ILG SOP: Difference between revisions

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{{SOPHeader
{{SOPHeader
|Facility=ILG
|Facility=Wilmington New Castle Airport (ILG)
|Version=5
|Version=5
}}
}}
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}}
}}
{{SOPBoilerplate
{{SOPBoilerplate
|Facility=the Wilmington Air Traffic Control Towr (ATCT) a}}
|Facility=the Wilmington Air Traffic Control Tower (ATCT)}}
{{Layout-Clearfix}}
{{Layout-Clearfix}}


Line 43: Line 43:
}}
}}
| {{TableRow-OperPos
| {{TableRow-OperPos
|PosDesc=Ground
|PosDesc=Ground Control
|Callsign=ILG_GND
|Callsign=ILG_GND
|RadioName=Wilmington Ground
|RadioName=Wilmington Ground
Line 50: Line 50:
}}
}}
| {{TableRow-OperPos
| {{TableRow-OperPos
|PosDesc=Tower
|PosDesc=Local Control
|Callsign=ILG_TWR
|Callsign=ILG_TWR
|RadioName=Wilmington Tower
|RadioName=Wilmington Tower
Line 190: Line 190:
|-|Common Amendments=  
|-|Common Amendments=  


<div class="ny-flex">
{{Extract:CommonAmendments-PHL-TRACON}}


{| class="table table-sop table-sop-compact ny-pull-left"
|-|LOA Routes=
!Airway
!Join
|-
|V3
|North: MAZIE V3<br>South: MXE V3
|-
|V29
|North: PTW V29<br>South: DQO V29
|-
|V123
|North: RUUTH V123<br>South: OOD V123
|-
|V157
|North: RUUTH V157<br>South: OOD V157
|-
|V166
|West: DQO V166<br>South: OOD V166
|-
|V170
|North (West Ops): MXE V170<br>North (East Ops): PTW V12 BOYER V170<br>South: DQO V170
|-
|V184
|North (West Ops): MXE V184<br>North (East Ops): PTW V12 HAR V184<br>South: VCN V184
|-
|V312
|East: DITCH V312<br>South: OOD V312
|-
|V378
|MXE V378
|-
|V449
|PTW CHLSE V449
|-
|V474
|West Ops: MXE V474<br>East Ops: PTW V12 BOYER V39 DELRO V474
|-
|J6
|North: DITCH J225 JFK J37 ALB J6<br>South: MXE PENSY J110 FLIRT J6
|-
|J42
|North RNAV: DITCH J225 JFK HFD J42<br>South: OOD J42
|-
|J48
|RNAV: STOEN REEFI EMI J48<br>Non-RNAV: MXE MXE278 PENSY J48
|-
|J60
|PTW SARAA RAV PSB J60
|-
|J62
|DITCH V312 DRIFT J121 SHLEP J62
|-
|J64
|PTW SARAA J64
|-
|J77
|North: DITCH J225 JFK J37 GANDE J77<br>South: MXE PENSY J77
|-
|J80
|North: DITCH J225 JFK J37 GANDE J80<br>West: MXE PENSY J110 KIPPI J80
|-
|J110
|MXE PENSY J110
|-
|J150
|North: DITCH V312 CYN J150<br>South: OOD J150
|-
|J225
|DITCH J225
|-
|J230
|MXE PENSY J110 LARRI J230
|-
|Q42
|MXE PENSY J110 FLIRT BRNAN Q42
|-
|Q62
|PTW SARAA J64 RAV Q62
|-
|Q75
|STOEN Q75
|-
|Q409
|OOD TEBEE HAYDO TRPOD Q409
|}


{| class="table table-sop table-sop-compact ny-pull-right"
Routing to certain airports in ZNY, ZDC and ZBW ARTCCs is pre-coordinated through [[LOA|letters of agreement (LOA)]]. These routes have been added to the [[PRD|Preferred Route Database (PRD)]]. Therefore, PRD must be referenced for all departures.
! Filed Exit
! Amendment
|-
|CYN
|DITCH CYN...
|-
|GXU
|DITCH CYN...
|-
|RBV
|RUUTH V123 RBV...
|-
|ARD
|MAZIE V3 SBJ...
|-
|LGA
|RUUTH V123 LGA...
|-
|SBJ
|MAZIE V3 SBJ...
|-
|BRAND
|East: DITCH...<br>N90: RUUTH...
|-
|METRO
|MAZIE V3 SBJ...<br>RUUTH V123 RBV...
|-
|ETX
|PTW ETX...
|-
|BYRDD
|MXE...
|-
|REEFI
|STOEN REEFI...
|-
|EMI
|STOEN REEFI EMI...
|-
|PENSY
|MXE PENSY...
|-
|CHLSE
|PTW CHLSE...
|-
|SARAA
|PTW SARAA...
|-
|BELAY
|DQO V166 BELAY...
|-
|BAL
|DQO V166 BELAY V378 BAL...
|-
|DCA
|DQO V166 BELAY V378 BAL DCA...
|-
|TEBEE
|OOD TEBEE...
|-
|HAYDO
|OOD TEBEE HAYDO...
|-
|SBY
|OOD TEBEE HAYDO SBY...
|-
|VCN
|OOD VCN...
|}


</div>


'''NOTE:''' If the amendment ends with ".." then bypass the waypoint filed and use the next logical fix from the flight plan.
|-|IFR Departures=


=== ===


|-|LOA Routes=
* The initial altitude for IFR departures of all types is 3,000’ whereas higher may be expected in 10 minutes after departure.
 
Routing to certain airports in ZNY, ZDC and ZBW ARTCCs is pre-coordinated through letters of agreement (LOA). These routes have been added to the '''Preferred Route Database(PRD)'''. Therefore, PRD must be referenced for all departures.
 
 
|-|IFR Departures=
The initial altitude for IFR departures of all types is 3,000’ whereas higher may be expected in 10 minutes after departure.


There is no published departure procedure out of New Castle. All aircraft must be cleared to their destination via radar vectors to an ILG exit.
* There is no published departure procedure out of New Castle. All aircraft must be cleared to their destination via radar vectors to an ILG exit.


|-|VFR Departures=
|-|VFR Departures=
Wilmington is located inside '''Class Delta''' Airspace but it is in close proximity to Philadelphia Class Bravo Airspace.  
Wilmington is located inside '''Class Delta''' Airspace but it is in close proximity to Philadelphia Class Bravo Airspace.  


See the VFR Operations document for detailed explanation of applicable VFR procedures.
See the [[VFR Operations]] document for detailed explanation of applicable VFR procedures.




</tabber>
</tabber>


=== Ground ===
=== Ground Control ===
; Departure Sequencing
; Departure Sequencing


Line 381: Line 222:
|-
|-
|'''North'''
|'''North'''
|COATE, NEION, HAAYS, GAYEL, SAX
|MXE, STOEN, PTW, FJC, MAZIE, PNE, ARD
|-
|'''East'''
|GREKI, MERIT, BAYYS, BDR
|-
|'''West'''
|NEWEL, ELIOT, ZIMMZ, PARKE, LANNA, BIGGY, SBJ
|-
|-
|'''South'''
|'''South'''
|WHITE, DIXIE
|RUUTH, DITCH, OOD, DQO
|}
|}
</div>
</div>
Line 402: Line 237:


; Taxi Routes
; Taxi Routes
#As the taxiway system is simple, there are no pre-defined routings.
# As the taxiway system is simple, there are no pre-defined routings.
#When the above is not available, hold departures on the ramp until the inbound aircraft is clear of the outbound aircraft. You may use conditional taxi instructions to accomplish this.
# Since there are no parallel taxiways, you may use each taxiway as a two-way road whereby aircraft may be taxied in the opposite direction on the same taxiway at the same time. When you do this, ensure that both aircraft are told to watch out for the other. This procedure is only available to single engine props during daylight hours as they are narrow enough to be able to fit two abreast.
# When the above is not available, hold departures on the ramp until the inbound aircraft is clear of the outbound aircraft. You may use conditional taxi instructions to accomplish this.


=== Tower ===
=== Local Control ===


<tabber>
<tabber>
Line 411: Line 247:
|-|Tower Procedures=
|-|Tower Procedures=


==== Tower Procedures ====
=== ===


; Releases
; Releases
* Releases from Philadelphia is requested per aircraft unless N90 permits blanket releases.
* Releases from ILG are requested per aircraft unless PHL TRACON permits blanket releases.
* In order to depart Teterboro under an IFR flight plan, TRACON must issue a release for departure. Departure restrictions such as release times and clearance void times are necessary to separate departures from other traffic in the airspace or to regulate the departure flow. Through land line communications, tower will obtain a release from TRACON for a specific flight after which tower can then issue departure instructions and takeoff clearance
* In order to depart ILG under an IFR flight plan, TRACON must issue a release for departure. Departure restrictions such as release times and clearance void times are necessary to separate departures from other traffic in the airspace or to regulate the departure flow. Through land line communications, tower will obtain a release from TRACON for a specific flight after which tower can then issue departure instructions and takeoff clearance


; Separation
; Separation
The standard departure separation technique to be used is anticipated radar separation. Only use timed separation if the pilot requests it.
: The standard departure separation technique to be used is anticipated radar separation. Only use timed separation if the pilot requests it.


; Radar
; Radar
Teterboro ATCT is equipped with a Remote ARTS Color Display (RACD) and is not certified for any approach control services. By agreement with N90, this tower will not radar identify departing IFR aircraft and will instruct a departure to contact departure control once the aircraft appears to be clear of any traffic.
: This tower uses a RACD radar only and is not certified for any approach control services. By agreement with Philadelphia TRACON, this tower will NOT radar identify departing IFR aircraft and will instruct a departure to contact departure control once the aircraft appears to be clear of any traffic. It is imperative that tower controllers observe departing traffic turning towards the assigned heading before handing off. VFR aircraft can and must be radar identified to receive flight following within the tower's airspace, otherwise it is not necessary.


|-|Runway Selection=
|-|Runway Selection=


=====Runway Selection=====
=== ===
If TEB is staffed but the configuration at EWR is not known, use the following table.


{| class="table table-sop"
{| class="table table-sop"
! width="25%" | Wind Speed (kts)
! width="25%" | Wind Speed
! width="25%" | Direction (°M)
! width="25%" | Direction
! width="15%" | Depart
! width="15%" | Depart
! width="15%" | Land
! width="15%" | Land
Line 436: Line 271:
|'''0-4'''
|'''0-4'''
|Any
|Any
|
|27, 32
|If EWR is on a northeast flow then use Runway 6 otherwise use Runway 24
|-
| rowspan=4 | '''5+'''
|331-100
|1
|1
|6
|-
|-
|101-219
|rowspan=4 | '''5-15'''
|19
|170-259
|27, 19
|19
|19
|-
|-
|220-280
|260-349
|24
|27, 32
|19
|32
|-
|-
|281-330
|350-079
|24
|9, 1
|24
|1
|}
 
* If Newark lands south, then TEB must be in the following configuration regardless of the winds: land runway 19, depart runway 24.
 
* If Newark lands north, then TEB must be in the following configuration regardless of the winds: land runway 6, depart runway 1.
 
* Regardless of the wind speed or direction, when the ceiling is less than 500' or the visibility is less than 1.25 SM and not landing runway 6, then you must switch to runway 6.
 
* This visibility is calculated using category C aircraft which have a final approach speed of between 121 and 140 knots.
 
|-|Departure Heading (IFR)=
{| class="table table-sop"
! Runway
! Heading
|-
|-
|080-169
| 1
|9, 14
|19
| 040 then 280 at 2.3 DME
|-
|-
|rowspan=6 | '''15+'''
| 6
|170-214
|19
| 040 then 280 at 2.3 DME
|19
|-
|-
|215-304
| 19
|27
|27
| runway heading then 280 at 900'
|-
|-
|305-349
| 24
|1, 32
|1
| runway heading then 280 at 1,500'
|-|Missed Approach=
<div style="float:left; width:40%; margin-left:1em;">
{| class="table table-sop table-sop-compact"
! width="20%" | Runway
! width="20%" | Heading
! width="20%" | Altitude
|-
|-
|350-034
|1
|1
|1
|330
|2,000’
|-
|-
|035-124
|6
|9
|9
|330
|2,000’
|-
|-
|125-169
|19, 14
|19
|19
|290
|1,500’
|-
|-
|}
|-|Departure Heading (IFR)=
Departures from runway 1 shall be assigned heading 330 and departures from all other runways shall be assigned runway heading, unless PHL TRACON assigns a different heading in the IFR release.
|24
|-|Missed Approach=


|280
=== ===
|1,500’


* All ILG missed approaches shall be issued the published missed for the IAP being conducted.
* In order to prevent increased workload on the TRACON, consider issuing missed approaches speed restrictions in accordance with FAA Order JO 7110.65.
* If the conditions are VMC, Local Control can elect to have the aircraft enter the traffic pattern and remain Local Control frequency so long as coordination is effected with the TRACON.
* Coordinate with the TRACON as soon as possible and hand off when local traffic is not a factor for those aircraft not remaining in the traffic pattern.
* Sound judgment must be exercised when dealing with missed approaches. Deviate as necessary from the published procedure if using it would compromise safety.
 
 
|-|VFR Procedures=
|-|VFR Procedures=
=====Airspace=====
=== ===
 
;Airspace
:Class Delta
:Wilmington Tower owns 2,600' MSL and below within 4 miles of the airport.
: Wilmington airport is located under a Mode C Veil which requires all pilots operating within the circumference of the veil to have a transponder with automatic altitude reporting equipment.
* Class Delta
; Radar
: Wilmington tower uses DBRITE radar only and is not certified for any approach control services. The following are the uses of the DBRITE radar at Wilmington:
* Teterboro owns 2,500’ and below in the very northern section of the airspace. The tower owns 1,400’ and below in the very eastern section of the airspace west of the GW bridge. The tower owns 1,700’ and below in the rest of the airspace since the floor of the class BRAVO is 1,800’.
* To determine an aircraft's exact location. This is accomplished by radar identifying the VFR aircraft through any of the techniques available to a radar position, such as having the aircraft squawk ident. Once identified, the aircraft's position and spatial relationship to other aircraft can be determined. Once initial radar identification of a VFR aircraft has been established and the appropriate instructions have been issued, radar monitoring may be discontinued; the reason being that the local controller's primary means of surveillance in VFR conditions is visually scanning the airport and local area.
* To provide radar traffic advisories. Radar traffic advisories may be provided to the extent that the local controller is able to monitor the radar display. Local Control has primary control responsibilities to the aircraft operating on the runways, which will normally supersede radar monitoring duties.
* To provide information and instructions to aircraft operating within Class B, Class C, and Class D surface areas. In an example of this situation, the local controller would use the radar to advise a pilot on an extended downwind when to turn base leg.
* To provide a direction or suggested heading. The local controller may provide pilots flying VFR with generalized instructions which will facilitate operations:
{{phraseology|syntax=Proceed southwest bound, enter a right downwind runway tree two.}}
: Or provide a suggested heading to establish radar identification or as an advisory aid to navigation:
{{phraseology|syntax=Suggest heading two two zero for radar identification.}}
: In both cases, the instructions are advisory aids to the pilot flying VFR and are not radar vectors.


* All VFR aircraft must be radar identified and issued a discreet squawk code while operating within the tower's airspace.
; Departures
; Departures
: All departures whose destination is known to be PHL should remain on the ground until an approval has been received from the PHL Tower that they are able to accept the aircraft into their airspace.
All departures whose destination is known to be LGA, EWR, LDJ, MMU or CDW should remain on the ground until an approval has been received from the respective Tower that they are able to accept the aircraft into their airspace.
 
; VFR reporting points
 
Pilots will often report a geographical location or checkpoint to verify and announce their location and position in relation to the field. Most VFR checkpoints are depicted on sectional aeronautical and terminal area charts.


; Teterboro (TEB) VFR Departures
; 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.
* Skyline Route: APREQ (approval request) is necessary from EWR Tower for VFR departures requesting Class Bravo entry into EWR Airspace. EWR may approve the APREQ and thus CBA entry up to 1,500’.
* Exclusion Zone (SFRA): Send aircraft entering the exclusion zone direct the George Washington Bridge.


; Pattern Work
; Pattern Work
:All traffic patterns at ILG are to the LEFT unless the pilot specifically requests something different or traffic warrants the use of right hand patterns.
:All helicopters should be at 500’ AGL, props at 1000’ AGL, and jets at 1500’ AGL.


Direction of traffic patterns at Teterboro is determined based on the table, unless the pilot specifically requests something different or traffic warrants the use of right hand patterns.
; VFR Reporting Points
 
:Pilots will often report a geographical location or checkpoint to verify and announce their location and position in relation to the field. Most VFR checkpoints are depicted on sectional aeronautical and terminal area charts.
<div style="float:left; width:40%; margin-left:1em;">
{| class="table table-sop table-sop-compact"
! width="20%" | Runway
! width="20%" | Direction
|-
|1
|Right
|-
|6
|Right
|-
|19
|Left
|-
|24
 
|Left
|}


</tabber>
</tabber>


== TRACON ==
== TRACON ==
TRACON services for Teterboro are provided by EWR sector of N90 TRACON.
TRACON services for Wilmington are provided by [[PHL SOP#TRACON|Philadelphia TRACON]].


== Appendix ==
== Appendix ==
Line 618: Line 379:
|-
|-
| '''CHG1'''
| '''CHG1'''
| 18 Oct 2005
| 23 Feb 2014
| Initial release.
| MAJOR REVISION. Updated to Wiki format. Separated from the PHL SOP.
|-
|-
| '''CHG2'''
| '''CHG2'''
| 27 Dec 2005
| 28 Jun 2014
| Added suggested vectors to final, brought frequencies up to date with POF, added "bookmarks".
| Concordance with PHL SOP in regard to departure frequency.
|-
|-
| '''CHG3'''
| '''CHG3'''
| 20 Oct 2006
| 28 Sep 2014
| Added departure/arrival flow diagrams and other changes.
| New Castle is not a satellite anymore.
|-
|-
| '''CHG4'''
| '''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.
|-
| '''CHG15'''
| 22 May 2020
| 22 May 2020
| Amended the IFR Squawk Code Range.
| Amended the IFR Squawk Code Range.
|-
|-
| '''CHG16'''
| '''CHG5'''
| 20 June 2020
| 4 Nov 2024
| Removed PNE as a valid exit (VOR decommissioned). Updated "Common Amendments" section.
| Converted to new Wiki format.
|-
| '''CHG17'''
| 10 Mar 2021
| Minor phraseology. Updated positions. Added colloquialisms. Clarified LAHSO/LUAW. Updated "Common Amendments" section.
|-
| '''CHG18'''
| 09 Jun 2021
| Minor formatting changes.
|-
| '''CHG19'''
| 19 Mar 2023
| Updated VFR procedures.
|-
| '''CHG20'''
| 27 Apr 2023
| NEC ACR changes to Common Amendments
|-
|-
| '''CHG21'''
| 27 Oct 2024
| Converted to new Wiki format
|}
|}

Latest revision as of 19:50, 13 January 2026

New York ARTCC
Standard Operating Procedure — Wilmington New Castle Airport (ILG)

Rev. 5 — Revised: 2026-01-13

Area at a glance

ICAO Code Airport Name Airspace
KILG Wilmington New Castle D
Purpose
This document prescribes the procedures to be utilized for providing air traffic control services at the Wilmington Air Traffic Control Tower (ATCT). The procedures described herein are supplemental to the New York ARTCC Standard Operating Procedures and FAA Order JO 7110.65.
Distribution
This order is distributed to all New York ARTCC personnel.
Procedural Deviations
Exceptional or unusual requirements may dictate procedural deviations or supplementary procedures to this order. A situation may arise that is not adequately covered herein; in such an event use good judgment to adequately resolve the problem.


Operational Positions

Position Callsign Radio Name Frequency Identifier
Clearance Delivery ILG_DEL Wilmington Clearance Delivery 119.950 6X
Ground Control ILG_GND Wilmington Ground 121.700 6Q
Local Control ILG_TWR Wilmington Tower 126.000 6O
ATIS KILG_ATIS 123.950

Sector Callsign Frequency Identifier Combined Sector
North Departure PHL_ND_DEP 124.350 1E Primary Departure
North High PHL_NH_DEP 126.070 1H Always Combined
South Departure PHL_SD_DEP 119.750 1V
South High PHL_SH_DEP 126.600 1J Always Combined
Sector Callsign Frequency Identifier Combined Sector
North Arrival PHL_NA_APP 128.400 1N Primary Approach
South Arrival PHL_SA_APP 133.870 1S
Sector Callsign Frequency Identifier Combined Sector
Final Vectors 1 PHL_F1_APP 125.400 1F Primary Final
Final Vectors 2 PHL_F2_APP 132.670 1L
Sector Callsign Frequency Identifier Combined Sector
Woodstown PHL_WD_APP 127.350 1W Primary Satalite
Dupont PHL_DU_APP 118.350 1D Always Combined
Pottstown PHL_PT_APP 126.850 1P
Yardley PHL_YD_APP 123.800 1Y Always Combined

ATCT

Clearance Delivery

Exit Gate Exit Scratchpad Radial
North PTW PTW
FJC FJC
MAZIE MAZ SBJ 237
ARD ARD
SBJ SBJ
MXE MXE
STOEN STO MXE 240
South RUUTH RUU RBV 238
RBV RBV
DITCH DIT CYN 274 / VCN 047
CYN CYN
VCN VCN
OOD OOD
ENO ENO
DQO DQO


Notes
  1. DITCH is a valid exit for certain N90 airports. Reference the preferred routes section of this manual for more information.
  2. White exit points must be preceded by a red or grey exit point. Examples of acceptable route strings include:
    OOD TEBEE ...
    MXE MXE278 PENSY ...
    PTW PTW320 SARAA ...
    RUUTH RBV ...
    OOD VCN PHL
Position Frequency Code
PHL_WD_APP 127.350 6W
PHL_NA_APP 128.400 6N
NY_CTR 125.325 N56
PHL_ND_DEP 124.350 6E
The table on the right lists common departure frequencies for ILG, and the order in which they should be used. 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.

Airway Join
V3 North: MAZIE V3
South: MXE V3
V29 North: PTW V29
South: DQO V29
V123 North: RUUTH V123
South: OOD V123
V157 North: RUUTH V157
South: OOD V157
V166 West: DQO V166
South: OOD V166
V170 North (West Ops): MXE V170
North (East Ops): PTW V12 BOYER V170
South: DQO V170
V184 North (West Ops): MXE V184
North (East Ops): PTW V12 HAR V184
South: VCN V184
V312 East: DITCH V312
South: OOD V312
V378 MXE V378
V449 PTW CHLSE V449
V474 West Ops: MXE V474
East Ops: PTW V12 BOYER V39 DELRO V474
J6 North: DITCH J225 JFK J37 ALB J6
South: MXE PENSY J110 FLIRT J6
J42 North RNAV: DITCH J225 JFK HFD J42
South: OOD J42
J48 RNAV: STOEN REEFI EMI J48
Non-RNAV: MXE MXE278 PENSY J48
J60 PTW SARAA RAV PSB J60
J62 DITCH V312 DRIFT J121 SHLEP J62
J64 PTW SARAA J64
J77 North: DITCH J225 JFK J37 GANDE J77
South: MXE PENSY J77
J80 North: DITCH J225 JFK J37 GANDE J80
West: MXE PENSY J110 KIPPI J80
J110 MXE PENSY J110
J150 North: DITCH V312 CYN J150
South: OOD J150
J225 DITCH J225
J230 MXE PENSY J110 LARRI J230
Q42 MXE PENSY J110 FLIRT BRNAN Q42
Q62 PTW SARAA J64 RAV Q62
Q75 STOEN Q75
Q409 OOD TEBEE HAYDO TRPOD Q409
Filed Exit Amendment
ARD MAZIE V3 SBJ
BAL DQO V166 BELAY V378 BAL
BELAY DQO V166 BELAY
BRAND East: DITCH
N90: RUUTH
BYRDD MXE
CHLSE PTW CHLSE
CYN DITCH CYN
DCA DQO V166 BELAY V378 BAL DCA
EMI STOEN REEFI EMI
ETX PTW ETX
GXU DITCH CYN
HAYDO OOD TEBEE HAYDO
LGA RUUTH V123 LGA
METRO MAZIE V3 SBJ
RUUTH V123 RBV
PENSY MXE PENSY
RBV RUUTH V123 RBV
REEFI STOEN REEFI
SARAA PTW SARAA
SBJ MAZIE V3 SBJ
SBY OOD TEBEE HAYDO SBY
TEBEE OOD TEBEE
VCN OOD VCN

  • The initial altitude for IFR departures of all types is 3,000’ whereas higher may be expected in 10 minutes after departure.
  • There is no published departure procedure out of New Castle. All aircraft must be cleared to their destination via radar vectors to an ILG exit.

Wilmington is located inside Class Delta Airspace but it is in close proximity to Philadelphia Class Bravo Airspace. See the VFR Operations document for detailed explanation of applicable VFR procedures.

Ground Control

Departure Sequencing
Exit Gate Exits
North MXE, STOEN, PTW, FJC, MAZIE, PNE, ARD
South 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. 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.
Taxi Routes
  1. As the taxiway system is simple, there are no pre-defined routings.
  2. Since there are no parallel taxiways, you may use each taxiway as a two-way road whereby aircraft may be taxied in the opposite direction on the same taxiway at the same time. When you do this, ensure that both aircraft are told to watch out for the other. This procedure is only available to single engine props during daylight hours as they are narrow enough to be able to fit two abreast.
  3. When the above is not available, hold departures on the ramp until the inbound aircraft is clear of the outbound aircraft. You may use conditional taxi instructions to accomplish this.

Local Control

Releases
  • Releases from ILG are requested per aircraft unless PHL TRACON permits blanket releases.
  • In order to depart ILG under an IFR flight plan, TRACON must issue a release for departure. Departure restrictions such as release times and clearance void times are necessary to separate departures from other traffic in the airspace or to regulate the departure flow. Through land line communications, tower will obtain a release from TRACON for a specific flight after which tower can then issue departure instructions and takeoff clearance
Separation
The standard departure separation technique to be used is anticipated radar separation. Only use timed separation if the pilot requests it.
Radar
This tower uses a RACD radar only and is not certified for any approach control services. By agreement with Philadelphia TRACON, this tower will NOT radar identify departing IFR aircraft and will instruct a departure to contact departure control once the aircraft appears to be clear of any traffic. It is imperative that tower controllers observe departing traffic turning towards the assigned heading before handing off. VFR aircraft can and must be radar identified to receive flight following within the tower's airspace, otherwise it is not necessary.

Wind Speed Direction Depart Land
0-4 Any 27, 32 1
5-15 170-259 27, 19 19
260-349 27, 32 32
350-079 9, 1 1
080-169 9, 14 19
15+ 170-214 19 19
215-304 27 27
305-349 1, 32 1
350-034 1 1
035-124 9 9
125-169 19, 14 19

Departures from runway 1 shall be assigned heading 330 and departures from all other runways shall be assigned runway heading, unless PHL TRACON assigns a different heading in the IFR release.

  • All ILG missed approaches shall be issued the published missed for the IAP being conducted.
  • In order to prevent increased workload on the TRACON, consider issuing missed approaches speed restrictions in accordance with FAA Order JO 7110.65.
  • If the conditions are VMC, Local Control can elect to have the aircraft enter the traffic pattern and remain Local Control frequency so long as coordination is effected with the TRACON.
  • Coordinate with the TRACON as soon as possible and hand off when local traffic is not a factor for those aircraft not remaining in the traffic pattern.
  • Sound judgment must be exercised when dealing with missed approaches. Deviate as necessary from the published procedure if using it would compromise safety.

Airspace
Class Delta
Wilmington Tower owns 2,600' MSL and below within 4 miles of the airport.
Wilmington airport is located under a Mode C Veil which requires all pilots operating within the circumference of the veil to have a transponder with automatic altitude reporting equipment.
Radar
Wilmington tower uses DBRITE radar only and is not certified for any approach control services. The following are the uses of the DBRITE radar at Wilmington:
  • To determine an aircraft's exact location. This is accomplished by radar identifying the VFR aircraft through any of the techniques available to a radar position, such as having the aircraft squawk ident. Once identified, the aircraft's position and spatial relationship to other aircraft can be determined. Once initial radar identification of a VFR aircraft has been established and the appropriate instructions have been issued, radar monitoring may be discontinued; the reason being that the local controller's primary means of surveillance in VFR conditions is visually scanning the airport and local area.
  • To provide radar traffic advisories. Radar traffic advisories may be provided to the extent that the local controller is able to monitor the radar display. Local Control has primary control responsibilities to the aircraft operating on the runways, which will normally supersede radar monitoring duties.
  • To provide information and instructions to aircraft operating within Class B, Class C, and Class D surface areas. In an example of this situation, the local controller would use the radar to advise a pilot on an extended downwind when to turn base leg.
  • To provide a direction or suggested heading. The local controller may provide pilots flying VFR with generalized instructions which will facilitate operations:
PHRASEOLOGY
Proceed southwest bound, enter a right downwind runway tree two.
Or provide a suggested heading to establish radar identification or as an advisory aid to navigation:
PHRASEOLOGY
Suggest heading two two zero for radar identification.
In both cases, the instructions are advisory aids to the pilot flying VFR and are not radar vectors.
Departures
All departures whose destination is known to be PHL should remain on the ground until an approval has been received from the PHL Tower that they are able to accept the aircraft into their airspace.
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.
Pattern Work
All traffic patterns at ILG are to the LEFT unless the pilot specifically requests something different or traffic warrants the use of right hand patterns.
All helicopters should be at 500’ AGL, props at 1000’ AGL, and jets at 1500’ AGL.
VFR Reporting Points
Pilots will often report a geographical location or checkpoint to verify and announce their location and position in relation to the field. Most VFR checkpoints are depicted on sectional aeronautical and terminal area charts.

TRACON

TRACON services for Wilmington are provided by Philadelphia TRACON.

Appendix

Changelog

Change   Date Published   Description
CHG1 23 Feb 2014 MAJOR REVISION. Updated to Wiki format. Separated from the PHL SOP.
CHG2 28 Jun 2014 Concordance with PHL SOP in regard to departure frequency.
CHG3 28 Sep 2014 New Castle is not a satellite anymore.
CHG4 22 May 2020 Amended the IFR Squawk Code Range.
CHG5 4 Nov 2024 Converted to new Wiki format.
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