Boston Virtual ARTCC BOS ATCT and A90

Changes from the previous three versions are listed at the top of every SOP. Changes within the
document are emphasized with a vertical blackline beside changed text.
Updates A90/ZBW LOA procedures
Page 47
Updates document formatting
Removes requirement for pilots to specifically state squawk code when confirming
a PDC-issued clearance
Multiple
Page 16
Minor grammatical changes and corrections
Multiple
The information contained in Chapter 1 is knowledge material that all controllers should be
familiar with. The other information in this SOP is designed as additional resource material for
controllers who wish to apply extra realism within this airspace. It is not required knowledge for
practical exams or on-network controlling, as the OTS Exam Evaluation Standards still act as the
primary reference document for practical exams.
Controllers are encouraged to review the additional resource material in Chapter 2 onward at
their leisure and apply it at their discretion.
Welcome to the big leagues! Boston is home to ZBW’s largest and most complex airport – Boston
Logan International Airport (KBOS). It is the only ZBW airport that is designated as a Major Facility
and classified as a Class B airport.
This SOP prescribes facility-specific procedures for the Boston Air Traffic Control Tower (ATCT) as
well as the Boston Consolidated TRACON (A90). The provisions of this procedure are generally
consistent with the BVA Air Traffic Control SOP. However, in the case of a conflict, procedures in
this document override those of the BVA Air Traffic Control SOP.
Version Log & Changes From Previous Version .............................................................................. 1
Chapter 1: Introduction .................................................................................................................. 2
Chapter 2: Runway Configurations ................................................................................................. 4
Chapter 3: Clearance Delivery ...................................................................................................... 11
Chapter 4: Ground Control ........................................................................................................... 20
Chapter 5: Local Control ............................................................................................................... 26
Chapter 6: Boston Consolidated Tracon (A90) ............................................................................. 35
Chapter 7: Appendices .................................................................................................................. 48
Identifier
Position
Frequency
VOX Channel
Note(s)
BOS_DEL
Clearance Delivery
121.65
BOS_121.650
BOS_GND
Ground Control
121.90
BOS_121.900
BOS_B_GND
Secondary/Backup Cab Frequency
121.75
BOS_121.750
4
BOS_R_GND
Ramp Control
134.05
BOS_134.05
4
BOS_TWR
Local Control
128.80
BOS_128.800
1
BOS_W_TWR
Local West
128.80
BOS_128.800
4
BOS_E_TWR
Local East
132.22
BOS_132.220
4
BOS_H_TWR
Skyways
124.72
BOS_124.720
4
BOS_APP
Approach
118.25
A90_118.250
1
BOS_DEP
Initial Departure
133.00
A90_133.000
4
BOS_N_APP
Rockport
118.25
A90_118.250
BOS_S_APP
Plymouth
120.60
A90_120.600
2, 4
BOS_B_APP
Bedford
124.40
A90_124.400
4, 5, 6
BOS_L_APP
Lincoln
127.20
A90_127.200
4, 5
BOS_ST_APP
South Satellite
124.10
A90_124.100
4, 5, 6
BOS_F_APP
Final
126.50
A90_126.500
1, 3, 4
BOS_F1_APP
Final One
126.50
A90_126.500
3, 4
BOS_F2_APP
Final Two
119.65
A90_119.650
3, 4
MHT_APP
Fitzy
124.90
A90_124.900
1
MHT_E_APP
East
125.05
A90_125.050
4
1. To be used when positions are combined
2. The _S_ callsign designator is typically used for a student. If there is a split and a student
is working South, use BOS_SS_APP
3. Final Approach Sector
4. Rarely used except for (major) events
5. Not to be used unless both Rockport and Plymouth are being used
6. Often used for satellite airports
a. Runway configurations are selected at the discretion of the Local controller, and the selection
is based primarily on weather conditions. There are no limits on what configuration is to be
used; however, safety and operational efficiency must be considered when deciding which
runways are to be used.
b. Surface winds and instrument approach minima shall be the primary considerations for
runway selection.
c. Aircraft may request a runway that is not active; such operations must be properly
coordinated between Ground, Local and Approach.
d. Configurations listed below reference the arrival runway followed by the departure runway
(e.g., 4/9 implies arriving Runways 4R/L, departing Runway 9).
a. Arrivals are prohibited on:
1.
Runway 14
2.
Runway 15L at night
3.
Runway 33R when the field is IMC
b. Departures are prohibited on Runways 15L, 33R, and 32.
c. Runway 14 may only be used as a departure runway in the 15/9 and 15/15.
d. Runway 14/32 may only be used when the actual or forecasted wind is 10 knots or greater:
1.
From the northwest between 275 degrees to 005 degrees
2.
From the southeast between 095 degrees to 185 degrees
e. Runway 4L shall not be used for jet departures.
f. Runway 22R shall not be used for jet arrivals. Non-jet arrivals on Runway 22R are only
permitted between 0600-2300 local.
a. Runway 4R is the primary arrival runway. Runway 4L is the secondary arrival runway. Runway
9 is the primary jet departure runway.
1.
If Runway 4R is used for departure in this configuration, all aircraft shall be given a
top altitude of 3,000’.
2.
There is also a 4/4 configuration, in which Runway 4R becomes the primary jet
departure runway. In this case, a Runway 9 departure must be given a top altitude of
3,000’.
b. Non-jet aircraft with on course headings of 175° clockwise through 095° should be assigned
Runway 4L. Otherwise, these aircraft should be assigned Runway 9. Note that jet aircraft may
never depart Runway 4L due to noise abatement.
c. Runway 4R may be used for departures for operational necessity. If an aircraft requests 4R,
Ground shall coordinate with the Local controller. If approved, Ground shall taxi such aircraft
to Runway 4R to hold at the 4L Approach Hold Point.
d. Landing on Runway 4L is prohibited between 2300 and 0600 Local.
e. Runway 9 is never used for arrivals.
f. This configuration is considered a ‘calm wind’ configuration and may be used when the wind
is less than 5 knots from any direction.
g. When Tower is split:
1.
LCE shall have jurisdiction of Runways 4R and 9. LCW shall have jurisdiction of Runway
4L.
2.
LCW shall work Runway 15R and Runway 33L departures in this configuration (after
coordination with GC for runway jurisdiction and LCE for a release).
3.
LCW shall not assign departure headings any further east than 010° without
coordination with LCE.
4.
LCE shall not assign departure headings any further west than 040° without
coordination with LCW.
5.
LCE shall obtain a release from LCW for all Runway 4R heavy jet and B757 departures.
h. When ILS 15R – VAP 4L is being conducted:
1.
A90 will expect these aircraft to “Expect Visual Approach Left Traffic Runway 4L”.
2.
Visual separation between the Runway 4R and 4L arrivals must be applied.
3.
LCW shall advise these aircraft to report the airport in sight. At that time, clear the
aircraft for a Visual Approach.
a. Runway 27 is the primary arrival runway. Runway 22L is the secondary arrival runway. Runway
22R is the primary departure runway (all aircraft).
b. Landing Runway 22R is limited to small category non-jet aircraft.
c. Landing Runway 22R is prohibited between the hours of 2300-0600 local.
d. Runway 22L may be used for departures for operational necessity. If an aircraft requests 22L,
Ground shall coordinate with the Local controller. If approved, Ground control shall taxi such
aircraft to Runway 22L to hold short of 22R.
e. When split:
1.
LCW shall have jurisdiction of Runway 22R. LCE shall have jurisdiction of Runways 22L
and 27.
2.
Missed Approaches. In the event of a Runway 22L or 27 missed approach, LCE shall
immediately coordinate with LCW for initial heading assignment and traffic
information. LCW shall determine the initial heading; LCE shall retain communication
and issue the heading required by LCW.
f. In this configuration, aircraft may be given takeoff clearance on Runway 22R when:
1.
A Runway 27 arrival is more than 3nm from the Runway 27 threshold.
2.
A Runway 27 arrival is within 0.1nm of the Runway 27 threshold.
3.
A Runway 27 arrival is between 3 and 2.4nm from the Runway 27 threshold and has
a ground speed of 150 knots or less.
a. Runway 22L is the primary arrival runway. Runway 22R is the primary departure runway (all
aircraft).
b. Landing Runway 22R at all times is limited to non-jet aircraft.
c. Landing Runway 22R is prohibited between the hours of 2300 – 0600 local.
d. Runway 22L may be used for departures for operational necessity. If an aircraft requests 22L,
Ground shall coordinate with the Local controller. If approved, Ground control shall taxi such
aircraft to Runway 22L to hold short of 22R.
e. When split:
1.
LCE has jurisdiction of Runway 22L. LCW has jurisdiction of Runway 22R.
2.
Missed Approaches. In the event of a Runway 22L missed approach, LCE shall
immediately coordinate with LCW for initial heading assignment and traffic
information. LCW shall determine the initial heading; LCE shall retain communication
and issue the heading required by LCW.
a. Runway 27 is the primary arrival runway. Runway 33R is the secondary arrival runway.
Runway 33L is the primary jet departure runway.
b. Tower shall not be split.
c. During periods of low arrivals, departures may use both Runway 27 and Runway 33L. In this
situation:
d. Aircraft with departures gates of PATSS, BLZZR, SSOXS, BRUWN, CELTK, or a departure gate
to the south of KBOS shall use Runway 27.
e. Aircraft with departure gates of HYLND, LBSTA, REVSS, or a departure gate to the north of
KBOS shall use Runway 33L.
a. Runway 27 is the primary arrival runway. Runway 32 is the secondary arrival runway. Runway
33L is the primary departure runway.
b. The C intersection on Runway 4R should be utilized for non-jet departure aircraft departing
via MHT and PSM.
c. NOTE: The use of Runway 4R for a departure from the C intersection will require coordination
with Ground Control for jurisdiction of the runway
d. Departures from C intersection on Runway 22L are prohibited.
e. When split:
1.
LCW has jurisdiction of Runway 33L and 27. LCE has jurisdiction of Runway 32.
2.
LCE has jurisdiction of the airspace from the BOS R-151 to the BOS R-180, to the edge
of the airspace.
3.
LCW has jurisdiction over all other airspace, excluding LH airspace.
4.
In the event of a Runway 32 go around/missed approach, LCE shall immediately
coordinate with LCW for an initial heading assignment and traffic information.
a. Runway 33L is the primary arrival runway. Runway 33R is the secondary arrival runway.
b. On the 33/27 Configuration, Runway 27 is the primary jet departure runway. On the 33/33
Configuration, Runway 33L is the primary jet departure runway.
c. On the 33/27 Configuration, jet departures unable an RNAV procedure shall be assigned the
LOGAN# and use Runway 33L for departure.
d. Aircraft with on-course headings of 245° through 095° should be assigned an intersection
departure on Runway 33L from the Taxiway G intersection.
a. Runway 33L is the primary arrival runway. Runway 32 is the secondary arrival runway. Runway
27 is the primary departure runway.
b. The C intersection on Runway 4R should be utilized for non-jet departure aircraft via CELTK,
MHT, PSM, or destined to K90 airspace. However, MVY destined aircraft shall be assigned a
southwesterly heading and should depart on Runway 27.
c. NOTE: The use of Runway 4R for a departure from the C intersection will require coordination
with Ground Control for jurisdiction of the runway.
d. Departures from C intersection on Runway 22L are prohibited.
a. Runway 33L is the primary arrival runway. Runway 32 is the secondary arrival runway. Runway
33L is the primary departure runway (all aircraft).
b. The C intersection on Runway 4R should be utilized for non-jet departure aircraft via CELTK,
MHT, PSM, or destined to K90 airspace. However, MVY destined aircraft shall be assigned a
southwesterly heading and should depart on Runway 33L.
c. NOTE: The use of Runway 4R for a departure from the C intersection will require coordination
with Ground Control for jurisdiction of the runway
d. Departures from C intersection on Runway 22L are prohibited.
a. Runway 15R is the primary arrival runway. Runway 15L is the secondary arrival runway.
b. On the 15/9 Configuration, Runway 9 is the primary departure runway. On the 15/15
configuration, Runway 15R is the primary departure runway.
c. Runway 14 may be utilized as a departure runway only.
d. Due to the traffic flow and low arrival acceptance rate, this runway configuration is only used
when strong surface winds from the southeast are present, or maintenance/closures dictate
use.
a. Nocturnal procedures are applied during light traffic conditions between 11pm and 6:30am
when the tailwind component will not exceed 10 knots.
b. Runway 33L is the primary arrival runway.
c. Runway 15R is the primary departure runway.
d. When landing Runway 33L and departing Runway 15R, departure releases are required for
each aircraft.
a. Turbojet aircraft that will depart on a runway that is not associated with the runway
configuration in use require a release from A90, except as indicated below.
b. The chart below notes the runways (in each configuration) for which a release from A90 is not
required. It also notes any restrictions that apply to departures from a secondary runway. For
example, in the 4/9 configuration, aircraft departing Runway 4R or 15R do not require a
release, but must be instructed to “climb via SID except maintain 3,000”.
Runway
Configuration
Runways that do NOT require an A90 Release
Primary
Runway(s)
Secondary
Runway(s)
Special Restrictions for Secondary Runway Departures
4/4
4R, 4L
9, 15R
3,000’
4/9
9, 4L
4R, 15R
3,000’
15/9
15R
4R
3,000’
15/15
15R
9, 14
9: Runway Heading, 3,000’
22/22
22R, 22L
15R
N/A
27/22
22R, 22L
15R
Fly Heading 150
27/27
27
33L
4,000’
27/33
33L
27
4,000’
27+32/33L
33L
27
4,000’
33/27
27
33L
4,000’
33+32/27
27
33L
4,000’
33/33
33L
27
4,000’
33/15
Nocturnal ODO – all aircraft require a release
1.
IFR aircraft shall be issued clearances corresponding to established Preferred Routes,
which are created as prescribed in this SOP, LOAs, and published SIDs.
2.
Aircraft landing at A90 BOS Area Satellite airports (BED, BVY, FIT, GHG, LWM, OWD,
MA6, 1B9, 28M, 6B6, and 9B1) shall be cleared via the LOGAN SID, expect radar
vectors direct destination airport.
3.
All aircraft departing KBOS should be assigned a SID. When a pilot navigation
departure is used, the SID does not need to be included in the route. If a pilot is
cleared via the LOGAN# or WYLYY# procedures, the SID shall be included in the flight
plan or flight strip.
4.
Non-jet aircraft unable to comply with the SID shall be assigned “radar vectors (first
fix), then as filed”, and will be issued a heading by TWR. The LOGAN# departure shall
still be included in the aircraft’s flight plan.
5.
Jet aircraft unable to comply with a SID shall be issued a heading in the clearance. The
LOGAN# departure shall still be included in the aircraft’s flight plan. Assign headings
as follows:
(a) Runway 4R: Runway Heading
(b) Runway 9: Runway Heading
(c)
Runway 14: Heading 120
(d) Runway 15R: Heading 120
(e) Runway 22R/L: Heading 140
(f)
Runway 27: Runway Heading
(g) Runway 33L: Runway Heading
6.
When other than 133.00, the appropriate departure frequency shall be specified in
the clearance.
7.
All aircraft shall be issued a discrete squawk code.
1.
RNAV departures shall be issued to all RNAV-capable turbojet departures.
(a) BLZZR# – West.
(b) BRUWN# – Southeast.
(c)
CELTK# (RNAV) – East (Atlantic departures).
(d) HYLND# (RNAV) – Northwest.
(e) LBSTA# (RNAV) – Northeast.
(f)
REVSS# (RNAV) – West/northwest.
(g) PATSS# (RNAV) – West/southwest.
(h) SSOXS# (RNAV) – South.
2.
The relevant departure procedure is specified in the initial clearance, and must be
readback by the pilot:
UAL76, cleared to the Houston Airport via the REVSS2 Departure, then as filed.
Climb via SID. Squawk 1320.
1.
The LOGAN# is the primary radar vector departure, and is used by non-jet aircraft, as
well as jet aircraft unable the RNAV procedures.
(a) All aircraft shall be vectored to a valid departure gate, usually the initial fix of
their flight plans. Jet aircraft shall be cleared to maintain an initial altitude of
5,000 feet and expect their cruise altitude ten (10) minutes after departure.
Prop aircraft shall be cleared to maintain an initial altitude of 3,000 feet and
expect their cruise altitude ten (10) minutes after departure.
KAP5291, cleared to the Nantucket Airport via the LOGAN8 Departure,
radar vectors Marconi, then as filed. Climb via SID. Departure
frequency 118.25. Squawk 1321.
2.
The WYLYY# RNAV departure is an ATC assigned departure and is available from
Runway 27 only, and is rarely used. RNAV-capable aircraft departing Runway 27
should be assigned the applicable RNAV departure procedure.
1.
To standardize departure flows and ensure proper and expeditious routing of traffic,
Boston TRACON (A90) uses departure exit gates for IFR departures to destinations
outside of A90 airspace. Every IFR aircraft leaving KBOS must leave A90 airspace
bound for one of these gates, unless a preferred routing specifies an alternate route.
2.
The following high altitude departure gates are used for aircraft filed above 10,000’:
(a) BLZZR [Intersection] – Aircraft with flight plans to the west or southwest. For
aircraft unable to comply, GLYDE is acceptable.
(b) BRUWN [Intersection] – Aircraft with flight plans to the south, Bermuda, or
the Caribbean. For aircraft unable to comply, ACK or MVY are acceptable.
(c)
CELTK [Intersection] – Aircraft with flight plans to Southern Europe. For
aircraft unable to comply, substitute FRILL.
(d) HYLND [Intersection] – Aircraft with flight plans to the north or northwest.
For aircraft unable to comply, MHT is acceptable.
(e) LBSTA [Intersection] – Aircraft with flight plans to the northeast, Atlantic
Canada, or Europe. For aircraft unable to comply, PSM or ENE are acceptable.
(f)
PATSS [Intersection] – Aircraft bound for La Guardia (KLGA) and Newark
(KEWR) or with flight plans to the west and the southwest. For aircraft unable
to comply, GLYDE, NELIE, or ONEPS are acceptable.
(g) REVSS [Intersection] – Aircraft with flight plans to the west or northwest. For
aircraft unable to comply, SPENO is acceptable.
(h) SSOXS [Intersection] – Aircraft bound for Kennedy (KJFK) or with flight plans
to the south. For aircraft unable to comply, LUCOS is acceptable.
3.
The following low altitude departure gates are used for aircraft filed at or below
10,000’:
(a) BOSOX [Intersection] – Aircraft with flight plans to the west and southwest.
(b) BURDY [Intersection] – Aircraft bound for Long Island (KISP) or with flight
plans to the southwest.
(c)
DUNKK [Intersection] – Aircraft bound for Hyannis (KHYA) or with flight plans
to the southeast.
(d) FREDO [Intersection] – Aircraft bound for Martha’s Vineyard (KMVY).
(e) GLYDE [Intersection] – Aircraft with flight plans to the west and southwest.
(f)
MHT [Manchester VOR] – Aircraft with flight plans to the north and
northwest.
(g) LFV [Marconi VOR] – Aircraft bound for Nantucket (KACK).
(h) PSM [Pease VOR] – Aircraft with flight plans to the northeast.
4.
Aircraft that do not file an appropriate departure gate, but file a fix depicted on a
departure procedure, should be offered the preferred departure gate for their route
of flight. If the aircraft is unable to accept the amended route, controllers shall
coordinate with the controller providing departure service and attempt to
accommodate the requested route.
1.
The Boston ATCT and Cape Air have signed an LOA to provide coded departure
clearances. Cape Air (KAP) aircraft wishing to use one of these routes shall file the
route request in the Remarks section of their flight plan (e.g. “Route M”), or verbally
request clearance via a coded route.
KAP921, cleared to the Nantucket Airport via Route Alpha, squawk 1314.
To
Route
Route String
ACK
Route A
LOGAN# LFV
ALB
Route W
LOGAN# GLYDE V270 CTR
AUG
Route G
LOGAN# PSM ENE
BHB
Route R
LOGAN# PSM ENE
EWB
Route E
LOGAN# DIRECT
HYA
Route H
LOGAN# DUNKK V141 GAILS
LEB
Route L
LOGAN# MHT
MVY
Route M
LOGAN# FREDO MVY017R (Direct)
MVY
Route Y
LOGAN# MVY 359/35DME (Direct)
PVC
Route P
LOGAN# (Direct)
PVD
Route D
LOGAN# (Direct)
RKD
Route K
LOGAN# PSM ENE (Direct)
RUT
Route U
LOGAN# MHT (Direct)
SLK
Route S
LOGAN# MHT V141 BTV
a. VFR departures from KBOS must be assigned a specific Class B airspace clearance. This
includes:
1.
Airspace clearance.
2.
An altitude restriction.
3.
Departure frequency:
(a) The frequency for Boston Tower (when staffed) is used if aircraft are cleared
at or below 2,000’.
(b) The frequency for Boston Departure (when staffed), or another appropriate
radar controller, is used if aircraft are cleared at or below 3,000’.
4.
Transponder code.
b. Unless otherwise coordinated or a pilot has filed/requested a lower altitude, VFR departures
shall be assigned an altitude restriction of 3,000’ and be assigned “runway heading” in the
initial clearance.
N314, cleared out of the Boston Class Bravo airspace via fly runway heading, climb
and maintain VFR at or below 3,000. Departure frequency 133.00. Squawk 1355.
N1JB, cleared to operate in the Boston Class Bravo airspace at or below 2,000.
Departure frequency 128.80. Squawk 1356.
c. If the Class B airspace is busy, consider restricting VFR aircraft at or below 2,000’, thus keeping
the aircraft with TWR.
1.
When an initial altitude of 2,000’ is issued, this altitude must be included in the
“temporary altitude” for the aircraft so TWR is aware the aircraft will not be
contacting departure.
d. VFR aircraft shall be assigned squawk codes in a similar fashion to IFR aircraft. No VFR squawk
code banks are used.
e. Helicopter Routes (found on the “Boston Heli” VFR chart on SkyVector) may be issued to
departing fixed-wing or helicopter aircraft:
Medflight 91, cleared out of the Boston Class B airspace via the PIKER route, maintain
VFR at 1,500, departure frequency 128.80, squawk 1302.
f. Cape Air Abbreviated VFR Clearances
1.
As with IFR aircraft, Cape Air aircraft may be given two abbreviated Class B clearances.
Route V
Route B
Cleared out of Class B Airspace via:
Runway heading, Maintain VFR at
3000. Expect requested altitude 10
minutes after departure. Departure
frequency will be 133.00.
Cleared out of Class B Airspace via:
Runway heading, Maintain VFR at
assigned altitude. Departure
frequency will be 128.8unless
instructed otherwise.
2.
If the aircraft’s requested VFR altitude is above 2,000, assign Route V.
3.
If the aircraft’s requested VFR altitude is at or below 2,000, assign Route B.
KAP322, cleared via Route Bravo, maintain two thousand, squawk 1255.
a. PDC is authorized for use at KBOS with any IFR aircraft except General Aviation and Cape Air.
b. When PDC is in use, the following shall be included in the ATIS:
Verify your Standard Instrument Departure assignment with ATC when ready
for pushback or taxi.
a. If a SID is issued verbally, confirm the readback. Then:
1.
If the aircraft is located area 1, instruct the aircraft to “advise ready to taxi”.
2.
If the aircraft is located in areas 2, 3, or 4 instruct the aircraft to “advise ready to
push”. (General aviation aircraft or Cape Air aircraft parked in these areas do not
require a pushback and should be instructed to “advise ready to taxi”.)
b. If the clearance is issued via PDC, Clearance Delivery must confirm receipt of the following
before the aircraft is given further instructions:
1.
SID
2.
Current ATIS
Then, proceed as outlined above.
c. When the aircraft advises ready to push or taxi, proceed as follows:
1.
Obtain the aircraft’s gate or location (either ask the pilot or determine based on the
aircraft’s position) and enter it into Box 5 of the flight strip.
2.
Reference the image on the following page:
(a) If the aircraft is located in areas 1, 2, or 3, instruct the aircraft to “monitor
Ground”.
(b) If the aircraft is located in area 4, instruct the aircraft to “pushback your
discretion, advise Ground on 121.90 at Spot 7 ready to taxi”. 1
3.
1
Push the aircraft’s flight strip to Ground.
If Ramp Control is online (typically this only happens during an event), coordinate contact procedures as
appropriate.
a. In general, GND should be operated by one controller on 121.90
b. Unless otherwise coordinated, GND is responsible for all movements on the terminal side of
the closest active runway. Thus, the division of control between TWR and GND takes place on
the terminal side of the closest active runway. This is referred to as the “transfer of control
point”.
1.
Outbound aircraft will be given taxi instructions by GND up until the first active
runway. The crossing instruction for the active runway shall be given by TWR.
2.
Inbound aircraft will be crossed on all active runways by TWR, and then handed off
to GND.
3.
When Runway 4L-22R is active, TWR is responsible for aircraft operations on Taxiway
“M”.
c. In exceptional circumstances, a second ground controller (BOS_B_GND) may use 121.75.
When this occurs:
1.
The areas of jurisdiction of each GND position shall be established by both controllers
prior to the position being opened;
2.
Coordination between the two controllers must be affected as to whether aircraft
shall be instructed to “monitor” or “contact” the subsequent controller;
3.
The first controller shall:
(a) Issue the departure runway;
(b) Issue the route to be used up to the hold point that will be issued; and,
(c)
Issue a frequency change to the aircraft prior to having it arrive at the holding
point.
d. The subsequent ground controller is responsible to issue:
1.
The departure runway;
2.
The route remaining to get to the departure runway; and,
3.
Any appropriate remaining hold short restrictions.
a. When DEL is online, aircraft will be monitoring Ground when they are ready to push or taxi.
Upon receipt of the aircraft’s flight strip, call the aircraft and issue appropriate instructions.
b. When DEL is offline, aircraft will call ready to push or taxi as appropriate.
c. Refer to the diagram above:
1.
Aircraft parked in areas 1 or 4 shall be issued taxi instructions immediately. Aircraft
requesting to push shall be instructed to “pushback your discretion, advise ready to
taxi”.
2.
Aircraft in area 2 shall be issued one of the following instructions based on their
location:
(a) If they will push onto a taxiway: “push approved”
(b) If they will push into the ramp: “push your discretion”
(c)
3.
Any other relevant instructions
Aircraft in area 3 shall be issued “push onto Taxiway Kilo approved”, along with any
other relevant instructions.
a. Coordinate the following with TWR unless otherwise agreed:
1.
Requests for non-standard departure runways
2.
Intersection departure requests
a. GND must be aware of which runways are active, and quickly determine the most efficient
way to taxi various aircraft to and from the active runways.
b. If an aircraft requests a secondary or non-standard departure runway, coordinate the request
with TWR. Additionally, apply any special restrictions that may be necessary:
CXA611, amend clearance to read climb via SID except maintain 3,000, the rest
of the clearance remains as previously read.
c. Taxiway Restrictions:
1.
Taxiway A between A1 and K, as well as the portion of Taxiway E west of Taxiway A,
shall not be assigned to Group 5 or 6 aircraft (i.e., wingspans of 171’ or greater). This
includes A330, A340, B747, B777, B787, and A380.
2.
The A380 is restricted from utilizing Taxiway A and the portions of Taxiways E and K
that are northwest of Taxiway B. Otherwise, the A380 is permitted to taxi on any
taxiway or runway and is not locally restricted from utilizing any runway for
arrival/departure. The A888 expected to park at Terminal E (Gate 8A) or at North
Cargo.
d. When issuing taxi instructions that will require an aircraft to hold short of a specified point,
issue only the taxi instructions necessary for the aircraft to reach the hold short location:
DAL555, Runway 9, taxi via Kilo, hold short of Runway 4L.
JBU1786, Runway 9, taxi via Quebec, Bravo Echo, hold short of Runway 4L.
e. The subsequent controller shall issue the remaining route/instructions:
JBU1786, Boston Tower, cross Runway 4L, taxi via Mike.
f. Specific runway hold short instructions and crossing instructions are given for each runway
(one at a time) an aircraft will encounter along a given taxi route :
KAP2112, Boston Ground, Runway 22R, taxi via Charlie, Bravo, November,
cross Runway 15L, hold short of Runway 15R.
(Once the aircraft has crossed Runway 15R:) KAP2112, cross Runway 15R, hold
short of Runway 15L.
(Once the aircraft has crossed Runway 15L:) KAP2112, cross Runway 15L, hold
short of Runway 22R, monitor Boston Tower on 128.80.
g. Aircraft taxiing to Runway 4R must be given instructions to hold short of the Runway 4L
Approach, which is depicted on the airport diagram as the line with the description “ALL
AIRCRAFT HOLD HERE” at the intersection of taxiways “B” and “J”.
1.
Aircraft taxiing to Runways 9 or 4R via taxiways Bravo and Mike shall be given:
Runway 4R, taxi via Bravo, hold short of Juliet.
2.
Boston Tower will control traffic crossing the 4L Approach:
Cross Runway 4L Approach, Runway 9, taxi via Bravo, Mike.
h. GND shall obtain an acknowledgement of a hold-short instruction prior to transferring
communication of the aircraft to the LCE/LCW controller.
i. GND must ensure that when weather conditions are less than ceiling 800’ and/or visibility less
than 2 miles and the runway is being utilized as an arrival runway, aircraft/vehicles are
instructed to hold short of the ILS Critical Areas and ILS Hold Points.
AAL391, cross Runway 27, hold short of the Runway 33L ILS Critical Area.
j. Intersection Departures:
1.
Intersection departures may be conducted at any time of the day; however,
additional caution should be exercised at night. Note that LUAW is not authorized
from an intersection at night except at Runway 4R/22L from Charlie.
2.
Massport prohibits jet aircraft, or any aircraft exceeding 30,000 pounds maximum
certificated gross weight, from departing from an intersection, except:
(a) Runway 15R departures (any intersection is allowed)
(b) Runway 4R at Taxiways B and M1
(c)
Runway 22R at Taxiway N2
(d) Runway 22L at Taxiway N3
(e) Runway 27 at Taxiway D2
3.
If requested by the pilot, you may need to provide runway distance available for
aircraft departing at intersecting taxiways or runways. More information about the
intersection departures is included in Appendix 1.
k. Ground Movements and Sequencing
1.
Sequence aircraft to maximize operational capacity and minimize delays. Consider
departure gates/fixes, aircraft speed, and wake turbulence.
2.
Examples:
(a) If multiple aircraft are requesting taxi clearance at the same time, attempt to
stagger departure gates/fixes to maximize separation for Local, Departure
and/or Center.
(b) If an SF40 (multiengine, turboprop) and a C402 (multiengine, piston prop)
both request taxi clearance at the same time, and they are going to the same
departure gate, instruct the C402 to taxi behind the SF40, as the SF40 will fly
much faster and will build separation for Local, Departure and/or Center.
(c)
If a B772 (heavy turbojet) and B190 (small, multiengine prop) both request
taxi clearance at the same time, instruct the B772 to taxi behind the B190 to
the departure runway. Taxiing the B190 to the runway first will greatly
minimize the wake turbulence delays that would be brought about by taxiing
and departing the B772 first.
l. Inbound aircraft shall be issued taxi instructions to the appropriate parking location. If
inbound airliners do not specify their gate, request that information from the pilot. If the pilot
is unaware of the gate assignment, issue taxi instructions to the correct terminal.
Airline / Aircraft
Terminal
General Aviation
Signature
FedEx
South Cargo
Other Cargo
North Cargo
Delta
A
Southwest
A
Air Canada
B
American Airlines
B
PenAir
B
Spirit
B
US Airways
B
United
B
Virgin America
B
Alaska
C
Cape Air
C
jetBlue
C
Sun Country
C
Porter
E
All International Arrivals (all airlines,
including U.S. domestic airlines)
E
m. De-Icing Procedures
1.
Only direct aircraft to de-ice if requested.
2.
All de-icing takes place at the gate, or at the J-Pad on the south side of the field.
3.
Aircraft requesting to de-ice shall be given instructions to taxi to the J-Pad. Aircraft
will then contact you when ready to taxi, and shall be given normal taxi instructions.
4.
When the J-Pad or de-icing is taking place, Runway 14-32 shall be closed.
n. Controllers should be aware that the original (2006 FSX default) KBOS scenery has several
differences from present-day scenery. The 2006 Airport Diagram is included in the
appendices.
a. Above 2,000’ MSL in the Boston Class B Airspace is delegated to Boston Consolidated TRACON
(A90).
b. Tower airspace is 2,000’ MSL and below from the Boston VORTAC to the edge of the Boston
Class B Surface Airspace (8 NM), except 1,000’ MSL and below underlying Final Vector
airspace from the Final Approach Fix (FAF) of the approach in use to the edge of the Class B
Airspace (8 NM).
c. In other words, airspace above 1,000’ MSL between the edge of the Class B Airspace and the
Final Approach Fix of the active approach belongs to A90. The rest of the 8nm/2,000’ airspace
belongs to TWR.
d. Tower airspace can be split into two positions: Local Control East (LCE) and Local Control West
(LCW). During a split, the airspace is divided as described in Chapter 3, except that LCW
controls “Boston Skyways”.
1.
Tower may only be split if APP or DEP and GND are online.
2.
A single TWR, having jurisdiction of all runways, shall be used when:
(a) On the 33/27, 27/33, 15/9, 27/27, 15/15, 33/33, 4/15, 33L+32/27 runway
configurations.
(b) On all runway configurations when the weather is below ceiling 600’ or
visibility is below 1.5 miles.
a. Boston ATCT is designated as a Tower with Radar and is restricted to the following radar
services/procedures within Tower airspace:
1.
Separation between:
(a) Successive departures
(b) Successive arrivals
(c)
Arrivals, departures, and overflights
b. Issuance of radar vectors.
c. Visual approach clearances.
d. Utilization of Visual Separation as appropriate.
e. All BOS_TWR controllers shall apply radar services as described in this section.
1.
Silent releases for all aircraft departing on the published configuration (except the
nocturnal 33/15 configuration, or any non-published configuration, in which case
departure releases are required for each aircraft). See the “Releases” section in
Chapter 2 for configuration-specific pre-coordinated runways.
2.
All releases are immediately suspended in the event of an unanticipated missed
approach. Local must coordinate with Departure to resume releases.
3.
TWR shall obtain a release from A90 prior to releasing/departing the first departure
associated with a new runway configuration.
4.
Aircraft departing from a runway other than the runways in the published
configuration require a manual release from A90. The release is valid for 3 minutes.
TWR remains responsible for the initial same runway separation once the release is
given.
5.
In addition, when TWR is split between LCE and LCW, LCE and LCW must request
releases internally when an aircraft will depart a crossing runway.
(a) Release requests shall include the runway and the aircraft callsign:
Request Release Runway 15R, DAL219.
(b) Release approvals shall include the runway, the aircraft callsign, the term
“Observed and Released”, and the runway.
DAL219 Observed and Released Runway 15R.
The “observed” portion of the release is required to allow the responding controller
to continue operations once the aircraft has been released and is no longer a factor.
6.
When a Runway 15R/33L departure must be cleared for takeoff and BOS is operating
in a northeast or southwest configuration, the departure must be cleared for takeoff
within 5 seconds or the release is void.
1.
All non-jet IFR aircraft require a heading assignment with the takeoff clearance.
(a) The following departure headings may be issued without special
coordination with DEP.
(b) When issuing heading assignments, consider the impact of the heading on
subsequent jet departures. As necessary, coordinate an alternative heading
that would be more operationally advantageous.
Runway
Direction/Gate
Heading Assignment
4L/4R
North or West
270 through 020
9
South (ACK, MVY)
130
South (ACK, MVY)
140 through 180
West (BOSOX)
180
North (MHT, PSM)
090
South (ACK, MVY)
150 through 180
West (BOSOX)
150 through 180
North (MHT, PSM)
220 through 310
South (ACK, MVY)
240
West (BOSOX)
220 through 310
North (MHT)
350
West (BOSOX)
270
South (ACK)
180 through 220
Southwest (MVY)
240
North (MHT)
350
West (BOSOX)
290
South (ACK)
290
Southwest (MVY)
290
14
15R
22R
27
33L
(c)
Headings other than the ones listed above must be individually coordinated.
2.
Departure headings for all jet aircraft not cleared via an RNAV departure and that
differ from the LOGAN# headings must be coordinated with DEP.
3.
Inform aircraft issued LUAW of traffic arriving, departing, or holding in position on
crossing, parallel, or adjacent runways.
4.
At KBOS, landing clearances may be issued when an aircraft is assigned LUAW on the
landing runway provided the BOS_TWR controller is certified as S3 or higher.
Otherwise, the “continue” phraseology should be used and a landing clearance only
given when the LUAW aircraft begins the takeoff roll.
5.
If Runway 4R/22L is being used for departures only, aircraft may be instructed to
LUAW from intersection C during periods of darkness. This is the only intersection
from which LUAW is authorized at night.
1.
All parallel runways at KBOS are separated by less than 2,500’, so same runway
separation rules apply.
2.
Separate departures and arrivals operating from the parallel runways such that a
departure from Runway 4L/22R is not “cleared for takeoff” until an arrival on Runway
22L/4R or 27 has begun slowing and is committed to the landing.
1.
Departures:
(a) BOS_TWR must verbally request all opposite direction departures stating
“opposite direction”, aircraft callsign, aircraft type, and runway.
(b) A90 will issue an initial heading to BOS_TWR for the opposite direction
departure.
(c)
2.
The opposite direction departure must be airborne and turned to the
assigned heading prior to an arrival reaching 5nm from the runway.
Arrivals:
(a) A90 must verbally request all opposite direction arrivals with BOS_TWR
stating “opposite direction”, aircraft callsign, aircraft type, and runway.
(b) The opposite direction arrival must have landed prior to the second aircraft
reaching 5nm from the runway. In the event the opposite direction arrival
commences a missed approach, the aircraft must be turned 45 degrees from
the reciprocal of the final approach course prior to the second aircraft
reaching 5nm from the runway.
1.
Issue runway exiting or taxi instructions once an aircraft has touched down and has
slowed to a reasonable speed (below 80 knots).
2.
Issue crossing instructions for active runways only, followed by a hold short
instruction for the first inactive runway the aircraft will approach.
3.
Transfer communications either:
(a) At the coordinated transfer of control point; or,
(b) Specifically state to cross the runway and then to contact Ground:
JBU262, turn left on November, hold short Runway 15L.
(Then,) Contact Ground point niner.
BAW203 Heavy, turn right on Echo, cross Runway 22R, then contact
Ground point niner.
4.
Be aware of taxiing/moving aircraft when issuing runway turnoff or inbound taxi
instructions. For example, when landing Runway 27 or 33L, do not allow arriving
aircraft to exit the runway onto Taxiway C unless specifically coordinated with
Ground.
1.
Instrument Approach Procedures have published Missed Approach Procedures.
However, TWR may also issue alternate instructions to aircraft executing a missed
approach.
2.
For all missed approaches and go arounds, issue the following instruction:
Fly runway heading, climb and maintain 3,000.
3.
The communications transfer shall be completed in a separate transmission from any
control instructions.
4.
If both DEP and APP control are online, the aircraft conducting the missed approach
shall be handed off to Departure control.
5.
No departures may be released after an aircraft executes an unanticipated missed
approach until DEP controller advises that departures may be released.
1.
LAHSO is used when surface winds and arrival volume dictate the simultaneous use
of intersecting runways for arriving aircraft. The most common instance of this at
KBOS is when both Runways 22L and 27 are in use for arrivals.
2.
APP must issue the “hold short” instruction in an aircraft’s approach clearance. TWR
will then re-issue the “hold short” instruction in the landing clearance.
3.
The pilot of the LAHSO aircraft must readback the hold short instruction.
4.
Traffic information shall be exchanged between both aircraft.
AAL2110, Boston Tower, wind 250 at 4, Runway 22L, cleared to land. Hold
short of Runway 27 for an arriving Boeing 737.
SWA381, Boston Tower, wind 250 at 4, Runway 27, cleared to land, traffic,
Airbus A320 landing the crossing runway will hold short of the intersection.
5.
The following requirements apply when LAHSO is in effect:
(a) Weather:
(1)
1,000’ ceiling and 3 miles visibility.
(2)
Tailwind on the hold short runway shall be less than 3 knots.
(3)
No reports of wind shear.
6.
No aircraft is allowed to perform a LAHSO when a foreign aircraft is utilizing the
crossing runway for landing.
7.
LAHSO shall not be conducted when any portion of the runway behind the hold-short
point is closed for construction and/or maintenance.
8.
When an arriving pilot self-identifies as a solo student pilot, the pilot shall not be
issued a LAHSO clearance.
9.
Traffic information shall be exchanged and a readback shall be obtained from the
landing aircraft with a LAHSO clearance.
10. LAHSO shall only be conducted on the following runways/configurations listed below:
LAHSO Runway
To Hold Short Of
Type of Operation
Available Landing
Distance
22L
27
Arrival on Runway 27
6,400’
27
22L
Arrival on Runway 22L
5,650’
4L
33R
Taxi on Runway 33R/15L
5,250’
15R
9
Arrival on Runway 9
6,800’
a. If a VFR departure will remain below 2,000’ MSL:
1.
TWR shall assume track and responsibility of the aircraft.
2.
When the aircraft reaches the tower airspace boundary, TWR shall drop track and
terminate radar service of the aircraft, unless the pilot requests Flight Following.
3.
TWR must issue either an exit in relation to the pattern, or instruct the aircraft to
“resume own navigation”, prior to terminating radar services.
4.
TWR must ensure that departing VFR aircraft will not enter other controlled airspace
(e.g., Class D at KOWD or KBED) without appropriate coordination and
communications transfer.
b. If a VFR departure has filed an altitude above 2,000’ MSL, the initial altitude restriction
assigned in the clearance will be “at or below 3,000”. Treat these aircraft like IFR departures:
assign a heading in the departure corridor, and instruct the aircraft to “contact Departure”
once airborne.
c. Generally, VFR closed traffic would not be permitted given the traffic at KBOS. However,
during lighter workload periods, VFR closed traffic may be permitted at the controller’s
discretion.
d. If an aircraft is permitted to fly VFR closed traffic, standard Class B separation is required at
all times. At times, this may mean requiring visual separation or altitude restrictions, pending
airport configuration and traffic.
e. TWR shall assign either left or right closed traffic in the takeoff clearance.
f. Closed traffic aircraft shall be radar identified by TWR initially, but need not be radar
identified each pattern.
g. Issue clearances into Class B airspace only to radar identified aircraft that will enter Class B
airspace in TWR airspace. Aircraft inbound at altitudes above 2,000’ will need to contact APP
for Class B airspace clearance.
h. Class B airspace clearances shall always include:
1.
An altitude that restricts aircraft to TWR airspace.
2.
Control instructions to avoid potential traffic conflicts.
N44949, Boston Tower, squawk 1306. (Once radar identified:) N949, radar
contact 12 miles south of Boston, cleared into the Class Bravo airspace via
direct Boston, maintain VFR at or below 2,000.
i. Cape Air Arrivals:
1.
Cape Air aircraft may request one of the following coded arrival routes:
(a) From airports South of Boston:
(1)
BRAVO 4: Enter via overhead Norwood Airport (OWD) at 2,500’. Cleared
through OWD Class “D” airspace. Expect Runway 4L.
(2)
BRAVO 15: Enter via Minot’s Light at or below 1,800’. Depart Minot’s
Light heading 020 or as assigned. Expect Runway 15L.
(3)
BRAVO 22: Enter via Minot’s Light at 2,500’. Depart Minot’s Light
heading 030 or as assigned. Cleared through Beverly Airport (BVY) Class
“D” airspace. Expect Runway 22L.
(4)
BRAVO 27: Enter via Minot’s Light at 1,500’. Depart Minot’s Light
heading 360 or as assigned. Expect Runway 27.
(5)
BRAVO 32: Enter via direct BOS or heading as assigned at 2,500’. Expect
Runway 32.
(6)
BRAVO 33: Enter via Minot’s Light at 1,500’. Depart Minot’s Light via the
shoreline direct BOS. Expect Runway 33R.
(b) From airports North of Boston:
(1)
BRAVO North: Proceed direct BOS at 4,500’. Expect runway assignment
from Boston Approach.
2.
The requested route, if available, is issued along with the clearance.
3.
Cape Air coded arrival routes may only be used when initiated by the pilot.
4.
All coded arrivals end in “expect runway”, and require specific sequencing (i.e.,
headings or pattern entry) from TWR.
KAP49, Boston Tower, squawk 1307.
(Once radar identified:) KAP49, radar contact 18 miles southeast of Boston,
cleared into the Class Bravo airspace via Bravo 32.
j. Helicopter Routes:
1.
Helicopter routes (found on the “Boston Heli” VFR chart on SkyVector) may be issued
to fixed-wing or helicopter aircraft:
Medflight 311, cleared into the Boston Class B airspace via the QUARE route,
maintain VFR at 1,500, report landing assured at the Boston Medical Center.
2.
When it is necessary to issue an altitude to a helicopter that will be transitioning the
Class B airspace and it will not be operating on a published helicopter route, do not
assign an altitude below 1,000’ MSL.
k. Helicopter Operations:
1.
Helicopters may request to land the Boston Medical Center, Massachusetts General
Hospital, or other off-airport helipads.
2.
These aircraft shall be instructed:
Medflight 3 Medevac, landing at the Boston Medical Center will be at your
own risk. Report landing assured.
3.
Once the aircraft reports “landing assured”, a frequency change may be issued. The
helicopter must then call back for a new Class B airspace clearance when ready to
depart the helipad.
a. A90 airspace is roughly 40nm around BOS VOR to a height of 14,000 feet, plus roughly 20nm
around MHT VOR to a height of 10,000 feet. A90 serves Boston (BOS) and Manchester
(MHT).
MHT Area
Ceiling: 10,000’
Y90 Shelf
A90 above
5,000’
BOS Area
Ceiling: 14,000’
PVD Shelf
A90 at 8,000’
(7,000’ landing 4)
K90 Shelf
A90 between
8,000 – 10,000’
a. The designated area for fuel dumping is the Pease VOR/DME 110 radial, 20-30 DME. Altitude
must be assigned as needed.
1.
Receipt of altitude upon initial contact is required. If the aircraft does not report the
altitude, confirm the altitude with the pilot:
…say altitude leaving. (Then,) radar contact.
2.
Once altitude is confirmed, radar identify each IFR aircraft.
3.
Once radar identified, issue appropriate headings and altitudes as prescribed in the
relevant section of this chapter.
4.
In general, issue a higher altitude as soon as possible, provided it is safe to do so.
Climb aircraft your ceiling altitude, or the aircraft’s filed altitude, whichever is lower.
1.
Initial contact:
(a) If required, confirm aircraft given “descend via” clearances check in with:
(1)
Current altitude
(2)
“Descending via”, and the name of the procedure, and the runway
(b) Issue the following information to all aircraft:
(1)
ATIS
(2)
Altimeter
(3)
Approach to expect
2.
When vectoring from parallel downwinds for either single or parallel runways,
aircraft on opposing base legs must be assigned altitudes that ensure vertical
separation unless other approved separation has been applied. This ensures
approved separation in the event of an overshoot or late turn-on to final.
3.
Set the upper and lower (where applicable) altitude filter limits to encompass at least
1,000’ MSL above and below the altitudes for which you are responsible.
1.
The “core” BOS_APP area owns from the surface to 14,000’. There are additional
‘shelves’ of airspace as shown in the “Airspace” section above, and the facility
coordination section below.
1.
IFR departures shall initially be cleared to the lowest of the following altitudes,
provided no conflicting traffic exists:
(a) When Runways 33L or 27 are in the configuration, 6,000 for aircraft
proceeding to northbound gates
(b) When Runways 33L or 27 are in the configuration, 6,000 for non-turbojet
departures proceeding to southbound gates
(c)
For all other non-jet departures: 12,000
(d) For all other turbojet departures: 14,000
2.
IFR turbojet departures that require radar vectors must be climbed to 6,000’ or above
prior to crossing the coastline.
3.
Initiate automated handoff to Center when the aircraft reaches 5,000’.
4.
Initiate communications transfer to Center when the aircraft reaches 9,000’.
1.
Aircraft should be handed off to Approach just prior to (within 20NM of) the A90
sector boundary, and at altitudes and/or with descent instructions as depicted on the
STARs, unless prior coordination between Center and Approach controllers waives
such restrictions. Aircraft not flying a STAR will be handed off just prior to (within
20NM of) the A90 sector boundary.
2.
If traffic is light, and there is no immediate concern for safety or separation, speed
restrictions can be waived with prior coordination between Center and Approach
controllers.
3.
Aircraft landing Runway 4R and cleared by ZBW for the ROBUC arrival may be
instructed to “join the Runway 4R localizer at GOSHI” and subsequently cleared for
the ILS approach. These aircraft may also be vectored to join the localizer.
4.
Aircraft will be descended by ZBW according to the following tables:
STAR / Route
Type
Location
Instruction
Remark
Coordination
Landing BOS and Applicable Satellites
CON TOMIE
LWM BOS
Any
CON
11,000’
Turbojet
LOBBY
11,000’
Non-Jet
LOBBY
9,000’
Turbojet
LOBBY
8,000’
Non-Jet
LOBBY
7,000’
Turbojet
ALB
“Descend via”
KRANN
11,000’
270 KIAS
PVD
11,000’
250 KIAS
Temp Alt
GDM
GDM-15
JFUND
ORW
Landing Runway 15
All a/c 5nm in-trail
Scratchpad
“J” + RWY
Temp Alt
Scratchpad
“ORW”
Turbojet
ORW-4
ORW-15
Turbojet
PVD
11,000’
ROBUC
Turbojet
Before FEXXX
“Descend via”
JEWIT
11,000’
250- KIAS
WOONS
Non-Jet
Issue direct ROBUC or
PROVI if traffic
permits
Landing BOS
3,000’
Landing OWD, 1B9,
GHG
OOSHN
Turbojet
AJJAY or ENE
“Descend via”
DCT SCUPP
Any
SCUPP
11,000’
ENE PSM
STEVO…
Any
ENE
11,000’
Scratchpad “R” +
RWY
N/A
7,000’
WOONS
Temp Alt
Scratchpad
“GDM”
Temp Alt
Scratchpad “W”
Scratchpad “O” +
RWY
250 KIAS if landing
Runway 27
Temp Alt
Temp Alt
STAR /
Route
Type
Location
Instruction
Remark
Coordination
Landing MHT
POPPP
Any
POPPP
9,000’
Temp Alt
Scratchpad “P”
ROZZE
Turbojet
ALB
“Descend via”
Scratchpad “E” +
RWY
DCT MHT
Any
Border
AOB 7,000’,
descending to
5,000’
Temp Alt
Landing BED
DREEM
GRAYM
ZELKA
Any
Any
Turbojet or
Turboprop
GASSE
5,000’
BLATT (ORW
Trans)
AOB 11,000’
DVANY (HFD
Trans)
AOB 11,000’
GASSE (All)
5,000’
ALB
“Descend via”
Temp Alt
Temp Alt
Scratchpad “Z”
5.
Communications transfer from ZBW shall occur between 10 and 30nm from the
lateral boundary of A90 airspace.
6.
BOS_APP must transfer communication of BOS arrivals to BOS_TWR prior to the
aircraft entering BOS ATCT airspace, and before crossing the FAF.
1.
Used for non-jet and Cape Air arrivals when conditions preclude the use of Visual
Approach Runway 4L.
2.
Advise aircraft to “expect Visual Approach Left Traffic Runway 4L”.
3.
Enter “LV4” into the scratchpad.
4.
Transfer control of aircraft to BOS_TWR approximately 6-8nm from the airport.
1.
Advise aircraft on initial contact to “Expect (approach) Runway 22L to hold short of
Runway 27” or “Expect (approach) Runway 15R to hold short of Runway 9”.
2.
Re-state the hold short instructions in the approach clearance.
3.
If using vSTARS, enable ghost targets and target the following:
4.
3nm at the landing threshold for Runway 27 arrivals behind Runway 22L
5.
4nm at the landing threshold for Runway 22L arrivals behind Runway 27
1.
IFR aircraft must be vectored for a standard instrument approach or vectored no less
than 5nm from the assigned runway for a straight-in visual approach
2.
Aircraft must maintain no lower than 3,000’ MSL until passing the BOS 10 DME
3.
When Runway 33L is in use, the preferred approach procedure is the Light Visual
Runway 33L (scratchpad entry “LVA”)
4.
RNAV Visual Approaches are available for jetBlue aircraft only on Runways 4L and
33L. These approaches may be assigned at the request of the pilot
5.
The Runway 33L RNAV visual approach begins at MISTK (7,000’) or MYNOT (4,000’)
6.
The Runway 4L RNAV visual approach begins at HOCCY (3,000’) and should only be
used for ORW/PROVI arrivals
JBU931, proceed direct HOCCY, cross HOCCY at or above 3,000, cleared RNAV
Visual Runway 4L Approach.
7.
Go arounds are assigned runway heading and 3,000’ by BOS_TWR unless otherwise
coordinated. These aircraft are generally climbed to 4,000’ by BOS_DEP, and then revectored for the approach.
8.
Departure releases are valid for all aircraft departing the primary departure runway,
but the top altitude shall be changed to 3,000 by BOS_TWR until departures are
released by BOS_DEP.
9.
BOS_DEP must release all departures in order for aircraft with a top altitude of 5,000’
to depart.
a. Most jet vectoring is along the relevant RNAV track for the aircraft (i.e., jet aircraft departures
via LOGAN# should be vectored along the RNAV departure they would be on; jet arrivals on a
conventional arrival should be vectored and descended per the RNAV track).
b. The controller may begin vectors to final prior to the end of the runway transition if it is
operationally advantageous. If the controller does not initiate vectors prior to the final fix on
the runway transition, the aircraft will continue on the indicated track and await vectors to
final. If the arrival procedure instructs aircraft to expect vectors prior to a specific fix (e.g.
WOONS), initiate vectors before the aircraft crosses that fix.
c. Non-jet aircraft emit less noise and therefore can be given more direct headings and routes
on course and to the airport. The objective is to keep the slower non-jet out of the way of the
fast-moving traffic as much as possible.
d. Jet aircraft weighing less than 75,000 pounds maximum takeoff weight may be vectored along
existing turboprop arrival routes (i.e., over the city) to Runway 22L and Runway 4L.
a. A90 is required to coordinate with BOS_TWR prior to commencing instrument approaches to
Runway 29 at BED.
1.
The Manchester Area owns from the surface to 10,000’ MSL.
1.
Turbojet departures from Runway 17 must be instructed to turn right to heading 220°
or greater for noise abatement, unless operational requirements dictate otherwise.
2.
Turbojet departures from Runway 35 must fly runway heading until leaving 3,000’
MSL.
3.
Turbojet departures from Runway 6 must turn left heading 040° and turn on course
leaving 3,000’ MSL.
1.
Aircraft shall be vectored for a standard instrument approach, or vectored to a
position outside of the FAF, for a straight-in visual approach.
a. Aircraft departing BOS climbing above 10,000’ that will not clear the MHT area may be handed
off to the MHT area prior to contacting ZBW. In this case, aircraft may be assigned 10,000’.
b. Aircraft departing satellite airports landing MHT shall be cleared direct to the MHT VOR and
handed off at 3,000’ MSL. Aircraft departing BOS landing MHT must be routed direct MHT
VOR and delivered at 4,000’ MSL.
c. Aircraft landing BOS via LWM VOR/DME direct BOS VOR/DME shall cross the common
boundary level at 6,000’ MSL. All aircraft must be vectored in-trail and all potential conflicts
must be resolved prior to communications transfer.
a. Airspace delegation overview:
b. A90 and Y90:
1.
Control on contact:
(a) For turns 30 degrees either side of track.
2.
GLYDE V270 CTR and GLYDE V292 BAF aircraft can be cleared direct CTR or BAF
provided the traffic will enter Y90 over or south of DREEM.
3.
Y90 must coordinate with A90 for approaches to Hopedale (1B6).
4.
A90 has control for descent to 4,000’ for Bedford Sector arrival traffic after the traffic
has passed DREEM.
5.
Delegated Airspace:
c. A90 and PVD:
1.
Control on contact:
(a) For turns up to 30 degrees either side of track.
(b) For A90, to descend traffic landing BOS to 6,000’ and control to turn these
aircraft to the right 30 degrees or to the left to heading 360, after passing
WOONS intersection.
2.
PVD shall:
(a) Handoff BOS jet arrivals to the appropriate BOS_APP sector no less than 5nm
from the border at 5,000’ – 7,000’ or as previously coordinated.
(b) When approaches to Runway 23 are in use, use caution to assure that any
aircraft being vectored remain at least 1.5nm from the airspace border.
3.
A90 shall:
(a) Transfer control of aircraft landing PVD cleared or vectored direct PVD at
4,000’.
(b) Coordinate with PVD_APP when Runway 4R is active at BOS to activate “Area
4R”, allowing BOS arrivals to be descended through the PVD/A90 shelf to an
altitude no lower than 6,000’.
4.
Delegated Airspace:
(a) During standard operations, the airspace is split as shown below. PVD_APP
can request control of “Area 23” SFC-040 from A90.
d. A90 and PWM ATCT:
1.
Control on contact:
(a) Receiving facility has control for turns up to 40 degrees either side of track
within 10 nm of the facility’s area of jurisdiction.
(b) A90 has control for descents within 10nm of the common boundary for PSM
arrivals.
(c)
2.
PWM has control for descent within 10nm of the common boundary for
PWM and SFM arrivals.
A90 shall:
(a) Coordinate all SFM Runway 7 arrivals and all LCI Runway 26 approaches with
PWM.
3.
PWM shall:
(a) Coordinate all SFM Runway 25 departures flight planned into A90’s airspace
prior to release.
e. A90 and K90:
1.
Control on contact:
(a) Control for 30 degree turns on contact.
(b) K90 for PVC arrivals for turns and descents.
2.
K90 to A90:
(a) Traffic inbound to BOS shall be delivered at or below 8,000’.
(b) Traffic inbound to A90 satellite fields shall be delivered at 4,000’.
3.
A90 to K90:
(a) Traffic inbound PVC shall be on radar vectors direct at 3,000’; K90 has control
for turns and descent on contact.
(b) Traffic inbound to MVY shall be handed off at or below 7,000’.
4.
Delegated Airspace:
f. A90 and ZBW:
(1)
Control on contact:
(a). A90 for arrivals up to 40 degrees either side of track within 10nm of the
airspace boundary, except as described below.
(i).
QUABN arrivals: A90 for turns 40 degrees either side of track 5nm west
of UROWT or after passing BRONC.
(ii). ROBUC arrivals landing Runway 4R/15R: A90 for turns and descent
within the lateral confines of Area 4R.
(iii). OOSHN/SCUPP arrivals: A90 for descent and turns between BOS R-065
clockwise to the BOS R-114 radial.
(iv). MHT arrivals: A90 for turns and descents within 10 miles of the
TRACON boundary for all MHT area arrivals and KSFM arrivals.
(b). ZBW for departures up to 40 degrees either side of track after the
departure has passed 6,000’, except:
(i).
MHT area departures flight planned at or below 10,000’ MSL, ZBW for
turns not to exceed 40 degrees within 10 miles of the boundary.
(ii). KMHT, KASH, KCON, and KLCI departures flight planned via the PPORT
SID or to PPORT waypoint must remain on the TRACON-assigned
routing until the aircraft is above the TRACON ceiling.
Reminder: Massport prohibits jet aircraft, or any aircraft exceeding 30,000 lbs. maximum
certificated gross weight, from departing from an intersection, except:
(1)
(2)
(3)
(4)
(5)
Runway 15R departures (any intersection is allowed)
Runway 4R at Taxiways B and M1
Runway 22R at Taxiway N2
Runway 22L at Taxiway N3
Runway 27 at Taxiway D2
Taxiway Intersections:
Rwy
Length
Int
Distance
Int
Distance
Int
Distance
Int
Distance
4L
7861
C
6000
F
5050
4R
10005
B
9750
M1
8950
E
7300
C
6100
9
7000
E
4700
14
5000
J1
3900
15R
10083
Z
9100
N
7650
G
3550
22L
10005
N3
9360
F
4850
C
3900
E
2700
22R
7861
N2
7500
N1
6900
F
2750
C
1800
27
7000
D2
6450
D1
6000
C
3850
33L
10083
D
7450
G
6500
Runway Intersections:
Rwy
Length
Int
Distance
Int
Distance
Int
Distance
4L
7861
15R-33L
4050
15L-33R
2300
4R
10005
9-27
7900
15R-33L
4650
15L-33R
3000
9
7000
4R-22L
5950
15R-33L
2550
15R
10083
4L-22R
6700
4R-22L
5200
9-27
2100
22L
10005
15L-33R
6950
15R-33L
5350
9-27
2100
22R
7861
15L-33R
5550
15R-33L
3800
27
7000
15R-33L
4450
33L
10083
9-27
8000
4R-22L
4850
4L-22R
3550