PITTSBURGH ATCT STANDARD OPERATING PROCEDURES

Transcription

1 ORDER PIT ATCT I PITTSBURGH ATCT STANDARD OPERATING PROCEDURES August 1, 2014 VATUSA CLEVELAND ARTCC

2 VIRTUAL AIR TRAFFIC SIMULATION NETWORK VIRTUAL AIR TRAFFIC SIMULATE NETWORK UNITED STATES DIVISION PITTSBURGH TOWER NORTHEASTERN REGION PIT ATCT I SUBJ: Pittsburgh Tower Standard Operating Procedures This order prescribes standard operating procedures for use by Air Traffic Control Specialists at Pittsburgh Tower and TRACON on the VATSIM network. Controllers are required to be familiar with the provisions of this order that pertain to their operational responsibilities and to exercise their best judgment if they encounter situations not covered herein. It is emphasized that information continued herein is designed and specifically for use in the virtual controlling environment. It is not applicable, nor should be referenced for live operations in the National Airspace System (NAS). The procedures continued within this order document how the positions are to be operated and, in conjunction with FAA Order , , and , will be the basis for performance evaluations, training, and certification. Mike Scott Air Traffic Manager VATSIM Cleveland ARTCC

3 Order Record of Changes Change Description Effective Date Issued By Distributed: PIT FOR SIMULATION USE ONLY Page i

4 TABLE OF CONTENT CHAPTER 1. ADMINISTRATIVE... 1 SECTION 1. INTRODUCTION... 1 PURPOSE DISTRIBUTION CANCELLATION EXPLANATION OF CHANGES EFFECTIVE DATE... 1 SOFTWARE UTILIZATION... 1 CHAPTER 2. GENERAL... 2 SECTION 1. FACILITY... 2 EQUIPMENT... 2 OPERATIONAL POSITIONS AND ASSOCIATED FREQUENCIES... 2 PIT CLASS B MAP... 3 AIRPORT DIAGRAM... 4 TERMINAL GATES AND AIRLINES... 5 TRANSFER OF COMMUNICATIONS... 6 DEPARTURE COORIDORS... 6 REDUCED SEPARATION PROCEDURES... 7 LAND AND HOLD SHORT... 7 MULTIPLE APPROACHES... 7 DIVERSE VECTOR AREA... 7 TOWER VISIBLE SEPARATION (TVS)... 8 LINE UP AND WAIT (LUAW) OPERATIONS... 8 TRANSFER OF POSITION RESPONSIBILITY... 9 CHAPTER 3. TOWER CAB POSITIONS SECTION 1. CLEARANCE DELIVERY GENERAL INFORMATION PRE-DEPARTURE CLEARANCE (PDC) ISSUE CLEARANCES TO VFR/IFR AIRCRAFT FLIGHT STRIPS BEACON CODE ASSIGNMENTS SECTION 2. GROUND CONTROL GENERAL INFORMATION ENSURE SEPARATION PLAN GROUND MOVEMENTS CONFIRM POSITION RUNWAY CROSSINGS INTERSECTION DEPARTURES FLIGHT STRIPS TAXIWAY RESTRICTIONS STANDARD TAXI ROUTES Distributed: PIT FOR SIMULATION USE ONLY Page ii

5 RESTRICTED SPACE JURISDICTION SECTION 3. LOCAL CONTROL GENERAL INFORMATION RESPONSIBILITIES RUNWAY USAGE SECONDARY RUNWAY RELEASE COORDINATION FOR DEPARTURE RELEASES FLIGHT STRIP SPECIAL VFR REQUESTS DEPARTURE INSTRUCTIONS INTERSECTION DEPARTURES TAKEOFF CLEARANCE ARRIVAL INSTRUCTIONS INITIAL TAXI CLEARANCE RUNWAY CROSSINGS GO AROUNDS AND MISSED APPROACHED CHAPTER 4. APPROACH CONTROL SECTION 1. GENERAL GENERAL DETAILS BEACON CODE ASSIGNMENT DEPARTURES ARRIVALS HANDOFFS SECTION 2. AIRSPACE AIRSPACE JURISDICTION ARRIVAL AND HOLD FIXES DEPARTURE ROUTES DEPARTURE AIRSPACE JURISDICTION ARRIVAL AIRSPACE JURISDICTION Distributed: PIT FOR SIMULATION USE ONLY Page iii

6 CHAPTER 1. ADMINISTRATIVE SECTION 1. INTRODUCTION PURPOSE. This order, in accordance with and supplementary to FAA Order , establishes the procedures that are to be used for operating the positions within the Pittsburgh ATCT and TRACON. The procedures contained within this order document how the positions are to be operated in conjunction with FAA Orders regarding evaluation, training, and certification. Controllers are required to be familiar with the provisions of this order that pertain to their operational responsibilities. DISTRIBUTION. This order is distributed to PIT ATC personnel. CANCELLATION. Pittsburgh ATC and TRACON Standard Operating Procedures, dated September 1, 2012, is hereby cancelled. EXPLANATION OF CHANGES. The significant changes to this order are identified in the Explanation of Changes page(s). EFFECTIVE DATE. This order is effective August 1, SOFTWARE UTILIZATION ZOB has standardized on the Virtual Radar Client (VRC) as its operating software of choice. Any reference to software in this and other Facility Orders are written with VRC in mind. Controllers utilizing alternative VATSIM radar clients shall consult with ZOB Facility Engineer regarding the applicability of software settings to their client of choice. Distributed: PIT FOR SIMULATION USE ONLY Page 1

7 CHAPTER 2. GENERAL SECTION 1. FACILITY EQUIPMENT All equipment used in providing controlling services must be approved VATSIM software or approved ARTCC equipment Primary controlling equipment is the Virtual Radar Client (VRC) Supplemental equipment may be used as needed, including the Information Display System (IDS) and the Traffic Management Unit (TMU) Display Primary Air-to-Ground communications shall be through VRC. Inter-Facility communication shall be through VRC via voice or text. Intra-Facility communication shall be through the ZOB TeamSpeak Communication System, VRC Intercom, or VRC text Other online resources should be used for determining appropriate flight routes or other data the controller may need for providing services. OPERATIONAL POSITIONS AND ASSOCIATED FREQUENCIES All controllers shall adhere to the following standard when signing on in a PIT or AGC position: Position ID TAG Frequency Callsign Relief Callsign Voice Room Pittsburgh International Airport (PIT) North Local (L1) 1T T PIT_N_TWR PIT_N1_TWR PIT_ South Local (L2) 1L L PIT_S_TWR PIT_S1_TWR PIT_ South Ground (G1) 1R R PIT_S_GND PIT_S1_GND PIT_ North Ground (G2) 1G G PIT_N_GND PIT_N1_GND PIT_ Clearance Delivery 1M M PIT_DEL PIT_1_DEL PIT_ ATIS KPIT_ATIS -- KPIT_ATIS Pittsburgh TRACON (PIT) Departure South 1S S PIT_S_DEP PIT_S1_DEP PIT_ Arrival South 1D D PIT_D_APP PIT_D1_APP PIT_ Departure North 1A A PIT_A_DEP PIT_A1_DEP PIT_ Arrival North 1B B PIT_B_APP PIT_B1_APP PIT_ Note: Bold positions are primary and must be opened first. Remaining position are listed in order of priority. Distributed: PIT FOR SIMULATION USE ONLY Page 2

8 PIT CLASS B MAP The following illustrates the PIT CLASS B airspace as depicted on a VFR Sectional. Distributed: PIT FOR SIMULATION USE ONLY Page 3

9 AIRPORT DIAGRAM Distributed: PIT FOR SIMULATION USE ONLY Page 4

10 TERMINAL GATES AND AIRLINES Airline Gates Southwest A1 A10 AirTran United United Express Air Canada US Airways B26 B37 US Airways Express JetBlue C51 C61 Peoples Express American D76 D89 American Express Delta Delta Express Frontier International Flights C55, C57, C59, C61 (widebody) Distributed: PIT FOR SIMULATION USE ONLY Page 5

11 TRANSFER OF COMMUNICATIONS Transfer of communications to PIT Tower for aircraft executing an instrument approach must be not later than (NLT) the Final Approach Fix (FAF) Transfer of communications to PIT Tower for aircraft executing a Visual Approach (VA) or a Class B arrival must be NLT 5 Nautical Miles (NM) from the threshold of the landing runway. Aircraft should be transferred in order of landing. DEPARTURE COORIDORS Dependent on the direction or traffic flow, a Departure Corridor is an area of airspace east or west of the airport. The Corridor extends up to and including 5000 MSL. The airspace is the jurisdictional responsibility of Local Control (LC), but may be used by Departure as outline herein. These corridors are depicted on PIT Flow Maps and below of each flow LC must release departures on headings as close to on course as practical, and to remain within the corridor (confines of 360 to 190). On a west flow, LC must issue headings no further lest then 360 and no further right than 190. The following headings should be utilized unless otherwise coordinated. Initial Fix Heading West Flow BSV, EWC, TON, REC, JST 360 TVT, DILINE Runway Heading HLG, AIR, BURGS, CKB, AGC, MGW 190 East Flow EWC, BSV, DILINE, TVT 360 TON, REC, JST Runway Heading MGW, AGC, CKB, BURGS, AIR, HLG 190 Distributed: PIT FOR SIMULATION USE ONLY Page 6

12 2.7.2 Departure may vector within the Departure Corridors only as follows: a. On a West Flow, DS must make turns only in a counter-clockwise direction. DN must make turns only in a clockwise direction. Westbound departures remaining south of the CUTTA corridor and north of the WISKE corridor may be turned on course. b. On an East Flow, DS must make turns only in a clockwise direction. DN must make turns only in a counter-clockwise direction. REDUCED SEPARATION PROCEDURES Reduced longitudinal separation of 2.5 NM between aircraft established on the Final Approach Course (FAC) within 10 NM of the landing runway is authorized for all PIT runways except RWY 14. The following conditions must be met: a. The weight class of the leading aircraft is the same as or less than the trailing aircraft b. Heavy aircraft and the Boeing 757 are permitted to participate as the trailing aircraft only. LAND AND HOLD SHORT PIT Tower does not conduct Land and Hold Short Operations. MULTIPLE APPROACHES Instrument Landing Systems (ILS)/Visual Approaches (VA) to Parallel Runways When executing VA, maintain standard separation from traffic established on the adjacent ILS approach until the VA clearance has been issued and acknowledged by the pilot. a. Minimizing Aircraft Overshoot. When vectoring aircraft for a VA with traffic for a parallel runway, inform the aircraft that traffic is using the other runway. Example: Traffic is landing Runway 28L. b. When there is traffic for parallel runways, Arrival should not transfer communications of an aircraft to the Tower until after it is established on final, or until specific traffic has been issued to an aircraft on base leg or downwind ILS/VA to RWY 32/28R. In this operation, L1 must provide visual separation between a RWY 32 missed approach and traffic landing RWY 28R. The weather minimums are basic VFR (1,000/3) ATIS must contain the message Multiple approaches in use. DIVERSE VECTOR AREA Within a Diverse Vector Area (DVA), random vectors may be assigned to IFR aircraft below Minimum Vector Altitude (MVA) in accordance with the DVA procedure and facility directive. The PIT and AGC Standard Instrument Departure (SID) procedures establish Diverse Vector Areas. For obstruction clearance purposes, the following procedures must be used when applicable. a. Aircraft departing any runway at PIT or AGC and in a climb using standard climb gradient (200 feet/nm) may be vectored in any direction at or above 1,700 MSL. b. An aircraft assigned the PIT or AGC SID and climbing to an assigned altitude at or above the MVA may be given a vector at any time. Distributed: PIT FOR SIMULATION USE ONLY Page 7

13 c. DVA and obstruction clearance methods must be applied to IFR aircraft on a go around, break out, or missed approach as follows. i. Aircraft executing a go around at or beyond the runway threshold and climbing to an assigned altitude at or above the MVA may be randomly vectored once at or above 1,700 MSL. ii. Break out aircraft (aircraft taken off the FAC somewhere prior to the runway threshold) below the MVA must be assigned an altitude at or above the MVA and vectored to avoid depicted obstructions in accordance with FAAO , paragraph 5-6-3, Vectors Below Minimum Altitude. iii. Aircraft executing a published Missed Approach in accordance with an instrument approach procedure are provided obstruction clearance and specific climb out instructions. The aircraft may only be randomly vectored at or above the MVA. TOWER VISIBLE SEPARATION (TVS) Tower visibility must be 5 miles or greater, ceiling must be 1,000 feet or greater Arrivals: LC must provide visual separation of arrival aircraft from all other aircraft within 3 NM of the runway threshold through landing. Arrival may assume that aircraft are being separated by the Tower whenever wake turbulence separation is not required Departures: LC must provide visual separation of departures within the Departure Corridors until standard IFR separation is accomplished. LINE UP AND WAIT (LUAW) OPERATIONS The general requirement for conducting LUAW is contained in FAAO and Some of those requirements are included here for ease of reference When an aircraft is authorized LUAW, inform it of the closest traffic inbound to the same runway Do not authorize aircraft to simultaneously LUAW on the same runway Do not clear an aircraft to land, touch-and-go, option, or low approach on the same runway with an aircraft that has been cleared to LUAW until the aircraft in position starts takeoff roll Do not authorize LUAW if an aircraft has been cleared to land, touch-and-go, option, or low approach on the same runway When an aircraft is authorized to LUAW on a runway that intersects with another runway, traffic must be exchanged between that aircraft and any other aircraft that is authorized to LUAW, take-off, or arrive on the intersecting runway (s). Departing RWY 28L at Taxiway P does not intersect with RWY 32. Distributed: PIT FOR SIMULATION USE ONLY Page 8

14 a..luaw on RWY at night is prohibited at an intersection between sunset and sunrise unless RWY 28L is used for departures only. TRANSFER OF POSITION RESPONSIBILITY All personnel shall use the ZOB position relief checklist when transferring any position to another controller. Distributed: PIT FOR SIMULATION USE ONLY Page 9

15 CHAPTER 3. TOWER CAB POSITIONS SECTION 1. CLEARANCE DELIVERY GENERAL INFORMATION Monitor and operate communications equipment on specific position frequency as identified in section 2.2. PRE-DEPARTURE CLEARANCE (PDC) PDC may be used if requested by the pilot within the flight plan. Controllers shall use appropriate Alias dot command to issue the PDC and information. ISSUE CLEARANCES TO VFR/IFR AIRCRAFT Clearance Delivery controller should review all flight plan information for accuracy When flight plan/vfr departure information is received: a. Determine the type clearance required. b. Ensure all items are received and recorded. c. Verify pilot has the current ATIS IFR Departure Routing a. All NAVAIDs found in the Pittsburgh Standard Instrument Departure are recommended. Additional routing through outside fixes not found on the Pittsburgh SID may be approved IFR Departure Initial Climb Assignment a. All IFR jet departures will be assigned an initial climb of 5,000 feet and propeller departures 4,000 feet. Departing aircraft filing less than 5,000 feet as a cruise altitude may expect an initial climb to their filed cruise altitude. Indicate higher may be expected in 10 minutes after departure VFR Departures a. All VFR outbound aircraft are to be assigned a departure frequency based on direction of flight, beacon code, and jet departures may expect 5,000 feet and propeller 3,000 feet, regardless of altitude filed, the aircraft may expect higher following handoff to Pittsburgh TRACON. b. VFR aircraft requesting to remain in the pattern will be assigned a discreet squawk code; no altitude needs to be specified for this request. c. Assign the departure frequency , except assign for aircraft entering DN airspace when DN is staffed. Distributed: PIT FOR SIMULATION USE ONLY Page 10

16 FLIGHT STRIPS Clearance may use flight strip annotations for personal reminders only. These should be removed prior to pushing the flight strip to other controllers After you have completed issuing the clearance, push the flight strip to the ground controller, or tower controller if ground is offline. BEACON CODE ASSIGNMENTS Pittsburgh Tower Beacon Code Allocation Blocks Code Block Usage Local VFR or IFR Codes Local VFR or IFR Codes Distributed: PIT FOR SIMULATION USE ONLY Page 11

17 GENERAL INFORMATION SECTION 2. GROUND CONTROL Monitor and operate communications equipment on specific position frequency as identified in section Local Control is responsible for all aircraft crossing the runway. After crossing, aircraft shall be instructed to contact Ground Control on either frequency (G1) or (G2). ENSURE SEPARATION Do not allow aircraft to proceed on to a runway without transfer of control or approval by the Local Controller. PLAN GROUND MOVEMENTS Develop and implement a plan that will ensure a safe and orderly flow of traffic the following: a. Projected traffic flow. b. Aircraft requests. c. Taxi routes available. d. Runways in use. e. ESP, EDCT, and other flow restrictions. f. Weather. g. Construction and closed taxiways (as simulated). CONFIRM POSITION When an aircraft calls for taxi or requests movement in your jurisdiction, verify the position by using the radar scope or by visually identifying the aircraft if using Virtual Tower. RUNWAY CROSSINGS Coordinate with the Local Controller when an aircraft is requesting to cross an active runway by stating their position and request Report completion of the requested operation in a timely manner. INTERSECTION DEPARTURES Ground control shall coordinate all intersection departures with the Local Controller Ground control is responsible for issuing distances remaining from intersections for aircraft assigned an intersection FLIGHT STRIPS Ground may use flight strip annotations for personal reminders only. These should be removed prior to pushing the flight strip to other controllers. Distributed: PIT FOR SIMULATION USE ONLY Page 12

18 After providing the pilot with a taxi instructions and ensuring the pilot is nearing the appropriate runway end, push the flight strip to Local Control. TAXIWAY RESTRICTIONS No two aircraft can pass on the midfield perimeter taxiways including TWY B/C, TWY D/E, and TWY T/V If both aircraft have a wingspan greater than 160 feet, one aircraft may not land or depart RWY 28C/10C if the other is taxiing on TWY E east of RWY 14/32. STANDARD TAXI ROUTES When two Ground Controllers are online, TWY T is for northbound and TWY V is for southbound, unless otherwise coordinated. RESTRICTED SPACE Due to restricted airfield space, do not authorize an aircraft to operate on RWY 28L east of RWY 32 while requiring the aircraft to hold short of RWY 32. JURISDICTION If two Ground Controllers are operating, the following describes and depicts that jurisdiction of responsibility Ground South (G1) issues clearances and instructions for aircraft operating on the airport movement area west of RWY 32 and south of the tunnel beneath TWYS V and T. Distributed: PIT FOR SIMULATION USE ONLY Page 13

19 Ground North (G2) issues clearances and instructions for aircraft operating on the airport movement area east of RWY 32 and north of the tunnel beneath TWYS V and T. Distributed: PIT FOR SIMULATION USE ONLY Page 14

20 GENERAL INFORMATION SECTION 3. LOCAL CONTROL Monitor and operate communications equipment on specific position frequency as identified in section Local Control is responsible for all aircraft crossing the runway. After crossing, aircraft shall be instructed to contact Ground Control on either frequency (G1) or (G2) Local Control shall divide jurisdiction as follows: a. Local South (L1) shall exercise control jurisdiction of RWYS 28L/10R, 28C/10C, and 14/32. b. Local North (L2) shall exercise control jurisdiction of RWYS 28RL/10L Local Control is delegated the authority to require hand-offs, when data is transferred from the TRACON to the Tower, when the Quick Look function is not operationally advantageous or when safety may be compromised. RESPONSIBILITIES Local control, within delegated airspace, is authorized the control responsibility for: a. Separation between successive departures. b. Separation between successive arrivals. c. Separation between arrivals and departures. d. Separation between missed approach/go-arounds and arrivals/departures. e. Separation between SVFR/VFR/IFR overflights and arrivals. f. Separation between SVFR/VFR/IFR overflights and departures. g. Issuance of initial headings. h. Issuance of visual approach clearances. i. Visual separation. RUNWAY USAGE West Flow shall include the use of the following configuration: a. Departure Runways: RWYS 28R, 28C, and 28L b. Arrival Runways: RWYS 28R, 28L, and East Flow shall include the use of the following configuration: a. Departure Runways: RWYS 10R, 10C, and 10L b. Arrival Runways: RWYS 10R, 10L, and Centerline Separation a. The centerlines of RWYS 10R/28L and 10C/28C are separated by 1,200 feet. b. The centerlines of RWYS 10L/28R and 10C/28C are separated by 4,300 feet. c. The centerlines of RWYS 10R/28L and 10L/28R are separated by 5,500 feet. Distributed: PIT FOR SIMULATION USE ONLY Page 15

21 SECONDARY RUNWAY RELEASE Local control must obtain releases for all secondary runway departures. COORDINATION FOR DEPARTURE RELEASES Automatic releases shall be standard practice at PIT unless PIT TRACON requests otherwise Request a release with the releasing controller using TeamSpeak or text and include the following: a. Initial routing (initial fix or VFR heading) b. Type aircraft c. How soon you can depart d. Phraseology: Pittsburgh Local, request release Dunkirk, B737, runway heading. B737 released. e. The released controller shall issue the appropriate departure heading off the ground or as coordinated. f. TRACON will approve or disapprove a departure release as traffic permits Release Definitions a. Departure Roll: The released or affected aircraft is on the runway, has been issued takeoff clearance, and has commenced takeoff roll. b. Rolling Call: The notification via pushing the flight strip that the released aircraft has begun departure roll. c. Releasing Controller: The controller who has been delegated the departure airspace needed by the other controller. d. Released Controller: The controller who has received a release to enter the delegated departure airspace. FLIGHT STRIP Local Control may use flight strip annotations for personal reminders only. These should be removed prior to pushing the flight strip to other controllers Local Control shall push the flight strip to the Departure or Center controller as the aircraft begins the takeoff roll Local control shall handoff communications as soon as practicable. SPECIAL VFR REQUESTS Fixed-wing special VFR is not authorized. Helicopter pilots may request SVFR and it can be granted as appropriate. Distributed: PIT FOR SIMULATION USE ONLY Page 16

22 DEPARTURE INSTRUCTIONS Local Control shall: a. Provide initial departure separation by assigning appropriate headings to all aircraft. b. After coordination with the departure controller, adjust headings as appropriate to achieve the proper track or required separation. c. Verbally coordinate non-standard headings and enter the heading via the scratch pad. INTERSECTION DEPARTURES Intersection departures may be initiated by a controller or a controller may authorize an intersection departure if a pilot requests. Issue the measured distance from the intersection to the runway end rounded down to the nearest 50 feet to any pilot who requests and to all military aircraft. TAKEOFF CLEARANCE All departing aircraft, IFR or VFR, are to maintain runway heading unless an assigned departure heading or direction has been coordinated with TRACON. If other than runway heading is assigned, Local Control shall make a Scratchpad entry indicating the assign departure heading prior to pushing the Flight Strip to the Departure or Center controller. ARRIVAL INSTRUCTIONS Local Control shall perform the following procedures prior to assuming control of approach sequenced arrival aircraft: a. When transfer of communications is completed, LC shall confirm the radar identification of each arrival by position correlation. b. Scan scratch pad information to correlate the type approach and runway assignment for each arrival. c. Ensure arrival aircraft have full data blocks displayed Local Control assumes control of arriving aircraft sequenced by approach control: a. ILS approaches at the final approach fix (FAF) b. Visual Approaches from the final approach fix (FAF). INITIAL TAXI CLEARANCE When arrival aircraft exits the runway, issue an initial taxi clearance that permits the aircraft to keep moving without infringing on the GC operation. RUNWAY CROSSINGS All runway crossing requests and instructions shall be coordinated either verbally or through the text box For authorization to cross an active runway, state the word CROSS followed by the runway designator and the intersection/point of crossing. Distributed: PIT FOR SIMULATION USE ONLY Page 17

23 GO AROUNDS AND MISSED APPROACHED Local control shall advise the radar sector which will provide radar services to the aircraft. Local control may climb the missed approach or go-around up to 4,000 feet and assign a heading to enter appropriate Departure Control airspace. The affected sector shall be advised prior to communication transfer. Distributed: PIT FOR SIMULATION USE ONLY Page 18

24 CHAPTER 4. APPROACH CONTROL SECTION 1. GENERAL GENERAL DETAILS The Pittsburgh TRACON serves arrival and departure operations in and out of PIT and its satellite fields. a. Controllers staffing Approach or Departure positions in the PIT TRACON shall meet the requirements set forth in the VATSIM Global Ratings Policy. b. PIT TRACON owns all the airspace within the boundary defined on the video map/sector file up to and including 14,000 feet. This does not include the airspace around any active Towers. c. If no PIT TRACON position is staffed, ZOB Enroute controllers, if online, shall assume responsibility for airspace within the PIT TRACON. If two or more ZOB Enroute controllers are online, coordination between them shall determine responsibility for PIT TRACON airspace. BEACON CODE ASSIGNMENT Class B departures, arrivals and overflights will be assigned FAA real-world codes as followed: Code Block Usage VFR and IFR Codes VFR and IFR Codes DEPARTURES Due to radar coverage, inform IFR traffic landing at BVI or HLG that radar service is terminated prior to switching to tower frequency Departure Turn Point (DTP) is defined as a point beyond which a jet aircraft may be turned. The DTPs are defined as followed: a. RWY 28R: 1.5 NM from the departure end b. RWYS 28L and 28C: 0.4 NM from the departure end of RWY 28L c. RWY 14: 1.5 NM from the departure end d. RWYS 10C and 10R: 2.5 NM from the departure end of RWY 10C During West Flow upon reaching or leaving 3,000 feet, and heading maybe assigned. Prior to reaching or leaving 3,000 feet, one of the following must apply: a. RWYS 28L and 28C i. Aircraft must be assigned heading 260 until reaching DTP. At or after the DTP, a heading from 190 through 260 may be assigned, OR ii. Aircraft must be assigned a heading from 320 through 350 at or after the departure end of RWY 28C, but not farther than 1 NM from the departure end of RWY 28L. Distributed: PIT FOR SIMULATION USE ONLY Page 19

25 b. RWY 28R i. Aircraft must be assigned a heading no further left than runway heading until reaching the DTP, OR ii. Aircraft must be assigned a heading no further right than During East Flow a. RWY 10L: Jet departures are authorized only when operationally necessary. Airport must be assigned heading 080 until leaving 3,000 feet. b. RWY 10C and 10R: Aircraft must be assigned runway heading until at or after the DTP. c. RWY 14: Aircraft must be assigned runway heading until at or after the DTP or 3,000 feet. A turn further right than 180 must not be issued until reaching or leaving 3,000 feet. ARRIVALS Avoid assigning initial descents of less than 6,000 feet MSL for aircraft landing at PIT, when possible Vectors for Visual Approaches a. The following reported weather criteria are required in order to initiate vectors for visual approaches at these controlled airports: i. PIT minimum ceiling 2,300and visibility 3 miles. ii. BVI and AGC minimum ceiling 2,300 and visibility 3 miles iii. HLG minimum ceiling 2,400 and visibility 3 miles. b. Aircraft executing visual approaches must be maneuvered to turn at least a 2 NM final, except RWY 28R traffic must be maneuvered to turn at least a 4 NM final. HANDOFFS All handoffs to Approach Control shall commence at or before the transfer-of-control point (TCP). Deviations may include verbal and/or written coordination or letter of agreement. a. ZOB Center will handoff all arrivals as indicated below with exception to aircraft that are filed for lower. Arrival Fix Altitude Restriction Prop < 210 KTS Prop 210 KTS or greater Jets GRACE 7,000 8,000 10,000 NESTO 6,000 7,000 10,000 WISKE or HLG VOR 6,000 7,000 10,000 CUTTA 9,000 9,000 10,000 b. Satellite Airport Arrivals i. North PIT satellites are defined as BTP, BVI, PJC, and 02G. ii. South PIT satellites are defined as AGC, AFJ, HLG, FWQ, and 2G2. Distributed: PIT FOR SIMULATION USE ONLY Page 20

26 Satellite Coming from: Must be routed via: Altitude North PIT BSV sector CUTTA 9,000 Satellites TON, CIP sector GRACE 4,000 IHD, MGW, HLG sectors EWC Jets over WISKE or NESTO 5,000 Props 10,000 Jets TON sector EWC 4,000 South PIT Satellites BSV sector CUTTA 9,000 Props 10,000 Jets CIP sector GRACE 6,000 10,000 Jets TON sector AGC arrivals must be routed via MKP 5,000 Other arrivals must be routed via AGC IHD sector NESTO 5,000 HLG sector AGC arrivals may be routed via MKP WISKE or HLG, except HLG arrivals may be routed via HLG or AIR 5,000 10,000 AGC Jets c. No radar handoffs shall not be initiated to Local Control. Departure Control should drop the radar tag and instruct pilot to contact tower on the appropriate frequency prior to entering Local Control airspace or at the FAF. Distributed: PIT FOR SIMULATION USE ONLY Page 21

27 SECTION 2. AIRSPACE AIRSPACE JURISDICTION Pittsburgh Approach Control Airspace and Areas of Jurisdiction is depicted below: Distributed: PIT FOR SIMULATION USE ONLY Page 22

28 ARRIVAL AND HOLD FIXES Distributed: PIT FOR SIMULATION USE ONLY Page 23

29 DEPARTURE ROUTES Distributed: PIT FOR SIMULATION USE ONLY Page 24

30 DEPARTURE AIRSPACE JURISDICTION Departure North West Flow Distributed: PIT FOR SIMULATION USE ONLY Page 25

31 4.9.2 Departure North East Flow Distributed: PIT FOR SIMULATION USE ONLY Page 26

32 4.9.3 Departure South West Flow Distributed: PIT FOR SIMULATION USE ONLY Page 27

33 4.9.4 Departure South East Flow Distributed: PIT FOR SIMULATION USE ONLY Page 28

34 ARRIVAL AIRSPACE JURISDICTION Arrival North West Flow Distributed: PIT FOR SIMULATION USE ONLY Page 29

35 Arrival North East Flow Distributed: PIT FOR SIMULATION USE ONLY Page 30

36 Arrival South West Flow Distributed: PIT FOR SIMULATION USE ONLY Page 31

37 Arrival South East Flow Distributed: PIT FOR SIMULATION USE ONLY Page 32