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Online Controllers Flights to/from ZLA

Departures (2)

Callsign Dep Arr Status ETA
CCA254 KLAX ZBAA Enroute 1535
FDX1075 KLAX KEWR Departing

Arrivals (8)

Callsign Dep Arr Status ETA
ANZ2 NZAA KLAX Enroute 2143
PAC9263 RKSI KLAX Enroute 1851
VOZ1 YSSY KLAX Enroute 2344
AAL82 NZAA KLAX Enroute 2353
AAL72 YSSY KLAX Enroute 1422
DAL2473 KSAN KLAX Departing
MET431 KSEA KLAX Departing
UAL935 EGLL KLAX Enroute 0011

Los Angeles (SoCal) 10

Departures (1)

Callsign Dep Arr Status ETA
DAL2473 KSAN KLAX Departing

Arrivals (1)

Callsign Dep Arr Status ETA
AAL496 KLAS KSAN Departing

San Diego (SoCal) 2

Departures (3)

Callsign Dep Arr Status ETA
VIR156 KLAS EGLL Enroute 1938
AAL1 KLAS KPHL Enroute 1711
AAL496 KLAS KSAN Departing

Arrivals (1)

Callsign Dep Arr Status ETA
KLM635 EHAM KLAS Enroute 2235

Las Vegas 4

Arrivals (1)

Callsign Dep Arr Status ETA
AXX256 KVBG KBFL Enroute 1423

Bakersfield 1
  • Flights To/From ZLA: 17
  • Flights in ZLA Airspace: 5
  • Controller Schedule

    December 12th, 2019

    No sessions found for selected date

    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.