4. Pilot Reports (PIREPS)
    1. Controllers shall solicit and disseminate PIREP’s in accordance with FAA Order JO 7110.65 para 2-6-3
Providing Departure Services
  1. If and ONLY if the corresponding approach sector is offline, then the corresponding departure sector shall provide tower plus departure services at satellites normally controlled by approach.
  2. PHL – Philadelphia International Airport
    1. PHL Tower shall be controlled by PHL_TWR when online.
    2. If PHL_TWR is offline, then whoever is controlling departure services for PHL shall provide PHL Tower plus departure services.
  3. PHL Satellite Airports – ILG, PNE, TTN
    1. ILG, PNE, or TTN Towers shall be controlled by ILG_TWR, PNE_TWR, or TTN_TWR when online.
    2. If one of these facilities are offline, then whoever is controlling approach services for PHL shall provide respective tower plus departure services.
    3. If one of these facilities are offline and no one is controlling approach services for PHL, then whoever is controlling departure services for PHL shall provide respective tower plus departure services.
  4. Additional Notes
    1. For all uncontrolled airports, please reference the airspace delegation to determine who will be providing IFR releases from those fields.
    2. It is recommended to reference the local operation times of Class D towers in order to determine airspace classification and type of services provided. Local operation times can be found on AIRNAV. When the tower is closed locally, it is at the discretion of the controller whether or not to provide services to that airport.
    3. Review controller ATIS information in order to determine sector/area combinations or splits.
Prearranged Coordination Airspace (PACA)
  1. Philadelphia TRACON airspace includes several areas designated as prearranged coordination airspace. The following conditions must be met before a TRACON controller can use the prearranged coordination airspace:
    1. Both positions that are subject to the prearranged coordination must be staffed and/or covered by an online controller. For example, Departure cannot use the PACA for JAIKE arrivals if he is the only controller online, but can use it if Approach is online or if Approach is covered by New York Center.
    2. Unless otherwise specified, the sector penetrating the PACA is responsible for maintaining the required separation from aircraft under the control of the other positions/sectors within the PACA. In addition, the sector penetrating the PACA shall determine whether the lead aircraft is a heavy jet or B757 when separating aircraft directly behind, or directly behind and less than 1,000 feet below the heavy jet/B757.

PHL-Airspace-Delegation.png

Airspace Delegation Table [show]
Block Unconditional Conditional
1a 6,000' None. ZNY controls BUNTS HPA.
1b 6,000' and below None. ZNY controls BUNTS HPA.
1c 6,000' and below None. ZNY controls BUNTS HPA.
3 8,000' - 6,000' None.
4 8,000' - 6,000' None.
5 9,000' and below None. ZNY controls SPUDS HPA.
6 13,000' and below None.
7 4,000' and below None.
8 7,000' and below None.
9 10,000' and below None.
10a 4,000' and below 4,000'-3,000' when released to McGuire RAPCON for Trenton - Robbinsville (N87) IFR operations. Typically blanket release.
10b 9,000' and below 9,000'-3,000' when released to McGuire RAPCON for Trenton - Robbinsville (N87) IFR operations. Typically blanket release.
11 8,000' - 7,000' None.
12 8,000' - 7,000' None.
13 9,000' - 7,000' None.
14 10,000' - 7,000' None.
15 10,000' - 4,000' None.
16 10,000' - 3,000' None.
17a 12,000' - 3,000' 10,000' - 3,000' when ZDC requires HOLEY HPA.
17b 12,000' and below 10,000' and below when ZDC requires HOLEY HPA.
18 12,000' - 3,000' None.
19 12,000' - 4,000' None.
20 12,000 - 7,000' None.
21 12,000' - 9,000' None.
22 12,000' - 9,000' None.
23 12,000' - 8,000' 12,000' - 6,000' when Newfield Area is released by Atlantic City TRACON.
24 10,000' - 8,000' 10,000' - 6,000' when Newfield Area is released by Atlantic City TRACON.
25 None. 7,000' - 6,000' when Newfield Area is released by Atlantic City TRACON. VCN/JIIMS HPA is conditional from the highest altitude released by ZDC to 8,000'. Aircraft shall depart HPA at or below 12,000'.
26 None. VCN/JIIMS HPA is conditional from the highest altitude released by ZDC to 8,000'. Aircraft shall depart HPA at or below 12,000'.
27 8,000' 8,000' - 6,000' when Newfield Area is released by Atlantic City TRACON. VCN/JIIMS HPA is conditional from the highest altitude released by ZDC to 9,000'. Aircraft shall depart HPA at or below 12,000'.
28 8,000' and below VCN/JIIMS HPA is conditional from the highest altitude released by ZDC to 9,000'. Aircraft shall depart HPA at or below 12,000'.
29 8,000' and below 8,000' - 3,000' when Rainbow Area is released to Atlantic City TRACON. VCN/JIIMS HPA is conditional from the highest altitude released by ZDC to 9,000'. Aircraft shall depart HPA at or below 12,000'.
30 8,000' 8,000' - 6,000' when Newfield Area is released by Atlantic City TRACON.
31 10,000' - 8,000' 10,000' - 6,000' when Newfield Area is released by Atlantic City TRACON.
32 12,000' and below 12,000' - 3,000' when Rainbow Area is released to Atlantic City TRACON.
33 12,000' - 4,000' None.
34 10,000' - 4,000' None.
35 10,000' - 6,000' None.
36 8,000' - 6,000' None.
37 6,000' 9,000' - 6,000' when released by ZDC. Typically blanket release. PAATS HPA is conditional from the highest altitude released by ZDC to 10,000'. Aircraft shall depart HPA at or below 12,000'.
38 6,000' - 4,000' 9,000' - 4,000' when released by ZDC. Typically blanket release. PAATS HPA is conditional from the highest altitude released by ZDC to 10,000'. Aircraft shall depart HPA at or below 12,000'.
39 6,000' and below 9,000' and below when released by ZDC. Typically blanket release. PAATS HPA is conditional from the highest altitude released by ZDC to 10,000'. Aircraft shall depart HPA at or below 12,000'.
40 9,000' and below PAATS HPA is conditional from the highest altitude released by ZDC to 10,000'. Aircraft shall depart HPA at or below 12,000'.
41 9,000' - 4,000' PAATS HPA is conditional from the highest altitude released by ZDC to 10,000'. Aircraft shall depart HPA at or below 12,000'.
42 9,000' - 6,000' PAATS HPA is conditional from the highest altitude released by ZDC to 10,000'. Aircraft shall depart HPA at or below 12,000'.
43 None. PAATS HPA is conditional from the highest altitude released by ZDC to 10,000'. Aircraft shall depart HPA at or below 12,000'.
44 12,000' - 11,000' 4,000' and below None.
45 12,000' - 5,000' None.
46 10,000' - 5,000' None.
47 10,000' and below None.
48 10,000' - 6,000' None.
49 10,000' and below None.
50 12,000' and below None.

PHL Transitions STARs.png

  1. The following are recommended procedures and shall only be used when traffic, weather, and workload permit their use.
  2. Philadelphia Turbojet Departures
    1. Runway 27L and runway 27R turbojet departures should NOT be vectored off tower assigned headings within six (6) miles of PHL unless above 3,000’ AGL.
    2. Runway 9L, runway 9R, runway 8 turbojet departures should NOT be vectored off tower assigned headings within six (6) miles of PHL unless above 2,000’ AGL.
Coordination
Procedures contained in Letters of Agreement shall apply at all times unless prior verbal (or textual) coordination between facilities has been affected otherwise.
Runway Configuration (TRACON/Tower LOA only)
PHL Tower shall select the runway configuration and notify the PHL TRACON prior to the change.
Position Combining/Decombining
Coordinate prior to combining/decombining pertinent positions within facilities with any affected controllers.
Point Outs
When using an automated point out, verbal (or textual) approval must be obtained before an aircraft may enter another controller’s airspace. An automated point out not accompanied by a verbal or textual description does NOT constitute a valid point out.
Separation Minima
Minimum radar separation between aircraft shall be at least three miles (intra-TRACON) or five miles (TRACON-Center) constant or increasing when transfer of control is accomplished. Other factors such as wake turbulence separation and miles-in-trail requirements may increase this minimum.
Conflicting Flows
When the facilities for which the LOA pertains to must use conflicting traffic flows, they shall do so alternately, governed by traffic volume and delays at each airport or airspace.
Letter of Agreement
Philadelphia TRACON (PHL) & Philadelphia Tower
Rev. 2 — Jun 2017
Purpose
This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between Philadelphia TRACON (PHL) and Philadelphia Tower.
Scope
The procedures contained herein must apply unless prior coordination is effected.
Disclosure
vZNY and any other facilities mentioned in this document are affiliated with the Virtual Air Traffic Simulation (VATSIM) network. The procedures outlined in this document are intended exclusively for use in the VATSIM flight simulation environment and must never be used for actual flight or air traffic control operations. vZNY and any other facility mentioned in this document are not affiliated with the FAA in any manner.
Philadelphia Departure Procedures
  1. Philadelphia Tower shall
    1. Identify to TRACON the last aircraft that will depart prior to a runway configuration change. Tower shall then obtain a release from TRACON for the first departure in the new configuration.
    2. Obtain releases for aircraft not using the standard departure runway(s).
    3. Ensure complete and accurate flight plans for all VFR departures. If the departure will be handled by TRACON, radar identify and handoff in a timely fashion.
    4. Handoff departing traffic to TRACON after observing a turn towards the assigned climb or heading. Ensure the handoff is accomplished in a timely fashion.
Philadelphia Arrival Procedures
Table 1 - Scratchpad entries for different types of approach to PHL
Approach 9L 9R 17 35 27R 26 27L
ILS I9L 9RZ 17Z 27R I26 27L
Visual Following Traffic FAL FAP F17 F35 FAP F26 FAL
Visual to Airport VAL VAP V17 V35 VAP V26 VAL
Liberty Visual LVA
FLV
(following traffic)
River Visual RVL RVR
Freedom Visual FVA
VFR R9L R9R R17 R35 R7R R26 R7L
GPS or RNP G9L Y9R G17 G35 G7R G26 G7L
Z9R
VOR VRA
Converging ILS 9RV 17V
  1. Philadelphia TRACON shall
    1. Inform PHL Tower of the first and last aircraft for each runway whenever a change of traffic flow is agreed upon.
    2. Coordinate any approach other than that advertised in the ATIS by using scratchpad entries from Table 1. In VRC, press INSERT text <asel> to set scratch pads where “text” would be one of the entries below. Make sure you use capital letters when inserting scratch pads.
      NOTE: Use “VAP” in the scratchpad to indicate that an arrival is following traffic to the active runway.
    3. Verbally (or textually) obtain approval for use of a runway not designated as active for arrivals. Coordinate each arrival that will approach from a nonstandard transfer point or will land on a non-standard arrival runway. Approval for these approaches may be granted for an individual aircraft, a series of aircraft, or for a specified time frame.
    4. Ensure transfer of communications to tower NO later than the following points:
      • Instrument Approaches: The Final Approach Fix.
      • Visual Approaches: 6 miles from the airport.
    5. Assume responsibility for separation of consecutive radar arrivals on the same final approach course until 3 NM from the runway threshold. When the weather is less than 1,500’ ceiling and 5 miles visibility, the radar controller shall assume responsibility to the runway threshold.
  2. PHL Tower Shall
    1. Ensure that affected TRACON controllers are aware of the current ATIS code, runways in use, and approach information either by verbal (or textual) or automated coordination.
    2. Verbally (or textually) advise of special changes in the airport configuration or weather.
    3. Advise the departure controller as soon as practical of any missed approaches and go-arounds. When a missed approach or go-around will be re-sequenced by TRACON, stop departures and coordinate release of successive departures.
    4. Assume responsibility for consecutive radar arrivals on the same final approach course within 3 NM of the landing threshold. At anytime the tower cannot provide visual separation, advise the TRACON and the radar controller shall assume separation responsibility.
Letter of Agreement
Philadelphia TRACON (PHL) & Allentown TRACON (ABE)
Rev. 1 — Jan 2011
Purpose
This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between Philadelphia TRACON (PHL) and Allentown TRACON (ABE).
Scope
The procedures contained herein must apply unless prior coordination is effected.
Disclosure
vZNY and any other facilities mentioned in this document are affiliated with the Virtual Air Traffic Simulation (VATSIM) network. The procedures outlined in this document are intended exclusively for use in the VATSIM flight simulation environment and must never be used for actual flight or air traffic control operations. vZNY and any other facility mentioned in this document are not affiliated with the FAA in any manner.
PHL TRACON Departure Procedures
Table 1 - Departures from PHL to ABE
From Types Route Altitude Restriction
ARD Area All Direct FJC or ETX 4,000'
PHL & Satellites All Direct FJC; Traffic must remain east of the V29 protected airspace. 4,000'; ABE has control for descent to 3,000' for ABE arrivals
Overflights PTW V29 ETX 8,000'
  1. Departures from PHL TRACON to ABE TRACON
    1. All aircraft shall be cleared to the destination airport via the routes and altitudes described in Table 1. Routes and altitudes other than those depicted in this LOA shall be on an APREQ basis.
ABE TRACON Departure Procedures
Table 2 - Departures from ABE to PHL
From Types Route Altitude Restriction
ABE & Satellites Singles; Except ARD Area ETX V29 PTW 4,000'
Turbojet and turboprop satellite arrivals; Except ARD Area, ILG, and MSQ Direct PTW; Traffic must remain west of SPUDS 5,000'; ABE will ensure traffic crosses the boundary at or below 6,000' descending to 5,000'.
Turbojets (PHL, ILG, and MSQ) Direct PTW; Traffic must remain west of SPUDS 7,000'
All ARD Area Traffic Direct ARD/MAZIE; Traffic must remain between ETX and FJC 5,000'; 6,000' for turboprops landing JFK
Overflights ETX V29 PTW 6,000'
  1. Departures from ABE TRACON to PHL TRACON
    1. All aircraft shall be cleared to the destination airport via the routes and altitudes described in Table 2. Routes and altitudes other than those depicted in this LOA shall be on an APREQ basis.
      • “ARD Area” airports are defined as DYL, PNE, TTN, UKT, and 3NJ6.
PHL TRACON Arrival Procedures
  1. PHL TRACON Control Authority
    1. Transfer of control on all aircraft shall be accomplished no later than the PHL/ABE common boundary.
    2. Completion of radar handoff and transfer of communications constitutes authorization to turn aircraft up to thirty (30) degrees within 10 miles of the PHL/ABE common boundary. PHL has additional control for turns greater than 30 degrees if the amended track will shorten the distance to leave ABE airspace.
  2. Coordination
    1. Regardless of which facility requests an altitude or route change, which will affect additional sectors in the adjacent facility's area, each facility shall be responsible to complete all necessary internal coordination, e.g., the ABE controller shall be responsible for coordination with all appropriate ABE sectors.
    2. PHL shall coordinate with ABE all instrument operations to the following airports:
      • Quakertown Airport (UKT)
      • Pennridge Airport (CKZ)
  3. Traffic Management Restrictions
    1. When either facility requires a restriction affecting more than one aircraft, coordinate any traffic management initiatives with Controller-In-Charge.
  4. VFR Procedures
    1. Automated VFR handoffs are optional between facilities. No verbal coordination is required.
    2. It is suggested that MSAW alerts (vSTARS) be inhibited on targets.
    3. The receiving controller shall be responsible for obtaining all pertinent information.
    4. Beacon codes need not be changed.
ABE TRACON Arrival Procedures
  1. ABE TRACON Control Authority
    1. Transfer of control on all aircraft shall be accomplished no later than the PHL/ABE common boundary.
  2. Completion of radar handoff and transfer of communications constitutes authorization to turn aircraft up to thirty (30) degrees within 10 miles of the PHL/ABE common boundary. PHL has additional control for turns greater than 30 degrees if the amended track will shorten the distance to leave ABE airspace.
  3. Coordination
    1. Regardless of which facility requests an altitude or route change, which will affect additional sectors in the adjacent facility's area, each facility shall be responsible to complete all necessary internal coordination, e.g., the ABE controller shall be responsible for coordination with all appropriate ABE sectors.
    2. ABE shall coordinate with PHL all instrument operations to the following airports:
      • Butter Valley Golf Port (7N8)
      • Sky Manor Airport (N40)
      • Vansant Airport (9N1)
  4. Traffic Management Restrictions
    1. When either facility requires a restriction affecting more than one aircraft, coordinate any traffic managementinitiatives with Controller-In-Charge.
  5. VFR Procedures
    1. Automated VFR handoffs are optional between facilities. No verbal coordination is required.
    2. It is suggested that MSAW alerts (vSTARS) be inhibited on targets.
    3. The receiving controller shall be responsible for obtaining all pertinent information.
    4. Beacon codes need not be changed.
Letter of Agreement
Philadelphia TRACON (PHL) & Atlantic City TRACON (ACY)
Rev. 1 — April 23, 2015
Purpose
This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between Philadelphia TRACON (PHL) and Atlantic City TRACON (ACY).
Cancellation
Philadelphia TRACON (PHL) and Atlantic City TRACON (ACY) Letter of Agreement, dated December 1, 2010, is hereby cancelled.
Scope
The procedures contained herein must apply unless prior coordination is effected.
Disclosure
vZNY and any other facilities mentioned in this document are affiliated with the Virtual Air Traffic Simulation (VATSIM) network. The procedures outlined in this document are intended exclusively for use in the VATSIM flight simulation environment and must never be used for actual flight or air traffic control operations. vZNY and any other facility mentioned in this document are not affiliated with the FAA in any manner.
Departure Procedures
  1. Departures from PHL TRACON to ACY TRACON:
    1. All aircraft shall be cleared to the destination airport via the routes and altitudes described below. Routes and altitudes other than those depicted in this LOA shall be on an APREQ basis.
    2. ACY arrivals and overflights shall be routed via one of the following routes at 5,000' (turbojets) or 3,000' (props):
      • OOD V184 ACY
      • DQO/OOD V166 SIE
      • DQO V166 V184 ACY
      • DQO V166 BRIEF
      • Direct ACY
  2. Departures from ACY TRACON to PHL TRACON
    1. All aircraft shall be cleared to the destination airport via the routes and altitudes described in Attachment 4 - Table 1. Routes and altitudes other than those depicted in this LOA shall be on an APREQ basis.
      • “ARD Area” airports are defined as DYL, PNE, TTN, UKT, and 3NJ6.
      • ARD Area arrival traffic and overflights to/through ABE airspace, which originate in ACY airspace, shall be routed through WRI airspace.


Arrival Procedures
  1. Control Authority
    1. Transfer of control on all aircraft shall be accomplished no later than the PHL/ACY common boundary.
    2. Transfer of communications constitutes:
      1. Authorization to change the beacon code if necessary.
      2. Authorization to turn aircraft up to ninety (90) degrees.
  2. Coordination
    1. ACY shall coordinate with PHL all instrument operations to the following airports:
      • Berlin/Camden County Airport (19N)
        • Note: PHL will issue clearances for the GPS RWY 5 approach to 19N.
  3. Traffic Management Restrictions
    1. When either facility requires a restriction affecting more than one aircraft, coordinate any traffic management initiatives with Controller-In-Charge.
  4. VFR Procedures
    1. Automated VFR handoffs are optional between facilities. No verbal coordination is required.
    2. It is suggested that MSAW alerts (vSTARS) be inhibited on targets.
    3. The receiving controller shall be responsible for obtaining all pertinent information.
    4. Beacon codes need not be changed.
Attachment 1 – Newfield Area [show]
  1. The Newfield Area depicted below is delegated to PHL from 7,000' to 6,000' for Instrument Flight Rules (IFR) aircraft and above 5,000' for Visual Flight Rules (VFR) aircraft. If needed by ACY, it may be recalled by agreement of the Controller-In-Charge.
  2. If ACY is required to hold aircraft at 6,000' at VCN, ACY shall coordinate with the PHL South Arrival Sector to re-acquire 6000'. After holding at 6000' is terminated, the PHL South Arrival Sector shall coordinate with ACY to have 6000' re-delegated to PHL.


Newfield-Area.png
Attachment 2 – Rainbow Area [show]
The Rainbow Area depicted below is delegated to ACY at and below 2,000'. If needed by PHL, it may be recalled by agreement of the Controller-In-Charge.


Rainbow-Area.png
Attachment 3 – PHL to ACY Route Depiction Chart [show]

PHLACYRoutes.png

Attachment 4 – ACY to PHL Route Depiction Chart [show]

Table 1 - Departures from ACY to PHL
From Types Route Altitude Restriction
ACY & Satellites Props; Except ARD Area VCN V184 OOD or VCN direct PHL 4,000'
Jets; Except ARD Area VCN V184 OOD or VCN direct PHL 6,000'
All; Except ARD Area BRIEF V166 OOD 4,000'

ACYPHLRoutes.png

Attachment 5 – Satellite Airports [show]

Area Abbreviation Satellite Airport Codes
Philadelphia Area North PHLN CKZ, DYL, LOM, PNE, PTW, TTN, UKT, N10, N47, 3NJ6, 9N1
Philadelphia Area South PHLS EVY, ILG, MQS, OQN, N57, NJ74, 17N, 58M, 7N7
ARD Area 3NJ6, CKZ, DYL, UKT, PNE, TTN
PTW/DQO Area OQN, 7N7, 58M, PTW, MQS, N10, ILG, N47, N57, LOM, EVY
Area Abbreviation Satellite Airport Codes
ACY Area ACY MIV, WWD, N81, 26N, OBI, 29N, 31E, 28N, N50, 00N

© Copyright 2015 New York ARTCC and Washington ARTCC, All Rights Reserved.

Letter of Agreement
Philadelphia TRACON (PHL) & Dover RAPCON (DOV)
Rev. 1 — April 23, 2015
Purpose
This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between Philadelphia TRACON (PHL) and Dover RAPCON (DOV).
Cancellation
Philadelphia TRACON (PHL) and Dover RAPCON (DOV) Letter of Agreement, dated March 1, 2011, is hereby cancelled.
Scope
The procedures contained herein must apply unless prior coordination is effected.
Disclosure
vZNY and any other facilities mentioned in this document are affiliated with the Virtual Air Traffic Simulation (VATSIM) network. The procedures outlined in this document are intended exclusively for use in the VATSIM flight simulation environment and must never be used for actual flight or air traffic control operations. vZNY and any other facility mentioned in this document are not affiliated with the FAA in any manner.
Departure Procedures
  1. Departures from PHL TRACON to DOV RAPCON
    1. All aircraft shall be cleared to the destination airport via the routes and altitudes described in this LOA. Routes and altitudes other than those depicted in this LOA shall be on an APREQ basis.
    2. DOV arrivals and overflights (see Attachment 1 for more details) shall be routed via one of the following routes at 6,000' (overflights) or 4,000' (DOV arrivals):
      • OOD V157
      • DQO V29
      • Direct ENO
    3. BWI or DCA arrivals shall be routed via one of the following routes at 6,000' or 4,000':
      • ENO V268 BAL (BWI)
      • ENO V16 CHOPS V308 OTT (DCA)
  2. Departures from DOV RAPCON to PHL TRACON
    1. All aircraft shall be cleared to the destination airport via the routes and altitudes described in Attachment 1 - Table 1. Routes and altitudes other than those depicted in this LOA shall be on an APREQ basis.
    2. DOV shall be responsible for correct routing on aircraft flying northbound that will enter the ZNY structure (9,000' and above).
Arrival Procedures
  1. Control Authority
    1. Transfer of control on all aircraft shall be accomplished no later than the PHL/DOV common boundary.
    2. Completion of radar handoff and transfer of communications constitutes authorization to:
      1. For PHL TRACON: Turn aircraft up to thirty (30) degrees and descend to 4,000'.
      2. For DOV RAPCON: To turn aircraft up to thirty (30) degrees.
      3. Change of beacon code if the beacon code differs from that of the receiving facility.
  2. Traffic Management Restrictions
    1. When either facility requires a restriction affecting more than one aircraft, coordinate any traffic management initiatives with Controller-In-Charge.
  3. VFR Procedures
    1. Automated VFR handoffs are optional between facilities. No verbal coordination is required.
    2. It is suggested that MSAW alerts (vSTARS) be inhibited on targets.
    3. The receiving controller shall be responsible for obtaining all pertinent information.
    4. Beacon codes need not be changed.
  4. BLARE Area
    1. The BLARE Area depicted in Attachment 2 is delegated to DOV at and between 4,000' and 6,000'. If needed by PHL, it may be recalled by agreement of the Controller-In-Charge.
Attachment 1 – Route Depiction, Area of Jurisdiction, and Procedures Chart [show]

Table 1 - Departures from DOV to PHL
From Types Route Altitude Restriction
DOV and Satellites Departures Requesting >FL180 MXE J110 7,000'
PHL Arrivals Direct DQO 7,000'
PHL Satellites and Overflights ENO V29 DQO or Direct DQO 5,000' or 3,000'
Landing EVY Direct 3,000'
All Direct ENO 3,000'
EWR Satellites V29 MXE V3 SBJ 5,000'

PHLDOVRoutes.png

Attachment 2 – BLARE Area Chart [show]

BLARE-Area.png

BLARE-Area-RW.png

Attachment 3 – Satellite Airports [show]

Area Abbreviation Satellite Airport Codes
Philadelphia Area North PHLN CKZ, DYL, LOM, PNE, PTW, TTN, UKT, N10, N47, 3NJ6, 9N1
Philadelphia Area South PHLS EVY, ILG, MQS, OQN, N57, NJ74, 17N, 58M, 7N7
ARD Area 3NJ6, CKZ, DYL, UKT, PNE, TTN
PTW/DQO Area OQN, 7N7, 58M, PTW, MQS, N10, ILG, N47, N57, LOM, EVY

© Copyright 2015 New York ARTCC and Washington ARTCC, All Rights Reserved.

Letter of Agreement
Philadelphia TRACON (PHL), Harrisburg TRACON (MDT) & Reading TRACON (RDG)
Rev. 1 — Jan 2011
Purpose
This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between Philadelphia TRACON (PHL), Harrisburg TRACON (MDT) & Reading TRACON (RDG).
Scope
The procedures contained herein shall apply unless prior coordination is effected.
PHL TRACON Departure Procedures
Table 1 - Departures from PHL to MDT/RDG
From Types Route Altitude Restriction
PHL & Satellites
(To MDT)
All MXE V184
MXE V184 V469
DQO V469
4,000', 6,000' or 8,000'
MXE295 LRP138 4,000'
PTW V12 BOYER; MDT has control for right turns only 6,000' or 8,000'
MXE V170 BOYER 6,000'
DQO DQO319 LRP144 4,000'
Overflights MXE V474 4,000', 6,000' or 8,000'
PHL & Satellites
(To RDG/LNS)
All RDG Direct SHAPP RDG
BUNTS V210 MXE334 HUMEL
MXE334 HUMEL
PTW PTW275 RDG LOC
4,000'
All LNS Direct LRP
BUNTS V210 LRP
PTW V143 LRP
Overflights BUNTS V210 V170 RAV
MXE V170 RAV
PTW V12 HAR
PTW V12 V170 RAV
  1. Departures from PHL TRACON to MDT/RDG TRACON
    1. All aircraft shall be cleared to the destination airport via the routes and altitudes described in Table 1. Routes and altitudes other than those depicted in this LOA shall be on an APREQ basis.
      • PHL TRACON (radar position) may, without coordination, clear traffic landing MDT or CXY direct to the airport at 6,000' or clear overflight traffic routed via HAR VOR, direct HAR at 6,000'
MDT/RDG TRACON Departure Procedures
Table 2 - Departures from MDT/RDG to PHL
From Types Route Altitude Restriction
MDT & Satellites MXE Area Jets V474 PADRE (RDV)
V184 PADRE (RDV)
LRP144 PADRE (RDV)
7,000'
MXE Area Props 5,000'
DQO Area Jets V469 DQO
LRP144 PADRE DQO
7,000'
DQO Area Props 5,000'
DOV Area Jets V469 DQO V29
LRP144 PADRE DQO V29
7,000'
DOV Area Props 5,000'
ACY Area Jets V469 DQO OOD VCN
LRP144 PADRE DQO OOD VCN
7,000'
ACY Area Props 5,000'
RDG & Satellites PHL, PTW Area, ARD Area, Overflights to WRI V210 BUNTS or Direct BUNTS 5,000' (≥ 180 knots)
3,000' (< 180 knots)
MXE Area, DQO Area, Overflights TRAGG MXE
V170 MXE
5,000' (PHL East Ops)
3,000' (PHL West Ops)
  1. Departures from MDT/RDG TRACON to PHL TRACON
    1. All aircraft shall be cleared to the destination airport via the routes and altitudes described in Table 2. Routes and altitudes other than those depicted in this LOA shall be on an APREQ basis.
      • “MXE Area” airports are defined as 40N, N99, and N57.
      • “DQO Area” airports are defined as 2N0, N01, 7N7, 27N, ILG, 17N, NJ74, ILG, EVY, 7N7, and 58M.
      • “PTW/ARD Area” airports are defined as 3NJ6, N54, N62, N75, 9N1, N10, PTW, N47, LOM, UKT, N70, DYL, NXX, PNE, and TTN.
PHL TRACON Arrival Procedures
  1. PHL TRACON Control Authority
    1. Transfer of control on all aircraft shall be accomplished no later than the PHL/MDT or PHL/RDG common boundary.
    2. Completion of radar handoff and transfer of communications constitutes authorization for descent and to turn aircraft up to thirty (30) degrees.
  2. Coordination
    1. PHL TRACON shall advise MDT/RDG TRACON as to the direction of the runway operation at PHL.
  3. Traffic Management Restrictions
    1. When either facility requires a restriction affecting more than one aircraft, coordinate any traffic managementinitiatives with Controller-In-Charge.
  4. VFR Procedures
    1. Automated VFR handoffs are optional between facilities. No verbal coordination is required.
    2. It is suggested that MSAW alerts (vSTARS) be inhibited on targets.
    3. The receiving controller shall be responsible for obtaining all pertinent information.
    4. Beacon codes need not be changed.
MDT/RDG TRACON Arrival Procedures
  1. MDT/RDG TRACON Control Authority
    1. Transfer of control on all aircraft shall be accomplished no later than the PHL/MDT or PHL/RDG common boundary.
    2. Completion of radar handoff and transfer of communications constitutes authorization for descent and to turn aircraft up to thirty (30) degrees.
  2. Coordination
    1. RDG TRACON is not staffed, MDT shall provide the services assigned to RDG in the current PHL/RDG LOA.
  3. Traffic Management Restrictions
    1. When either facility requires a restriction affecting more than one aircraft, coordinate any traffic management initiatives with Controller-In-Charge.
  4. VFR Procedures
    1. Automated VFR handoffs are optional between facilities. No verbal coordination is required.
    2. It is suggested that MSAW alerts (vSTARS) be inhibited on targets.
    3. The receiving controller shall be responsible for obtaining all pertinent information.
    4. Beacon codes need not be changed.
Letter of Agreement
Philadelphia TRACON (PHL) & New York TRACON (N90)
Rev. 1 — Jan 2011
Purpose
This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between Philadelphia TRACON (PHL) and New York TRACON (N90).
Scope
The procedures contained herein must apply unless prior coordination is effected.
Disclosure
vZNY and any other facilities mentioned in this document are affiliated with the Virtual Air Traffic Simulation (VATSIM) network. The procedures outlined in this document are intended exclusively for use in the VATSIM flight simulation environment and must never be used for actual flight or air traffic control operations. vZNY and any other facility mentioned in this document are not affiliated with the FAA in any manner.
PHL TRACON Departure Procedures
Table 1 - Departures from PHL to N90
From To Route Altitude / Restriction
PHL Area LGA RBV V123 PROUD 8,000' / None
EWR V123 RBV 7,000' / Jets & Turboprops
ARD V214 METRO 5,000' / Pistons
EWR Satellites JAIKE# Arrival Leaving 9,000' for 7,000' / Jets
V3 Leaving 9,000' for 7,000' / Turboprops
N51 / SMQ / 47N / 39N V3 SBJ 4,000' / None
  1. Departures from PHL TRACON to N90 TRACON
    1. All aircraft shall be cleared to the destination airport via the routes and altitudes described in Table 1. Routes and altitudes other than those depicted in this LOA shall be on an APREQ basis.
    2. IFR traffic to JFK Area airports at or below 8,000' will be handed off to the Center or TRACON controller that provides service to the sectors listed below, in that order:
      1. WRI Approach
      2. N90 CAMRN sector
    3. IFR traffic to JFK Area airports above 8,000' will be handed off to the Center or TRACON controller that provides service to the sectors listed below, in that order:
      1. New York Center
      2. N90 CAMRN sector
    4. IFR traffic to LGA Area airports at or below 8,000' will be handed off to the Center or TRACON controller that provides service to the sectors listed below, in that order:
      1. WRI Approach
      2. N90 EMPYR sector
    5. IFR traffic to LGA Area airports above 8,000' will be handed off to the Center or TRACON controller that provides service to the sectors listed below, in that order:
      1. New York Center
      2. N90 EMPYR sector
    6. IFR traffic to EWR Area airports at or below 4,000' will be handed off to the Center or TRACON controller that provides service to N90 Approach METRO sector
    7. IFR traffic to EWR Area airports above 4,000' will be handed off to the Center or TRACON controller that provides service to N90 Yardley sector
N90 TRACON Departure Procedures
Table 2 - Departures from N90 to PHL
From To Route Altitude / Restriction
EWR / LGA PHL N Area SBJ ARD 4,000' / None
PHL N & S Arrea SLONE HAYER 4,000' / RNAV Helicopters
  1. Departures from N90 TRACON to PHL TRACON
    1. All aircraft shall be cleared to the destination airport via the routes and altitudes described in Table 2. Routes and altitudes other than those depicted in this LOA shall be on an APREQ basis.
PHL TRACON Arrival Procedures
  1. PHL TRACON Control Authority
    1. Transfer of control on all aircraft shall be at least 2.5 miles from the than the PHL/N90 common boundary.
  2. Coordination
    1. Regardless of which facility requests an altitude or route change, which will affect additional sectors in the adjacent facility's area, each facility shall be responsible to complete all necessary internal coordination, e.g., the PHL controller shall be responsible for coordination with all appropriate PHL sectors.
  3. Traffic Management Restrictions
    1. When either facility requires a restriction affecting more than one aircraft, coordinate any traffic management initiatives with Controller-In-Charge.
  4. VFR Procedures
    1. Automated VFR handoffs are optional between facilities. No verbal coordination is required.
    2. It is suggested that MSAW alerts (vSTARS) be inhibited on targets.
    3. The receiving controller shall be responsible for obtaining all pertinent information.
    4. Beacon codes need not be changed.
N90 TRACON Arrival Procedures
  1. N90 TRACON Control Authority
    1. Transfer of control on all aircraft shall be at least 2.5 miles from the than the PHL/N90 common boundary.
  2. Coordination
    1. Regardless of which facility requests an altitude or route change, which will affect additional sectors in the adjacent facility's area, each facility shall be responsible to complete all necessary internal coordination, e.g., the N90 controller shall be responsible for coordination with all appropriate N90 sectors.
  3. Traffic Management Restrictions
    1. When either facility requires a restriction affecting more than one aircraft, coordinate any traffic management initiatives with Controller-In-Charge.
  4. VFR Procedures
    1. Automated VFR handoffs are optional between facilities. No verbal coordination is required.
    2. It is suggested that MSAW alerts (vSTARS) be inhibited on targets.
    3. The receiving controller shall be responsible for obtaining all pertinent information.
    4. Beacon codes need not be changed.
Letter of Agreement
Philadelphia TRACON (PHL) & Washington ARTCC (ZDC)
Rev. 3 — April 23, 2015
Purpose
This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between Philadelphia TRACON (PHL) and Washington ARTCC (ZDC).
Cancellation
Philadelphia TRACON (PHL) and Washington ARTCC (ZDC) Letter of Agreement, dated November 14, 2013, is hereby cancelled.
Scope
The procedures contained herein must apply unless prior coordination is effected.
Disclosure
vZNY and any other facilities mentioned in this document are affiliated with the Virtual Air Traffic Simulation (VATSIM) network. The procedures outlined in this document are intended exclusively for use in the VATSIM flight simulation environment and must never be used for actual flight or air traffic control operations. vZNY and any other facility mentioned in this document are not affiliated with the FAA in any manner.
Delegation of Authority
Washington Center delegates to Philadelphia TRACON authority and responsibility for control of IFR arrival, departure, and tower en route (TEC) aircraft in controlled airspace within the Approach Control area described herein.
Procedures
  1. Arrivals to Philadelphia TRACON Airspace
    1. Arrival aircraft shall be cleared to their destination airport within Philadelphia airspace provided:
      1. Arrivals are routed via routings depicted in Attachment 5, and Philadelphia TRACON has not requested holding.
      2. Philadelphia TRACON receives a radar handoff on arrivals at or prior to the transfer of control/communications point.
    2. Philadelphia TRACON must ensure the arrivals depart the arrival HPASA (Holding Pattern Airspace) at approach control altitudes.
    3. Holding Procedures via PAATS/VCN/JIIMS:
      1. Washington Center shall initiate a handoff on the next higher aircraft in the pattern that Philadelphia TRACON has not accepted. Philadelphia TRACON shall release altitudes at PAATS/VCN/JIIMS HPASA by advising Washington Center of the altitude vacated. Transfer of communication will be accomplished as soon as practicable upon Philadelphia TRACON accepting the handoff.
    4. Philadelphia TRACON has control for thirty (30) degree left turns north of V268 for arrivals via the VCN/JIIMS-STAR on or west of the SIE transition.
    5. Philadelphia TRACON has control for descent of PHL/ILG arrivals at IROKT and HEKMN or 10 NM from VCN/JIIMS if cleared direct VCN/JIIMS.
    6. Philadelphia TRACON has control for turns in the confines of the PAATS holding pattern.
    7. Philadelphia TRACON has control for up to forty (40) degree right turns on aircraft north of the VCN115 radial on contact.
  2. Departures to Washington Center Airspace
    1. Philadelphia Tower will normally issue clearances to departure aircraft to their destination airport without informing Washington Center.
    2. Departure aircraft must be established on assigned routes by Philadelphia TRACON prior to penetrating Washington Center airspace. Where two departure altitudes are listed for a route, the higher altitude shall be assigned to turbojet aircraft. For OOD departures, Philadelphia TRACON may clear aircraft direct HAYDO when clear of the PAATS and VCN/JIIMS HPASAs. Washington Center has control for climb on all departures on contact and turns up to thirty (30) degrees for departures leaving 10,000'.
    3. Departures shall be cleared to expect requested flight level/altitude ten (10) minutes after departure.
  3. En Route Control Services
    1. Philadelphia TRACON, in accordance with the routes and altitudes described in Attachment 2, shall accept aircraft operating at altitudes within Philadelphia Tower’s jurisdiction.
    2. Except for destinations listed in Attachment 5, aircraft operating at altitudes within Washington Center’s jurisdiction shall not be transferred to Philadelphia TRACON for lower altitude unless specifically requested by the pilot and approved by Philadelphia TRACON.
  4. Transfer of Control
    1. Minimum radar separation between departing aircraft shall be at least five (5) miles, constant or increasing, at the time of transfer, except when vertical separation is being applied.
    2. Regardless of which facility requests an altitude/route change or initiates a radar point out, the receiving controller at each facility shall be responsible for all necessary internal coordination.
  5. Beacon Codes
    1. If a beacon code is not compatible on handoff, the receiving facility may change the beacon code when in contact with the aircraft, without coordination.
  6. Newfield Area
    1. The Newfield Area, as depicted in Attachment 7, is a portion of the airspace delegated by Washington Center to the Atlantic City International Tower (ACY). ACY in turn delegates 6,000' to 7,000' feet within this area to PHL when operationally advantageous. It is the responsibility of Philadelphia TRACON to keep Washington Center informed of the status of the Newfield Area.
Attachment 1 – Philadelphia Tower Approach Control Airspace [show]
Note: Approach nodes depicted in Attachment 1 are agreed about and set about in a separate document at each individual facility.

ZDC PHL LOA - PHL TWR APP.png

Block Unconditional Conditional
A 12,000' and below None.
B 10,000' and below None.
C 7,000' and below None.
D 4,000' and below None.
E 9,000' and below None.
F 7,000'-8,000' None.
G 7,000'-9,000' None.
H 7,000'-10,000' None.
I 4,000'-10,000' None.
J 10,000' and below 11,000'-12,000' if not needed by ZDC for the HOLEY holding pattern (LGA KORRY arrivals).
K 4,000'-10,000' 11,000'-12,000' if not needed by ZDC for the HOLEY holding pattern (LGA KORRY arrivals).
L 4,000'-12,000' None.
M 8,000'-12,000' None.
N 8,000'-10,000' None.
O None. From the highest altitude released by ZDC for arrivals via VCN/JIIMS to 8,000'. Aircraft shall depart HPASA at or below 12,000'.
P 8,000' From the highest altitude released by ZDC for arrivals via VCN/JIIMS. Aircraft shall depart HPASA at or below 12,000'.
Q 8,000' and below From the highest altitude released by ZDC for arrivals via VCN/JIIMS. Aircraft shall depart HPASA at or below 12,000'.
R None. From the highest altitude released by ZDC for arrivals via VCN/JIIMS to 8,000'. Aircraft shall depart HPASA at or below 12,000'.
S 8,000' None.
T 8,000'-10,000' None.
U 10,000' and below None.
V 6,000'-10,000' None.
W 6,000'-8,000' None.
X 6,000'-9,000' From the highest altitude released by ZDC for arrivals via ESSSO/HOGEY. Aircraft shall depart HPASA at or below 12,000'.
Y 9,000' and below From the highest altitude released by ZDC for arrivals via ESSSO/HOGEY. Aircraft shall depart HPASA at or below 12,000'.
Z 9,000' and below From the highest altitude released by ZDC for arrivals via ESSSO/HOGEY. Aircraft shall depart HPASA at or below 12,000'.
AA 6,000'-9,000' From the highest altitude released by ZDC for arrivals via ESSSO/HOGEY. Aircraft shall depart HPASA at or below 12,000'.
BB None. From the highest altitude released by ZDC to 10,000' for arrivals via ESSSO/HOGEY.
CC 6,000'-12,000' None.
DD 4,000' and below / 11,000'-12,000' None.
EE 5,000'-12,000' None.
Note for blocks J and K:
  1. When OOD Sector 19 requires this airspace for holding at HOLEY intersection:
    1. OOD Sector 19 shall coordinate with PHL for release of the airspace to ZDC.
    2. PHL shall release the airspace after all known traffic within or committed to transition the airspace is clear or a point out is made to OOD Sector 19 on this traffic.
  2. OOD Sector 19 shall return the airspace to PHL when holding at HOLEY is no longer required and their traffic is clear of the airspace being returned.
Attachment 2 – Arrival Procedures [show]

ZDC PHL LOA - Arrivals.png

Attachment 3 – Departure Procedures [show]

ZDC PHL LOA - Departures.png

Attachment 4 – PHL/ZDC Combined Frequencies [show]

Sector Callsign Frequency Notes
PHL Combined Positions
North Arrival PHL_NA_APP 128.40 Primary Arrival
South Arrival PHL_SA_APP 133.87
North Departure PHL_ND_DEP 124.35 Primary Departure
South Departure PHL_SD_DEP 119.75
Woodstown PHL_WD_APP 127.35 Primary Satellite
ZDC Combined Positions
Gordonsville (32) DC_32_CTR 133.72 Primary Center / High Center
Woodstown (19) DC_19_CTR 125.45 Low Center
Swann (15) DC_15_CTR 134.50 PAATS Feeder
Casino (51) DC_57_CTR 127.70 JIIMS Feeder
Smyrna (53) DC_53_CTR 132.05 ENO/OOD Departures

Attachment 5 – PHL/ZDC Route Descriptions [show]

Description Route Restriction Frequency
Arrival Route Descriptions
PHL Arrivals ESSSO (PAATS-STAR) 10,000' and 250kts and Jets 133.87 (South Arrival)
HOGEY (DUPONT-STAR) 10,000' and 250kts and Jets 133.87 (South Arrival)
IROKT/HEKMN or 10 nm south of JIIMS (JIIMS-STAR) 9,000' and Jets 133.87 (South Arrival)
10 nm south of VCN (VCN-STAR) 9,000' and Jets 133.87 (South Arrival)
PHL North Sats ESSSO (PAATS-STAR) 12,000' and 250kts and Jets 119.75 (South Departure)
HOGEY (DUPONT-STAR) 12,000' and 250kts and Jets 119.75 (South Departure)
BLARE 11,000' and Turboprops 119.75 (South Departure)
JIIMS (JIIMS-STAR) 10,000' and 250kts and Jets 119.75 (South Departure)
VCN (VCN-STAR) 10,000' and 250kts and Jets 119.75 (South Departure)
PHL South Sats IROKT/HEKMN or 10 nm south of JIIMS (JIIMS-STAR) 9,000' and Jets 133.87 (South Arrival)
10 nm south of VCN (VCN-STAR) 9,000' and Jets 133.87 (South Arrival)
Note 1: All PHL + PHL South Satellite area prop traffic via V29 shall be routed through either Potomac or Dover Approach, and handled as TEC traffic.
Note 2: All PHL area VCN propeller traffic shall be routed through ACY Approach.
Note 3: PHL South Satellite traffic via ESSSO/HOGEY must be routed through Dover Approach.
Departure Route Descriptions
Non-RNAV OOD OOD198 12,000' and Jets
9,000' and Props
8,000' and Props
132.05 (Smyrna)
RNAV OOD TEBEE HAYDO 12,000' and Jets
9,000' and Props
8,000' and Props
132.05 (Smyrna)
OOD V29 ENO 8,000' and Props 132.05 (Smyrna)
Note 4: Only prop traffic requesting 8,000' will be cleared to this altitude. Not to be used for piggyback prop departures without prior coordination.
Jet Overflight Route Descriptions
EWR Sats (RNAV) JAIKE (JAIKE-STAR) 13,000' and Jets 124.35 (North Departure)
EWR Sats (Non-RNAV) DQO MUDNE V3 SBJ 13,000' and Jets 124.35 (North Departure)
Propeller Overflight Route Descriptions
EWR DQO V479 RUUTH V123 RBV
KERNO (RUUTH-STAR)
11,000' and Turboprop 119.75 (South Departure)
EWR Sats (RNAV) BUZIE (MAZIE-STAR) 13,000' 124.35 (North Departure)
EWR Sats (Non-RNAV) DQO MUDNE V3 SBJ 11,000' and Turboprop 119.75 (South Departure)
LGA DQO V479 RUUTH V123 PROUD
KERNO (GATBY-STAR)
11,000' and Turboprop 119.75 (South Departure)
V29 V29 ETX 11,000' and Turboprop 119.75 (South Departure)
V29 ETX 9,000' and Piston 133.87 (South Arrival)
Note 5: Piston engine overflight traffic shall be handled as TEC traffic.
Attachment 6 – Satellite Airports [show]

Area Abbreviation Satellite Airport Codes
Philadelphia Area North PHLN CKZ, DYL, LOM, PNE, PTW, TTN, UKT, N10, N47, 3NJ6, 9N1
Philadelphia Area South PHLS EVY, ILG, MQS, OQN, N57, NJ74, 17N, 58M, 7N7
ARD Area 3NJ6, CKZ, DYL, UKT, PNE, TTN
PTW/DQO Area OQN, 7N7, 58M, PTW, MQS, N10, ILG, N47, N57, LOM, EVY
Attachment 7 – Newfield Area [show]

ZDC PHL LOA - Newfield.png

© Copyright 2015 New York ARTCC and Washington ARTCC, All Rights Reserved.

Letter of Agreement
Philadelphia TRACON (PHL) & Potomac TRACON (PCT)
Rev. 1 — May 20, 2014
Purpose
This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between Philadelphia TRACON (PHL) and Potomac TRACON (PCT).
Cancellation
Philadelphia TRACON (PHL) and Potomac TRACON (PCT) Letter of Agreement, dated March 19, 2008, is hereby cancelled.
Scope
The procedures contained herein must apply unless prior coordination is effected.
Disclosure
vZNY and any other facilities mentioned in this document are affiliated with the Virtual Air Traffic Simulation (VATSIM) network. The procedures outlined in this document are intended exclusively for use in the VATSIM flight simulation environment and must never be used for actual flight or air traffic control operations. vZNY and any other facility mentioned in this document are not affiliated with the FAA in any manner.
PHL TRACON Departure Procedures
  1. Departures from PHL TRACON to PCT TRACON
    1. All aircraft shall be cleared to the destination airport via the routes and altitudes described in Attachment 1. Routes and altitudes other than those depicted in this LOA shall be on an APREQ basis.
    2. Flights with destinations to BWI and DCA will be handed off to Potomac Approach (or Washington Center if Potomac Approach is offline) after passing MXE should New York Center not be manned.
PCT TRACON Departure Procedures
  1. Departures from PCT TRACON to PHL TRACON
    1. All aircraft shall be cleared to the destination airport via the routes and altitudes described in Attachment 2. Routes and altitudes other than those depicted in this LOA shall be on an APREQ basis.
Attachment 1 – Departures from PHL to PCT [show]
From To Route Altitude Restriction
PHL N Sats BWI & Sats / DCA & Sats MXE V378 BAL 10,000' / Jets
6,000' or 8,000' / Props
PHL & PHL S Sats BWI & Sats / DCA & Sats DQO V166 BELAY V378 TRISH CLIPR CLIPR# 10,000' / RNAV JETS ONLY
DQO V166 BELAY V378 BAL 10,000' / NON-RNAV JETS
ENO V16 CHOPS V308 OTT DCA 6,000'-8,000' / TURBOPROPS
PHL Area IAD & Sats V408 ROBRT AML 8,000' / 210kts or less
TEC via MRB V408 ROBRT V143 MRB 8,000' / 210kts or less
Attachment 2 – Departures from PCT to PHL [show]
From To Route Altitude/Restriction
WRI Area PHL V433 DQO 9,000' Jets
ODESA OOD 5,000' / Turboprops
4,000' / 180kt or less
PHL N Sats V433 DQO 11,000' / Jets
V419 MXE
V378 MXE
5,000' / Props
PHL S Sats V433 DQO 5,000' / None
4,000' / 180kts or less
LGA V433 DQO V479 RUUTH V123 RBV 12,000' / Turboprops
EWR V433 DQO V479 RUUTH V123 RBV 11,000' / Turboprops
V419 MXE ARD
V378 MXE ARD
5,000' / Piston
EWR Sats V433 DQO DQO029 V3 SBJ 12,000' / Turboprops
V419 MXE V3
V378 MXE V3
5,000' / Piston
WRI Sats ODESA OOD V312 CYN 5,000' / None
Attachment 3 – Route Depiction, Area of Jurisdiction, and Procedures Chart [show]

Table 1 - Departures from DOV to PHL
From Types Route Altitude Restriction
DOV and Satellites Departures Requesting >FL180 MXE J110 7,000'
PHL Arrivals Direct DQO 7,000'
PHL Satellites and Overflights ENO V29 DQO or Direct DQO 5,000' or 3,000'
Landing EVY Direct 3,000'
All Direct ENO 3,000'
EWR Satellites V29 MXE V3 SBJ 5,000'

PHLDOVRoutes.png

Attachment 4 – Terminal Enroute Control (TEC) from PCT Area to PHL Area [show]

TEC-PCTPHL.jpg

Attachment 5 – Terminal Enroute Control (TEC) from PHL Area to PCT Area [show]

TEC-PHLPCT.jpg

Attachment 6 – ODESA Area Depiction and Description [show]

ODESA.jpg

Attachment 7 – Satellite Airports [show]

Area Abbreviation Satellite Airport Codes
Philadelphia Area North PHLN CKZ, DYL, LOM, PNE, PTW, TTN, UKT, N10, N47, 3NJ6, 9N1
Philadelphia Area South PHLS EVY, ILG, MQS, OQN, N57, NJ74, 17N, 58M, 7N7
ARD Area 3NJ6, CKZ, DYL, UKT, PNE, TTN
PTW/DQO Area OQN, 7N7, 58M, PTW, MQS, N10, ILG, N47, N57, LOM, EVY

© Copyright 2015 New York ARTCC and Washington ARTCC, All Rights Reserved.

Letter of Agreement
Philadelphia TRACON (PHL) & Wilmington Tower (ILG)
Rev. 1 — Jan 2011
Purpose
This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between Philadelphia TRACON (PHL) and Wilmington Tower (ILG).
Scope
The procedures contained herein must apply unless prior coordination is effected.
Disclosure
vZNY and any other facilities mentioned in this document are affiliated with the Virtual Air Traffic Simulation (VATSIM) network. The procedures outlined in this document are intended exclusively for use in the VATSIM flight simulation environment and must never be used for actual flight or air traffic control operations. vZNY and any other facility mentioned in this document are not affiliated with the FAA in any manner.
Wilmington Departure Procedures
  1. Wilmington Tower shall instruct IFR departures to fly runway heading, maintain 2,000 feet, and expect (filed altitude) ten minutes after departure. Runway 1 IFR departures shall be assigned heading 330 degrees.
  2. Philadelphia TRACON shall not turn and IFR departure below 2,000 feet unless prior coordination with ILG tower is affected.
Wilmington Arrival Procedures
Table 1 - Scratchpad entries for different types of approach to PHL
Approach 1 9 19 27
ILS ILS
MLS MLS
Visual 01 09 19 27
GPS or RNP G01 G09 G19 G27
VOR V01 V09 V19 V27
VOR/DME RNAV RNV
NDB NDB
  1. Philadelphia TRACON shall
    1. Inform ILG Tower of the first and last aircraft for each runway whenever a change of traffic flow is agreed upon.
    2. Coordinate any approach other than that advertised in the ATIS by using scratchpad entries from Table 1. In VRC, press INSERT text <asel> to set scratch pads where “text” would be one of the entries below. Make sure you use capital letters when inserting scratch pads.
      NOTE: Use “VAP” in the scratchpad to indicate that an arrival is following traffic to the active runway.
    3. Verbally (or textually) obtain approval for use of a runway not designated as active for arrivals. Coordinate each arrival that will approach from a nonstandard transfer point or will land on a non-standard arrival runway. Approval for these approaches may be granted for an individual aircraft, a series of aircraft, or for a specified time frame.
    4. Ensure transfer of communications to tower NO later than the following points:
      • Instrument Approaches: The Final Approach Fix.
      • Visual Approaches: 5 miles from the airport.
    5. Assume responsibility for separation of consecutive radar arrivals on the same final approach course until 3 NM from the runway threshold. When the weather is less than 1,500’ ceiling and 5 miles visibility, the radar controller shall assume responsibility to the runway threshold.
  2. Wilmington Tower shall
    1. Ensure that affected TRACON controllers are aware of the current ATIS code, runways in use, and approach information either by verbal (or textual) or automated coordination.
    2. Verbally (or textually) advise of special changes in the airport configuration or weather.
    3. Advise the departure controller as soon as practical of any missed approaches and go-arounds. When a missed approach or go-around will be re-sequenced by TRACON, stop departures and coordinate release of successive departures.
    4. Assume responsibility for consecutive radar arrivals on the same final approach course within 3 NM of the landing threshold. At anytime the tower cannot provide visual separation, advise the TRACON and the radar controller shall assume separation responsibility.
    5. request approval of all SVFR operations and shall advise when SVFR operations are completed. Wilmington Tower is authorized to conduct SVFR operations at or below 2,500' MSL.
Letter of Agreement
Philadelphia TRACON (PHL) & Northeast Philadelphia Tower (PNE)
Rev. 1 — Jan 2011
Purpose
This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between Philadelphia TRACON (PHL) and Northeast Philadelphia Tower (PNE).
Scope
The procedures contained herein must apply unless prior coordination is effected.
Disclosure
vZNY and any other facilities mentioned in this document are affiliated with the Virtual Air Traffic Simulation (VATSIM) network. The procedures outlined in this document are intended exclusively for use in the VATSIM flight simulation environment and must never be used for actual flight or air traffic control operations. vZNY and any other facility mentioned in this document are not affiliated with the FAA in any manner.
Northeast Philadelphia Departure Procedures
  1. Northeast Philadelphia Tower shall instruct IFR departures to fly runway heading, maintain 2,000 feet, and expect (filed altitude) ten minutes after departure. Runway 1 IFR departures shall be assigned heading 330 degrees.
  2. Philadelphia TRACON shall not turn and IFR departure below 2,000 feet unless prior coordination with Northeast Philadelphia tower is affected.
Northeast Philadelphia Arrival Procedures
Table 1 - Scratchpad entries for different types of approach to PHL
Approach 6 15 24 33
ILS I24
LOC Backcourse BC6
Visual 06 15 24 33
GPS or RNP G06 G15 G24 G33
VOR V06 V24
  1. Philadelphia TRACON shall
    1. Inform Northeast Philadelphia Tower of the first and last aircraft for each runway whenever a change of traffic flow is agreed upon.
    2. Coordinate any approach other than that advertised in the ATIS by using scratchpad entries from Table 1. In VRC, press INSERT text <asel> to set scratch pads where “text” would be one of the entries below. Make sure you use capital letters when inserting scratch pads.
      NOTE: Use “VAP” in the scratchpad to indicate that an arrival is following traffic to the active runway.
    3. Verbally (or textually) obtain approval for use of a runway not designated as active for arrivals. Coordinate each arrival that will approach from a nonstandard transfer point or will land on a non-standard arrival runway. Approval for these approaches may be granted for an individual aircraft, a series of aircraft, or for a specified time frame.
    4. Ensure transfer of communications to tower NO later than the following points:
      • Instrument Approaches: The Final Approach Fix.
      • Visual Approaches: 5 miles from the airport.
    5. Assume responsibility for separation of consecutive radar arrivals on the same final approach course until 3 NM from the runway threshold. When the weather is less than 1,500’ ceiling and 5 miles visibility, the radar controller shall assume responsibility to the runway threshold.
  2. Northeast Philadelphia Tower shall
    1. Ensure that affected TRACON controllers are aware of the current ATIS code, runways in use, and approach information either by verbal (or textual) or automated coordination.
    2. Verbally (or textually) advise of special changes in the airport configuration or weather.
    3. Advise the departure controller as soon as practical of any missed approaches and go-arounds. When a missed approach or go-around will be re-sequenced by TRACON, stop departures and coordinate release of successive departures.
    4. Assume responsibility for consecutive radar arrivals on the same final approach course within 3 NM of the landing threshold. At anytime the tower cannot provide visual separation, advise the TRACON and the radar controller shall assume separation responsibility.
    5. request approval of all SVFR operations and shall advise when SVFR operations are completed. Northeast Philadelphia Tower is authorized to conduct SVFR operations at or below 1,500' MSL.
Letter of Agreement
Philadelphia TRACON (PHL) & Trenton Tower (TTN)
Rev. 1 — Jan 2011
Purpose
This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between Philadelphia TRACON (PHL) and Trenton Tower (TTN).
Scope
The procedures contained herein must apply unless prior coordination is effected.
Disclosure
vZNY and any other facilities mentioned in this document are affiliated with the Virtual Air Traffic Simulation (VATSIM) network. The procedures outlined in this document are intended exclusively for use in the VATSIM flight simulation environment and must never be used for actual flight or air traffic control operations. vZNY and any other facility mentioned in this document are not affiliated with the FAA in any manner.
Trenton Departure Procedures
  1. Trenton Tower shall instruct IFR departures to fly runway heading, maintain 2,000 feet, and expect (filed altitude) ten minutes after departure. Runway 1 IFR departures shall be assigned heading 330 degrees.
  2. Philadelphia TRACON shall not turn and IFR departure below 2,000 feet unless prior coordination with Trenton tower is affected.
Trenton Arrival Procedures
Table 1 - Scratchpad entries for different types of approach to PHL
Approach 6 16 24 34
ILS I06
NDB NDB
Visual 06 16 24 34
GPS or RNP G06 G15 G24 G33
  1. Philadelphia TRACON shall
    1. Inform Trenton Tower of the first and last aircraft for each runway whenever a change of traffic flow is agreed upon.
    2. Coordinate any approach other than that advertised in the ATIS by using scratchpad entries from Table 1. In VRC, press INSERT text <asel> to set scratch pads where “text” would be one of the entries below. Make sure you use capital letters when inserting scratch pads.
      NOTE: Use “VAP” in the scratchpad to indicate that an arrival is following traffic to the active runway.
    3. Verbally (or textually) obtain approval for use of a runway not designated as active for arrivals. Coordinate each arrival that will approach from a nonstandard transfer point or will land on a non-standard arrival runway. Approval for these approaches may be granted for an individual aircraft, a series of aircraft, or for a specified time frame.
    4. Ensure transfer of communications to tower NO later than the following points:
      • Instrument Approaches: The Final Approach Fix.
      • Visual Approaches: 5 miles from the airport.
    5. Assume responsibility for separation of consecutive radar arrivals on the same final approach course until 3 NM from the runway threshold. When the weather is less than 1,500’ ceiling and 5 miles visibility, the radar controller shall assume responsibility to the runway threshold.
  2. Trenton Tower shall
    1. Ensure that affected TRACON controllers are aware of the current ATIS code, runways in use, and approach information either by verbal (or textual) or automated coordination.
    2. Verbally (or textually) advise of special changes in the airport configuration or weather.
    3. Advise the departure controller as soon as practical of any missed approaches and go-arounds. When a missed approach or go-around will be re-sequenced by TRACON, stop departures and coordinate release of successive departures.
    4. Assume responsibility for consecutive radar arrivals on the same final approach course within 3 NM of the landing threshold. At anytime the tower cannot provide visual separation, advise the TRACON and the radar controller shall assume separation responsibility.
    5. request approval of all SVFR operations and shall advise when SVFR operations are completed. Trenton Tower is authorized to conduct SVFR operations at or below 1,500' MSL.
Letter of Agreement
Philadelphia TRACON (PHL) & McGuire RAPCON (WRI)
Rev. 1 — 2 Mar 2015
Purpose
This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between Philadelphia TRACON (PHL) and McGuire RAPCON (WRI).
Scope
The procedures contained herein must apply unless prior coordination is effected.
Disclosure
vZNY and any other facilities mentioned in this document are affiliated with the Virtual Air Traffic Simulation (VATSIM) network. The procedures outlined in this document are intended exclusively for use in the VATSIM flight simulation environment and must never be used for actual flight or air traffic control operations. vZNY and any other facility mentioned in this document are not affiliated with the FAA in any manner.
Coordination
Procedures contained in Letters of Agreement shall apply at all times unless prior verbal (or textual) coordination between facilities has been affected otherwise.
Position Combining/Decombining
Coordinate prior to combining/decombining pertinent positions within facilities with any affected controllers.
WRI RAPCON Departure Procedures
  1. WRI traffic direct ARD shall remain in WRI airspace until approval request (APREQ) has been requested from and approved by PHL TRACON.
  2. WRI shall handoff traffic on the PTW# or MXE# crossing WHITZ at 5,000' or between WHITZ and NAGGS climbing to 6,000'.
  3. WRI shall handoff traffic not on PTW# or MXE# which is direct NAGGS, crossing WHITZ at 5,000' or between WHITZ and NAGGS climbing to 6,000'. Traffic direct NAGGS at lower altitudes should be on an APREQ basis.
WRI RAPCON Arrival Procedures
  1. PHL shall handoff traffic on the HAR# arrival to WRI crossing NAGGS at 5,000'.
  2. WRI has control on contact for turns 30 degrees left or right of the inbound course.


Departure


Approach


Appendix

Ground Metering

Purpose
Ground Metering’s primary responsibility is to create a departure sequence before aircraft are taxied out for takeoff. Ground Metering sequences aircraft by alternating gate, exit, or type aircraft and then provides the active Ground controller with flight strips in that order. Philadelphia’s Ground Metering frequency is 121.9 (6C). Ground metering operation must be authorized by the TMU
Ground Metering Procedures and Phraseology
  1. Once aircraft are ready to taxi, they will call Ground Metering on the published Ground Control frequency that appears on the airport diagram (121.9).
  2. Aircraft calling Ground Metering should inform the controller of the following information; however, be aware that many pilots will call and advise “ready for taxi” and Ground Metering will have to find them on the field:
    1. Call-sign
    2. Location at the airport
    3. ATIS code
  3. The Ground Metering controller shall inform the aircraft to hold short of the main outbound taxiway and monitor the active Ground Control frequency.
    PHRASEOLOGYJetBlue Four Fifty-Two, Philadelphia Ground, hold short of Echo, monitor ground on one two one point six fife, wait for the controller to call you
Ground Metering VRC Procedural Settings
  1. Because the metering operations require effective use of flight strips as control elements, the flight strip bay should be used and set up as follows.
  2. Ground Control 121.65 (6D) should set the following options under Settings > General > Flight Strips:
    • Unchecked:
      • Auto-Add Arrival Strips
      • Auto-Add Departure Strips
      • Ignore Pushed Strips
    • Checked:
      • Delete Strip When Pushed Manually
  3. Ground Metering 121.9 (6C) should set the following options under Settings > General > Flight Strips:
    • Unchecked:
      • Auto-Add Arrival Strips
      • Auto-Add Departure Strips
      • Ignore Pushed Strips
    • Checked:
      • Delete Strip When Pushed Manually
  4. Both controllers will utilize the two-column flight strip bay (Settings > General > Flight Strips > Two-column Flight Strip Bay). Separators can be used for additional organization at the ATC’s discretion. Separators can be added by typing .sep NAME1|NAME2|NAME3 <Enter> (refer to VRC documentation for further details on separators).
Transfer of Control and Pushing Strips
  1. After Ground Metering 121.9 (6C) has sequenced aircraft that have called for taxi, he or she shall push the strip in the appropriate sequenced order to the active Ground controller on 121.65 (6D) and advise the pilot to monitor that frequency. Ground Control 121.65 (6D) will receive strips in the left hand column of the strip bay and then will move them to the right hand column, in the appropriate order, once taxi instructions have been given.
  2. After additional taxi instructions are not required, the active Ground controller 121.65 (6D) shall push the strip in sequenced order to Local Control and instruct the aircraft to monitor Philadelphia Tower on the appropriate frequency.

Changelog

Change Date Description
CHG1 18 Oct 2005 Initial release.
CHG2 27 Dec 2005 Added suggested vectors to final, brought frequencies up to date with POF, added "bookmarks".
CHG3 20 Oct 2006 Added departure/arrival flow diagrams and other changes.
CHG4 23 Mar 2007 New airspace, new departure/arrival flow diagrams, added video map, expanded instrument approach procedures, removed unneeded positions.
CHG5 20 Jul 2007 Updated flow diagrams touch-up and typo fixes.
CHG6 31 Jul 2008 Updated to PHL8, touched up flow diagrams, position ID fix/changes for TRACON.
CHG7 14 Mar 2014 MAJOR REVISION. Total SOP overhaul with many procedural changes. Updated to Wiki format.
CHG8 25 May 2014 Update the pattern work table. Clarified the assignment of departure frequencies with both ND and SD are online.
CHG9 04 Sep 2014 Distances of parallel runways were added.
CHG10 02 Nov 2014 Airspace delegation chart was updated. A new video map was added showing the STARs that transition through/above PHL airspace. New procedure regarding prearranged coordinated for runway crossing was added in Ground section. Stylistic changes.
CHG11 04 May 2015 East and West Tower positions were explained. Precoordinated runway crossing was expanded to include runway 26 as well.
CHG12 16 Jan 2016 Departure headings for 17/35 were amended. Wake turbulence separation recategorization.
CHG13 26 Jan 2019 Runway Distances for 27L/9R were Amended.
CHG14 21 Jul 2019 Amended the IFR departure headings. Fixed some broken links.