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Online Controllers Flights to/from ZLA

Departures (7)

Callsign Dep Arr Status ETA
KAL8208 KLAX RKSI Enroute 0242
AAL720 KLAX CYYT Enroute 2321
UAL489 KLAX KDEN Enroute 1953
DAL409 KLAX KLAS Departing
AAL7879 KLAX KMIA Departing
AAL354 KLAX KDFW Departing
N6451C KLAX KAVX Departing

Arrivals (8)

Callsign Dep Arr Status ETA
ISS943 LIMC KLAX Enroute 2324
SWR40 LSZH KLAX Enroute 2307
AFR72 LFPG KLAX Enroute 2326
ACA276 CYYZ KLAX Arriving
WOW173 BIKF KLAX Enroute 2133
SUR4097 KPHX KLAX Arriving
UAL420 KDEN KLAX Enroute 2024
AAL519 KSEA KLAX Departing

Los Angeles (SoCal) 15

Departures (1)

Callsign Dep Arr Status ETA
LOF221 KONT KSBA Departing

Empire (SoCal) 1

Arrivals (2)

Callsign Dep Arr Status ETA
DAL2255 KATL KSAN Enroute 2058
DLH466 EDDF KSAN Departing

San Diego (SoCal) 2

Arrivals (1)

Callsign Dep Arr Status ETA
N6451C KLAX KAVX Departing

Coast (SoCal) 1

Departures (1)

Callsign Dep Arr Status ETA
SWA3942 KLAS KPIT Enroute 1949

Arrivals (4)

Callsign Dep Arr Status ETA
VIR85 EGCC KLAS Enroute 2103
FFT1105 KMCO KLAS Enroute 2032
UAL547 KORD KLAS Enroute 2108
DAL409 KLAX KLAS Departing

Las Vegas 5

Departures (1)

Callsign Dep Arr Status ETA
N816DC KSBA KBGR Enroute 2207

Arrivals (1)

Callsign Dep Arr Status ETA
LOF221 KONT KSBA Departing

Santa Barbara 2

Arrivals (1)

Callsign Dep Arr Status ETA
AAL7457 KPHX KNYL Departing

Yuma 1
  • Flights To/From ZLA: 24
  • Flights in ZLA Airspace: 10
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    Controller Schedule

    June 17th, 2019

    Los Angeles Ground
    Severin Burkart

    Session with KB

    PDT: 16:00 to 17:30

    Zulu: 23:00 to 00:30

    Airspace Transponder and Communication Requirements

    Airspace Transponder and Communication Requirements

    “You are cleared into the class Charlie”

    Ever hear this? Ever say it? It’s easy to get into the habit of treating class C and class B airspace the same. They’re both marked in bold, impressive lines on the chart, and they both serve major airports with many jets. But there is a difference in the requirements a pilot needs to enter these airspaces.

    Requirements to enter Airspace Classes

    Class A

    You need to have two-way communication, mode C, an ATC clearance, and be IFR. “Climb and maintain flight level 230″ is your ticket into the class A airspace.

    Class B

    You need to have two-way communication, mode C and an ATC clearance. “Cleared into the class Bravo” does the trick. A bravo clearance is good for just one entry into the bravo. If you leave the class B for any reason, you need another clearance to enter it.

    Class C

    You need to have two-way communication and mode C. There is no such thing as “Cleared into the class Charlie,” because just having two-way radio communication is your clearance. But what is two-way radio communication? It’s the controller saying your call-sign.

    • N123, approach” — That’s all you need to hear. The controller has used your call-sign. This is your class C clearance.
    • N123, approach, standby” — this is the one that blows people’s minds. Even though the controller has said “standby,” you can go right on into the class C. That’s because “standby” means “don’t talk now, I’ll get back to you,” but the controller saying your call-sign established two-way radio communications.
    • Aircraft calling, standby” — Two-way communication has not been established, so remain clear of the class C. And don’t answer, since standby, in radio parlance means “hush up for now.”
    • N123, remain clear of the class C airspace, give me a call in 10 minutes” — The use of your call-sign has established two-way communication, but the controller barred you from entry. You may not enter.

    Class D

    You need two-way comms, same as for class C, but you no longer need the mode-C transponder.

    Class E and G

    No radio or transponder requirements.


    From whom do you need the clearance?

    You need the clearance from the controller in charge of the airspace. In real life, that’s simple: every airspace has its own controller. But on VATSIM, that can lead to interesting situations. That’s because, most of the time, C and D airspace is not manned and the overlaying approach or center controller handles those airspaces. That can lead to the interesting situation where you are in two-way radio communication with a center or approach controller, squawking mode-C, and there is no other controller controlling any of the C or D airspaces along your route. In that situation, you are, without any magic words being said, cleared into those airspaces.

    How cool is that?

    When you get to the thick purple line for the Charlie airspace, don’t hyperventilate. Don’t key the microphone and ask for a clearance. Just keep on flying.

    Things change on those days when there is a separate controller for that C or D airspace. Your two-way radio communications with center does not automatically transfer to that other controller. So, if you’re on center’s frequency and approaching a class C or D being controlled by a different controller, you may not enter until you are switched to that other controller’s frequency and establish two-way radio contact with them.