PHL SOP

From New York ARTCC
New York ARTCC
Standard Operating Procedure — Philadelphia ATCT and PHL TRACON

Rev. 19 — Revised: 2024-05-29

Area at a glance

ICAO Code Airport Name Airspace
KPHL Philadelphia Intl B
KILG Wilmington/New Castle D
KPNE Northeast Philadelphia D
KTTN Trenton Mercer D
Uncontrolled Fields [Show]
ICAO Code Airport Name Airspace Area
KCKZ Pennridge G North
KDYL Doylestown G North
KEVY Summit G South
KLOM Wings Field G North
KMQS Coatesville/G O Carlson G North
KOQN Brandywine G North
KPTW Pottstown Heritage Field G North
KUKT Quakertown G North
N10 Perkiomen Valley G North
N47 Pottstown Municipal G North
N57 New Garden G North
NJ74 Salem Airfield G South
17N Cross Keys G South
19N Camden County G South
58M Cecil County G South
7N7 Spitfire Aerodrome G South
9N2 Philadelphia Seaplane Base G South
Purpose
This document prescribes the procedures to be utilized for providing air traffic control services at the Philadelphia Air Traffic Control Tower (ATCT) and any of the positions within the Philadelphia TRACON and the airports it serves. 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 PHL_DEL Philadelphia Clearance Delivery 118.850 6G
Ground PHL_GND Philadelphia Ground 121.900 6C
Ground (secondary) PHL_W_GND Philadelphia Ground 121.650 6U
Tower PHL_TWR Philadelphia Tower 118.500 6A
Tower (Secondary) PHL_W_TWR Philadelphia Tower 135.100 6B
ATIS KPHL_ATIS 133.400
Position Callsign Radio Name Frequency Identifier
Clearance Delivery ILG_DEL Wilmington Clearance Delivery 119.950 6X
Ground ILG_GND Wilmington Ground 121.700 6Q
Tower ILG_TWR Wilmington Tower 126.000 6O
ATIS KILG_ATIS 123.950
Position Callsign Radio Name Frequency Identifier
Clearance Delivery PNE_DEL Northeast Philadelphia Clearance Delivery 127.250 6M
Ground PNE_GND Northeast Philadelphia Ground 121.700 6K
Tower PNE_TWR Northeast Philadelphia Tower 126.900 6I
ATIS KPNE_ATIS 121.150
Position Callsign Radio Name Frequency Identifier
Ground TTN_GND Trenton Ground 121.900 6K
Tower PNE_TWR Trenton Tower 120.700 6I
ATIS KTTN_ATIS 126.770

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_ND_DEP 124.350 6E
PHL_NA_APP 128.400 6N
NY_CTR 125.320 N56

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: North Departure on 124.35.
  • All aircraft routed via OOD, DITCH, DQO, RUUTH, RBV: South Departure on 119.75.
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
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...
N90: RUUTH...
METRO MAZIE V3 SBJ...
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...
NOTE: If the amendment ends with ".." then bypass the waypoint filed and use the next logical fix from the flight plan.

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. Therefore, PRD must be referenced for all departures.

Notes
  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.

PHL#

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.

PHRASEOLOGY
CLEARED TO (clearance limit), 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 Class Bravo VFR Operations

Operation Departure Runway Direction Departure Instructions Altitude Departure Frequency
VFR w/ Flight Following (Props) All All Fly runway heading 3000' 124.350 (Philadelphia Departure)
VFR w/ Flight Following (Jets) All All Fly runway heading 4,500' 124.350 (Philadelphia Departure)
VFR w/o Flight Following (Props Only) All All Fly runway heading 2000' 118.500 (Philadelphia Tower)

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.


FLIGHT FOLLOWING PHRASEOLOGY

PHRASEOLOGY
CLEARED THROUGH (THE PHILADELPHIA) BRAVO AIRSPACE, FLY RUNWAY HEADING, MAINTAIN (altitude), DEPARTURE FREQUENCY (frequency), SQUAWK (code).


NO FLIGHT FOLLOWING PHRASEOLOGY

PHRASEOLOGY
CLEARED OUT OF (THE PHILADELPHIA) BRAVO AIRSPACE, FLY RUNWAY HEADING, MAINTAIN VFR AT OR BELOW (altitude), DEPARTURE FREQUENCY (frequency), SQUAWK (code).

Ground

Departure Sequencing
Exit Gate Exits
North Gates MXE, STOEN, PTW, FJC, MAZIE, 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 only (not takeoffs).
    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. 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.
      • Some simulators show hold short lines on Yankee. This ensures that when approaches to runway 9L are in use, aircraft will hold short of the approach path.
      PHRASEOLOGY
      HOLD SHORT OF RUNWAY NINER LEFT APPROACH ON TAXIWAY YANKEE.
    • Taxiways 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).
  2. 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.
    PHRASEOLOGY
    RUNWAY THREE FIVE, TAXI VIA ALPHA, DELTA, HOLD SHORT RUNWAY TWO SIX.
  1. When reaching 26:
    PHRASEOLOGY
    CROSS RUNWAY TWO SIX AT DELTA, HOLD SHORT RUNWAY TWO SEVEN RIGHT AT DELTA.
  1. When reaching 27R:
    PHRASEOLOGY
    CROSS RUNWAY TWO SEVEN RIGHT AT DELTA, CONTINUE RUNWAY THREE FIVE VIA DELTA AND SIERRA.
  1. 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.
  2. 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
  3. 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]
ICAO Airline Terminal ICAO Airline Terminal
AAL American Airlines A-East FDX FedEx Cargo
ACA Air Canada D FFT Frontier Airlines A-East
ASA Alaska Airlines D FLG Pinnacle Airlines D
ASH Mesa Airlines D GJS GoJet Airlines D
ASQ ExpressJet Airlines D JBU JetBlue Airways D
ATN Air Transport International Cargo JIA PSA Airlines F
AWE US Airways A, B, C LOF Trans States Airlines D
AWE US Airways (international) A-West NKS Spirit Airlines D
AWI Air Wisconsin F PDT Piedmont Airlines F
BAW British Airways A-West RPA Republic Airlines B, C
CCI Capital Cargo International Cargo SWA Southwest Airlines E
CHQ Chautauqua Airlines D, F TRS AirTran Airways E
CPZ Compass Airlines D UAL United Airlines D
DAL Delta Airlines D UCA CommutAir D
DLH Lufthansa A-West UPS UPS Airlines Cargo
EGF American Eagle A-East VRD Virgin America E

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.
    PHRASEOLOGY
    RUNWAY 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

Tower Procedures

Releases
Releases from Philadelphia are automatic unless PHL TRACON requests individual releases.
Separation
  • 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
  • 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.
  • Use caution for runway 17/35 arrivals on downwind descending under TRACON control. TRACON has ultimate separation responsibility with these arrivals.
Radar (RACD)
  • This tower is LRAC (Limited Radar Approach Control) certified.
  • 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.
  • VFR aircraft looking for flight following will be radar identified by the TRACON.
  • VFR aircraft not looking for flight following will be radar identified by Local Control.
Hazards to Arriving and Departing Aircraft
  • 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.
  • 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.
PHRASEOLOGY
CAUTION 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)
  • 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.
  • 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 § 3-9-6
Penns Landing (P72) Procedures
  • East Tower handles all P72 heliport IFR operations.
    1. Identify landing helo
    2. Helo reports landing assured at Penns.
    3. Terminate Helo.
Positions
  • When only one Tower position is staffed, the callsign PHL_TWR should be used.
  • 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.
Line Up and Wait Operations (LUAW)
Only one aircraft may LUAW per runway at a time.
Land And Hold Short Operations (LAHSO)
LAHSO may not be conducted at KPHL.

Runway Selection

Wind Speed (kts) Direction (°M) Colloquialism Depart Land
0-4 Any West Ops + 35 27L/35 27R/35/26
5-15 170-259 West Ops + 17 27L/17 27R/17/26
260-349 West Ops + 35 27L/35 27R/35/26
350-079 East Ops + 35 9L/35/8 9R/35
080-169 East Ops + 17 9L/17/8 9R/17
15+ 170-214 West Ops + 17 27L/17 27R/17/26
215-304 West Ops 27L 27R/26
305-349 West Ops + Land 35 27L 27R/35/26
350-034 East Ops + 35 9L/8 9R/35
035-124 East Ops 9L/8 9R
125-169 East Ops + 17 9L/8 9R/17
RVR less than 1,800’ but at or above 1,200’ (CAT II)
Any 170-349 Low Visibility West Ops 27L 27R
350-169 Low Visibility East Ops 9L 9R
RVR less than 1,200’ (CAT III)
Any Any Low Visibility East Ops 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, 35@K 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".

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 with FAA 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 V RWY 9R.
    2. Converging ILS V 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 Departure Procedure has been assigned:

PHRASEOLOGY
TURN LEFT TWO TREE ZERO, WIND (wind), RUNWAY (runway), CLEARED FOR TAKEOFF.
Runway Type Gates or Exits Heading or Instruction
27L/R Jets OOD, DITCH, RUUTH 230
DQO, STOEN 245
MXE, PTW, FJC, MAZIE, ARD 265
Props North 300
South 210
9L/R, 8 Jets MXE, STOEN, FJC 080
PTW, RUUTH, MAZIE, ARD 095
DITCH 110
OOD, DQO 125
Props North 065
South 125
17 All All 130
35 Cruise Alt. < 5,000' All 350, 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 Land 9R + 17 (SCIA) 180 3,000'
All others 130 3,000’
17 Land 9R + 17 (SCIA) 100 2,000’
All others 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 end of 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 go-around prior to release to Departure Control frequency.
  • When using Converging Approaches (SCIA)
    • The priority is to establish or reestablish separation as soon as possible.
    • Aircraft will be vectored as soon as possible after the missed approach point away from the without the need to overfly the runway until the departure threshold
    • See Simultaneous Approaches in the Tower section for more information on missed approaches using Simultaneous Converging Instrument Approaches (SCIA).
File:Airspace-PHL-Tower.png
Outline of the Philadelphia Tower airspace
Airspace
  • Class BRAVO.
  • 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
  • This tower is LRAC (Limited Radar Approach Control) certified.
  • VFR aircraft looking for flight following will be radar identified by the TRACON.
  • VFR aircraft not looking for flight following will be radar identified by Local Control.
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
  • 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'.
  • 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 N/A
27R/9L N/A
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

General

General Information

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 Combining/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.
PHRASEOLOGY
ATTENTION 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.
  1. Pilot Reports (PIREPS)
    1. Controllers shall solicit and disseminate PIREP’s in accordance with FAA Order JO 7110.65 § 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.
File: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.

Noise Abatement

  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.

LOA - General Procedures

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) & Allentown TRACON (ABE)
Rev. 2 - April 7, 2020
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). 
Cancellation
Philadelphia TRACON (PHL) and Allentown TRACON (ABE) Letter of Agreement, dated January 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.

General Procedures

  1. Transfer of Control Procedures:
    1. Transfer of control on all aircraft must be accomplished no later than the PHL/ABE common boundary.
    2. Completion of radar handoff and transfer of communications constitutes authorization for descents and 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. 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.
  2. VFR Procedures:
    1. Automated VFR handoffs are optional between facilities. No verbal coordination is required.
    2. It is suggested to inhibit MSAW alerts (vSTARS client) on all targets.
    3. The receiving controller must be responsible for obtaining all pertinent information.
    4. Beacon codes do not need to be changed.
  3. Coordination Procedures:
    1. Regardless of which facility requests an altitude or route change, which will affect additional sectors in the adjacent facility's area, each facility must be responsible to complete all necessary internal coordination, e.g., the ABE controller must be responsible for coordination with all appropriate ABE sectors.
    2. PHL must coordinate with ABE prior to conducting instrument operations at the following airports:
      • Quakertown Airport (UKT)
      • Pennridge Airport (CKZ)
    3. ABE must coordinate with PHL prior to conducting instrument operations at the following airports:
      • Butter Valley Golf Port (7N8)
      • Sky Manor Airport (N40)
      • Vansant Airport (9N1)

PHL TRACON to ABE TRACON

All aircraft from PHL TRACON to ABE TRACON must 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 must be on an APREQ basis.

ABE TRACON to PHL TRACON

All aircraft from ABE TRACON to PHL TRACON must 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 must be on an APREQ basis.

Attachment 1 – Route Descriptions

From PHL to ABE [Show]
From To Route Via Altitude Restriction
PHL & PHL Sats (except ARD Area) ABE & ABE Sats 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'
ARD Area ABE & ABE Sats Direct FJC or ETX 4,000'
Overflights PTW V29 ETX 8,000'
From ABE to PHL [Show]
From To Route Via Altitude Restriction
ABE & ABE Sats PHL & PHL Sats (except ARD Area) Direct PTW; traffic must remain west of SPUDS. Jets: 7,000'
Turboprops: 5,000'
ETX V29 PTW Piston engine: 4,000'
ARD Area Direct ARD or MAZIE; traffic must remain between ETX and FJC. 5,000'
Overflights ETX V29 PTW 6,000'

Attachment 2 – Area Airport Listings

Area Airport Listings [Show]
Area Abbrevation Satellite Airport Codes
Allentown Satellite Airports
Allentown Satellite ABE Sats XLL, N43, N53, 22N, 1N7, N40, N85, 69N, 7N8, 9N1
Philadelphia Satellite Airports
Philadelphia Satellite PHL Sats DYL, PNE, TTN, UKT, 3NJ6, EVY, ILG, PTW, N10, N47, N57, MQS, LOM, CKZ, OQN, 7N7, 17N
Yardley Area ARD Area DYL, PNE, TTN, UKT, 3NJ6

Attachment 3 – Airspace Delegation

Airspace Delegation [Show]
Area Sector Altitude
A ABE DR
ABE AR 		080/040
030/SFC
B PHL NORTH ARRIVAL
PHL POTTSTOWN
RDG 		080/070
060
050/SFC
C ABE DR
RDG 		080/050
040/SFC
D PHL NORTH ARRIVAL
PHL POTTSTOWN
RDG 		080/070
060
050/SFC
E PHL NORTH HIGH DEPARTURE
PHL NORTH ARRIVAL
PHL POTTSTOWN 		130/090
080/070
060/SFC
F PHL NORTH ARRIVAL
PHL POTTSTOWN 		090/070
060/SFC
G PHL NORTH HIGH DEPARTURE
PHL NORTH ARRIVAL
PHL POTTSTOWN 		130/110
100/070
060/SFC
H PHL NORTH HIGH DEPARTURE
PHL YARDLEY
PHL POTTSTOWN 		130/070
060/050
040/SFC
I PHL NORTH HIGH DEPARTURE
PHL YARDLEY 		130/070
060/SFC
J N90 METRO
PHL YARDLEY 		090/050
040/SFC
K N90 METRO
ABE DR
ABE AR 		090/060
050/040
030/SFC

Departure

Select the direction of operations, then select a sector.

Approach

Select the direction of operations, then select a sector.

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.
    PHRASEOLOGY
    (Aircraft) PHILADELPHIA GROUND, (holding instructions), MONITOR GROUND ON (frequency), WAIT FOR THE CONTROLLER TO CALL YOU.

    EXAMPLE
    "JetBlue 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 Published   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.
CHG15 22 May 2020 Amended the IFR Squawk Code Range.
CHG16 20 June 2020 Removed PNE as a valid exit (VOR decommissioned). Updated "Common Amendments" section.
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
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