Virtual Jacksonville Air Route Traffic Control Center Daytona Beach ATCT Standard Operating Procedures

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1 Virtual Jacksonville Air Route Traffic Control Center Daytona Beach ATCT Standard Operating Procedures DAB E Effective Date: May 11, 2015 Chapter 1. General 1 1. General Information obtained in this document is for use on the VATSIM network and in no way intended for real world purpose.this document, site and organization are not affiliated with the FAA, actual Daytona Beach (DAB) ATCT, or any other governing aviation body.the purpose of this document is to establish standard operating procedures within the Daytona Beach ATCT, Daytona Beach ATCT Radar positions, neighboring Air Traffic Control Towers (ATCT), and En Route controllers. You should be familiar with this document prior to controlling within DAB ATCT Airspace. This document describes procedures meant for busier times, and can be taken as guidelines so long as affected controllers approval of the deviation prior to execution. Daytona Beach International Airport is a busy training field with multiple aviation schools including Embry Riddle Aeronautical University, 1st Class Aviation School of Aeronautics, Air America Flight Center, ATP Flight School, Daytona Aviation Academy and Phoenix East Aviation. There are a high volume of piston aircraft performing training procedures. 1

2 1 2. Positions Sector Name Callsign Relief Callsign Frequency Voice Room ID Tag H High Arrival DAB_H_ APP 5H DAB_5H 5H H M Mateo Arrival DAB_M _APP 5M DAB_5M 5M M L Lamma Arrival DAB_L_ APP 5L DAB_5L 5L L F Final Arrival DAB_F_ APP 5F DAB_5F 5F F 1 3. Order for Opening Radar Sectors The primary position is H. After H has been staffed, additional controllers may opt to open M, L and F VFR Aircraft VFR aircraft entering the Class Charlie airspace will be given and discrete beacon code. If departing KDAB they will be handed off to departure from LC (Local Control) and released to a frequency change once clear of the Class Charlie airspace unless otherwise requesting flight following Handoffs and Radar Tracking Daytona ATCT is a VFR tower. No radar handoffs shall be accomplished to Daytona ATCT. Approach sectors shall not drop track on any arriving aircraft as they drop automatically. This allows a controller to maintain radar identification in the instance of a missed approach without having to use a radar identification method. 2

3 1 6. Releases and Rolling Calls Daytona Departure sectors give automatic releases to all departures from Daytona ATCT when departures follow the standard departure procedures as specified in this document. All other airports within Daytona ATCT shall request a release for all departures receiving radar services. Upon approval of the release, the release shall be good for five minutes. Upon issuance of the takeoff clearance, a departure message shall be sent to the appropriate departure sector. This can be accomplished non verbally by the Local Controller ensuring the aircraft is squawking the appropriate code and mode C is enabled when airborne. Failing this, a non tag message should be sent to the appropriate departure controlling consisting of its approximate location, callsign, and departure runway (example, 1 mile north, UAL147, 36R ) Scratch Pads a. The following scratch pad format is the standard format for use within the Jacksonville Air Route Traffic Control Center for coordination between the Approach Controllers and ATCT controllers. It uses a 3 letter format consisting of XYY where X identifies the type of approach and YY consists of the runway truncated to 2 characters. For example, runway 9 would be 09, runway 18R would be 8R and so on. When conducting other than the approaches advertised in the ATIS, the approach must be indicated in the scratchpad or verbally coordinated. 3

4 Table 1 1. Approach Scratchpad Entries Type Localizer RNAV Z RNAV Y ILS VOR TACAN NDB Visual Overhead Break Letter L G Y I R T N V B b. Daytona Beach Delivery will utilize scratch pad entries for the DAB SIDs (Standard Instrument Departures). Table 1 2 Delivery Scratchpad Entries Name VFR Flight Following LAMMA ROYES Abbreviation VFF L R c. Daytona Radar Controllers shall ensure that all scratch pads are removed prior to initiating a radar handoff with the En Route sector. 4

5 1 8. Temporary Altitudes The use of temporary altitude fields is authorized for departure and approach control General Arrival Procedures a. Forward instructions to appropriate Class Delta or Class Charlie local control for aircraft executing practice missed approaches. 5

6 CHAPTER Airspace Diagrams HIGH Arrival Radar 6

7 2 1 2 MATEO Arrival Radar 7

8 2 1 3 LAMMA Arrival Radar 8

9 2 1 4 FINAL Arrival Radar 9

10 CHAPTER 3 RADAR 3 1. General Professional Sector File Maps East Flow On the DAB ATCT section of the Sector File Map, DAB East Ops will draw the East Operations sector file video map. (See Figure 3 1) Figure

11 West Flow On the DAB ATCT section of the Sector File Map, DAB West Ops will draw the West Operations sector file video map. (See Figure 3 2) Figure

12 East Flow Operations East flow operations is the normal configuration for DAB ATCT unless wind or weather dictate another direction. When wind is calm, East flow will use Runways 7L and 7R. Heavy aircraft shall be assigned 7L. East operations shall be in effect until a 10 knot tail wind ensues. See Chapter 4 for further runway use information West Flow Operations West flow operations shall only be used when weather requires it for tailwind component. The DAB ATCT Local Controller has final authority on active runway configurations. See Chapter 4 for further runway use information Automatic Releases and Airspace Penetration Daytona Departure authorizes Daytona ATCT automatic releases for all aircraft unless otherwise coordinated so long as the aircraft follows standard procedures. Standard procedures for DAB for RW 7L/25R is runway heading with an initial climb to 4000 feet for jet and turboprop aircraft. Piston aircraft shall climb AOB 3000 feet. 3 2 Approach Control Position Duties and Responsibilities The Radar Position has the responsibility of managing the overall sector operations, including aircraft separation and traffic flows. a. Ensure Separation b. Initiate Control Instructions c. Monitor and Operate Radios d. Accept and initiate automated handoffs. e. Assist non automated handoffs actions when needed. f. When DAB changes runway configurations, all radar positions shall change to the appropriate video map. g. Communication transfer to the tower shall be accomplished between 3 and 10 NM from the field. 3 3 Arrivals 12

13 a. All arrivals shall be sequenced to the primary runway unless otherwise specified in the scratchpad. b. All turboprop/turbojet arrivals to DAB airport shall be vectored to the downwind unless otherwise coordinated.( See Figure 3 3) c. All DAB Airport arrivals handed off from any DAB radar position are released for turns toward DAB airport. d. All DAB airport arrivals are also released for descent and/or downwind turn when within five miles from the DAB final approach course in the downwind descent area. See Figure 3 1. This only applies in the airspace of the transferring and receiving radar positions. e. The first controller that receives a request for a practice instrument approach at the DAB airport shall find out if the approach will terminate with a full stop landing and if not, issue climb out instructions to fly runway heading, maintain 2000 ft and issue the departure frequency as appropriate. If the pilot is to be broken off the approach prior to the airport, advise the pilot. f. Radar Arrivals See Table 3 1 Table 3 1 Runway 7L/25R Runway 7R/25L Runway 16/34 NOTE Turboprop/Turbojet arrivals VFR Arrivals from the north VFR arrivals from the south When designated as the primary runway All arriving/enroute aircraft shall be vectored as not to conflict with departing aircraft 13

14 Figure

15 Figure 3 4. St. Augustine Shelf The St. Augustine Shelf (Figure 3 4) may be activated when requested by the JAX ATCT as necessary due to traffic flow to RW 31 at SGJ. SFC 4000 is awarded to the JAX ATCT. 15

16 3 4 Sequencing a. IFR aircraft cannot be turned on opposing bases at the same altitude within 3 miles of the final approach course. Vertical separation must be maintained until another form of separation is established. b. For piston aircraft, 2.5 NM separation may be applied between aircraft established on the final approach course to either runway 7L or 25R within 10 NM of the landing runway when all provisions of the FAAO are met. c. If an aircraft is to be broken off the published instrument procedure, they shall be broken off prior to reaching the tower airspace. Coordinate with tower. It is LC1 and LC2 s responsibility to provide visual separation with the tower traffic and breakout aircraft. 3 5 Land and Hold Short Operations (LAHSO) Land and hold short operations are authorised at DAB Airport. 3 6 Departures a. LC1 / LC2 is authorized to depart turboprops/turbojets and large aircraft Runway 7L/25R assigned runway heading and at or below 4000 feet. Turboprops/turbojets departing Runway 16/34 shall be turned to a heading of 250 or 070 (as appropriate) and given to Mateo/Lamma Arrival climbing to 4000 feet. b. LC1/LC2 is authorized to depart aircraft off all other runways in accordance with aircraft type, compatible altitude and fan headings as depicted in the LC section in chapter 4. c. Airspace Penetration 1. Mateo and Lamma Arrival have authorization for airspace penetration with Final Arrival for climbs and turns for Turboprop and Turbojets on the Royes and Lamma Departures. Mateo and Lamma Arrival assume responsibility for separation from other traffic and must not interfere with Final operations. As soon as practical, Mateo shall have the aircraft direct to Royes or to join V267 and Lamma shall have aircraft direct OMN, LAMMA or to join the outbound 176 radial of OMN. 2. Lamma Arrival has authorization for airspace penetration with Final for climbs and turns for all south, southwest, southeast, west 16

17 and northwest bound prop IFR/VFR departures. Aircraft shall be kept clear of arrival traffic. 3. Mateo Arrival has authorization for airspace penetration with Final for climbs and turns for all northbound prop IFR/VFR departures. Aircraft shall be kept clear of arrival traffic. 4. VFR and IFR Practice approaches will be managed by Final Arrival. d. During East Operations Lamma and Mateo Arrival shall send all VFR departures north or south along the shoreline until clear of the Class C airspace and provide a frequency change unless otherwise arranged. 17

18 CHAPTER 4. Daytona Beach ATCT Local Control 4 1. Position Responsibilities Daytona ATCT Local Control (LC) is responsible for providing departure/landing sequence for aircraft departing/landing Daytona International Airport within the 3 mile box as depicted in Figure 4 1 from SFC to 1500 feet. LC is divided into LC1 and LC2 as required for volume of GA traffic. Local Control will provide separation for aircraft in the LC delegated airspace (pattern traffic). LC shall NOT change the approach sequence without coordination. Figure

19 4 2. Frequency Information Primary Frequencies: LC LC The combined frequency shall be LC Runway Use Program Daytona Beach ATCT shall utilize East Operations when the wind component is less than 10 knots or favoring east operations. Standard configuration utilizes RW 7L and 7R.There are 10 possible runway configurations for KDAB. (See Table 4 1) 4 4. Automatic Releases Daytona Beach ATCT is authorized automatic releases from the departure controller so long as the aircraft is assigned runway heading on departure and/or a SID and departs on the pre coordinated active departing runway(s). In order for Automatic Releases to be authorized, procedures in paragraph 4 5 of this document shall be followed Non Tag An aircraft that departs and is not squawking the correct beacon code or mode C shall have a verbal rolling call issued to Daytona Beach Departure. A verbal call may be affected using Ground to Ground Communications via Override or Intercom, Team Speak or via private message communications. Format for rolling calls is 1 mile off the departure end is UAL123. If the aircraft is squawking an incorrect code, append squawking (code). No response is required from the departure controller Practice Approaches Practice approach climb out instructions will be given by Approach control. Pilots will be instructed to fly runway heading and climb to 2000 feet. 19

20 4 7. Missed Approaches Unplanned missed approaches will be assigned the standard departure heading advised to climb to 3000 feet for Turbojet/Turboprop and 2000 for props and verbally coordinated with Final Arrival VFR Pattern The VFR pattern will be maintained at an altitude of 1000 feet MSL or below. All runways utilize left traffic. All traffic shall squawk a discrete beacon code Mode Charlie Daytona Beach ATCT shall not, at any time, instruct an aircraft to squawk mode C unless the aircraft is: a. Airborne b. a VFR overflight VFR Tower Daytona Beach ATCT is a Visual/VFR Tower and shall not initiate or accept any radar handoffs and shall not initiate control/start track on any target ATIS Construction LC shall produce a voice and text ATIS for KDAB. Land and Hold Short Operations (LAHSO) should be included if applicable Line up and Wait (LUAW) Procedures a. Do not authorize a landing clearance to an aircraft requesting a full stop, touch and go, stop and go, option, or low approach on the same runway with an aircraft that is holding in position or taxiing to line up and wait until the aircraft in position starts the takeoff roll. b. Do not authorize an aircraft to LUAW if an aircraft has been cleared to land, touch and go, stop and go, option, or low approach on the same runway. 20

21 c. Do not authorize multiple aircraft to LUAW on the same runway Runway Change a. When changing runways, LC must verbally coordinate with the appropriate radar approach position(s) for the last departure/arrival off the previously used runway and the first departure/arrival off the newly selected active runway(s) Runway Configurations a.there are 10 possible runway configurations available for use at Daytona Beach International Airport. See Table 4 1. b. Simultaneous operations to parallel/intersecting runways are authorized in VFR conditions only. Parallel Runways 7L/25R and 7R/25L are considered to be one runway for the purpose of designating a primary runway. Table Coordination a. When Local Controls are split, LC1 shall coordinate with LC2 for south departures and instrument low approaches requiring south fan headings. The heading and routing shall be specified by the LC2 in the approval. 21

22 b. LC2 shall coordinate with LC1 for all north departures. The heading or routing shall be specified in the approval. c. An arrival may be changed from one parallel runway to the other as long as visual separation can be applied from all other aircraft under LC(x) control. When the traffic is changed to a different runway, coordination between LC1 and LC2 is required Departure Runway Headings Runway headings for Turbojet and Turboprops for Runway 7L and 25R are Runway Heading. Turbojet and Turboprops departing Runway 16 or 34 shall be given a heading of 070 or 250 depending on prevailing winds. Props may be given fan headings based on volume and need for separation. Fan headings are described in Table

23 Table

24 4 17 Arrivals a. All arrivals shall be sequenced to the primary runway, unless otherwise specified in the scratchpad. b. LC1 and LC2 shall provide visual separation, during VFR conditions, for simultaneous IFR arrivals to all runways. c. LC1 and LC2 shall have control of aircraft in the Tower airspace provided the operation does not affect the approach sequence. 24

25 d. All breakoff practice approach aircraft shall remain outside the Tower airspace. It is the Tower s responsibility to provide visual separation with the Tower traffic and any breakout traffic. e. Simultaneous landing and departing operations on intersecting runways are authorized Land and Hold Short Operations (LAHSO) a. LAHSO on RWY 7L, conducted simultaneously with operations on RWY 16/34 and LAHSO on RWY 16 conducted simultaneously with operations on RWY 7L R/25R L are authorized subject to the following conditions. 1. LAHSO may only be conducted under VFR, daytime conditions and the available landing distance (ALD) of the LAHSO RWY must be dry with no visible moisture. 2. LAHSO shall not be conducted when wind shear has been reported, or when wind shear has been reported in the ATIS. Operations may be resumed after 20 minutes has elapsed since the last report of wind shear. 3. There may be no tailwind of three (3) knots or greater on the hold short RWY. 4. LAHSO clearances shall only be issued to aircraft landing on RWY 16 to hold short of of RWY 7L/25R and RWY 7L to hold short of taxiway Whiskey. Landing distances on all other RWY sections are NOT sufficient to allow for hold short operations. 5. Traffic information shall be exchanged and a readback shall be obtained from the aircraft landing with the LAHSO clearance. Aircraft conducting closed traffic operations need only be advised once that LAHSO is in effect Acknowledgement of the current ATIS meets this requirement. 6. Aircraft may cross RWY 16 on RWY 7L/25 and points south while LAHSO is being conducted on RW 16. No other operations on the LAHSO RWY are authorized. 7. For aircraft to be eligible to be issued a LAHSO clearance, the aircraft Group Designator assigned to the aircraft type/id must conform to Table

26 Table Table 4 4 encorporated Group Designators and eligible Runways for LAHSO. Table 4 4 b. Available Landing Distance (ALD) The measured distance from the landing threshold of RWY 16 to the intersection of RWY 7L/25R is 2,900 feet. The measured distance from the landing threshold of RWY 7L to the intersection of taxiway Whiskey is 7,500 feet. (See Figure 4 2) 26

27 Figure

28 Chapter 5. Daytona Beach ATCT Ground Control 5 1. Position Duties and Responsibilities Ground control is responsible for the safe and expeditious movement aircraft on the airport movement areas, excluding the designated active runway(s). 5 2 Frequency Information Primary Frequencies: GC GC The combined frequency shall be GC Area of Jurisdiction The GC1 and GC2 area of jurisdiction includes all airport movement areas, excluding the designated active runway(s). See Figure

29 Figure

30 5 4. Transfer of Control Point and Runway Crossings a. The transfer of control point for northbound traffic is the hold short line south of RWY 7L/25R. The transfer of control point for southbound traffic is the north edge of Taxiway Papa at Taxiway Echo and RWY 16/34. GC1 shall coordinate with GC2 for all other southbound crossings. Forward the flight strip prior to the aircraft reaching the transfer control point. b. Runway Crossings. 1. GC1 shall be responsible for RWY 7L/25R crossings. GC2 shall be responsible for RW 7R/25L crossings. 2. Runway crossings shall be coordinated with LC1 and LC Arrival Procedures Issue taxi instructions to the arriving aircraft. 5 6 Departure Procedures a. During times of heavy volume, taxi all northbound props to RWY 7L/25R and southbound props to RWY 7R/25L. b. Coordinate intersection departures with LC. Consider utilizing the flight strip for this coordination. See Figure 5 2 for Intersection Departure Distances. 30

31 Figure 5 2. DAB International Airport Intersection Departure Distances 5 7 Traffic Management The preferred ground traffic flow is southbound on Taxiway Echo and northbound on Taxiway Whiskey Push Backs and Startups Aircraft calling for push backs and/or startups shall be instructed to do so at their own discretion and contact when ready to taxi. Aircraft may be advised of the runway to expect. Daytona Beach Ground Control is not responsible for ramp areas. 31

32 5 9. ATIS or Departure Information Aircraft that call without the current ATIS shall be instructed to get the current ATIS or be provided with the appropriate departure information. The required departure information is: the active departing runway (issued with taxi instructions), current wind, and altimeter. 32

33 Figure 5 3. Daytona International Airport Ramp Map Sheltair, Yelvington, Lynch Air, Commonwealth and Embry Riddle depicted. 33

34 Chapter 6. Daytona Beach ATCT Clearance Delivery 6 1 Position Duties and Responsibilities Issue all clearances from the Daytona Beach International Airport. 6 2 Frequency Information Primary Frequency: Departure Instructions a. Assign initial altitude assignments in accordance with Table 6 1. b. Assign the ROYES Departure SID to all Turbojets/Turboprops transitioning to the north and the LAMMA Departure SID transitioning to the south. c. If unable to accept a SID, clear as filed d. IFR Aircraft should be advised to climb to the initial altitude as depicted in Table 6 1 and to expect the requested cruise altitude one zero minutes after departure. Table 6 1. Initial Altitude Assignments at Daytona Beach International Airport e. If Multiple IFR practice approaches are requested, the clearance limit shall be the first requested approach field. f. Assign the departure frequency in concordance with Table 6 2. g. Issue beacon code to all aircraft. 34

35 Table 6 2 Departure Frequencies RWY 7 RWY 25 RWY 16 RWY 34 MATEO Arrival ROYES SID IFR/VFR to N, NE, NW IFR/VFR to N, NE N/A ROYES SID heading 070 IFR/VFR to N, NW, NE LAMMA Arrival LAMMA SID ROYES SID, LAMMA SID IFR/VFR to S, SE, SW, W, NW All Departures LAMMA SID, ROYES SID Heading 250 IFR/VFR to S, SE, SW, W FINAL Arrival IFR/VFR Practice Approaches in the DAB ATCT IFR/VFR Practice Approaches in the DAB ATCT IFR/VFR Practice Approaches in the DAB ATCT IFR/VFR Practice Approaches in the DAB ATCT 6 4. Closed Traffic Aircraft requesting to remain in the pattern (Closed Traffic) will be issued a discrete beacon code as phrased below: N123, Daytona Beach Delivery. Maintain VFR in the traffic pattern, squawk 2601." 6 5. Expected Departure Clearance Time (EDCT) and Gate Holds During periods of busy events, the departure controller may place an EDCT on the aircraft. Aircraft with an EDCT will have one visible in their flight plan under remarks or be verbally coordinated. Advise the aircraft of their wheels up time. Instruct the aircraft that Gate Hold procedures are in effect IAW Paragraph Departure Delay Information. Instruct the aircraft to contact ground control for engine start time and that their expected engine start time is 35

36 15 minutes prior to their EDCT Readbacks IAW FAAO , clearance readbacks are not required and only an acknowledge must be received. Any information readback must be verified correct. If no information readback, simply instruct the aircraft to contact ground for taxi. If a readback is completed, inform them that their readback was correct or correct the incorrect information. If the readback was correct, have them contact ground for taxi. Do not issue departure runway, ATIS code, altimeter, wind or any other information. Inform them readback correct and to contact ground for taxi. Aircraft requesting this information should be given the ATIS frequency. 36

37 Chapter 7. Controlled Satellite Field Operations 7 1. Positions Positions may be found on the ZJX website under Controllers and Positions. These positions operate controlled satellite tower cabs within the DAB ATCT complex Releases All departing IFR aircraft, SVFR aircraft, and VFR aircraft requesting flight following must receive a release from the appropriate departure controller. The release from the departure controller will specify the departure heading. If the departure heading is not given, runway heading will be assigned to all IFR and SVFR departures. VFR aircraft will never be assigned a departure heading outside of Class C and B airspace and should be given pattern exit instructions as normal Standard IFR Clearances Aircraft shall be cleared as filed in all circumstances unless otherwise coordinated with by the Departure Controller. Do not use the words via radar vectors unless instructed to do so by the Departure Controller. Aircraft departing from satellite airports shall receive an initial climb altitude of 2000 unless otherwise coordinated VFR Departures Unless VFR aircraft are receiving flight following, they shall be instructed to squawk VFR and sent to CTAF once clear of conflict after departure. 37

38 Appendix Appendix A Approach Scratchpads Type Localizer RNAV Z RNAV Y ILS VOR TACAN NDB Visual Overhead Break Letter L G Y I R T N V B Appendix B Delivery Scratchpad Entries Name VFR Flight Following LAMMA ROYES Abbreviation FF L R 38

39 Appendix C Video Map Description ASR ATCT MAP DAB CLASS C CLASS D D34 RNAV RW34 DAB EAST OPS RNAV DED HIGH AIRWAYS LOW AIRWAYS MVA NASA A NASA B NASA C OMN XMR RNAV PALATKA RESTRICTED AIRSPACE R2935 RNAV DAB RNAV FIN OMN RNAV FIN TIX SATELLITE APPROACHES SGJ SHELF TOWER VFR MAP 39

40 WEST OPS X50/7FL6 FINAL 40

41 Appendix D Radar Identifiers for Interfacility Handoffs Jacksonville ATCT CALLSIGN FREQUENCY SECTOR DESC. ID TAG JAX_N_APP North 3N 3 JAX_S_APP South 3S 3 JAX_J_APP Final 3J 3 JAX_L_APP Satellite 3L 3 JAX_V_APP Vitts 3V 3 F11 TRACON CALLSIGN FREQUENCY SECTOR DESC. ID TAG MCO_E_APP Dep Radar East 4E 4 MCO_W_APP Dep Radar West 4W 4 MCO_B_APP Arr Radar Bitho 4B 4 MCO_L_APP Arr Radar Leese 4L 4 MCO_M_APP Arr Radar Monitor 4M 4 MCO_D_APP Sat Radar Disney 4D 4 MCO_K_APP Sat Radar Kape 4K 4 MCO_N_APP Sat Radar North 4N 4 MCO_S_APP Sat Radar South 4S 4 41

42 ZJX En Route CALLSIGN FREQUENCY SECTOR DESC. Altitudes ID TAG JAX_10_CTR METTA LOW SFC 230 C10 C JAX_13_CTR ASHBURN LOW SFC 230 C13 C JAX_15_CTR OCALA LOW SFC 230 C15 C JAX_30_CTR NEPTA HIGH 240 UNL C30 C JAX_33_CTR TORRY HIGH 240 UNL C33 C 42