View source for PHL SOP

PHL SOP 

{{SOPHeader
|Facility=Philadelphia ATCT and PHL TRACON
|Version=19
}}

== Area at a glance ==

{| class="table table-sop table-sop-airports"
|-
{{TableHeaders-Airports}}
|-
| {{TableRow-Airport
|Ident=KPHL
|Name=Philadelphia Intl
|Class=B
|SqIFR=3001-3077
|SqVFR=0601-0677
}}
| {{TableRow-Airport
|Ident=KILG
|Name=Wilmington/New Castle
|Class=D
|SqIFR=3001-3077
|SqVFR=0601-0677
}}
| {{TableRow-Airport
|Ident=KPNE
|Name=Northeast Philadelphia
|Class=D
|SqIFR=3001-3077
|SqVFR=0601-0677
}}
| {{TableRow-Airport
|Ident=KTTN
|Name=Trenton Mercer
|Class=D
|SqIFR=3001-3077
|SqVFR=0601-0677
}}
|}


<div class="mw-collapsible mw-collapsed" style="margin:0.5em 0;">
<div class="mw-collapsible-toggle" style="font-weight:bold; color:#3b82f6; cursor:pointer;">Uncontrolled Fields [Show]</div>
<div class="mw-collapsible-content">
{| class="table table-sop table-sop-airports"
! ICAO Code
! Airport Name
! Airspace
! Area
|-
| '''KCKZ'''
| Pennridge
| G
| North
|-
| '''KDYL'''
| Doylestown
| G
| North
|-
| '''KEVY'''
| Summit
| G
| South
|-
| '''KLOM'''
| Wings Field
| G
| North
|-
| '''KMQS'''
| Coatesville/G O Carlson
| G
| North
|-
| '''KOQN'''
| Brandywine
| G
| North
|-
| '''KPTW'''
| Pottstown Heritage Field
| G
| North
|-
| '''KUKT'''
| Quakertown
| G
| North
|-
| '''N10'''
| Perkiomen Valley
| G
| North
|-
| '''N47'''
| Pottstown Municipal
| G
| North
|-
| '''N57'''
| New Garden
| G
| North
|-
| '''NJ74'''
| Salem Airfield
| G
| South
|-
| '''17N'''
| Cross Keys
| G
| South
|-
| '''19N'''
| Camden County
| G
| South
|-
| '''58M'''
| Cecil County
| G
| South
|-
| '''7N7'''
| Spitfire Aerodrome
| G
| South
|-
| '''9N2'''
| Philadelphia Seaplane Base
| G
| South
|}
</div>
</div>

{{Layout-PullRight
|[[Image:TraconOverview-PHL.png|500px|right]]
}}
{{SOPBoilerplate
|Facility=the Philadelphia Air Traffic Control Tower (ATCT) and any of the positions within the Philadelphia TRACON and the airports it serves}}
{{Layout-Clearfix}}

=== Operational Positions ===

<tabber>
|-|PHL ATCT=

{| class="table table-sop table-sop-operational-positions"
|-
{{TableHeaders-OperPos}}
|-
| {{TableRow-OperPos
|PosDesc=Clearance Delivery
|Callsign=PHL_DEL
|RadioName=Philadelphia Clearance Delivery
|Freq=118.850
|Ident=6G
}}
| {{TableRow-OperPos
|PosDesc=Ground
|Callsign=PHL_GND
|RadioName=Philadelphia Ground
|Freq=121.900
|Ident=6C
}}
| {{TableRow-OperPos
|PosDesc=Ground (secondary)
|Callsign=PHL_W_GND
|RadioName=Philadelphia Ground
|Freq=121.650
|Ident=6U
}}
| {{TableRow-OperPos
|PosDesc=Tower
|Callsign=PHL_TWR
|RadioName=Philadelphia Tower
|Freq=118.500
|Ident=6A
}}
| {{TableRow-OperPos
|PosDesc=Tower (Secondary)
|Callsign=PHL_W_TWR
|RadioName=Philadelphia Tower
|Freq=135.100
|Ident=6B
}}
| {{TableRow-OperPos
|PosDesc=ATIS
|Callsign=KPHL_ATIS
|RadioName=
|Freq=133.400
|Ident=
}}
|}


|-|ILG ATCT=

{| class="table table-sop table-sop-operational-positions"
|-
{{TableHeaders-OperPos}}
|-
| {{TableRow-OperPos
|PosDesc=Clearance Delivery
|Callsign=ILG_DEL
|RadioName=Wilmington Clearance Delivery
|Freq=119.950
|Ident=6X
}}
| {{TableRow-OperPos
|PosDesc=Ground
|Callsign=ILG_GND
|RadioName=Wilmington Ground
|Freq=121.700
|Ident=6Q
}}
| {{TableRow-OperPos
|PosDesc=Tower
|Callsign=ILG_TWR
|RadioName=Wilmington Tower
|Freq=126.000
|Ident=6O
}}
| {{TableRow-OperPos
|PosDesc=ATIS
|Callsign=KILG_ATIS
|RadioName=
|Freq=123.950
|Ident=
}}
|}


|-|PNE ATCT=

{| class="table table-sop table-sop-operational-positions"
|-
{{TableHeaders-OperPos}}
|-
| {{TableRow-OperPos
|PosDesc=Clearance Delivery
|Callsign=PNE_DEL
|RadioName=Northeast Philadelphia Clearance Delivery
|Freq=127.250
|Ident=6M
}}
| {{TableRow-OperPos
|PosDesc=Ground
|Callsign=PNE_GND
|RadioName=Northeast Philadelphia Ground
|Freq=121.700
|Ident=6K
}}
| {{TableRow-OperPos
|PosDesc=Tower
|Callsign=PNE_TWR
|RadioName=Northeast Philadelphia Tower
|Freq=126.900
|Ident=6I
}}
| {{TableRow-OperPos
|PosDesc=ATIS
|Callsign=KPNE_ATIS
|RadioName=
|Freq=121.150
|Ident=
}}
|}


|-|TTN ATCT=

{| class="table table-sop table-sop-operational-positions"
|-
{{TableHeaders-OperPos}}
|-
| {{TableRow-OperPos
|PosDesc=Ground
|Callsign=TTN_GND
|RadioName=Trenton Ground
|Freq=121.900
|Ident=6K
}}
| {{TableRow-OperPos
|PosDesc=Tower
|Callsign=PNE_TWR
|RadioName=Trenton Tower
|Freq=120.700
|Ident=6I
}}
| {{TableRow-OperPos
|PosDesc=ATIS
|Callsign=KTTN_ATIS
|RadioName=
|Freq=126.770
|Ident=
}}
|}


|-|PHL TRACON=

{{Extract:OperPositions-PHL-TRACON}}

</tabber>

== ATCT ==

=== Clearance Delivery ===

<tabber>
|-|Valid Exits=

<div class="ny-pull-right" style="width: 35%">
{| class="table table-sop table-sop-compact"
! Exit Gate
! Exit 
! Scratchpad
! Radial
|-
| rowspan=7 | '''North'''
| PTW
| PTW
|
|-
| FJC
| FJC
|
|-
| MAZIE
| MAZ
| SBJ 237
|-
| ARD
| ARD
|
|-
| SBJ
| SBJ
|
|-
| MXE
| MXE
|
|-
| STOEN
| STO
| MXE 240
|-
| rowspan=8 | '''South'''
| RUUTH
| RUU
| RBV 238
|-
| RBV
| RBV
|
|-
| DITCH
| DIT
| CYN 274 / VCN 047
|-
| CYN
| CYN
|
|-
| VCN
| VCN
|
|-
| OOD
| OOD
| 
|-
| ENO
| ENO
|
|-
| DQO
| DQO
|
|}
</div>

[[File:ExitGateDiagram-PHL.png|550px]]


===== Notes =====
# DITCH is a valid exit for certain N90 airports. Reference the preferred routes section of this manual for more information.
# White exit points '''must be preceded by''' a red or grey exit point. Examples of acceptable route strings include:
#:OOD TEBEE ...
#:MXE MXE278 PENSY ...
#:PTW PTW320 SARAA ...
#:RUUTH RBV ...
#:OOD VCN PHL


|-|Departure Frequency=

{| class="table table-sop"
! Position
! Frequency
! Code
|-
| PHL_ND_DEP
| 124.350
| 6E
|-
| PHL_NA_APP
| 128.400
| 6N
|-
| NY_CTR
| 125.320
| N56
|}

Note that this table only serves as a guide. The actual departure frequency has to be determined based on coordination with the other online controllers.

If there is no other controller online that would accept departures from PHL, use UNICOM frequency (122.8).

If both North Departure and South Departure are online, then assign the departure frequency as follows:
* All aircraft routed via MXE, STOEN, PTW, FJC, ARD: North Departure on 124.35. 
* All aircraft routed via OOD, DITCH, DQO, RUUTH, RBV: South Departure on 119.75.


|-|Common Amendments= 

<div class="ny-flex">

{| class="table table-sop table-sop-compact ny-pull-left"
!Airway
!Join
|-
|V3
|North: MAZIE V3<br>South: MXE V3
|-
|V29
|North: PTW V29<br>South: DQO V29
|-
|V123
|North: RUUTH V123<br>South: OOD V123
|-
|V157
|North: RUUTH V157<br>South: OOD V157
|-
|V166
|West: DQO V166<br>South: OOD V166
|-
|V170
|North (West Ops): MXE V170<br>North (East Ops): PTW V12 BOYER V170<br>South: DQO V170
|-
|V184
|North (West Ops): MXE V184<br>North (East Ops): PTW V12 HAR V184<br>South: VCN V184
|-
|V312
|East: DITCH V312<br>South: OOD V312
|-
|V378
|MXE V378
|-
|V449
|PTW CHLSE V449
|-
|V474
|West Ops: MXE V474<br>East Ops: PTW V12 BOYER V39 DELRO V474
|-
|J6
|North: DITCH J225 JFK J37 ALB J6<br>South: MXE PENSY J110 FLIRT J6
|-
|J42
|North RNAV: DITCH J225 JFK HFD J42<br>South: OOD J42
|-
|J48
|RNAV: STOEN REEFI EMI J48<br>Non-RNAV: MXE MXE278 PENSY J48
|-
|J60
|PTW SARAA RAV PSB J60
|-
|J62
|DITCH V312 DRIFT J121 SHLEP J62
|-
|J64
|PTW SARAA J64
|-
|J77
|North: DITCH J225 JFK J37 GANDE J77<br>South: MXE PENSY J77
|-
|J80
|North: DITCH J225 JFK J37 GANDE J80<br>West: MXE PENSY J110 KIPPI J80
|-
|J110
|MXE PENSY J110
|-
|J150
|North: DITCH V312 CYN J150<br>South: OOD J150
|-
|J225
|DITCH J225
|-
|J230
|MXE PENSY J110 LARRI J230
|-
|Q42
|MXE PENSY J110 FLIRT BRNAN Q42
|-
|Q62
|PTW SARAA J64 RAV Q62
|-
|Q75
|STOEN Q75
|-
|Q409 
|OOD TEBEE HAYDO TRPOD Q409
|}

{| class="table table-sop table-sop-compact ny-pull-right"
! Filed Exit
! Amendment
|-
|CYN
|DITCH CYN...
|-
|GXU
|DITCH CYN...
|-
|RBV
|RUUTH V123 RBV...
|-
|ARD
|MAZIE V3 SBJ...
|-
|LGA
|RUUTH V123 LGA...
|-
|SBJ
|MAZIE V3 SBJ...
|-
|BRAND
|East: DITCH...<br>N90: RUUTH...
|-
|METRO
|MAZIE V3 SBJ...<br>RUUTH V123 RBV...
|-
|ETX
|PTW ETX...
|-
|BYRDD
|MXE...
|-
|REEFI
|STOEN REEFI...
|-
|EMI
|STOEN REEFI EMI...
|-
|PENSY
|MXE PENSY...
|-
|CHLSE
|PTW CHLSE...
|-
|SARAA
|PTW SARAA...
|-
|BELAY
|DQO V166 BELAY...
|-
|BAL
|DQO V166 BELAY V378 BAL...
|-
|DCA
|DQO V166 BELAY V378 BAL DCA...
|-
|TEBEE
|OOD TEBEE...
|-
|HAYDO
|OOD TEBEE HAYDO...
|-
|SBY
|OOD TEBEE HAYDO SBY...
|-
|VCN
|OOD VCN...
|}

</div>

'''NOTE:''' If the amendment ends with ".." then bypass the waypoint filed and use the next logical fix from the flight plan.


|-|LOA Routes=

Routing to certain airports in ZNY, ZDC and ZBW ARTCCs is pre-coordinated through letters of agreement (LOA). These routes have been added to the [[PRD|Preferred Route Database]]. Therefore, PRD must be referenced for all departures.


|-|IFR Departures=


===== Notes =====
# The initial altitude for PHL jet departures is 5,000’ and for PHL prop/turboprop departures is 3,000'. Some intra-TRACON flights also have initial altitudes that are non-standard.
# Aircraft requesting or assigned a final altitude of 4,000' or less shall be issued 3,000' initially.
# Traffic departing PHL routed OOD V157 and PHL..ENO shall be issued an initial altitude of 3,000' unless otherwise coordinated.

==== PHL# ====
[[Image: SID-PHL9-Climbs.png|class=margin-bottom|right]]
The normal DP to be used by aircraft departing Philadelphia is '''PHL #''' (pronounced ''Philadelphia (Version #)'', such as ''Philadelphia Two''). It should always be assigned, unless the pilot indicates not possessing charts, in which case no departure procedure should be assigned and the pilot should be cleared to their destination via radar vectors to a proper PHL exit.

'''PHL#''' is basic and involves very little pilot navigation. In most cases, Local Control will assign specific headings to departing traffic depending on their departure exit. The only exception is from 2200 local to 0600 local, a special climb procedure is used when departing runway 27L/R for noise abatement. Climbs are pilot navigated courses flown from wheels up to 5,000’ or amended altitude.

{{phraseology|syntax=CLEARED TO (clearance limit), PHILADELPHIA (version #) DEPARTURE, RADAR VECTORS (exit); THEN AS FILED. MAINTAIN (initial altitude), EXPECT (final altitude) ONE ZERO MINUTES AFTER DEPARTURE. DEPARTURE FREQUENCY (frequency), SQUAWK (code).}}


|-|VFR Departures=

==== PHL Class Bravo VFR Operations ====
<div class="changed">
{| class="table table-sop"
! Operation
! Departure Runway
! Direction
! Departure Instructions
! Altitude
! Departure Frequency
|-
| VFR w/ Flight Following ('''Props''')
| All
| All
| Fly runway heading
| 3000'
| 124.350 (Philadelphia Departure)
|-
| VFR w/ Flight Following ('''Jets''')
| All
| All
| Fly runway heading
| 4,500'
| 124.350 (Philadelphia Departure)
|-
| VFR w/o Flight Following ('''Props Only''')
| All
| All
| Fly runway heading
| 2000'
| 118.500 (Philadelphia Tower)
|}
</div>

PHL is located inside '''Philadelphia [[VFR Operations#Airspace_Classification|Class Bravo]] Airspace'''. All VFR traffic '''must''' be issued a discrete squawk code, and a clearance into the Class Bravo Airspace.


'''''FLIGHT FOLLOWING PHRASEOLOGY'''''

{{phraseology|syntax=CLEARED THROUGH (THE PHILADELPHIA) BRAVO AIRSPACE, FLY RUNWAY HEADING, MAINTAIN ('''altitude'''), DEPARTURE FREQUENCY ('''frequency'''), SQUAWK (code).}}


''''' NO FLIGHT FOLLOWING PHRASEOLOGY'''''

{{phraseology|syntax=CLEARED OUT OF (THE PHILADELPHIA) BRAVO AIRSPACE, FLY RUNWAY HEADING, MAINTAIN VFR AT OR BELOW ('''altitude'''), DEPARTURE FREQUENCY ('''frequency'''), SQUAWK (code).}}


</tabber>

=== Ground ===
; Departure Sequencing

<div style="width:40%; float:right;">
{| class="table table-sop table-sop-compact"
! class=nowrap | Exit Gate
! Exits
|-
|'''North Gates'''
|MXE, STOEN, PTW, FJC, MAZIE, ARD
|-
|'''South Gates'''
|RUUTH, DITCH, OOD, DQO
|}
</div>

#Aircraft should be sequenced to depart in the following order:
##By alternating gate group.
##If not the above, then by alternating exit.
##If not the above, then by aircraft type largest to smallest.
# Coordinate with Local Control at the beginning of a shift if departures will “monitor” or “contact.” Also ensure to coordinate how Local Control would like departure sequence forwarded.
# Due to the complexity of the intersection at 27L, during departure pushes it is imperative that controllers keep track of the departure sequence and which aircraft are on which taxiways. The departure sequence MUST be properly forwarded to Local Control so that there is no confusion on the sequence.
# Before switching departing aircraft to Local Control frequency, ensure the aircraft is aware of his or her number for takeoff. This is important for engine start and warm up times.

; Prearranged coordination for runway crossing
# Ground Control may taxi aircraft across runway 9L, 27R or 26 without coordinating with Local Control so long as
## That runway is being utilized '''for landing only''' (not takeoffs).
## At the time the crossing clearance is issued, the traffic crossing that runway must be either holding short or in a position to cross the runway expeditiously without causing a safety risk to any arriving traffic.
## The crossing traffic must initiate crossing of that runway prior to any arriving traffic reaches a 2 mile final.
## The procedure must be completed no later than when the arriving traffic reaches a 1 mile final.
#Tower has the final authority to suspend or resume the prearranged coordination for runway crossing.

; Obstructions to Arriving and Departing Aircraft
# The areas of consideration at PHL airport where a taxiing aircraft could become a potential obstacle to departing or arriving aircraft are as follows:
## Aircraft utilizing taxiway Yankee:
##* Could conflict with aircraft departing runway 27R (Simultaneous Approaches to Parallel Runways #2).
##* Could conflict with aircraft arriving and departing runway 9L.
##* Some simulators show hold short lines on Yankee. This ensures that when approaches to runway 9L are in use, aircraft will hold short of the approach path. 
##: {{phraseology|syntax=HOLD SHORT OF RUNWAY NINER LEFT APPROACH ON TAXIWAY YANKEE.}}
#* Taxiways A, A1, A2, and A3 are limited to Airplane Design Group III (wingspan up to but not including 118 feet) aircraft and smaller (B727/MD80/B737, A319, A320).
# Controllers shall ensure that taxiing aircraft operating on non-intersecting runways do not become potential obstacles to arriving and departing aircraft.

; Aircraft Exiting the Runway
:Arriving aircraft shall be issued a turn onto one of the taxiways adjacent to the landing runway to ensure the aircraft continues its taxi away from the runway exit. Ground Control will receive the handoff after the aircraft starts taxiing away from the active runway. Whenever necessary, adjust the ground traffic flow so as to allow arrival aircraft to exit the runway unimpeded.

; Simultaneous Approaches to Parallel Runways #2
:During a Simultaneous Approaches to Parallel Runways #2 (SAPR2) operation, taxi aircraft to runway 27R or runway 35 at Kilo taxiway for departure. (SAPR2 is explained in the [[#Tower|Tower]] section, under the Runway Selection tab).

; Runways 17/35 and 8/26 Restrictions
:Runway 17/35 is limited to Airplane Design Group III (wingspan up to but not including 118 feet) aircraft and smaller (B727/MD80/B737, A319, A320). Runway 8/26 is available for props only and small regional jets. Runway 8/26 departures must utilize runway 8 and arrivals must utilize runway 26.

; Aircraft Movement
[[Image:APD-PHL-Spots.png|500px|right|thumb|Ramp entering and exiting spots (click to enlarge)]]
#Almost all taxi routes require a runway crossing. It is required per 7110.65 that taxiing aircraft receive and read back a hold short instruction for each runway crossing whether or not the runway is active.
#: {{phraseology|RUNWAY THREE FIVE, TAXI VIA ALPHA, DELTA, HOLD SHORT RUNWAY TWO SIX.}}
# When reaching 26:
#: {{phraseology|CROSS RUNWAY TWO SIX AT DELTA, HOLD SHORT RUNWAY TWO SEVEN RIGHT AT DELTA.}}
# When reaching 27R:
#: {{phraseology|CROSS RUNWAY TWO SEVEN RIGHT AT DELTA, CONTINUE RUNWAY THREE FIVE VIA DELTA AND SIERRA.}}
# It is suggested that departing aircraft exit the ramp as follows:
## East Flow: Spots 5, 6, 7, or 9
## West Flow: Spots 5, 8 , or 9
## ''NOTE: When a large departure push occurs during PHL West Ops, have aircraft taxi via Juliet to spot 2 and then exit the ramp. This procedure will allow a large amount of traffic to be sequenced via Yankee and Sierra to 27L.''
# It is suggested that arriving aircraft enter the ramp as follows:
## East Flow: Spots 5, 8, or 9
## West Flow: Spots 5, 6, 7, or 9
# For PHL West Ops, arriving aircraft shall utilize taxiway Kilo as much as practical. For PHL East Ops, arriving aircraft shall utilize taxiway Juliet as much as practical.


<div class="mw-collapsible mw-collapsed" style="margin:0.5em 0;">
<div class="mw-collapsible-toggle" style="font-weight:bold; color:#3b82f6; cursor:pointer;">Aircraft Movement Chart [Show]</div>
<div class="mw-collapsible-content">

{| class="table table-sop table-sop-compact"
! From/To
! 27L
! 27R
! 9L
! 9R
! 35 (27s)
! 17 (9s)
! 8
|-
|'''A-West'''||J,Y,S,S1||J,N,K,H||T,K,K6||T,K,Y,S||J,N,K,E||T,K,E,E1||T,K,D
|-
|'''A-East'''||J,Y,S,S1||J,N,K,H||R,K,K6||R,K,Y,S||J,N,K,E||R,K,E,E1||R,K,D
|-
|'''B'''||N,S1||N,K,H||Q,K,K6||Q,K,Y,S||N,K,E||J,K3,K,E,E1||J,K3,K,D
|-
|'''C'''||K3,M,S1||J,K3,K,H||K3,K,K6||K3,K,Y,S||K3,K,E||K3,K,E,E1||K3,K,D
|-
|'''B'''||N,S1||N,K,H||Q,K,K6||Q,K,Y,S||N,K,E||J,K3,K,E,E1||J,K3,K,D
|-
|'''C'''||K3,M,S1||J,K3,K,H||K3,K,K6||K3,K,Y,S||K3,K,E||K3,K,E,E1||K3,K,D
|-
|'''D'''||J,K3,M,S1||J,H||J,H,E,K,K6||J,H,E,K,Y,S||J,H,E||J,H,E,E1||J,H,D
|-
|'''E'''||J,H,E,S,S1||J,H||J,H,E,K,K6||J,H,E,K,Y,S||J,H,E||J,H,E,E1||J,H,D
|-
|'''F'''||H/G/F,E,S,S1||G/F,E,H||H/G/F,E,K,K6||H/G/F,E,K,Y,S||H/G/F,E||H/G/F,E,E1||G,D
|-
|'''CargoCity'''||J,Y,S,S1||J,N,K,H||Z,S,Y,P,W||Z,S||J,Y,S,E||J,T,K,E,E1||J,T,K,D
|-
|'''UPSRamp'''||Y,S,S1||Y,S||Y,P,W||Y,S||Y,S,E||Y,S,E||U,S,D
|-
|'''GA(Atlantic)'''||A,D,S,S1||A,D,H||A,D,K,K6||A,D,K,Y,S||A,D||A,D,D1||A,D
|}
</div>
</div>

<showhide title="Suggested Terminal Parking Guide" class="flex">

{| class="table table-sop table-sop-compact"
! ICAO
! Airline
! Terminal
! ICAO
! Airline
! Terminal
|-
| AAL
| American Airlines
| A-East
| FDX
| FedEx
| Cargo
|-
| ACA
| Air Canada
| D
| FFT
| Frontier Airlines
| A-East
|-
| ASA
| Alaska Airlines
| D
| FLG
| Pinnacle Airlines
| D
|-
| ASH
| Mesa Airlines
| D
| GJS
| GoJet Airlines
| D
|-
| ASQ
| ExpressJet Airlines
| D
| JBU
| JetBlue Airways
| D
|-
| ATN
| Air Transport International
| Cargo
| JIA
| PSA Airlines
| F
|-
| AWE
| US Airways
| A, B, C
| LOF
| Trans States Airlines
| D
|-
| AWE
| US Airways (international)
| A-West
| NKS
| Spirit Airlines
| D
|-
| AWI
| Air Wisconsin
| F
| PDT
| Piedmont Airlines
| F
|-
| BAW
| British Airways
| A-West
| RPA
| Republic Airlines
| B, C
|-
| CCI
| Capital Cargo International
| Cargo
| SWA
| Southwest Airlines
| E
|-
| CHQ
| Chautauqua Airlines
| D, F
| TRS
| AirTran Airways
| E
|-
| CPZ
| Compass Airlines
| D
| UAL
| United Airlines
| D
|-
| DAL
| Delta Airlines
| D
| UCA
| CommutAir
| D
|-
| DLH
| Lufthansa
| A-West
| UPS
| UPS Airlines
| Cargo
|-
| EGF
| American Eagle
| A-East
| VRD
| Virgin America
| E
|}

[[Image:APD-PHL-Gates.png|380px]]

</div>
</div>

; Intersection Departures and Usable Runway Lengths
# The sequencing for intersection departures is a bit more involved as it will require Ground Control to properly push the strip to the tower controller in the correct order.
# For intersection departures, state the usable runway distance if that distance is not broadcast in the ATIS. Below is a list of usable runway lengths from common intersections. If the numbers are not divisible to 50, you must round them '''down''' to the nearest 50 feet before providing the information to the pilot.
#:{{phraseology|RUNWAY TWO SEVEN RIGHT AT ECHO, TAXI VIA LEFT ON KILO, HOLD SHORT ECHO. RUNWAY TWO SEVEN RIGHT AT ECHO INTERSECTION DEPARTURE, SEVEN THOUSAND TWO HUNDRED AND FIFTY FEET AVAILABLE}}

:{| class="table table-sop table-sop-compact"
! 27L
! 27R
! 9L
! 9R
! 17
! 35
! 8
|-
| '''S2''' (11,696')
| '''H''' (9,301')
| '''W''' (9,301')
| '''S12''' (11,479')
| '''E2/D2''' (5,410')
| '''S''' (5,990')
| '''A3''' (4,701')
|-
| '''S3''' (10,459')
| '''K1''' (8,799')
| '''K6''' (9,101')
| '''Z''' (9,179')
| '''E3''' (4,498')
| '''27R/9L''' (5,341')
| 
|-
| '''S4''' (9,980')
| '''D''' (8,051')
| '''K5''' (7,700')
| '''S11''' (8,300')
| 
| '''K''' (4,940’)
| 
|-
| '''S5''' (8,300')
| '''17/35''' (7,598’)
| '''T''' (7,250')
| '''S10'''(8,061')
| 
| 
| 
|-
| '''U''' (7,598')
| '''E''' (7,201')
| '''K4''' (5,449')
| '''S9'''(7,778')
| 
| 
| 
|-
| '''S6'''(6,269')
| '''F'''(6,860')
| '''N''' (5,200')
| '''S8'''(6,699')
| 
|
| 
|-
| '''S7'''(5,800')
| '''C'''(5,400')
| 
| '''Y'''(6,476')
| 
| 
| 
|-
| '''Y'''(5,324')
| '''M'''(5,141')
| 
| '''S7'''(5,600')
| 
|
| 
|-
|
| 
| 
| '''S6'''(5,298')
| 
|  
|  
|}

=== Tower ===

<tabber>

|-|Tower Procedures=

==== Tower Procedures ====

; Releases
: Releases from Philadelphia are automatic unless PHL TRACON requests individual releases.

; Separation
* The standard departure separation technique to be used is anticipated radar separation. When wake turbulence is a factor, use timed separation in accordance with [http://www.faa.gov/documentLibrary/media/Order/Final_Wake_Recat_Order.pdf FAA Order 7110.659B]
* Local Control shall assume responsibility for consecutive radar arrivals on the same final approach course within 3 NM of the landing threshold. When the weather is less than 1,500’ ceiling and 5 miles visibility, the radar controller shall assume responsibility to the runway threshold. At anytime the tower cannot provide visual separation, Local Control shall advise the TRACON and the radar controller shall assume separation responsibility.
* Use caution for runway 17/35 arrivals on downwind descending under TRACON control. TRACON has ultimate separation responsibility with these arrivals.

; Radar (RACD)
* This tower is LRAC (Limited Radar Approach Control) certified.
* This tower shall NOT radar identify departing IFR aircraft and shall instruct a departing aircraft to contact Departure Control once they appear to be clear of any traffic. It is imperative that tower controllers observe departing traffic turning towards the assigned climb or heading before handing off.
* VFR aircraft looking for flight following will be radar identified by the TRACON.
* VFR aircraft not looking for flight following will be radar identified by Local Control.

; Hazards to Arriving and Departing Aircraft
* To eliminate the risk of a jet blast encounter at the intersections of runway 35 and runway 27R, use caution when departing jets from runway 35 at intersection Kilo when runway 27R is in use.
* Issue a cautionary advisory to any aircraft landing runway 17/35 when a runway 8 jet departure has been issued a takeoff clearance and the arrival is 2NM or less from the landing threshold.

{{Phraseology|CAUTION JET BLAST (traffic information)}}

; Aircraft Exiting the Runway
: Arriving aircraft shall be issued a turn onto one of the taxiways adjacent to the landing runway to ensure the aircraft continues its taxi away from the runway exit. Ground Control will receive the handoff after the aircraft starts taxiing away from the active runway. Whenever necessary, Ground Control shall adjust the ground traffic flow so as to allow arrival aircraft to exit the runway unimpeded.

; Pilot Reports
: PIREPs shall be coordinated in accordance with JO 7110.65 when the weather conditions indicate the ceilings are at or below 5,000 feet or visibility is 5 miles or less. When these conditions exist, randomly select an outbound aircraft and request that departure aircraft to report flight conditions to the departure controller. The local controller will provide the departure controller with the callsign of the aircraft providing the PIREP.

; Runway 27L Departure Procedures
: Do not assign a runway 27L departure a heading further north than 265 (i.e. prop departures) when approaches are being conducted to runway 26 until either visual or other applicable separation standards can be applied between the runway 26 arrival and the runway 27L departure.

; Runway 27L Departure Procedures (Simultaneous Approaches to Parallel Runways #2)
* When departing Runway 27R, ensure the proper coordination has been effected with all ATCT personnel prior to issuing takeoff clearance on Runway 27R. This coordination may be accomplished on individual aircraft or on a group/shift basis. Runway 27R is considered no longer designated “for arrivals only” when local control completes the proper coordination.
* Runway 27R departures shall be assigned a heading 240° (or further south) until the Runway 26 arrival aircraft has landed, or appropriate visual/radar separation standards can be applied between the Runway 26 arrival and the Runway 27R departure.
*:NOTE: Landings on Runway 27R may be authorized while aircraft are taxiing on Taxiway Yankee. Do not allow aircraft departing Runway 27R or landing Runway 9L to overfly aircraft on Taxiway Yankee within the area between the “Runway 9L Approach” signs.

; Runway 17/35 Departures Procedures
:Typically runway 35 is reserved for departures routed north and runway 17 is reserved for departures routed south. If it becomes necessary to release a departure routed south off runway 35 or a departure routed north off runway 17, then coordination must be effected with the proper TRACON controller and an individual release must be obtained for these aircraft.

; Parallel runways
:Runways 9L and 9R are 1800' apart, therefore, these parallel runways are considered the same runway, as far as wake turbulence is concerned. Further information same runway separation  is available at {{Reference7110|reference=3-9-6|chapter=3|section=9}}

; Penns Landing (P72) Procedures
* East Tower handles all P72 heliport IFR operations.
## Identify landing helo
## Helo reports landing assured at Penns.
## Terminate Helo.

; Positions
* When only one Tower position is staffed, the callsign PHL_TWR should be used.
* When both Tower positions are staffed:
## East Tower should change its callsign to PHL_E_TWR and West Tower should use the callsign PHL_W_TWR.
## East Tower will provide service to departures off of Runways 9L/R and 8, and arrivals to Runways 27L/R and 26.
## West Tower will provide service to departures off of Runways 27L/R and arrivals to Runways 9L/R.
## VFR traffic and departures/arrivals to runways 17/35 will be controlled by coordination between the two Tower controllers.

; Line Up and Wait Operations (LUAW)
:Only one aircraft may LUAW per runway at a time. 

; Land And Hold Short Operations (LAHSO)
:LAHSO may not be conducted at KPHL. 


|-|Runway Selection=


==== Runway Selection ====

{| class="table table-sop"
! width="25%" | Wind Speed (kts)
! width="25%" | Direction (°M)
! width="25%" | Colloquialism
! width="15%" | Depart
! width="15%" | Land
|-
|'''0-4'''
|Any
|West Ops + 35
|27L/35
|27R/35/26
|-
| rowspan=4 | '''5-15'''
|170-259
|West Ops + 17
|27L/17
|27R/17/26
|-
|260-349
|West Ops + 35
|27L/35
|27R/35/26
|-
|350-079
|East Ops + 35
|9L/35/8
|9R/35
|-
|080-169
|East Ops + 17
|9L/17/8
|9R/17
|-
| rowspan=6 | '''15+'''
|170-214
|West Ops + 17
|27L/17
|27R/17/26
|-
|215-304
|West Ops
|27L
|27R/26
|-
|305-349
|West Ops + Land 35
|27L
|27R/35/26
|-
|350-034
|East Ops + 35
|9L/8
|9R/35
|-
|035-124
|East Ops
|9L/8
|9R
|-
|125-169
|East Ops + 17
|9L/8
|9R/17
|-
| colspan=4 style="text-align:center" | '''RVR less than 1,800’ but at or above 1,200’ (CAT <nowiki>II</nowiki>)'''
|-
| rowspan=2 |'''Any'''
| 170-349
|Low Visibility West Ops
|27L
|27R
|-
|350-169
|Low Visibility East Ops
|9L
|9R
|-
| colspan=4 style="text-align:center" | '''RVR less than 1,200’ (CAT <nowiki>III</nowiki>)'''
|-
| rowspan=6 | '''Any'''
|Any
|Low Visibility East Ops
|9L
|9R
|}

The following tables have been provided as guidance for runway selection. Each table is organized in order of preference from most desirable to least desirable based on demand.

; Best Departure Configuration

{| class="table table-sop"
! width="10%" | Land
! width="10%" | Depart
! width="15%" | Conditions
! width="20%" | Approaches
! width="45%" | Separation
|-
| rowspan=2 | '''9R'''
| rowspan=2 | '''9L, 35, 8'''
| VMC
| ILS and Visuals
| River Visual available for runway 9R.
|-
| IMC
| ILS
| No special procedure.
|-
| rowspan=2 | '''9R'''
| rowspan=2 | '''9L, 17, 8'''
| VMC
| ILS and Visuals
| River Visual available for runway 9R.
|-
| IMC
| ILS
| No special procedure.
|-
| rowspan=2 | '''27R, 26'''
| rowspan=2 | '''27L, 35'''
| VMC
| ILS and Visuals
| No special procedure.
|-
| IMC
| ILS
| 2 mile stagger required between 27R and 26 arrivals.
|}

; Best Arrival Configuration

{| class="table table-sop"
! width="10%" | Land
! width="10%" | Depart
! width="15%" | Conditions
! width="20%" | Approaches
! width="45%" | Separation
|-
| rowspan=2 | '''27R, 35, 26'''
| rowspan=2 | '''27L'''
| VMC
| ILS and Visual
| 2,100' ceiling and 5 miles visibility required to land runway 35.
|-
| IMC
| ILS
| Landing runway 35 is not authorized. 2 mile stagger required between 27R and 26 arrivals.
|-
| rowspan=2 | '''9R, 35'''
| rowspan=2 | '''9L, 8'''
| VMC
| ILS and Visuals
| 2,100' ceiling and 5 miles visibility required to land runway 35. River Visual available for runway 9R.
|-
| IMC
| ILS and GPS
| Utilize RNAV (GPS) Runway 35 approach.
|-
| rowspan=2 | '''9R, 17'''
| rowspan=2 | '''9L, 8'''
| VMC
| ILS and Visuals
| River Visual available for runway 9R
|-
| IMC
| Converging ILS
| Converging approach minima is 700' and 2 miles visibility.
|-
| rowspan=1 | '''27L, 27R'''
| rowspan=1 | '''27L, 35'''
| VMC
| ILS, Visuals, or Liberty Visuals
| '''Simultaneous Approaches to Parallel Runways #1 (SAPR1)''': Traffic must maintain visual separation with the preceding adjacent runway arrival traffic. Arrivals for runway 27L shall be assigned the Liberty Visual or vectored to emulate said procedure (MXE R-107). See also the section on "Simultaneous Approaches".
|-
| rowspan=1 | '''27L, 26'''
| rowspan=1 | '''27R, 35@K'''
| VMC
| ILS and Visuals
| '''Simultaneous Approaches to Parallel Runways #2 (SAPR2)''': Provide standard separation simultaneous arrivals are established on a heading which will intercept the extended centerline of the runway at an angle not greater than 30 degrees, and each aircraft has been issued and the pilot has acknowledged receipt of the visual approach clearance. See also the section on "Simultaneous Approaches".
|}



|-|Simultaneous Approaches=

==== Simultaneous Approaches ====

; Types of Simultaneous Approaches
# Two types of Simultaneous Approaches to Parallel Runways (SAPR) can be used at Philadelphia. They are named SAPR1 and SAPR2. 
# Simultaneous Converging Instrument Approaches (SCIA) can also be used at Philadelphia.
# These simultaneous approaches can only take place after coordination between various TRACON sectors as well as Ground and Tower controllers at Philadelphia ATCT, as described below.
; SAPR1
# Approaches.
## ILS R27R or Visual Approach to R27R
## Liberty Visual Approach R27L (MXE 107R)
## Approaches to R26 are '''not''' authorized
# Weather Minimums.
## The weather requirement to conduct SAPR1 operations is at least a 3,000 feet ceiling and 7 miles visibility.
# Restrictions.
## Only aircraft parking at the Corporate Hangers, United Parcel Service (UPS) ramp, Cargo City, Concourses A, B or C shall be assigned R27L.
## No heavy jet or B757 aircraft arrivals to R27L.
## It must be ensured that Newfield area is delegated to PHL.
#Procedures.
## R27R traffic must maintain visual separation with the preceding R27L traffic.
## R27L traffic must maintain visual separation with the preceding R27R traffic.
## Woodstown (OOD) must be combined with South Arrival.
## Arrivals for 27L from North Arrival or PTW must be pre-approved with South Arrival.
## Arrivals for R27L shall be told to expect Liberty Visual Approach.
# Responsibilities.
##Tower shall:
### ensure the PHL Arrival ATIS advertises the Liberty Visual R27L Approach.
### discontinue SAPR1 operations when the weather minima decreases below ceilings of 3,000’ and/or visibility of seven (7) statute miles.
### have the option to circle R27R arrivals to R26.
## North Arrival shall:
### handoff traffic assigned R27R to Final Vectors 1.
### handoff traffic assigned R27L to Pottstown (PTW).
## South Arrival shall:
### handoff traffic assigned R27R to Final Vectors 1 at or above 6,000’.
### handoff traffic assigned R27L to Final Vectors 2 at 5,000’ , 4,000’ or descending to 4,000’.
## Pottstown (PTW) shall:
### coordinate with North Arrival for sequencing to R27R.
### handoff traffic assigned R27R to Final Vectors 1 at 4,000’.
### handoff traffic assigned R27L to South Arrival on the R17/35 downwind at 4,000’ and assigned speed of no greater than 190 knots.
## DuPont (DQO) shall:
### handoff traffic assigned R27R to South Arrival at 6,000’.
### handoff traffic assigned R27L to South Arrival at 5,000’.
## Final Vectors 1 shall:
### be responsible for sequencing/separation of traffic to R27R.
### clear aircraft for an ILS or Visual Approach to R27R.
### share equally with Final Vectors 2 separation responsibilities in accordance with FAA JO 7110.65.
### be authorized to descend R27R traffic to 4,000’ in Final Vectors 2’s airspace provided vertical separation is maintained from Final Vectors 2’s traffic.
### be authorized to descend north of the MXE 107R with traffic from the south provided standard IFR/VFR separation is maintained from Final Vectors 2’s traffic.
### unless other prescribed IFR/VFR separation is applied, ensure R27R traffic has the preceding R27L aircraft in sight prior to JALTO or break the aircraft out to the right.
## Final Vectors 2 shall:
### be responsible for sequencing/separation of traffic to R27L.
### vector aircraft landing R27L to remain on or south of the MXE107° radial.
### share equally with Final Vectors 1 separation responsibilities in accordance with FAA Order 7110.65.
### clear aircraft for the Liberty Visual Approach to R27L.
### be authorized to transition the Final Vectors 1 airspace with R27L arrivals.
### unless other prescribed IFR/VFR separation is applied, ensure R27L traffic has the preceding R27R aircraft in sight prior to the MXE 107R 27 DME fix (the approach ‘T’ 3 miles south of JALTO) or break the aircraft out to the left.
; SAPR 2
# Approaches
## ILS R27L and VA R26
## Depart R27R and R35 from Kilo taxiway.
## Approaches to R27R, R17 and R35 are '''not''' authorized
# Weather Minimums.
## The weather requirement to conduct SAPR2 operations is at least a 3,000 feet ceiling and 10 miles visibility.
# Restrictions.
## R17/35 arrivals are not authorized. R17 departures are not authorized.
# Responsibilities.
## Tower shall;
### ensure the PHL Arrival ATIS advertises SAPR2.
### discontinue SAPR2 operations when the weather minima decreases below ceilings of 3000’ and/or visibility of ten (10) statute miles.
### assume responsibility for aircraft operations on R26 and R35 from taxiway Kilo.
### coordinate with LCW for a full length R17/35 departure. 
### assume responsibility for aircraft operations on R27R and 27L.
### assume separation responsibilities between aircraft landing R27L and departing R27R.
### not assign a R27R departure a heading further north than 265º.
## North Arrival shall:
### advise aircraft on initial contact to expect an ILS approach to R27L or a Visual Approach to R26.
## South Arrival shall:
### advise aircraft on initial contact to expect an ILS approach to R27L or a Visual Approach to R26.
## Final Vectors 1 shall:
### sequence traffic landing R26.
### ensure that aircraft landing R26 are descended to at or below 2,000’ MSL prior to reaching a point 1 1/2 NM of the Final Vectors 1/Final Vectors 1 AOJ.
### share separation responsibilities with Final Vectors 1 when clearing traffic for a visual approach to R26 using separation requirements in JO 7110.65.
### provide standard separation until the aircraft are established on a heading which will intercept the extended centerline of the runway at an angle not greater than 30 degrees, and each aircraft has been issued and the pilot has acknowledged receipt of the visual approach clearance.
### ensure aircraft landing R26 have received and acknowledged for a visual approach clearance prior to losing vertical separation with the R27L arrivals at TORNE or break the aircraft out to the right.
### not assign arrivals R27R.
## Final Vectors 1 shall:
### sequence traffic landing R27L.
### share separation responsibilities with Final Vectors 1 when clearing traffic for an ILS R27L or a visual approach separation requirements in JO 7110.65.
### be authorized to descend to 4,000’ in Final Vectors 1 AOJ provided separation from Final Vectors 1 traffic is maintained.
### be authorized to enter Final Vectors 1 AOJ to intercept the R27L final approach course.
### clear an aircraft for the ILS or Visual approach. When clearing aircraft for a visual approach, instruct the aircraft to cross 8 DME east of PHL at 3,000’.
### not assign arrivals R27R.
##Pottstown (PTW) shall:
### handoff traffic assigned R26 to Final Vectors 1 at 4,000 feet descending to 3,000’ or level at 3,000’.
### assign a speed no greater than 190 knots IAS.
### not vector aircraft less than 5 miles in trail.
## Woodstown (OOD) shall:
### handoff traffic assigned R26 to Pottstown at 4,000 feet.
### assign a speed no greater than 190 knots IAS.
### not vector aircraft less than 5 miles in trail.

; SCIA
# Instrument approach procedures for this program are identified as follows:
## Converging ILS V RWY 9R.
## Converging ILS V RWY 17.
# Unless otherwise coordinated, the primary arrival runway will be 9R.
# Responsibilities.
## Tower shall:
### closely monitor weather during the use of simultaneous converging instrument approaches (less than ceiling 700 feet and 2 miles visibility).
### solicit PIREPS as necessary
### insure that ATIS carries "Simultaneous Converging Instrument Approaches to Runway 9R and Runway 17 in use".
### terminate converging instrument approaches when the reported weather or PIREPs indicate the weather is below 700’ and/or 2 miles visibility. If the report is received by PIREP, the local controller shall request a second PIREP from the next available aircraft for that runway. If the second PIREP confirms the first PIREP, converging approaches shall be terminated.
### not authorize circling or side-step maneuvers.
### in the event of a missed approach initiated inside the Missed Approach Point (MAP), take immediate action to reestablish prescribed separation in accordance with JO 7110.65 (i.e., divergence, visual, altitude separation).
## Radar Controllers shall:
### maintain awareness of current weather and traffic conditions. Particular attention shall be paid to weather activity which could impact the final and missed approach courses.
### only authorize straight-in approaches.



|-|Departure Heading (IFR)=

Always issue a departure heading as part of the takeoff clearance whether or not a Departure Procedure has been assigned:
 {{phraseology|TURN LEFT TWO TREE ZERO, WIND (wind), RUNWAY (runway), CLEARED FOR TAKEOFF.}}

{| class="table table-sop"
! Runway
! Type
! Gates or Exits
! Heading or Instruction
|-
| rowspan=5 |'''27L/R'''
| rowspan=3 | Jets 
| OOD, DITCH, RUUTH
| 230
|-
| DQO, STOEN
| 245
|-
| MXE, PTW, FJC, MAZIE, ARD
| 265
|-
| rowspan=2 | Props
| North
| 300
|-
| South
| 210
|-
| rowspan=6 |'''9L/R, 8'''
| rowspan=4 | Jets 
| MXE, STOEN, FJC
| 080
|-
| PTW, RUUTH, MAZIE, ARD 
| 095
|-
| DITCH
| 110
|-
| OOD, DQO
| 125
|-
| rowspan=2 | Props 
| North
| 065
|-
| South 
| 125
|-
| '''17'''
| All
| All
| 130
|-
| rowspan=2 | '''35'''
| Cruise Alt. < 5,000'
| All
| 350, Runway Heading
|-
| Cruise Alt. >= 5,000'
| All
| 300
|}

NOTE: Between the hours of 2200 and 0600 local time, it is recommended that all runway 27L/R departures be assigned heading 245, runway 9L/R departures be assigned heading 110, and runway 8 departures assigned runway heading.



|-|Missed Approach=

<div style="float:right; width:40%; margin-left:1em;">
{| class="table table-sop table-sop-compact" 
! width="20%" | Runway
! width="40%" | Configuration
! width="20%" | Heading
! width="20%" | Altitude
|-
|'''27L'''
|All
|210
|3,000’
|-
| rowspan=2 |'''27R'''
|Standard, SAPR1
|300
|3,000’
|-
|Land 26
|270
|3,000’
|-
| rowspan=2 |'''9L'''
|Standard
|050
|3,000’
|-
|Depart 8
|080
|3,000’
|-
| rowspan=2 |'''9R'''
|Land 9R + 17 (SCIA)
|180
|3,000'
|-
|All others
|130
|3,000’
|-
| rowspan=2 |'''17'''
|Land 9R + 17 (SCIA)
|100
|2,000’
|-
|All others
|170
|3,000’
|-
| rowspan=1 |'''35'''
|All
|350
|3,000’
|-
| '''26'''
|All
|300
|3,000’
|}
</div>

* Missed approaches or go-arounds shall fly runway heading or track the localizer until reaching the departure end of the runway, then be issued a heading in accordance with the table below unless the controller determines that it would be advantageous to delay or initiate a turn early.
* Separation must be based on altitude initially during all missed approaches or go-arounds. Prior to issuing a climb to 3,000’, interval altitudes such as 2,000’ may be utilized to prevent converging targets from losing separation.
* In order to prevent increased workload on Departure Control, consider issuing missed approaches or go-arounds speed restrictions in accordance with FAA Order JO 7110.65.
* Coordinate with Departure Control as soon as possible and hand off when Local Control traffic is not a factor.
* Sound judgment must be exercised when dealing with go-arounds or missed approaches. Deviate as necessary from the following headings and altitudes if using them would compromise safety.
* The following table indicates the heading and altitude that need to be assigned to a missed approach or go-around prior to release to Departure Control frequency.

* When using Converging Approaches (SCIA)
** The priority is to establish or reestablish separation as soon as possible.
** Aircraft will be vectored as soon as possible after the missed approach point away from the '''without the need to overfly the runway until the departure threshold'''
** See '''Simultaneous Approaches''' in the [[PHL SOP#Tower|Tower]] section for more information on missed approaches using Simultaneous Converging Instrument Approaches (SCIA).


|-|VFR Procedures=

[[File:Airspace-PHL-Tower.png|400px|thumb|right|Outline of the Philadelphia Tower airspace]]

; Airspace
* Class [[VFR Operations#Airspace_Classification|BRAVO]].
* The tower owns 2,000' and below within a 6 mile radius of the airport, except for the southwest corner which has areas delegated from 600' to 2,000' and from 300' to 2,000'. 

<div class="changed">
; Radar
* This tower is LRAC (Limited Radar Approach Control) certified.
* VFR aircraft looking for flight following will be radar identified by the TRACON.
* VFR aircraft not looking for flight following will be radar identified by Local Control.
</div>

; Departures

* Aircraft should be given the most expeditious way out of the airspace, which should be away from the IFR flow. In most cases they can be told to fly southwest or northeast along the Delaware River OR follow the Schuylkill River northbound.

; Flight Following
* All aircraft should remain on the tower frequency unless the route of flight will or may impede the operations of PHL TRACON while operating inside the tower's delegated portion of the Class Bravo, or the aircraft will leave the tower's delegated portion of the Class Bravo..

; Over-flights
* When PHL is operating West Ops, over-flights should be instructed to remain 1.5 miles east of the runway 17/35 extended centerline. Northbound over-flights shall be assigned 1,500' and southbound over-flights shall be assigned 2,000'.
* When PHL is operating East Ops, over-flights should be instructed to remain 1.5 miles west of the runway 17/35 extended centerline. Northbound over-flights shall be assigned 1,500' and southbound over-flights shall be assigned 2,000'.

; Pattern Work
* Use the following as a guide for pilots wanting to perform pattern work at PHL. Although some runways are denoted as “NA” or not authorized, that does not limit VFR arrivals or departures from utilizing said runway so long as they are not conducting pattern work.

:{| class="table table-sop table-sop-compact" style="width:50%"
! |Runway
! |Direction
|-
|'''27L'''
|Left
|-
|'''9R'''
|Right
|-
|'''17'''
|Left
|-
|'''35'''
|Right
|-
|'''8/26'''
|<span color="gray">''N/A''</span>
|-
|'''27R/9L'''
|<span color="gray">''N/A''</span>
|}

: NOTE: All props should be at 1,000’ and jets at 1,500’. Adjust these altitudes when necessary to avoid over-flights or normal IFR traffic flow. Be especially alert to potential conflicts with IFR departures and arrivals when using runway 17/35 for pattern work.

; Philadelphia Seaport (9N2) and Penns Landing Heliport (P72)
# These airfields reside just outside the PHL Tower delegated portion of the Class Bravo airspace. Aircraft departing these airports may or may not call PHL Tower for clearance into the Class Bravo airspace. If aircraft request services, release the aircraft for departure and notify them of all applicable traffic departing or arriving PHL.
# Use PHL altimeter and winds for 9N2 and P72.

</tabber>

== TRACON ==

=== General ===

<tabber> 

|-|General Information=

==== General Information ====

; Callsign

# Whenever a controller handles a departure, they shall use the radio name “Philadelphia Departure” when referring to themselves on frequency.
# Whenever a controller handles an arrival or enroute traffic, they shall use the radio name “Philadelphia Approach” when referring to themselves on frequency.
# If talking to other controllers via land line, refer to yourself as the sector name for which you are controlling.

;Coordination

: Procedures contained in this document shall apply unless prior verbal (or textual) coordination between PHL TRACON sectors has been effected otherwise.

; Position Combining/De-combining

# Coordinate prior to combining/de-combining pertinent positions within the TRACON with any affected controllers.
# Positions that are routinely combined are:
#* North Departure and North High
#* Yardley and Pottstown
#* Dupont, South High, and South Departure
#* South Arrival and Woodstown
#* Final Vector 1 and Final Vector 2
# Woodstown, when staffed, controls runway 35 arrivals. Pottstown, when staffed, controls runway 17 arrivals.

; Point Outs

# When using an automated point out, verbal (or textual) approval must be obtained before an aircraft may enter another controller’s airspace. An automated point out not accompanied by a verbal or textual description does NOT constitute a valid point out.
# A controller either initiating or receiving a point out or handoff shall be responsible to complete any necessary coordination within his or her own area.

; Airspace Delegations

: Altitudes depicted on the airspace delegation charts are in hundreds of feet and reflect unconditional airspace. A controller whose airspace overlies another’s airspace has jurisdiction for the 500 foot level between the two for VFR traffic, unless otherwise specified in this manual.

; Critically Dependent Radar Positions

# During events, critically dependent radar positions shall not be relieved simultaneously. Position relief briefings must wait until after the first position relief briefing has occurred. Positions defined as critically dependent are:
## Final Vector and North Arrival/South Arrival
## Final Vector and Woodstown
## North Arrival and South Arrival
## Yardley and Pottstown
## Local Control/Ground Control

; Reduced Longitudinal Separation

: A minimum of 2.5 nautical miles (NM) separation is authorized between aircraft established on the final approach course of runway 27R and runway 9R within 10 NM of the landing runway in accordance with FAA Order JO 7110.65. When there is a potential for wake turbulence, additional separation should be applied as necessary.

; Converging Runway Display Aid (CRDA)

# The CRDA is an automation tool available for vSTARs users ONLY that allows air traffic controllers to precisely establish and maintain a stagger distance between two aircraft approaching on different runways. The basic function of CRDA is to project position information of an aircraft approaching one runway onto the final approach course of the other runway of the pair known as "ghost" targets.
## Common Point. Point of intersection of converging approaches. The common point is the runway intersection when runways intersect and the point of the extended centerlines when the runways do not intersect. This is the common point or points used by the CRDA software to project the ghost target. The distance from the actual aircraft to the common point is equal to the distance from the common point to the ghost target depiction on the converging runway.
## Ghost Target. An image of an aircraft depicted at a position other than the actual location of the aircraft. The ghost target and the actual target are equidistant from a common point.
## Stagger Mode. The distance between a real track and the runway is the same as the distance between the corresponding ghost track and the other “converging” runway.
## Tie Mode. The ghost track is positioned using the same distance as “stagger mode” plus an adapted offset distance. (0-10 NM).
# The following runway pair configurations are installed in the PHL vSTARs profile:
## Runway 27R / Runway 17 (1.15 NM offset in Tie Mode)
## Runway 9L / Runway 17 (No offset provided, Stagger Mode suggested)
## Runway 27R / Runway 35 (0.88 NM offset in Tie Mode)
## Runway 27R / Runway 27L (5.00 NM offset in Tie Mode)
## Runway 27L / Runway 35 (1.00 NM offset in Tie Mode)
# The CRDA must be used when both runway 27R and runway 35 are in use for arrivals. (i.e. those controllers not utilizing vSTARs may not land runway 35 simultaneously with runway 27R)
# An automatic offset (Tie Mode Offset) has been programmed into the CRDA software. This offset adjusts the position of the ghost target so that an arrival positioned on top of or slightly behind the ghost will pass behind an arrival to the associated intersecting runway.
# Controllers should vector aircraft to be on the corresponding ghost target or within 1 mile in trail of the ghost target when within two miles of the runway intersection. This procedure will help to insure that the appropriate runway separation exists when aircraft cross the runway threshold.
# The procedures in this Order shall only be used during VFR weather conditions. These procedures do not relieve controllers of the responsibility to apply standard separation as prescribed by JO 7110.65.

; Control for Turns

: All TRACON sectors have control for turns up to 20 degrees left or right of course from any internal (PHL) sectors on all aircraft, regardless of destination. This does not change any Letter of Agreement requirements from adjacent facilities. The controller issuing the turn shall be responsible for coordination if the turn will take the aircraft into another controller’s airspace.

; Radar Sites and Range

# The following are the locations of the various PHL radar sites:
## Philadelphia (KPHL), Willow Grove (KNXX)
## To set them up in VRC type “.vis KPHL KNXX” in the command console.
# The minimum range setting for all radar sites is 60 nm. The maximum allowable range setting on VATSIM for TRACON is 150 nm.
# It is recommended that TRACON controllers set altitude filter limits to encompass, at a minimum, all altitudes within delegated airspace plus 1,300 feet above and below their airspace. These filter limits shall be set for both
unassociated and associated targets.

; Hazardous Weather Broadcasts

# The following may be accomplished using NOAA’s Aviation Weather Center (AWC) (http://www.aviationweather.gov).
# Ensure pilots monitoring your frequency are aware of any hazardous weather around your sector by making routine broadcasts on frequency.
# Hazardous Weather Advisories
## These advisories include: AIRMET (WA), SIGMET (WS), Convective SIGMET (WST), Center Weather Advisory (CWA), Meteorological Impact Statement (MIS), and Urgent PIREP (UUA).
## Controllers shall determine if the information pertains to their area and if so, ensure that all pilots are advised of the new weather information through a broadcast on frequency.
{{phraseology|ATTENTION ALL AIRCRAFT. HAZARDOUS WEATHER INFORMATION (SIGMET, Convective SIGMET, AIRMET, Urgent Pilot Weather Report (UUA), Meteorological Impact Statement (MIS), or Center Weather Advisory (CWA), Number or Numbers) for (geographical area) AVAILABLE FROM THE AVIATION WEATHER CENTER.}}
# Pilot Reports (PIREPS)
## Controllers shall solicit and disseminate PIREP’s in accordance with {{Reference7110|reference=2-6-3|chapter=2|section=6}}

; Providing Departure Services

# If and ONLY if the corresponding approach sector is offline, then the corresponding departure sector shall provide tower plus departure services at satellites normally controlled by approach.
# PHL – Philadelphia International Airport
## PHL Tower shall be controlled by PHL_TWR when online.
## If PHL_TWR is offline, then whoever is controlling departure services for PHL shall provide PHL Tower plus departure services.
# PHL Satellite Airports – ILG, PNE, TTN
## ILG, PNE, or TTN Towers shall be controlled by ILG_TWR, PNE_TWR, or TTN_TWR when online.
## If one of these facilities are offline, then whoever is controlling approach services for PHL shall provide respective tower plus departure services.
## If one of these facilities are offline and no one is controlling approach services for PHL, then whoever is controlling departure services for PHL shall provide respective tower plus departure services.
# Additional Notes
## For all uncontrolled airports, please reference the airspace delegation to determine who will be providing IFR releases from those fields.
## It is recommended to reference the local operation times of Class D towers in order to determine airspace classification and type of services provided. Local operation times can be found on AIRNAV. When the tower is closed locally, it is at the discretion of the controller whether or not to provide services to that airport.
## Review controller ATIS information in order to determine sector/area combinations or splits.

; Prearranged Coordination Airspace (PACA)
# Philadelphia TRACON airspace includes several areas designated as prearranged coordination airspace. The following conditions must be met before a TRACON controller can use the prearranged coordination airspace:
## Both positions that are subject to the prearranged coordination must be staffed and/or covered by an online controller. For example, Departure cannot use the PACA for JAIKE arrivals if he is the only controller online, but can use it if Approach is online or if Approach is covered by New York Center.
## Unless otherwise specified, the sector penetrating the PACA is responsible for maintaining the required separation from aircraft under the control of the other positions/sectors within the PACA. In addition, the sector penetrating the PACA shall determine whether the lead aircraft is a heavy jet or B757 when separating aircraft directly behind, or directly behind and less than 1,000 feet below the heavy jet/B757.

|-|Airspace Delegation=

[[Image:PHL-Airspace-Delegation.png|700px]]



<div class="mw-collapsible mw-collapsed" style="margin:0.5em 0;">
<div class="mw-collapsible-toggle" style="font-weight:bold; color:#3b82f6; cursor:pointer;">Airspace Delegation Table [Show]</div>
<div class="mw-collapsible-content">

:{|
{| class="table table-sop table-sop-compact"
! Block &nbsp;
! Unconditional
! Conditional
|-
| '''1a'''
| 6,000'
| None. ZNY controls BUNTS HPA.
|-
| '''1b'''
| 6,000' and below
| None. ZNY controls BUNTS HPA.
|-
| '''1c'''
| 6,000' and below
| None. ZNY controls BUNTS HPA.
|-
| '''3'''
| 8,000' - 6,000'
| None.
|-
| '''4'''
| 8,000' - 6,000'
| None.
|-
| '''5'''
| 9,000' and below
| None. ZNY controls SPUDS HPA.
|-
| '''6'''
| 13,000' and below
| None.
|-
| '''7'''
| 4,000' and below
| None.
|-
| '''8'''
| 7,000' and below
| None.
|-
| '''9'''
| 10,000' and below
| None.
|-
| '''10a'''
| 4,000' and below
| 4,000'-3,000' when released to McGuire RAPCON for Trenton - Robbinsville (N87) IFR operations. Typically blanket release.
|-
| '''10b'''
| 9,000' and below
| 9,000'-3,000' when released to McGuire RAPCON for Trenton - Robbinsville (N87) IFR operations. Typically blanket release.
|-
| '''11'''
| 8,000' - 7,000'
| None.
|-
| '''12'''
| 8,000' - 7,000'
| None.
|-
| '''13'''
| 9,000' - 7,000'
| None.
|-
| '''14'''
| 10,000' - 7,000'
| None.
|-
| '''15'''
| 10,000' - 4,000'
| None.
|-
| '''16'''
| 10,000' - 3,000'
| None.
|-
| '''17a'''
| 12,000' - 3,000'
| 10,000' - 3,000' when ZDC requires HOLEY HPA.
|-
| '''17b'''
| class="nowrap" | 12,000' and below
| 10,000' and below when ZDC requires HOLEY HPA.
|-
| '''18'''
| 12,000' - 3,000'
| None.
|-
| '''19'''
| 12,000' - 4,000'
| None.
|-
| '''20'''
| 12,000 - 7,000'
| None.
|-
| '''21'''
| 12,000' - 9,000'
| None.
|-
| '''22'''
| 12,000' - 9,000'
| None.
|-
| '''23'''
| 12,000' - 8,000'
| 12,000' - 6,000' when Newfield Area is released by Atlantic City TRACON.
|-
| '''24'''
| 10,000' - 8,000'
| 10,000' - 6,000' when Newfield Area is released by Atlantic City TRACON.
|-
| '''25'''
| None.
| 7,000' - 6,000' when Newfield Area is released by Atlantic City TRACON. VCN/JIIMS HPA is conditional from the highest altitude released by ZDC to 8,000'. Aircraft shall depart HPA at or below 12,000'.
|-
| '''26'''
| None.
| VCN/JIIMS HPA is conditional from the highest altitude released by ZDC to 8,000'. Aircraft shall depart HPA at or below 12,000'.
|-
| '''27'''
| 8,000'
| 8,000' - 6,000' when Newfield Area is released by Atlantic City TRACON. VCN/JIIMS HPA is conditional from the highest altitude released by ZDC to 9,000'. Aircraft shall depart HPA at or below 12,000'.
|-
| '''28'''
| 8,000' and below
| VCN/JIIMS HPA is conditional from the highest altitude released by ZDC to 9,000'. Aircraft shall depart HPA at or below 12,000'.
|-
| '''29'''
| 8,000' and below
| 8,000' - 3,000' when Rainbow Area is released to Atlantic City TRACON. VCN/JIIMS HPA is conditional from the highest altitude released by ZDC to 9,000'. Aircraft shall depart HPA at or below 12,000'.
|-
| '''30'''
| 8,000'
| 8,000' - 6,000' when Newfield Area is released by Atlantic City TRACON.
|-
| '''31'''
| 10,000' - 8,000'
| 10,000' - 6,000' when Newfield Area is released by Atlantic City TRACON.
|-
| '''32'''
| 12,000' and below
| 12,000' - 3,000' when Rainbow Area is released to Atlantic City TRACON.
|-
| '''33'''
| 12,000' - 4,000'
| None.
|-
| '''34'''
| 10,000' - 4,000'
| None.
|-
| '''35'''
| 10,000' - 6,000'
| None.
|-
| '''36'''
| 8,000' - 6,000'
| None.
|-
| '''37'''
| 6,000'
| 9,000' - 6,000' when released by ZDC. Typically blanket release. PAATS HPA is conditional from the highest altitude released by ZDC to 10,000'. Aircraft shall depart HPA at or below 12,000'.
|-
| '''38'''
| 6,000' - 4,000'
| 9,000' - 4,000' when released by ZDC. Typically blanket release. PAATS HPA is conditional from the highest altitude released by ZDC to 10,000'. Aircraft shall depart HPA at or below 12,000'.
|-
| '''39'''
| 6,000' and below
| 9,000' and below when released by ZDC. Typically blanket release. PAATS HPA is conditional from the highest altitude released by ZDC to 10,000'. Aircraft shall depart HPA at or below 12,000'.
|-
| '''40'''
| 9,000' and below
| PAATS HPA is conditional from the highest altitude released by ZDC to 10,000'. Aircraft shall depart HPA at or below 12,000'.
|-
| '''41'''
| 9,000' - 4,000'
| PAATS HPA is conditional from the highest altitude released by ZDC to 10,000'. Aircraft shall depart HPA at or below 12,000'.
|-
| '''42'''
| 9,000' - 6,000'
| PAATS HPA is conditional from the highest altitude released by ZDC to 10,000'. Aircraft shall depart HPA at or below 12,000'.
|-
| '''43'''
| None.
| PAATS HPA is conditional from the highest altitude released by ZDC to 10,000'. Aircraft shall depart HPA at or below 12,000'.
|-
| '''44'''
| 12,000' - 11,000' 4,000' and below
| None.
|-
| '''45'''
| 12,000' - 5,000'
| None.
|-
| '''46'''
| 10,000' - 5,000'
| None.
|-
| '''47'''
| 10,000' and below
| None.
|-
| '''48'''
| 10,000' - 6,000'
| None.
|-
| '''49'''
| 10,000' and below
| None.
|-
| '''50'''
| 12,000' and below
| None.
|}
|}

</div>
</div>


|-|Transitioning STARs=

[[Image:PHL_Transitions_STARs.png|700px]]


|-|Video Map=

{{#tag:tabber
| Airports and Landmarks = [[Image:PHL_TRACON-Landmarks.png|700px]]
{{!}}-{{!}} Waypoints and Radials = [[Image:PHL_TRACON-Waypoints.png|700px]]
{{!}}-{{!}} Departure/Approach Guides = [[Image:VideoMap-PHL-Flows.png|700px]]
}}


|-|Noise Abatement=

==== Noise Abatement ====

# The following are recommended procedures and shall only be used when traffic, weather, and workload permit their use.
# Philadelphia Turbojet Departures
## Runway 27L and runway 27R turbojet departures should NOT be vectored off tower assigned headings within six (6) miles of PHL unless above 3,000’ AGL.
## Runway 9L, runway 9R, runway 8 turbojet departures should NOT be vectored off tower assigned headings within six (6) miles of PHL unless above 2,000’ AGL.


|-|Letters of Agreement=

{{#tag:tabber

|General Procedures=

==== LOA - General Procedures ====

; Coordination
: Procedures contained in Letters of Agreement shall apply at all times unless prior verbal (or textual) coordination between facilities has been affected otherwise.

; Runway Configuration (TRACON/Tower LOA only)
: PHL Tower shall select the runway configuration and notify the PHL TRACON prior to the change.

; Position Combining/Decombining
:Coordinate prior to combining/decombining pertinent positions within facilities with any affected controllers.

; Point Outs
: When using an automated point out, verbal (or textual) approval must be obtained before an aircraft may enter another controller’s airspace. An automated point out not accompanied by a verbal or textual description does NOT constitute a valid point out.

; Separation Minima
: Minimum radar separation between aircraft shall be at least three miles (intra-TRACON) or five miles (TRACON-Center) constant or increasing when transfer of control is accomplished. Other factors such as wake turbulence separation and miles-in-trail requirements may increase this minimum.

; Conflicting Flows
: When the facilities for which the LOA pertains to must use conflicting traffic flows, they shall do so alternately, governed by traffic volume and delays at each airport or airspace.

{{!}}-{{!}} PHL ATCT =
{{:LOA PHL PHL}}

{{!}}-{{!}} ABE =
{{:LOA PHL ABE}}

{{!}}-{{!}} ACY =
{{:LOA PHL ACY}}

{{!}}-{{!}} DOV =
{{:LOA PHL DOV}}

{{!}}-{{!}} MDT/RDG =
{{:LOA PHL MDT RDG}}

{{!}}-{{!}} N90 =
{{:LOA PHL N90}}

{{!}}-{{!}} ZDC =
{{:LOA PHL ZDC}}

{{!}}-{{!}} PCT =
{{:LOA PHL PCT}}

{{!}}-{{!}} ILG =
{{:LOA PHL ILG}}

{{!}}-{{!}} PNE =
{{:LOA PHL PNE}}

{{!}}-{{!}} TTN =
{{:LOA PHL TTN}}

{{!}}-{{!}} WRI =
{{:LOA PHL WRI}}

}}

</tabber>

=== Departure ===

:''Select the direction of operations, then select a sector.''

<tabber>

|-|West=

{{#tag:tabber

|West Departure Guide=
[[File:PHL27DEP.png|700px]]

{{!}}-{{!}}North Departure=
[[File:PHL-27s-North-Dep.png|700px]]

{{!}}-{{!}}South Departure=
[[File:PHL-27s-South-Dep.png|700px]]

}}

|-|East=

{{#tag:tabber

|East Departure Guide=
[[File:PHL9DEP.png|700px]]

{{!}}-{{!}}North Departure=
[[File:PHL-9s-North-Dep.png|700px]]

{{!}}-{{!}}South Departure=
[[File:PHL-9s-South-Dep.png|700px]]

}}

</tabber>

=== Approach ===

:''Select the direction of operations, then select a sector.''

<tabber>

|-|West=

{{#tag:tabber

|West Operations Approach Guide=
[[File:West-Flow.png|700px]]

{{!}}-{{!}}North Arrival=
[[File:PHL-27s-North-Arrival.png|700px]]

{{!}}-{{!}}South Arrival=
[[File:PHL-27s-South-Arrival.png|700px]]

{{!}}-{{!}}Final Vectors=
[[File:PHL-27s-Final.png|700px]]

{{!}}-{{!}}Pottstown=
[[File:PHL-27s-ARD.png|700px]]

{{!}}-{{!}}Woodstown=
[[File:PHL-27s-DQO.png|700px]]

}}

|-|East=

{{#tag:tabber

|East Operations Approach Guide=
[[File:East-Flow.png|700px]]

{{!}}-{{!}}North Arrival=
[[File:PHL-9s-North-Arrival.png|700px]]

{{!}}-{{!}}South Arrival=
[[File:PHL-9s-South-Arrival.png|700px]]

{{!}}-{{!}}Final Vectors=
[[File:PHL-9s-Final.png|700px]]

{{!}}-{{!}}Pottstown=
[[File:PHL-9s-ARD.png|700px]]

{{!}}-{{!}}Woodstown=
[[File:PHL-9s-DQO.png|700px]]

}}

</tabber>

== Appendix ==
=== Ground Metering ===
<div class="boxed">
; Purpose
:Ground Metering’s primary responsibility is to create a departure sequence before aircraft are taxied out for takeoff. Ground Metering sequences aircraft by alternating gate, exit, or type aircraft and then provides the active Ground controller with flight strips in that order. Philadelphia’s Ground Metering frequency is 121.9 (6C). Ground metering operation '''must be authorized by the TMU'''

; Ground Metering Procedures and Phraseology
# Once aircraft are ready to taxi, they will call Ground Metering on the published Ground Control frequency that appears on the airport diagram (121.9).
# Aircraft calling Ground Metering should inform the controller of the following information; however, be aware that many pilots will call and advise “ready for taxi” and Ground Metering will have to find them on the field:
## Call-sign
## Location at the airport
## ATIS code
# The Ground Metering controller shall inform the aircraft to hold short of the main outbound taxiway and monitor the active Ground Control frequency.
#:{{phraseology|(Aircraft) PHILADELPHIA GROUND, (holding instructions), MONITOR GROUND ON (frequency), WAIT FOR THE CONTROLLER TO CALL YOU.|example=JetBlue Four Fifty-Two, Philadelphia Ground, hold short of Echo, monitor ground on one two one point six fife, wait for the controller to call you}}

; Ground Metering VRC Procedural Settings

# Because the metering operations require effective use of flight strips as control elements, the flight strip bay should be used and set up as follows.
# Ground Control 121.65 (6D) should set the following options under <tt>Settings > General > Flight Strips</tt>:
#*Unchecked: 
#** Auto-Add Arrival Strips
#** Auto-Add Departure Strips
#** Ignore Pushed Strips
#* Checked:
#**Delete Strip When Pushed Manually
# Ground Metering 121.9 (6C) should set the following options under <tt>Settings > General > Flight Strips</tt>:
#* Unchecked:
#** Auto-Add Arrival Strips
#** Auto-Add Departure Strips
#** Ignore Pushed Strips
#* Checked:
#** Delete Strip When Pushed Manually
# Both controllers will utilize the two-column flight strip bay (<tt>Settings > General > Flight Strips > Two-column Flight Strip Bay</tt>). Separators can be used for additional organization at the ATC’s discretion. Separators can be added by typing <code>.sep NAME1|NAME2|NAME3 &lt;Enter&gt;</code> (refer to VRC documentation for further details on separators).

; Transfer of Control and Pushing Strips
# After Ground Metering 121.9 (6C) has sequenced aircraft that have called for taxi, he or she shall push the strip in the appropriate sequenced order to the active Ground controller on 121.65 (6D) and advise the pilot to monitor that frequency. Ground Control 121.65 (6D) will receive strips in the left hand column of the strip bay and then will move them to the right hand column, in the appropriate order, once taxi instructions have been given.
# After additional taxi instructions are not required, the active Ground controller 121.65 (6D) shall push the strip in sequenced order to Local Control and instruct the aircraft to monitor Philadelphia Tower on the appropriate frequency.
</div>

=== Changelog ===
{| class="table table-sop table-sop-compact"
! style="white-space: nowrap;" | Change &nbsp;
! style="white-space: nowrap;" | Date Published &nbsp;
! Description
|-
| '''CHG1'''
| 18 Oct 2005
| Initial release.
|-
| '''CHG2'''
| 27 Dec 2005
| Added suggested vectors to final, brought frequencies up to date with POF, added "bookmarks".
|-
| '''CHG3'''
| 20 Oct 2006
| Added departure/arrival flow diagrams and other changes.
|-
| '''CHG4'''
| 23 Mar 2007
| New airspace, new departure/arrival flow diagrams, added video map, expanded instrument approach procedures, removed unneeded positions.
|-
| '''CHG5'''
| 20 Jul 2007
| Updated flow diagrams touch-up and typo fixes.
|-
| '''CHG6'''
| 31 Jul 2008
| Updated to PHL8, touched up flow diagrams, position ID fix/changes for TRACON.
|-
| '''CHG7'''
| 14 Mar 2014
| '''MAJOR REVISION'''. Total SOP overhaul with many procedural changes. Updated to Wiki format.
|-
| '''CHG8'''
| 25 May 2014
| Update the pattern work table. Clarified the assignment of departure frequencies with both ND and SD are online.
|-
| '''CHG9'''
| 04 Sep 2014
| Distances of parallel runways were added.
|-
| '''CHG10'''
| 02 Nov 2014
| Airspace delegation chart was updated. A new video map was added showing the STARs that transition through/above PHL airspace. New procedure regarding prearranged coordinated for runway crossing was added in Ground section. Stylistic changes.
|-
| '''CHG11'''
| 04 May 2015
| East and West Tower positions were explained. Precoordinated runway crossing was expanded to include runway 26 as well.
|-
| '''CHG12'''
| 16 Jan 2016
| Departure headings for 17/35 were amended. Wake turbulence separation recategorization.
|-
| '''CHG13'''
| 26 Jan 2019
| Runway Distances for 27L/9R were Amended.
|-
| '''CHG14'''
| 21 Jul 2019
| Amended the IFR departure headings. Fixed some broken links.
|-
| '''CHG15'''
| 22 May 2020
| Amended the IFR Squawk Code Range.
|-
| '''CHG16'''
| 20 June 2020
| Removed PNE as a valid exit (VOR decommissioned). Updated "Common Amendments" section.
|-
| '''CHG17'''
| 10 Mar 2021
| Minor phraseology. Updated positions. Added colloquialisms. Clarified LAHSO/LUAW. Updated "Common Amendments" section.
|-
| '''CHG18'''
| 09 Jun 2021
| Minor formatting changes.
|-
| '''CHG19'''
| 19 Mar 2023
| Updated VFR procedures.
|-
| '''CHG20'''
| 27 Apr 2023
| NEC ACR changes to Common Amendments
|}<!-- tabberneue -->