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Flights to/from ZLA

Departures (13)

Callsign Dep Arr Status ETA
CSS7424 KLAX ZHEC Enroute 1419
DAL465 KLAX PHNL Enroute 0634
AAL445 KLAX KPHX Enroute 1600
FDX1227 KLAX KMEM Enroute 0115
AAL382 KLAX KBOS Enroute 0411
MET4456 KLAX KEUG Enroute 1026
AAL4 KLAX KJFK Enroute 1052
AAL274 KLAX KJFK Enroute 0409
DAL689 KLAX KRDU Enroute 0019
UAL5977 KLAX KBOI Enroute 1000
AAL556 KLAX KPHX Enroute 1600
JBU942 KLAX KRNO Enroute 1600
GTI523 KLAX SEQM Enroute 1026

Arrivals (20)

Callsign Dep Arr Status ETA
DLH456 EDDF KLAX Enroute 0851
DLH1979 EDDF KLAX Enroute 1020
THY9 LTFM KLAX Enroute 1644
UAL1403 KDEN KLAX Enroute 0922
ACA791 CYYZ KLAX Enroute 0957
UPS73 KSDF KLAX Enroute 1312
ASA285 KEWR KLAX Enroute 0943
UAL1205 PHKO KLAX Enroute 1600
AAL5145 KDFW KLAX Enroute 1600
UAL1933 MRLB KLAX Enroute 0858
DAL442 KBOS KLAX Enroute 0908
DAL5193 KOAK KLAX Enroute 1600
DAL27 KORD KLAX Enroute 0947
ASA1092 KSEA KLAX Enroute 0931
AAL2709 KLAS KLAX Enroute 0938
AAL9831 KMIA KLAX Departing
N58G KPHX KLAX Enroute 0954
UPS2040 KJFK KLAX Enroute 0901
AAL846 KMCO KLAX Departing
VIR23 EGLL KLAX Departing

Los Angeles (SoCal) 33

Departures (1)

Callsign Dep Arr Status ETA
SWA2728 KONT KSMF Enroute 0945

Empire (SoCal) 1

Departures (5)

Callsign Dep Arr Status ETA
DAL894 KSAN KATL Enroute 0127
ETD6989 KSAN KMDW Enroute 0059
N618BY KSDM KJAC Enroute 1411
SCRCH55 KNZY KIPL Enroute 1027
UAL2760 KSAN KLAS Enroute 2256

Arrivals (5)

Callsign Dep Arr Status ETA
NKS743 KOAK KSAN Enroute 1600
DAL866 KDTW KSAN Enroute 0947
DAL2346 KSFO KSAN Enroute 0749
SWA1640 KDEN KSAN Enroute 1600
SWA2208 KSMF KSAN Enroute 1600

San Diego (SoCal) 10

Departures (3)

Callsign Dep Arr Status ETA
SWA2602 KSNA KAUS Enroute 0029
AAL2458 KSNA KAUS Enroute 0032
SWA2924 KLGB KMDW Enroute 0214

Arrivals (2)

Callsign Dep Arr Status ETA
SWA3829 KPHX KLGB Enroute 1600
SWA3145 KLAS KLGB Enroute 1003

Coast (SoCal) 5

Arrivals (1)

Callsign Dep Arr Status ETA
SWA279 KSMF KBUR Enroute 1528

Burbank (SoCal) 1

Departures (2)

Callsign Dep Arr Status ETA
AAL2709 KLAS KLAX Enroute 0938
SWA3145 KLAS KLGB Enroute 1003

Arrivals (11)

Callsign Dep Arr Status ETA
SWA359 KTPA KLAS Enroute 0931
AAY3082 KVPS KLAS Enroute 0939
DAL4751 KMSP KLAS Enroute 0939
ACA1060 CYVR KLAS Enroute 1035
DAL789 KMSP KLAS Enroute 0919
UAL2307 KSFO KLAS Enroute 1033
AAY33 KOAK KLAS Enroute 1600
SWA2495 KSEA KLAS Enroute 1044
UAL2760 KSAN KLAS Enroute 2256
EJA225 KBZN KLAS Enroute 1014
SWA543 KAUS KLAS Departing

Las Vegas 13

Departures (1)

Callsign Dep Arr Status ETA
N801XL KHII KSZP Enroute 1600

Arrivals (1)

Callsign Dep Arr Status ETA
SCRCH55 KNZY KIPL Enroute 1027

Other 2
  • Flights To/From ZLA: 65
  • Flights in ZLA Airspace: 27
  • Controller Schedule

    June 4th, 2023

    Las Vegas Approach
    Jack Croteau

    Session with WX

    1800 - 1900 PDT / 0100 - 0200 Zulu

    Socal Approach (Combined)
    Joshua Daily

    Session with NC

    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.