VATUSA Approval 3/21/18

PANC SOP beta 1.0 2/30/2018 Ted Stevens Anchorage International Airport - PANC Air Traffic Control Tower STANDARD OPERATING PROCEDURES SUBJ: PANC SOP This order provides direction and guidance for the day-to-day operations of the Anchorage Control Tower and prescribes air traffic control procedures and phraseology. Controllers are required to be familiar with the provisions of these procedures. This document is only to be used in a simulated environment. This document shall not be referenced or utilized in live operations in the National Airspace System (NAS). The Anchorage ARTCC, VATUSA, and VATSIM do not take any responsibility for uses of this order outside the simulated environment. Daryl Hudnall Anchorage ARTCC Air Traffic Manager Kenneth Haught Anchorage ARTCC Deputy Air Traffic Manager Brin Brody Anchorage ARTCC Training Administrator Published by VATUSA Anchorage Air Route Traffic Control Center for use within VATSIM. Not for real world use. VATUSA Approval 3/21/18

1-1: Runway Configurations Section 1: Airport Operations Anchorage Local control shall be responsible for determining the active runways and flows. The standard runway configurations (or flows) at PANC are as follows: Calm (North) Ops: Depart runway 33 (7L or 7R as required). Land runway 7L, 7R. South Ops: Land and depart runway 15 (Depart 25R as required/requested. Land runway 7R as required/requested). Arrivals to runway 33 may be approved following coordination between the ATCT and the TRACON, and with agreement from both. IFR departures from runway 7L and 7R and arrivals to runway 33 are not recommended and should only be issued as per pilot request, if practical. Runways with a tailwind component of 10kt or greater shall not be used during normal operations. 1-2: Positions and Frequencies The following are approved frequencies for use in the PANC ATCT: Position Radio Name Frequency Vox Channel ANC_DEL Anchorage Clearance 119.400 ANC_D ANC_GND Anchorage Ground 121.900 ANC_G ANC_TWR Anchorage Tower 118.300 ANC_T Refer to the current ZAN reference document for a full list of ZAN positions. Note: In order for Anchorage Clearance to be opened, Anchorage Ground position must be open and operational..

2-1: IFR Initial Altitudes Section 2: Clearance Delivery All IFR departures not departing runways 7L, 7R, with a final cruise altitude above 4000 shall be assigned an initial altitude of 4000 and to expect final cruise altitude 10 minutes after departure. IFR departures departing runways 7L, 7R, with a final cruise altitude above 15000 shall be assigned an initial altitude of 15000 and to expect final cruise altitude 10 minutes after departure. Aircraft with a final cruise altitude of 4000 or lower shall be assigned their final altitude as long as it complies with the MVA/MORA/MOCA/MEA/MIA as required. Should be coordinated with CTR where possible and/or necessary. Aircraft on a SID shall be assigned altitude instructions as per the table below: SID RUNWAY(S) ALTITUDE ANC# 33, 25R, and 15 MAINTAIN 4000 ANC# 7L and 7R MAINTAIN 15000 FFITZ# 33 and 25R CLIMB VIA SID, EXCEPT MAINTAIN 4000 KNIK# 7L and 7R MAINTAIN 15000 NOEND# 33 CLIMB VIA SID, EXCEPT MAINTAIN 4000 TURNA# 33 CLIMB VIA SID, EXCEPT MAINTAIN 4000 2-2: Departure Frequencies During reduced staffing operations, departure frequency shall be with either ANC_N_APP, or ANC_CTR, unless otherwise stated. 2-2-1: Full Staffing Operations During NORTH flow, departure frequency shall be with ANC_N_APP (118.6). This does not apply to aircraft on the TURNA# SID. That departure shall utilize ANC_S_APP (126.4). During SOUTH flow, departure frequency will be with ANC_S_APP (126.4). Exceptions to these are to be coordinated on a case-by-case basis.

2-3: Departure Procedures All aircraft, unless otherwise unable, should be issued a departure procedure according to the table below. NAME RWYS TRANSITION DIR ANC# 33 & 15 FILED ROUTE N/S FFITZ# (RNAV) 33, 25L & 25R N/A W/NW/N KNIK# 7L & 7R FILED ROUTE NE/N/NW NOEND# (RNAV) 33 N/A E/SE/NE TURNA# 33 FILED ROUTE SE/S/SW Note: TURNA# departure restricted to aircraft weighing less than 17500lbs. 2-4: ARTCC Preferred Routing All aircraft, unless otherwise unable, should be issued routing to major airports listed according to the table below. CODE ROUTE ALTITUDE PAFA (RNAV) ANC# CAWIN LIBER# FL210 - FL270 (Odd FLs) (NON-RNAV) ANC# BGQ V438 FAI PAJN (RNAV) NOEND# NOEND CUSHI FL310 - FL370 (Odd FLs) (NON-RNAV) ANC# JOH J501 YAK J541 SSR PHNL ANC# ODK 56N52 53N53 49N54 45N55 39N56 32N57 27N57 ZIGIE MAGGI# FL310 OR FL350 For additional reference, any of the top routes found on the Flight Aware website are considered preferred by ZAN: http://flightaware.com/statistics/ifr-route When a pilot cannot accept preferred routing, controller judgement and discretion is advised. If necessary, vectors through similar flight paths may be used in lieu of a preferred route. Nonpreferred routing is authorized if approved by all CTR controllers whose airspace they pass through. 2-4-1: Required Routing Coordination Except when preferred routing applicable, Clearance Delivery is required to coordinate all IFR flight plans that begin with waypoints in Anchorage Center airspace that are not transitions off of a SID. This does not apply to the following fixes: JOH, MDO, ENA, HOM, SQA, ILI, NODLE, CAWIN 2-5: VFR Closed Traffic Aircraft requesting closed traffic shall be assigned a discrete squawk code prior to release for taxi. Clearance Delivery shall enter the word PATTERN in the aircraft s flight plan route, along with any other restrictions and limitations.

2-5: VFR Departures Unless otherwise requested by the pilot or required by the overlying radar controller, all VFR departures are assumed to not have flight following outside of the charlie airspace and should be switched to the advisory frequency once clear of the airspace and any nearby traffic. All VFR departures shall be issued a departure frequency and squawk code. Unless otherwise coordinated, VFR aircraft should be instructed to maintain VFR at or below 4000 in order to avoid IFR traffic. Additional restrictions can be imposed by A11 TRACON or Anchorage local control. Clearance Delivery shall create flight strips to include aircraft type, departure, route of flight, and destination if known, along with the appropriate scratchpad. 2-6: Scratchpad Entries Local control shall ensure scratchpad entries are set for ALL departures as follows. Condition VFR w/ Flight following KNIK# NOEND# ANC# FFITZ# Radar Vectors Entry VFF Next fix NOD Next fix FFT H### (replace ### with assigned heading) Scratchpad entries may be adjusted on a case-by-case basis as coordinated between the PANC ATCT and the A11 TRACON.

2-7: Pre-Departure Clearances (PDCs) PDC operations are authorized at PANC. PDCs may be issued to all IFR aircraft that do not require an amendment to their flight plan routing or altitude. Aircraft that require amendments will be required to go through the standard IFR clearance process. PDCs may be accessed through the ZAN Alias file. Commands are as follows: Alias Command Result.PSB.PDC1 RWY FREQ DEP.PDC2 STAND BY FOR PRE-DEPARTURE CLEARANCE VIA PM. IF UNABLE PM ADVISE. PRE-DEPARTURE CLEARANCE START CALL SIGN: $aircraft TYPE: $type($aircraft) DEP: $dep ARR: $arr TRANSPONDER: $squawk MAINTAIN ALTITUDE: $alt APPROVED ROUTE: $route Maintain 4,000 EXPECT RWY $1 DEP FREQ $2 RMKS: DEPARTURE $uc($3) ADDITIONAL INFO: >>CONTACT APPROPRIATE CONTROLLER WITH ASSIGNED TRANSPONDER CODE AND CURRENT ATIS FOR TAXI.<< THIS MESSAGE SERVES AS YOUR PRE-DEPARTURE CLEARANCE. NO NEED TO REPLY UNLESS YOU HAVE QUESTIONS -END-.PSB should be used first, to alert the aircraft. This should be followed by the PDC1 command, then the PDC2 command. Aircraft will contact clearance delivery/ground with questions. PDC Notes: 1) If amendments are necessary coordination with the pilot is REQUIRED before issuing clearance either via PDC or voice/text. 2) PDC use only authorized for IFR flight plans for commercial aircraft.

3-1: General Section 3: Ground Control Ground should always use their best judgement when issuing taxi instructions. When necessary for appropriate taxi flows during high levels of traffic, Local may coordinate specific taxi routes as necessary. Ground should not specifically instruct aircraft to contact Local for departure, where possible. Aircraft are expected to contact tower when ready for departure on their own.. For VATSIM purposes, it may be necessary to instruct an aircraft to contact Local if pilot reports they are ready for departure on Ground frequency. 3-2: Runway Crossings All active runway crossings must be coordinated with, and approved by, local except when blanket crossing has been coordinated between Local and Ground controllers. By default the aircraft shall remain on ground frequency with ground notifying local once the aircraft has completely crossed the runway. Local may request aircraft to switch to their appropriate frequency due to traffic at their discretion. Ground should expect arrivals from 7R to cross 7L with Local, and call holding short of taxiway K. Local should instruct aircraft to do the same. Local is responsible for all taxiways west of runway 33 and between runways 7L and 25R. 3-3: Ramp Control Except in cases where an aircraft shall push back onto an active taxiway, Ground shall not give pushback and startup instructions to aircraft, and inquiring aircraft shall be told that "pushback and startup is at pilot's discretion". Ground may provide a direction for push, if requested or deemed necessary. This is given as push tail (east/west/north/south). Pilots are expected to call Ground for push back onto active taxiways. To the extent possible, Ground should avoid giving complicated pushback clearances. PANC does not have a dedicated ramp control frequency for use by VATSIM ATC.

3-4: Preferred Taxi Routings Aircraft on the ground at PANC should be routed as follows, if possible. Ground may override these at any time. Runway crossings not specified, and are must be coordinated between Ground and Local. Origin Destination Route North Terminal/ Lake Hood Taxiway South Terminal/ North GA Runway 33 Runway 33 E, G, K K North Cargo Runway 33 R, K South GA Runway 33 F, E, K Lake Hood Taxiway Runway 15 V, R, Q North Terminal Runway 15 E, V, R, Q South Terminal/ North GA Runway 15 K, E, V, R, Q North Cargo Runway 15 R, Q South GA Runway 15 F, E, V, R, Q Runway 33 Runway 33 North Terminal/ Lake Hood Taxiway South Terminal/ North GA R, V, E R, V, E, K Runway 33 North Cargo R Runway 33 South GA R, K, E, F Runway 15 Runway 15 North Terminal/ Lake Hood Taxiway South Terminal/ North GA R, V, E K Runway 15 North Cargo R Runway 15 South GA K, E, F

4-1: Intersection Departures Section 4: Local Control Intersection Departures are approved at Local s discretion or pilot request. Remaining distance is not required to be given for runway 33 at K. All other Local initiated intersection departures must be given distance remaining. Distances in the table below: Takeoff Distance RWY K L M U T S Q 33 10937 10329 8506 4860 3645 1822 0 15 607 1215 3645 6683 7898 9721 11544 4-2: LAHSO and LUAW Land And Hold Short Operations (LAHSO) are not authorized at PANC. Line Up and Wait Operations (LUAW) are approved at Local s discretion dawn thru dusk. Runway 33 may utilize LUAW procedures at all times provided it is being used as a departure only runway (no approaches are currently being conducted to runway 33). 4-3: IFR Departure Headings Aircraft departing on a DP shall not be assigned any headings from Local and are assumed to fly the appropriate departure routing as published. Issue instructions for FFITZ# and NOEND# departures as follows. Runway Departure Instruction 33 NOEND# RNAV to EGKAJ 33 FFITZ# RNAV to ISACC 25 R/L FFITZ# RNAV to VUYWO For all other IFR departures the following table should be used. Runway Departure Instruction All runways ANC# Fly the ANC# Departure 33 Radar Vectors Fly Heading 300 15 Radar Vectors Fly Heading 200 25R Radar Vectors Fly RWY Heading 7L All except ANC#/KNIK# Turn Left Heading 300

For sequencing and spacing purposes, A11 may require departure headings other than standard. This will be communicated by the departure controller. 4-4: VFR Departure Instructions VFR instructions are controller s discretion but should be coordinated with departure control if non-standard from the current traffic flow. Local should instruct aircraft to resume own navigation or proceed on course as soon as practical and safe. Avoid keeping VFR aircraft on assigned departure headings for long periods of time. 4-6: Departure Releases Departure releases are not generally required at PANC, though rolling calls are required. A11 TRACON may require departure releases at any time. If departure control is marked as.break (callsign pink in controller window), local must obtain departure releases for all IFR departures, unless otherwise coordinated. 4-7: Transfer to Departure Local shall handoff all IFR aircraft to Departure once an aircraft establishes a positive rate through 500 ft or by ½ NM off the end of the departure runway, whichever comes first. 4-8: Missed Approaches 7L&7R - 2000ft, 230 15-2000ft, 200 33-4000ft, 330 Aircraft shall be instructed to maintain the above altitudes and headings or; Fly published missed approach and contact the appropriate approach controller. 4-9: Handoffs Approach shall drop track after instructing aircraft to contact local. During peak traffic loads this may be accompanied by either voice or text notification to local that the aircraft has been switched to their frequency.. VFR arrivals without radar identification (untracked VFR) shall be only verbally handed off to local control. 4-10: In-Trail Separation Local should use timed departures in order to provide separation for departure and center control for same track/direction aircraft. For non-heavy aircraft, 2 minutes of separation may be used. For heavy, jumbo, or super aircraft, 3 or more minutes of separation may be used. Increase or reduction of separation times is approved at departure s discretion.

5-1: General Section 5: Flight Strip Use Use of flight strips is approved and recommended for all controllers in the Anchorage Tower Cab. Unless otherwise coordinated, controllers should push the flight strip for an aircraft to the next controller. These should be pushed at the following times: Origin Position Receiving Position Situation Clearance Delivery (DEL) Ground (GND) IFR clearance received, read back, instructed to contact Ground for taxi Ground (GND) Local (TWR) Aircraft has switched to local control frequency; instructed, or when in sequence Local (TWR) Ground (GND) Aircraft clear of active runways, not a conflict with any currently local-controlled movement areas or aircraft Local control should not push flight strips to A11 departure unless otherwise coordinated between controllers. A pushed flight strip may indicate to the receiving controller that the aircraft will contact them, or is monitoring the frequency. It also delegates control of the aircraft to the receiving controller.

6-1: General Section 6: Lake Hood Operations Control over the Lake Hood Seaplane Base/Airstrip (PALH) is delegated to Anchorage Local control unless separately staffed. Local will therefore be responsible for all IFR and VFR clearances, use of movement areas, and takeoff/landing instructions. 6-2: Movement Areas Designated movement areas are East Sealane, West Sealane, and Lake Hood Channel. East Sealane is designated for taxi only, while West Sealane is designated for arrival/departure operations. Lake Hood channel may be used for all operations at the pilot s discretion based on prevailing conditions. All other areas of the lakes are non-movement/non-controlled areas. East Sealane is defined as the channel north of Gull Island which runs from Lake Hood to Lake Spenard. West Sealane is defined as the channel south of Gull Island which runs from Lake Hood to Lake Spenard. Lake Hood channel is defined as the North/South channel which runs vertically in the lake basin.

6-3: Arrivals Arrivals should land east on West Sealane if wind <5 kts. Otherwise landing may occur in pilot preferred direction on either West Sealane or Lake Hood Channel (E/W or N/S per above). 6-4: Departures All IFR and VFR aircraft require an assigned beacon code before departing. Departures should depart west on West Sealane if wind <5 kts. Otherwise departures may occur in pilot preferred direction on either West Sealane or Lake Hood Channel (E/W or N/S per above). Departing traffic should be issued heading 340 for departure or as coordinated with A11. All IFR departures require release from A11. Aircraft climbing above 1000 MSL should be instructed to contact appropriate A11 controller once established in climb if not conducting local pattern. This MUST be accomplished before aircraft exit PANC Class C SFC area and/or PALH class D area laterally, or before climbing above 2500 MSL if flight path is 360 CCW 070 degrees. In addition all aircraft 360 CW 070 below 2500 MSL must contact either MRI_TWR or A11 if staffed before entering PAMR class D airspace. 6-5: Lake Operations (Taxi) All taxi movements other than those conducted in the East Sealane are at pilots own risk and/or discretion. 6-6: Lake Hood Strip Preferred departure/arrival runway is runway 31, if PANC utilizing other than normal ops pilots may utilize 13 at their discretion. All IFR departures require release from A11. Aircraft climbing above 1000 MSL should be instructed to contact appropriate A11 controller once established in climb if not conducting local pattern. This MUST be accomplished before aircraft exit PANC Class C SFC area and/or PALH class D area laterally, or before climbing above 2500 MSL if flight path is 360 CCW 070 degrees. In addition all aircraft 360 CW 070 below 2500 MSL must contact either MRI_TWR or A11 if staffed before entering PAMR class D airspace. VFR pattern aircraft shall be maintained west of runway 13/31 but east of PANC RWY 33. Use caution when traffic operating on Lake Hood as conflict is possible. All IFR routing to major fields from Lake Hood should be issued along the same routes as at PANC (See 2-3: Preferred Routing ). Only the runway is a movement area, all taxi operations at the strip are conducted at pilot s own risk.