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Online Controllers Flights to/from ZLA

Departures (13)

Callsign Dep Arr Status ETA
QFA96 KLAX YMML Enroute 2351
UAL39 KLAX RJTT Enroute 0455
AAL136 KLAX EGLL Enroute 0457
ASA1451 KLAX KPAE Enroute 1421
AAL285 KLAX PHNL Enroute 0858
JBU2985 KLAX KMIA Enroute 0142
DAL890 KLAX KSAT Enroute 0027
DAL220 KLAX KSEA Enroute 1101
UAL0608 KLAX PHNL Enroute 0838
SKW3755 KLAX KSMF Enroute 1022
AAL4660 KLAX KLAS Enroute 1600
DAL233 KLAX PANC Enroute 1553
DLH457 KLAX EDDF Enroute 1600

Arrivals (28)

Callsign Dep Arr Status ETA
KAL8203 RKSI KLAX Enroute 0802
QFA153 EGKK KLAX Enroute 1434
DAL2145 EGLL KLAX Enroute 1501
SWA1021 PHNL KLAX Enroute 0721
UAL1400 KSEA KLAX Enroute 0816
NRT687 PHNL KLAX Enroute 1600
SWA2695 KSLC KLAX Enroute 1600
SWQ1814 KPHX KLAX Enroute 1600
DAL1695 KSEA KLAX Enroute 0858
DAL500 KATL KLAX Enroute 1028
DAL4385 PHNL KLAX Enroute 0914
ASA1453 KLAS KLAX Enroute 0951
SWA535 KFAT KLAX Enroute 0324
UPS12 KATL KLAX Enroute 1022
SUR4155 KMCO KLAX Enroute 0955
UPS51 KLAS KLAX Enroute 1833
CPA2084 PANC KLAX Enroute 1209
DAL6312 KSAN KLAX Enroute 1002
UAL2679 KEWR KLAX Departing
SCX2807 KSAN KLAX Enroute 1912
DAL1143 KIAH KLAX Enroute 0610
UAL1221 PHNL KLAX Enroute 2220
JBU943 KRNO KLAX Enroute 1130
AAL514 KPHX KLAX Enroute 1600
UAL611 KDEN KLAX Enroute 1600
DAL314 KATL KLAX Departing
JBU2735 KSFO KLAX Enroute 1600
ASA1391 MMLT KLAX Enroute 1600

Los Angeles (SoCal) 41

Departures (1)

Callsign Dep Arr Status ETA
FDX3072 KONT KOAK Enroute 1211

Arrivals (4)

Callsign Dep Arr Status ETA
UPS1006 KPHX KONT Enroute 0012
UPS560 KMSP KONT Departing
UPS921 KOAK KONT Enroute 1725
UPS1666 KRFD KONT Departing

Empire (SoCal) 5

Departures (11)

Callsign Dep Arr Status ETA
AAL1950 KSAN KPHX Enroute 1642
UAL1660 KSAN KORD Enroute 0058
SWA5721 KSAN KDEN Enroute 0827
SWA738 KSAN KSAT Enroute 0105
N4480W KSAN Enroute 0233
N39ZP KSAN Enroute 1600
N32AB KSAN KL35 Enroute 1838
DAL6312 KSAN KLAX Enroute 1002
SCX2807 KSAN KLAX Enroute 1912
DAL9551 KSAN KBUR Enroute 1600
N586LS KSAN KLAS Enroute 1600

Arrivals (9)

Callsign Dep Arr Status ETA
UAL1281 KDEN KSAN Enroute 1126
DAL947 KATL KSAN Enroute 0955
UPS922 KSDF KSAN Enroute 1600
FDX587 KSJC KSAN Enroute 0848
SWA1260 KOAK KSAN Enroute 0746
NKS741 KLAS KSAN Enroute 1209
SWA2627 KSCK KSAN Enroute 0744
N252RP KSAN KSAN Enroute 1402
DAL2614 KMCO KSAN Departing

San Diego (SoCal) 20

Arrivals (2)

Callsign Dep Arr Status ETA
N33ZF KORD KLGB Enroute 0945
SWA3782 KDAL KLGB Enroute 0949

Coast (SoCal) 2

Departures (4)

Callsign Dep Arr Status ETA
VXP117 KBUR KEUG Enroute 1046
SWA2170 KBUR KLAS Enroute 1105
SKW456 KBUR KSLC Enroute 1600
NKS597 KBUR KOAK Enroute 1600

Arrivals (2)

Callsign Dep Arr Status ETA
UAL617 KDEN KBUR Enroute 1753
DAL9551 KSAN KBUR Enroute 1600

Burbank (SoCal) 6

Departures (1)

Callsign Dep Arr Status ETA
AAL2425 KPSP KDFW Enroute 0007

Arrivals (3)

Callsign Dep Arr Status ETA
WJA1474 CYYC KPSP Enroute 1600
SWA5203 KLAS KPSP Enroute 1933
WAT3972 KDEN KPSP Enroute 1047

Palm Springs (SoCal) 4

Departures (12)

Callsign Dep Arr Status ETA
NKS510 KLAS KSMF Enroute 1600
ASA725 KLAS KSEA Enroute 2304
UAL751 KLAS KIAH Enroute 0035
MXY291 KLAS KSEA Enroute 0407
UAL1051 KLAS KIAH Enroute 0030
SWA799 KLAS KAUS Enroute 0037
VXP219 KLAS KSLE Enroute 1106
ASA1453 KLAS KLAX Enroute 0951
NKS741 KLAS KSAN Enroute 1209
UPS51 KLAS KLAX Enroute 1833
SWA5203 KLAS KPSP Enroute 1933
N52LM KLAS KGPI Enroute 1043

Arrivals (8)

Callsign Dep Arr Status ETA
UPS186 KPHX KLAS Enroute 1600
DAL1544 KOKC KLAS Enroute 1033
ROU1701 CYYZ KLAS Enroute 1153
SWA2484 KRNO KLAS Enroute 1114
AAL4660 KLAX KLAS Enroute 1600
SWA2170 KBUR KLAS Enroute 1105
MTN324 KICT KLAS Enroute 0942
N586LS KSAN KLAS Enroute 1600

Las Vegas 20

Arrivals (1)

Callsign Dep Arr Status ETA
AAL2634 KPHX KSBA Enroute 1600

Santa Barbara 1

Departures (1)

Callsign Dep Arr Status ETA
N316PR KNYL KFHU Enroute 1311

Yuma 1
  • Flights To/From ZLA: 100
  • Flights in ZLA Airspace: 39
  • Controller Schedule

    April 14th, 2024

    Lindbergh Tower
    Braden Thompson

    Session with NS

    1800 - 1930 PDT / 0100 - 0230 Zulu

    The Art of the Timely Handoff

    As a controller, one of the easiest things you can do to improve your life and that of your fellow controllers is to work on timely handoffs. Nearly every controller will find him or herself guilty of holding onto an aircraft too long. The result can range from delays at the runway to airspace busts or go-arounds, but it is almost always bad for everyone involved.

    So, when should you hand an aircraft off to the next controller? As soon as you no longer need to talk to the aircraft. It really is as simple as that. If there is nothing more you anticipate needing to say to a pilot, hand them off to the next controller or approve a frequency change if there’s not a “next” controller.

    Let us look at a couple of practical examples, starting with LA Ground.

    LA Ground

    As a ground controller, your primary mission is the safe and efficient movement of aircraft around the airport. For our purposes, that means not crashing airplanes into one another, and getting them to the correct location on the airport. The biggest opportunity you will have to elevate your handoffs while working LA Ground is when aircraft are taxiing from Terminals 4 through 8 to Runway 25R.

    First and foremost, make sure the pilot is on the correct taxiway and headed in the correct direction (the green arrow in the diagram below). Pilots may be unfamiliar with the field or get disoriented, so it is important to make sure they’re going where you want them to go and that they won’t get lost.

    Secondly, you want to make sure that there are no conflicts with other aircraft, which would most likely take the form of an aircraft coming out of the “Box” or one of the cargo/GA pads north of the 25R departure end (the orange boxes). Absent any potential conflicts from those areas, there is no reason you shouldn’t advise the pilot to contact Tower (or the controller staffing that position) as the aircraft approaches C5 (the yellow circle) or, at the latest, C3 (the red circle).


    There are numerous operational advantages for all parties involved. As the Ground controller, you relieve yourself of the burden of remembering to hand off the aircraft later. Anyone who has received an annoyed transmission from a pilot or message from a Tower controller can relate to this. Additionally, pilots may switch to Tower on their own. This is quite common in the real world but can result in confusion when on VATSIM.

    From the pilot’s perspective, an early handoff makes better use of their time. It is also important to remember that a handoff isn’t instantaneous. The pilot’s workload may not allow for them to switch over immediately, so build in time for that to happen.

    Additionally, by giving the Tower controller (or the radar controller providing Tower services) more time with the aircraft, you open up a wealth of options: intersection departures, takeoff clearances without the aircraft coming to a stop, and more.

    Now let us look at a radar example but stay in the area of KLAX.

    SoCal Departure

    Working a departure position (be it sectorized or as part of a larger area of responsibility) is an excellent example of both needing a timely handoff from Tower (remember Tower controllers: as soon as you see the altitude block increment, ship ‘em to Departure!) and wanting to ensure a timely handoff to Center. Let’s look at everyone’s favorite example, the ORCKA 5 departure out of KLAX.


    As the Departure controller, you’re going to still be focused on the same two tasks as earlier: the safe and efficient movement of the aircraft. In this instance, we of course want to prevent loss of separation – that’s our top priority. Secondly, we want to make sure the traffic departs the terminal area efficiently and gets headed toward its ultimate destination. No one on the ORKCA5 is looking to fly heading 251 or 236 a minute longer than they must.

    After establishing radar contact with the departing aircraft, your first instruction will likely involve canceling the restriction that they stop their climb at 5,000 feet. This is accomplished either through “climb and maintain one-three thousand” or “climb via the ORCKA Five departure” if you still need compliance with the published crossing restrictions.

    The next instruction (provided you didn’t have to correct an erroneous pilot) will likely be the left turn back toward KLIPR. This instruction is usually provided as the aircraft is climbing through 5,000 feet, which serves two purposes. One, by observing the climb through 5,000 feet, you’ve verified the aircraft has correctly canceled the restriction they received on the ground to level off at 5,000. Secondly, at that point they are over halfway to their vertical goal of crossing KLIPR at or above 10,000 feet and can start the turn.

    Looking ahead on the SID, you’ll notice things progress quickly and if left unmonitored, an aircraft climbing via the SID can climb out of your airspace in little time. So, let us review our checklist:

    • Is the aircraft clear of conflict? Is there going to be a loss of separation?
    • Is the aircraft complying with your vertical instruction to climb above 5,000 feet?
    • Is the aircraft complying with your lateral instruction to make the LEFT TURN direct KLIPR?

    If these criteria are met, it’s time to initiate the handoff to the next controller. Even though your airspace goes all the way up to 13,000 feet, you gain nothing by holding onto the aircraft. And you run the very real risk of forgetting about the aircraft and a) having it level off at 13,000, or b) having it bust through your airspace if it’s climbing via the SID (note: the ORCKA5 has a top altitude of FL230).

    Adding to the delay in the handoff from a pilot’s perspective of changing frequencies, you also now need to consider the delay in the next controller seeing your handoff. By building in this extra time, you give everyone more breathing room while also freeing up your resources for the next pilot who just took off. And you never know, that next one could be someone trying a right-turn off the deck toward KLIPR – you’ll be glad you made things easier on yourself.


    Ultimately, there is no reason to hold onto an aircraft until they are right at the end of your airspace or jurisdiction. You do not increase your level of interaction with the traffic, and you do not increase safety or efficiency. All you risk doing is causing undue delays or worse, a loss of separation. Keep in mind, this is a lesson that applies at every controller position, from Ground to Center, and most controllers would benefit from being more proactive with their handoffs.