ZJX SOP

Transcription

ZJX SOP

ZJX AT 7110.409J
ORDER
Jacksonville Center
Standard Operating Procedures
January 08, 2015
DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION
January 08, 2015
ZJX AT 7110.409J
TABLE OF CONTENTS
CHAPTER 1 - GENERAL INFORMATION ............................................................................. 1-1
SECTION 1 - DIRECTIVES INFORMATION...................................................................................... 1-1
SECTION 2 - FORMS USED IN CONJUNCTION WITH THIS ORDER .................................................. 1-1
SECTION 3 - COMMON ACRONYMS USED IN CONJUNCTION WITH THIS ORDER ............................. 1-2
CHAPTER 2 - TEAM POSITION RESPONSIBILITIES ........................................................... 2-1
SECTION 1 - ASSISTANT CONTROLLER (A-SIDE) POSITION .......................................................... 2-1
SECTION 2 - RADAR CONTROLLER POSITION ............................................................................. 2-1
SECTION 3 - RADAR-ASSOCIATE CONTROLLER (R/A) POSITION .................................................. 2-1
SECTION 4 - TRACKER POSITION ............................................................................................... 2-1
CHAPTER 3 - OPERATIONAL PROCEDURES ..................................................................... 3-1
SECTION 1 - “JAX CENTER” ..................................................................................................... 3-1
SECTION 2 - BREAKBOARD ADMINISTRATION ............................................................................. 3-1
SECTION 3 - PRE-DUTY FAMILIARIZATION .................................................................................. 3-1
SECTION 4 - SIGNING ON/OFF AN OPERATIONAL POSITION ......................................................... 3-1
SECTION 5 - POSITION RELIEF BRIEFINGS .................................................................................. 3-1
SECTION 6 - COMBINING AND DE-COMBINING SECTORS .............................................................. 3-1
SECTION 7 - COMBINING/DE-COMBINING POSITIONS OF OPERATION ............................................ 3-2
SECTION 8 - TRANSFER OF RADAR IDENTIFICATION .................................................................... 3-3
SECTION 9 - COMMUNICATION STATUS VISUAL INDICATOR ......................................................... 3-3
SECTION 10 - FOURTH-LINE DATA BLOCK PROCEDURES ............................................................ 3-3
SECTION 11 - PROCESSING FLIGHT PLAN INFORMATION ............................................................. 3-4
SECTION 12 - HANDLING OF AIRSPACE INTRUSIONS ................................................................... 3-5
SECTION 13 - SEARCH AND RESCUE NOTIFICATION REQUIREMENTS ........................................... 3-6
SECTION 14 - DRVSM .............................................................................................................. 3-6
CHAPTER 4 - URET ............................................................................................................... 4-1
SECTION 1 - GENERAL .............................................................................................................. 4-1
SECTION 2 - AIRCRAFT LIST (ACL)............................................................................................ 4-1
SECTION 3 - STANDARD URET ENTRIES .................................................................................... 4-1
SECTION 4 - AIRSPACE CONFIGURATION ELEMENTS ................................................................... 4-2
CHAPTER 5 - MILITARY OPERATIONS ............................................................................... 5-1
SECTION 1 - MILITARY ATC FACILITIES AND MILITARY RADAR UNITS (MRUS) ............................. 5-1
SECTION 2 - ZJX SPECIAL USE AIRSPACE (SUA) INTRUSION/SPILL OUT PROCEDURES ............... 5-2
SECTION 3 - SUA/ATCAA/RAA ............................................................................................... 5-3
SECTION 4 - ALTRV FLIGHT DATA PROCESSING........................................................................ 5-4
SECTION 5 - FLIGHT PLAN PROCESSING OF MILITARY FLIGHTS WITH EN ROUTE DELAYS ............. 5-4
SECTION 6 - WEATHER RECONNAISSANCE FLIGHTS ................................................................... 5-4
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SECTION 7 - RESTRICTED AREAS EXEMPT FROM SEPARATION MINIMA ........................................ 5-5
SECTION 8 - AIR MOBILITY COMMAND (AMC) OPERATION "BUGGY RIDE” ............................... 5-5
SECTION 9 - EMERGENCY SECURITY CONTROL OF AIR TRAFFIC (ESCAT) ................................... 5-6
CHAPTER 6 - FLMIC/CIC OPERATIONS .............................................................................. 6-1
SECTION 1 - DUTY FAMILIARIZATION .......................................................................................... 6-1
SECTION 2 - TRAFFIC SITUATION DISPLAY (TSD) ....................................................................... 6-1
SECTION 3 - OPERATIONAL SUPERVISION .................................................................................. 6-1
SECTION 4 - NAS TRANSITION PROCEDURES (SEE APPENDIX 6 FOR CHECKLISTS) ...................... 6-2
SECTION 5 - CONTROLLING MODE C INTRUDER (MCI) ALERTS ................................................... 6-3
SECTION 6 - WEST/CENTRAL JOINT USE OF FREQUENCIES 128.625/380.25 ............................... 6-3
CHAPTER 7 - LOCAL STRIP MARKING PROCEDURES ..................................................... 7-1
SECTION 1 - AUTHORIZED CONTROL ABBREVIATIONS AND SYMBOLS .......................................... 7-1
SECTION 2 - INTERSECTION ABBREVIATIONS .............................................................................. 7-2
CHAPTER 8 - VOICE SWITCHING AND CONTROL SYSTEM (VSCS) ................................. 8-1
SECTION 1 - VSCS ................................................................................................................... 8-1
SECTION 2 - EQUIPMENT AND OPERATIONS ................................................................................ 8-1
SECTION 3 - STANDARD POSITION CLOSING PROCEDURES ......................................................... 8-1
SECTION 4 - CALL FORWARDING PROCEDURES.......................................................................... 8-1
SECTION 5 - PROCEDURES ........................................................................................................ 8-1
SECTION 6 - CIC DUTIES ........................................................................................................... 8-1
SECTION 7 - RECORDING RELIEF BRIEFINGS .............................................................................. 8-1
SECTION 8 - PABX CALLS ........................................................................................................ 8-1
SECTION 9 - MEET-ME CONFERENCE CALLS .............................................................................. 8-1
SECTION 10 - RECONFIGURATIONS ............................................................................................ 8-1
SECTION 11 - TEMPORARY MODIFICATIONS (TEMP MODS) ....................................................... 8-1
SECTION 12 - SPLIT FUNCTIONALITY PROCEDURES .................................................................... 8-2
SECTION 13 - MODE OVER PROCEDURES .................................................................................. 8-2
SECTION 14 - CALL FORWARDING IN VSCS ............................................................................... 8-2
SECTION 15 - INTERFERENCE TONE ON VSCS G/G CIRCUITS ..................................................... 8-3
SECTION 16 - VSCS TRAINING AND BACKUPS SWITCH (VTABS)-SEE APPENDIX 8...................... 8-3
CHAPTER 9 - CONTROL ROOM ADMINISTRATION ........................................................... 9-1
SECTION 1 - CURRENCY REQUIREMENTS FOR OS, STMC, AND DESIGNATED STAFF PERSONNEL . 9-1
SECTION 2 - AUTOMATED FAA FORM 7230-4 ............................................................................ 9-1
SECTION 3 - FORMS ADMINISTRATION ........................................................................................ 9-1
SECTION 4 - BUEC AND GUARD CONFIDENCE CHECKS .............................................................. 9-2
SECTION 5 - EQUIPMENT PROBLEMS.......................................................................................... 9-2
SECTION 6 - CONTROL ROOM INFORMATION SYSTEM ................................................................. 9-3
SECTION 7 - SUPERVISORS’ COMMITTEE (SUPCOM) ................................................................. 9-5
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CHAPTER 10 - TRAFFIC MANAGEMENT........................................................................... 10-1
SECTION 1 - GENERAL INFORMATION ....................................................................................... 10-1
SECTION 2 - SYSTEM OPERATIONS PLAN ................................................................................. 10-2
SECTION 3 - TRAFFIC MANAGEMENT INITIATIVES ...................................................................... 10-4
SECTION 4 - POSITIONS AND FUNCTIONS ................................................................................. 10-4
SECTION 5 - OPERATIONS COUNTING AND VERIFICATION PROCEDURES .................................. 10-12
CHAPTER 11 - WEATHER INFORMATION AND DISSEMINATION ................................... 11-1
SECTION 1 - POLICY ............................................................................................................... 11-1
SECTION 2 - PROCEDURES ...................................................................................................... 11-1
SECTION 3 - METEOROLOGICAL BRIEFING TERMINALS (MBT) ................................................... 11-2
SECTION 4 - PROCESS WEATHER INFORMATION ....................................................................... 11-3
SECTION 5 - PIREPS .............................................................................................................. 11-3
SECTION 6 - HIWAS ............................................................................................................... 11-3
SECTION 7 - MID SHIFT OMIC/WEATHER COORDINATOR RESPONSIBILITIES .............................. 11-4
SECTION 8 - DSR NEXRAD AND ARSR WEATHER DISPLAY SETTINGS ...................................... 11-4
SECTION 9 - NEXRAD OUTAGE PROCEDURES ......................................................................... 11-4
CHAPTER 12 - FLIGHT DATA/CONTROL ROOM RESPONSIBILITIES ............................. 12-1
SECTION 1 - PROCEDURES FOR HANDLING GENOTS. .............................................................. 12-1
SECTION 2 - PROCEDURES FOR HANDLING NOTAMS ............................................................... 12-1
SECTION 3 - PROCESSING UNSUCCESSFUL TRANSMISSION MESSAGES (UTMS) ........................ 12-2
SECTION 4 - PROCESSING NO POSTABLE FIX ........................................................................... 12-2
SECTION 5 - MESSAGE PROCESSING ....................................................................................... 12-3
SECTION 6 - CENTER WEATHER ADVISORIES(CWA) AND ALERT WEATHER WARNINGS(AWW).. 12-5
SECTION 7 - VALIDATION OF ALTIMETER SETTINGS .................................................................. 12-5
CHAPTER 13 - AUTOMATED INFORMATION TRANSFER (AIT) PROCEDURES ............. 13-1
SECTION 1 - CONDITIONS ........................................................................................................ 13-1
SECTION 2 - PROCEDURAL INFORMATION................................................................................. 13-1
SECTION 3 - CENTRAL AREA PROCEDURES ............................................................................. 13-1
SECTION 4 - EAST AREA PROCEDURES.................................................................................... 13-2
SECTION 5 - GULF AREA PROCEDURES ................................................................................... 13-2
SECTION 6 - NORTH AREA PROCEDURES ................................................................................. 13-2
SECTION 7 - SOUTH AREA PROCEDURES ................................................................................. 13-4
SECTION 8 - CENTRAL/WEST AND GULF/WEST AREA PROCEDURES ......................................... 13-5
SECTION 9 - GULF/CENTRAL AREA PROCEDURES .................................................................... 13-5
SECTION 10 - NORTH/SOUTH AREA PROCEDURES ................................................................... 13-6
CHAPTER 14 - CENTRAL AREA OPERATIONS ................................................................ 14-1
SECTION 1 - SECTOR 16 MAYO (MAY) ................................................................................... 14-1
SECTION 2 - SECTOR 17 PERRY (FPY)................................................................................... 14-3
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SECTION 3 - SECTOR 33 GENEVA (GEN) ............................................................................... 14-5
SECTION 4 - SECTOR 34 SEMINOLE (SEM) ........................................................................... 14-6
SECTION 5 - SECTOR 85 MICANOPY (MIC) ............................................................................ 14-7
SECTION 6 - SECTOR 86 ZEPHYR (ZPR) ................................................................................ 14-8
CHAPTER 15 - EAST AREA OPERATIONS ........................................................................ 15-1
SECTION 1 - SECTOR 47 SUMMER (SMV) .............................................................................. 15-1
SECTION 2 - SECTOR 48 GEORGETOWN (GGE) ................................................................... 15-3
SECTION 3 - SECTOR 49 MOULTRIE (MGR) ........................................................................... 15-4
SECTION 4 - SECTOR 50 ALMA (AMG) ................................................................................... 15-6
SECTION 5 - SECTOR 65 RIDGEWAY (RWY) .......................................................................... 15-8
SECTION 6 - SECTOR 66 AIKEN (AIK) .................................................................................... 15-9
CHAPTER 16 - GULF AREA OPERATIONS........................................................................ 16-1
SECTION 1 - SECTOR 14 CEDAR KEY (CDK) ......................................................................... 16-1
SECTION 2 - SECTOR 15 OCALA (OCF).................................................................................. 16-3
SECTION 3 - SECTOR 77 TAYLOR (TAY) ................................................................................ 16-5
SECTION 4 - SECTOR 78 LAKE CITY (LKE) ............................................................................ 16-7
SECTION 5 - SECTOR 87 LAWTEY (LTY) .............................................................................. 16-10
SECTION 6 - SECTOR 88 DARBS (DRB) ............................................................................... 16-12
CHAPTER 17 - NORTH AREA OPERATIONS..................................................................... 17-1
SECTION 1 - SECTOR 35 TORRY (TOR) .................................................................................. 17-1
SECTION 2 - SECTOR 51 KNEMO (KNE) ................................................................................. 17-2
SECTION 3 - SECTOR 52 METTA (MTA) .................................................................................. 17-4
SECTION 4 - SECTOR 53 BRUNSWICK (SSI) .......................................................................... 17-6
SECTION 5 - SECTOR 54 JEKYL (JKL) ................................................................................... 17-7
SECTION 6 - SECTOR 71 FLORENCE (FLO) ........................................................................... 17-9
SECTION 7 - SECTOR 72 COLUMBIA (CAE) ......................................................................... 17-10
SECTION 8 - SECTOR 73 ALLENDALE (ALD) ....................................................................... 17-11
SECTION 9 - SECTOR 74 CHARLESTON (CHS).................................................................... 17-13
CHAPTER 18 - SOUTH AREA OPERATIONS ..................................................................... 18-1
SECTION 1 - SECTOR 57 ST. JOHNS (SJS) ............................................................................ 18-1
SECTION 2 - SECTOR 58 ST. AUGUSTINE (SGJ) ................................................................... 18-2
SECTION 3 - SECTOR 67 HUNTER (SVN)................................................................................ 18-4
SECTION 4 - SECTOR 68 STATES (TBR) ................................................................................ 18-6
SECTION 5 - SECTOR 75 GREEN COVE (GCS)....................................................................... 18-8
SECTION 6 - SECTOR 76 KEYSTONE (KEY) ......................................................................... 18-10
CHAPTER 19 - WEST AREA OPERATIONS ....................................................................... 19-1
SECTION 1 - SECTOR 09 NORTH MOA (NMOA) ..................................................................... 19-1
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SECTION 2 - SECTOR 10 CRESTVIEW (CEW) ........................................................................ 19-2
SECTION 3 - SECTOR 11 BREWTON (BTN) ............................................................................ 19-3
SECTION 4 - SECTOR 12 ALBANY (ABY) ............................................................................... 19-4
SECTION 5 - SECTOR 13 ASHBURN (ASH) ............................................................................ 19-5
SECTION 6 - SECTOR 28 TALLAHASSEE (TLH) ..................................................................... 19-6
SECTION 7 - SECTOR 29 WAYCROSS (AYS).......................................................................... 19-8
SECTION 8 - SECTOR 30 NEPTA (NEP) .................................................................................. 19-9
SECTION 9 - SECTOR 79 BAXLY (BAX) ................................................................................ 19-10
CHAPTER 20 - APPENDICES ............................................................................................... 1-1
APPENDIX 1 – DATA BLOCK IDENTIFIERS ................................................................................... 1-1
APPENDIX 2 – ZJX FORM 4770-30........................................................................................... 2-1
APPENDIX 6 – NAS/DARC (EBUS) TRANSITION CHECKLIST ............................................... 6-1
APPENDIX 7 – URET/IFA OUTAGE CHECKLIST ..................................................................... 7-1
APPENDIX 8 – VTABS TRANSITION CHECKLIST ......................................................................... 8-1
APPENDIX 9 – POSITION RELIEF CHECKLIST .............................................................................. 9-1
APPENDIX 10 – MIDNIGHT CHECKLIST ..................................................................................... 10-3
APPENDIX 11 - FLMIC/CIC CHECKLIST ................................................................................... 11-1
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JACKSONVILLE AIR ROUTE TRAFFIC CONTROL CENTER
Subject:
Jacksonville Center Standard Operating Procedures
Date:
January 08, 2015
Order: ZJX AT 7110.409J
Initiated by: ZJX-520
CHAPTER 1 - GENERAL INFORMATION
Section 1 - Directives Information
1. Local directives are used to disseminate local information, policy, and procedures. This
order supplements national and regional FAA Orders (FAAO) and provides a source for ZJX
control room Standard Operating Procedures.
2. This order applies to all Air Traffic (AT) personnel at ZJX who are also responsible for being
familiar with its contents.
3. This order cancels ZJX AT 7110.409H, Jacksonville Center Standard Operating Procedures,
dated June 27, 2013.
4. The following directives are primary references to be used in conjunction with this order:
ASO 6040.15, National Airspace Performance Reporting System
FAAO 7110.65, Air Traffic Control
FAAO 7210.3, Facility Operation and Administration
FAAO 7210.38, Center Weather Service Unit (CWSU)
FAAO 7210.56, Air Traffic Quality Assurance
FAAO 7350.6, Location Identifiers
FAAO 7450.1, Special Use Airspace Management System
FAAO 7610.4, Special Military Operations
FAAO 8020.11, Aircraft Accident and Incident Notification, Investigation, and Reporting
ZJX AT 7210.92, Facility Operations Handbook
Section 2 - Forms Used in Conjunction With This Order
DOT 1600-4, Classified Material Record
FAA Form 7210-8, ELT Incident
FAA Form 7230-4, Daily Record of Facility Operations
FAA Form 7230-10, Position Log
FAA Form 7230-12, Instrument Approaches Monthly Summary (Local Substitution)
FAA Form 7230-16, Approach Data Worksheet
FAA Form 7230-25, Record of Military Training Route Operations
FAA Form 3120-25, ATCT/ARTCC OJT Instruction/Evaluation Report
ZJX Form 4770-30, Missions Position Daily Log
ZJX Form 4770-83, Suspect/Law Enforcement Alert Aircraft Movement Data
ZJX Form 4770-87, ZJX Weather Advisory Notifications for Mid-Shift
ZJX Form 7230-4, Personnel Log
ZJX Form 7510-01, AMIS Unknown/Intercept Log
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Section 3 - Common Acronyms Used in Conjunction With This Order
A
AATM
Assistant Air Traffic Manager
ATCAA
Air Traffic Control Assigned Airspace
AF
Airway Facilities
ATCS
Air Traffic Control Specialist
AIRMET
Airman’s Meteorological
Information
ATCSCC
Air Traffic Control System Command
Center
ALNOT
Alert Notice
ATD
Air Traffic Division
AOS
Area Of Specialization
ATM
Air Traffic Manager
ASO
Southern Region
AWACS
Airborne Warning and Control System
AT
Air Traffic
AWC
Aviation Weather Center
ATC
Air Traffic Control
AWW
Alert Weather Watch
Bargaining Unit Employee
BUEC
Backup Emergency Communications
CEDAR
Comprehensive Electronic
Data Analysis and Reporting
CWA
Central Weather Advisory
CIC
Controller-in-Charge
CWSU
Central Weather Service Unit
CPC
Certified Professional
Controller
B
BUE
C
D
DARC
Direct Access Radar
Channel
DSR
Display System Replacement
DJM
Dual Jack Module
DYSIM
Dynamic Simulation
Enhanced Backup
Surveillance
En Route Automation
Modernization (ERAM)
Decision Support Tool
ERIDS
ESP
ETMS
En Route Information Display System
En Route Spacing
Enhanced Traffic Management
System
FAA
Federal Aviation
Administration
FACREP
Facility Representative
FAAO
FAA Order
FDCS
Flight Data Communications
Specialist
FLM
Front-Line Manager
FLMIC
Front-Line Manager-in-charge
E
EBUS
EDST
F
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G
GENOT
General Notice
GI
General Information
Host Embedded Route Text
HR
Human Resources Office
Initial Alert And Validation
Program
ISB
Interim Support Building
LOA
Letter of Agreement
H
HERT
I
IAVP
J/K
KVDT
Keyboard Video Display
Terminal
L
LCL
Local Time
LWOP
Leave Without Pay
M
MBI
Mandatory Briefing Item
MDM
Main Display Monitor
MIT
Miles-in-trail
MIN
Minimum
MOU
Memorandum of
Understanding
NOTAM
Notices to Airmen
N
NAS
National Airspace System
NWS
National Weather Service
O
OD
Operational Deviation
OM
Operations Manager
OE
Operational Error
*OMIC
Operations Manager-in-Charge
OJF
On-The-Job Familiarization
OPI
Office of Primary Interest
OJT
On-The-Job Training
OPSNET
Operations Network
OJTI
On-The-Job Training
Instructor
QAR
Quality Assurance Review
P
PSC
Position Skill Check
Q
QA
Quality Assurance
QAP
Quality Assurance Printout
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R
R/A
Radar Associate
RDP
Radar Data Processing
RBI
Required Briefing Item
ROC
Regional Operations Center
SET
Skill Enhancement Training
SOC
Systems Operations Center
SISO
Sign In/Sign Off
SOP
Standard Operating Procedure
SM
Support Manager
STMC
Supervisory Traffic Management
Coordinator
SMT
Support Manager for
Training
SUA
Special Use Area
T&A
Time and Attendance
TMU
Traffic Management Unit
TELCO
Telephone Company
TSD
Traffic Situation Display
TM
Traffic Management
TTD
Technical Training Discussion
TMC
Traffic Management
Coordinator
TV
Technical Violation
TMO
Traffic Management Officer
Unsatisfactory Condition
Report
URET
User Request Evaluation Tool
(Name changes to EDST in ERAM)
Video Display Monitor
*WMIC
Watch Manager-in-Charge
WC
Weather Coordinator
WOC
Washington Operations Center
WCG
Washington Consulting
Group
S
T
U
UCR
V
VDM
W
X/Y/Z
ZHU
Houston Center
ZME
Memphis Center
ZJX
Jacksonville Center
ZNY
New York Center
ZMA
Miami Center
ZTL
Atlanta Center
NOTE: All references to OMIC and WMIC refer to the person assigned the Watch Desk
including Front-Line Managers.
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CHAPTER 2 - TEAM POSITION RESPONSIBILITIES
En route sector team responsibilities are contained in FAAO 7110.65. This chapter includes
additional responsibilities for ZJX.
Section 1 - Assistant Controller (A-side) Position
1. Collect and disseminate flight progress strips involving weather or non-radar control
functions.
2. Prepare strips displaying shaded routings or coordination symbols.
3. Prepare strips for aircraft that will proceed to SUA for which an operational count is
authorized.
4. Place strips above the sector suspense or active bay header and sequence strips by time,
when appropriate, with the earliest time at the bottom of the bay.
5. Forward a copy of TM messages to the FLMIC. The FLMIC is responsible for hand carrying
or verbally notifying the appropriate sectors.
Section 2 - Radar Controller Position
1. Recognize impending sector saturation and employ procedures to prevent or alleviate this
problem.
2. When issuing a clearance to aircraft departing either a tower-controlled or an uncontrolled
airport, the flight plan of the aircraft must be departed and a track started as soon as
practicable. At sectors with a radar-associate (R/A), the R/A is responsible for departing the
flight plan. If the R/A issued the clearance, they advise the radar controller, and the radar
controller must start a track. At sectors with no R/A, the radar controller departs the flight plan
and starts a track as soon as practicable.
3. When providing ATC services to aircraft operating from uncontrolled airports,
recommend/approve a Change to Advisory Frequency (CTAF) prior to departure and to contact
ATC when clear of the traffic pattern.
4. The controller being relieved must always brief the relieving controller utilizing a briefing
checklist. At least once per shift, main and standby transmitters and receivers as well as BUEC
frequencies must be checked on both UHF and VHF bands.
5. All non-radar strips will be retained at the effected sector(s) until radar identification or flight
plan cancelation. The strips will then be placed in the strip box for facility retention.
NOTE: Non-radar operations cover all flights under control instructions, but not radar identified.
This includes, but is not exclusive to departures and arrivals to airports within our jurisdiction,
flights operating below radar coverage, and aircraft entering from facilities without radar.
Section 3 - Radar-Associate Controller (R/A) Position
Recognize impending sector saturation and employ procedures to prevent or alleviate this
problem.
Section 4 - Tracker Position
1. The Tracker observes sector operations until prepared to assume duties.
2. Using VSCS: If a separate set of VDMs are provided, the tracker should plug their headset
into the Dual Jack Modules (DJMs) incorporated into the tracker's VDMs. After breaking down
call forwarding and setting up their VDMs, both radar and tracker positions have A/G (Air to
Ground) and G/G (Ground to Ground) capability.
NOTE: During periods of especially heavy traffic, weather, or sector complexity, the capability
exists for the tracker to discretely select and monitor auxiliary sector frequencies, such as
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discrete combat missions, Warning Area Alert, AWACS, or air refueling frequencies and take
this workload off the radar position.
3. Using Split Functionality:
a. If a second set of VDMs is not available, the tracker plugs into the radar position headset
jacks directly below the G/G speaker volume control and the radar controller plugs into the radar
position jacks directly below the A/G speaker volume control. When the tracker is prepared to
assume tracker duties, split functionality capabilities must be established from the radar position
utility screen. After this, the radar position will have only A/G capability using one radar position
VDM, and the tracker will have only G/G using the remaining radar VDM.
b. It must be clearly understood that during this mode of operation, the tracker has access to
various sources of information no longer available to the radar controller. Based on information
received from these sources, the tracker can effectively make control decisions and provide
suggested solutions for resolving air traffic situations. If a difference arises among the team
members as to the method to be used to resolve a traffic situation, the radar controller has the
final decision of authority.
NOTE: It is recommended/preferred that the tracker remains in front of the computer entry
device. The radar controller should then take a position either sitting or standing beside the
tracker. In any case, the tracker must have unencumbered access to the computer entry device.
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CHAPTER 3 - OPERATIONAL PROCEDURES
Section 1 - “JAX Center”
Jacksonville Center has a waiver from FAA Headquarters (#90-006-130) to say “JAX Center”
instead of “Jacksonville Center” during communications on radio frequencies and interphone
operations.
Section 2 - Breakboard Administration
1. Upon reporting for duty in the operating area, controllers will place their nameplate at the top
of the On-Position portion of the bay and report to the Frontline Manager-in-Charge
(FLMIC)/Controller-in-Charge (CIC) for duty assignment. Unless operational requirements
dictate otherwise, the FLMIC/CIC will instruct the incoming controller to relieve the controller at
the bottom of the On-Position portion of the bay. Controllers being relieved shall then place
their nameplate at the top of the Available-for-Duty list.
2. The FLMIC/CIC may only skip someone on the Break Board for a verifiable need; e.g.,
training requirements, balancing experience/expertise, other operational requirements, end of
another controller’s shift, preventing another controller from going over 2 hours on position, etc.
3. When additional staffing is needed prior to a controller returning from an assigned break, the
FLMIC/CIC shall use the facility paging system, or other means to recall a controller who meets
the operational need and has been on break the longest.
Section 3 - Pre-Duty Familiarization
1. After arriving for duty, but prior to assuming an operational position, controllers must
familiarize themselves with the following information:
a. CEDAR briefing items.
b. Weather.
c. Equipment outages.
d. Status Information Area.
NOTE: This familiarization does not relieve control personnel from completing the Position
Relief Checklist.
Section 4 - Signing On/Off an Operational Position
CRU-ART is the system for signing on/off position; however, controllers are required to utilize
the Automated Sign On/Sign Off (SISO) to sign on/off an operational position as well.
Section 5 - Position Relief Briefings
1. For each change of personnel at an operational position, a position relief briefing must be
conducted using the checklist (see Appendix 9) provided for the position. All relief briefings for
positions where VSCS is available must be recorded using the PSN REL function.
2. Relieved controllers are required to review the position during position relief briefings.
During this period, control personnel are expected to remain plugged in for approximately 2
minutes to ensure that the requirements of FAA Order 7110.65, Appendix D, have been met
prior to leaving the position for a break or another operational assignment. It is understood that
sometimes it may take only 30 seconds to review the position and other times it may take 5
minutes or longer. The amount of time utilized will be determined by traffic, weather,
complexity, and the experience level of the controllers involved.
Section 6 - Combining and De-combining Sectors
1. The receiving controller prepares their MDM, CRD, ERIDS and VSCS to receive control
responsibility. The receiving controller should utilize the quick-look function to ensure complete
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transfer of radar data. The transferring controller gives a recorded verbal response checklist
briefing to the receiving controller, either at the transferring sector or via the interphone. During
this process, proper transfer of all datablocks (i.e., handoff, point outs, limited datablocks, etc.)
shall be completed. After this briefing is completed and all potential conflictions are eliminated,
transfer of control and/or communications can commence.
2. The following sector or position closure procedures must be used to standardize closed
sector or position equipment status:
SECTOR/POSITION CLOSING PROCEDURES
CALL FORWARD Sector Positions
Deselect FREQUENCIES
Transmitters and Receivers: OFF
Turn G/G SPEAKER VOLUME to lowest
possible level
EXCEPTION: If shout lines are not available at
next position
CHIME volume
No change
GUARD FREQUENCIES:
Receivers: ON
Voice Routing: SPEAKERS
Loudspeaker Volume: AUDIBLE
3. The transferring controller ensures the transfer of flight progress strips. After transfer is
complete, the transferring controller notifies effected sectors or facilities of the new location and
frequency to be used if different.
4. When de-combining, the sector discrete frequency assigned to the airspace in which the
aircraft is positioned is used unless otherwise coordinated.
5. Changes made to accommodate operational requirements are: Adjust video map, select
filter keys, select altitude limits, select altimeter reporting stations, select appropriate
frequencies and landlines, ensure that flight progress strips are located at the appropriate
sector(s), and activate the sector when the receiving controller is prepared to accept control
responsibility.
6. Changes made to accommodate RDP failure are: Select DARC (EBUS) mode key, verify
proper settings for the video map, altitude limits, filter keys, radar site, and take control of DARC
(EBUS) data blocks flashing "XX" within sector airspace, except for aircraft which have been
handed off to an adjacent sector prior to the RDP failure.
Section 7 - Combining/De-combining Positions of Operation
1. When de-combining the R/A position from the radar position, it is the responsibility of the
radar controller to ensure that the R/A is briefed on all items on the R/A Position Relief
Checklist.
2. When combining the R/A and radar positions, it is the joint responsibility of the R/A and the
radar controller to accomplish a position relief briefing in accordance with FAAO 7110.65.
3. When de-combining the tracker position from the radar position, it is the responsibility of the
radar controller to ensure that the tracker is briefed on all items on the radar position relief
checklist.
4. When combining the tracker and radar positions, it is the joint responsibility of the tracker
and radar controller to accomplish a position relief briefing in accordance with FAAO 7110.65.
5. In situations where workload prohibits the radar controller from fully participating in a relief
briefing, it is the joint responsibility of the radar controller and FLMIC to ensure the R/A/Tracker
is briefed on all items appropriate to that position's relief checklist. The FLMIC should consider
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ZJX AT 7110.409J
reassigning the R/A to the tracker position, because they would already possess vital
information about the sector, and assign the controller being added to the radar team to the R/A
position.
NOTE: FLMICs/CICs are not responsible for information known only by the radar controller.
Radar controllers are not responsible for information known only by FLMICs/CICs.
Section 8 - Transfer of Radar Identification
Potential conflicts must be resolved prior to dropping full data blocks. Full data blocks must be
displayed on all aircraft within the area of your responsibility.
Section 9 - Communication Status Visual Indicator
1. Controllers must adopt an individualized technique to provide a visual indication of the
communication status of an aircraft under their jurisdiction. Visual indication can include but is
not limited to:
a. Dwell lock.
b. Checkmark in URET/EDST box.
c. Use of Cardinal Position.
d. Flight Progress Strips.
e. Use of differentiating leader lengths.
f. Use of the URET/EDST Special Posting Area.
g. Highlighting aircraft in URET/EDST display.
h. Use of manual sorting on the ACL.
NOTE: In some smaller, highly transitional arrival and departure sectors, use of the above
methods may lead to operational inefficiencies, data block overlaps, etc. In those situations,
direct observation of aircraft complying with a clearance issued by the sector team constitutes a
visual indicator.
2. Controllers must enter NORDO or NORAC in the fourth line of the data block when a loss of
radio communication occurs.
NOTE: During HOST operations, use of the fourth line does not constitute coordination nor
does it relieve the controller from notification requirements.
Section 10 - Fourth-Line Data Block Procedures
1. Controllers may use heading, speed, and free-form text capability to effect automated intra
or inter-facility coordination; limited to situations and formats specified in FAA Order 7110.65.
2. With the exception of NORDO/NORAC, controllers are not required to enter fourth-line data.
The fourth-line capabilities are additional tools for the radar controller. They do not preclude the
option to coordinate manually.
3. Parallel headings must be coordinated via landline.
4. The radar controller, or tracker if assigned, is authorized to make entries in the fourth-line of
the data block for automated coordination.
5. Radar-associate controllers can make fourth-line entries when either directed or approved to
do so by the radar controller.
6. During position relief briefings, if fourth-line data is suppressed (HOST operations only), the
controller being relieved must be responsible for briefing the relieving controller regarding the
suppressed data. During ERAM operations, and in accordance with JO 7110.311C, paragraph
5-4-11a., the fourth line of the enroute data block must be displayed.
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7. Interfacility Fourth-Line Data Transfer During DARC (EBUS) Operations
NOTE: This section not applicable during ERAM to ERAM operations.
a. When notified by an adjacent facility of a planned or unplanned HOST outage, Flight Data
must enter a CP message to disable inter-facility fourth line data transfer to that facility. The
message should be entered as close as possible prior to the time of the outage
CP Command Example: CP FFLE ZCT OFF (Use the ARTCC HOST identifier, in this
message where ZCT is shown)
b. When notified by an adjacent facility of a return to normal HOST operations, Flight Data
must enter a CP message to enable inter-facility fourth line data transfer to that facility.
CP Command Example: CP FFLE ZCT ON (Use the ARTCC HOST identifier, in this
message where ZCT is shown)
c. When there is a planned or unplanned shutdown of the ZCJ HOST, Flight Data must enter
a read deck to disable inter-facility fourth line data transfer to all adjacent facilities. In the event
of a planned shutdown, the message should be entered as close as possible prior to the time of
the outage. In the event of an unplanned outage the message should be read in if possible
(possible example would be ZCJ DARC/HOST operation).
Read Deck: READ OCI1 FFLEOFF
d. When returning to a normal ZCJ HOST operation, Flight Data must enter messages to
enable inter-facility fourth line data transfer to all adjacent centers that are on HOST operation.
This can be done for individual centers using CP messages or use a Read Deck to enable
adjacent centers simultaneously.
CP Command Example: CP FFLE ZCT ON (Use the ARTCC HOST identifier, in this
message ZCT is shown)
Read Deck: READ OCI1 FFLEON
e. Flight Data personnel will verbally notify the OMIC of changes in the fourth line transfer
status of any adjacent ARTCCs.
f. Watch Managers are responsible for coordinating any change in fourth line transfer status
to the appropriate control room personnel.
g. CPCs must not utilize inter-facility fourth line information transfer when notified by the
WMIC or FLMIC/CIC that transfer with the affected facility has been disabled.
Section 11 - Processing Flight Plan Information
1. Flight plan processing will cease at the point prior to the Incomplete Route Indicator (XXX).
The sector in which the XXXs lie is responsible for resolving the incomplete route. The corrected
route should not be input before the sector making the entry has control of the flight.
2. If not already available, request flight plan information from adjacent sectors, flight data,
adjacent centers, APCH controls, flight service stations, military base operations, or SUA
controlling units. When NAS Flight Data Processing (FDP) is not in operation, the following
procedures apply:
a. Strips must be prepared for all fix postings along the route of flight. Each A-side position
makes the required strips for their sector and one strip for the first posted fix in the next sector.
b. For direct routes and FRD, a distance and direction from the fix posting in each sector
must be prepared and where the route crosses an airway or the point nearest the fix posting.
For internal departures, prepare a proposal strip using the departure point as a fix posting.
c. For aircraft requesting below FL240, in addition to the proposal strip, prepare strips in
accordance with subparagraph “a.” above.
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d. For aircraft requesting FL240 and above, prepare strips in accordance with “a” above as
well as a strip for the high sector.
e. For arrivals requesting FL240, prepare strips in accordance with subparagraph a above.
f. For arrivals FL240 and above, the High A-side prepares strips in accordance with
subparagraph a above, and at approximately 100 miles from the destination, prepares a strip for
the Low A-side who will then prepare strips in accordance with subparagraph a above.
g. Verify all erroneous routes. Draw a red line through all incorrect portions and write the
correct route in red on all strips within the initial sector. Circle the red route on the last strip in
the initial sector and carry the route in black on the next posted fix outside the initial sector.
h. SIDs and STARs must be written in black in the route of flight using the appropriate
identifier.
i. When a departure is cleared to an altitude other than the altitude requested by the pilot,
enter the assigned altitude in black and write the requested altitude in red. Circle the requested
altitude in black in the requested altitude block on the next posted strip.
j. Make a duplicate of the initial strip for the OMIC on the president's aircraft, the vice
president's aircraft, the FAA administrator's aircraft, any special interest aircraft, and mission
flights.
k. The A-side forwards flight plan information to adjacent centers on all aircraft departing
from airports less then 30 minutes flying time from the adjacent center’s boundary.
l. Processing estimates and airfiles are the responsibility of the A-side.
m. Active areas are those in which active strips are sequenced below the sector bay
header(s). Strips should be sequenced by time with earliest time at the bottom of the bay.
Should times on two or more of the strips be identical, arrange strips according to altitude with
lowest altitude on the bottom.
n. During periods when TMU reroutes are in effect, the sector prior to the first sector in which
the reroute becomes effective must issue the reroute specified in the program. The sector
issuing the reroute is responsible for ensuring that the flight plan is updated or coordination is
completed.
Section 12 - Handling of Airspace Intrusions
1. Advise the FLMIC as soon as practicable. If workload prevents the involved controller from
complying with procedures of this paragraph, the FLMIC must ensure compliance.
2. If a radar track has not been initiated, start a track on the aircraft using the following
identification for tracking purposes:
a. Aircraft call sign (if known).
b. Acronym for type of airspace violation (i.e., A, B, C, or D), plus the number of the sector
initiating the track (i.e., R12, R14, R52, etc.). Examples are AR12, DR14, or CR52.
c. Maintain a continuous track on the aircraft (radar coverage permitting), and continue
monitoring in an attempt to determine the aircraft's identification (if unknown).
d. Handoff the aircraft to appropriate sectors/facilities.
e. Verbally coordinate any known pertinent information during handoff.
f. Inform the FLMIC when the aircraft leaves your sector or if radar contact is lost.
g. Provide a narrative statement of the events. The statement must include, as a minimum,
the sector/facility from which a handoff was received; method of identification, if accomplished;
and landing point or sector/facility to which a handoff was made.
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Section 13 - Search and Rescue Notification Requirements
1. Control personnel must forward the following information to the FLMIC when an aircraft is
believed to be down or overdue:
a. Flight plan including color of aircraft, if known.
b. Time of last transmission received, by whom, and what frequency.
c. Last position report and how determined.
d. Last observed heading and radar position.
e. Souls on board, if known.
f. Fuel status, if known.
g. Weather in area.
h. Facility working aircraft.
i. Any Emergency Locator Transmitter (ELT) reports in the area.
2. Notify the FLMIC if neither radio nor radar contact can be established with an aircraft by
such time as one nor both would normally be established.
3. Also notify FLMIC if 30 minutes have elapsed since its ETA over a compulsory reporting
point or clearance limit, or its clearance void time.
4. Notify the FLMIC immediately of any simultaneous loss of radar and radio contact with an
aircraft.
Section 14 - DRVSM
1. Controller responsibilities when a non-RVSM exception aircraft is requesting to enter RVSM
airspace include:
a. If workload permits accommodation, advise the FLMIC/CIC before issuing a clearance.
b. Wait for FLMIC/CIC approval before issuing clearance.
c. Coordinate the aircraft with the next sector in a timely manner. A timely manner must
allow for an alternate course of action should the next sector be unable to continue the
accommodation.
d. Advise the FLMIC/CIC of any altitude or route changes that would affect subsequent
sectors.
e. If workload does not permit accommodation, advise the FLMIC/CIC of the denial.
2. Controller responsibilities for handling exception aircraft already in RVSM airspace include:
a. Coordinate each non-RVSM exception aircraft with the appropriate sector in a timely
manner. This coordination requirement is regardless of the supervisory advance notification.
b. Advise the FLMIC/CIC of any route or altitude change that would affect subsequent
sectors. A change in altitude or route could change which sectors the non-approved exception
aircraft would enter.
c. Report any denial of RVSM airspace accommodation or removal to the FLMIC/CIC.
3. FLMIC/CIC responsibilities when notified by a controller of a non-RVSM exception aircraft
requesting to enter RVSM airspace include:
a. Determine if the area can accommodate the flight, i.e., traffic situation/volume, staffing,
presence or projection of other non-RVSM exception aircraft being accommodated.
b. If the exception request is made by a DOD aircraft, the FLMIC/CIC will check the DOD
Priority Mission web site to determine if the flight is a STORM (priority) flight. STORM flights
denied access must be coordinated with the receiving FLMIC/CIC.
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c. If the area can accommodate, coordinate with the next area/facility. This must be
accomplished in sufficient time to allow for removing the aircraft from RVSM airspace if the next
area or facility is unable to continue the accommodation.
d. Notify the controller of the decision and coordinate with each affected sector in the area.
(Generally, before notifying the controller, the FLMIC/CIC should determine that the aircraft can
be accommodated for the next 100-150 miles.)
e. If any route or altitude change will affect the next area, re-coordinate with the next
area/facility.
4. FLMIC/CIC responsibilities when being notified of a non-RVSM exception already in RVSM
airspace is received from the prior area/facility include:
a. Determine if the area can accommodate the exception aircraft, i.e., traffic
situation/volume, staffing, or presence/projection of other non-RVSM aircraft being
accommodated.
b. If the exception request is made by a DOD aircraft, the FLMIC/CIC will check the DOD
Priority Mission web site to determine if the flight is a STORM (priority) flight. STORM flights
denied access must be coordinated with the receiving FLMIC/CIC.
c. If the area can accommodate the exception, coordinate with affected sectors and the next
area/facility (again before responding to the prior area/facility request, the FLMIC/CICs goal is to
determine that the exception aircraft can continue to be accommodated for the next 100-150
miles.)
d. If any route or altitude change will affect the next area, re-coordinate with the next
area/facility.
e. If the area cannot accommodate the exception, advise the prior area/facility of the denial
5. Non-RVSM aircraft transitioning to altitudes above or below RVSM airspace, other than
those within the “exception” groups, may be permitted to transition workload permitting:
a. If the climb or descent can be accomplished within the originating sector, no sector-tosector coordination is required. The controller must obtain FLMIC/CIC approval for climbs, and
advise the FLMIC/CIC of descents for awareness purposes.
b. If the climb or descent will involve other sectors, the controller must coordinate with the
next sector in a timely manner, obtain FLMIC/CIC approval for climbs, and advise the
FLMIC/CIC of descents for awareness purposes.
c. The FLMIC/CIC must maintain an operational awareness of non-RVSM aircraft operating
above RVSM airspace and ensure sectors within and adjacent to their area can accommodate a
timely descent.
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ZJX AT 7110.409J
CHAPTER 4 - URET
Section 1 - General
1. Except for non-radar and holding, URET/EDST replaces the requirement to use paper flight
progress strips. Flight strip printing will be suppressed except to non-radar FPAs. During
HOST operations, other strips such as GI messages and weather information will still be printed.
Manual strip counting is not required during URET/EDST operations. Strips must be collected
and bundled at the end of each shift and delivered to TMU until collected by the ZJX Quality
Control office. The ZJX Quality Control office is responsible for retention as required by Chapter
10 of this order.
2. During URET/EDST outages resumption of the printing of all flight strips is necessary.
a. For URET use the following HOST commands:
Read Deck: READ OCI1 STRIPON <enter> C (to confirm the read command) <enter>
When appropriate to resume strip reduction use the following host commands:
Read Deck: READ OCI1 STRIPOFF <enter> C (to confirm the read command) <enter>
b. For EDST use the following ERAM text files:
ERAM Text File: STRIPON
When appropriate to resume strip reduction use the following ERAM text file:
ERAM Text File: STRIPOFF
3. The FLMIC/CIC in each area must insure that pens, pencils, and scratch paper are available
at each operational position in their area.
4. URET/EDST information must be included in the position relief briefing as part of the
equipment section of the position relief briefing checklist. URET/EDST Outage Checklist
Appendix 7.
5. Sector Teams may use URET/EDST IAFDOF in manual or automatic mode as appropriate.
6. Sector Teams may use URET/EDST Drop Track Delete function as appropriate.
Section 2 - Aircraft List (ACL)
1. When the ATC Preferred Route (APR) blue departure point appears in an ACL entry, the
controller will check the destination for required routing and apply if necessary.
2. When URET is in use at any ZJX sector, (PAR) HERT must be issued by the sector
containing the first route element displayed in the HERT routing. However, it is preferable for it
to be issued at the first sector of notification
NOTE: Due to the CLT operation, there are times when the blue route will appear on the ACL
of the North Area Controller at sector 72. Often, Sector 72, CAE, will not talk to the aircraft for
long or if at all. So as not to penalize the aircraft from climbing, nor hamper the operation in any
way, an agreement between the North Area and the East Area has been created wherein
Sector 66, AIKEN, will be considered the first sector that should issue the blue route when it
appears in the ACL.
Section 3 - Standard URET Entries
1. ACL entries may be highlighted for special attention at the discretion of the Radar-Associate
Controller unless otherwise instructed by the Radar Controller.
2. Aircraft may be grouped for special attention for such things as, but not limited to:
a. Holding (use of this function eliminates the requirement to use flight progress strips for
holding.)
b. Air refueling.
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ZJX AT 7110.409J
January 08, 2015
c. Nonradar (arrivals and departures).
d. Emergencies.
e. Fix Postings.
f. DRVSM eligibility.
3. Use of grouping for special attention and pertinent instructions/information entered into the
free text area must be coordinated among all team members.
4. Non-automated coordination with external facilities must be recorded with the URET
Coordination Menu, flight progress strips or in the Free Text Area.
5. The primary use of the checkbox is to identify aircraft that are on frequency. The checkbox
may be used for other purposes only after coordination with all members of the sector team.
6. Heading and speed entries made in URET, prior to handoff acceptance, replace the intrafacility requirement for verbal coordination of this information.
Section 4 - Airspace Configuration Elements
1. Special Activity Airspace (SAA)
a. During ERAM operations, SAAs must be utilized in accordance with the Jacksonville
Center SAA Operations Guide for ERAM.
2. Waiver action:
a. During ZJX HOST operations the SAA portion of URET at ZJX will not be used.
Notification of airspace activity and status will be accomplished in accordance with Waiver 04-E04 which is on file. TMU personnel will enter the appropriate messages to ensure that the SAAs
adapted as on are turned "off" at the beginning of each morning shift and any time URET is
restarted.
b. During ERAM operations, SAAs will be utilized in accordance with the Jacksonville
Center SAA Operations Guide for ERAM, because Waiver 04-E-04 has been modified to
allow for certain SAA utilization during ERAM operations.
3. Adapted Altitude and Speed Restrictions.
a. The primary position for changing the status of Adapted Altitude and Speed Restrictions is
the sector identified in the name of each restriction. When two ZJX sectors are identified in the
name of the restriction, the receiving sector must be the primary position for changing the status
of Adapted Altitude and Speed Restrictions.
b. The secondary position for changing the status of Adapted Altitude and Speed
Restrictions is the FLMIC/CIC for the sector identified in the name of each restriction.
c. The area FLMIC/CICs must have access to change the status of restrictions for which
they have been given secondary entry responsibility at sectors 38 & 40.
d. Changes to the Adapted Altitude and Speed Restrictions menu must not be completed
without appropriate supervisory and traffic management notification.
e. Upon loss of interfacility automation with another facility, the WMIC must notify the
STMC/TMCIC of the loss.
f. Upon notification of loss of interfacility automation with another center, the STMC/TMCIC
must ensure that the traffic management unit changes the status of adapted altitude and speed
restrictions in accordance with existing letters of agreement.
4. Arrival Stream Filters (ASF).
a. The primary position for changing the status of ASFs is the sector identified in the name of
each Arrival Stream Filter.
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ZJX AT 7110.409J
b. The secondary position for changing the status of ASFs is the area FLMIC/CIC for the
sector identified in the name of each restriction.
c. The FLMIC must have access to change the status of ASFs at sectors 38 & 40.
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ZJX AT 7110.409J
CHAPTER 5 - Military Operations
Section 1 - Military ATC Facilities and Military Radar Units (MRUs)
1. The following Fleet Air Control and Surveillance Facilities (FACSFAC) are operating in ZJX
area: SEALORD and GIANT KILLER are military ATC facilities and are authorized to provide
ATC separation within designated warning areas. SEABREEZE is a limited ATC facility
authorized ATC services only to SUA/ATCAA participants (military, contract, SAR, law
enforcement, and FAA aircraft).
FACSFAC
Call Sign
Abbreviation
FACSFACJAX
SEALORD
SLD
FACSFACNPA
SEABREEZE
SBZ
FACSFACVACAPES
GIANT KILLER
GTK
2. EGLIN MISSIONS is a military ATC facility staffed by air traffic controllers from Eglin
RAPCON and is authorized to provide ATC separation within W151.
Facility
th
46 Training Wing (TW)
Call Sign
Abbreviation
EGLIN MISSIONS
VPM
3. DOUBLESHOT is a military facility staffed by air traffic controllers from Shaw RAPCON and
is authorized to provide ATC separation within W161 and W177.
Facility
th
20 Operation Support Squadron
Call Sign
Abbreviation
DOUBLESHOT
GGG
4. The following MRUs are authorized to control participating aircraft in SUA/ATCAA. They are
not authorized to provide ATC separation.
MRU
Call Sign
Abbreviation
Eastern Defense Sector
HUNTRESS
HUN
Marine Air Control Squadron 5
INDUCTION
IND
SIDESHOW
SSW
BACKDRAFT
BKD
CYPRESS
CYP
CLEVERWAY
CLW
DOGHOUSE
DOG
ALLEYCAT
ACT
th
325 Training Squadron
st
71 Air Control Squadron
st
81 Range Control Squadron
WETSTONE
WET
th
STEALTH
STE
nd
DARKSTAR
DAR
PITCHBLACK
PTB
CHALICE
CHA
BANDSAW
BAN
DRAGNET
DRA
117 Air Control Squadron
552 Air Control Wing
Airborne MRUs
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Section 2 - ZJX Special Use Airspace (SUA) Intrusion/Spill Out Procedures
1. Advance coordination for the use and release of SUA.
a. The TMU MC, in conjunction with the WC, must take action to acquire desired portions of
SUA for weather vectoring as soon as forecasted conditions indicate these areas will be
needed.
b. Coordination should begin in sufficient time to allow the using agencies to coordinate with
the using aircraft, MRUs, range control, and/or surface vessels to determine if the military
operations can be adjusted to clear the requested airspace prior to en route traffic being
authorized to enter the SUA.
c. FAA or pilot requests to transit SUA to avoid weather do not have priority over military
operations being conducted. The decision to release SUA to the FAA rests solely with the using
agency.
2. Whisky Alert Procedures.
a. The phrase “Whiskey Alert” is used when spill in/spill out from a MOA, ATCAA, Restricted
Area or Warning Area has not been coordinated or approved and the spill in/spill out is
imminent.
b. The Whiskey Alert procedure has been coordinated and approved by all MRUs operating
within SUA and ATCAAs in the ZJX area. The Whiskey Alert procedure has also been
coordinated and approved for use with ATC facilities that have SUA within their delegated
airspace.
c. Voice page hot lines between ZJX and MRUs/ATC facilities are used for real-time
coordination and Whiskey Alert calls.
3. Control Techniques to Prevent Unauthorized Ingress.
a. Be specific when authorizing deviations from cleared route of flight; e.g., "deviation
approved to one zero miles east of course."
b. Advise nonparticipating aircraft whether a requested deviation will cause it to enter SUA
when authorization cannot be obtained for entrance into the active SUA.
c. Advise the pilot when the type activity being conducted in SUA is known (live fire, carrier
operations, intercepts, etc.).
d. Take positive action to vector and/or clear nonparticipating aircraft via headings or routes
that will clear the SUA.
4. Unauthorized Entry Into Special-Use Airspace.
a. If a nonparticipating aircraft enters SUA after the actions in paragraph 1b above have
been attempted, the following additional actions must be accomplished:
b. Ascertain if the pilot is exercising his emergency authority.
NOTE: Use of Code 7700 for aircraft deviations into active SUA is not encouraged
particularly in situations involving multiple aircraft. Positive identification of aircraft may
be lost if an aircraft deviates from flight plan track particularly in the event of a
momentary loss of radar or other interruption in tracking.
c. Advise the using agency of the pilot's actions.
d. Radar identify traffic to the MRU monitoring the SUA when the identification of the MRU is
known.
e. Provide advisories to aircraft and continue to coordinate with the MRU until the situation is
resolved.
f. If the SUA is released or delegated to an ATC facility, a radar handoff and
communications change must be made to that ATC facility.
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ZJX AT 7110.409J
g. Standard phraseology recommended for use when an aircraft on an IFR flight plan enters
SUA without approval of the using agency is:
"Call sign, be advised, only ATC advisory service is being provided in name/identification of
Special Use Airspace, based on observed targets."
h. After coordination with the using agency regarding intended controller actions, provide
standard separation between nonparticipating IFR aircraft while they are in SUA. If the using
agency is an ATC facility, it is responsible for providing separation between nonparticipating
aircraft.
i. An Incident Report is filed when a pilot elects to deviate into SUA after being informed that
the using agency has denied transit through the airspace.
j. Aircraft operating VFR are not prohibited from entering an active MOA or Warning Area;
however, ATC facilities have a moral responsibility to inform aircraft receiving VFR advisory
service when the intended course will penetrate active SUA.
k. The following additional actions are recommended for aircraft under VFR advisory service:
l. Advise the using agency of the pilot's actions.
m. Radar identify the traffic to the MRU or ATC facility when the SUA has been released
to those types of facilities.
n. ZJX provides traffic advisories to the nonparticipating aircraft entering SUA. If the SUA is
released/delegated to a certified operational ATC facility, a radar handoff and communications
change must be made to that facility.
Section 3 - SUA/ATCAA/RAA
1. TMU MC is responsible for:
a. Calling the affected FLMIC with any changes to SUA/ATCAA/RAA airspace.
b. Sending a GI message to affected areas/facilities via designated area/facility printers.
c. Appropriately annotating TMU/MC log programs and/or records to reflect current status.
d. During ERAM operations, updating the SUA status in ERAM as designated in the
Jacksonville Center SAA Operations Guide for ERAM.
2. The FLMIC is responsible for:
a. Acknowledging receipt of SUA information by stating their AOS and operating initials.
b. Notifying the affected sector(s).
c. The accuracy and timeliness of information posted on the SIA, and if appropriate, the
sector status board(s).
d. When notified that pilot-/controller-activated SUA/ATCAA airspace is
activated/deactivated, calling adjacent affected FLMICs and relaying the specifics of the
activation/deactivation.
NOTE: The North Area FLMIC is exempt from calling the East Area FLMIC when W177 and
W161 are activated/deactivated.
e. Ensuring the inactive sectors do not display any information on the associated sector
status board(s), if appropriate.
3. The mid-shift OMIC is responsible for:
a. Notifying the affected sector controllers of changes in the status of SUA/ATCAA/RAAs
b. The accuracy and timeliness of information posted on the area SIA boards.
4. The Radar controller/R/A is responsible for:
a. Updating status boards or special bay headers as directed by FLMIC.
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b. Effecting coordination with appropriate adjacent/underlying/overlying sectors/areas when
pilot-/controller-activated SUA/ATCAA/RAA is activated or deactivated.
c. Advising the FLMIC of the activation/deactivation of pilot-/controller-activated
SUA/ATCAA/RAAs.
d. Briefing the relieving controller as to the status of each SUA/ATCAA/RAA associated with
the sector.
e. The accuracy and timeliness of information posted on the SIA, and if appropriate, the
sector status board(s) on the midnight shift.
NOTE: Exceptions to this procedure must be the status of the Bulldog, Moody 1, W161, and
W177 areas, which must be displayed by the controller on the affected Main Display Monitor
(MDM) when notified. This exception concerns the East Area only. These exceptions are not
applicable during ERAM operations. During ERAM operations, active airspace will be displayed
automatically on each affected MDM.
5. During HOST operations, the A-side ensures that GI messages concerning SUA, ATCAA,
and RAA status are delivered to the FLMIC.
Section 4 - ALTRV Flight Data Processing
1. ALTRVs that originate within ZJX and the first altitude change is:
a. Outside ZJX are entered by the MC with "XXX" at the point of first altitude change. The
receiving center is responsible for reentry on-line.
b. Within ZJX are entered by the MC with "XXX" at the point of first change.
c. If manual processing has been previously coordinated for the next segment, the sector
controller must use the MP-generated flight progress strips for the next segment.
d. If on-line processing has been previously coordinated for the next segment, the sector
controller in those sectors the altitude change occurs must first make a Field 8 (altitude)
amendment. The controller then makes a Field 10 (route) amendment exactly as shown on the
M strip to continue on-line processing to the point of next altitude change.
2. ALTRVs that originate outside ZJX may be entered on-line by the transferring center up to
the point, but not beyond, at which an altitude change occurs.
Section 5 - Flight Plan Processing of Military Flights with En Route Delays
If a pilot who is approaching an airborne delay point requests to cancel IFR, control personnel
must advise the pilot to remain on the assigned Mode 3 Code and must not remove strips
unless the pilot specifically verifies that the return routing after the delay will not be requested.
Section 6 - Weather Reconnaissance Flights
1. The Air Force Reserve (AFRES) and National Oceanic and Atmospheric Administration
(NOAA) have responsibility for flying winter storm, hurricane, and tropical cyclone
reconnaissance missions.
a. AFRES aircraft conducting these missions will utilize the call sign "TEAL" followed by a
two-number mission designator.
b. NOAA aircraft conducting these missions and will utilize the call sign “NOAA” followed by
a two-number mission designator.
NOTE: These flights are operational in nature and provide data required to forecast the size,
intensity, and movement of the storms.
2. Coordination procedures vary slightly between winter storm missions and hurricane/tropical
cyclone missions, with winter storm missions normally utilizing an ALTRV. Due to the unique
nature of hurricane missions, it may be necessary to provide special handling to ensure that
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ZJX AT 7110.409J
sufficient meteorological data is collected in a timely manner. Storm movement dictates the
hurricane routes flown, not traffic flows. Routes flown for winter storm missions will normally
follow pre-coordinated tracks and will be passed to impacted facilities by the CARF. The nature
of these weather phenomena may result in very little time between the filing of a flight plan and
actual departure.
a. Winter Storm Missions. The sector controller must provide priority handling to TEAL and
NOAA aircraft when specifically requested by the pilot. When a DROPSONDE release time is
received from the mission aircraft, workload and priorities permitting, advise the mission aircraft
of any traffic estimated to pass through the area of the drop at altitudes below that of the
mission aircraft. This advisory must include altitude, direction of flight, and estimated time of
arrival at the point closest to the drop. Coordinate with other concerned facilities before
approving the DROPSONDE release.
b. Hurricane/Tropical Cyclone Missions. The sector controller provides priority handling to
TEAL and NOAA aircraft when specifically requested by the pilot.
Section 7 - Restricted Areas Exempt from Separation Minima
1. Facility management has identified the following SUA that contain non-aviation hazards:
a. R-2903B (used solely for artillery fire).
b. R-2917 (used for laser missions).
c. R-6001 (used for artillery fire when used above 130).
2. FAAO 7110.65 requires that aircraft be vectored to avoid these areas or assigned an
appropriate altitude, with no minimum required, that will be above or below the upper/lower limit
of the concerned Restricted Area.
Section 8 - Air Mobility Command (AMC) Operation "BUGGY RIDE”
1. Operation Buggy Ride is a procedure for the emergency evacuation of aircraft applicable
during or in anticipation of the following: severe weather situations (flood, hurricane, tornadoes),
uncontrolled disasters (Broken Arrow, explosion, fire, inadvertent missile launch), and civil
disturbances. Procedures have been developed for the 19th Air Refueling Wing aircraft based
at Robins Air Force Base, Georgia. Pre-filed altitude reservation flight plans for the Robins AFB
aircraft are located in Safe 1, Drawer 1.
2. The 19th Air Refueling Wing Command Post will notify ZJX and ZTL that "BUGGY RIDE"
has been implemented. ZJX MC will provide the appropriate sectors with the ALTRV information
and flight progress strips, notify the ATCSCC and CARF, and notify FACSFACJAX Control
Room Supervisor.
3. Control Procedures.
a. Aircraft will launch using peacetime criteria or as directed by the Command Post
Controller. Aircraft may, for reasons of safety and survival, make an immediate departure.
b. All aircraft will be MARSA unless ATC specifically assumes control. If under ATC control,
aircrews will respond to ATC altitude or position changes.
c. If time permits an orderly flow of takeoffs, pilots will request "STANDARD ATC
SEPARATION." In this case, ATC will issue a "RELEASE TIME" for each aircraft providing
standard ATC separation while at the same time granting priority handling over other
nonparticipating aircraft.
d. Under emergency conditions, if "BUGGY RIDE" aircraft depart with less than standard
ATC separation, aircraft will proceed along the pre-planned reroutes to the pre-coordinated
area/track. In this case, MARSA applies between all "BUGGY RIDE" aircraft from point of
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ZJX AT 7110.409J
January 08, 2015
departure via the approved route until approved separation is established by the aircraft and
acknowledged by ATC.
e. Aircraft will be level at sortie preferred flight level or under ATC control prior to entering
their assigned orbit area. Aircraft in orbit will be separated 1,000 feet vertically. Aircraft will fly
the orbit boundary using left-hand turns (counterclockwise pattern) between points A, B, C,
and D.
f. Aircrews launched by a "BUGGY RIDE" message may receive unformatted
supplementary holding, landing, diversion, recall instructions, or an Emergency Action Message
(EAM). Any subsequent decisions made and appropriate instructions will be passed to the
aircrews through the Command Post. Instructions will be passed to the aircrews by any means
available (CP, UHF, ARTCC, HF-SSB, etc.).
g. Aircraft will orbit in the maneuver area until valid messages/instructions are received.
Each aircraft will obtain individual clearance from ATC prior to departing the orbit area, unless
responding to an Emergency Action Message (EAM). If, while airborne, the aircrew copies an
EAM that applies to their sortie, they will proceed to their orbit exit point, maintain last assigned
ATC altitude, and then follow AMC doctrine procedures.
h. Call signs will be normal tactical call sign plus three-digit sortie number.
Section 9 - Emergency Security Control of Air Traffic (ESCAT)
ESCAT is a procedure that may be implemented during various emergency conditions that
demand security control of both civil and military air traffic. This control will enhance the
maximum use of airspace for defense and defense-supported activities, and civil aircraft
consistent with air safety.
1. ESCAT Tests. ESCAT testing will be conducted periodically, as directed by the Air Traffic
Control System Command Center (ATCSCC) in accordance with FAA JO 7610.4, Special
Operations.
a. The ATCSCC will notify the ZJX Watch Desk/TMU of the ESCAT test and issue
appropriate instructions to the facility.
b. TMU will ensure that the following are notified of the test as appropriate:
(1) All ZJX operational areas and the Systems Operations Center (SOC).
(2) All TRACONs, ATCTs, AFSS, and other air traffic facilities within and
immediately adjacent to ZJX’s airspace.
c. Operational areas and adjacent facilities, as noted above, will be instructed to simulate
landing and/or diverting air traffic within their area of jurisdiction. The estimated time of
completion will be forwarded to TMU.
NOTE: No actual diversion of traffic or impact to air traffic operations will occur as a result of
any test.
d. TMU will inform the ATCSCC of the estimated completion times of actions required in the
simulated security control instructions received.
e. TMU will inform the affected areas and facilities of the completion of the test when advised
by ATCSCC, and collect comments and lessons learned from the test actions.
f. The Watch Desk will ensure the ESCAT Test initiation, compliance, and termination times
are entered into the 7230-4.
g. ESCAT Test Evaluation. Evaluate test actions by the involved facilities to determine
adequacy. Take immediate action to correct any deficiencies.
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ZJX AT 7110.409J
h. TMU will collect comments and lessons learned from the affected facilities, and prepare a
detailed narrative statement including:
(1) Effectiveness of the ESCAT plan within the area of responsibility.
(2) Recommendations and corrective actions taken as needed.
2. ESCAT Implementation. When ESCAT is implemented and the military specifies that air
traffic will be diverted and/or required to land, the military will specify the following actions
through the ATCSCC:
a. The ATCSCC will notify the ZJX Watch Desk/TMU of the ESCAT declaration and issue
appropriate instructions.
b. TMU will ensure the following are notified of the ESCAT declaration:
c. All ZJX operational areas, Flight Data, and the SOC.
d. All TRACONs, ATCTs, AFSS, and other air traffic facilities within and immediately
adjacent to ZJX’s airspace.
e. Operational areas and adjacent facilities, as noted above, will be instructed to begin
landing and/or diverting air traffic within their area of jurisdiction.
f. Divert aircraft to airports that typically accommodate the type aircraft being diverted unless
military instructions indicate there is insufficient time to take such action.
g. When mandatory landing is required, the convenience of pilots and passengers is
secondary to the landing of aircraft with reasonable safety. Circumstances permitting, consider
weather, instrument approach minima, military instructions, etc. Landing civil or military aircraft
at military bases should be based on prior coordination with appropriate military authorities.
h. The Watch Desk will ensure the ESCAT initiation, compliance, and termination times are
entered in the 7230-4.
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ZJX AT 7110.409J
CHAPTER 6 - FLMIC/CIC OPERATIONS
Section 1 - Duty Familiarization
1. Prior to assuming FLMIC or any other operational position, FLMs must familiarize
themselves with all information on the FLMIC Position Checklist.
2. After arriving for duty, but prior to assuming an operational position, FLMs must familiarize
themselves with the following information:
a. CEDAR briefing items.
b. Weather.
c. Equipment outages.
d. Status Information Area.
NOTE: This familiarization does not relieve control personnel from completing the Position
Relief Checklist.
Section 2 - Traffic Situation Display (TSD)
1. The East, North, and South Areas shall display dual screen TSDs. One TSD should depict
northbound traffic flows and the other southbound. The North Area TSD with dual screens is
only required on the ocean side of the area.
2. Map numbers should be displayed at all times with a 1-hour forecast with one exception.
The North Area TSD on the ocean side should display a 2-hour forecast.
3. There are no standard formats concerning weather depiction or Non-RVSM compliant
aircraft.
4. The TSD destination airport colors agreed upon shall be posted in each area and reviewed
annually by the ZJX Safety Council.
a. Any TSD color changes prior to the annual review shall be agreed upon by the ZJX Safety
Council.
5. Each area FLMIC/CIC should utilize the posted destination airport colors.
Section 3 - Operational Supervision
1. Requires maintaining situational awareness of traffic activity and operational conditions in
order to provide timely assistance to specialists and ensure that available resources are
deployed for optimal efficiency.
2. A manager, front-line manager, or controller-in-charge (CIC) may perform supervision.
3. The objectives and tasks must be focused on operational requirements. They may include,
but are not limited to:
a. The requirement to provide guidance and goals for the shift.
b. Monitoring/managing traffic volume/flow.
c. Position assignments.
NOTE: The A-side should be staffed as a full time position when area circumstances dictate.
The controller performing A-side duties will be placed in Non-Position Operational duties in the
Cru-Art.
d. Position relief.
e. Training assignments.
f. Processing leave requests (e.g., leave approval).
NOTE: CICs may accept/document leave requests; however, approval/disapproval is
determined by management.
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ZJX AT 7110.409J
January 08, 2015
g. Configuring/monitoring/reporting equipment status.
h. Data collection and reporting.
i. Monitoring presidential aircraft.
j. Situational awareness is defined as continuous extraction of environmental information,
integration of this information with previous knowledge to form a coherent mental picture, and
use of that picture in directing further perception and anticipating future events. Simply put,
situational awareness means knowing what is going on around you.
k. Management of the operational environment with a goal toward eliminating distractions.
NOTE: Individuals medically incapacitated or taking medically incapacitating drugs must not be
assigned control room duties as a Front-line Manager or CIC.
l. Collection and dissemination of flight progress strips involving WX or non-radar control
functions unless an A-side has been assigned.
Section 4 - NAS Transition Procedures (See Appendix 6 for Checklists)
1. NAS Interruption.
a. The WMIC is the single point of contact and responsible for making all NAS transition
decisions.
b. The WMIC is responsible for making all entries to open or close sectors during DARC
(EBUS) operations.
c. When planned or unplanned interruption to the NAS occurs, the WMIC, in consultation
with the SOC, decides the appropriate configuration and advises FLMICs, TMU, FDCU, and
adjacent centers.
d. The TMU notifies the ATCSCC and initiates appropriate TM initiatives.
e. The FLMIC notifies all personnel within their AOS and adjacent ATCTs of the appropriate
configuration.
f. The radar controller must resolve all potential conflicts and configure the MDM as directed
by the FLMIC. The radar controller verifies all handoffs and any data entered during transition.
g. The R/A assists the radar controller as directed and verifies flight plan information as
necessary.
h. The FDCS takes appropriate action after being advised by the WMIC of planned
configuration.
2. Restoration of NAS.
a. The WMIC coordinates a start-up time with the SOC and briefs all FLMICs, TMU, FDCU,
and all adjacent centers of the planned time for transitioning to NAS automated operations.
b. The FLMIC coordinates the transition to NAS automated operations with all area
personnel and adjacent ATCTs.
c. The TMU advises the ATCSCC and initiates appropriate TM initiatives.
d. The radar controller must resolve all potential conflicts, ensure the MDM is configured as
specified in sector binders, and be prepared to transition into NAS automated operations.
e. The R/A assists the radar controller as directed and ensures all flight plan information is
correct and without duplication.
f. The FDCS takes appropriate action after being advised by the OMIC of planned transition
into NAS automated operations.
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ZJX AT 7110.409J
Section 5 - Controlling Mode C Intruder (MCI) Alerts
1. FAAO 7210.3 authorizes the facility managers to inhibit MCI alerts
2. The OMIC is hereby authorized to inhibit the MDM display of MCI alerts. The messages
used to do this follow and may only be entered at a KVDT while operating on HOST. Text Files
must be executed during ERAM operations.
MCI RELATED MESSAGES
a. CA INT ON (or OFF) - Turns MCI function on (or off).
b. CA INT (Sector ID) . . . (Sector ID) ON (or OFF) - Turns MCI display on (or off) for
specified sectors.
c. CA INT ALL ON (or OFF) - Turns MCI display on (or off) for all active and training sectors,
which have CA on.
d. RK INT - Requests status of MCI function, including MCI display status at each active
sector.
e. RK INT (Sector ID) . . . (Sector ID) - Requests MCI display status for only those sectors
specified.
f. SB D (beacon code) (beacon code) - Causes specified range of beacon codes to be
suppressed from MCI and CA processing.
g. SB A (beacon code) (beacon code) - Causes specified range of beacon codes to be
activated for MCI and CA processing.B DS (beacon code) . . . (beacon code) - Causes specified
single beacon codes, up to five, to be suppressed from MCI and CA processing.
h. B AS (beacon code) . . . (beacon code) - Causes specified single beacon codes, up to
five, to be activated for MCI and CA processing.
i. B (beacon code) (beacon code) - Requests suppression status of specified range of
beacon codes (range must be less than 256; i.e., 400 octal).
Section 6 - West/Central Joint Use of Frequencies 128.625/380.25
1. Frequencies 128.625/380.25 serve a dual purpose. During the midnight shift they are used
by the West Area for operation of Tallahassee Approach Control airspace. At all other times
they are used by the Central Area for operation of the Micanopy UH sector.
2. The Central Area FLMIC/CIC must secure release of 128.625/380.25 from the West Area
FLMIC/CIC at the beginning of each day shift and release it to the West Area FLMIC/CIC at the
end of the swing shift.
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ZJX AT 7110.409J
CHAPTER 7 - LOCAL STRIP MARKING PROCEDURES
Section 1 - Authorized Control Abbreviations and Symbols
The following must be used by ZJX personnel in addition to those contained in FAAO 7110.65
and entered on flight progress strips in the spaces specified below:
SYMBOL
MEANING
Q
Red marking
Quick climb (space 20) on departure strip and on first en route strip after departure
point. Use the letter “Q” with an arrow
O
Red marking
Over symbol (space 10)
S
Red marking
AMIS strip (space 28)
√
Red marking
Place a check mark to the right of the time (space 15) and altitude (space 20) when
given to APCH control on flights traversing their area or landing.
G
Red marking
Use this letter to indicate flight plan information on an inactive flight given to the
receiving facility (space 29).
ZCR
Red marking
Facility identifier written in to indicate information needs to be forwarded (space 30).
1816
1829
Black marking
The upper numbers are used on a departure strip to show the time clearance was
requested. The lower number indicates the time clearance was issued. These times
are recorded in space 12. If no delay is encountered, record only one time in space
12.
D
Black marking
Use the letter “D” only in space 28 of a departure strip if aircraft has an airport
clearance limit.
FRC
Black marking
Full Route Clearance (FRC). Entered in space 26 of the departure strip. This
abbreviation indicates that a full route clearance must be issued. FRC is shown on the
flight progress strip when a change has been made to a center-stored flight plan, or
when a flight plan has been filed that specifies a delay en route prior to reaching the
destination airport. The term “cleared as filed” must not be used when FRC has been
printed on the strip. On center-stored flight plans, a date will follow FRC to indicate
that a full route clearance is issued until after the date shown.
300+/300Black marking
Enter assigned speeds in space 14 of the flight progress strip. Circle in red when that
information has been forwarded.
P
Red marking
Enter in space 29, when the computer is not operational, to indicate that this is the last
strip posted for this sector and the first strip in the succeeding sector has been
prepared.
VFR
Red marking
When a VFR aircraft is provided radar advisory service, prepare one strip for each
sector. Enter VFR in red in space 26.
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ZJX AT 7110.409J
January 08, 2015
SYMBOL
MEANING
W
Red marking
When a controller recognizes a traffic situation that could result in a potential
confliction in their area of jurisdiction, the controller places a red “W” in space 20 to the
right of the altitude on the flight progress strip and advises the radar controller
responsible for the airspace in which the confliction will occur.
UTM
Red marking
Unsuccessful Transmission Message (UTM). Enter in space 26. After receipt of a
UTM, all coordination pertaining to the flight plan must be performed manually.
230
210
RV
Black marking
Radar Vector (RV) headings will be marked above the “V” in space 26. When a new
heading is assigned, it will be written above the previous heading, and the previous
heading will be lined out.
N12345 √
Red marking
Place a red check mark to the right of the call sign to indicate the Tower has received
the position of the aircraft inbound on a visual approach.
G30-A20
Black marking
When Fuel Advisory Procedures (FADs) are being used, the letter “G” must be used
for a ground delay, and the letter “A” denotes the airborne delay to be assigned.
EXAMPLE: G30-A00. Place this data in space 26 and advise TMC.
OKREDH
Red marking
Add a red box around the aircraft identification to indicate a “Special Interest Flight”
(such as the unscheduled landing of an aircraft from a Communist-controlled country),
as required by FAAO 7610.4, Special Military Operations.
*
Red marking
Add a red asterisk (*) in space 3 immediately preceding the aircraft identification to
indicate DO NOT PASS TO ADC RDAR (NOPAR).
270
XL
Black marking
Strip marking symbol used to indicate that crossing restrictions have been issued in
accordance with procedures contained in a letter of agreement (space 20).
TC
Black marking
Use this abbreviation to signify the need to make a traffic count adjustment for this
flight plan. Circle the TC in red when the traffic count adjustments have been made
(space 26).
IA
Red marking
Enter in space 28 when clearing an aircraft for an instrument approach.
P29
Black marking
Enter in space 23 when a point out has been initiated to an adjacent sector. (PVD
function has been performed but has not yet been verbally coordinated.)
P/JAX, R25,
68
Black marking
& red marking
Enter in space 23 when an adjacent APCH control, adjacent facility’s sector, or
adjacent in-house sector has approved a point out, respectively.
P/QZB, T63,
13
Black marking
& Red X
Enter in space 23 when an attempted point out has been disapproved by an adjacent
APCH control, adjacent facility’s sector, or adjacent in-house sector, respectively.
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ZJX AT 7110.409J
SYMBOL
MEANING
D
Red marking
Enter in space 28 a red letter “D” to aid in the count of VFR traffic. This marking must
be used by the sector where the flight following begins or by the first center sector that
takes the handoff from an adjacent facility.
↑
Red marking
Enter a red arrow in space 23 to indicate direction of flight (optional and the
responsibility of the radar team).
√
Black marking
Enter a black check mark in space 25 next to the red routing to indicate routing has
been issued
A
Red marking
When the receiving controller has approved a wrong altitude for direction, that sector
must place a red “A” by the altitude. When the subsequent sector/facility approves the
altitude, the red “A” is circled in red.
10 NOC/20
NOC/5
EOC/15 WOC
Black marking
These abbreviations indicate off-course deviations for aircraft under radar
surveillance. The number associated with the deviation indicates the distance. The
first letter indicates direction; N-North, E-East, etc. Circle or check to indicate the
subsequent coordination (space 26).
OC
Black marking
This abbreviation indicates an on-course routing when an aircraft would normally be
routed/vectored off course to comply with the current letter of agreement. Circle or
check to indicate subsequent coordination (space 26).
IP
Black marking
Enter in space 26 when aircraft is assigned a heading that is parallel with the flight
path of one or more other aircraft. Use this symbol followed by the other aircraft’s
identification in parenthesis. Circle or check in red to indicate coordination with the
appropriate facility/sector.
NOTE: Approval is required before radar handoff, and specific headings assigned
must be given to the receiving controller at radar handoff.
Section 2 - Intersection Abbreviations
1. The following is a list of abbreviations that may be used when clearing aircraft direct to an
intersection within the North Area sectors only. The use of these abbreviations is not mandatory.
Letters must be written in black or red as appropriate.
B – BOOZE
C – CARPS
D – DULEE
M – MAJIK
O – OZENA
T - TENNI
H– HOAGG or
HANRI
2. The following is a list of abbreviations that are authorized local strip marking for control room
use along with the appropriate intersections:
BA – BARBS
BZ – BUZZY
CO – COAXE
CZ – CLAWZ
DK – DUNKN
FT – FORTL
GO – GOONS
HE – HEVVN
IN – INPIN
JO – JOHNN
JT – JOINT
LD – LAMMA
LE – LEESE
GG - LEGGT
LO – LOXLY
MN – MARCH
MV – MARVI
ML – MILIE
NE – NEPTA
ON – ONEAL
PE – PENSI
TA – TABIR
TE – TEPEE
UG – UGENE
ZO – ZOOSS
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CHAPTER 8 - VOICE SWITCHING AND CONTROL SYSTEM (VSCS)
Section 1 - VSCS
1. Alternate means of radio communications are BUECs, ARINC, guard frequencies, en route
radio, relay through other aircraft, and VOR voice.
2. Alternate means of landline communication are AUTOVON and commercial telephone.
3. During the times that a sector is being staffed by only one individual, the radar position has
all tracker and R/A positions' calls forwarded to the radar position. To access additional
resources, the R/A or tracker positions can be left open with communications set for speaker
operation and utilize a handset to make concurrent G/G calls, access additional auxiliary, or
seldom used frequencies, or additional shout lines.
4. The normal or recommended setup for the listed VSCS position equipment is shown below.
RECOMMENDED VSCS EQUIPMENT SETUP
RADAR POSITION
R/A AND TRACKER POSITIONS
Plug into HEADSET jack
Plug into HEADSET jack
RECEIVERS (Test
Main/SBY)
ON
RECEIVERS
OFF
TRANSMITTERS (Test
M/SBY)
ON
TRANSMITTERS
ON
AUTO VOICE ROUTE
ON
SELECT RADAR POSITION ON
(VOICE) MONITOR
R/T (Radio Transfer)
OFF
R/T (Radio Transfer)
OFF
Select/Test BUEC and
GUARD
Frequencies
5. Footswitch Operation.
a. A loss of audio occurs when two or more people are plugged into the same position if they
are not using the correct DJM.
b. There are two DJMs per position. Each DJM has two icons, a HEADSET and PRE. The
instructor uses the PRE jack when OJT is being conducted.
c. The HEADSET jack is normally used by the developmental during OJT. This setup allows
the instructor to preempt the developmental.
d. The footswitch is wired to the HEADSET jack. The result is, if two people are plugged into
a position, the person utilizing the HEADSET jack gains control of the footswitch. The person
plugged into a PRE jack must use the PTT button on his/her headset to transmit.
e. When two people plug into equal DJM icons on the same position, their voices are
summed and transmitted. Example: Two people plug into the RA and RB PRE jack. When either
controller PTTs, both microphones are hot and their voices are summed and transmitted.
f. It is recommended that controllers utilize the Jack Module Capabilities/Considerations
table below when deciding which jack module to use
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January 08, 2015
JACK MODULE CAPABILITIES/CONSIDERATIONS
JACK
CONTROLLER
RESULT
PRE
Instructor
Can preempt trainee by pressing headset switch
HEADSET Trainee
Can use either headset switch or footswitch
HEADSET Instructor
CANNOT preempt trainee
HEADSET Trainee
Both microphones are hot, both voices heard
equally
PRE
Single controller
Can use footswitch
RA-PRE
Controller being relieved Both microphones are hot, both voices heard
equally
RB-PRE
Relieving controller
Both microphones are hot, both voices heard
equally
RA
Radar controller
USING SPLIT FUNCTIONALITY: RA controls A/G
RB
Radar controller
RB controls G/G
Section 2 - Equipment and Operations
1. R/A Position and Tracker Position Standard VSCS Equipment Setup. When operational, it is
recommended the R/A and tracker positions be set up and operated in the following manner:
a. Select radar position voice monitor. This allows the supporting position to monitor the
radar position much like we do today by allowing the monitoring position to hear the controllers
A/G transmissions through the headset.
b. Select all appropriate frequency transmitters. This allows appropriately directed positions
to respond to pilots for the radar controller.
c. This voice monitoring allows these positions to communicate via A/G without being
required to change from the G/G page to the A/G page; then select the appropriate frequency
transmitter. As long as voice monitoring is selected, read backs will be properly heard.
NOTE: When your transmitters are selected and your position is contacted via a ring line or
you've initiated a call to another position via a ring line, and the other position releases the line,
this breaks the circuit for both parties. If your PTT (Push-to-Talk) is engaged, your microphone
will be hot and you will now be transmitting over all frequencies you have previously selected
unless a position with a higher class mark for these frequencies is already transmitting; i.e.,
when the radar position PTTs they preempt their associated R/A position and tracker position on
sector-specific discrete frequencies.
d. De-select all frequency receivers. Since there is a requirement for these positions to voice
monitor the radar position, de-selecting the receivers will keep VSCS from rerouting A/G calls to
the loud speaker.
e. Select the R/T switch off. Selecting the R/T switch on the R/A position and/or tracker
position disables voice monitoring. Voice monitoring is a requirement; however, when receiving
an override call, if the receiving controller wants to isolate the incoming override, he/she has two
options.
f. Select R/T on. This will suspend voice monitoring and allow the receiving controller to
isolate the override call. At the end of the override call the controller must return the R/T switch
to the off position to re-enable voice monitoring.
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ZJX AT 7110.409J
g. De-select the voice monitor button. To meet the requirement to monitor the radar position,
the controller must then reselect the voice monitor button at the end of the incoming override.
2. Radar Position Setup
a. Select frequencies for the sector.
b. When possible, plug into the preempting "A" jack.
c. Customize the position equipment to suit needs.
3. A/G Setup
a. Auto Voice Routing: on or off.
b. R/T switch: on or off.
c. Turn transmitter on.
d. Turn receivers on (required to monitor). Select voice routing: headset or speaker.
e. Turn guard frequency receivers on; toggle voice routing to speaker.
f. Adjust speaker volume.
4. G/G Setup
a. Select type 9 (voice) lines/mute: on or off.
b. Select override: speaker or headset.
c. Select G/G voice routing: speaker or headset.
d. Adjust speaker volume.
Section 3 - Standard Position Closing Procedures
1. Control Positions
a. Reduce volume on speakers.
b. Deselect frequencies.
c. Forward positions per call forwarding procedures.
d. Guard frequencies: receivers on; voice routing in speakers; A/G loudspeaker volume set
to make frequencies audible without excessive volume level.
2. Closing an Ancillary Position
a. Reduce volume on speakers.
b. TMU and Missions: Call forward all closed positions to an open TMU position.
c. When closing the last occupied TMU position, call forward the VSCS position to the
OMIC.
d. When CWSU closes, call forward the VSCS position to the WC position at the TMU.
e. When closing the FLMICs position, call forward the VSCS position to the OMIC.
Section 4 - Call Forwarding Procedures
1. The FLMIC is responsible for ensuring that call forwarding from any closed position (in
particular, after a reconfiguration) is initiated to the proper sectors/positions.
2. Call forwarding allows incoming G/G calls (except type 9, "shout" lines) to be forwarded to
another sector or position. Using call forwarding rather than reconfigurations each time a sector
or position is closed will allow combining and de-combining of sectors and positions more
rapidly than reconfigurations. An example would be call forwarding of a R/A position to its
associated radar position when it is closed, rather than reconfiguring to a different VSCS map.
When the R/A position is needed again, the controller assuming the position can simply break
call forwarding and be in business before the FLMIC/CIC could make the entries to facilitate a
reconfiguration.
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January 08, 2015
3. To combine two sectors together, forward the R/A position to the new sector's R/A position,
forward the tracker and the radar position to the new sector's tracker position. Again, this would
allow routing of incoming calls to the closed sector to be forwarded to the correct positions at
the new sector in less time than a reconfiguration could be accomplished. The closed sector
could also be reopened in response to increasing workload by breaking call forwarding, rather
than reconfiguring. In short, the most efficient way to operate VSCS is to minimize the number
of reconfigurations used, and maximize the use of call forwarding, particularly during peak traffic
periods.
Section 5 - Procedures
1. Opening a Sector - The first controller at a sector must break call forwarding at the radar and
R/A position, then call forward the R/A position to the radar position at the sector.
2. Closing a Sector - After completing a relief briefing to the receiving controller, the
transferring controller at a closing sector (generally the radar controller) must call forward their
radar position to the tracker position at the receiving sector. The transferring controller must
plug into the R/A position, break down call forwarding, then forward to the new sector's R/A
position.
3. Opening a Position - The controller opening the position must break call forwarding at their
position.
4. Closing a Position (R/A or tracker) within a sector - after completing a relief briefing to the
receiving controller, the controller at the closing position must forward his/her position to the
radar position at that sector.
Section 6 - CIC Duties
1. BUEs that are required to perform CIC duties must not perform supervisory VSCS
workstation procedures including reconfigurations, temporary modifications, logical to physical
reconfigurations, or any other VSCS supervisory function covered in the ZJX VSCS CIC
training.
2. If a CIC is designated in an area, the FLM/CIC being relieved must identify a VSCS-qualified
FLM from another area who will be able to assist the CIC with VSCS supervisory functions.
Section 7 - Recording Relief Briefings
While VSCS is operational, position relief briefings must be recorded. The relieving controller
must plug into the same position as the controller being relieved. Prior to commencing the relief
briefing, the controller being relieved must activate the "PSN REL" function of the VSCS, and
commence the relief briefing. After completion of the relief briefing, the relieved specialist need
only to unplug from the DJM to terminate the PSN REL function of VSCS.
Section 8 - PABX Calls
1. All ZJX VSCS positions are class marked to make outgoing PABX calls. All PABX calls
placed over VSCS must be for official agency business.
2. All ZJX VSCS ancillary and supervisory VSCS positions have incoming PABX telephone
numbers. Only such appropriately class marked positions can receive incoming PABX calls.
This is to prevent random outside access to control positions. In order to receive an incoming
call, these other positions must be class marked via a temporary modification by the FLM or
OMIC.
3. Outgoing PABX numbers may not exceed 20 digits. If a PABX call is made to an invalid
number or the position that originated the PABX call is not class marked for PABX calls, an error
tone is received and a message is displayed at the originating position
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ZJX AT 7110.409J
4. If a PABX call is originated to a nonclass marked position, the calling party receives a busy
signal. After entering a valid PABX number, the originator receives ring back tones until the
called party answers or the originator releases the call.
5. If all PABX trunk lines are unavailable, the calling position receives an all-trunks-busy tone,
the "PABX DA" button changes to busy, or the "ALL-TRUNKS-BUSY" message is displayed on
the VSCS Indirect Access Keypad (VIK) until the call is released.
6. For incoming PABX calls, if the called position's call answering (CA) queue is full, the
(external) calling party receives a busy tone.
7. Incoming PABX calls are accompanied by a chime and enter the called party's call
answering Queue. An incoming call is released automatically if it is not answered within the ring
timeout interval. To prevent this, the call can be answered and placed on hold. The far-end
subscriber can release a PABX call through the normal telephone disconnection process.
8. PABX calls can be placed on hold, transferred, and forwarded. When a call is placed on
hold at a VSCS position, a hold tone is automatically transmitted to the far-end PABX
subscriber.
9. On PABX tie lines class marked for a recorder warning tone, the calling and called parties
receive an audio beep every 15 seconds to indicate that the conversation is being recorded.
Section 9 - Meet-Me Conference Calls
The meet-me conference call works by participants accessing a conference call individually at a
previously arranged time. Meet-me lines are accessed via a Direct Access (DA) button or the
VIK. Meet-me conference operations include call origination and call release. No ringing
indications appear at subscriber positions.
Section 10 - Reconfigurations
1. Prior to executing any reconfigurations, the initiator must advise all positions modified by the
reconfiguration that a reconfiguration will occur at a specified Zulu time.
2. FLMICs/OMIC must immediately complete (via cancel or execution) any reconfiguration to
the VSCS system before leaving the workstation.
WARNING: Leaving reconfigurations in a wait state destabilizes the VSCS system, and in
doing so may delay or prevent future needed reconfigurations.
3. If a reconfiguration fails, notify the SOC immediately, and make an entry in FAA Form
7230-4.
NOTE: A reconfiguration that causes the downloading of new maps to any VCE, also requires
downloading of maps to every on-line switch shelf affected by reconfiguration of that VCE.
Therefore, the reconfiguration of an A/G capable VCE affects every A/G switch shelf, and the
reconfiguration of a G/G capable VCE potentially affects every G/G switch shelf. If any one of
the affected switch shelves is on-line, but does not respond to the reconfiguration commands
from the Control Subsystem, the Control Subsystem will stop the reconfiguration.
4. When a switch shelf fails to respond to reconfiguration commands from the Control
Subsystem, the OMIC and affected FLMIC can identify the offending switch shelf (or shelves) by
inspecting the status details window on the supervisory workstation for the failed
reconfiguration. The reconfiguration may be retried after the maintainer or SOC has transitioned
the offending switch shelf (or shelves) to the off-line failed mode.
Section 11 - Temporary Modifications (TEMP MODS)
Temporary modifications that are initiated on a routine basis should be submitted for a
permanent VSCS map change. Log temporary modifications and logical to physical (LTP)
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reconfigurations on FAA Form 7230-4. The Position Relief Checklist must include VSCS map in
use, VSCS temporary modifications, and VSCS LTPs in effect.
WARNING: Temporary modification reconfigurations must only be used for operational
requirements. Personal preferences are not valid reasons for utilizing a temporary modification.
Section 12 - Split Functionality Procedures
In the unlikely event split functionality is needed, the radar controller must plug into the "PRE"
side of the "A" DJM to access A/G communications, while the tracker plugs into the "headset"
side of the "B" DJM to access G/G communications. The split functionality function button
located on the "UTIL" screen must then be activated to enable the function. The tracker need
only unplug to deactivate the split-mode function.
Section 13 - Mode Over Procedures
1. Prior to AF personnel initiating a mode over, the SOC will notify the OMIC to reinitiate call
forwarding. The OMIC will then notify all FLMICs and ancillary personnel, to ensure call
forwarding is broken down and reinitiated at all positions. The OMIC will be notified when these
actions have been completed. The OMIC will advise the SOC that the mode over can proceed.
2. In emergency mode overs, AF personnel will proceed with the mode over and advise the
OMIC of their actions. The OMIC will immediately notify the FLMICs and ancillary positions to
break down and reinitiate call forwarding. After an emergency mode over, call forwarding may
already be broken down on some positions; therefore, it is critical that FLMICs reinitiate call
forwarding at all positions as soon as possible.
Section 14 - Call Forwarding in VSCS
1. Closing a sector and moving its positions to another sector when there is a controller at only
the radar position at the sector being closed (one-person sector):
a. Step one: The radar controller at the sector being closed forwards his/her position to the
tracker position at the receiving sector.
b. Step two: The radar controller at the closing sector plugs into the R/A position at the
sector being closed. The radar controller then forwards the closing R/A position to the R/A
position at the receiving sector.
2. Closing a sector and moving its positions to another sector when there is both a radar and
R/A controller at the sector being closed:
a. Step one: The R/A controller at the sector being closed call forwards their position to the
R/A position at the receiving sector.
b. Step two: The radar controller at the sector being closed call forwards their position to the
tracker position at the receiving sector.
NOTE: The procedure assumes that the tracker is already call forwarded to the radar position
at the sector being closed since there is no tracker present.
3. Open a sector by moving its position from another sector when there will be both a R/A and
radar controller at the sector being opened
a. Step one: The R/A controller at the sector being opened plugs in at the R/A position and
breaks call forwarding between the previous R/A position and the opening sector.
b. Step two: The radar controller at the sector being opened plugs in at the radar position
and breaks call forwarding between the opening sector and the previous sector.
c. Step three: The radar or R/A controller at the sector being opened ensures that the tracker
position at the opening sector is call forwarded to his/her radar position.
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January 08, 2015
4. Open a sector by moving its positions from the previous sector when there will be only a
radar controller at the sector being opened:
a. Step one: The radar controller plugs into the radar position at the sector being opened and
breaks call forwarding from the previous sector's radar position.
b. Step two: The radar controller plugs into the R/A position at the sector being opened and
breaks call forwarding from the previous sector's R/A position.
c. Step three: The radar controller then call forwards the newly opened R/A position to the
position at the opening sector.
d. Step four: The radar controller at the sector being opened ensures the tracker position at
that sector is forwarded to his/her radar position.
5. Rolling in positions at a sector that will remain open:
a. If a R/A controller leaves or closes a position without being relieved, he/she will normally
call forward the R/A position to the radar position, unless there is a specific reason for leaving it
open.
b. If a tracker controller leaves or closes a position without being relieved, he/she must call
forward the tracker position to the radar controller.
6. Rolling out positions at a sector already open:
a. An arriving tracker should break call forwarding between the tracker position and the radar
position.
b. An arriving R/A should break call forwarding between the R/A position and the radar
position.
Section 15 - Interference Tone on VSCS G/G Circuits
1. When a controller reports interphone line trouble that requires the release of a circuit to the
telephone company, the following procedures must be followed by the SOC and FLMICs:
2. Set a specific time for circuit release.
3. OMIC/FLMIC must advise center controllers and other users via GI message of the time the
circuit is to be released.
4. Controllers must not use the circuit during the release period.
5. After the circuit has been returned to the FAA, the OMIC/FLMIC must advise controllers and
other users via GI message that the circuit may be used.
Section 16 - VSCS Training and Backups Switch (VTABS)-See Appendix 8
1. When a VSCS failure occurs, the NAS Operations Manager (SOC), after notification by the
OMIC, will use the bulk transfer command to perform a switchover from VSCS to VTABS
2. The OMIC will announce that the facility is on VTABS. The message “VTABS PEM is now
operational” will be displayed at the D positions. At this time the Radar controller must plug in
the D position DJM to maintain communications. Only the D positions are backed up by
VTABS.
3. During switchover to VTABS all active communications are disconnected. The controller
must select/deselect the desired A/G frequencies and reinitiate G/G calls to restore
communications. The default condition for A/G is transmitter off and receiver on. Volume
adjustments must be checked, as they may be different than under normal VSCS operation.
4. FLMIC/CIC must ensure all unmanned positions are call forwarded appropriately and that
the A/G is deselected.
5. When the sector has both an R and D controller, the D side must be operated in “Split
Mode.” Select SPLIT MODE from the VDM Utility Screen. The A/G (R) controller must plug into
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ZJX AT 7110.409J
the A/G DJM directly below the A/G speaker and volume control. The G/G (D) controller must
plug into the G/G DJM directly below the G/G speaker and volume control.
6. The SOC and TMU each have one position backed up in VTABS. All calls made to
positions normally operational in VSCS, but not backed up by VTABS, will be forwarded to the
VTABS supported TMU position.
7. Upon notification by the NAS Operations Manager (SOC) that VSCS is stable and in
operational condition, the OMIC must notify the control room to prepare for transition back to
VSCS at a coordinated time.
8. Once all areas are notified, the OMIC must notify the SOC to transition to VSCS at the
coordinated time. At this time the controllers must then plug into their sectors and confirm setup,
then resume normal operations.
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CHAPTER 9 - CONTROL ROOM ADMINISTRATION
Section 1 - Currency Requirements for OS, STMC, and Designated Staff Personnel
1. OS, TMC, and designated staff personnel must be certified and maintain currency as
designated in FAA 7210.3, Section 3.
Section 2 - Automated FAA Form 7230-4
All Southern Region (ASO) facilities, capable of doing so, have been approved to use an
automated FAA Form 7230-4. The person responsible for the watch must enter their name on
the log at the time the responsibility for the watch is assumed. Entry procedures are maintained
at the OMIC position and can be found in FAAO 7210.3. When the log is closed out for the day,
the person responsible for the watch at that time must sign the certification statement. Only one
signature on each log is appropriate.
Section 3 - Forms Administration
1. Recording Training Pay:
a. For T&A purposes, CRU-ART will be used as the single-source for computing OJT time.
b. Each OJT instructor or certifier completes an OJT Instruction/Skill Check Report, FAA
Form 3120-25, OJT Instruction/Evaluation Report for all OJT or evaluations accomplished and
submit the completed OJT Instruction/Skill Check Report to the FLMIC during the shift that the
training was accomplished.
c. The evening shift FLMIC delivers the OJT Instruction/Skill Check Reports and the route
slips with any corrections to the ASISO log with the daily ZJX Form 7230-4, Personnel Log, to
the OMIC at the conclusion of the shift.
2. Midnight Shift Manager Checklist: (See Appendix 10 - ZJX Midnight Shift Manager
Checklist)
3. Approach Data Worksheet FAA Form 7230-16
FAA Form 7230-16 is provided for the purpose of recording instrument approaches at each nontower, non-FAA tower, or VFR tower airport within ZJX's airspace having approved instrument
approach procedures. To qualify as an actual instrument approach, an aircraft on an IFR flight
plan must make the approach when the visibility is less than 3 miles, or the ceiling is at or below
the highest initial approach altitude for the airport. At airports where no weather reporting
service is available, the following criteria in descending order must be used in determining valid
instrument approaches to be recorded on this form:
a. Pilot report.
b. Aircraft has not canceled IFR prior to reaching the initial approach fix.
c. Official weather as reported for any airport located within 30 miles of the airport to which
the approach is made.
4. Procedures for handling FAA Form 7230-16
a. FLMIC distributes the Daily Sector Approach Data Form to each sector in their AOS, as
appropriate, every day at the end of the 1600-2400 shift, and collects the preceding day's forms.
The FLMIC transcribes the entries from the form onto FAA Form 7230-16. After the entries have
been made, the Daily Sector Approach Data Form may be discarded.
b. Sector controllers make one entry on the Daily Sector Approach Data Form for each
actual instrument approach cleared to any non-tower, non-FAA tower, or VFR tower airport
within ZJX's airspace, provided that airport has approved instrument approach procedures.
c. The Requirements office prepares the forms for the control room and delivers them to the
FLMIC on the last administrative workday of each month. FAA Form 7230-16’s for the previous
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month are picked up on the first administrative workday of each month and data is compiled and
submitted with monthly traffic count reports.
Section 4 - BUEC and Guard Confidence Checks
1. FLMICs ensure that VHF/UHF BUEC equipment is used for a minimum of five (5) minutes
on each day and evening shift and that weekly GUARD frequency (121.5/243.0) checks are
accomplished.
2. GUARD Procedures. In order to ensure that all transmitters/receivers are checked, two-way,
ground-to-air checks will be conducted once a week as follows:
SECTOR
RCAG
FREQUENCY
R78
ZJX
121.5
R78
ZJX
243.0
R67
CHS
243.0
R11
DHN
243.0
Section 5 - Equipment Problems
1. Reporting Facility Equipment Problems: Log all outages on FAA Form 7230-4, either
scheduled or unscheduled.
a. Equipment outage refers to both scheduled and unscheduled failures or malfunctions of
any system which causes an interruption of facility or service such as frequencies, lines of all
type; e.g., landlines, power systems, lighting systems, air-conditioning systems, and system
components.
b. Interference phenomena includes problems such as false targets, radio frequency and
weather interference, including lightning strikes and temperature inversion
c. Other - all other situations that have an impact on system performance but do not fall into
previous categories; i.e., incidents that become self-corrected without technician involvement.
2. Procedures for sector controllers to report equipment problems
Report problem to the FLMIC indicating the nature of the problem. Explain the effect on your
sector and identify the equipment. Attempt to determine if both main and standby equipment is
affected if the problem is associated with air-to-ground communications.
Activate BUEC, if appropriate, and notify the FLMIC of the following:
a. Frequency number.
b. Nature of problem.
c. Time of occurrence.
d. Aircraft location and altitude, if appropriate.
e. BUEC status.
3. FLMICs responsibilities regarding equipment problems.
The FLMIC must inform the OMIC about any equipment problems in his area. This does not
preclude the FLMIC from reporting the problem directly to the SOC. The FLMIC will notify
adjacent sectors or facilities as necessary and publicize any frequencies released.
4. Equipment problem information to be recorded on FAA Form 7230-4
a. Record all outages, problems, and release of equipment for maintenance on FAA Form
7230-4 by placing a large letter "E" in the left-hand margin. Also use the letter "E" when
the equipment is returned to service.
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January 08, 2015
b. At least once each shift, the OMIC correlates facility outages listed on FAA Form 7230-4
with the list compiled by the SOC.
c. Carry over problems that have not been resolved to the next day on FAA Form 7320-4.
However, carry-over entries do not require a large letter "E" in the left-hand margin.
5. OMIC responsibilities when there are equipment problems.
The OMIC will inform the SOC of any conditions to be reported and ensure all internal and
external coordination is completed on scheduled and unscheduled equipment outages. The
OMIC notifies the ATM, ATCSCC, Southern Region Operations Center (ROC), as appropriate.
6. Equipment problem and shutdown request coordination.
a. The SOC notifies the OMIC of all equipment problems requiring immediate attention and
coordinates necessary action to have them corrected. The SOC makes a final coordination 30
minutes prior to the scheduled shutdown.
b. The OMIC ensures all coordination and notification is made on immediate equipment
problems. The OMIC notifies TMU of any changes to scheduled shutdowns and unscheduled
NAVAID, frequency, radar outages, or runway closures.
c. The OMIC will allow or disallow the shutdown if it will occur within 24 hours of the request
or between 1600 LCL on a Friday and 1600 LCL on the next administrative workday. When the
OMIC receives the 30-minute notice, they make a final determination to release the site or not.
d. The TMU forwards all scheduled/unscheduled runway closures and
scheduled/unscheduled outages of major components of the NAS to the ATCSCC. Coordination
must be effected as far in advance as possible. For the purpose of this order, major
components are defined as:
e. All en route radar systems.
f. En route computer/C. radar and computer systems at all daily NAS reportable airports as
scheduled in SO Order 6040.15, National Airspace Performance Reporting System.
g. Key NAVAIDS that would, if out of service, impact system flow, creating restriction to be
implemented and/or result in aircraft being delayed.
h. Runways and taxiways at daily NAS reportable airports and include reason for outage.
i. TELCO outages.
Section 6 - Control Room Information System
1. OMs establish information areas in each AOS under their authority and designate one FLM
in each area as the Area Binder FLM. Area Binder FLMs update and maintain information in the
Area’s General Information (GI) Notebook. The TMO is responsible for assigning an STMC as
TMU Binder FLM. ERIDS is the primary distribution method of most operational data, while the
local LAN would be the secondary method. The tertiary method will be via a USB drive located
on the computer at the watch desk. This computer will be connected to an uninterruptible power
supply, and have a USB cable available for direct connect to a printer.
2. Composition of Control Room Information System.
a. General Information (GI) Notebooks located in each area contain nonoperational material
that does not need to be tracked. Information in this book can be discarded when no longer
viable.
b. CEDAR contains all Mandatory Briefing Items (MBIs), and Required Briefing Items (RBIs).
A training specialist maintains the CEDAR briefings. The originating office develops a briefing
on the subject to be briefed as an MBI or RBI, and forwards to ZJX-17 for dissemination. A
training specialist uploads briefing items into CEDAR and generates a completion report. Items
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ZJX AT 7110.409J
are tracked for completion and entries will be made in individual training records, as appropriate.
OPI: ZJX-17
c. Sector Binders. All information required by FAAO 7210.3 is maintained in ERIDS with
backup on the area FLM administrative computer. Hard copies of sector binders may be printed
using the FLM administrative computer. OPI: ZJX-520
d. Letters of Agreement (LOA) are maintained in ERIDS with backup on the area FLM
administrative computer. One hard copy of each LOA is maintained at the Watch Manager’s
position. OPI: ZJX-520
e. Sector SOPs. All sector SOPs are maintained in ERIDS with backup on the area FLM
administrative computer. Hard copies of sector SOPs may be printed using the FLM
administrative computer. One hard copy of the ZJX SOP is maintained at the Watch Manager’s
position. OPI: ZJX-520
f. TMU Read Binder contains information specific to the TMU.
g. Supervisors’ Position Binders are located in each area and contain information pertinent
to the performance of supervisory duties.
h. FAAO 7110.65. Maintained in ERIDS with backup on the area FLM administrative
computer. OPI: ZJX-17
i. NATCA Read Binder contains material as described in the NATCA/FAA Agreement.
j. FAAO 7350. Maintained in ERIDS with backup on the area FLM administrative computer.
OPI: ZJX-520
k. Overhead Displays. The cartography office supplies materials on the evening prior to each
chart change date. The FLMIC is responsible for replacement of new overhead displays.
Requests for changes are routed through the appropriate OM, and forwarded to ZJX-520.
ZJX-520 provides replacement materials between charting cycles, as requested by the FLMIC,
l. makes interim changes to overhead displays, and ensures these displays are aligned and
have the proper date.
m. United States Government/Department of Defense (US/DOD) Flight Information
Publications and National Oceanic and Atmospheric Administration Publications. Approach
Plates, SIDs and STARs are maintained in ERIDS. ZJX-520 provides each area with backup
copies of US/DOD Flight Information Publications each chart date. All assigned materials are
the responsibility of the AOS to which they are assigned and must be returned to ZJX-520 for
disposal upon receipt of replacement materials.
n. Air/Ground Frequency Cards. ZJX-510 updates and posts frequency display cards.
Requests for changes are routed through the appropriate OM, and forwarded to ZJX-510. ZJX510 will coordinate with the cartography office.
3. Control Room ATC Library.
a. The Airspace and Procedures Office will maintain the following information in ERIDS to be
used as reference material in the control room:
b. FAAO 7110.65, Air Traffic Control, Office of Primary Interest (OPI): ZJX-17 (ERIDS)
c. FAAO 7210.3, Facility Operation and Administration, OPI: ZJX-17 (ERIDS)
d. FAAO 7610.4, Special Military Operations, OPI: ZJX-520 (ERIDS)
e. ZJX AT 7110.409, Jacksonville Center Standard Operating Procedures, OPI: ZJX-520
(ERIDS)
f. ZJX AT 7210.92, ZJX Facility Operations Handbook, OPI: ZJX-4A (ERIDS)
g. FAAO 3400.20, Individual Performance Management for Operational Personnel, OPI:
ZJX-505 (ERIDS)
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h. FAAO 7200.20, Voluntary Safety Reporting Program, OPI: ZJX-505 (ERIDS)
i. FAAO 7210.632, Air Traffic Organization Occurrence Reporting, OPI: ZJX-505 (ERIDS)
j. FAAO 7210.633, Air Traffic Organization Quality Assurance Program, OPI: ZJX-505
(ERIDS)
k. FAAO 7210.634, Air Traffic Organization Quality Control, OPI: ZJX-505 (ERIDS)
l. Note: The OPI will notify the Airspace and Procedures Office of any changes to the above
documents.
b. The OMIC maintains the following information to be used as reference material in the
control room.
(1) FAAO 3120.4, Air Traffic Technical Training, OPI: ZJX-17
(2) FAAO 8020.11, Aircraft Accident and Incident Notification, Investigation, and
Reporting, OPI: ZJX-505
(3) OMIC/TMU CEDAR, OPI: ZJX-17
4. Responsibility and Accountability.
All control room personnel are responsible and accountable for reading the briefing items in
CEDAR. Additionally, all personnel must assist by identifying information that may need
updating or replacing to their FLM.
Section 7 - Supervisors’ Committee (SUPCOM)
Open communication between FLMs and facility management is an essential ingredient for
effective management of daily operations. SUPCOM is the vehicle for FLMs to become
involved and participate in the management of ZJX. SUPCOM is given the opportunity to
review and comment on personnel policies and practices which affect the FLMs. For the
purpose of resolving issues involving seniority, SUPCOM defines FLM seniority and maintains a
list of FLMs by seniority using information provided by HR.
1. SUPCOM Member Selection.
One SUPCOM officer is elected by the FLMs and STMCs from the area they represent. The
South, Central, Gulf and West Areas hold elections in May of EVEN numbered years and the
North, East, and TMU in May of ODD numbered years. Terms of office begin in June. When a
vacancy occurs, a special election must be held and the term must begin immediately following
the election. Officers may serve consecutive terms. SUPCOM elects a chairperson in the
second June of the chair’s current tenure. Term of office begins in July. When a vacancy
occurs, a special election is held and the term begins immediately following the election.
2. SUPCOM Meeting Schedule.
SUPCOM normally meets every other week. The SUPCOM chairperson may call special
meetings or cancel a regularly scheduled meeting after coordination with the ATM. The ATM
and/or AATM normally meet with SUPCOM during regularly scheduled meetings. If they are not
available, the chairperson will schedule a meeting with the ATM or AATM as soon afterward as
possible. OMs and SMs may schedule a time to meet with SUPCOM.
3. SUPCOM Meeting Rules.
When an officer is unable to attend a meeting, they may designate, as an alternate, any other
FLM from the area they represent. When the chairperson is unable to attend a meeting, they
will designate an elected SUPCOM officer to chair that meeting. A SUPCOM officer must be
designated to record minutes at each meeting. Formal SUPCOM suggestions are recorded in
the minutes only with majority approval by a quorum. A quorum is defined as three elected
and/or alternate members.
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CHAPTER 10 - TRAFFIC MANAGEMENT
Section 1 - General Information
1. Purpose and Mission of the Traffic Management Unit (TMU).
The Traffic Management System mission is to balance AT demand with system capacity to
ensure the maximum efficient utilization of the National Airspace System (NAS). A safe, orderly,
and expeditious flow of traffic while minimizing delays is fostered through continued analysis,
coordination, and dynamic utilization of TM initiatives and programs.
ZJX TMU directs and controls the flow of AT through our portion of the NAS, eliminating or
minimizing the effect of AT delays on the users and the system to achieve optimum use of the
navigable airspace. The TMU manages, organizes, and balances delays where they occur and
must be constantly aware of staffing shortages, weather systems, user scheduling, critical
equipment status, and other factors that impact a facility's capacity. The TMU will develop,
coordinate, and implement prudent traffic management programs or initiatives as necessary
with this information. Center TMU mission is to balance traffic flows within their area of
responsibility in accordance with local and national directives.
2. Forwarding and/or relay of requests, instructions or essential information.
Use established priorities, standard formats, standard phraseology, general information (GI)
messages, and recorded lines, when available. Ensure acknowledgment.
3. Procedures for the preparation of equipment when “opening” TMU.
Visually check radar displays, TSDs, integrated weather system displays, and MWPs for proper
alignment, usability, and satisfactory status. Verify that all communication switches and
associated position equipment settings are correct.
4. Procedures for reporting TMU equipment malfunctions.
a. Continually observe position equipment and report equipment outages or malfunctions to
the STMC.
b. Notify the following in order listed when any malfunction or outage of the radar console
occurs: 1- STMC, 2- SOC, 3- OMIC, and 4- ATCSCC, if appropriate.
c. When use of backup equipment limits TMU capabilities, coordinate with appropriate
personnel to ensure transfer of responsibility.
d. When ETMS equipment is off-line or malfunctions, notify the ATCSCC and the SOC.
e. If the TSD fails, follow recovery checklist.
5. Start-up item details. Entries are made via the TMU KVDT (HOST), or AT workstation
(ERAM), as appropriate.
a. ZJX TMU maintains a list of stolen and lookout aircraft in the NAS computer. Check the
alert deck at start-up each day:
Step 1 - Type CF PRTA "ENTER." If the list of data appears, check is complete. If not,
complete step
Step 2 - Type READ OCI1 ALERT "ENTER." To check alert deck, perform step 1 above.
NOTE: This Alert aircraft entry requirement is not applicable during ERAM operations.
b. The following entry turns data blocks ON/OFF for specific airports as needed:
“NK (airport) ON” or “NK (airport) OFF” at the position where the aircraft are to be
monitored, as applicable.
NOTE: A maximum of 20 airports can be monitored at any time.
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Section 2 - System Operations Plan
1. ZJX TMU policy regarding weather reroute initiatives.
The System Operations Plan (SOP) is a collaboratively developed plan. The SOP is a shortterm and long-term plan for management of the NAS. The SOP is derived by the Strategic
Planning Team (SPT) after collaboration with the FAA and user weather forecasters, FAA
ARTCC Operations Manager (OM) or designee, other FAA field facility management personnel,
airline planners, ATCSCC personnel, international facilities, military, and general aviation
system users.
2. TMO responsibilities. The TMO or their designee must:
a. Participate via the System Operations Planning Telephone Conference (TELCON) in the
formulation and development of the SOP when stated on the previous SOP, or requested later
by the ATCSCC, or issues within the facility arise that may require inclusion in the SOP.
b. Provide input on:
c. Equipment outages having an operational impact;
d. Internal initiatives;
e. Terminal constraints;
f. Route closure/recovery information;
g. Anticipated Traffic Management Initiatives (TMI) necessary to manage the system; or
h. Other issues which may impact operations (i.e., staffing, special events, etc.). See FIG1719-1 Planning TELCON Checklist.
i. Brief and direct facility FLMs, Traffic Management Supervisors, Traffic Management Units,
and operational personnel on the implementation of the SOP and gather additional information
for the next TELCON.
j. Coordinate with and provide direction to underlying facilities on the implementation of the
SOP.
k. Monitor and assess the SOP, notifying the ATCSCC of problems that may impact the
SOP.
3. Severe Weather Avoidance Plan (SWAP).
SWAPs are formalized programs that are of considerable value in areas that are particularly
susceptible to severe weather. Plans that are properly developed, coordinated, and
implemented can reduce coordination and TM restrictions associated with rerouting aircraft
around areas of severe weather; therefore, resulting in better utilization of available airspace.
4. Duties and Responsibilities of AT facilities.
a. Favor and accept traffic flows that are not normally routed through their area.
b. Monitor, evaluate, and adjust programs to ensure maximum effectiveness.
c. Record, collect, and package each day's severe weather management information
including delay information, charts, and advisories.
d. Record two or more aircraft identifications:
e. When flights deviate and it will result in closure of that route.
f. When flights elect not to depart and/or land due to the current weather conditions.
g. Solicit pathfinders to reopen routes, when appropriate.
h. When requested, forward flight information to the ATCSCC
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5. ZJX TMU Participation in Weather Reroute Initiatives
a. Determining what areas have, or will be affected by weather, which routings can be
amended to reduce sector workload, and the effect of reroutes on other areas and adjust as
needed. When weather is expected to impact an arrival route in ZJX airspace, reroute aircraft as
necessary.
b. Advise the STMC, FLMICs, OMIC, and ATCSCC Severe Weather Management prior to
issuing any of these routes and when weather dissipates and reroutes or restrictions are no
longer necessary.
NOTE: Severe Weather Management monitors the effect of such reroutes on other facilities
and provides additional assistance or routings when requested, or needed, to eliminate sector
overload.
c. Post weather reroutes on the ESIS display via an NTML entry, and forward this entry to all
affected areas for posting on area ESIS boards.
d. Monitor the new routings and sectors affected by the additional traffic and initiate miles-intrail (MIT) restrictions over new routings, if needed to eliminate sector saturation.
6. Monitor Alert Procedures.
When Monitor Alert indicates a "RED" sector, the following procedures must be followed:
a. Type "E" (examine) and determine time frame.
b. Type "C" (bar chart) and evaluate numbers.
c. Log alert times and actions taken in the TMU computer program.
d. “SEE-ALL” the alerted sector.
e. Advise FLMIC/CIC of alerted sector via telephone, radio, or in person. Discuss the
situation, determine and implement TM initiatives if necessary.
f. Inform the STMC of alerted sector and action taken.
g. Follow up with a visit to affected area if necessary.
The following options are also available to determine the validity of the alert or to aid in
establishing necessary reroutes or restrictions for the alerted sector:
h. Type "R" (reports) will give you a list of aircraft call signs and routes through an alerted
sector. If a report is printed, attach the report to the Monitor Alert Log.
i. Type "=" (alerted flights) will display all aircraft or departure airports that will impact the
sector during the alerted time period.
7. Reporting Delays. Notify the ATCSCC when:
a. Arrival, departure, or en route delays reach or are expected to reach 15 minutes, of any
change of delay times in 15-minute increments (e.g., 15, 30, 45, 60, 75, etc).
b. A significant change in the capacity is expected or has occurred, of any conditions or
circumstances which may adversely affect the capacity or operation of the ATC system.
c. Delays occur during a ground delay program. This includes delays associated with en
route metering and ESP procedures.
NOTE: Delays exceeding 15 minutes must be recorded on the 7230-4 and the Jacksonville
ARTC Center TMU Information Log.
8. Traffic Management (TM) Initiative Dissemination.
a. National Traffic Management Initiatives (TMIs) received through the National Traffic
Management Log (NTML) are disseminated to each area affected by the TMI by forwarding to
the area ESIS programs for posting.
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b. Local Traffic Management Initiatives (TMIs) will be typed into the National Traffic
Management Log (NTML) and then disseminated to each area affected by the TMI by
forwarding to the area ESIS programs for posting.
c. When a TMI is received with less than 60 minutes’ notice, verbally coordinate with each
affected area FLMIC/CIC.
9. Ground Delay Programs (EDCTs).
Record ground delay programs on the restriction log. Notify affected sectors and facilities via GI
message or interphone when a ground delay program is implemented or canceled.
Section 3 - Traffic Management Initiatives
1. Traffic Management Initiatives.
a. Properly coordinated and implemented TM initiatives are an important tool in the AT
system. These initiatives contribute to the safe and orderly movement of AT.
b. Any TM initiative creates an impact on users. It is imperative to consider this impact and
implement only those initiatives necessary to maintain system integrity.
2. Dynamic Initiatives.
Dynamic initiatives are those imposed on an as-needed basis to manage fluctuations in traffic
demands.
3. Methods To Minimize Delays.
To maintain the integrity of the AT system, TM personnel, in conjunction with the ATCSCC,
must employ the least restrictive methods available to minimize delays.
a. Altitude.
b. Miles-in-trail/Minutes-in-trail.
c. Speed control.
d. Fix balancing.
e. Airborne holding.
f. Sequencing Programs.
g. En route Sequencing Program (ESP).
h. Ground Delay Programs.
i. Ground Stop.
Section 4 - Positions and Functions
1. Each member of the TMU must ensure that complete relief briefings are given and received
before relinquishing or assuming a position. There are Position Relief Briefing Checklists for the
STMC position, the TMC position, the ESP Position, the Weather Coordinator position, and the
Military Operations Specialist position.
2. TMU Position Requirements.
Completion of local Traffic Management Specialist training and the following courses, as they
become available:
a. Course #50115, Traffic Management Coordinator Specialized Training (TMCST).
b. Course #50113, National Traffic Management.
c. Course #50114, Central Altitude Reservation Facility (CARF) Indoctrination Course.
3. Supervisory Traffic Management Coordinators (STMC) Responsibilities.
The TM Coordinator at ARTCC facilities (TMC) is under the general supervision of the
supervisory TM coordinator (STMC). The supervisory TM coordinator-in-charge (STMCIC)
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oversees all TM initiatives and the day-to-day, shift-by-shift management of the operations
(former AMIC duties).
a. Assume shift responsibility for the daily operation of TMU and ensure that each TMU
position is properly staffed. Ensure that all TMCs perform their assigned duties effectively,
provide guidance and advice to TMCs, ensure that TMCs maintain operational currency in their
respective AOS’s. Ensure that mandatory training requirements are completed and properly
documented.
b. Report directly to the Traffic Management Officer (TMO, ZJX-5T). Identify potential
problems, take action to have appropriate solution implemented, and document any continual
problems and forward to the TMO.
c. Remain operationally involved in the TMU and aware of the status of control room. Be
visible on control room floor, communicate with FLMs and controllers to facilitate operational
awareness, and operate as liaison between FLMIC and TMCIC.
d. Continuously review weather impact, TM initiatives, delays, traffic demand, sector loading,
equipment status, and special operations. Analyze effectiveness of TMU decisions. Be aware of
any significant future events or activities affecting ZJX operations.
e. Be prepared to provide a verbal briefing to ZJX-1, ZJX-2, OMIC, and the TMO,
highlighting any previous day’s problems, anticipated weather or traffic problems, and dynamic
flow restrictions in effect. Also be prepared to provide a TMU "Plan of Action" for the day.
f. Ensure the completeness and accuracy of all TMU logs and forms. Ensure FAA Form
7230-4, is kept updated with record of changing events. Report interruptions of AT services
(INATS) to ATCSCC and Regional Communication Center.
g. Manage and coordinate arrival/en route holding stacks when required.
h. Tarmac Delay Requirements.
i. When an airport within their geographic jurisdiction has received a tarmac delay request,
TMU must verbally notify the ATCSCC. Notification should include the date and time of the
occurrence and the identification of the aircraft involved.
j. Requests to taxi for deplanement related to “Three-Hour Tarmac Rule” must be
documented on FAA Form 7230-4 as a QAR, indicating the time the request was made.
k. When notified that an aircraft has exceeded the “Three-hour Tarmac Rule, “ all available
records pertinent to that event, including flight plan data, voice recordings, data recordings, and
facility logs must be retained by the ZJX Quality Control Office for 1 year.
4. Traffic Management Coordinator-In-Charge (TMCIC) Responsibilities.
The TMCIC serves as the focal point for the implementation of TM initiatives during a shift. The
TMCIC assumes responsibilities of the TMU in the absence of the STMC. During periods of
busy traffic and/or severe weather, assumes the leadership role in the Unit, guiding and
directing the other members of the team. The TMCIC:
a. Communicates with approach controls to establish direction of landing, type of
approaches, airport acceptance rates, and other factors that will affect arrival operations.
Reduce arrival spacing to a minimum when feasible. Function as the primary focal point for
interface with the ATCSCC and adjacent facility TMUs. Continuously review weather patterns,
initiatives, delays, equipment status and special operations that affect ZJX operations.
b. Initiates action to ensure that demand on ZJX does not exceed available resources to
work the traffic safely. Use historical data and ATCSCC information from ETMS to formulate a
plan of action and inform the STMC of the plan. Use call for release, ground delay, and/or
reroutes to balance arrival fix workload. (When considering reroutes, first consider the impact on
en route sectors.) Provide arrival sectors as much advance notice as possible when changing
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spacing requirements or traffic levels. When approach controls request, initiate action to restrict
arrival traffic to requested levels.
c. Coordinates with the appropriate FLMIC and the STMC to determine whether or not TMU
assistance is needed. Implement initiatives as required to handle the situation. Analyze the
results. Keep the STMC and FLMIC informed of TM initiatives. Cancel restrictions when no
longer needed. Advise FLMIC of any internal departure delay procedures in effect.
d. Request in-trail spacing through ATCSCC from adjacent facilities when airborne delays
are anticipated, but not expected to exceed 15 minutes. When airborne delays are projected to
exceed 15 minutes, and during periods of reduced airport capacity, implement a ground stop for
traffic departing airports from within ZJX airspace. Upgrade to a call for release situation as
conditions permit. If delays are expected to exceed 30 minutes, expand the ground stop
program to first and second tier facilities.
NOTE: When providing information to approach controls regarding ground stop cancellation or
update times, publish actual times given by ATCSCC.
e. Evaluates and implements the following actions as required during an RDP failure,
Internal ground stop program, call for release program, additional flow from adjacent centers, or
implement TM initiatives required by the ZJX Contingency Plan as directed by the WM/STMC.
NOTE: When Radar Data Processing (RDP) has returned to service and all areas are back to
normal, coordinate the return-to-normal flows with all towers/approach controls. Advise adjacent
facilities through the ATCSCC hotline to return to normal flow.
5. Associate Traffic Management Coordinator (ATMC) Responsibilities.
When increased traffic levels or weather impact the TMU, an ATMC may be assigned. When
assigned, they may perform any assigned duties of the TMCIC, or any or all of the following
duties:
a. Answer telephone calls for releases and relay release times from TMCIC.
b. Maintain TM initiatives log.
c. GI both internal and external flow initiatives messages.
d. Enter reroutes and/or CDRs for aircraft not yet airborne.
6. Traffic Management Area Coordinator (TMAC) (Floor Walker) Responsibilities.
The Floor Walker circulates the control room floor to observe possible sector overload,
communicate and coordinate with the FLMICs, ensure compliance with TM initiatives, and
report traffic problems.
7. En Route Spacing (ESP) Position Responsibilities.
a. Perform and monitor ESP for aircraft involved in any call for release program. Issue
release times to towers in order of call for request. Base release times on the time tower states
aircraft will be ready to go.
NOTE: Most aircraft take from 7-10 minutes for push back and taxi to the runway, so do not
use "away- from-the-gate" or "push-back" time as the "ready-to-go” time.
b. Formulate a "release window" or “clearance void” time as needed when attempting to hit a
hole between two aircraft in the overhead stream. Usually, this void time will not exceed 3
minutes beyond the release time.
c. When practical, offer departures a choice of ground delay or reroute. This can be helpful
in releasing aircraft off Myrtle Beach (MYR) due to airport's close proximity to the ZJX/ZDC
boundary.
d. Enter the beacon code of aircraft as needed to observe the actual placement of aircraft
after departure. Monitor airborne delays when holding is in progress..
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e. Coordinate with FLMIC as appropriate to adjust traffic placement within the flow. Suggest
solutions to smooth out the flow (speed control, vectors, reroutes, etc.). Advise FLMIC in each
affected area when ESP has been implemented or cancelled. Coordinate with receiving facilities
to resolve spacing difficulties.
f. Use ESP for other fixes or airports, as needed, to prevent saturation or to comply with
local or national flow programs. Cancel ESP when no longer required. Anticipate the need for en
route spacing programs and enter flow control messages well in advance to ensure capturing all
flights.
8. Weather Coordinator (WC) Position Responsibilities.
a. Function as the primary interface between the CWSU and TMU/control personnel and
obtain a weather briefing at the beginning of each shift. Maintains liaison with the meteorologist
during periods of significant weather. Consult with ATCSCC as necessary.
b. Maintain awareness of current and forecast weather conditions and their impact on
terminal and en route operations and keep all members of the TMU, the OMIC, and FLMIC
informed of weather-related developments. Advise the ATCSCC when necessary.
c. Prepare weather information, review for complete and correct information, and determine
if the affected area is within the required 150 NM range. Retain copies of all weather messages
and attach to the TMU package at the end of the day.
d. Ensure dissemination of SIGMETs, Convective SIGMETs, AIRMETs, and Urgent PIREPs
via automated system, interphone, or verbal/written briefings. Retain copies of these messages.
Send GI messages to controllers at ZJX and FDEP-equipped terminal facilities located within
150 NM of the geographical area described. Forward Urgent PIREPs to the appropriate FSS.
e. In the event of a NAS computer failure, prepare handwritten copies of messages listed
above and other weather information as appropriate, and deliver to FLMIC. Additionally, notify
all towers and approach controls within ZJX airspace of this information. During mid-shift NAS
shutdowns the OMIC should use ZJX Form 4770-87 to document the dissemination of weather
information to the approach controls.
NOTE: The WC is combined on the OMIC position at the close of business.
f. In conjunction with other TMCs and the CWSU meteorologist, solicit, collect, and
disseminate PIREP information by the most expeditious means available.
9. Missions Coordinator (MC) Responsibilities.
a. General responsibilities.
(1) Conduct briefings for affected control room personnel on military missions and other
flights requiring special handling as well as ensure all internal/external coordination is
accomplished. This includes but is not limited to NOTAMS, briefings, calls, etc. During the
morning and afternoon briefings, in the absence of the STMC, give a general outline of activities
for that shift. If necessary, give specific procedures briefing to those FLMICs involved.
(2) Operate as a focal point for coordination between the FAA and the military, and
between the Center Military Operations Specialist (ZJX-502) and control room personnel. Inform
ZJX-502 of control room developments, message traffic, and telephone communications as
necessary. Coordinate with the STMC, TMCs, OMIC, and FLMIC regarding upcoming military
missions or airspace requests that may have an effect on traffic flows and/or control room
staffing.
(3) Follow specific procedures when notified about impending missions. Log events on
the appropriate daily mission card and file in the daily mission file, as necessary.
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b. CARF altitude reservations (ALTRV) approval requests (APREQ).
(1) Analyze routes, altitudes, flow patterns, previously coordinated missions, etc., to
determine compatibility with other users of the airspace. If considered necessary, coordinate the
ALTRV request with the appropriate area FLMIC. Contact CARF with alternate suggestions if
problem areas exist in the APREQ; e.g., requested altitudes overlap altitude structure in center
airspace (FL230B240). Prepare an ALTRV package including a chart depicting call sign,
type/number of aircraft, date/time, altitude(s), route of flight, and the preparer's initials. Prepare
a departure teletype message if the departure point is within ZJX airspace.
(2) When an ALTRV APREQ indicates that the ALTRV will penetrate approach control
airspace, ensure approval is obtained before approving the ALTRV. When a CARF ALTRV
approval (APVL) is received, compare the APVL with the APREQ. Initial teletype or fax
message containing the approval and attach it to the package. If discrepancies exist, make
necessary changes to the package.
(3) When an ALTRV is departing from within ZJX airspace:
(a) Manually prepare the ALTRV flight plan or enter the flight plan into the computer.
(b) Notify approach control facilities of ALTRVs which will operate within their
airspace.
(c) When an ALTRV departs, record the departure time on the teletype message
and deliver the message to the FDCS for transmission. Individual cells require individual
teletype message.
(d) Workload permitting, monitor ALTRV flights as they progress through the center’s
airspace.
(e) Refueling tracks and AWAC missions for each day will be entered into the
Mission Daily Log and disseminated each morning.
NOTE: Stationary ALTRVs are blocks of airspace, normally over water, where large-scale
military operations are conducted. Stationary ALTRV messages should include the
boundaries of the ALTRV, altitude block, and effective dates/times. The MC should
ascertain the location and plot the airspace on the appropriate Area map, make sufficient
maps for affected areas.
c. Aircraft Movement Information Service (AMIS)
Provide HUNTRESS ID with the aircraft call sign, type, speed, contiguous U.S. ADIZ
penetration and exit points, times, altitude, route of flight, and if available, Mode 3 code. If
HUNTRESS ID requests an AMIS/unknown incident number, obtain all information first. When
ZJX Form 7510-01 is completed, take it to the OMIC.
d. Handling of Classified Documents.
When a classified message (secret or confidential) is received from the FDCS:
(1) Acknowledge receipt by signing for the message in the FDCS classified documents
register.
(2) If stamped "SECRET," log in the classified materials record (red binder) located in
the safe.
(3) Evaluate the contents of the message and prepare a mission package if necessary.
(4) File the message mission package, if appropriate, in the "to be filed" or “MSN work”
folder in SAFE 1, DRAWER 1 (S1D1), located in Flight Data.
(5) Complete DOT Form 1600-4 for SECRET messages. If required, log on daily mission
card and place a notation stating the mission identification and S1D1.
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e. Airspace.
(1) Maintain the status of SUAs, ATCAAs, and Weather Release Areas via the NTML
program on the mission position TSD computer. Enter the time, request, initials, and action
taken on ZJX Form 4770-30. Notify affected FLMICs, centers, and approach control facilities of
the status of SUAs, ATCAAs, and Weather Release Areas. In-house notification is both verbal
and via GI message.
(2) Upon opening at 0500-0530 local, the TMC/Missions Coordinator will reinitiate
current airspace as new entries into NTML. This will populate all Incoming Data boxes on area
ESIS display manager in the applicable areas.
(3) All current data will be displayed in the Incoming Data box.
(4) The midnight watch FLMs shall reset all area ESIS displays (remove any previous
days entries displaying on those boards) first, and then post all of the new data that is in the
Incoming Data box.
(5) In the event of an airspace call up during the mid shift, the mid watch FLM will be
responsible for updating the ESIS displays in the affected areas.
f. Functional Check Flights (FCFs).
FCFs are routinely flown out of Moody and Shaw Air Force Bases. Transfer calls you may
receive for FCFs to the Central and North Areas respectively. The FLMIC in each area is the
approving authority.
g. Emergency Locator Transmitter (ELT).
(1) Log report on FAA Form 7210-8. Solicit ELT checks from the area where the ELT
was reported, using approach control facilities where available. Report all checks, both positive
and negative, to the requesting authority. Unsolicited ELT reports should be passed on to the
appropriate authority (RCC for overland reports, Miami Coast Guard for Atlantic reports, and
New Orleans Coast Guard for Gulf reports). Keep in mind that the ELT test period is from on the
hour to 5 minutes past the hour.
(2) Completed ELT Forms are to be retained 15 days.
(3) When the RCC closes an incident, place the completed form in the box with the
day’s strips for storage.
h. Gulf Route Crossing.
Complete a Gulf Route crossing checklist and make copies of the appropriate track map.
i. Eastern Test Range (ETR).
Prepare an Atlantic Route closure checklist and place in the TMU next day folder in the
appropriate day.
j. Eglin Water Test Area (EWTA).
Prepare an Eglin over-water checklist/area briefing sheet for distribution. Prepare a Gulf missile
launch NOTAM to be issued 24 hours prior to EWTA activation. Prepare an EWTA restriction
package. This package does not contain miles-in-trail (MIT) restrictions, only reroutes and
effective times to be sent via e-mail to ZHU and ZMA. MIT restrictions are issued dynamically by
the TMCIC through ATCSCC.
k. Eglin North/South Corridor.
NOTAM requirements for Eglin North/South corridor are coordinated with MC via email from
USAF contact. NOTAM is entered via NOTAM Entry System when email is processed. West
area is briefed of schedule via ESIS.
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l. Cruise Missile Operations.
Prepare a checklist/area briefing sheet. Distribute a copy to the TMU. Cruise missile operations
are conducted and operated in IFR Military Training Routes (IRs). Cruise missiles are restricted
to IR-30, IR-31, IR-32, and IR-33.
m. Airborne Warning and Control System (AWACS).
Complete the corresponding E3-A orbit checklist-briefing sheet. An AWACS is an airborne
military radar unit engaged in radar surveillance or control of aircraft during training exercises or
air defense situations. ZJX has seven established AWACS orbits within its area of control.
These are numbered AW-001, AW-003, AW-004, AW-005, AW-006, AW-007, and AW-008. The
AWACS scheduler at Tinker AFB, OK, schedules these missions.
n. Joint Surveillance Target Attack Radar System (J-STAR) Orbits.
Complete the appropriate J-STAR checklist for established orbits. Random orbits are drawn on
an appropriate ALTRV map using information from an established orbit to complete a package.
If there are conflicting requests for an orbit, get both MLB and WRB on the telephone and
attempt to work out the conflict. If any problems or questions arise, contact the Military
Operations Office. Airborne, radar-equipped aircraft based out of WRB and MLB flies J-STAR
orbits. These aircraft monitor ground movement. Modified B707s (H/E8’s) are used as airborne
equipment carriers. There are four J-STAR orbits in ZJX airspace and are outlined on the JSTAR checklist/area briefing sheets. Occasionally, random orbits are requested.
o. Air Refueling Routes (ARs).
Check for conflicts and ensure that published ARs are scheduled within approved hours. Ensure
a briefing package, and NOTAM for random routes (if required), is prepared.
p. Random Refueling (RR).
RR is usually coordinated through the ZJX-502. If the need arises to prepare a RR briefing,
coordinate with the impacted area(s); prepare a briefing sheet that details the route, altitude
request, times, type of aircraft, and call signs. If the airspace involved is below FL180, issue a
NOTAM.
q. Aerial Mapping/Surveys.
Complete a ZJX proposed aerial photo/thermal scan operation checklist and an appropriate
map. Advise the scheduler of any situations that may disrupt the flight. ZJX supports aerial
mapping/survey flights within its boundaries. Requests from organizations/companies that do
not have proposed survey operations on file may be taken; however, every effort should be
made to obtain all information required and encourage the requesting party to furnish detailed
maps/tracks of the planned areas to be flown.
r. Department Of Defense Anti-Drug Operations (BOISE).
Forward the suspect/chase aircraft information to the appropriate FLMIC. This information
should include location, heading, altitude, and squawk. Include the call sign and type of chase
aircraft, if available. Record this information on the BOISE checklist-briefing sheet. To determine
which FLMIC needs the information, the following description should apply:
North of the CRG090 - North Area.
North of the CTY250 - West Area.
South of the CRG090 - South Area.
South of the CTY250 – Gulf Area.
s. Federal Spade. Do Not Pass to Air Defense Radar (NOPAR) Procedures.Forward
information to ZJX-502 for processing. If time is a factor or ZJX-502 is not available complete a
Federal Spade - NOPAR mission checklist/area briefing sheet and distribute to the areas
involved.
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ZJX AT 7110.409J
t. Special Interest Flights.
Handle special interest flight information in accordance with national directives. Utilize the
locally developed NOTAM form to forward arrival, departure, and route of flight information.
u. Suspect/Law Enforcement Aircraft.
Log pertinent information on ZJX Form 4770-83. Notify the OMIC. Ensure proper law
enforcement notifications are made. Coordinate with affected ATC facilities. Track the aircraft to
the extent possible.
v. Open Skies.
(1) By treaty, Open Skies flights are permitted to overfly any area, including restricted
and prohibited areas, without restrictions for national security.
(a) Prepare sector briefings/charts showing call sign, track, altitude, and start time in
ZJX airspace.
(b) Coordinate with affected terminal facilities.
(c) Ensure tracks through SUA are coordinated with the appropriate scheduling
agency.
(d) Open Skies aircraft will be identified by the call sign “OSY” (Open Skies) followed
by two digits and a one-letter mission suffix.
(e) Mission Suffixes: O = Observation Flights (priority) D Demonstration Flights
(priority) T = Transit Flights (non-priority).
EXAMPLE: OSY12D
(2) Observation/demonstration flights are conducted under rigid guidelines outlined in
the Treaty of Open Skies that govern sensor usage, maximum flight distances, altitudes, and
priorities.
(3) Transit flights are for the sole purpose of moving an Open Skies aircraft from airport
to airport in preparation for an actual Open Skies “O” or “D” mission. Provide priority and special
handling to expedite the movement of an Open Skies observation or demonstration flight.
(4) An Open Skies observation or demonstration flight has priority over all “regular” air
traffic. “Regular” is defined as all traffic other than emergencies, aircraft directly involved in
presidential movement, forces or activities in actual combat, and Lifeguard, MED EVAC, AIR
EVAC, and active search and rescue missions.
(5) Open Skies aircraft, while maintaining compliance with ATC procedures, must have
priority over other activities in SUAs and must be allowed to transmit such airspace as filed after
appropriate and timely coordination has been accomplished between the using agency and
controlling agency.
(a) The controlling agency must advise the using/scheduling agency when the Open
Skies aircraft is 15 minutes from the SUA boundary to allow the using agency time to cease
activity. This should be handled by TMU since the TMU is in the best position to follow the flight.
If the using agency has not confirmed that all operations in the SUA have ceased, the Open
Skies aircraft must not be permitted access to the SUA.
(b) The Department of Defense policy is to return all SUA to the appropriate
controlling agency for the Open Skies flight. The flight cannot enter SUA until the
using/scheduling agency has released the area and has confirmed that all operations in the
airspace have ceased. This policy is under review. Remember, this is DOD policy. We should
be more concerned with ensuring appropriate IFR separation.
(c) Return SUA to the using agency, if appropriate, within 15 minutes after the Open
Skies aircraft clears the SUA. Clear the Open Skies aircraft according to the filed flight plan.
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(6) Do not ask the pilot to deviate from the planned action or route of flight except to
preclude an emergency situation or other higher priority aircraft.
(7) Do not impose ATC delays except to preclude an emergency situation or other
higher priority aircraft.
(8) If for reasons of flight safety the route or altitude must be changed, return the aircraft
to the filed flight plan as soon as possible.
(9) The ATCSCC must be the FAA coordination unit between the On-Site Inspection
Agency (OSIA) and field facilities for all Open Skies operational information. This includes initial
notification and follow-up information on each mission.
(a) Each center must designate and advise the ATCSCC of a focal point within that
facility for Open Skies information. The focal point at ZJX is ZJX-502.
(b) Advanced scheduled movement information of Open Skies aircraft received from
OSIA will be forwarded by the ATCSCC.
(c) Upon notification of an Open Skies flight, the affected centers must inform all
affected FAA facilities and any other facility/agency it deems necessary within their area of
responsibility, of the flight path and possible deviation path of the aircraft.
(d) The ATM of each facility through which Open Skies aircraft transit must ensure
that a STMC monitors the aircraft while in the facility’s airspace.
(10) The possible deviation path for an Open Skies aircraft is defined by the treaty as 30
miles either side of the intended route of flight. Air Traffic facilities must notify the ATCSCC
immediately in the event of any incidents or problems generated by Open Skies aircraft.
(11) It is the opinion of the Regional Military Operations Specialists and the FAA
headquarters point of contact for Open Skies that Open Skies aircraft at or below 10,000 feet
may exceed speeds of 250 knots as interpreted in the FAAO 7610.4.
w. Weather Reconnaissance Flights.
(1) Winter Storms Missions.
Complete a winter storm reconnaissance plan checklist, prepare a mission map, (track profiles
are contained in the National Winter Storms Operation Plan booklet) and coordinate
DROPSONDE drop points, including estimates, with other concerned facilities.
(2) Hurricane/Tropical Cyclone Missions.
Prepare a mission briefing sheet based on available information.
10. Traffic Management Systems Analyst (TMSA) Responsibilities.
The TMSA collects and analyses data as it pertains to traffic capacity, traffic flows, points of
congestion, peak hours, etc. The analyst accomplishes these tasks utilizing the HOST
computer, ETMS computer, SAMS computer, PC programs, and the Sector Design and
Analysis Tool.
Section 5 - Operations Counting and Verification Procedures
This section is supplemental to and used in conjunction with FAAO 7210.3.Categories of
Operations.
Maintain data on the following categories of aircraft operations for traffic count purposes:
a. Air Carriers (AC): Considered to be an aircraft capable of carrying more than 60
passengers.
b. Air Taxi (AT): Any aircraft using a 3-letter identifier that does not meet air carrier
requirement.
c. Military (MI): All classes of military operations.
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d. General Aviation (GA): Civil operations that are not AC or AT.
2. Operational Count. The operational count is divided into departure operations, over
operations, and VFR operations.
a. Departures - Record one departure for each of the following:
b. IFR flight which originates in ZJX's area and enters ZJX's airspace.
c. Airborne aircraft changing from VFR to IFR.
d. Military aircraft that has completed operations on a VR route and is recovering in ZJX's
airspace, when the aircraft has not previously filed an IFR flight plan and is now requesting IFR
service.
e. VFR departure or entry in Class D or E surface area (control zone) when cleared in
accordance with special VFR procedures.
f. IFR flight plan extension (alternate or new destination, or proceeding to original
destination after completing practice penetrations of low approaches en route) made after the
aircraft has been cleared for an approach by ZJX or after jurisdiction has been received by
approach control.
g. IFR flight originating under control of a terminal facility in an adjacent ARTCC area when
the underlying terminal facility issues the en route clearance, and this procedure is covered by a
LOA.
h. Aircraft must originate within the airspace of the above facilities to receive departure
count.
i. Overs - Record one over count for each:
j. IFR flight not previously counted that originated outside ZJX's advisory area and passes
through the area without landing.
k. IR routes as follows: Each entry/reentry at an entry or alternate entry point. Each recovery
to IFR en route phase of flight after completing the IR.
l. Aircraft completing a VR and will recover in ZJX's airspace on the IFR leg of a composite
flight plan. No count is authorized for the VR itself, as it is a VFR maneuver.
m. Military aircraft recovering from a block of assigned airspace into the center's area.
Only the center into whose area the aircraft recovers, and which provides IFR en route service
to that aircraft, takes the count. Such airspace includes SUA, ATCAAs, MOAs, and refueling
tracks, but does not include activities such as expanded route widths, course deviations, or
random altitude blocks.
n. Civilian aircraft that recover from a block of assigned airspace similar to (b)(4), provided
the block fits the definition and its use is covered by a LOA.
o. VFR aircraft that conduct a practice instrument approach procedure and is provided IFR
separation by ZJX.
p. Military aircraft - consider flights of more than one aircraft operating in a formation as a
single unit. If the formation breaks up into smaller formations, take another count for each
individual formation or flight.
Take a separate count for each aircraft on a military mission when radar service is provided to
individual aircraft or aircraft operating outside areas of radar coverage have at least 15 minutes'
separation.
q. VFR - record one count for VFR flights that receive radar advisory assistance within ZJX
area.
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3. Automated Traffic Count.
a. FAAO 7210.3, allows ARTCCs to utilize manual, automated, or a combination of manual
and automated procedures. ZJX utilizes automated traffic count procedures augmented by
manual inputs utilizing ETMS data. The Automated/Manual Traffic Count Program is designed
to incorporate mandated counting procedures and generate appropriate totals.
b. Computer Shutdown.
c. In the event of an extended computer shutdown, a manual count by each AOS may be
required.
4. Manual Collection and Tabulation.
a. Traffic is counted by shift and sector (2300-0659, 0700-1459, 1500-2259). Traffic from the
previous shift is counted during the succeeding shift. The FLMIC delegates responsibility for
counting and bundling strips for the shift.
b. Upon completion of the sector count, strips are bundled by category for each sector and
shift. The back of the last strip must indicate sector position, date, shift, and category of
operations.
c. Assemble other strips in a separate bundle for each sector by shift and indicate on the
back of the last strip the sector, position, date, shift, and others.
d. Assemble all strips for each sector by shift into one bundle. Attach a cover sheet
indicating sector, date, shift, count by category, total DPTRS/OVERS/VFR, and operating initials
of the person making the count. VFR count must be indicated and placed in parenthesis beside
the corresponding IFR departure count. Forward the strips to the appropriate FLMIC.
e. The OMIC verifies the data entered on the identifying strip for each
categorized/subcategorized bundle, certifies the count entered on the face strip, affixes their
operating initials to the face strip, and enters the count on the Facility Traffic Count Worksheet.
f. The OMIC or designee assigned the midnight shift:
g. Checks all sectors to ensure all activity strips are collected for the previous day.
h. Ensures the Facility Traffic Count Work Sheet is complete and tabulated (either manually
or by computer), forwards manual count and automated printout to ZJX-510, and forwards the
computer-generated, monthly summary with the other forms to ZJX-510 at the end of the month.
i. Logs that day's count on the OMIC FAA Form 7230-4 as the last entry of the current day
and includes in the daily NAPRS report.
j. Ensures all bundles are placed in boxes, dated, labeled appropriately with AOS, and
sealed to prevent loss or damage to strips.
5. Storage of Daily Flight Progress Strips.
Flight progress strips are to be retained for 15 days and then destroyed except when part of an
AMIS intercept report when they are retained for 90 days. Other exceptions may be required as
specified in FAA Handbooks 7210.3, 8020.16 and 8020.4.
a. Retain each day’s flight progress strips in the in the flight strip collection box in the TMU
area. Quality Control personnel will collect the previous day’s flight progress strips for storage
in the ZJX Quality Control office.
b. Flight progress strips more than 15 days old must be discarded by the ZJX Quality Control
office.
c. The midnight shift WMIC is responsible to ensure that each area’s flight progress strips
from the previous day are delivered to the collection box in the TMU area. The closing TMCIC
must ensure that the day’s weather strips are placed in the flight progress collection box at the
end of their shift.
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ZJX AT 7110.409J
d. The ZJX Quality Control office is responsible for the collection, storage and security of
flight progress strips.
6. Submission and Validation of Traffic Count.
ZJX-510 is responsible for completing and distributing the appropriate FAA forms. The TMO,
ZJX-5T, is responsible for verifying the operations count.
7. Aircraft Identification Problems.
8. Potential misunderstandings of aircraft identifications could occur with duplicate,
phonetically similar-sounding, or hard-to-distinguish registration numbers operating in the same
area. Control personnel report aircraft identification problems to the FLMIC, who passes
information to ZJX-5T. ZJX-5T reports the occurrence to the appropriate office, and maintains a
record of action taken.
9. Service-Type Facility Contractions for NAPRS.
10. The service-type facility contractions must be used when disseminating or logging NAPRS
outages. These contractions ARE NOT for use in "GI" messages. Use plain language in "GI"
messages to avoid confusion. The following contractions are for use on the daily NAPRS report:
CONTRACTION
DEFINITION
BOAT
Individualized Digitized Beacon Service
CFAD
Composite Flight Data Processing (All flight data processing
DRAD
DARC Service
ECOM
En Route Communications
ERAD
En Route Radar (Broadband)
ESEC
En Route Secondary Radar Beacon (Broadband)
FDAT
Flight Data – Individual FDIO Service
IDAT
Interfacility Data – Individual IFDS Service
RDAT
Radar Data – Individualized Digitized Radar Service
TARS
Terminal Automated Radar Service
TSEC
Terminal Secondary Radar Beacon
VSCS
Voice Switching Control System
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ZJX AT 7110.409J
CHAPTER 11 - WEATHER INFORMATION AND DISSEMINATION
ZJX CWSU is staffed with one Meteorologist-in-Charge (MIC) and three meteorologists and is
responsible for providing weather support. The meteorologists are charged with providing
consultation and advice to TMU personnel concerning actual and forecast weather conditions
that may affect AT operations over any portion of the contiguous states and adjoining Atlantic
and Gulf routes.
Section 1 - Policy
The CWSU MIC, meteorologists, STMCs, TMCs, WCs, and FLM’s work as a team, to provide
for the safety of AT with regard to potentially hazardous weather. The CWSU is normally staffed
with a meteorologist from 0600 LCL until 2130 LCL.
Section 2 - Procedures
1. The CWSU meteorologists perform the following duties (listed in order of priority) in
accordance with the National Weather Service Operations Manual and appropriate directives as
required:
a. Maintain an awareness of meteorological conditions in and around the area of concern
and ensure information regarding meteorological phenomena affecting, or expected to affect,
the AT system is properly coordinated.
b. Provide weather consultation to center personnel assisting in a weather-related
emergency.
c. Issue Center Weather Advisories (CWA).
d. Ensure expeditious dissemination of urgent PIREPs and coordinate forecasts with the
Aviation Weather Center (AWC) and other appropriate NWS facilities.
e. Brief the WC, STMCs, TMCs, and OSs on current and forecast weather at scheduled and
unscheduled briefings. Place special emphasis on thunderstorms, clear air turbulence, jet
stream location, icing, wind shear, and IFR areas.
f. Support FAA facilities (FSS/EFAS, towers, and approach controls) within ZJX's area of
responsibility by providing meteorologist consultation and advice in the form of briefings of
products concerning actual or forecast adverse weather conditions that may affect AT or aircraft
safety.
g. Issue Meteorological Impact Statements (MIS).
h. Provide special pilot weather briefings to requesting U.S. Government unit; e.g., USAF
One, FAA pilot employees.
i. Interface with the WC position, whose primary duty is the inter/intrafacility dissemination of
SIGMETs, Convective SIGMETs, MIS, urgent PIREPs, and other significant weather
information.
j. Interface with the Flight Data position for inter/intrafacility dissemination of CWAs and
AWWs
k. Maintain up-to-date graphics products on WARP, as time permits, which depict significant
weather that affects ZJX's operations.
l. Solicit PIREPs from controllers as weather conditions warrant. The WC also collects and
disseminates PIREPs.
m. During periods when a meteorologist is on duty, ensure the WC is aware of SIGMETs
and Convective SIGMETs issued by the AWC.
n. Maintain a chronological record of the day's activities.
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o. Initiate or respond to PIREP requests from the Weather Forecast Offices (WFOs) and
AWC.
p. Provide meteorology training for ZJX personnel when requested. These requests will be
coordinated through the CWSU MIC.
q. Issue, upon request, long-range forecasts for planned equipment outages.
2. Staffing and Training.
a. In the event of reduced CWSU staffing, shift coverage may be realigned to one shift per
day. In the absence of a meteorologist, assistance may be obtained through an adjacent CWSU
(ZMA CWSU is backup to ZJX CWSU) or the Jacksonville WFO.
b. ZJX must provide the CWSU meteorologists with training on FAA procedures, policies,
and equipment pertaining to their duties in the center.
Section 3 - Meteorological Briefing Terminals (MBT)
1. Information - The intent of this section is to improve the availability and timeliness of
selected weather products for dissemination to AT personnel. ZJX CWSU meteorologists
provide weather products in accordance with the provisions of FAAO 7210.38.
2. Use and Limitations.
a. Unless otherwise specified, the CWSU meteorologist is the only authorized person to
annotate, manipulate, generate, and select displayed weather products for the MBT.
b. In the absence of the meteorologist, the WC may display selected weather products on
the MBT. However, the WC must not make any annotation or interpretation of the displayed
data.
c. OMs, FLM’s, and the TMU will use the MBT as the primary source for current and
forecasted weather data affecting their areas of responsibility.
d. ATCS’s may use MBT displayed weather data for weather familiarization, providing overall
verbal descriptions that do not require interpretation of displayed weather data; e.g., a general
outline of an area of cloud coverage, or severe weather activity, but not the speed at which a
front is moving, unless specified.
e. Radar/satellite products displayed on the MBT are not correlated with FAA long-range
radar displayed on PVDs. ATCS's must not provide pilots with specific information on MBT
weather radar data or provide weather radar advisories or aircraft vectors based on MBT
displayed data.
f. FLMICs are responsible for ensuring date/time group on each graphic is current. If there is
a doubt, call the WC for verification.
g. Information concerning the operation of the MBT is as follows:
h. TO BEGIN A SEQUENCE:
i. Press the "ESC" key two or three times until the main menu is displayed.
j. Using the arrow keys located on the right side of the keyboard, highlight "sequence."
Press enter.
k. Using the same arrow keys, highlight the sequence you want to initiate, then press enter.
l. TO HALT A SEQUENCE PRESS THE F5 KEY.
m. Press the F5 key again to resume the sequence.
n. Note the time on the graphic. It is very important to know how old the graphic is.
o. Most of the graphics update automatically, except those graphics developed by the
CWSU.
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ZJX AT 7110.409J
p. CWSU graphics can be updated at any time. However, note any remarks on the product.
Generally, there will be no updates by the CWSU between 9:30 p.m. and 6:00 a.m. LCL.
q. Some of the CWSU graphics include icing, turbulence, upper level winds, the outlines of
any CWA, and Convective SIGMETs.
r. Other graphics are automatically updated as follows:
s. Satellite photos: Updated on the hour and H+30.
t. National weather summary: Updated once an hour at H+35.
u. Radar mosaic: Updated every 5 minutes.
v. Individual radar sites: Updated every 2 minutes.
w. Hourly surface observations: Updated every hour at H+5.
x. Weather depiction (IFR/MVFR): Updated every hour at H+00.
3. Contingency Plan for the Collection and Dissemination of Hourly Weather Sequences.
4. There are times, due to malfunctions, Weather Message Switching Center (WMSC)
outages, Service A outages, etc., when hourly weather sequences are unavailable through the
NAS computer system. An efficient method to obtain and disseminate this data is necessary.
When hourly sequences are not available through normal means, use the following procedures:
a. The FDCS on duty notifies the SOC, OMIC, and TMU that the weather circuit is out of
service.
b. The WC must obtain the hourly weather sequence reports via the MWP or the AIS
(Aeronautical Information System) and disseminate them to each FLMIC.
c. When the TMU is not staffed, the FDCS on duty must obtain the hourly weather sequence
reports via AIS and disseminate them to each AOS.
d. The WC informs the OMIC when the weather circuit is returned to normal.
Section 4 - Process Weather Information
A-Side Responsibilities (during HOST operations only):
1. Deliver hourly sequence, forecast, and additional weather information to sectors as
requested.
2. Deliver PIREP and HIWAS information to the FLMIC and active sectors.
Section 5 - PIREPs
1. May be received by controllers either through a voluntary pilot report or controller
solicitation.
2. Should then be forwarded to the TMU WC.
3. The WC will disseminate information to appropriate facilities/sectors and to the CWSU.
Section 6 - HIWAS
Controllers within commissioned HIWAS areas must:
1. Upon receipt of SIGMET, Convective SIGMET, CWA, AIRMET, or Urgent Pilot Weather
Report (UUA) that pertains to any portion of the airspace within 150NM of their area of
jurisdiction, broadcast a HIWAS-ALERT at least once on all frequencies except emergency
frequencies.
2. Transfer aircraft requesting additional details or advisories to en route flight advisory or a
FSS as soon as traffic conditions permit.
3. Ensure aircraft operating on UHF or in oceanic areas receive advisory information in its
entirety.
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4. Acknowledge transmission of HIWAS message(s) electronically or manually, when
electronic means are not available.
5. Record the time of broadcast on the SIGMET/CWA/AWW strip (during HOST operations
only).
6. File SIGMET/CWA/AWW messages with the "others" flight progress strips (during HOST
operations only).
7. Ensure the relieving controller is briefed on SIGMET/CWA/AWW information.
Section 7 - Mid shift OMIC/Weather Coordinator Responsibilities
1. Procedures for mid-shift dissemination of hazardous weather information OMIC/Weather
Coordinator Duties.
a. Maintain awareness of current and forecasted weather conditions and their impact on
terminal and en route operations.
b. NOTE: Should the need arise for specific weather information on the mid-shift, the
ATCSCC has a weather unit staffed 24 hours a day that can be reached via the black ATCSCC
phones located in the TMU or commercially at (703) 904-4504.
c. Keep control room personnel informed of weather-related developments.
d. Ensure dissemination of hazardous weather information; i.e., SIGMETs, Convective
SIGMETs, Urgent PIREPs (UUA), and AIRMETs.
e. NOTE: SIGMETs and Convective SIGMETs are automatically entered into ZJX's
computer and distributed appropriately. However, the OMIC must check the TMU printer (D38)
hourly to ensure distribution is complete. FDCS delivers UUAs and AIRMETs to the OMIC
position for dissemination.
f. If dissemination of hazardous weather information is necessary, take action to ensure all
open ZJX sectors and tower/approach facilities within 150 miles of the area affected by the
hazardous weather receive the information.
Section 8 - DSR NEXRAD and ARSR weather display settings
1. NX levels 1, 2 and 3 must be selected at all active DSR positions.
2. All sectors with airspace responsibility for any altitudes at and below FL239 must monitor 0600. Sectors that own FL240 and above must monitor 240-600. Sectors that own FL240FL349 must monitor 240-600. Sectors that own FL350 and above must monitor 330-600. ZJX
sectors 30, 35, 51, and 52 must monitor 0-600.
3. During NEXRAD outages WX1 and WX3 keys must be selected at affected sectors.
4. The brightness of the NX and/or WX display(s) must be set to a level that is viewable by all
members of the sector team and the FLMIC/CIC.
Section 9 - NEXRAD outage procedures
1. The SOC will notify the WMIC of NEXRAD outages at any of the following airport sites:
a. CAE - Columbia Metro
b. CLX - Charleston Intl
c. EOX - Cairns AAF
d. EVX - Eglin AFB
e. JAX - Jacksonville Intl
f. LTX - Wilmington Intl
g. MLB - Melbourne Intl
h. TBW - Tampa Intl
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ZJX AT 7110.409J
i. TLH - Tallahassee Rgnl
j. VAD - Moody AFB
2. A failure of a single site other than JAX, CLX, or TBW is covered by other sites and no
further action is required.
3. A failure of JAX, CLX, TBW, or of multiple sites will require at least some sectors to revert to
WX. The WMIC should consult with the CWSU to determine which sectors are affected. The
WMIC must notify the FLMIC/CIC(s), who will direct the sectors to monitor the WX keys, and
post the information on the area ESIS board.
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ZJX AT 7110.409J
CHAPTER 12 - FLIGHT DATA/CONTROL ROOM RESPONSIBILITIES
Section 1 - Procedures for Handling GENOTs.
1. Initial Handling.
a. The Flight Data Communications Specialist (FDCS) must prepare nine copies of each
GENOT as soon as possible after receipt.
b. The FDCS must place the original in the collection point labeled "GENOT Collection Point"
and deliver copies to:
c. The Watch Manager
d. System Operations Center (SOC)
e. MSO in-box
f. AT-1 in-box
g. AF-1 in box
h. Training in-box
i. Airspace and Procedures in-box
j. ZJX-510 Requirements in-box
k. One copy for the FDCS GENOT book
l. In those instances where a GENOT is issued and immediately cancelled, the cancelled
GENOT will not be removed from the mail slots. GENOT cancellations will be distributed in the
same manner as GENOTs.
2. Responsibilities.
a. The Watch Manager must take appropriate action on any GENOT item(s) requiring
immediate attention affecting the Air Traffic Control System; for example, briefings required
before assuming an operational position. One copy of the GENOT must be attached to the
Daily Record of Facility Operations, FAA Form 7230-4 (Appendix 2-9).
b. The Operations Managers must be responsible for:
c. Timely retrieval of GENOTs from the "GENOT Collection Point."
d. Assigning each GENOT to a staff office for action, including those which may have
already been acted upon by the Watch Manager.
e. Maintaining the facility GENOT log.
f. The staff office assigned the GENOT must:
g. Determine what action and dissemination is required in-house.
h. Issue a plain text version of the GENOT, if appropriate; for example, a Jacksonville Center
Notice of Mandatory Briefing Item (MBI).
i. Consult with the Operations Managers on information and implementation requirements.
j. If a mandatory briefing is required, coordinate with the Operations Managers on the
appropriate time frame/format needed for the briefing package.
Section 2 - Procedures for Handling NOTAMs
1. NOTAMS fielded by ZJX personnel must be forwarded to the FDCU via the WMIC.
2. Responsibilities.
a. The Flight Data Communications Specialist (FDCS) must:
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b. Upon receipt of an FDC NOTAM or cancellation, fax copies of the NOTAM to any affected
approach control facility, and distribute to appropriate ZJX offices, excluding the AT control
room.
c. When notified of an ERIDS failure, print and distribute NOTAM summaries to affected
areas. Continue to print and distribute these summaries twice daily for the duration of the
outage.
d. The WMIC must:
e. Regularly check for and acknowledge new NOTAMS on the WMIC ERIDS and maintain
an overall awareness of pertinent NOTAMS.
f. Advise Flight Data of ERIDS outages that require them to print NOTAM summaries.
g. Advise Flight Data of reported NOTAMS.
h. The FLMIC/CIC must:
i. Regularly check for and acknowledge new NOTAMS on the FLMIC position ERIDS and
display pertinent area NOTAMS, including all pertinent NOTAMS for part-time approach control
airspace.
j. Ensure that pertinent NOTAMS are communicated to the appropriate sectors and
indicated on the area ESIS boards.
k. Periodically review the entire area NOTAM list on the FLMIC position ERIDS to ensure
that the display of pertinent NOTAMS have not been inadvertently inhibited.
l. The midnight shift FLMIC must:
m. Regularly check for and acknowledge new NOTAMS on the WMIC position ERIDS.
n. Ensure that pertinent NOTAMS are communicated to the appropriate sectors and
displayed area on area ESIS boards.
Section 3 - Processing Unsuccessful Transmission Messages (UTMs)
1. An unsuccessful transmission message occurs when the NAS computer fails to pass data to
adjoining approach controls, adjacent centers, or Flight Data Input/Output (FDIO).
2. When a UTM is received for FDIO, the Flight Data Communications Specialist (FDCS) must:
a. Do a strip request (SR) using an unexpired fix to the affected printer. If still unsuccessful,
advise the System Operations Center (SOC) of the outage.
b. Indicate the time and FDIO (name) out of service on the Flight Data Checklist.
3. When a UTM is received for an adjoining center, the FDCS must:
a. Check altitude (FLD 08), coordination fix (FLD 06), and route of flight (FLD 10).
Determine whose airspace generated the UTM by using controller charts, sector maps, or spool
retrieval (SPRT) function.
b. Call the appropriate control position, advise them of the UTM and that "manual
coordination is required."
Example: "Reference TWA318..UTM to Atlanta Center, manual coordination required."
Section 4 - Processing No Postable Fix
1. The no postable fix message identifies flight plans that the NAS computer cannot post.
When an active no postable fix is received from an adjoining center, the FDCS must:
a. If Jacksonville Center is working the aircraft, compare both flight plans; if routes and
altitudes agree, no further action is required. If altitudes or routes are different, handle the flight
plan as a UTM and inform the appropriate control position manual coordination is required.
Example: Referred Reject - UNPROCESSABLE NO POSTABLE FIX FROM NAS ZCT
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N110SF WW24/R 2661 430 LGC168072 E1259 310 SAV./.SAV309019..MVC..BFM
Jacksonville Center active stored flight plan:
N110SF WW24/R 2412 430 SAV309019 E1230 310 SAV./.SAV309019..MVC..BFM
NO ACTION REQUIRED.
b. If Jacksonville Center is not working the aircraft, by the use of sector maps, determine
what sector will need a coordination strip. A strip will be written by the FDCS and delivered to
the sector Front-Line Manager.
2. When an active no postable fix is received from an approach control, the FDCS will call the
appropriate approach control position and advise them manual coordination is required.
3. When a proposed no postable fix is received from Service B, the FDCS must:
a. Service the sending Flight Service Station/BASOPs, telling them to refile with the correct
center.
b. Send flight plans departing from adjoining center airspace with a proposed time of 30
minutes or less to the adjoining center by "GI" message.
Section 5 - Message Processing
1. General Information Messages (GI’s). GI messages may be sent from Flight Data to any
adapted AFSS/BASOP, FDIO, adjoining center, and Center sectors. However, under no
circumstances will active flight plans be passed by GI message.
2. Referred Error/Referred Reject Message. The FDCS must correct all referred
errors/referred rejects from nonadapted stations or service the sending station via Leased
Service A/B System (LABS) for reentry of correct data.
3. Flight Strip Printer FZ Messages (FSP). After the second FSP message pending warning,
the FDCS will call the Traffic Management Unit (TMU) and advise them that flight strip printer
____ has ____(number) messages backed up.
4. Transmission of Pentagon Telecommunications System (PTCS) Messages. Transmission
of PTCS messages are in accordance with JANAP 128, chapter 4.
5. Transmission of FAA Leased Service A/B (LABS) Messages. Transmission of FAA Service
“B” AIS messages is in accordance with FAA Order 7110.10, Flight Services. Message forms
for accidents, pilot deviations, spillout, FDC NOTAMs, and near mid-air collisions are stored in
the AIS database. Messages received for transmission from TMU/Missions will be on
preprinted rough draft forms. The FDCS will follow all communications instructions regarding
addressing and delivery. Multiple transmissions over AIS and PTCS circuits may be required
for each message.
6. Pentagon Telecommunications System (PTCS) Messages. The PTCS terminal at
Jacksonville Center is cleared up to and including secret. Access to classified material is not
automatically granted because a person has the proper clearances or is sufficiently senior in
authority, but only if the criteria of proper clearance and "need to know" are both met. The
following is a breakdown of message classifications and proper handling procedures:
a. When a secret or confidential message is received, the FDCS must:
b. Enter the message in the classified message log.
c. Appropriate covers for classified information should be placed on the top and bottom of
classified material.
d. Deliver to the appropriate operating position. If the position is closed, deliver to the Watch
Manager. If the message is for COMSEC, message may be signed only by custodians listed in
the Classification Log Book; otherwise, store in safe 2 located in the COMSEC enclosure and
make entry on daily checklist.
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January 08, 2015
e. Obtain a full signature, in ink, for the message. Operating initials will not suffice.
f. When a secret or confidential message is transmitted, the FDCS must:
g. Deliver confidential and secret PTCS messages only on approved secure communications
lines. Under no circumstances will a classified message be delivered via FAA Leased Service
A/B System.
h. Staple the outgoing transmission copy to the original and stamp both copies with the
appropriate classification. Log the message in the classified message log, indicating two
copies.
i. Deliver the message to the originator and obtain a full signature, in ink, for the message.
Operating initials will not suffice.
7. Unclassified Defense Communications Messages. Unclassified defense communications
are also "need to know" and must be handled in the following manner:
a. UNCLAS E F T O - Encrypted for Transmission Only (E F TO ) is a handling instruction
not a classification. When delivering an E F T O to a station without DISA capability, format
lines 2, 4, and the word E F T O will be removed from the text. The FDCS will send as indicated
in the preceding example.
b. UNCLAS FOUO OR UNCLAS E F T O FOUO (FOR OFFICIAL USE ONLY) is not
authorized to be sent over nonsecure circuits without prior approval from the originator.
Therefore, the message would be mailed to the appropriate addressee, or in the case of high
precedence messages a service sent to the originator stating we are unable to deliver their
message and advise disposition.
8. Delivery of Incoming Messages. Messages received via Leased Service A/B (LABS),
Service "A" and PTCS must be delivered in the following manner:
a. Leased Service A/B (LABS) - INREQS, ALNOTs, and any other messages pertaining to
safety of flight or personnel, the FDCS must acknowledge as required and deliver to the Watch
Manager.
b. ALTRVS, mission messages, and military NOTAMs will be delivered to the Mission
Position within 30 minutes of receipt.
c. Service B GENOTs and RENOTs will be logged/distributed in accordance with the current
distribution list. Service A GENOTs will be delivered to the Flight Data Communications
Supervisor.
d. Requests for equipment downtime will be delivered to the SOC
e. AMIS flight plans must be rogered and a copy delivered to the Mission Position
immediately. PTCS Messages, for the most part, will be delivered to the Mission Position.
However, it is up to the FDCS to scan the text to determine delivery. Any message concerning
MATSM/CRYPTO (COMSEC) equipment/keying material will be delivered to the COMSEC
custodian or COMSEC appointees. If no one is available to receive COMSEC material, the
material will be placed in safe 1, drawer 1, file marked "Flight Data COMSEC" and noted on the
operational checklist for next day delivery.
f. Messages not covered above or TMU/Mission messages received after the position has
been secured, will be delivered to the Watch Manager.
g. LABS – SIGMETs, Convective SIGMETs, CWAs, and Urgent Weather Watches will be
delivered to the Watch Manager on the mid shift.
h. Local NOTAMs will be delivered to TMU. Local NOTAMs involving equipment outages
will be delivered to the Watch Manager.
i. FDC NOTAMs in ZJX area will be delivered to the Flight Data Communications Unit
(FDCU) NOTAM Specialist.
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j. NOTAM Collectives (7) are to be requested by the FDCS twice daily at 0730 local and
1530 local and delivered to the Watch Manager, SOC, and appropriate areas.
k. Upper Wind (FD) reports are to be requested by the FDCS twice daily at 0900Z and
1700Z and entered into HOST.
l. Messages not covered above will be delivered to the Watch Manager
9. Retention of Message Files.
a. Leased Service A/B (LABS) files and Data Circuit Monitors must be retained in
accordance with FAA Order 1350.15, Records Organization, Structure and Destruction
Standards.
b. Outgoing Service "B" messages must be retained for 15 days unless otherwise directed.
c. Defense Communications files must be retained for 30 days unless otherwise directed.
Section 6 - Center Weather Advisories(CWA) and Alert Weather Warnings(AWW)
Ensure dissemination of CWAs and AWWs via GI message to ZJX sectors and FDEP equipped
terminal facilities located within 150 NM of the geographical area described
Section 7 - Validation of Altimeter Settings
Flight Data must validate altimeter settings hourly during NAS operations.
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CHAPTER 13 - AUTOMATED INFORMATION TRANSFER (AIT) PROCEDURES
Section 1 - Conditions
AIT of radar identification and/or altitude control without verbal coordination is authorized under
the following conditions during radar handoff:
1. Via information displayed in full data blocks.
2. Within the same facility.
3. When procedures are specified in a facility directive.
4. Only as specified in the Area procedures listed below.
Section 2 - Procedural Information.
1. Communications transfer must be accomplished on aircraft handed off to another
Jacksonville Center sector prior to boundary crossing unless an automated handoff to a
subsequent sector is initiated. The handoff to the subsequent sector must be initiated prior to
the aircraft exiting the transferring controller's airspace. The transferring controller may then
delay communications transfer until the handoff is complete and then transfer communications
to the subsequent sector.
2. When an aircraft is transitioning from one Jacksonville Center sector to another Jacksonville
Center sector and then will enter approach control airspace:
a. The transferring controller may delay communications transfer until the handoff by the
receiving sector has been accepted by the approach control facility.
b. The handoff must be initiated prior to the aircraft exiting the transferring controller's
airspace.
c. The transferring controller may then transfer communications to the approach control
facility.
3. Any deviation from the stated procedures invalidates the procedure and requires that normal
rules of coordination, including verbal, be used with all necessary sectors.
4. The transferring controller always retains the right to transfer communications to the
receiving controller.
Section 3 - Central Area Procedures
1. The Micanopy sector must deliver aircraft landing FMY/RSW to the Zephyr sector at FL350.
The Zephyr sector must handoff to the Mayo sector; the Micanopy sector must transfer
communication to the Mayo sector when they accept the handoff.
2. TPA/F11 complex northwest-bound departures from the Mayo sector climbing to FL340,
requesting a higher altitude must be handed off to the Perry sector. After accepting the handoff,
the Perry sector must initiate a handoff to the Micanopy sector. Upon acceptance by the
Micanopy sector, the Mayo sector must transfer communication to the Micanopy sector
3. The Seminole/Geneva sectors must deliver aircraft landing Tampa complex to the Micanopy
sector descending to FL350. The Micanopy sector must hand off to the Perry sector, the
Seminole/Geneva sectors must transfer communication to the Perry sector when they accept
the handoff.
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Section 4 - East Area Procedures
1. Aircraft on the BUGGZ/LEESE STAR operating AOA FL350 from the Moultrie sector must
be handed off to the Alma sector at or descending to FL350. The Alma sector must enter an
altitude into the data block and handoff aircraft to the Lake City sector. The Moultrie sector
must issue clearance to the altitude reflected in the data block. Upon acceptance by the Lake
City sector, the Moultrie sector must transfer communications to the Lake City sector.
Section 5 - Gulf Area Procedures
1. TPA complex arrival aircraft from the Lawtey sector must be handed off to the Lake City
sector. The Lake City sector must enter FL270 in the data block and initiate the handoff to the
Ocala sector. The Lawtey sector must issue the appropriate restriction and transfer
communication to the Ocala sector when they have accepted the handoff.
2. Aircraft from the Cedar Key sector transitioning or landing in JAX APCH airspace must be
handed off to the Ocala sector. The Ocala sector must initiate a handoff to JAX APCH. Upon
acceptance by JAX APCH, the Cedar Key sector must transfer communications to JAX APCH.
3. Aircraft from the Taylor sector transitioning or landing in JAX APCH airspace must be
handed off to the Ocala sector or Cedar Key sector as appropriate. Ocala/Cedar Key sectors
must initiate a handoff to JAX APCH. Upon acceptance by JAX APCH, the Taylor sector must
transfer communications to JAX APCH.
Section 6 - North Area Procedures
1. Eastbound aircraft landing at airports within Myrtle Beach TRACON airspace must be
handed off from the Florence sector to the Charleston sector. After accepting the handoff, the
Charleston sector must initiate a radar handoff to Myrtle Beach TRACON. Upon Myrtle Beach
TRACON accepting the radar handoff, the Florence sector must transfer communications to
Myrtle Beach TRACON.
2. Northbound aircraft landing at airports within Columbia TRACON airspace must be handed
off from the Allendale sector to the Columbia sector. After accepting the handoff, the Columbia
sector must initiate a radar handoff to Columbia TRACON. Upon Columbia TRACON accepting
the handoff, the Allendale sector must transfer communications to Columbia TRACON.
3. Westbound aircraft from Shaw AFB proceeding to BULLDOG B MOA and transitioning the
Allendale sector must be handed off from the Columbia sector to the Allendale sector. After
accepting the handoff, the Allendale sector must initiate a radar handoff to the Augusta sector.
Upon Augusta sector accepting the handoff, the Columbia sector must transfer communications
to the Augusta sector.
4. Northbound aircraft proceeding to Shaw AFB must be handed off from the Allendale sector
to the Columbia sector. After accepting the handoff, the Columbia sector must initiate a radar
handoff to Shaw AFB RAPCON. Upon Shaw AFB RAPCON accepting the handoff, the
Allendale sector must transfer communications to Shaw AFB RAPCON.
5. Aircraft that transition the Charleston sector from the Allendale sector must be handed off
from the Allendale sector to the Charleston sector. After accepting the handoff, the Charleston
sector must initiate a radar handoff to the Columbia sector or the Florence sector. Upon the
Columbia or Florence sector accepting the handoff, the Allendale sector must transfer
communications to the Columbia sector or the Florence sector as appropriate.
6. Northbound aircraft landing or transitioning within Shaw AFB RAPCON airspace must be
handed off from the Charleston sector to the Columbia sector or the Florence sector as
appropriate. After accepting the handoff, the Columbia sector or the Florence sector must
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7. initiate a radar handoff to Shaw AFB RAPCON. Upon Shaw AFB RAPCON accepting the
handoff, the Charleston sector must transfer communications to Shaw AFB RAPCON.
8. Northbound aircraft transitioning the Charleston sector from the Allendale sector must be
handed off from the Allendale sector to the Charleston sector. After accepting the handoff, the
Charleston sector must initiate a radar handoff to the Columbia sector. Upon the Columbia
sector accepting the handoff, the Allendale sector must transfer communications to the
Columbia sector.
9. Southbound aircraft transitioning the Charleston sector from the Columbia sector must be
handed off from the Columbia sector to the Charleston sector. After accepting the handoff, the
Charleston sector must initiate a radar handoff to the Allendale sector. Upon the Allendale
sector accepting the handoff, the Columbia sector must transfer communications to the
Allendale sector.
10. Aircraft landing within Charleston TRACON airspace must be handed off from the Columbia
or Florence sector, as appropriate, to the Charleston sector. After accepting the handoff, the
Charleston sector must initiate a radar handoff to Charleston TRACON. Upon the Charleston
TRACON accepting the handoff, the Columbia or Florence sector, as appropriate, must transfer
communications to Charleston TRACON.
11. Aircraft landing within Florence Tower airspace must be handed off from the Columbia or
Charleston sector, as appropriate, to the Florence sector. After accepting the handoff, the
Florence sector must initiate a radar handoff to Florence Tower. Upon Florence Tower
accepting the handoff, the Columbia or Charleston sector, as appropriate, must transfer
communications to Florence Tower.
12. Aircraft landing within or transitioning Augusta TRACON airspace, and transitioning the
Allendale sector, must be handed off from the Columbia sector to the Allendale sector. After
accepting the handoff, the Allendale must initiate a radar handoff to Augusta TRACON. Upon
Augusta TRACON accepting the handoff, the Columbia sector must transfer communications to
Augusta TRACON.
13. Aircraft landing at Hilton Head Airport or within Beaufort RATCF airspace from the
Charleston sector must be handed off from the Charleston sector to the Allendale sector. After
accepting the handoff, the Allendale sector must initiate a radar handoff to Beaufort RATCF.
Upon Beaufort RATCF accepting the handoff, the Charleston sector must transfer
communications to Beaufort RATCF.
14. Aircraft landing at Hilton Head Airport or within Beaufort RATCF airspace from the
Brunswick sector must be handed off from the Brunswick sector to the Allendale sector. After
accepting the handoff, the Allendale sector must initiate a radar handoff to Beaufort RATCF or
Savannah ATC Tower, as appropriate. Upon Beaufort RATCF or Savannah Tower accepting
the handoff, the Brunswick sector must transfer communications to Beaufort RATCF or
Savannah Tower as appropriate.
15. Southbound aircraft transiting airspace within Savannah Tower airspace from the Allendale
sector to the Brunswick sector must be handed off to the Brunswick sector. After accepting the
handoff, the Brunswick sector must initiate a radar handoff to Savannah Tower. Upon Savannah
Tower accepting the handoff, the Allendale sector must transfer communications to Savannah
Tower.
16. Aircraft departing airports or requesting higher altitude from within the Columbia sector and
transiting the Florence, Allendale, or Charleston sectors must be handed off by the Columbia
sector to the Florence, Allendale, or Charleston sector, as appropriate. After accepting the
handoff, the Florence, Allendale, or Charleston sectors, as appropriate, must initiate a radar
handoff to the appropriate high-altitude sector. Upon the high-altitude sector accepting the
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January 08, 2015
17. handoff, the Columbia sector must transfer communications to the appropriate high-altitude
sector.
18. Aircraft departing airports or requesting higher altitude from within the Florence sector and
transiting the Columbia or Charleston sectors must be handed off by the Florence sector to the
Columbia or Charleston sector, as appropriate. After accepting the handoff, the Columbia or
Charleston sector, as appropriate, must initiate a radar handoff to the appropriate high-altitude
sector. Upon the high-altitude sector accepting the handoff, the Florence sector must transfer
communications to the appropriate high-altitude sector.
19. Aircraft departing airports or requesting higher altitudes from within the Charleston sector
and transiting the Florence, Allendale, or Columbia sectors must be handed off by the
Charleston sector to the Florence, Allendale, or Columbia sector, as appropriate. After
accepting the handoff, the Florence, Allendale, or Columbia sector, as appropriate, must initiate
a radar handoff to the appropriate high-altitude sector. Upon the high-altitude-sector accepting
the handoff, the Charleston sector must transfer communications to the appropriate high-altitude
sector.
20. Aircraft departing airports or requesting higher altitudes from within the Allendale sector and
transiting the Columbia, Charleston, or Brunswick sector must be handed off by the Allendale
sector to the Columbia, Charleston, or Brunswick sector, as appropriate. After accepting the
handoff, the Columbia, Charleston, or Brunswick sector, as appropriate, must initiate a radar
handoff to the appropriate high-altitude sector. Upon the high-altitude sector accepting the
handoff, the Allendale sector must transfer communications to the appropriate high-altitude
sector.
21. Aircraft departing airports or requesting higher altitudes from within the Brunswick sector
and transiting the Allendale sector must be handed off by the Brunswick sector to the Allendale
sector. After accepting the handoff, the Allendale sector must initiate a radar handoff to the
appropriate high-altitude sector. Upon the high-altitude sector accepting the handoff, the
Brunswick sector must transfer communications to the appropriate high-altitude sector.
Section 7 - South Area Procedures
1. Northbound aircraft departing DAB/F11 complex requesting AOA FL240 from the St. Johns
sector to the Green Cove sector must be handed off to the Green Cove sector. After accepting
the handoff, The Green Cove sector may enter an altitude up to FL260 on this aircraft. The St.
Johns sector may issue clearance to the altitude reflected in the data block. The St. Johns
sector may delay transfer of communications until reaching FL240.
2. Southbound aircraft above FL340 landing F11 complex (except ORL & SFB) must be
handed off to the States sector. After accepting the handoff, the States sector may enter FL340
into the data block and at their discretion, initiate transfer of radar identification to the St.
Augustine sector. The Hunter sector must issue the aircraft clearance to the altitude reflected in
the data block. After the St. Augustine sector accepts the handoff, the Hunter sector must then
transfer communications to the St. Augustine sector.
3. Southbound aircraft at FL340, transiting the St. Augustine sector from the north must be
handed off by the Green Cove sector to the St Augustine sector. After accepting the handoff,
the St. Augustine sector may, at their discretion, initiate a radar handoff to the Hobee (R02)
sector. Upon the Hobee sector accepting the handoff, the Green Cove sector may then transfer
communications to the Hobee sector.
4. Northbound aircraft transitioning from the Green Cove sector through the Keystone sector
must be handed off to Keystone sector. Upon acceptance of the handoff, the Keystone sector
must enter a higher altitude prior to communications transfer. Upon observance of the input
altitude, Green Cove must climb aircraft to the indicated altitude. Keystone may initiate a
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handoff to the subsequent sector at which time Green Cove may elect to transfer
communications to the subsequent sector or to the Keystone sector whichever is appropriate.
5. Northbound aircraft transitioning from the States sector through the Hunter sector must be
handed off to Hunter sector. Upon acceptance of the handoff, the Hunter sector must enter a
higher altitude prior to communications transfer. Upon observance of the input altitude, States
must climb aircraft to the indicated altitude. Hunter may initiate a handoff to the subsequent
sector at which time States may elect to transfer communications to the subsequent sector or to
the Hunter sector whichever is appropriate.
Section 8 - Central/West and Gulf/West Area Procedures
1. For aircraft transitioning from the Central or Gulf Area for short distances through the Nepta
sector and then into the Brewton sector, the Perry/Micanopy or Darbs sectors must handoff to
the Nepta sector. The Nepta sector must initiate a handoff to the Brewton sector. When the
Brewton sector accepts the handoff the appropriate Central or Gulf Area sector must transfer
communications to the Brewton sector.
2. The Seminole sector must handoff PNS/VPS arrival aircraft to the Brewton sector
descending to FL240. The Brewton sector must initiate the handoff to the Crestview sector.
When the Crestview sector accepts the handoff, the Seminole sector must transfer
communications to the Crestview sector.
3. For aircraft transitioning from the Tallahassee sector for short distances through the Darbs
sector and then into the Cedar Key sector, the Tallahassee sector must handoff to the Darbs
sector and then the Darbs sector must initiate handoff to the Cedar Key sector. Upon
acceptance of handoff by the Cedar Key sector, the Tallahassee sector must transfer
communications to the Cedar Key sector.
4. Westbound aircraft from the Taylor sector to the Tallahassee sector transitioning or landing
in TLH APCH airspace must be handed off to the Tallahassee sector. The Tallahassee sector
must initiate a handoff to TLH APCH. Upon acceptance by TLH APCH, the Taylor sector must
transfer communications to TLH APCH.
5. For aircraft climbing into the Alma sector from the Taylor sector transitioning the Baxly
sector, the Taylor sector must initiate a radar handoff to the Baxly sector. After accepting the
handoff, the Baxly sector must initiate a radar handoff to the Alma sector. Upon acceptance of
the handoff by the Alma sector, the Taylor sector must transfer communications to the Alma
sector.
6. For aircraft transitioning from the Baxly sector through the Taylor sector landing GNV. The
aircraft must be within the lateral confines of JAX APCH. Baxly sector must descend the aircraft
to 16,000 feet and handoff the aircraft to the Taylor sector. The Taylor sector must hand off the
aircraft to JAX APCH. Upon acceptance of handoff by JAX APCH, the Baxly sector must
transfer communications to JAX APCH.
Section 9 - Gulf/Central Area Procedures
1. TPA complex departures from the Cedar Key sector to the Mayo sector must be handed off
to the Mayo sector. After accepting the handoff, the Mayo sector must enter an altitude into the
data block and initiate transfer of radar identification to the Lake City sector. The Cedar Key
sector must issue clearance to the altitude reflected in the data block. Upon acceptance by the
Lake City sector, the Cedar Key sector must transfer communications to the Lake City sector.
2. TPA complex departures from the Darbs sector to the Mayo sector may be handed off to the
Mayo sector. After accepting the handoff, the Mayo sector may enter an altitude into the data
block and initiate transfer of radar identification to the Perry sector. The Darbs sector must
issue clearance to the altitude reflected in the data block. Upon acceptance by the Perry sector,
The Darbs sector must transfer communications to the Perry sector.
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3. JAX complex departures requesting higher altitudes from within the Taylor sector and
transitioning the Lake City and Geneva sectors must be handed off to the Lake City sector by
the Taylor sector. After accepting the handoff, the Lake City sector may at their discretion, enter
altitude FL260 or lower and initiate a radar handoff to the Geneva sector. The Taylor sector may
issue a clearance to the altitude displayed in the data block (FL240 or FL260) and then transfer
communications to the Geneva sector after the Geneva sector accepts the handoff.
4. The Lawtey sector must deliver aircraft landing RSW/FMY/APF/MKY to the Zephyr sector at
FL350. The Zephyr sector must handoff to the Mayo sector; the Lawtey sector must transfer
communication to the Mayo sector when they accept the handoff.
5. TPA complex northbound departures from the Mayo sector climbing to FL340, requesting a
higher altitude must be handed off to the Lake City sector. After accepting the handoff, the Lake
City sector must initiate a handoff to the Lawtey sector. Upon acceptance by the Lawtey sector,
the Mayo sector must transfer communication to the Lawtey sector.
6. The Geneva sector must deliver aircraft landing GNV to the Lake City sector descending to
FL240. After accepting the handoff, the Lake City sector must initiate a handoff to the Taylor
sector. Upon acceptance by the Taylor sector, the Geneva sector must transfer communication
to the Taylor sector.
7. The Lake City sector must deliver aircraft landing PGD to the Mayo sector descending to
FL270. After accepting the handoff, the Mayo sector must initiate a handoff to the Ocala sector.
Upon acceptance by the Ocala sector, the Lake City sector must transfer communication to the
Ocala sector.
Section 10 - North/South Area Procedures
1. Southbound aircraft which are at or above 17,000 feet and landing at
GNV/OCF/17FL/NZC/NIP must be descended to 16,000 feet and handed off from the Brunswick
sector to either the St. Augustine sector or St. Johns sector. After accepting the handoff, the St.
Johns/St. Augustine sector must, at their discretion, initiate a radar handoff to JAX APCH. Upon
JAX APCH accepting the handoff, the Brunswick sector may then transfer communications to
JAX APCH.
2. Southbound aircraft transiting the St. Johns sector from the Brunswick sector must be
handed off by the Brunswick sector to the St. Johns sector. After accepting the handoff, the St.
Johns sector may, at their discretion, initiate a radar handoff to the St. Augustine sector. Upon
the St. Augustine sector accepting the handoff, the Brunswick sector may transfer
communications to the St. Augustine sector.
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CHAPTER 14 - CENTRAL AREA OPERATIONS
Section 1 - Sector 16 MAYO (MAY)
1. The Darbs sector must ensure that aircraft landing in the TPA complex, excluding SRQ/VNC
arrivals, are at or below FL260 prior to the Mayo sector boundary.
2. The Ocala sector must ensure that aircraft landing in the TPA/F11 complex are at or below
FL260 prior to the Mayo sector boundary.
3. If W470 is cold, TPA complex arrival aircraft may be cleared direct TABIR, or issued a
heading to join the DARBS/FOOXX arrival, as appropriate, outside of TABIR and the Nepta
sector must handoff to the Darbs sector at or below FL250; SRQ/VNC arrival aircraft may be
cleared direct WALTR/TEEGN and the Nepta sector must handoff to the Darbs sector at or
below FL270.
4. If the Zephyr sector is open and W470 is cold, aircraft filed via the MINEE/COSTR arrival
may be cleared direct PIE and the Nepta sector must handoff to the Mayo or Darbs sector at
FL330 or below. If W470 is hot, MINEE/COSTR arrival aircraft may be cleared direct HEVVN.
5. The Cedar Key sector must ensure that CAMAN South DTA traffic remains within the
departure climb corridor.
6. The Perry sector has control from the Mayo sector on TPA and F11 complex departures for
turns within the climb corridor.
7. CAMAN DTA (CAMDT) departures are released for turns to the Mayo/Perry sectors from the
Cedar Key/ Darbs sectors within the climb corridor. The Cedar Key sector must effect any
necessary coordination with the Darbs sector. Once the aircraft has exited the Cedar Key
sector, the Mayo/ Perry sectors must coordinate with the Cedar Key sector if their actions cause
the aircraft to reenter the Cedar Key sector’s protected airspace.
8. CAMAN DTA departures filed over KNOST must be cleared direct KNOST by the Cedar Key
sector.
9. The Mayo sector must ensure CAMAN South DTA (CAMDT) aircraft remain within the climb
corridor until they are at or above FL270.
10. TPA complex and all other departures are released for turns to the Mayo/Perry sectors from
the Cedar Key/Darbs sectors to remain within the climb corridor and within the sector where the
turn is issued. The Mayo/Perry sectors are responsible for coordination if their actions cause an
aircraft to enter another sector’s protected airspace.
11. Aircraft filed via the BAYPO/ENDED/SRKUS RNAV SID must be delivered via the
BAYPO/ENDED/SRKUS RNAV SID, or as coordinated.
12. F11 and TPA complex departures must enter the Lake City/Lawtey sectors over or west of
FAGAN on courses or headings to remain west of TAY. Northbound aircraft (other than TPA
and F11 complex departures) at and below FL360 must enter the Lake City/ Lawtey sectors
over or west of FAGAN and remain on or west of J119. Aircraft at or above FL370 may be on
routings east of J119 direct to TAY..Flight Plan Route (F.P.R.), or points west of TAY. The Lake
City/Lawtey sectors have control for turns within 10 nm of the common boundary.
13. Traffic at FL270 and above and filed east of TAY must be routed over TAY..(F.P.R.).
14. Aircraft operating between the Central and Gulf Area sectors must be cleared northbound at
EVEN altitudes and southbound at ODD altitudes.
15. Aircraft operating between the Mayo/Zephyr and St. Johns/Green Cove/Keystone sectors
must be cleared northbound at ODD and southbound at EVEN altitudes.
14-1
ZJX AT 7110.409J
January 08, 2015
16. Aircraft landing RSW/FMY/APF/MKY from the Lake City/Lawtey sectors must be routed via
SHFTY RNAV STAR or INPIN..LBV..direct as appropriate. The Mayo/Zephyr sectors have
control for turns to the west, south of CTY090R.
17. When W470 is active, the Lake City/Lawtey sectors must route aircraft filed over CIGAR via
TAY..HILTI..CIGAR, TAY..KNOST..CIGAR, TAY..KNOST.M215.(F.P.R.), or PIE..CIGAR if
aircraft filed that route.
18. Aircraft on routes overlying or west of J89 are released for turns to the west 40NM north of
HITTR from the Lake City/Lawtey sectors to the Mayo/Zephyr sectors.
19. The Mayo sector has control from the Micanopy/Zephyr/Perry sectors for turns to the west of
J41/J43 on RSW/FMY aircraft coming from routes on or west of J41/J43/Q104. The Micanopy
sector must deliver these aircraft to the Zephyr sector at FL350, unless Mayo and Zephyr
sectors are combined.
20. The Zephyr/Mayo sectors have control from the Micanopy/Perry sectors for turns to the west
on APF/MKY aircraft.
21. This sector includes all airspace from FL270 to, but not including FL350 as follows:
27 57 00 N, 82 56 30 W
via direct to
28 05 14 N, 83 07 02 W
via direct to
28 09 30 N, 83 12 30 W
“
28 24 00 N, 83 31 00 W
“
28 33 00 N, 84 01 00 W
“
28 45 10 N, 83 44 10 W
“
29 01 30 N, 83 54 00 W
“
28 56 00 N, 83 31 00 W
“
29 11 00 N, 82 54 00 W
“
29 33 00 N, 82 52 00 W
“
29 17 00 N, 82 30 00 W
“
29 21 30 N, 81 52 00 W
“
29 31 20 N, 81 50 30 W
“
29 00 00 N, 81 42 30 W
“
28 11 25 N, 81 51 40 W
27 57 00 N, 82 56 30 W
“
Point of origin.
27 57 00 N, 82 23 00 W
14-2
January 08, 2015
ZJX AT 7110.409J
Section 2 - Sector 17 PERRY (FPY)
2. The Perry sector provides in-trail spacing, per airport, to the Darbs sector and transitions the
traffic to low altitude in accordance with the following procedures:
a. TPA complex – DARBS/FOOXX turbojet arrivals at or above FL270 must cross LEGGT at
FL270.
b. SRQ/VNC – CLAMP/TEEGN turbojet arrivals at or above FL270 must cross LINKN at
FL270.
3. LAL/BOW arrivals must be routed over CTY..LAL..DIRECT.
a. Turbojets must cross CTY at FL270 and be released for descent to FL240 to the Cedar
Key sector.
b. Props/turboprops must be descended to FL240 and handed off to the Tallahassee sector.
4. The Seminole sector must route TPA/F11 complex arrivals:
a. SRQ/VNC arrivals via SZW.CLAMP/TEEGN STAR.
b. TPA complex arrivals via SZW.DARBS/FOOXX STAR as appropriate.
c. F11 complex turbojet arrivals via OTK.LEESE/PIGLT STAR, Q108.HKUNA.PIGLT STAR
or SZW.J43.PIE.MINEE/COSTR STAR as appropriate.
d. F11 complex turboprop arrivals via SZW..CTY..OCF.LEESE STAR.
5. Tampa APCH complex departures entering the Perry sector must be cleared as follows:
a. CTY.J91.(F.P.R.).
b. BRUTS.Q118.LENIE.
c. ENDED/SRKUS RNAV SID.
d. All others - West of CTY on an assigned heading to remain within the climb corridor.
6. Aircraft landing SFB must enter the Perry sector at or below FL290.
7. The Perry sector has control from the Mayo sector on TPA and F11 complex departures for
turns within the climb corridor.
Cedar Key/Darbs sectors within the climb corridor. The Cedar Key sector must effect any
sector, the Mayo/Perry sectors must coordinate with the Cedar Key sector if their actions cause
an aircraft to reenter the Cedar Key sector.
the Cedar Key/Darbs sector to remain within the climb corridor and within the sector where the
turn is issued. The Mayo/Perry sectors are responsible for coordination if their actions cause an
10. Aircraft landing TPA complex are released to the Darbs sector for descent to FL240 upon
contact.
11. The Mayo sector has control from the Micanopy/Zephyr/Perry sectors for turns to the west of
J41/J43 on RSW/FMY aircraft coming from routes on or west of J41/J43/Q104. The Micanopy
sector must deliver these aircraft to the Zephyr sector at FL350, unless Mayo and Zephyr
sectors are combined.
12. When the Carrabelle Area is active, aircraft routed via DEFUN.Q104/Q112.HEVVN must be
rerouted DEFUN..CLRRK..HEVVN (F.P.R.) to ensure SUA avoidance.
14-3
ZJX AT 7110.409J
January 08, 2015
13. The Zephyr/Mayo sectors have control for turns from the Micanopy/Perry sectors for turns to
the west on APF/MKY aircraft.
heading to join the DARBS/FOOXX arrival, as appropriate, outside of TABIR and the Nepta
below FL270.
16. This sector includes all airspace from FL240 up to, but not including FL350 as follows:
30 24 15 N, 83 13 15 W
via direct to
29 40 00 N, 82 54 00 W
via direct to
29 28 00 N, 82 54 00 W
“
29 19 00 N, 83 45 00 W
“
29 16 00 N, 84 03 30 W
“
29 42 30 N, 84 20 00 W
“
29 51 00 N, 84 24 30 W
“
30 01 15 N, 84 31 30 W
“
30 26 49 N, 84 54 28 W
“
30 17 25 N, 84 22 57 W
“
30 22 40 N, 83 29 50 W
“
30 24 15 N, 83 13 15 W
Point of origin.*
Plus that airspace FL270 to but not including FL350 as follows:
29 40 00 N, 82 54 00 W
via direct to
29 33 00 N, 82 52 00 W
via direct to
29 11 00 N, 82 54 00 W
“
28 56 00 N, 83 31 00 W
“
29 01 30 N, 83 54 00 W
“
29 16 00 N, 84 03 30 W
“
29 19 00 N, 83 45 00 W
“
29 28 00 N, 82 54 00 W
“
29 40 00 N, 82 54 00 W
“
29 40 00 N, 82 54 00 W
Point of origin.
14-4
January 08, 2015
ZJX AT 7110.409J
Section 3 - Sector 33 GENEVA (GEN)
1. The Seminole/Geneva sectors must ensure traffic landing JAX, NIP, NRB, VQQ, and FHB
are established on the TAY/MARQO STAR, as appropriate, at or prior to ZOOSS and cleared to
cross ZOOSS at FL240. The Taylor sector has control for turns on TAY/MARQO STAR aircraft
up to 5 miles either side of the centerline at FL240 with point out responsibility to subsequent
sectors. (Tactical jets may be routed via SZW.J2.TAY..DIRECT).
2. The Geneva sector must provide in-trail spacing, regardless of altitude, for MCO/ORL/ISM
landing turbojet aircraft. These aircraft must be established on the LEESE/PIGLT/BUGGZ STAR
at or prior to UGENE/MTATA/UGENE, to cross the Lake City/Geneva sector boundary at or
below FL270. The Lake City sector has control for turns and descent from the Geneva sector
south of the OTK VORTAC on aircraft landing MCO/ORL/ISM.
NOTE: MCO, ORL and ISM arrivals filed Q108.HKUNA must be cleared via PIGLT STAR. The
Geneva sector may offload aircraft to the BUGGZ STAR only after coordination with the Lake
City sector.
3. Arrivals to GNV must be delivered to the Lake City sector descending to FL240 and routed
TAY..GNV when Live Oak MOA is active.
4. The Geneva sector must route TPA complex landing traffic via either over SZW.CLAMP/
TEEGN/DARBS/FOOXX STAR, as appropriate, or via AMG..TAY.LZARD/DADES STAR, as
appropriate.
EXCEPTION: LAL/BOW arrivals must be cleared direct TAY..GNV..LAL..DIRECT and must
cross the Lake City/Geneva sector boundary at or below FL270.
5. Aircraft landing PBI/F45/06FA/LNA/SUA cleared through the Lake City/Lawtey sectors must
be cleared via OTK WLACE RNAV STAR or HITTR..PIE..SRQ..PGD..PHK..PBI.
6. Aircraft landing BCT cleared through the Lake City/Lawtey sectors must be cleared via OTK.
PRRIE RNAV STAR or HITTR..PIE..SRQ..PGD..PHK..PBI.
8. This sector includes all airspace from FL240 and above as follows:
31 41 00 N, 83 20 30 W
via direct to
30 56 00 N, 82 47 00 W
via direct to
30 27 48 N, 83 02 03 W
“
30 24 40 N, 83 09 30 W
“
30 22 40 N, 83 29 50 W
“
30 42 40 N, 83 49 30 W
“
31 40 30 N, 84 09 45 W
“
31 41 00 N, 84 06 00 W
“
31 41 00 N, 83 20 30 W
Point of origin.
14-5
ZJX AT 7110.409J
January 08, 2015
Section 4 - Sector 34 SEMINOLE (SEM)
1. The Seminole sector is responsible for routing turbojet aircraft landing at the VPS or PNS
complexes clear of SUAs. Additionally, the Seminole sector must ensure that traffic landing VPS
Terminal Area is established on or north of J2 and cleared to cross 80 NM east of CEW at
FL240.
sectors. (Tactical jets may be routed via SZW.J2.TAY..DIRECT).
3. The Brewton sector must ensure traffic landing JAX, NIP, NRB, VQQ, FHB, CRG, and SGJ,
on J2 and south, cross the Brewton/Seminole boundary at or below FL330.
4. The Seminole sector initiates action to establish in-trail spacing for TPA and MCO arrivals.
5. The Seminole sector must route TPA/F11 complex arrivals as follows:
a. SRQ/VNC arrivals via SZW.CLAMP/TEEGN STAR.
b. TPA complex arrivals via SZW.DARBS/FOOXX STAR as appropriate.
c. F11 complex turbojet arrivals via OTK.LEESE/PIGLT STAR, Q108.HKUNA.PIGLT STAR
or SZW.J43.PIE.MINEE/COSTR STAR.
d. F11 complex turboprop arrivals via SZW..CTY..OCF.LEESE STAR.
6. The Seminole sector must be responsible for coordination with Atlanta Center prior to
release of the Moody 3 MOA/ATCAA FL240 and above.
31 40 30 N, 84 09 45 W
via direct to
30 42 40 N, 83 49 30 W
via direct to
30 22 40 N, 83 29 50 W
“
30 17 25 N, 84 22 57 W
“
30 26 49 N, 84 54 20 W
“
30 43 20 N, 84 09 45 W
“
31 13 00 N, 85 32 00 W
“
31 42 25 N, 85 53 30 W
“
31 45 45 N, 85 35 00 W
“
31 32 00 N, 85 18 30 W
“
31 40 30 N, 84 09 45 W
Point of origin.
14-6
January 08, 2015
ZJX AT 7110.409J
Section 5 - Sector 85 MICANOPY (MIC)
1. The Mayo sector has control from the Micanopy/Zephyr sectors for turns to the west of
J41/43 on RSW/FMY/APF/MKY aircraft coming from routes on or west of J41/43/Q104. The
Micanopy sector must deliver RSW/FMY arriving aircraft to the Zephyr sector at FL350, unless
Mayo and Zephyr sectors are combined.
on APF/MKY arriving aircraft.
3. The Seminole sector must initiate action to establish in-trail spacing for TPA complex arrival
aircraft.
4. The Seminole sector must initiate action to establish in-trail spacing for MINEE/COSTR
arrival aircraft.
5. The Seminole sector must route TPA complex arrival aircraft via SZW and the appropriate
STAR.
6. If the Micanopy sector is open and W470 is hot, all TPA complex arrival aircraft, including
SRQ/VNC, must be routed over SZW.
EXCEPTION: Aircraft routed via DEFUN.Q104.HEVVN may remain on course. If the Micanopy
sector is closed, TPA/SRQ complex arrival traffic may be cleared direct HEVVN.
7. When the Carrabelle Area is active, aircraft routed via DEFUN.Q104/Q112.HEVVN may be
may be cleared direct PIE and the Nepta sector must handoff to the Mayo/Darbs sectors at
30 24 15 N, 83 13 15 W
via direct to
29 40 00 N, 82 54 00 W
via direct to
29 33 00 N, 82 52 00 W
“
29 11 00 N, 82 54 00 W
“
28 56 00 N, 83 31 00 W
“
29 01 30 N, 83 54 00 W
“
29 16 00 N, 84 03 30 W
“
29 42 30 N, 84 20 00 W
“
30 26 49 N, 84 54 28 W
“
30 22 40 N, 83 29 50 W
“
30 01 15 N, 84 31 30 W
30 17 25 N, 84 22 57 W
“
30 24 15 N, 83 13 15 W
point of origin.*
14-7
ZJX AT 7110.409J
January 08, 2015
Section 6 - Sector 86 ZEPHYR (ZPR)
1. The Mayo sector has control from the Micanopy/Zephyr sectors for turns to the west of
J41/43 on RSW/FMY/APF/MKY aircraft coming from routes on or west of J41/43/Q104. The
Micanopy sector must deliver RSW/FMY arriving aircraft to the Zephyr sector at FL350, unless
Mayo and Zephyr sectors are combined.
on APF/MKY aircraft.
3. Aircraft filed east of TAY must be routed over TAY then as filed.
4. Aircraft landing RSW/FMY/APF/MKY from the Lake City/Lawtey sectors must be routed via
SHFTY RNAV STAR or INPIN..LBV..DIRECT as appropriate. The Mayo/Zephyr sectors have
control for turns to the west, south of CTY090R. The Lawtey sector must deliver
RSW/FMY/APF/MKY arrivals to the Zephyr sector at FL350.
6. Aircraft filed via the BAYPO/ENDED/SRKUS RNAV SID must be delivered via
BAYPO/ENDED/SRKUS RNAV SID, or as coordinated.
7. F11 and TPA complex departures must enter the Lake City/Lawtey sectors over or west of
routings east of J119 direct to TAY..(F.P.R.), or points west of TAY. The Lake City/Lawtey
sectors have control for turns within 10 nm of the common boundary.
TAY..HILTI..CIGAR, TAY..KNOST..CIGAR, or TAY..KNOST.M215.(F.P.R.), or PIE..CIGAR if
the aircraft filed that route.
SRQ, must be routed over SZW.
may be cleared direct PIE and the Nepta sector must handoff to the Mayo/Cedar Key sectors at
12. Aircraft operating between the Zephyr and Keystone sectors must be cleared northbound at
ODD altitudes and southbound at EVEN altitudes.
28 11 25 N, 81 51 40 W
via direct to
27 57 00 N, 82 23 00 W
via direct to
27 57 00 N, 82 56 30 W
“
28 24 00 N, 83 31 00 W
“
28 33 00 N, 84 01 00 W
“
28 45 10 N, 83 44 10 W
“
29 01 30 N, 83 54 00 W
“
28 56 00 N, 83 31 00 W
“
29 11 00 N, 82 54 00 W
“
29 33 00 N, 82 52 00 W
“
29 17 00 N, 82 30 00 W
“
29 21 30 N, 81 52 00 W
“
29 31 20 N, 81 50 30 W
“
28 11 25 N, 81 51 40 W
Point of origin.
14-8
January 08, 2015
ZJX AT 7110.409J
CHAPTER 15 - EAST AREA OPERATIONS
Section 1 - Sector 47 SUMMER (SMV)
1. The Summer sector must ensure that jet aircraft landing CLT complex airports be cleared
via the CTF or HUSTN STAR, as appropriate, and cross NAVEE, STRET, or 40 NM south of
FLO at FL240; as appropriate for the transition being flown.
2. The Summer sector must ensure that aircraft landing at SVH are cleared via
FLO..CTF..SVH and cross 40 NM south of FLO at FL240. Turbojets must be handed off to the
Florence sector, turboprops to the Charleston sector at FL240.
3. The Summer sector must ensure that turboprop aircraft landing CLT complex airports be
cleared via the CTF STAR or NASCR STAR as appropriate and delivered to the Charleston
sector at FL240.
4. CLT traffic from the Metta/Knemo sectors must be cleared via the CTF or HUSTN STAR to
cross 30 miles east of CHS at or below FL310. This traffic must not be cleared to intercept the
STAR beyond CHS without prior coordination with the Summer sector.
5. The Summer sector must ensure that aircraft landing Concord Regional (JQF), Rowan
County (RUQ), or Stanly County (VUJ) airports are cleared via the NASCR STAR to cross 40
miles south of FLO at FL240.
6. The Summer sector must ensure that aircraft landing within the JAX complex cross the
R47/R68 boundary at or below FL300 and are cleared as follows:
a. RNAV STAR capable turbojet aircraft landing JAX via ESENT.LUNNI STAR. All other
JAX arrivals via STARY.V1.CRG or MILIE..CRG.
b. Tactical aircraft landing JAX, NIP, or VQQ via DIRECT.
c. All other aircraft landing CRG, VQQ, SGJ, NIP, HEG, 28J via HOTAR STAR,
MILIE..SUBER, or routing to enter JAX Approach via the HOTAR ATA.
7. The Summer sector must issue radar vectors or clearance to keep aircraft clear of
Gamecock B and/or D, when active, prior to completion of radar handoff when arriving traffics
route and descent profile conflict with the MOA(s). The Charleston sector must advise the
Summer sector of the activation/deactivation of Gamecock B and/or D.
8. When AR600 is active, the Summer sector must work the participating aircraft and initiate a
point out to the Aiken sector.
9. When AR600 is active, all CLT arrivals on the HUSTN arrival must be routed over the CHS
transition and enter the Summer sector at or below FL290. The Summer sector is responsible
for ensuring that Georgetown/States/Hunter sectors are notified of changes to the status of
AR600.
10. Aircraft working in AW004 will normally be worked by the Summer sector after coordination
with the Aiken sector.
11. The States/Hunter sectors have control for turns direct BEENO/OMN from the
Summer/Georgetown sectors south of CHS.
15-1
ZJX AT 7110.409J
January 08, 2015
33 58 57 N, 078 07 08 W
via direct to
33 50 31 N, 078 08 59 W
“
33 50 31 N, 078 23 44 W
“
32 30 25 N, 079 08 52 W
“
32 00 00 N, 079 17 38 W
“
32 24 09 N, 080 13 56 W
“
32 47 00 N, 080 52 00 W
“
33 44 00 N, 080 18 45 W
“
34 42 49 N, 079 43 42 W
“
34 31 59 N, 079 28 51 W
“
34 25 30 N, 079 20 00 W
“
34 25 39 N, 079 15 48 W
“
34 26 03 N, 079 04 00 W
“
34 26 40 N, 078 45 00 W
“
34 23 49 N, 078 41 06 W
“
34 09 26 N, 078 21 30 W
“
33 58 57 N, 078 07 08 W
(point of origin)
15-2
January 08, 2015
ZJX AT 7110.409J
Section 2 - Sector 48 GEORGETOWN (GGE)
1. When the Georgetown sector is combined with the Summer sector, the combined sector
may be identified as “Summer/George.”
2. The Georgetown sector must ensure that aircraft landing CLT complex airports be cleared
via the CTF or HUSTN STAR, as appropriate.
3. The Georgetown sector must ensure that aircraft landing Concord Regional (JQF), Rowan
County (RUQ), or Stanly County (VUJ) airports are cleared via the NASCR STAR.
transition and enter the Summer sector at or below FL290. The summer sector is responsible
for ensuring that Georgetown/States/Hunter sectors are notified of changes at the status of
AR600.
33 58 57 N, 078 07 08 W
via direct to
33 50 31 N, 078 08 59 W
“
33 50 31 N, 078 23 44 W
“
32 30 25 N, 079 08 52 W
“
32 00 00 N, 079 17 38 W
“
32 24 09 N, 080 13 56 W
“
32 47 00 N, 080 52 00 W
“
33 44 00 N, 080 18 45 W
“
34 42 49 N, 079 43 42 W
“
34 31 59 N, 079 28 51 W
“
34 25 30 N, 079 20 00 W
“
34 25 39 N, 079 15 48 W
“
34 26 03 N, 079 04 00 W
“
34 26 40 N, 078 45 00 W
“
34 23 49 N, 078 41 06 W
“
34 09 26 N, 078 21 30 W
“
33 58 57 N, 078 07 08 W
(point of origin)
15-3
ZJX AT 7110.409J
January 08, 2015
Section 3 - Sector 49 MOULTRIE (MGR)
1. Aircraft operating between the Aiken/Ridgeway sectors and the Alma and Moultrie sectors
must be cleared northbound at an ODD altitude; southbound at an EVEN altitude.
2. Aircraft operating between the Green Cove/Keystone, Alma/ Moultrie, and Lake City/Lawtey
sectors must be cleared northbound at an ODD altitude; southbound at an EVEN altitude.
3. The Alma/Moultrie sectors must provide the Lake City sector mandatory in-trail spacing,
regardless of altitude, on aircraft landing F11 complex and clear all turbojet aircraft landing
within the F11 complex as follows:
a. Landing MCO via the BUGGZ/LEESE STAR as appropriate.
b. Landing SFB via TAY..OCF.V159.LEESE..
c. Landing ORL/ISM via AMG..SHEMP..MTATA.PIGLT STAR or the LEESE STAR as
appropriate.
NOTE: SFB and ORL may be cleared CRG..OMN.CORLL STAR.
4. The Alma/Moultrie sectors must ensure that aircraft landing TPA/PIE/MCF/SPG/TPF/VDF
are cleared via the LZARD/DADES STAR, as appropriate, over or east of TAY. The
Alma/Moultrie sectors must provide the Lake City/Lawtey sectors in-trail spacing, regardless of
altitude on these aircraft and they may be cleared direct JAYJA provided they are below or
laterally separated from SHFTY STAR traffic. These aircraft must cross the Moultrie/Lawtey
boundary at or below FL380.
5. The Alma/Moultrie sectors must ensure that aircraft landing SRQ/VNC/LAL/BOW are
cleared direct TAY/GNV.TRAPR STAR or TAY..GNV/GNV..LAL..DIRECT and provide in-trail
spacing to Lake City/Lawtey sectors. These aircraft must cross the Moultrie/Lawtey boundary at
or below FL400.
6. The Moultrie sector must ensure that all aircraft landing within the Tampa complex cross the
Moultrie/Lawtey sector boundary at or below FL380.
7. Northbound traffic from the Lake City/Lawtey sectors to the Alma/Moultrie sectors, at or
below FL370, must be routed over or west of TAY (F.P.R.).
8. The Alma/Moultrie sectors have control for turns from the Lake City/Lawtey sectors within 10
nm of the common boundary. The Lake City/Lawtey sectors have control for turns, up to 20
degrees west of course, from the Alma/Moultrie sectors within 10 nm of the common boundary.
9. The Alma/Moultrie sectors must route southbound traffic filed over CIGAR via
CRG.J55.LOULO..KNOST..CIGAR, CRG.J55.LOULO..KNOST.M215, TAY..HILTI..CIGAR,
TAY..KNOST..CIGAR, or TAY..KNOST.M215.
EXCEPTION: Aircraft filed TAY.J119.PIE..CIGAR may be left on course.
10. The Moultrie sector must route aircraft landing VRB/F.P.R./SUA filed through Keystone
sector over CRG..OMN (F.P.R.).
11. The Alma/Moultrie sectors must clear aircraft landing RSW/FMY/APF/MKY via SHFTY
RNAV STAR or INPIN..LBV..DIRECT as appropriate.
12. Aircraft from the Keystone/Green Cove sectors:
a. Aircraft departing airports in the F11 complex and landing at airports in the ATL complex
must be capped at FL350..
b. At or above FL370 may be cleared direct AMG, DBN, IRQ, or as previously filed.
c. At or below FL350 must be cleared via:
d. CRG.J45.AMG
e. CRG.J53.IRQ
15-4
January 08, 2015
ZJX AT 7110.409J
f. Appropriate ATL terminal area STAR.
g. Any VQQ Transition from MCO/ORL.
h. Any routing that will keep aircraft on or east of the VQQ transitions from MCO/ORL.
i. The Alma/Moultrie sectors have control for turns to the west for all aircraft on routings over
VQQ.
13. This sector includes all airspace FL350 and above as follows:
32 23 00 N, 81 25 00 W
via direct to
32 02 00 N, 81 30 00 W
via direct to
31 29 00 N, 81 30 00 W
“
31 17 00 N, 81 35 15 W
“
31 04 20 N, 81 33 00 W
“
30 49 45 N, 81 33 30 W
“
30 28 15 N, 81 56 30 W
“
30 12 20 N, 82 03 15 W
“
30 21 17 N, 82 06 00 W
“
30 34 40 N, 82 25 10 W
“
30 45 00 N, 82 39 00 W
“
30 56 00 N, 82 47 00 W
“
31 41 00 N, 83 20 30 W
via ZJX/ZTL
boundary to
31 41 00 N, 83 06 45 W
“
32 10 00 N, 82 20 00 W
via direct to
32 33 45 N, 81 56 00 W
“
32 40 40 N, 81 54 00 W
“
32 23 00 N, 81 25 00 W
Point of origin.
15-5
ZJX AT 7110.409J
January 08, 2015
Section 4 - Sector 50 ALMA (AMG)
1. Aircraft operating between the Aiken/Ridgeway sectors and the Alma/Moultrie sectors must
be cleared northbound at ODD altitudes and southbound at EVEN altitudes.
2. Aircraft operating between the Green Cove/Keystone, Alma/Moultrie, and Lake City/Lawtey
sectors must be cleared northbound at ODD altitudes; southbound at EVEN altitudes.
3. The Alma sector must provide the Lake City sector mandatory in-trail spacing, regardless of
altitude, on aircraft landing within the F11 complex and clear all turbojet aircraft landing within
the F11 complex as follows:
a. Landing MCO via the BUGGZ/LEESE STAR as appropriate.
b. Landing SFB via TAY..OCF.V159.LEESE..
c. Landing ORL/ISM via AMG..SHEMP..MTATA.PIGLT STAR or the LEESE STAR as
appropriate.
d. BUGGZ/LEESE STAR arrivals cross the Lake City sector boundary at or below FL340.
e. SHEMP..MTATA.PIGLT STAR arrivals cross the Lake City sector boundary at or below
FL300.
f. SFB arrivals cross the Lake City sector boundary at or below FL260.
NOTE: SFB and ORL may be cleared CRG..OMN.CORLL STAR.
laterally separated from SHFTY STAR traffic.
spacing to Lake City/Lawtey sectors.
6. The Alma sector must have all TPA/F11 complex turboprop traffic cross the Alma/Lake City
sector boundary at or below FL260.
below FL370, must be routed over or west of TAY (F.P.R.).
EXCEPTION: Aircraft filed TAY.J119.PIE..CIGAR may be left on course.
10. The Alma/Moultrie sectors must clear aircraft landing RSW/FMY/APF/MKY via SHFTY
RNAV STAR or INPIN..LBV..DIRECT as appropriate.
11. The Alma sector must ensure that aircraft landing GNV/OCF/17FL are cleared to FL240
north of the Lake City sector boundary and handed off to the Taylor sector.
12. The Alma sector must ensure that high-performance military aircraft landing NIP/NRB be
cleared via AMG direct destination and handled like a civilian terminal arrival.
13. The Alma/Moultrie sectors must ensure that aircraft filed into Green Cove/Keystone sectors
landing at SFB, ORL, and the DAB complex and cross 30 NM northwest of CRG at FL240. SFB
and ORL traffic may be stopped above and released for descent reference the DAB traffic.
15-6
January 08, 2015
ZJX AT 7110.409J
14. The Alma sector must ensure that aircraft landing the MLB complex ("Y" for destination in
the data block) are handed off to the Green Cove sector at or below FL340.
15. The Alma sector must ensure that aircraft filed at or below FL340 into Green Cove sector be
routed CRG..OMN.(F.P.R.).
16. The Alma sector must ensure OHDEA STAR traffic cross ILTAC at FL240. The Alma sector
must ensure FHB, SGJ, and AMG STAR traffic cross AMG at FL240. These aircraft are
released for turns to the south to the Baxley sector upon leaving FL250.
17. Aircraft from the Keystone/Green Cove sectors:
a. At or below FL350 must be cleared via:
b. CRG.J45.AMG
c. CRG.J53.IRQ
d. Appropriate ATL terminal area STAR.
e. Any VQQ Transition from MCO/ORL.
f. Any routing that will keep aircraft on or east of the VQQ transitions from MCO/ORL.
g. The Alma/Moultrie sectors have control for turns to the west for all aircraft on routings over
VQQ.
18. The Alma sector must deliver CHS/JZI arrivals to the States sector via SAV.BAGGY STAR,
SAV.DDENA STAR, or SAV..BAGGY..CHS, as appropriate.
19. The Jekyl sector must advise the Alma sector of the activation/deactivation of the Coastal
MOA(s). The Alma sector must ensure arriving traffics’ routes remain clear of the Coastal
MOA(s), when active.
32 23 00 N, 81 25 00 W
via direct to
32 02 00 N, 81 30 00 W
via direct to
31 29 00 N, 81 30 00 W
“
31 17 00 N, 81 35 15 W
“
31 04 20 N, 81 33 00 W
“
30 49 45 N, 81 33 30 W
“
30 28 15 N, 81 56 30 W
“
30 12 20 N, 82 03 15 W
“
30 21 17 N, 82 06 00 W
“
30 34 40 N, 82 25 10 W
“
30 45 00 N, 82 39 00 W
“
30 56 00 N, 82 47 00 W
“
31 41 00 N, 83 20 30 W
via ZJX/ZTL
boundary to
31 41 00 N, 83 06 45 W
“
32 10 00 N, 82 20 00 W
via direct to
32 33 45 N, 81 56 00 W
“
32 40 40 N, 81 54 00 W
“
32 23 00 N, 81 25 00 W
Point of origin.
15-7
ZJX AT 7110.409J
January 08, 2015
Section 5 - Sector 65 RIDGEWAY (RWY)
1. When the Ridgeway sector is combined with the Aiken sector, the combined sector may be
identified as “Aiken/Ridge.”
2. The Ridgeway/Aiken sectors must clear aircraft landing RDU complex via the
BUZZY/MALNR STARs.
be cleared northbound at an ODD altitude; southbound at an EVEN altitude.
4. The States/Hunter sectors have control for turns direct OMN from the Aiken/Ridgeway
sectors 20 nm north of the sector boundary on aircraft with OMN in their flight plan route.
34 51 00 N, 79 55 00 W
via direct to
34 42 45 N, 79 43 45 W
via direct to
32 47 00 N, 80 52 00 W
“
32 23 00 N, 81 25 00 W
“
32 40 40 N, 81 54 00 W
via ZJX/ZTL
boundary to
32 54 15 N, 81 50 30 W
“
33 41 53 N, 81 36 27 W
via direct to
34 23 40 N, 81 20 00 W
“
34 44 51 N, 80 28 08 W
“
34 51 20 N, 80 08 50 W
“
34 51 00 N, 79 55 00 W
Point of origin.*
*including airspace delegated by ZTL to ZJX as follows:
32 54 15 N, 81 50 30 W
via direct to
33 53 20 N, 81 51 00 W
via direct to
34 15 00 N, 81 40 45 W
“
34 23 40 N, 81 20 00 W
“
33 41 53 N, 81 36 27 W
“
32 54 15 N, 81 50 30 W
Point of origin.
15-8
January 08, 2015
ZJX AT 7110.409J
Section 6 - Sector 66 AIKEN (AIK)
1. The Aiken sector must clear aircraft landing RDU complex via the BUZZY/MALNR STARs
and cross 20 NM south of TENNI or 55 NM south of SDZ at FL240.
2. The Aiken sector must ensure that aircraft landing in the JAX complex cross the R66/R68
sector boundary at or below FL300, except, CLT departures inbound to JAX must cross the
R66/R68 sector boundary at or below FL280.
be cleared northbound at an ODD flight level; southbound at an EVEN flight level.
4. When AR600 is active, the Summer sector must work the participating aircraft and initiate a
point out to the Aiken sector.
5. Aircraft working in AW004 will normally be worked by the Summer sector controller after
coordination with the Aiken sector.
34 51 00 N, 79 55 00 W
via direct to
34 42 45 N, 79 43 45 W
via direct to
32 47 00 N, 80 52 00 W
“
32 23 00 N, 81 25 00 W
“
32 40 40 N, 81 54 00 W
via ZJX/ZTL
boundary to
32 54 15 N, 81 50 30 W
“
33 41 53 N, 81 36 27 W
via direct to
34 23 40 N, 81 20 00 W
“
34 44 51 N, 80 28 08 W
“
34 51 20 N, 80 08 50 W
“
34 51 00 N, 79 55 00 W
Point of origin.*
*including airspace delegated by ZTL to ZJX as follows:
32 54 15 N, 81 50 30 W
via direct to
33 53 20 N, 81 51 00 W
via direct to
34 15 00 N, 81 40 45 W
“
34 23 40 N, 81 20 00 W
“
33 41 53 N, 81 36 27 W
“
32 54 15 N, 81 50 30 W
Point of origin.
15-9
January 08, 2015
ZJX AT 7110.409J
CHAPTER 16 - GULF AREA OPERATIONS
Section 1 - Sector 14 CEDAR KEY (CDK)
1. Turbojets that departed airports within ZJX airspace, operating AOB FL230 and landing in
the F11 complex may be routed CTY..OCF..LEESE/PIGLT STAR. Turbojets must cross CTY at
or below FL190.
2. All turboprops/props landing at the F11 complex must be cleared via CTY..OCF..LEESE
STAR and cross CTY at or below 17,000 feet. Like-type aircraft between 11,000 feet and
FL190 must have at least mandatory in-trail spacing (RALT).
3. All SFB arrivals must be routed via CTY.V159.LEESE..SFB and cross CTY AOB FL190.
4. Aircraft landing F11 complex routed from over CTY southeast-bound must be released to
the Cedar Key sector for descent to 11,000 feet after the CTY VORTAC and within the confines
of the Tallahassee sector.
5. The Cedar Key sector must ensure that all aircraft transitioning to the Lake City sector must
be on routes or headings to remain west of J119. The Lake City sector has control for turns and
climb from the Cedar Key sector on contact.
6. The Cedar Key sector must ensure that CAMAN South DTA traffic remains within the climb
corridor.
the aircraft to reenter the Cedar Key sector’s protected airspace.
8. CAMAN DTA departures filed over KNOST must be cleared direct KNOST by the Cedar Key
sector.
10. Aircraft filed via the BAYPO/SRKUS RNAV SID must be delivered via the BAYPO/SRKUS
RNAV SID or as coordinated.
11. Cedar Key sector has control for descent to FL190 on contact from Ocala sector for aircraft
landing PGD/FA54.
12. Ocala sector has control for descent on contact from Cedar Key sector for aircraft landing
GNV.
13. Tampa complex and all other departures are released for turns to the Mayo/Perry sectors
from the Cedar Key/Darbs sectors to remain within the climb corridor and within the sector
where the turn is issued. The Mayo/Perry sectors are responsible for coordination if their
actions cause an aircraft to enter another sector’s protected airspace.
14. LAL/BOW arrivals must be routed over CTY..LAL..DIRECT.
a. Turbojets must cross CTY at FL270 and be released to FL240 by the Perry sector to the
Cedar Key sector.
b. Props/Turboprops must be descended to FL240 and handed off to the Tallahassee sector,
which must cross CTY at or below FL210.
15. Aircraft operating between the Taylor/Cedar Key/Ocala sectors must be cleared northbound
at EVEN altitudes; southbound at ODD altitudes.
16. Aircraft operating between the Cedar Key/Lake City sectors must be northbound at any
altitude; southbound at any verbally coordinated altitude.
16-1
ZJX AT 7110.409J
January 08, 2015
17. The St. Johns/Green Cove sectors must issue all aircraft filed J20 and south a heading to
remain within the Cedar Key sector and clear of the Ocala sector. The Cedar Key sector has
control for turns after ORL VORTAC to remain south of J20. All aircraft filed north of J20 must
be rerouted to remain clear of the Cedar Key/Ocala sectors.
18. This sector includes all airspace from the surface up to, but not including, FL270 as follows:
29 48 00 N, 82 54 00 W
via direct to
29 48 00 N, 82 40 00 W
via direct to
29 52 43 N, 82 32 36 W
“
29 15 44 N, 82 30 21 W
“
28 41 13 N, 82 21 55 W
“
28 37 04 N, 81 57 47 W
“
28 33 51 N, 81 38 25 W
“
28 18 20 N, 81 36 00 W
“
27 57 00 N, 82 23 00 W
“
27 57 00 N, 82 39 24 W
“
28 23 46 N, 82 39 39 W
“
28 44 30 N, 82 43 00 W
“
29 12 15 N, 82 52 45 W
“
29 28 00 N, 82 54 00 W
“
29 48 00 N, 82 54 00 W
Point of origin.
Excluded is the airspace from the surface up to, but not including, 14,000 feet as follows:
28 41 13 N, 82 21 55 W
via direct to
28 37 04 N, 81 57 47 W
via direct to
28 27 42 N, 81 57 47 W
“
28 28 39 N, 82 21 57 W
“
28 41 13 N, 82 21 55 W
Point of origin.
Excluded is the airspace from FL240 up to, but not including, FL270 as follows:
28 35 33 N, 81 47 10 W
28 18 20 N, 81 36 00 W
28 35 23 N, 81 47 10 W
via direct to
“
Point of origin.
28 33 51 N, 81 38 25 W
28 11 25 N, 81 51 40 W
16-2
via direct to
“
January 08, 2015
ZJX AT 7110.409J
Section 2 - Sector 15 OCALA (OCF)
1. The Lake City sector must provide mandatory in-trail spacing, regardless of altitude, per
airport complex for landing traffic and transition them to the Ocala sector as follows:
a. F11 complex – Turbojet aircraft must be established on LEESE/BUGGZ/PIGLT STAR at
or prior to COAXE/HARLD/MTATA. Aircraft operating on the PIGLT STAR must cross the Lake
City/Ocala sector boundary AOB FL250.
b. Aircraft landing F11 complex via LEESE/BUGGZ STAR are released for turns and
descent east of J85 from the Lake City sector.
c. Turboprop arrivals to F11 complex must be cleared TAY..OCF.V159.LEESE STAR and
cross the Taylor/Ocala sector boundary at or below FL240 descending to FL190.
d. Turbojets landing SFB must be cleared TAY..OCF.V159.LEESE..SFB and handed off to
the Ocala sector descending to FL240.
e. LEE turboprops must cross the Taylor/Ocala sector boundary at or below FL240
descending to FL190. LEE turbojets must cross the Lake City/Ocala sector boundary at FL240
or below.
f. TPA complex aircraft must be established on the LZARD/DADES STAR, as appropriate,
at or prior to JAYJA. Aircraft at or above FL270 must cross JAYJA at FL270.
g. Aircraft landing TPA complex via LZARD/DADES STAR are released for turns to the east
and descent east of J119 from the Lake City sector.
h. Turboprop aircraft landing TPA complex must be at or below FL240 descending to FL210.
i. Aircraft landing SRQ/VNC/LAL must be cleared direct TAY/GNV.TRAPR STAR or
TAY..GNV/GNV..LAL..DIRECT as appropriate and are exempt from in-trail requirements with
LZARD/DADES STAR aircraft.
2. Cedar Key sector has control for descent to FL190 on contact from Ocala sector for aircraft
landing PGD/FA54.
3. Ocala sector has control for descent on contact from Cedar Key sector for aircraft landing
GNV.
5. The Ocala sector to Taylor sector - Northbound V441 traffic must be rerouted via OCF..CRG
or GNV..CRG at an ODD altitude. No GNV..SSI or OCF..SSI traffic without prior coordination.
6. Aircraft operating between Ocala and Lake City sectors must be cleared northbound at any
verbally COORDINATED altitudes; southbound at ANY altitude.
7. Aircraft operating between the Taylor/Cedar Key/Ocala sectors must be cleared northbound
at EVEN altitudes; southbound at ODD altitudes.
8. Aircraft operating between the Mayo/Ocala/Zephyr and St. Johns/Green Cove/Keystone
9. The St. Johns and Green Cove sectors must issue all aircraft filed J20 and south a heading
to remain within the Cedar Key sector and clear of the Ocala sector. The Cedar Key sector has
be rerouted to remain clear of the Cedar Key/Ocala sectors.
16-3
ZJX AT 7110.409J
January 08, 2015
29 55 50 N, 81 58 00 W
via direct to
29 22 00 N, 81 48 00 W
via direct to
29 00 00 N, 81 42 30 W
“
28 33 51 N, 81 38 25 W
“
28 37 04 N, 81 57 47 W
“
28 41 13 N, 82 21 55 W
“
29 15 44 N, 82 30 21 W
“
29 52 43 N, 82 32 36W
“
30 03 00 N, 82 17 00 W
“
29 55 50 N, 81 58 00 W
Point of origin.
Plus that airspace from the surface up to, but not including, 14,000 feet as follows:
28 37 04 N, 81 57 47 W
28 28 39 N, 82 21 57 W
28 37 04 N, 81 57 47 W
via direct to
“
Point of origin.
28 27 42 N, 82 57 47 W
28 41 13 N, 82 21 55 W
16-4
via direct to
“
January 08, 2015
ZJX AT 7110.409J
Section 3 - Sector 77 TAYLOR (TAY)
sectors. (Tactical jets may be routed via SZW.J2.TAY..DIRECT)
2. V441 Traffic:
a. The Brunswick/Jekyl sectors to the Taylor sector - No V441 traffic at 16,000 or 17,000
feet. Southbound traffic via V441 must be cleared at an EVEN altitude.
b. The Ocala sector to Taylor sector - Northbound V441 traffic must be rerouted via
OCF..CRG or GNV..CRG at an ODD altitude. No GNV..SSI or OCF..SSI traffic without prior
coordination.
3. The Taylor sector must:
a. Advise the FLMIC/CIC of the activation or deactivation of the Live Oak MOA/ATCAA
which, in turn, must verbally coordinate with the Cedar Key and any other affected Gulf Area
sector(s), Central FLMIC, and JAX APCH.
b. Be responsible for verbal coordination with the Tallahassee sector, Tallahassee APCH
Control and VLD RAPCON of the activation or deactivation of the Live Oak MOA/ATCAA.
4. When VLD RAPCON is closed, the Baxly/Waycross sectors must assume that portion of the
delegated airspace from 303645/833400 to 314330/833400 and east. The Ashburn sector must
assume that portion of the delegated airspace west of the above noted line.
5. When VLD RAPCON is closed, the HADDE Area is delegated to the Waycross sector
surface to 7,000 feet.
6. Aircraft operating between the Taylor sector and the Waycross/ Baxly/Tallahassee/Cedar
Key/Ocala sectors must be cleared northbound at an EVEN altitude; southbound at an ODD
altitude.
7. The Geneva sector must clear GNV arrivals via TAY..GNV when Live Oak MOA is active.
8. TPA complex turboprop arrivals must be cleared via the LZARD/DADES STAR, as
appropriate, and cross the Taylor/Ocala sector boundary at or below FL240 descending to
FL210.
EXCEPTION: LAL/SRQ/VNC must be routed via TRAPR STAR or TAY..GNV..LAL..DIRECT.
9. F11 complex turboprop arrivals must be cleared TAY..OCF.LEESE STAR and cross the
Taylor/Ocala sector boundary at or below FL240 descending to FL190.
10. LEE turboprops must cross the Taylor/Ocala sector boundary at or below FL240 descending
to FL190.
11. The Alma sector must ensure that aircraft landing GNV/OCF/17FL are cleared to FL240
north of the Lake City sector boundary and handed off to the Taylor sector.
16-5
ZJX AT 7110.409J
January 08, 2015
12. This sector includes all airspace from the surface up to, but not including FL240 as follows:
30 47 35 N, 82 38 00 W
via direct to
30 36 15 N, 81 55 00 W
30 28 50 N, 81 59 30 W
“
30 22 00 N, 81 59 15 W
29 58 00 N, 81 58 30 W
“
29 55 50 N, 81 58 00 W
30 03 00 N, 82 17 00 W
“
29 54 30 N, 82 30 00 W
29 48 00 N, 82 40 00 W
“
29 48 00 N, 82 54 00 W
29 48 00 N, 83 06 00 W
“
30 23 30 N, 83 33 30 W
30 36 45 N, 83 34 00 W
“
30 34 30 N, 82 38 00 W
30 47 35 N, 82 38 00 W
Point of origin.
Excluding that airspace at 7,000 feet and below as follows:
via direct to
“
“
“
“
“
“
30 34 45 N, 83 02 30 W
30 23 30 N, 83 33 30 W
30 34 45 N, 83 02 30 W
via direct to
“
via direct to
“
Point of origin.
30 24 25 N, 83 03 10 W
30 36 45 N, 83 34 00 W
16-6
January 08, 2015
ZJX AT 7110.409J
Section 4 - Sector 78 LAKE CITY (LKE)
1. The Geneva sector must provide in-trail spacing, regardless of altitude, for MCO/ORL/ISM
landing turbojet aircraft. These aircraft must be established on the LEESE/PIGLT/BUGGZ STAR
at or prior to UGENE/MTATA/UGENE, to cross the Lake City/Geneva sector boundary at or
below FL270. The Lake City sector has control for turns and descent from the Geneva sector
south of the OTK VORTAC on aircraft landing MCO/ORL/ISM.
NOTE: The Geneva sector may offload aircraft to the BUGGZ STAR only after coordination
with the Lake City sector.
2. The Geneva sector must route TPA complex landing traffic either over SZW via the CLAMP/
TEEGN, DARBS/FOOXX STAR, as appropriate, or via AMG..TAY.LZARD/DADES STAR, as
appropriate.
3. EXCEPTION: LAL/BOW arrival traffic must be cleared direct TAY..GNV..LAL..DIRECT and
must cross the Lake City sector boundary at or below FL270.
4. The Geneva sector must deliver GNV landing traffic to the Lake City sector descending to
FL240.
5. The Cedar Key sector must ensure that aircraft transitioning into the Lake City sector must
be on routes or headings to remain west of J119. The Lake City sector has control for turns and
climb on contact.
6. The Mayo/Zephyr sectors must deliver overflight traffic filed east of TAY, over TAY..(F.P.R.).
7. Aircraft filed via the BAYPO/SRKUS RNAV SID must be delivered via the BAYPO/SRKUS
RNAV SID, or as coordinated.
8. F11 and TPA complex departures must enter Lake City/Lawtey sectors over or west of
and F11 complex departures) at and below FL360 must enter the Lake City/Lawtey sectors over
or west of FAGAN and remain on or west of J119. Aircraft at or above FL370 may be on
below FL370, must be routed over or west of TAY..(F.P.R.).
11. The Alma/Moultrie sectors must provide the Lake City sector mandatory in-trail spacing,
regardless of altitude, on aircraft landing F11 complex and clear all turbojet aircraft landing
within the F11 complex as follows:
a. MCO arrivals via the BUGGZ/LEESE STAR as appropriate.
b. SFB arrivals via TAY..OCF.V159.LEESE..
c. ORL/ISM arrivals via AMG..SHEMP..MTATA.PIGLT STAR or the LEESE STAR as
appropriate.
d. BUGGZ/LEESE STAR arrivals cross the Lake City sector boundary at or below FL340.
e. SHEMP..MTATA.PIGLT STAR arrivals cross the Lake City sector boundary at or below
FL300.
f. SFB arrivals cross the Lake City sector boundary at or below FL260.
g.
16-7
ZJX AT 7110.409J
January 08, 2015
laterally separated from SHFTY STAR traffic.
spacing to Lake City/Lawtey sectors.
14. The Alma sector must have all TPA/F11 complex turboprop aircraft cross the Alma/Lake City
sector boundary at or below FL260.
TAY..HILTI..CIGAR. TAY..KNOST..CIGAR, or TAY..KNOST.M215.(F.P.R.). Aircraft filed
TAY.J119.PIE..CIGAR may be left on course.
16. The Lake City/Lawtey sectors must ensure aircraft landing RSW/FMY/APF/MKY are routed
via SHFTY RNAV STAR or INPIN..LBV..DIRECT as appropriate. The Alma/Moultrie sectors
must clear aircraft landing RSW/FMY/APF/MKY via SHFTY RNAV STAR or
INPIN..LBV..DIRECT, as appropriate. The Mayo/Zephyr sectors have control for turns to the
west, south of CTY090R.
19. The Lake City sector must provide mandatory in-trail spacing to the F11 complex, regardless
of altitude, and transition them to the Ocala sector as follows:
a. Turbojet aircraft must be established on the LEESE/BUGGZ/PIGLT STAR at or prior to
COAXE/HARLD/MTATA.
b. Aircraft on the PIGLT STAR must cross the Lake City/Ocala sector boundary AOB FL250.
c. Aircraft landing F11 complex via LEESE/BUGGZ STAR are released for turns and
descent east of J85 from the Lake City sector.
d. Turboprop aircraft must be cleared via TAY..OCF.V159.LEESE STAR, descended to
FL240 and handed off to the Taylor sector.
e. SFB turbojets must be cleared via TAY..OCF.V159.LEESE..SFB and handed off to the
Ocala sector descending to FL240.
f. LEE turbojets must cross the Lake City/Ocala sector boundary at FL240 or below.
20. The Lake City sector must provide mandatory in-trail spacing to the TPA complex,
regardless of altitude, and transition them to the Ocala sector as follows:
a. Turbojet aircraft must be established on the LZARD/DADES STAR, as appropriate, at or
prior to JAYJA. Aircraft at or above FL270 must cross JAYJA at FL270. Aircraft landing TPA
complex via LZARD/DADES STAR are released for turns to the east, and descent east of J119
from the Lake City sector.
b. Turboprop aircraft must be descended to FL240 and handed off to the Taylor sector
c. Aircraft landing SRQ/VNC/LAL must be routed TAY/GNV.TRAPR STAR or
TAY..GNV/GNV..LAL..DIRECT, as appropriate. Aircraft at or above FL270 must cross GNV at
FL270 and are exempt from in-trail requirements with LZARD/DADES STAR aircraft.
16-8
January 08, 2015
ZJX AT 7110.409J
22. Aircraft operating between the Ocala and Lake City sectors must be cleared northbound at
any verbally coordinated altitude and southbound at ANY altitude.
sectors must be cleared northbound at ODD altitudes and southbound at EVEN altitudes.
24. Aircraft operating between the Central and Gulf Area sectors must be cleared northbound
at EVEN altitudes and southbound at ODD altitudes.
25. Aircraft operating between Cedar Key and Lake City sectors must be northbound at ANY
altitude and southbound at any verbally coordinated altitude.
26. Aircraft landing VRB/SEF must be handed off to the Mayo sector at or below FL290.
Aircraft landing PGD must be descending to FL270.
27. Aircraft landing MLB/COF must be cleared via OCF..CERMO..ORL DIRECT, descending to
FL270 and handed off to the Ocala sector.
28. This sector includes all airspace from FL240 up to but not including FL350 as follows:
30 56 00 N, 82 47 00 W
via direct to
30 45 00 N, 82 39 00 W
via direct to
30 34 40 N, 82 25 10 W
“
30 21 17 N, 82 06 00 W
“
29 55 50 N, 81 58 00 W
“
30 03 00 N, 82 17 00 W
“
29 48 00 N, 82 40 00 W
“
29 48 00 N, 82 54 00 W
“
29 40 00 N, 82 54 00 W
“
30 24 15 N, 83 13 15 W
“
30 24 40 N, 83 09 30 W
“
30 27 48 N, 83 02 03 W
“
30 56 00 N, 82 47 00 W
Point of origin.
In addition to that airspace FL270 up to but not including FL350 within the following
29 55 50 N, 81 58 00 W
29 21 30 N, 81 52 00 W
29 33 00 N, 82 52 00 W
29 48 00 N, 82 54 00 W
30 03 00 N, 82 17 00 W
via direct to
“
“
“
“
29 31 20 N, 81 50 30 W
29 17 00 N, 82 30 00 W
29 40 00 N, 82 54 00 W
29 48 00 N, 82 40 00 W
29 55 50 N, 81 58 00 W
16-9
via direct to
“
“
“
Point of origin.
ZJX AT 7110.409J
January 08, 2015
Section 5 - Sector 87 LAWTEY (LTY)
1. Traffic, FL270 and above, filed east of TAY must be routed over TAY..(F.P.R.).
2. Aircraft filed BAYPO/SRKUS RNAV SID must be delivered via the BAYPO/SRKUS RNAV
SID or as coordinated.
3. F11 and TPA complex departures must enter Lake City/Lawtey sectors over or west of
4. Northbound traffic from Lake City/Lawtey sectors to the Alma/Moultrie sectors, at or below
FL370, must be routed over or west of TAY..(F.P.R.).
laterally separated from SHFTY STAR traffic. These aircraft must cross the Moultrie/Lawtey
boundary at or below FL380.
spacing to Lake City/Lawtey sectors. These aircraft must cross the Moultrie/Lawtey boundary at
or below FL400.
8. The Moultrie sector must ensure that all aircraft landing within the Tampa complex traffic
cross the Moultrie/Lawtey sector boundary at or below FL380.
TAY..HILTI..CIGAR, TAY..KNOST..CIGAR, or TAY..KNOST.M215.(F.P.R.). Aircraft filed
TAY.J119.PIE..CIGAR may be left on course.
10. The Lake City/Lawtey sectors must ensure aircraft landing RSW/FMY/APF/MKY are routed
via SHFTY RNAV STAR or INPIN..LBV..DIRECT as appropriate. The Alma/Moultrie sectors
must clear aircraft landing RSW/FMY/APF/MKY via SHFTY RNAV STAR or
INPIN..LBV..DIRECT as appropriate. The Mayo/Zephyr sectors have control for turns to the
west, south of CTY090R. The Lawtey sector must deliver RSW/FMY/APF/MKY arriving aircraft
to the Zephyr sector at FL350.
13. The Lake City/Lawtey sectors must provide mandatory in-trail spacing to the TPA complex,
regardless of altitude, and transition them to the Ocala sector as follows:
a. Turbojet aircraft must be established on the LZARD/DADES STAR at or prior to JAYJA.
b. Aircraft landing SRQ/VNC/LAL must be cleared direct TAY/GNV.TRAPR STAR or
TAY..GNV/GNV..LAL..DIRECT as appropriate and are exempt from in-trail requirements with
LZARD/DADES STAR aircraft.
16-10
January 08, 2015
ZJX AT 7110.409J
sectors must be cleared northbound at ODD altitudes and southbound at EVEN altitudes
15. Aircraft landing MLB/COF must be cleared via OCF..CERMO..ORL..DIRECT.
30 56 00 N, 82 47 00 W
30 34 40 N, 82 25 10 W
29 55 50 N, 81 58 00 W
29 21 30 N, 81 52 00 W
29 33 00 N, 82 52 00 W
30 24 15 N, 83 13 15 W
30 27 48 N, 83 02 03 W
via direct to
“
“
“
“
“
“
30 45 00 N, 82 39 00 W
30 21 17 N, 82 06 00 W
29 31 20 N, 81 50 30 W
29 17 00 N, 82 30 00 W
29 40 00 N, 82 54 00 W
30 24 40 N, 83 09 30 W
30 56 00 N, 82 47 00 W
16-11
via direct to
“
“
“
“
“
Point of origin.
ZJX AT 7110.409J
January 08, 2015
Section 6 - Sector 88 DARBS (DRB)
1. TPA complex departures entering the Perry/Mayo sectors must be cleared as follows:
a. CTY.J91.(F.P.R.).
b. BRUTS.Q118.LENIE (F.P.R.).
c. ENDED/SRKUS RNAV SID.
d. All others - west of CTY on an assigned heading to remain within the climb corridor.
an aircraft to reenter the Cedar Key sector’s protected airspace.
the Cedar Key/Darbs sector to remain within the climb corridor and within the sector where the
turn is issued. The Mayo/Perry sector is responsible for coordination if their actions cause an
5. Tampa APCH complex – The Perry sector must ensure DARBS/FOOXX turbojet arrivals at
or above FL270 cross LEGGT at FL270 and CLAMP/TEEGN turbojet arrivals at or above FL270
cross LINKN at FL270.
6. The Darbs sector has control for descent to FL240 from the Perry sector on aircraft landing
TPA complex upon completion of handoff.
7. The Darbs sector has control for descent from the Nepta sector to 11,000 feet on aircraft
inbound to the TPA complex 20 miles prior to crossing the common sector boundary.
heading to join the DARBS/FOOXX arrival outside of TABIR and the Nepta sector must handoff
to the Darbs sector at or below FL250; SRQ/VNC arrival aircraft may be cleared direct
WALTR/TEEGN and the Nepta sector must handoff to the Darbs sector at or below FL270.
may be cleared direct PIE and the Nepta sector must handoff to the Mayo/Darbs sector at
11. The Tallahassee sector has control for descent on TLH arrival traffic from the Darbs sector
at the (Surface-100) Tallahassee/Darbs sector southern boundary.
16-12
January 08, 2015
ZJX AT 7110.409J
12. This sector includes all airspace from the surface up to but not including FL270 as follows:
29 16 00 N, 84 03 30 W
via direct to
29 12 15 N, 82 52 45 W
via direct to
28 44 30 N, 82 43 00 W
“
28 23 46 N, 82 39 39 W
“
27 57 00 N, 82 39 24 W
“
27 57 00 N, 82 56 30 W
“
28 05 14 N, 83 07 02 W
“
28 09 30 N, 83 12 30 W
“
28 24 00 N, 83 31 00 W
“
28 33 00 N, 84 01 00 W
“
28 45 10 N, 83 44 10 W
“
29 16 00 N, 84 03 30 W
Point of origin.
Also included is the airspace from 11,000 feet up to but not including FL270 as follows:
29 16 00 N, 84 03 30 W
29 12 15 N, 82 52 45 W
via direct to
“
29 28 00 N, 82 54 00 W
29 16 00 N, 84 03 30 W
16-13
via direct to
Point of origin.
January 08, 2015
ZJX AT 7110.409J
CHAPTER 17 - NORTH AREA OPERATIONS
Section 1 - Sector 35 TORRY (TOR)
1. The Metta/Torry/Knemo sectors must receive flight progress strips on all aircraft that transit
JAINS Intersection.
2. When an aircraft that will enter ZNY Oceanic Airspace reports the loss of their RNP4 or
RNP10 capability, enter STS/NONRNP10 in the remarks section of the flight plan and verbally
coordinate same with ZNY.
3. During north-south split operations the portion of the Knemo sector that overlies the Torry
sector is combined on the Torry sector. (See paragraph 7 in the Knemo Section)
4. Radar coverage is expected at or above FL270, except south of AR5 it is expected at or
above FL330, between ZNY Oceanic and ZJX Offshore airspace.
5. This sector includes all airspace above the surface to but not including FL380 as follows:
31 21 20 N, 077 00 00 W
via direct to
30 47 00 N, 077 00 00 W
“
30 00 00 N, 077 00 00 W
“
30 12 10 N, 079 11 05 W
“
29 44 00 N, 080 03 55 W
“
30 19 00 N, 079 45 57 W
“
30 34 53 N, 079 41 34 W
“
31 24 00 N, 079 27 51 W
“
32 00 00 N, 079 17 38 W
“
31 21 20 N, 077 00 00 W
(point of origin)
17-1
ZJX AT 7110.409J
January 08, 2015
Section 2 - Sector 51 KNEMO (KNE)
1. ZJX must advise the ZDC Wilmington/Dixon sectors of the status of W177.
JAINS Intersection. The Knemo sector must be responsible for all coordination with ZNY on
aircraft inbound and outbound over JAINS at and above FL380.
RNP10 capability, enter STS/NONRNP10 in the remarks section of the flight plan and verbally
5. The Knemo sector airspace may be combined on the underlying Metta and Torry sectors
individually, providing a north-south split option when traffic conditions make that option
advantageous. Use the following checklists to transition to/from the north-south split mode:
6. When transitioning to the north-split operations mode use the following procedures:
a. During HOST operations activate north-south with the HOST command as follows:
READ OCI1 NSSPLIT <enter> c (to confirm the read command) <enter>
b. During ERAM operations activate north-south with the text file NSSPLIT.
c. Ensure that surrounding ZJX sectors (GGE, HUN & KEY) are notified.
d. Ensure that surrounding facilities (ZDC, ZNY, ZMA, SEALORD, GIANTKILLER &
DOUBLESHOT) are notified.
e. If the Knemo sector (R & D) VSCS is call forwarded, break call forwarding.
f. Ensure that the Knemo sector frequencies are monitored in order that aircraft transmitting
on the Knemo sector frequencies are expeditiously changed to the appropriate frequency.
7. When transitioning from the north-split operations mode use the following procedures:
a. Enter the appropriate HOST/ERAM command (CS MESSAGE) to open the Knemo sector
at R51 or combine all the Knemo sector airspace at the Metta sector.
b. Ensure that surrounding ZJX sectors (GGE, HUN & KEY) are notified.
c. Ensure that surrounding facilities (ZDC, ZNY, ZMA, SEALORD, GIANTKILLER &
DOUBLESHOT) are notified.
d. Forward the Knemo sector (R & D) VSCS to the Metta sector if appropriate.
e. Select the Knemo sector frequencies at the appropriate control position.
17-2
January 08, 2015
ZJX AT 7110.409J
33 58 57 N, 078 07 08 W
via direct to
32 58 04 N, 076 46 46 W
“
32 15 44 N, 077 00 00 W
“
31 21 20 N, 077 00 00 W
“
30 00 00 N, 077 00 00 W
“
30 12 10 N, 079 11 05 W
“
29 44 00 N, 080 03 55 W
“
30 19 00 N, 079 45 57 W
“
32 30 25 N, 079 08 52 W
“
33 50 31 N, 078 23 44 W
“
33 50 31 N, 078 08 59 W
“
33 58 57 N, 078 07 08 W
(point of origin)
17-3
ZJX AT 7110.409J
January 08, 2015
Section 3 - Sector 52 METTA (MTA)
1. ZJX must advise the ZDC Wilmington/Dixon sectors of the status of W177.
JAINS Intersection. The coordination must be done with ZNY only after intra-center
coordination has been accomplished.
RNP10 capability enter STS/NONRNP10 in the remarks section of the flight plan and verbally
5. During north-south split operations the portion of the Knemo sector that overlies the Metta
sector is combined on the Metta sector. (See paragraph 8 in the Knemo Section)
7. This sector includes all airspace from the surface up to but not including FL380 as follows:
33 58 57 N, 078 07 08 W
via direct to
33 50 30 N, 077 55 58 W
“
33 42 20 N, 077 45 03 W
“
33 31 32 N, 077 30 42 W
“
33 17 19 N, 077 11 54 W
“
32 58 04 N, 076 46 46 W
“
32 15 54 N, 077 00 00 W
“
32 00 00 N, 077 00 00 W
“
31 40 00 N, 077 00 00 W
“
31 35 00 N, 077 00 00 W
“
31 21 20 N, 077 00 00 W
“
32 00 00 N, 079 17 38 W
“
32 30 25 N, 079 08 52 W
“
33 50 31 N, 078 23 44 W
“
33 50 31 N, 078 08 59 W
“
33 58 57 N, 078 07 08 W
(point of origin)*
*Excluded is the airspace as listed on the following page:
17-4
January 08, 2015
ZJX AT 7110.409J
*Excluded is the airspace from the surface up to but not including FL240 as follows:
33 50 31 N, 078 08 59 W
via direct to
32 47 16 N, 078 27 39 W
“
32 20 01 N, 078 35 59 W
“
32 30 25 N, 079 08 52 W
“
33 50 31 N, 078 23 44 W
“
33 50 31 N, 078 08 59 W
(point of origin)*
17-5
ZJX AT 7110.409J
January 08, 2015
Section 4 - Sector 53 BRUNSWICK (SSI)
1. Arrivals from the Waycross sector into Malcolm-McKinnon Airport, Golden Isles Jetport, and
Jekyl Island Airport must be descending to 5,000 feet. Arrivals to the Jesup-Wayne County
Airport must be descending to 3,000 feet. The Brunswick sector must coordinate with the
Waycross sector for any other changes.
2. Aircraft operating between the Baxly/Waycross and Brunswick/Jekyl sectors west of the
eastern edge of V267 must be cleared northbound at ODD altitudes; southbound at EVEN
altitudes
3. This sector includes all airspace from the surface up to, but not including 10,000 feet as
follows:
31 24 00 N, 079 27 51 W
via direct to
30 19 00 N, 079 45 57 W
“
30 19 00 N, 080 59 47 W
“
30 19 00 N, 081 21 41 W
“
30 19 00 N, 081 46 30 W
“
30 22 00 N, 081 59 15 W
“
30 28 50 N, 081 59 30 W
“
30 36 15 N, 081 55 00 W
“
30 48 00 N, 081 42 00 W
“
31 00 00 N, 081 47 00 W
“
31 15 00 N, 081 56 00 W
“
31 24 00 N, 082 00 00 W
“
32 01 30 N, 082 00 00 W
“
32 03 45 N, 081 16 30 W
“
32 03 45 N, 081 09 00 W
“
31 24 00 N, 079 27 51 W
(point of origin)
17-6
January 08, 2015
ZJX AT 7110.409J
Section 5 - Sector 54 JEKYL (JKL)
1. Traffic between the Allendale and Brunswick/Jekyl sectors must be northbound at ODD
altitudes; southbound at EVEN altitudes.
2. Aircraft operating between the Baxly/Waycross and Brunswick/Jekyl sectors west of the
eastern edge of V267 must be cleared northbound at ODD altitudes; southbound at EVEN
altitudes.
3. Aircraft operating between the St. Johns/St. Augustine and Jekyl sectors must be cleared
northbound at ODD altitudes; southbound at EVEN altitudes.
4. Aircraft must not be cleared via V441 between SSI and GNV or routes that overlie V441
(SSI/GNV, CRG/GNV, or CRG/OCF) at 16,000 or 17,000 feet. This does not apply to aircraft
landing GNV or OCF.
5. The States sector must ensure that aircraft landing within the JAX complex be cleared as
follows:
d. The States sector must ensure that aircraft landing GNV/OCF/17FL cross 20 NM north of
CRG at FL240 and are handed off to the Jekyl sector.
6. Aircraft arriving at SSI, BQK and 09J from the south must be handed off to JAX APCH by
the St. Johns/St. Augustine sector prior to the Jekyl sector boundary.
7. Aircraft departing JAX complex airports, requesting FL240 or higher and routed over SAV
must be routed over or west of SAV unless verbally coordinated with the States sector.
8. Aircraft requesting a HIGH TACAN APCH to NIP may be cleared direct MERFY at or
descending to 16,000 feet, with MERFY as the clearance limit, and handed off to the St
Johns/St Augustine sector as appropriate. These aircraft will not be required to transition via
the ATAs.
9. When Mayport MOA/ATCAA and STRIKE ALTRV are activated at or above FL240, all
aircraft inbound to DAB and SFB via J79 or routes that overlie J79 must be delivered to the St.
Augustine sector at or below FL220.
10. When the Mayport MOA/ATCAA and STRIKE ALTRV are activated at or below FL230, all
overflights must be cleared at altitudes vertically separated from the subject area, or routed via
J121, J51, or V1 CRG..OMN.(F.P.R.).
11. The Jekyl sector must advise the Allendale/Alma/Baxley/Brunswick/States/Waycross sectors
of the activation/deactivation of Coastal MOA(s),
17-7
ZJX AT 7110.409J
January 08, 2015
12. This sector includes all airspace from 10,000 feet up to, but not including FL240 as follows:
31 24 00 N, 079 27 51 W
via direct to
30 19 00 N, 079 45 57 W
“
30 19 00 N, 080 59 47 W
“
30 19 00 N, 081 21 41 W
“
30 19 00 N, 081 46 30 W
“
30 22 00 N, 081 59 15 W
“
30 28 50 N, 081 59 30 W
“
30 36 15 N, 081 55 00 W
“
30 48 00 N, 081 42 00 W
“
31 00 00 N, 081 47 00 W
“
31 15 00 N, 081 56 00 W
“
31 24 00 N, 082 00 00 W
“
32 01 30 N, 082 00 00 W
“
32 03 45 N, 081 16 30 W
“
32 03 45 N, 081 09 00 W
“
31 24 00 N, 079 27 51 W
(point of origin)
17-8
January 08, 2015
ZJX AT 7110.409J
Section 6 - Sector 71 FLORENCE (FLO)
1. The Charleston sector must coordinate activation/deactivation of Gamecock B and/or D
airspace with the Florence/Summer sectors. The Charleston sector must then advise Myrtle
APCH, Charleston APCH, and Shaw APCH of the activation/deactivation the MOA(s). The
Florence sector must advise the Columbia sector and Florence APCH of the
activation/deactivation of the MOA(s). The Summer sector must issue radar vectors or
clearance to keep aircraft clear of Gamecock B and/or D, when active, prior to completion of
radar handoff when arriving traffic’s route and descent profile conflict with those MOAs.
2. Manual coordination is required on arrivals to CLT if recleared via other than the "red route"
(P.A.R.). Do not enter reroute in the computer.
3. The Summer sector must ensure that aircraft landing CLT complex airports be cleared via
the CTF or HUSTN STAR, as appropriate, and cross NAVEE, STRET, or 40 miles south of FLO
at FL240; as appropriate for the transition being flown.
4. The Summer sector must ensure that turbojet aircraft landing Concord Regional (JQF),
Rowan County (RUQ) or Stanly County (VUJ) airports are cleared via the NASCR STAR to
cross 40 miles south of FLO at FL240.
5. The Summer sector must ensure that turbojet aircraft landing Statesville Regional Airport
(SVH) are cleared via FLO..CTF..SVH to cross 40 miles south of FLO at FL240.
6. This sector must coordinate the activation and deactivation of the Hughes Release Area
with the Charleston sector and advise the Columbia sector of changes to the status of the
Hughes Release Area.
7. The Aiken sector must clear aircraft landing RDU complex via the BUZZY/MALNR STARs
and cross 20 NM south of TENNI or 55 NM south of SDZ at FL240.
8. IR-721: Aircraft operating in IR-721 between point "I" and point "J" must be at 3,000 feet
nonradar or as coordinated. The aircraft will report point "J" to Shaw APCH Control who will
advise either Florence APCH or the Florence sector, depending on which facility has control of
the airspace. When the Florence sector has control of the airspace, they must be responsible
for advising Charlotte APCH that the aircraft has exited the route.
9. Aircraft operating in IR-718 must use 7,000 feet as the primary altitude. The higher altitude
of 8,000 feet will be used by ATC only when required for providing separation from other IFR
operations.
10. This sector includes all airspace from the surface up to, but not including FL240as follows:
34 25 45 N, 79 15 45 W
via direct to
33 40 30 N, 79 41 00 W
via direct to
33 46 45 N, 80 14 00 W
“
34 43 30 N, 80 31 00 W
“
34 44 51 N, 80 28 08 W
“
34 51 20 N, 80 08 50 W
“
34 51 00 N, 79 55 00 W
“
34 25 30 N, 79 20 00 W
“
34 25 45 N, 79 15 45 W
Point of origin.
17-9
ZJX AT 7110.409J
January 08, 2015
Section 7 - Sector 72 COLUMBIA (CAE)
1. This sector is responsible for coordination with Columbia APCH Control, Charlotte APCH
Control, and the Florence sector whenever the Gamecock I MOA is activated and Shaw
RAPCON is closed.
2. The Florence sector must advise the Columbia sector when the status of the Hughes
Release Area changes.
34 43 30 N, 80 31 00 W
via direct to
33 46 45 N, 80 14 00 W
via direct to
33 31 00 N, 80 30 00 W
“
33 06 10 N, 80 43 50 W
“
33 08 29 N, 80 53 41 W
“
33 21 23 N, 81 27 29 W
“
33 31 01 N, 81 50 48 W
“
33 53 20 N, 81 51 00 W
“
34 15 00 N, 81 40 45 W
“
34 23 40 N, 81 20 00 W
“
34 43 30 N, 80 31 00 W
Point of origin.
“
17-10
January 08, 2015
ZJX AT 7110.409J
Section 8 - Sector 73 ALLENDALE (ALD)
1. Aircraft executing a SIAP to the Sylvania/Plantation Airport (JYL) airport must be
coordinated with Savannah Approach Control.
2. Aircraft of the 437th MAW regularly air file out of North Field Auxiliary (XNO) requesting
clearance to CHS AFB. A common routing requested by these aircraft utilizes station-keeping
equipment and is referred to as the "SKE Arrival." This routing is adapted as a stereo flight plan
(DROP4R).
3. Aircraft must not be cleared direct CIGAR.
4. Traffic between the Allendale and Brunswick/Jekyl sectors must be northbound at ODD
altitudes; southbound at EVEN altitudes.
5. Traffic filed on V37 must be northbound at ODD altitudes; southbound at EVEN altitudes.
6. Beaufort APCH Control is sectorized in a High/Low configuration. Beaufort Low
encompasses approach control airspace at and below 4,000 feet, while the Beaufort High sector
is that airspace above Beaufort Low up to, and including 10,000 feet.
7. The States sector must deliver CHS/JZI arrivals to the Allendale sector via SAV.BAGGY
STAR, SAV.DDENA STAR, or SAV..BAGGY..CHS, as appropriate.
8. Sector definition on following page.
17-11
ZJX AT 7110.409J
January 08, 2015
33 31 01 N, 081 50 48 W
via direct to
33 21 23 N, 081 27 29 W
“
33 08 29 N, 080 53 41 W
“
33 06 10 N, 080 43 50 W
“
33 00 00 N, 080 18 40 W
“
32 45 10 N, 080 03 00 W
“
32 42 10 N, 079 45 27 W
“
32 37 31 N, 079 33 24 W
“
32 34 31 N, 079 21 59 W
“
32 30 25 N, 079 08 52 W
“
32 00 00 N, 079 17 38 W
“
31 24 00 N, 079 27 51 W
“
32 03 45 N, 081 09 00 W
“
32 03 45 N, 081 16 30 W
“
32 01 30 N, 082 00 00 W
“
32 17 30 N, 082 12 00 W
“
32 26 00 N, 082 03 39 W
“
32 33 45 N, 081 56 00 W
32 40 44 N, 081 54 06 W
“
32 53 30 N, 081 50 37 W
“
32 54 01 N, 081 50 29 W
“
33 31 01 N, 081 50 48 W
(point of origin)
17-12
January 08, 2015
ZJX AT 7110.409J
Section 9 - Sector 74 CHARLESTON (CHS)
1. The Gamecock D MOA is located largely within this sector, and aircraft operating in the
MOA are worked by the Charleston sector.
2. The Charleston sector must coordinate activation/deactivation of Gamecock B and/or D
airspace with the Florence/Summer sectors. The Charleston sector must then advise Myrtle
APCH, Charleston APCH, and Shaw APCH of the activation/deactivation of the MOA(s). The
Florence sector must advise the Columbia sector and Florence APCH of the
activation/deactivation of the MOA(s). The Summer sector must issue radar vectors or
clearance to keep aircraft clear of Gamecock B and/or D, when active, prior to completion of
radar handoff when arriving traffic’s route and descent profile conflict with those MOAs.
3. The Summer sector must ensure that aircraft landing at the Statesville Regional Airport
(SVH) are cleared via FLO..CTF..SVH.
4. The Summer sector must deliver turboprop aircraft that are landing SVH or are filed via the
CTF or NASCR STARs to the Charleston sector at FL240.
5. The Florence sector must coordinate the activation and deactivation of the Hughes Release
Area and notify the Columbia sector on changes to the Hughes Release Area’s status.
32 45 10 N, 80 03 00 W
via direct to
33 00 00 N, 80 18 40 W
via direct to
33 06 10 N, 80 43 50 W
“
33 31 00 N, 80 30 00 W
“
33 46 45 N, 80 14 00 W
“
33 40 30 N, 79 41 00 W
“
34 25 45 N, 79 15 45 W
“
34 26 40 N, 78 45 00 W
“
33 58 57 N, 78 07 08 W
“
33 50 31 N, 78 08 59 W
“
32 20 00 N, 78 36 00 W
“
32 30 30 N, 79 08 50 W
“
32 37 30 N, 79 33 25 W
“
32 42 10 N, 79 45 30 W
“
32 45 10 N, 80 03 00 W
Point of origin.
17-13
January 08, 2015
ZJX AT 7110.409J
CHAPTER 18 - South Area Operations
Section 1 - Sector 57 ST. JOHNS (SJS)
be rerouted to remain clear of the Cedar Key and Ocala sectors.
2. Aircraft operating between the St. Johns sector and the St. Augustine, Brunswick, and Ocala
3. When the Mayport MOA/ATCAA is activated at or below FL230, all aircraft not vertically
separated must be routed via J121, J51, or V1.CRG..OMN.(F.P.R.).
4. North Area to South Area: Aircraft requesting a High TACAN APCH to NIP may be cleared
direct MERFY at or descending to 16,000 feet, with MERFY as the clearance limit, and handed
off to the St. Johns or St. Augustine sector as appropriate. These aircraft will not be required to
transition via the ATAs.
5. The St. Johns sector must deliver SSI, BQK and 09J arrivals to JAX APCH prior to the Jekyl
sector boundary.
30 19 00 N, 81 21 41 W
via direct to
29 00 00 N, 81 14 45W
via direct to
28 55 30 N, 81 13 00 W
“
28 45 25 N, 81 01 05 W
“
28 43 40 N, 80 59 10 W
“
28 40 00 N, 80 59 00 W
“
28 34 00 N, 81 00 00 W
“
28 21 00 N, 81 30 00 W
“
28 18 20 N, 81 36 00 W
“
29 00 00 N, 81 42 30 W
“
29 22 00 N, 81 48 00 W
“
29 55 50 N, 81 58 00 W
“
29 58 00 N, 81 58 30 W
“
30 22 00 N, 81 59 15 W
“
30 19 00 N, 81 46 30 W
“
30 19 00 N, 81 21 41 W
Point of origin.
Plus airspace delegated from ZMA, 17,000 feet to, but not including FL240 as follows:
28 34 00 N, 81 00 00 W
via direct to
28 28 15 N, 80 58 05 W
via direct to
28 23 00 N, 81 24 30 W
“
28 34 00 N, 81 00 00 W
Point of origin.
18-1
ZJX AT 7110.409J
January 08, 2015
Section 2 - Sector 58 ST. AUGUSTINE (SGJ)
1. The States sector must ensure that all aircraft on the BITHO/CWRLD STARs cross the
States/St. Augustine sector boundary at or below FL340 and provide mandatory in-trail spacing
for aircraft destined to the same airport hub/complex. Aircraft inbound to MCO, established on
or east of J79, are released to the St. Augustine sector for descent 10NM north of the States/St.
Augustine sector boundary.
2. The States sector must ensure aircraft landing SFB, ORL, DAB, and DAB satellite airports
be at or below FL300 descending to FL240 at the States/St. Augustine sector boundary. SFB
and ORL traffic may be stopped above and released for descent reference DAB traffic.
3. The Keystone/St. Augustine sectors have control from the Hunter/States sectors for turns to
the west south of MILIE to rejoin J79/J103. Aircraft must not be vectored west of the
OMN359R.
4. The St. Augustine/Keystone sectors have control from the Hunter/States sectors for turns to
the east south of MILIE.
5. The St. Augustine sector has control from the Green Cove sector for turns to the east 10NM
north of CRG on southbound traffic.
6. The States/Hunter sectors may turn aircraft from the Green Cove/Keystone/St. Augustine
sectors to the east, reference any active portions of the Warning Areas.
7. During periods of severe weather, the Rainy Area may be implemented, with coordination
and agreement from both the Green Cove and St. Augustine sectors. Portions of the St.
Augustine sector west of the line at or above FL240 are delegated to the Green Cove sector.
All handoffs and point outs within the Rainy Area airspace must be DIRECTED to the Green
Cove sector during implementation. The South Area FLM/CIC must advise the adjacent sectors
(i.e.: St. Johns, States, Keystone), TMU and the North Area FLM/CIC of the implementation.
The Green Cove sector is responsible for coordination with ZMA.
8. Aircraft operating between the St. Augustine/St. Johns/Jekyl/States/Green Cove sectors
must be cleared northbound at ODD altitudes; southbound at EVEN altitudes.
9. The St. Augustine sector must deliver SSI, BQK and 09J arrivals to JAX APCH prior to the
Jekyl sector boundary.
18-2
January 08, 2015
ZJX AT 7110.409J
10. This sector includes all airspace* from the surface up to, but not including FL350 as follows:
30 19 00 N, 079 45 57 W
via direct to
29 44 00 N, 080 03 55 W
“
29 00 00 N, 080 12 00 W
“
28 54 00 N, 080 44 00 W
“
28 51 31 N, 080 47 39 W
“
28 49 19 N, 080 50 53 W
“
28 43 40 N, 080 59 10 W
“
28 45 25 N, 081 01 05 W
“
28 55 30 N, 081 13 00 W
“
29 00 00 N, 081 14 45 W
“
30 19 00 N, 081 21 41 W
“
30 19 00 N, 080 59 47 W
“
30 19 00 N, 079 45 57 W
(point of origin)
*Excluding that airspace from FL330 up to, but not including FL350 as follows:
29 00 00 N, 081 14 45 W
via direct to
29 00 00 N, 081 05 26 W
“
30 02 00 N, 081 20 11 W
“
29 00 00 N, 081 14 45 W
(point of origin)
*Excluding that airspace delegated to ZMA from FL270 and above as follows:
29 00 00 N, 081 05 26 W
via direct to
28 43 40 N, 080 59 10 W
“
28 45 25 N, 081 01 05 W
“
28 55 30 N, 081 13 00 W
“
29 00 00 N, 081 14 45 W
“
29 00 00 N, 081 05 26 W
(point of origin)
18-3
ZJX AT 7110.409J
January 08, 2015
Section 3 - Sector 67 HUNTER (SVN)
1. Aircraft filed into the Hunter sector from the Green Cove/Keystone sectors:
a. At or below FL350, aircraft must be on a heading to join J51 at or south of VIYAP keeping
the aircraft at least 10 NM west of the centerline of J103, or on a direct route to SAV, west of
J51.
b. At or above FL370 may be given direct routings reference active portions of the Warning
Areas.
EXCEPTION: Leave all CLT landing traffic over SAV.
the west on aircraft south of MILIE to rejoin J103/J79. Aircraft must not be vectored west of the
OMN359R.
4. Traffic at or above FL380, landing in the F11/MLB complex, that conflict with aircraft cleared
DIRECT..SAV or MILIE..CHS, must be handed off to the Keystone sector. The Keystone sector
has control from the Hunter/States sectors to descend the aircraft to FL340 reference any
northbound traffic. The Hunter sector is responsible for pointing out the F11/MLB complex
traffic to the States sector and ensuring that arrival traffic is in trail of overflights at or above
FL340 and all other MCO/MLB landing traffic.
6. Aircraft operating between the Keystone and Hunter sectors must be cleared northbound at
ODD altitudes; southbound at EVEN altitudes.
7. The States/Hunter sectors must route southbound traffic filed over CIGAR via
8. The Knemo sector can be assigned independently to the underlying Metta and Torry
sectors. When advised by the North Area that they are in the “north-south split mode” address
radar handoffs, point outs and VSCS communications to the Metta/Torry sector as appropriate.
Transfer communications on aircraft only to the Metta or Torry sector frequencies as
appropriate.
AR600.
Summer/Georgetown sectors south of CHS
18-4
January 08, 2015
ZJX AT 7110.409J
32 00 00 N, 079 17 38 W
via direct to
30 34 53 N, 079 41 34 W
“
30 34 53 N, 080 57 48 W
“
30 34 00 N, 081 19 00 W
“
30 49 45 N, 081 33 30 W
“
30 49 45 N, 081 33 30 W
“
31 04 20 N, 081 33 00 W
“
31 17 00 N, 081 35 15 W
“
31 29 00 N, 081 30 00 W
“
32 02 00 N, 081 30 00 W
“
32 23 00 N, 081 25 00 W
“
32 47 00 N, 080 52 00 W
“
32 24 09 N, 080 13 56 W
“
32 00 00 N, 079 17 38 W
(point of origin)
18-5
ZJX AT 7110.409J
January 08, 2015
Section 4 - Sector 68 STATES (TBR)
1. The States sector must ensure that all aircraft on the BITHO/CWRLD STARs cross the
States/St. Augustine sector boundary at or below FL340 and provide mandatory in-trail spacing
for aircraft destined to the same airport hub/complex. Aircraft inbound to MCO, established on
or east of J79, are released to the St. Augustine sector for descent 10NM north of the States/St.
Augustine sector boundary.
2. The States sector must ensure aircraft landing SFB, ORL, DAB, and DAB satellite airports
be at or below FL300 descending to FL240 at the States/St. Augustine sector boundary. SFB
and ORL traffic may be stopped above and released for descent reference DAB traffic.
the west south of MILIE to rejoin J79/J103. Aircraft must not be vectored west of the OMN359R.
4. The St. Augustine/Keystone sectors have control from the Hunter/States sectors for turns to
5. Aircraft filed into the States sector from the Green Cove/Keystone sectors:
J51.
b. All aircraft landing CHS/JZI must enter the States sector via SAV.BAGGY STAR,
SAV.DDENA STAR, or SAV..BAGGY..CHS, as appropriate.
6. The States sector must deliver CHS/JZI arrivals to the Allendale sector via SAV.BAGGY
STAR, SAV.DDENA STAR, or SAV..BAGGY..CHS, as appropriate.
sectors to the east, reference any portions of the Warning Areas.
8. SAV landing traffic must be descended to FL240 by the Green Cove sector and handed off
to the Jekyl sector.
9. When F11/MLB complex aircraft are handed off to the Keystone sector, the Hunter sector is
responsible for pointing out F11/MLB complex landing traffic to the States sector if necessary
and ensuring that arrival traffic is in trail of overflights at or above FL340 and all other MCO/MLB
landing traffic.
10. The States sector must ensure that aircraft landing OCF/17FL/GNV cross 20 NM north of
CRG at FL240 and are handed off to the Jekyl sector.
11. The Summer sector must ensure that aircraft landing within the JAX complex cross the
R47/R68 boundary at or below FL300.
12. The Aiken sector must ensure that aircraft landing in the JAX complex cross the R66/R68
sector boundary at or below FL300, except, CLT departures inbound to JAX must cross the
R66/R68 sector boundary at or below FL280.
13. The States sector must ensure that aircraft landing within the JAX complex be cleared as
follows:
14. Aircraft operating between the Green Cove/St. Augustine/States sectors must be cleared
northbound at ODD altitudes; southbound at EVEN altitudes.
18-6
January 08, 2015
ZJX AT 7110.409J
15. The States/Hunter sectors must route southbound traffic filed over CIGAR via
16. Jekyl sector must ensure aircraft departing JAX complex airports, requesting FL240 or
higher and routed over SAV must be routed over or west of SAV unless verbally coordinated
with the States sector.
17. The Jekyl sector must advise the States sector of the activation/deactivation of the Coastal
MOA(s). The States sector must ensure arriving traffics’ routes remain clear of the Coastal
MOA(s), when active.
AR600
appropriate.
32 00 00 N, 079 17 38 W
via direct to
30 34 53 N, 079 41 34 W
“
30 34 53 N, 080 57 48 W
“
30 34 00 N, 081 19 00 W
“
30 49 45 N, 081 33 30 W
“
30 49 45 N, 081 33 30 W
“
31 04 20 N, 081 33 00 W
“
31 17 00 N, 081 35 15 W
“
31 29 00 N, 081 30 00 W
“
32 02 00 N, 081 30 00 W
“
32 23 00 N, 081 25 00 W
“
32 47 00 N, 080 52 00 W
“
32 24 09 N, 080 13 56 W
“
32 00 00 N, 079 17 38 W
(point of origin)
18-7
ZJX AT 7110.409J
January 08, 2015
Section 5 - Sector 75 GREEN COVE (GCS)
1. Aircraft filed into the Alma/Moultrie sectors:
a. At or above FL370 may be cleared direct AMG, DBN, IRQ, or as previously filed.
b. At or below FL350 must be cleared via:
c. CRG.J45.AMG.
d. CRG.J53.IRQ.
e. Appropriate ATL terminal area STAR.
f. Any VQQ Transition from MCO/ORL.
g. Any routing that will keep aircraft on or east of the VQQ transitions from MCO/ORL.
h. The Alma/Moultrie sectors have control from the Green Cove/Keystone sectors for turns
to the west for all aircraft on routings over VQQ.
2. The Alma/Moultrie sectors must deliver traffic landing Melbourne complex at or below
FL340.
3. The Alma sector must ensure that aircraft filed at or below FL340 be routed
CRG..OMN..(F.P.R.).
4. The Alma sector must ensure that aircraft filed into the Green Cove sector landing at SFB,
ORL, and the DAB complex cross 30 NM northwest of CRG at FL240. SFB and ORL traffic
may be stopped above and released for descent reference the DAB traffic.
6. Aircraft filed into the States/Hunter sectors from the Green Cove/Keystone sectors:
J51.
b. All aircraft landing CHS must enter the States sector at or below FL330 with no traffic
below preventing further descent.
7. SAV landing traffic must be descended to FL240 by the Green Cove sector and handed off
to the Jekyl sector.
8. Southbound traffic filed over CIGAR must be routed via CRG.J55.LOULO..KNOST..CIGAR
or CRG.J55.LOULO..KNOST.M215.
9. Aircraft filed through the Keystone/Green Cove sectors landing in the TPA complex must be
routed over JAYJA.LZARD or DADES STAR, as appropriate.
EXCEPTION: Aircraft filed to VNC/SRQ/LAL must be routed GNV.TRAPR STAR/
GNV..LAL..DIRECT, as appropriate, and sequenced with Lake City sector traffic.
10. The St. Augustine sector has control for turns to the east on southbound traffic from the
Green Cove sector 10NM north of CRG.
11. During periods of severe weather, the Rainy Area may be implemented, with coordination
and agreement from both the Green Cove and St. Augustine sectors. Portions of the St.
Augustine sector west of the line at or above FL240 are delegated to the Green Cove sector.
All handoffs and point outs within the Rainy Area airspace must be DIRECTED to the Green
Cove sector during implementation. The South Area FLM/CIC must advise the adjacent sectors
(i.e.: St. Johns, States, Keystone), TMU and the North Area FLM/CIC of the implementation.
The Green Cove sector is responsible for coordination with ZMA.
18-8
January 08, 2015
ZJX AT 7110.409J
12. Aircraft operating between the Green Cove sector and the Alma/Moultrie, States/Hunter,
Lake City/Lawtey and Mayo/Zephyr sectors must be cleared northbound at ODD altitudes;
southbound at EVEN altitudes.
control for turns after the ORL VORTAC to remain south of J20. All aircraft filed north of J20
must be rerouted to remain clear of the Cedar Key and Ocala sectors.
14. This sector includes all airspace from FL240 up to, but not including, FL350 as follows:
30 34 00 N, 81 19 00 W
via direct to
30 24 30 N, 81 22 20 W
via direct to
29 00 00 N, 81 14 45 W
“
29 00 00 N, 81 42 30 W
“
29 31 20 N, 81 50 30 W
“
29 55 50 N, 81 58 00 W
“
30 12 20 N, 82 03 15 W
“
30 28 15 N, 81 56 30 W
“
30 49 45 N, 81 33 30 W
“
30 34 00 N, 81 19 00 W
Point of origin.
Plus the airspace from FL330 up to, but not including, FL350 as follows:
30 02 00 N, 81 20 18 W
via direct to
29 00 00 N, 81 05 26 W
via direct to
29 00 00 N, 81 14 45 W
“
30 02 00 N, 81 20 18 W
Point of origin.
Plus the airspace from FL240 up to, but not including FL270 as follows:
29 00 00 N, 81 14 45 W
via direct to
28 55 30 N, 81 13 00 W
via direct to
28 45 25 N, 81 01 05 W
“
28 43 40 N, 80 59 10 W
“
28 34 00 N, 81 00 00 W
“
28 18 20 N, 81 36 00 W
“
29 00 00 N, 81 42 30 W
Back to point **.
29 00 00 N, 81 14 45 W
Point of origin.
18-9
ZJX AT 7110.409J
January 08, 2015
Section 6 - Sector 76 KEYSTONE (KEY)
1. Aircraft filed into the Alma/Moultrie sectors:
a. Aircraft departing airports in the F11 complex and arriving at airports in the ATL complex
must be capped at FL350.
b. At or above FL370 may be given direct routings via AMG/DBN/IRQ or as previously filed.
c. At or below FL350 must be cleared via:
d. CRG.J45.AMG.
e. CRG.J53.IRQ.
f. Appropriate ATL terminal area STAR.
g. Any VQQ transition from MCO/ORL.
h. Any routing that will keep aircraft on or east of the VQQ transitions from MCO/ORL.
i. The Alma/Moultrie sectors have control from the Green Cove/Keystone sectors for turns
to the west for all aircraft on routings over VQQ.
2. Aircraft filed into the States/Hunter sectors:
J51.
b. At or above FL370 may be given direct routings reference active portions of the Warning
Areas.
EXCEPTION: Leave all CLT landing traffic over SAV.
the west on aircraft south of MILIE to rejoin J103/J79. Aircraft must not be vectored west of the
OMN359R.
5. Traffic at or above FL380, landing in the F11/MLB complex that conflict with aircraft cleared
DIRECT..SAV or MILIE..CHS, must be handed off to the Keystone sector. The Keystone sector
has control to descend the aircraft to FL340 reference any northbound traffic. The Hunter
sector is responsible for pointing out the F11/MLB complex traffic to the States sector if
necessary and ensuring that arrival traffic is in trail of overflights at or above FL340 and all other
MCO/MLB landing traffic.
7. The Moultrie sector must route aircraft landing VRB/F.P.R./SUA filed through Keystone
sector over CRG..OMN.(F.P.R.).
8. Aircraft operating between the Keystone sector and the Alma/Moultrie, States/Hunter, Lake
City/Lawtey, and Mayo/Zephyr sectors must be cleared northbound at ODD altitudes;
southbound at EVEN altitudes.
9. Southbound traffic filed over CIGAR must be routed via CRG.J55.LOULO..KNOST..CIGAR
or CRG.J55.LOULO..KNOST.M215.
18-10
January 08, 2015
ZJX AT 7110.409J
10. Aircraft filed through the Keystone/Green Cove sectors landing in the TPA complex must be
routed over JAYJA.LZARD or DADES STAR, as appropriate.
EXCEPTION: Aircraft filed to VNC/SRQ/LAL must be routed GNV.TRAPR STAR/
GNV..LAL..DIRECT and sequenced with the Lake City sector traffic.
appropriate.
30 34 53 N, 079 41 34 W
via direct to
30 19 00 N, 079 45 57 W
“
29 44 00 N, 080 03 55 W
“
29 00 00 N, 080 12 00 W
“
28 54 00 N, 080 44 00 W
“
28 51 31 N, 080 47 39 W
“
28 49 19 N, 080 50 53 W
“
28 43 40 N, 080 59 10 W
“
29 00 00 N, 081 05 26 W
“
29 00 00 N, 081 14 45 W
“
29 00 00 N, 081 42 30 W
“
29 31 20 N, 081 50 30 W
“
29 55 50 N, 081 58 00 W
“
30 12 20 N, 082 03 15 W
“
30 28 15 N, 081 56 30 W
“
30 49 45 N, 081 33 30 W
“
30 34 00 N, 081 19 00 W
“
30 34 53 N, 080 57 48 W
“
30 34 53 N, 079 41 34 W
(point of origin)
18-11
January 08, 2015
ZJX AT 7110.409J
CHAPTER 19 - West Area Operations
Section 1 - Sector 09 NORTH MOA (NMOA)
1. Procedures for this sector are defined in the TRAWING5/6, and the Pensacola TRACON
LOA. The North MOA Sector Binder also has a list of Tips and Best Practices.
2. This sector includes airspace from the surface up to, but not including FL180. The airspace
along V115 above 10,000 is excluded.
3. Sector boundaries:
31 34 45 N, 86 30 30 W
via direct to
31 08 00 N, 86 35 30 W
via direct to
31 00 00 N, 86 44 00 W
“
31 05 18 N, 82 52 20 W
“
“
30 50 45 N, 87 41 00 W
via ZJX/ZHU
boundary to
29 58 00 N, 88 01 30 W
via ZJX/ZHU
boundary to
30 13 15 N, 88 01 30 W
“
31 25 00 N, 87 18 00 W
via ZJX/ZTL
boundary
31 31 45 N, 86 44 45 W
via ZJX/ZTL
boundary
31 34 45 N, 86 30 30 W
Point of origin
30 53 30 N, 87 00 15 W
ZTL has delegated to ZJX that airspace from the surface up to, but not including, FL240 in the
following coordinates:
31 29 30 N, 86 57 00 W
via direct to
31 25 00 N, 87 18 00 W
“
31 16 50 N, 87 24 00 W
via direct to
Point of origin
19-1
ZJX AT 7110.409J
January 08, 2015
Section 2 - Sector 10 CRESTVIEW (CEW)
1. When W155A is inactive, the Crestview sector delegates SFC-FL230 within the W155A
north of 29 58 00 N latitude to the Nepta sector.
2. Turbojets that departed airports within ZJX airspace, operating AOB-FL230 and landing in
the F11 complex, may be routed CTY..OCF..LEESE/PIGLT-STAR. Other turbojets must be
routed via PIE.MINEE/COSTR.STAR.
3. All turboprops/props operating AOB-FL230 and landing in the F11 complex must be cleared
via CTY..OCF..LEESE-STAR.
4. All SFB arrivals must be cleared via CTY..OCF.V159.LEESE..SFB.
5. Direct PIE is not approved if landing TPA or TPA satellites. Direct TABIR is approved on
these aircraft when W470 is open.
6. This sector includes all airspace except the airspace of the North MOA Sector (09), from the
surface up to, but not including, FL240 as follows:
31 42 25 N, 85 53 30 W
via direct to
31 13 00 N, 85 32 00 W
via direct to
30 44 10 N, 85 40 00 W
“
30 43 20 N, 85 09 45 W
“
30 19 00 N, 84 47 10 W
“
30 01 15 N, 84 31 30 W
“
29 50 41 N, 84 22 12 W
29 43 00 N, 84 35 30 W
“
“
29 42 30 N, 84 20 00 W
29 43 00 N, 84 44 00 W
“
“
29 34 40 N, 84 58 00 W
“
29 32 00 N, 85 00 00 W
“
29 32 00 N, 85 03 00 W
“
29 37 30 N, 85 13 00 W
“
29 48 50 N, 85 34 51 W
“
29 55 30 N, 85 41 22 W
“
29 58 00 N, 85 56 00 W
“
29 58 00 N, 86 00 00 W
“
29 58 00 N, 86 48 00 W
“
29 58 00 N, 88 01 30 W
“
30 13 15 N, 88 01 30 W
“
30 31 00 N, 87 55 00 W
“
30 38 00 N, 87 55 00 W
“
30 41 00 N, 87 48 30 W
“
30 41 30 N, 87 43 00 W
“
30 57 30 N, 87 39 30 W
“
31 16 50 N, 87 24 00 W
“
31 25 00 N, 87 18 00 W
“
31 42 25 N, 85 53 30 W
Point of origin
ZTL has delegated to ZJX that airspace from the surface up to, but not including, FL240 as
follows:
31 29 30 N, 86 57 00 W
via direct to
31 25 00 N, 87 18 00 W
“
31 16 50 N, 87 24 00 W
via direct to
Point of origin
19-2
January 08, 2015
ZJX AT 7110.409J
Section 3 - Sector 11 BREWTON (BTN)
1. The Brewton Sector must ensure traffic landing JAX, NIP, NRB, VQQ, FHB, CRG, and SGJ,
on J2 and south, cross the Brewton/Seminole boundary at or below FL330.
SRQ, must be routed over SZW.
heading to join the DARBS/FOOXX arrival outside of TABIR. SRQ/VNC arrival aircraft may be
cleared direct WALTR/TEEGN.
may be cleared direct PIE. If W470 is hot, MINEE/COSTR arrival aircraft may be cleared direct
HEVVN.
6. When the Carrabelle Area is active, aircraft routed via DEFUN.Q104/Q112.HEVVN may be
31 42 25 N, 85 53 30 W
via direct to
31 13 00 N, 85 32 00 W
via direct to
30 43 20 N, 85 09 45 W
“
30 26 49 N, 84 54 28 W
“
30 01 15 N, 84 31 30 W
“
29 51 00 N, 84 24 30 W
“
29 42 30 N, 84 20 00 W
“
29 43 00 N, 84 40 00 W
“
29 32 40 N, 84 58 00 W
“
29 32 00 N, 85 03 00 W
“
29 37 30 N, 85 13 00 W
“
29 37 00 N, 85 23 30 W
“
29 53 30 N, 85 30 00 W
“
29 58 00 N, 85 56 00 W
“
29 58 00 N, 88 01 30 W
via ZJX/ZHU
boundary to
30 14 00 N, 88 01 30 W
“
30 31 00 N, 87 55 00 W
via direct to
30 38 00 N, 87 55 00 W
“
30 41 00 N, 87 48 30 W
“
30 41 30 N, 87 43 00 W
via ZJX/ZHU
boundary to
30 57 30 N, 87 39 30 W
“
31 16 50 N, 87 24 00 W
via direct to
31 29 30 N, 86 57 00 W
via ZJX/ZTL
boundary to
31 42 25 N, 85 53 30 W
Point of origin
19-3
ZJX AT 7110.409J
January 08, 2015
Section 4 - Sector 12 ALBANY (ABY)
1. Turboprops departing Albany (ABY) Airport may be cleared over Macon (MCN).
2. At Albany, GA, vectoring is authorized above 800 feet MSL provided that the criteria
concerning vectors below minimum altitudes specified in FAAO 7110.65 are met.
3. Three nautical mile separation standards are authorized only when Ashburn LRR beacon
system is operational, below FL180 as follows:
31 22 00 N, 83 52 00 W
Via direct to
32 05 40 N, 83 52 00 W
Via direct to
31 58 30 N, 84 27 00 W
“
31 55 00 N, 84 29 30 W
“
31 27 30 N, 84 29 30 W
“
31 21 00 N, 84 26 00 W
Point of origin
4. The Baxly sector must authorize aerial refueling along AR-627 when VLD RAPCON is
closed. The Ashburn sector must release the Cordele airspace to the Baxly sector when
needed for AR-627. The Baxly sector shall control aircraft operating in AR627.
5. Controllers must provide IFR separation to VFR aircraft requesting a clearance for practice
instrument approaches at ABY. Except for heavy aircraft, 500 feet vertical separation may be
applied between VFR and IFR aircraft. These aircraft are not authorized to execute the missed
approach procedure unless specifically requested by the pilot and approved by the controller. If
an altitude is assigned, including at or above/below altitudes, the altitude specified must meet
MVA, MSA, or minimum IFR altitude criteria. All VFR aircraft must be instructed to maintain VFR
on initial contact or as soon as possible thereafter. (See Albany, GA, Letter to Airmen.)
6. Southwest Georgia Regional Airport (ABY) has Automatic Terminal Information Service
(ATIS). Make sure aircraft landing ABY have the current ATIS information.
7. Aircraft departing ABY that will be cleared from the 045-degree bearing clockwise to the
135-degree bearing from the airport must be assigned at least 2300 feet.
8. When notified by TMU that EDCT programs are in effect, EDCTs and revised EDCTs must
be passed to ABY Tower as part of information on proposed flight plans.
9. This sector includes all airspace from the surface up to, and including 10,000 feet as follows:
32 07 00 N, 83 33 30 W
via direct to
30 36 45 N, 83 34 00 W
via direct to
30 37 00 N, 83 44 00 W
“
31 41 45 N, 83 56 00 W
“
31 07 10 N, 84 08 00 W
“
31 04 30 N, 84 41 53 W
“
31 04 00 N, 84 48 00 W
“
31 18 00 N, 84 45 30 W
“
31 48 30 N, 84 57 45 W
“
31 51 30 N, 85 05 25 W
“
32 07 00 N, 83 33 30 W
Point of origin
32 05 30 N, 83 48 00 W
19-4
January 08, 2015
ZJX AT 7110.409J
Section 5 - Sector 13 ASHBURN (ASH)
closed. The Ashburn sector must release the Cordele airspace to the Baxly sector when
2. When Valdosta RAPCON is closed, the Waycross sector must assume that portion of the
delegated airspace from the line 303645/833400 to 314530/833400 and east. The Ashburn
sector must assume that portion of the delegated airspace west of the above-noted line.
3. When Valdosta RAPCON is closed, the HADDE Area is delegated to the Waycross sector
4. The Ashburn sector must be responsible for notifying ZTL of the activation or deactivation of
Moody 3 and/or Cordele areas at or below FL230.
5. Three nautical mile separation standards are authorized only when Ashburn LRR beacon
system is operational, below FL180 and within the area defined as follows:
31 22 00 N, 83 52 00 W Via direct to
32 05 40 N, 83 52 00 W
via direct to
31 58 30 N, 84 27 00 W “
31 55 00 N, 84 29 30 W
“
31 27 30 N, 84 29 30 W “
31 21 00 N, 84 26 00 W
Point of origin
6. This sector includes all airspace above 10,000 feet to but not including FL240 as follows:
32 07 00 N, 83 33 30 W
via direct to
31 43 40 N, 83 34 00 W
via direct to
30 36 45 N, 83 34 00 W
“
30 37 00 N, 83 44 00 W
“
30 38 35 N, 84 02 15 W
“
30 19 00 N, 84 47 00 W
“
30 43 20 N, 85 09 45 W
“
30 44 10 N, 85 40 00 W
“
31 13 00 N, 85 32 00 W
“
31 42 25 N, 85 53 30 W
via ZJX/ZTL
boundary to
32 05 30 N, 83 48 00 W
“
32 07 00 N, 83 33 30 W
Point of origin
*Excluding that airspace from the surface up to, and including 10,000 feet delegated to ABY as
follows:
32 07 00 N, 83 33 30 W via direct to
31 43 40 N, 83 34 00 W
via direct to
31 21 45 N, 83 45 00 W “
31 11 10 N, 83 59 38 W
“
31 08 15 N, 83 58 00 W “
31 04 00 N, 84 48 00 W
“
31 18 00 N, 84 45 30 W “
31 48 30 N, 84 57 45 W
“
31 51 30 N, 85 05 25 W “
32 05 30 N, 83 48 00 W
“
32 07 00 N, 83 33 30 W Point of origin
19-5
ZJX AT 7110.409J
January 08, 2015
Section 6 - Sector 28 TALLAHASSEE (TLH)
1. Turbojets that departed airports within ZJX airspace, operating AOB-FL230 and landing in
the F11 complex may be routed CTY..OCF..LEESE/PIGLT-STAR. Turbojets must cross CTY at
or below FL190. Other turbojets must be routed via PIE.MINEE/COSTR.STAR.
2. All turboprops/props landing in the F11 complex must be cleared via CTY..OCF..LEESESTAR and cross CTY at or below 17,000 feet. Like-type aircraft between 11,000 feet and FL190
must have at least mandatory in-trail spacing (RALT).
3. All SFB arrivals must be routed via CTY.V159.LEESE..SFB and cross CTY AOB FL190.
4. Aircraft landing at the F11 complex routed from over CTY southeast bound must be
released to the Cedar Key sector for descent to 11,000 feet, after the CTY VORTAC and within
the confines of the Tallahassee sector.
5. Aircraft overflying PIE at or below 12,000 feet, between 0700LCL and 2300LCL, must be
routed V7.LAL.V521.RSW.(F.P.R.).
6. Aircraft filed over OCF or SZW, between 1300Z and 0300Z, must be routed as follows:
a. Destination MIA/TMB/X51
b. AOB 110 must be routed LAL.V157.LBV.V529.WORPP.V35.CURVE..DIRECT.
c. AOA 130 must be routed via SSCOT STAR or PIE.CYY STAR as appropriate.
d. Destination FLL/FXE/OPF
e. AOB 110 must be routed CTY.V7.LAL.V511.NEWER..DIRECT.
f. AOA 130 must be routed via JINGL STAR or PIE.FORTL STAR as appropriate.
7. Aircraft operating between the Tallahassee and Taylor sectors must be cleared northbound
at an EVEN altitude; southbound at an ODD altitude. Jacksonville APCH complex arrivals are
not included.
8. Props/turboprops landing in the LAL area (LAL, BOW, GIF, ZPH, X41) must be routed via
CTY..LAL..DIRECT and cross CTY at or below FL210.
9. The Tallahassee sector has control for descent on TLH arrival traffic from the Darbs sector
at the (Surface-100) Tallahassee/Darbs sector southern boundary.
10. Following notification by Taylor sector of a change to the status of Live Oak MOA notify the
West Area FLMIC, who advises other affected West Area sectors.
19-6
January 08, 2015
ZJX AT 7110.409J
30 36 45 N, 83 34 00 W
via direct to
30 23 30 N, 83 33 30 W
via direct to
29 48 00 N, 83 06 00 W
“
29 48 00 N, 82 54 00 W
“
29 28 00 N, 82 54 00 W
“
29 19 00 N, 83 45 00 W
“
29 16 00 N, 84 03 30 W
“
29 42 30 N, 84 20 00 W
“
29 50 41 N, 84 22 12 W
“
30 01 15 N, 84 31 30 W
“
30 19 00 N, 84 47 00 W
“
30 38 35 N, 84 02 15 W
“
30 37 00 N, 83 44 00 W
“
30 36 45 N, 83 34 00 W
Point of origin
Including that airspace from the surface up to, but not including, 11,000 as follows:
29 28 00 N, 82 54 00 W
via direct to
29 12 15 N, 82 52 45 W
via direct to
29 16 00 N, 84 03 30 W
“
29 19 00 N, 83 45 00 W
“
29 28 00 N, 82 54 00 W
Point of origin
19-7
ZJX AT 7110.409J
January 08, 2015
Section 7 - Sector 29 WAYCROSS (AYS).
1. Aircraft operating between the Taylor sector and the Waycross sector must be cleared
northbound at EVEN altitudes; southbound at ODD altitudes.
2. Aircraft operating between the Waycross/Baxly and Brunswick/Jekyl sectors, west of the
eastern edge of V267, must be cleared northbound at ODD altitudes; southbound at EVEN
altitudes.
3. Aircraft landing JES must be at or descending to 3,000 feet unless otherwise coordinated by
the Brunswick/Jekyl sector.
4. Aircraft landing BQK/SSI/09J must be descending to 5,000 feet unless otherwise
coordinated by Brunswick/Jekyl sector.
5. The Waycross sector must be responsible for clearing IFR arriving aircraft for the approach
to Homerville. Prior to clearing an aircraft for this approach, coordination must be effected with
Valdosta RAPCON. Aircraft executing the approach to Homerville should be transferred to
Valdosta RAPCON after the aircraft commences the approach. The Waycross sector should
protect the missed approach altitude (2300 MSL) at ARIAL Intersection until the aircraft lands or
cancels IFR. Valdosta RAPCON is responsible for obtaining the arrival time.
6. When Valdosta RAPCON is closed, the Waycross sector must assume that portion of the
delegated airspace from 303645/833400 to 313530/833400 and east; the Ashburn sector must
assume that portion of the delegated airspace west of the above-noted line.
7. When Valdosta RAPCON is closed, the HADDE Area is delegated to the Waycross sector
closed. The ASHBURN sector must release the Cordele airspace to the BAXLY sector when
needed for AR-627. The Baxly sector shall control aircraft operating in AR627.” Subsequent
paragraphs have been renumbered.
9. This sector includes all airspace from the surface up to, and including 10,000 feet as follows:
32 17 30 N, 82 12 00 W via direct to
32 01 30 N, 82 00 00 W
via direct to
31 24 00 N, 82 00 00 W “
31 15 00 N, 81 56 00 W
“
31 00 00 N, 81 44 00 W “
31 00 00 N, 82 11 00 W
“
30 43 30 N, 82 23 00 W “
30 47 35 N, 82 38 00 W
“
30 34 30 N, 82 38 00 W “
30 36 45 N, 83 34 00 W
“
31 43 40 N, 83 34 00 W “
32 07 00 N, 83 33 30 W
via ZJX/ZTL
boundary to
32 07 30 N, 83 29 45 W “
32 26 50 N, 82 38 45 W
via direct to
Including that airspace at 7,000 feet and below as follows:
30 34 45 N, 83 02 30 W via direct to
30 24 25 N, 83 03 10 W
via direct to
30 23 30 N, 83 33 30 W “
30 36 45 N, 83 34 00 W
“
19-8
January 08, 2015
ZJX AT 7110.409J
Section 8 - Sector 30 NEPTA (NEP)
1. When W155A is inactive, the Crestview sector delegates SFC-FL230 within W155A north of
29o 58' 00" north latitude to the Nepta sector.
2. The Darbs sector has control for descent from the Nepta sector to 11,000 feet on aircraft
inbound to the TPA complex 20 miles prior to crossing the common sector boundary.
heading to join the DARBS/FOOXX STAR, as appropriate, outside of TABIR and the Nepta
below FL270.
may be cleared direct PIE and the Nepta sector must handoff to the Mayo or Darbs sector at
5. Direct PIE cannot be approved for aircraft landing in the TPA complex.
6. Radar coverage is expected at or above FL180 south of Q102 between ZHU/ZMA Oceanic
and ZJX Offshore airspace.
7. This sector includes all airspace from the surface and above as follows:
29 42 30 N, 84 20 00 W via direct to
29 16 00 N, 84 03 30 W
via direct to
29 01 30 N, 83 54 00 W “
28 45 10 N, 83 44 10 W
“
28 33 00 N, 84 01 00 W “
28 10 00 N, 84 30 00 W
“
28 03 46 N, 84 36 57 W “
28 02 00 N, 84 57 00 W
“
27 30 00 N, 85 15 00 W “
27 00 00N, 86 00 00 W
“
27 30 00 N, 87 40 56 W “
28 08 30 N, 88 00 00 W
“
29 58 00 N, 88 01 30 W “
29 58 00 N, 85 56 00 W
“
29 53 30 N, 85 30 00 W “
29 37 00 N, 85 23 30 W
“
29 37 30 N, 85 13 00 W “
29 32 00 N, 85 03 00 W
“
29 32 00 N, 85 00 00 W “
29 32 40 N, 84 58 00 W
“
29 43 00 N, 84 40 00 W “
29 42 30 N, 84 20 00 W
Point of origin
19-9
ZJX AT 7110.409J
January 08, 2015
Section 9 - Sector 79 BAXLY (BAX)
1. Aircraft operating between the Waycross/Baxly and Brunswick/Jekyl sectors, west of the
eastern edge of V267, must be cleared northbound at ODD altitudes; southbound at EVEN
altitudes.
2. Aircraft landing JES must be at or descending to 3,000 feet unless otherwise coordinated by
the Brunswick/Jekyl sectors.
3. Aircraft landing BQK/SSI/09J must be descending to 5,000 feet unless otherwise
coordinated by the Brunswick/Jekyl sectors.
4. The Alma sector must ensure OHDEA STAR traffic cross ILTAC at FL240. The Alma sector
must ensure FHB, SGJ, and AMG STAR traffic cross AMG at FL240. These aircraft are
released for turns to the south to the Baxley sector upon leaving FL250.
5. When Valdosta RAPCON is closed, the Baxly sector must assume that portion of the
delegated airspace from 303645/833400 to 313530/833400 and east; the Ashburn sector must
assume that portion of the delegated airspace west of the above noted line.
closed.
closed. The ASHBURN sector must release the Cordele airspace to the BAXLY sector when
8. This sector includes all airspace above 10,000 feet to but not including FL240 as follows:
32 17 30 N, 82 12 00 W via direct to
32 01 30 N, 82 00 00 W
via direct to
31 24 00 N. 82 00 00 W “
31 15 00 N, 81 56 00 W
“
31 00 00 N, 81 44 00 W “
30 48 00 N, 81 42 00 W
“
30 36 15 N, 81 55 00 W “
30 47 35 N, 82 38 00 W
“
30 34 30 N, 82 38 00 W “
30 36 45 N, 83 34 00 W
“
31 43 40 N, 83 34 00 W “
32 07 00 N, 83 33 30 W
via ZJX/ZTL
boundary to
32 07 30 N, 83 29 45 W “
32 26 50 N, 82 38 45 W
via direct to
19-10
January 08, 2015
ZJX AT 7110.409J
CHAPTER 20 - Appendices
Appendix 1 – Data Block Identifiers
DATA BLOCK SINGLE SYMBOL DESTINATION IDENTIFIER
A
ATL KATL
B
GSO KGSO INT KINT
C
CHS KCHS JZI KJZI MKS KMKS SMV KSMV
D
ISM KISM MCO KMCO TIX KTIX
E
EWR KEWR
F
FLL KFLL FXE KFXE
G
FMY KFMY RSW KRSW
H
IAH KIAH
I
-NONE ASSIGNED-
J
CRG KCRG FHB KFHB JAX KJAX NIP KNIP NRB KNRB SGJ KSGJ VQQ KVQQ
01J 23J 4J6
K
JFK KJFK
L
CDW KCDW LDJ KLDJ LGA KLGA MMU KMMU
M
MIA KMIA TMB KTMB
N
DCA KDCA
O
ORD KORD
P
BCT KBCT PBI KPBI PHL KPHL
Q
SRQ KSRQ VNC KVNC
R
HNZ KHNZ IGX KIGX RDU KRDU TDF KTDF
S
DAB KDAB DED KDED EVB KEVB LEE KLEE OMN KOMN ORL KORL SFB KSFB
XFL KXFL 7FL6
T
CLW KCLW MCF KMCF PIE KPIE RRF KRRF SPG KSPG TPA KTPA TPF KTPF
X39
U
AKH KAKH CLT KCLT DCM KDCM EHO KEHO IPJ KIPJ JQF KJQF LKR KLKR
NC05 NC18 NC35 RUQ KRUQ UZA KUZA VUJ KVUJ 14A 28A 8A6
V
DTS KDTS EGI KEGI HRT KHRT VPS KVPS
W
IAD KIAD
X
DFW KDFW
Y
COF KCOF COI KCOI MLB KMLB
Z
APF KAPF MKY KMKY
Appendix 1-1
January 08, 2015
ZJX AT 7110.409J
Appendix 2 – ZJX FORM 4770-30
MISSIONS POSITION DAILY LOG
ZJX FORM 4770-30
Appendix 2-1
INITIALS
NOTIFIED
GI
REQUES T OR ACTIVITY
LOG
TIME
ERA
M
DATE: ____ / ____ / ____
REVISED 12/14
.
January 08, 2015
ZJX AT 7110.409J
SUSPECT/LAW ENFORCEMENT
ALERT AIRCRAFT MOVEMENT DATA
SUSPECT AIRCRAFT INFORMATION
DTG: ____________________ [ ] LOOKOUT
[ ] STOLEN
CALL SIGN: ______________ A/C TYPE: _________ SPEED: __________
INITIAL SECTOR: _________
DIRECTION/ROUTE OF FLIGHT: __________________________________________
(IF FLIGHT PLAN IN COMPUTER ATTACH STRIP)
OTHER PERTINENT INFORMATION: _______________________________________
______________________________________________________________________
SUSPECT NOTIFICATION
(DAICC FOR CODE 1236 AND EPIC FOR ALL ELSE)
NAME
TIME
WATCH MANAGER:
____________________
FRONT-LINE MANAGER: ____________________
EPIC: (915) 564-2200
____________________
DAICC: (909) 656-8050 ____________________
______________
______________
______________
______________
LAW ENFORCEMENT AIRCRAFT INFORMATION
CALL SIGN(S): ____________ LOCATION: ___________ INITIAL SECTOR: _______
ROUTE OF FLIGHT: _____________________________________________________
(IF FLIGHT PLAN IN COMPUTER ATTACH STRIP)
SPECIAL REQUEST/OTHER PERTINENT INFORMATION: ______________________
______________________________________________________________________
REQUEST FOR DISCRETE FREQUENCY:
[ ] YES ____________ [ ] NO
ZJX Form 4770-83 (5/03) Supersedes previous edition
Appendix 3-1
ZJX AT 7110.409J
January 08, 2015
CHRONOLOGY OF EVENTS
TIME: _____________
EVENT: ______________________________________________________________
INITIALS: __________
ZJX Form 4770-83 (5/03) Supersedes previous edition
Appendix 3-2
January 08, 2015
ZJX AT 7110.409J
ZJX WEATHER ADVISORY NOTIFICATIONS FOR MID SHIFT
DATE:_____________
HAZ. WX INT.
NUMBER
GI
HAND CAE
CHS
DAB
OUT
ZJX Form 4770-87 (04/03) Supersedes Previous Edition
Appendix 4-1
JAX
MCO
REMARKS
January 08, 2015
ZJX AT 7110.409J
AMIS UNKNOWN / INTERCEPT LOG
AMIC___
ZJX-505____
ZJX-520____ (File 7600)
AIR DEFENSE DIV.__________________ DATE: ____________ REPORT NO._________
A. Unknown:
1. Time: ________ UTC Coordinates: __________________ Code: ________ Alt: ______
Speed: _______ Track: _________ Possible Identification: __________________________
Remarks:
____________________________________________________________________________
____________________________________________________________________________
2. Identified as: ____________ Type: __________ Code: _______ Time: _______ UTC
Location: ______________________________
Identified by: (circle appropriate) Late Flt. Plan, Revision, Progress Report, Another Facility (ID)
or other (specify) ________________________________________________
3. Reason Unknown: (circle appropriate) Late Flt. Plan, Late Dept. Message, No Dept.
Message, Error in Flt Plan, Late Progress Report, Pilot Error, other
(specify)_____________________________________________________________________
____________________________________________________________________________
4. No flight plan received by AMIS (explain): ________________________________________
____________________________________________________________________________
B. Intercept Location: _________________________ Code: ________ Time: ________ UTC
The following information must be given to the NORAD Air Defense Facility when AMIS is
forwarded late, there is erroneous aircraft movement information, or there is an apparent
violation of ADIZ requirements.
Activation point: ______________________________ Time: __________UTC
Time flight plan transmitted: __________UTC
Revision point: _____________ Time: _________UTC Time transmitted: _________ UTC
Time progress received by AMIS: ________UTC Time transmitted: _________ UTC
Flight plan: ________________________________________________________________
Additional remarks by ZJX Mission Coordinator on back.
(ATTACH ORIGINAL AMIS STRIPS AND CONTROL STRIPS)
_______________________________
Pilot Deviation Filed?
(ZJX MISSION COORDINATOR)
(circle)
_______________________________
YES NO
(HUNTRESS CONTROLLER IDENT.)
_______________________________
(ZJX WMIC)
Appendix 5-1
ZJX AT 7110.409J
January 08, 2015
ZJX MISSION COORDINATOR REMARKS:
______________________________________________________________________
______________________________________________________________________
______________________________________________________________________
______________________________________________________________________
______________________________________________________________________
______________________________________________________________________
______________________________________________________________________
______________________________________________________________________
______________________________________________________________________
______________________________________________________________________
______________________________________________________________________
______________________________________________________________________
INSTRUCTIONS:
2. Part A of this form must be used by the Mission Coordinator to record information provided
by Eastern Air Defense (EAD) sector when:
• Huntress reports an unknown radar track and
• The aircraft is identified before intercept.
3. Part B of this form must be used when an unknown radar track was intercepted to identify
the aircraft.
4. The Mission Coordinator must attach flight progress strips, flight plans, and other available
data on the aircraft reported unknown.
5. When the form has been completed and signed, it must be forwarded to the Quality Control
office for review, then to ZJX-520 for filing.
Ref: FAAH 7610.4M
Appendix 5-2
January 08, 2015
ZJX AT 7110.409J
Appendix 6 – NAS/DARC (EBUS) TRANSITION
CHECKLIST
WMIC/STMC NAS/DARC (EBUS) TRANSITION CHECKLIST
_____ Meet with the SOC at the SOC position and determine course of action (i.e., system
already recovered, rescue, cold start, keep in mind cold start is last resort).
_____ If a cold start or reversion to a previous HOST system is necessary, ensure all areas
are stable on DARC (EBUS) prior to releasing HOST.
_____ Advise the STMCIC, FLMICs, TMU, FDCU, ASO-CCC, adjacent centers, approach
controls.
_____ Ensure the ATCSCC is advised of HOST status and of any TM restrictions that may be
necessary to cope with the situation.
_____ The EDARC (EBUS) computer located at the SOC desk is the only way to activate or
inactivate sectors during DARC (EBUS)-only operations. Run a list to see current control room
configuration. Open or close sector at the SOC computer terminal. DS (sector #) ONS.
DS(sector #) OFF.
_____ Do not allow the SOC to re-establish the DARC (EBUS) interface until all controllers
are no longer on DARC (EBUS).
_____ The URET interface will not be severed except in the event of a cold start or reversion
to previous system. Do not allow the SOC to reestablish the URET interface until, a) all flight
plans are reentered, and b) no controllers are relying on information on the “frozen” screens.
_____ During DARC (EBUS) operations the WMIC must validate altimeter settings hourly.
RETURN TO NAS
_____ If recovering from a cold start or system reversion, all flight plans must be re-entered
into HOST (without using URET). The interface with URET needs to remain broken until all flight
plans are entered. Ask the SOC when you can start this. It should be started prior to the new
system being certified by the SOC.
_____ Have SOC re-establish the URET interface, if broken, only after, a) all flight plans are
reentered, and b) no controllers are relying on information on the “frozen” screens.
_____ The WMIC must coordinate with the SOC that all sectors can return to NAS. Brief all
FLMICs, TMU, FDCU, and all adjacent centers of the planned time for transitioning to NAS
operations.
_____ Have flight data reconfigure approach controls as necessary.
_____ AFTER all sectors are very stable on NAS, have SOC re-establish the DARC (EBUS)
interface. This will wipe out any DARC (EBUS) tracks not in NAS.
_____ Ensure that we GI all underlying facilities of the return to normal operations.
_____ The STMC must advise the ATCSCC of the return to normal operations.
_____ Ensure all appropriate -4 log entries are complete including downtime, NAS status,
notifications, return to service time, etc. Prepare and submit INATS report.
_____ WMIC advise Flight Data to resume hourly validation of altimeter setting
Appendix 6-1
ZJX AT 7110.409J
January 08, 2015
FLMIC NAS/DARC (EBUS) TRANSITION CHECKLIST
_____ The WMIC is the single point of AT contact responsible for NAS transition decisions.
_____ When directed by WMIC have controllers go to DARC (EBUS).
_____ Recall necessary personnel to control room.
_____ To open or close sectors contact the WMIC.
_____ Replace strip bays if necessary.
_____ Ensure controllers have pens/pads and dial codes for adjacent facilities if on
DARC/DARC (EBUS/EBUS).
_____ Ensure chime and speaker volumes are up at all positions.
_____ Have A-sides stuff blank strips for copying flight plans if on DARC/DARC
(EBUS/EBUS). Remind Radar Associates to use dial lines to pass flight plans so shout lines are
available for handoffs.
_____ Check area to ensure all limited data blocks are accounted for.
_____ Remember during periods of DARC (EBUS) only TMU will not receive information on
sector volume (red alerts), therefore close attention to staffing needs and possible TM initiatives
to handle manual coordination is required by the FLMIC/CIC.
_____ It is a good operating practice to have the flight list displayed during DARC (EBUS)
only operations. If the flight list is full it can cause the controller not to be able to start a track
when necessary. When flights exit ZJX airspace the flight plan should be removed not just the
data block dropped. DARC (EBUS) operates on beacon codes and that code will not be
available to DARC (EBUS) until the FP is removed.
RETURN TO NAS
_____ When directed by the WMIC, have controllers re-enter FPs into HOST after a cold start
or reversion to previous system. Check to see if FPs are already in HOST before entering.
_____ Do not transition back to NAS until directed to do so by the WMIC.
_____ Split sectors as necessary in NAS. After a cold start sectors will likely be on midnight
configuration.
_____ Ensure all underlying facilities are advised of the return to normal status.
_____ Check area to ensure all limited data blocks are accounted for.
_____ Pick up and bundle strips that would be part of the automated count. After returning to
NAS do a manual traffic count.
_____ Give manual traffic count to TMU to be input in computer.
Appendix 6-2
January 08, 2015
ZJX AT 7110.409J
SECTOR NAS TRANSITION CHECKLIST
_____ Transition to DARC (EBUS) when directed to by the FLMIC.
_____ Correlate targets and flight progress strips.
_____ Check filter keys.
_____
_____
_____
Look for and initiate any missing full data blocks.
Verify and correct data blocks as necessary.
Enter assigned altitudes.
_____ Reinitiate handoffs/point outs.
_____ Assign beacon codes for flights beginning in your sector or for flights with the same
code that have entered your sector from another facility.
_____ Enter data into the flight list (BCN code button).
_____ DARC (EBUS) only, write out flight progress strips by hand.
RETURN TO NAS
_____ Enter flight plans into HOST computer (URET/HOST connection may still be severed)
when directed by FLMIC/WMIC. Use HOST format FP entry. When entering FPs enter
assigned beacon code in field 4.
_____ Select the appropriate filter keys if necessary.
_____ Correlate strips/URET to aircraft, ensuring that all traffic is accounted for and tagged
up.
_____ Start tracks and initiate handoffs and point outs as appropriate.
_____ Update any FDP/RDP as necessary.
_____ Advise affected facilities when transition is complete.
_____ Sign on positions.
_____ Do manual traffic count for period of DARC (EBUS) only operation
Appendix 6-3
January 08, 2015
ZJX AT 7110.409J
Appendix 7 – URET/IFA OUTAGE CHECKLIST
WMIC/STMC URET OUTAGE CHECKLIST
_____ Immediately resume the printing of all strips by entering the following HOST command:
READ OCI1 STRIPON <enter> c (to confirm the read command) <enter>
_____ Ensure Area Front-Line Managers are informed about the time the planned outage is to
occur and how long the planned outage is expected to last.
_____ Advise the FLMs of the need to “save” ACL data, based on the length of time the
outage will last.
_____ Inform affected facilities concerning the outage including the Systems Command
Center if appropriate.
_____ Direct TECH OPS to sever Inter Facility Automation, IFA, with affected facilities for
planned outages.
_____ Collect reports from the control floor and TMU when ready to convert to a flight
progress strip operation.
_____ Inform TECH OPS of AT readiness for the planned outage.
URET RETURN
_____ Notify Area FLMIC/CICs that the facility is preparing to return to URET operation and
when to enter flight data into HOST if needed.
_____ Direct TMU to enter appropriate messages to ensure that the SAAs adapted as on, are
turned “off” in accordance with Waiver 04-E-04 (attached).
_____ Collect information from the Areas and TMU concerning readiness to return to a URET
environment.
_____ When the Areas and TMU are ready to return to a URET environment, notify TECH
OPS and coordinate a time for return and if necessary a time to enable ICPS.
_____ Notify affected facilities.
_____ Notify the Systems Command Center if appropriate.
_____ Direct TECH OPS to enable IFA.
_____ After determining that URET is stable and it is appropriate to resume strip reduction
use the following HOST commands:
READ OCI1 STRIPOFF <enter> c (to confirm the read command) <enter>
Appendix 7-1
ZJX AT 7110.409J
January 08, 2015
FLMIC URET OUTAGE CHECKLIST
_____ Ensure that controllers know when the planned outage is to occur.
_____ Ensure that the necessary resources are available to the controller in order to convert
to a flight progress strip operation, i.e., strip bays, pens/pencils, strips/strip holders, scratch
paper.
_____ Report readiness for the outage to the Operations Manager.
URET RETURN
_____ Notify controllers that the facility is returning to a URET environment, and if necessary
direct controllers to enter flight plan data into HOST.
_____ When informed by the controllers that they are ready to operate with URET, inform the
Operations Manager.
SECTOR URET OUTAGE CHECKLIST
_____ When notified by the Area FLMIC/CIC prepare to convert to a flight progress strip
operation.
_____ Mount strip bays if required.
_____ Perform “keep” or highlighting entries for required aircraft in the ACL.
_____ Strip request/Write/copy strips from the Aircraft List, ACL.
_____ Record information from the ACL that will not transfer to HOST on strips or scratch
paper. This may include, scratch-pad info, holding, IAFDOF, UTM notification and point-out
information.
_____ Report readiness to the Area FLMIC.
URET RETURN
_____ Enter in HOST all required flight plan data as directed by the FLMIC.
_____ Notify Area FLMs when ready to return to a URET operation.
Appendix 7-2
January 08, 2015
ZJX AT 7110.409J
WMIC/STMC IFA OUTAGE CHECKLIST
_____ Ensure Area Front-Line Managers are informed about the time the planned outage is to
occur and how long the planned outage is expected to last.
_____ Direct TMU to turn “on” restrictions that are in an “off” status, according to existing
letter/s of agreement.
NOTE: SAAs remain in accordance with Waiver 04-E-04 also attached.
_____ Inform affected facilities concerning the outage including the Systems Command
Center if appropriate.
_____ Inform Tech Ops of AT readiness for the planned outage.
_____ If URET is restarted, during the IFA Outage, direct TMU to turn “on” restrictions that are
in an “off” status, according to existing letter/s of agreement.
IFA RETURN
_____ Direct TMU to turn “off” restrictions in accordance with existing letter/s of agreement.
NOTE: SAAs remain in accordance with Waiver 04-E-04 also attached.
_____ When the Areas and TMU are ready to return to IFA, notify TECH OPS.
_____ Notify affected facilities.
_____ Notify the Systems Command Center if appropriate.
_____ Direct TECH OPS to enable IFA.
FLMIC IFA OUTAGE CHECKLIST
_____ Ensure that controllers know when the planned outage is to occur.
IFA RETURN
_____ Ensure that controllers know when IFA is enabled.
Appendix 7-3
January 08, 2015
ZJX AT 7110.409J
Appendix 8– VTABS Transition Checklist
VTABS TRANSTION CHECKLIST
WHEN VSCS FAILURE OCCURS:
_____
OMIC makes determination to go to VTABS after coordination with the SOC.
_____ OMIC advises area FLMICs, TMU, CWSU, missions, and flight data that the control
room is using VTABS.
_____ Area FLMIC/CIC advises controllers to go to VTABS configuration, checks call
forwarding correct and A/G deselected at unmanned positions.
_____ Radar controller plugs in D position DJM (must be the A/G DJM for operation in split
mode if D-controller also assigned to sector).
_____ Controllers select/deselect A/G frequencies and reinitiate G/G calls to restore
communications.
_____
Remain in VTABS operation until instructed to return to VSCS operation by the OMIC.
_____ Once instructed, controllers should plug into the normal DJM and verify A/G and G/G
setup. Resume normal ops.
Note: Calls made to the OMIC, FLMIC, TMU, MISSIONS, CWSU and Flight Data positions are
all forwarded to the single VTABS position available in TMU.
Appendix 8-1
January 08, 2015
ZJX AT 7110.409J
Appendix 9 – Position Relief Checklist
POSITION RELIEF CHECKLIST
Radar Position Relief Checklist
Status_Info_Area
Equip_DARC_Radar_Comm_etc
Airports_Status/Activity
Altimeter_Trends
WX/Trends_Chop/Turbulence
Flow_Control_Initiatives
Special_Use_Airspace
Special_Activities
Spcl_Instruct_Restriction
NOTAMS
Non-RVSM_Aircraft
Comm_Status/Traffic
Radar Associate Position Relief Checklist
SIA / NOTAMS
Equipment / Weather
W/R AREAS/MOAS
Restrictions
Special Operations
Non-RVSM A/C
Comm Status/Traffic
Appendix 9-1
January 08, 2015
ZJX AT 7110.409J
Appendix 10 – Midnight Checklist
ZJX WMIC/FLMIC MIDNIGHT CHECKLIST
__________________________________________
WMIC/FLMIC SIGNATURE
DATE
_________________
Before Midnight Local
1) Review each Area of Specialization log. Verify each Area has logged:
 “FLM/CIC position open in the Area” as initial entry.
C ___
E ___ G ___
N ___
S ___ W ___
 “WCLC” logged at least once per shift.
C ___
E ___ G ___
N ___
S ___ W ___
 “Area combined at WMIC” as final entry.
C ___
E ___ G ___
N ___
S ___ W ___
 WMIC ___ Ensure the WMIC position has logged “WCLC” once per shift.
2) ______ Enter total facility traffic count from TMU Daily Traffic count on CEDAR–4.
Note: The midnight FLMIC must sign the Daily Traffic Count.
3) ______ Check Area Overtime Tracking Sheets to verify that the FLMIC/CIC has signed
them. Log total number of facility overtime used on the CEDAR –4 or log “NO OVERTIME
USED”. List overtime logged by source, e.g., 8 hours Operational, 16 hours ERAM.
4) ______ Review any equipment entries on the CEDAR -4. Entries should follow the
following format with an “E” in the left margin:
AREA – FREQ or SYSTEM/SECTOR/ PROBLEM or ACTION/ADDITIONAL INFO/EVENT ID#
For example: WEST – 124.77 MAINS R30 OTS 100610903
Note: Do not preface the Event ID with ZJX or the # symbol. The “E” is to be used on
entries related to equipment problems which require Technical Operations involvement. The “E”
is not required for routine maintenance items or for carryover entries on previously entered
equipment malfunctions.
5) ______ Review equipment outage carry-over items with the NOM to ensure
accuracy. If any items have been returned to service, amend the CEDAR –4 to reflect a
delayed entry for the return to service. Ensure all open outages are carried over to the
next business day’s CEDAR -4 and all closed items have been removed from the carryover items.
After Midnight Local
6) ______ Close out & start a new CEDAR -4. Both after midnight local.
Close Out
 Type the time 0359 in the time field.
 Type COB for close of business in the Log Entry field.
 On the bottom right of the Log Entry field select the box for “Close of Business”.
 You will receive a dialog box warning you that this will close out the log and no
more entries will be allowed. Click YES.
Appendix 10-1
ZJX AT 7110.409J
January 08, 2015
 Print 2 copies and sign each page of the CEDAR-4. Give one copy to the NOM,
place the other in ZJX-1 package as outlined below.
Starting a New Log
 To start a new log you must ‘X’ out of the previous day’s log to shut down the
program, then restart the CEDAR-4 program.
 The carry-over events should automatically populate.
 The initial entry shall be at 0400Z and shall include:.
o The first initial followed by the last name of the FLMIC, your operating
initials in parenthesis, & the words “on duty”. (ie: S. Shelton (SS) on duty).
o CFPL: and all carryover items from the previous day’s log. These should
have been auto-populated.
 The canned entry “All operational areas combined at WMIC desk”.
 WCLC...when it’s competed.
7) ______ After midnight, retrieve the day’s QAP printout. Turn off the printer by hitting the
orange stop button. Remove the QAP printout from the printer and write the day’s date
on the blank sheet of paper preceding the first page of the new printout. Turn the printer
on by selecting the green start button. Place printout in QC box at the desk.
8) ______ After midnight, the security guard will deliver the facility’s security log and the
timesheet from the Detex clock. At this time, enter “Security Check Complete” on the
CEDAR-4.
9) ______ Check all Area and TMU CRU-ART for position assignment and sign-out any
remaining night shift personnel. Update position assignments throughout the shift.
10) ______ Check OJT forms for signatures and completeness. Place completed OJT forms
in the Training Office mail box. Return incomplete forms to the morning FLM.
11) ______ Maintain all area ESIS boards throughout shift.
Note: All area ESIS boards must be reset after Mission position opens for the day and sends
new daily data. This ensures automatic updates occur.
ZJX-1 Facility Manager’s Package – Leave on the WMIC desk.
___ Signed copy of WMIC/FLMIC Midnight Checklist
___ Facility CEDAR –4
___ CWSU FAA Form 7230-4
___ TMU Restriction Log
___ TMU Daily Traffic Count
___ Overtime tracking sheets
___ ZJX Open Events Report (scheduled equipment outage sheet) from the NAS Ops Mgr
___ Daily Staffing sheet
ZJX-510 Requirements – Place in ZJX-510 mailbox
___ Security Log, Detex clock timecard, and any visitor logs (provided by gate guard)
Note: Key for Detex clock is in the Detex card box.
Appendix 10-2
January 08, 2015
ZJX AT 7110.409J
Appendix 11- FLMIC/CIC Checklist
WATCH CHECKLIST
1.
2.
3.
4.
5.
6.
7.
VERIFY SISO DATA ON CRU-ART WITH ACTUAL STAFFING
VERIFY FLOW STATUS AND TSD BOARDS MATCH
CHECK NOTAMS – POST PERTINENT ITEMS ON ESIS
CHECK STAFFING
COMPLETE CHECKS ON MAIN, STDBY & BUEC - TX & RX
COMPLETE CHECKS ON VHF/UHF GUARD FREQS (Monday AM only)
VERIFY SELECT CODES/PRIMARIES SELECTED (as appropriate)
ADMIN SHIFT CHECKLIST
1. COMPLETE LEAVE AND SHIFT REQUEST(S)
2. CERTIFY CRU-ART T&A
FLMIC/CIC POSITION CHECKLIST
1. STATUS INFORMATION AREA
2. EQUIPMENT / NOTAMS
3. FLOW
4. SPECIAL ACTIVITIES / WARNING AIRSPACE
5. WEATHER /PIREPS/SIGMETS/AIRMETS
6. AIRPORTS
7. STAFFING
8. T&A STATUS / CRU-ART CERTIFICATION
9. TOS & LEAVE REQUEST & APPROVALS
10. TRAINING (OJT, CBI, MBI, READ BINDER)
11. SECURITY
12. NON-RVSM OPERATIONS
13. TRAFFIC
14. MISCELLANEOUS
Appendix 11-1

ZJX SOP

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