Question for a PIT Controller

[jb8622]

Are there any real-world PIT controllers here? I have a question I'd like to ask.

[PHL Approach]

There is one. Post it and he'll see it

[jb8622]

Here is my question... Let's say that you are a controller at PIT working departures. You receive a request from Beaver Tower for a release, let's call him N12345 off runway 28. You release the aircraft, let's say heading 230. After the aircraft contacts you and you have radar identified him, would you need to coordinate with the Beaver Tower while the aircraft is still in the Delta airspace if you needed to make heading/altitude changes, let's say to tell him to proceed direct TVT or BSV? Or because the aircraft is IFR and you are the radar controller no coordination is needed? My understanding is that you need to remain clear of the Delta airspace when vectoring an aircraft for the approach (i.e. VOR RWY 28), but for departures I wasn't sure. Thanks!

[w0x0f]

Thanks for giving us something to do on a relatively boring Saturday evening shift.  There are different views on this, but it has always been my belief that coordination would be required by Departure North with BVI tower to turn an aircraft within the Class D airspace, since this is not addressed in the PIT/BVI Letter of Agreement. 

I think the debate begins because we separate airplanes and not airspace in the real world.  I'm going to guess and say that you are attending CCBC for ATC.  They will teach you that the 7110.65 says this...

 2-1-14. COORDINATE USE OF AIRSPACE

a. Ensure that the necessary coordination has been accomplished before you allow an aircraft under your control to enter another controller's area of jurisdiction.

b. Before you issue control instructions directly or relay through another source to an aircraft which is within another controller's area of jurisdiction that will change that aircraft's heading, route, speed, or altitude, ensure that coordination has been accomplished with each of the controllers listed below whose area of jurisdiction is affected by those instructions unless otherwise specified by a letter of agreement or a facility directive:

1. The controller within whose area of jurisdiction the control instructions will be issued.

2. The controller receiving the transfer of control.

3. Any intervening controller(s) through whose area of jurisdiction the aircraft will pass.
 

That's all good in the academic world.  The real world is a bit different and you may see some corners cut.  We do it many times a day, but will have to take responsibility if something goes wrong. 

Your question also addresses altitude.  We cannot stop an aircraft at an altitude lower than 3000 ft.  That is the initial altitude assigned by BVI.  Our minimum vectoring altitude is 3000 ft in that area.  We are permitted to climb the aircraft and most likely will on initial contact.

If you are a CCBC student I would not recommend telling your Approach I or Approach II instructor that you can't turn the aircraft off BVI and AGC until they are clear of the Class D.  I used to teach that class.  The difference between a 230 heading and TVT is negligible.  That's why you release the aircraft on a heading as close to on course as possible.

w0x0f     

[jb8622]

Thanks for the clarification... I am a CCBC student in Approach I. My buddy and I were wondering this question, but we don't see our instructor again until Tuesday, so I thought I'd ask it here. Thanks!