ztl operations and admin order

Distribution: ZTL-3 and WD Initiated By: ZTL-2 FAA Form 1320-2 (6-80) Supersedes Previous Edition

ORDER ZTL 7230.2A

ATLANTA AIR ROUTE TRAFFIC CONTROL CENTER

FACILITY OPERATIONS

AND ADMINISTRATION

July 1, 2009

U.S. DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION

7/1/09 ZTL 7230.2A

i (and ii)

FOREWORD

This order provides internal direction and guidance for accomplishing the day to day operational and administrative requirements within Atlanta ARTC Center. This document serves as a supplement to the requirements prescribed in national and regional FAA orders. All personnel shall familiarize themselves with the provisions of this order and perform in accordance. Terry Biggio Air Traffic Manager

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TABLE OF CONTENTS

CHAPTER 1. GENERAL Par Page 1-1. PURPOSE................................................................................................................1-1 1-2. DISTRIBUTION .....................................................................................................1-1 1-3. CANCELLATION...................................................................................................1-1 1-4. REVISIONS ............................................................................................................1-1 1-5 EXPLANATION OF CHANGES ..........................................................................1-1

CHAPTER 2. OPERATIONS - GENERAL (Office of Primary Interest is ZTL-530 unless noted otherwise under this chapter.)

SECTION 1. POSITION RELIEF AND DUTY FAMILIARIZATION

2-1-1. DUTY FAMILIARIZATION .................................................................................2-1 2-1-2. STATUS INFORMATION AREAS .......................................................................2-1 2-1-3. POSITION RELIEF BRIEFING .............................................................................2-2

SECTION 2. FLIGHT PLAN PROCESSING

2-2-1. INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO) FLIGHT PLANS (Flight Data) .................................................................2-4 2-2-2. STRIP MARKING ..................................................................................................2-4 2-2-3. PROCESSING FLIGHT PLAN INFORMATION DURING MIDNIGHT SHIFT OPERATIONS .......................................................................2-6 2-2-4. FLIGHT DATA REQUIREMENTS ......................................................................2-6

SECTION 3. COMMUNICATION AND EQUIPMENT

2-3-1. MONITORING OF EMERGENCY FREQUENCIES............................................2-8 2-3-2. VSCS OPERATING PROCEDURES.....................................................................2-8 2-3-3. VSCS MAP CHANGE REQUEST (MCR) PROCEDURES..................................2-13 2-3-4. RADAR PROBLEM REPORTING ........................................................................2-13 2-3-5. EQUIPMENT OUTAGES.......................................................................................2-14 2-3-6. MONITORING ALTIMETER SETTINGS AND DETERMINING LOWEST USABLE FLIGHT LEVEL .......................................2-15 2-3-7. FREQUENCY MONITORING...............................................................................2-16 2-3-8. CARE AND MAINTENANCE OF OPERATIONAL EQUIPMENT....................2-17

SECTION 4. WEATHER OPERATIONS

2-4. CENTER WEATHER SERVICE UNIT (AJR16) ..................................................2-19

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SECTION 5. SPECIAL MILITARY OPERATIONS

2-5-1. RESPONSIBILITY FOR CONTROL OF OPERATIONS IN AR633A, AR633B, AND RIDGE ATCAA ............................................................2-23 2-5-2. AIR MOBILITY COMMAND (AMC) OPERATION “BUGGY RIDE” .....................................................................................................2-23 2-5-3. ELECTRONIC COUNTER MEASURES (ECM) ..................................................2-24 2-5-4. LAND-BASED AIR DEFENSE IDENTIFICATION ZONE AIR TRAFFIC CONTROL PROCEDURES...........................................................2-24

SECTION 6. CHARTS AND MAPS

2-6-1. PROCESSING CHANGES TO AIRSPACE ITEMS..............................................2-25 2-6-2. FLIGHT DATA LOW/HIGH ALTITUDE POSTING AND ESTIMATING CHARTS ........................................................................................2-25 2-6-3. EN ROUTE MINIMUM IFR SECTOR CHARTS..................................................2-26

SECTION 7. OPERATIONAL DATA/INFORMATION

2-7-1. OPERATIONAL COUNT DATA...........................................................................2-27 2-7-2. PROCEDURES FOR HANDLING GENERAL NOTICES (GENOTS) ...............................................................................................................2-28 2-7-3. ELECTRONIC SIGN IN/SIGN OUT (SISO) PROGRAM.....................................2-29 2-7-4. DISSEMINATION OF NOTAM INFORMATION................................................2-31 2-7-5. RECORDING OF AIRBORNE DELAYS (AJR16)...............................................2-34 2-7-6. SIMILAR SOUNDING CALL SIGN REPORT .....................................................2-35 2-7-7. OPERATIONAL PROBLEM REPORT .................................................................2-35 2-7-8 TROUBLE REPORT...............................................................................................2-35 2-7-9 TEMPORARY FLIGHT RESTRICTIONS.............................................................2-36

CHAPTER 3. OPERATIONAL QUALITY CONTROL (Office of Primary Interest is ZTL-505 under this chapter.)

3-1. QUALITY ASSURANCE (QA) PROGRAM.........................................................3-1 3-2. RESPONSIBILITIES ..............................................................................................3-1 3-3. AIR TRAFFIC AND AIRCRAFT ACCIDENT/INCIDENT INVESTIGATION AND REPORTING PROCEDURES.......................................3-7 3-4. UNSATISFACTORY CONDITION REPORTS (UCR’s) (ZTL-530) ...............................................................................................................3-9 3-5. AOV CREDENTIALING........................................................................................3-10

CHAPTER 4. FACILITY WATCH SUPERVISOR (WS) RESPONSIBILITIES

(Office of Primary Interest is ZTL-2 under this chapter.)

SECTION 1. CONTROL ROOM MANAGEMENT

4-1-1. WS DUTIES ............................................................................................................4-1 4-1-2. OTHER AREA DUTIES .........................................................................................4-1

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SECTION 2. INCIDENTS/ACCIDENTS

4-2. RESPONSIBILITIES FOR HANDLING INCIDENTS/ ACCIDENTS ...........................................................................................................4-3

SECTION 3. EMERGENCIES

4-3. MANAGING EMERGENCY SITUATIONS .........................................................4-5

SECTION 4. COMMUNICATIONS

4-4. COMMUNICATION CAPABILITIES...................................................................4-6

SECTION 5. EQUIPMENT

4-5-1. KEYBOARD VIDEO DISPLAY TERMINAL (KVDT)........................................4-7 4-5-2. OUTAGES ..............................................................................................................4-7

SECTION 6. MIDNIGHT SHIFT OPERATION

4-6. WS DUTIES ............................................................................................................4-8

SECTION 7. SECURITY

4-7. SECURITY CHECK ...............................................................................................4-9

SECTION 8. MISCELLANEOUS

4-8-1. OPERATIONAL BRIEFING ..................................................................................4-10 4-8-2. CALL-IN NOTAM’s ...............................................................................................4-10 4-8-3. CHAFF DROP.........................................................................................................4-10

CHAPTER 5. FRONT LINE MANAGERS-IN-CHARGE/CONTROLLER-IN-CHARGE (FLMIC/CIC)

RESPONSIBILITIES (Office of Primary Interest is SUPCOM under this chapter.)

5-1. AREA SUPERVISION OBJECTIVES AND TASKS FOR FRONT LINE MANAGERS -IN-CHARGE/CONTROLLER-IN-CHARGE (FLMIC/CIC) ................................5-1 5-2. DAY SHIFT DUTIES OF FLMIC/CIC...................................................................5-3 5-3. EVENING SHIFT DUTIES OF FLMIC/CIC .........................................................5-4 5-4 CIC’S SHALL NOT DO THE FOLLOWING........................................................5-4 5-5 SUPERVISOR TRANSFER OF EMPLOYEE RECORDS AND INFORMATION .....................................................................................................5-5

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CHAPTER 6. OPERATIONAL PROCEDURES (Office of Primary Interest is ZTL-530 under this chapter.)

6-1. PROCEDURES FOR COUNTING MILITARY OPERATING AREA (MOA) ENTRIES ........................................................................................6-1 6-2. PRACTICE INSTRUMENT APPROACHES.........................................................6-1 6-3. HANDLING VFR AIRCRAFT RECEIVING RADAR ADVISORY SERVICE ...........................................................................................6-1 6-4. VECTORING TO INTERCEPT DEPICTED FINAL APPROACH COURSE ...........................................................................................6-2 6-5. CONTROL RESPONSIBILITIES WITHIN DELEGATED APPROACH CONTROL AIRSPACE ....................................................................6-2 6-6. WAIVER OF COMPUTER ENTRY OF ASSIGNED ALTITUDE.......................6-3 6-7. INTER-AREA COORDINATION PROCEDURES FOR FLIP-FLOP AIRSPACE..........................................................................................6-4 6-8. SECTOR/POSITION BINDERS.............................................................................6-4 6-9. AUTOMATED INFORMATION TRANSFER (AIT)............................................6-4 6-10 DISPLAY SYSTEM REPLACEMENT (DSR) 4TH LINE DATA BLOCK TEXT.............................................................................................6-5 6-11. STANDARD OPERATING PROCEDURES (SOP) ..............................................6-5 6-12. FACILITY STANDARD OPERATING PROCEDURES ......................................6-6 6-13. NNCC OUTAGE PROCEDURES ..........................................................................6-7 6-14. MARIETTA (ATL) LRR SINGLE SENSOR RADAR ADAPTATION................6-7

CHAPTER 7. AREA OF SPECIALIZATION 1 (Office of Primary Interest is ZTL-530 under this chapter.)

SECTION 1. SALEM SECTOR 42

7-1-1. SECTOR NARRATIVE ..........................................................................................7-1 7-1-2. ASSIGNMENT OF AIRSPACE .............................................................................7-1 7-1-3. PROCEDURES........................................................................................................7-1

SECTION 2. PULASKI SECTOR 43

7-2-1. SECTOR NARRATIVE ..........................................................................................7-3 7-2-2. ASSIGNMENT OF AIRSPACE .............................................................................7-3 7-2-3. PROCEDURES........................................................................................................7-3 7-2-4 AUTOMATED INFORMATION TRANSFER......................................................7-4

SECTION 3. SHINE SECTOR 44


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SECTION 4. BRISTOL SECTOR 45

7-4-1. SECTOR NARRATIVE ..........................................................................................7-8 7-4-2. ASSIGNMENT OF AIRSPACE .............................................................................7-8 7-4-3. PROCEDURES ......................................................................................................7-8 7-4-4. AUTOMATED INFORMATION TRANSFER......................................................7-9

SECTION 5. MOPED SECTOR 47 7-5-1. SECTOR NARRATIVE ..........................................................................................7-11 7-5-2. ASSIGNMENT OF AIRSPACE .............................................................................7-11 7-5-3. PROCEDURES........................................................................................................7-11

SECTION 6. WILKES SECTOR 48



SECTION 1. HIGH ROCK SECTOR 28


SECTION 2. LEEON SECTOR 29

8-2-1. SECTOR NARRATIVE ..........................................................................................8-3 8-2-2. ASSIGNMENT OF AIRSPACE .............................................................................8-3 8-2-3. PROCEDURES .......................................................................................................8-3 8-2-4. AUTOMATED INFORMATION TRANSFER......................................................8-4

SECTION 3. LOCAS SECTOR 30

8-3-1. SECTOR NARRATIVE ..........................................................................................8-6 8-3-2. ASSIGNMENT OF AIRSPACE .............................................................................8-6 8-3-3 PROCEDURES........................................................................................................8-6

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SECTION 4. UNARM SECTOR 31

8-4-1. SECTOR NARRATIVE ..........................................................................................8-8 8-4-2. ASSIGNMENT OF AIRSPACE .............................................................................8-8 8-4-3. PROCEDURES .......................................................................................................8-8

SECTION 5. SPARTANBURG HIGH SECTOR 32

8-5-1. SECTOR NARRATIVE ..........................................................................................8-10 8-5-2. ASSIGNMENT OF AIRSPACE .............................................................................8-10 8-5-3. PROCEDURES .......................................................................................................8-10 8-5-4. AUTOMATED INFORMATION TRANSFER......................................................8-10

SECTION 6. CHARLOTTE HIGH SECTOR 33

8-6-1. SECTOR NARRATIVE ..........................................................................................8-13 8-6-2. ASSIGNMENT OF AIRSPACE .............................................................................8-13 8-6-3. PROCEDURES .......................................................................................................8-13

SECTION 7. GEORGIA HIGH SECTOR 34

8-7-1. SECTOR NARRATIVE ..........................................................................................8-15 8-7-2. ASSIGNMENT OF AIRSPACE .............................................................................8-15 8-7-3. PROCEDURES........................................................................................................8-15 8-7-4. AUTOMATED INFORMATION TRANSFER......................................................8-15


SECTION 1. BADEN SECTOR 15


SECTION 2. EAST DEPARTURE SECTOR 16

9-2-1. SECTOR NARRATIVE ..........................................................................................9-4 9-2-2. ASSIGNMENT OF AIRSPACE .............................................................................9-4 9-2-3. PROCEDURES........................................................................................................9-4 9-2-4. SPECIAL USE AIRSPACE/MILITARY OPERATIONS ......................................9-5

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SECTION 3. COMMERCE SECTOR 18


SECTION 4. LOGEN SECTOR 49

9-4-1. SECTOR NARRATIVE ..........................................................................................9-11 9-4-2. ASSIGNMENT OF AIRSPACE .............................................................................9-11 9-4-3. PROCEDURES........................................................................................................9-11 9-4-4. AUTOMATED INFORMATION TRANSFER......................................................9-13 9-4-5. SPECIAL USE AIRSPACE/MILITARY OPERATIONS ......................................9-13

SECTION 5. LANIER SECTOR 50

9-5-1. SECTOR NARRATIVE ..........................................................................................9-16 9-5-2. ASSIGNMENT OF AIRSPACE .............................................................................9-16 9-5-3. PROCEDURES........................................................................................................9-16 9-5-4. AUTOMATED INFORMATION TRANSFER......................................................9-17 9-5-5. SPECIAL USE AIRSPACE/MILITARY OPERATIONS ......................................9-17


SECTION 1. SINCA SECTOR 19


SECTION 2. DUBLIN HIGH SECTOR (20)


SECTION 3. SOUTH DEPARTURE SECTOR 21


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SECTION 4. MACON HIGH SECTOR 22


SECTION 5. CLARK HILL ULTRA HIGH SECTOR 23


SECTION 6. AUGUSTA SECTOR 24


SECTION 7. HAMPTON ULTRA HIGH 27

10-7-1 SECTOR NARRATIVE ..........................................................................................10-22 10-7-2 ASSIGNMENT OF AIRSPACE .............................................................................10-22 10-7-3 PROCEDURES........................................................................................................10-22 10-7-4 AUTOMATED INFORMATION TRANSFER......................................................10-22


SECTION 1. MARTIN LAKE SECTOR 08

11-1-1. SECTOR NARRATIVE ..........................................................................................11-1 11-1-2. ASSIGNMENT OF AIRSPACE ............................................................................11-1 11-1-3. PROCEDURES........................................................................................................11-1

SECTION 2. TIROE SECTOR 09


SECTION 3. LAGRANGE SECTOR 10


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SECTION 4. MONROEVILLE SECTOR 11


SECTION 5. BIRMINGHAM SECTOR 12


SECTION 6. MONTGOMERY SECTOR 13


SECTION 7. MAXWELL SECTOR 14



SECTION 1. ROME SECTOR 01

12-1-1. SECTOR NARRATIVE .........................................................................................12-1 12-1-2. ASSIGNMENT OF AIRSPACE ............................................................................12-1 12-1-3. PROCEDURES .......................................................................................................12-1 12-1-4. AUTOMATED INFORMATION TRANSFER......................................................12-2 12-1-5. SPECIAL USE AIRSPACE/MILITARY OPERATIONS ......................................12-2 12-1-6. RESTRICTED AREAS ...........................................................................................12-3

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SECTION 2. GUNTER SECTOR 02

12-2-1. SECTOR NARRATIVE ..........................................................................................12-5 12-2-2. ASSIGNMENT OF AIRSPACE .............................................................................12-5 12-2-3. PROCEDURES........................................................................................................12-5 12-2-4. AUTOMATED INFORMATION TRANSFER. .....................................................12-7

SECTION 3. GADSDEN SECTOR 03

12-3-1. SECTOR NARRATIVE .........................................................................................12-9 12-3-2. ASSIGNMENT OF AIRSPACE ............................................................................12-9 12-3-3. PROCEDURES........................................................................................................12-9 12-3-4. AUTOMATED INFORMATION TRANSFER......................................................12-11 12-3-5. SPECIAL USE AIRSPACE/MILITARY OPERATIONS ......................................12-12 12-3-6. RESTRICTED AREAS ...........................................................................................12-12

SECTION 4. WEST DEPARTURE SECTOR 04

12-4-1. SECTOR NARRATIVE ..........................................................................................12-14 12-4-2. ASSIGNMENT OF AIRSPACE .............................................................................12-14 12-4-3. PROCEDURES........................................................................................................12-14 12-4-4. AUTOMATED INFORMATION TRANSFER......................................................12-17 12-4-5. SPECIAL USE AIRSPACE/MILITARY OPERATIONS ......................................12-18 12-4-6. RESTRICTED AREAS ...........................................................................................12-18

SECTION 5. DALAS SECTOR 05

12-5-1. SECTOR NARRATIVE ..........................................................................................12-21 12-5-2. ASSIGNMENT OF AIRSPACE .............................................................................12-21 12-5-3. PROCEDURES........................................................................................................12-21 12-5-4. AUTOMATED INFORMATION TRANSFER......................................................12-22 12-5-5 SPECIAL USE AIRSPACE/MILITARY OPERATIONS ......................................12-23

SECTION 6. ROCKET SECTOR 06

12-6-1. SECTOR NARRATIVE .........................................................................................12-26 12-6-2. ASSIGNMENT OF AIRSPACE .............................................................................12-26 12-6-3. PROCEDURES........................................................................................................12-26 12-6-4. AUTOMATED INFORMATION TRANSFER......................................................12-28 12-6-5 SPECIAL USE AIRSPACE/MILITARY OPERATIONS ......................................12-29 12-6-6 RESTRICTED AREAS ...........................................................................................12-29

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SECTION 1. ALLATOONA SECTOR 36

13-1-1. SECTOR NARRATIVE ..........................................................................................13-1 13-1-2. ASSIGNMENT OF AIRSPACE .............................................................................13-1 13-1-3. AUTOMATED INFORMATION TRANSFER......................................................13-1

SECTION 2. CROSSVILLE SECTOR 37


SECTION 3. NORTH DEPARTURE SECTOR 38


SECTION 4. BURNE SECTOR 39


SECTION 5. BLUE RIDGE SECTOR 40


SECTION 6. HINCH MOUNTAIN SECTOR 41


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CHAPTER 14. SYSTEMS OPERATIONS (Office of Primary Interest is AJR16 under this chapter.)

SECTION 1. SUPERVISORY TRAFFIC MANAGEMENT COORDINATOR/TRAFFIC

MANAGEMENT COORDINATOR-IN-CHARGE (TMCIC)

14-1-1. HOURS OF OPERATION ......................................................................................14-1 14-1-2. COMBINING SECTORS........................................................................................14-1 14-1-3. COMMUNICATIONS ............................................................................................14-1 14-1-4. POSITION DESCRIPTION AND RESPONSIBILITIES.......................................14-1 14-1-5. STANDARD OPERATING PROCEDURES .........................................................14-2

SECTION 2. NAS AND SPECIAL EVENTS COORDINATOR I AND II POSITION


SECTION 3. ATLANTA ARRIVAL COORDINATOR POSITION

14-3-1. HOURS OF OPERATION ......................................................................................14-8 14-3-2. COMBINING POSITIONS.....................................................................................14-8 14-3-3. COMMUNICATIONS ............................................................................................14-8 14-3-4. POSITION DESCRIPTION AND RESPONSIBILITIES.......................................14-8 14-3-5. STANDARD OPERATING PROCEDURES .........................................................14-10

SECTION 4. CHARLOTTE ARRIVAL COORDINATOR POSITION (TMAC2)


SECTION 5. DEPARTURE COORDINATOR I AND II POSITION


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SECTION 6. WEATHER COORDINATOR (WC)


SECTION 7. MILITARY/SECURITY COORDINATOR


SECTION 8. EN ROUTE COORDINATOR I, II, AND III POSITION


CHAPTER 15. FLIGHT DATA COMMUNICATION SECTION (Office of Primary Interest is ZTL-512 under this chapter.)

15-1. GENERAL...............................................................................................................15-1 15-2. INPUT/OUTPUT RESPONSE MESSAGES ..........................................................15-1 15-3. AIS “A” DATA .......................................................................................................15-5 15-4. AIS “B” MESSAGES..............................................................................................15-6 15-5. COMPUTER PLANNED SHUTDOWN - REMAINS OPERATIONAL...................................................................................15-8 15-6. FUNCTIONAL LAPSE OF OPERATIONAL PROGRAM (FLOP)......................15-8 15-7. AUTODIN TRAFFIC (CRYPTO) .........................................................................15-9

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CHAPTER 16. AUTOMATION OPERATIONS AND PROCEDURES


SECTION 1. POSITION AND RESPONSIBILITIES 16-1-1. AIRSPACE AND PROCEDURES OFFICE MANAGER (ZTL-530)....................16-1 16-1-2. TRAINING PROGRAM SUPPORT MANAGER (ZTL-520)................................16-1 16-1-3. PLANS AND PROGRAMS SUPPORT MANAGER (ZTL-510) ..........................16-1 16-1-4. OPERATIONAL OVERSITE SUPPORT MANAGER (ZTL-505) .......................16-1 16-1-5. WATCH SUPERVISOR (WS)................................................................................16-1 16-1-6. FLMIC/CIC..............................................................................................................16-2 16-1-7. TRACKER CONTROLLER....................................................................................16-2 16-1-8. “R” CONTROLLER................................................................................................16-2 16-1-9. “D” CONTROLLER................................................................................................16-3 16-1-10. “A” CONTROLLER................................................................................................16-3 16-1-11. TRAFFIC MANAGEMENT COORDINATOR (TMC) .........................................16-3 16-1-12. FLIGHT DATA COMMUNICATIONS SPECIALIST (FDCS) ............................16-4 16-1-13. NAS OPERATION MANAGER (NOM)................................................................16-5

SECTION 2. OPERATING PROCEDURES 16-2-1. COMPUTER MESSAGE INPUTS .........................................................................16-6 16-2-2. RADAR CONSOLE SETUP CHECK ....................................................................16-6 16-2-3. URET.......................................................................................................................16-9 16-2-4. LOGIC CHECK OVERRIDE (/OK) .......................................................................16-12 16-2-5. FLAT/FREE TRACK STATUS ..............................................................................16-12 16-2-6. AIRCRAFT ALERT PROGRAM ...........................................................................16-12 16-2-7. ERIDS......................................................................................................................16-13

SECTION 3. EQUIPMENT MALFUNCTION PROCEDURES 16-3-1. NOTIFICATION PROCEDURES FOR REPORTING OUTAGES.......................16-15

SECTION 4. SYSTEM TRANSITION MODES

16-4-1. NORMAL SYSTEM TRANSITIONS ....................................................................16-16 16-4-2. PLANNED SHUT DOWN – NAS/HOST TO DARC ............................................16-22 16-4-3. SYSTEM FAILURE TRANSITIONS.....................................................................16-24

SECTION 5. SECTORIZATION 16-5-1. COMBINING OR DECOMBINING SECTORS ....................................................16-32

SECTION 6. HOLDING AIRCRAFT 16-6-1. PROCEDURES........................................................................................................16-34

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SECTION 7. MILITARY PROFILES

16-7-1. FLIGHTS UNDER ARTCC RADAR CONTROL WITHIN SPECIAL AREAS ..16-36 16-7-2. FLIGHTS UNDER OTHER THAN ARTCC RADAR CONTROL WITHIN SPECIAL AREAS ...................................................................................................16-36

SECTION 8. COMPUTER RESPONSE TIMES 16-8-1. PROCEDURES........................................................................................................16-37

SECTION 9. PROBLEM REPORTING 16-9-1. TROUBLE REPORTING........................................................................................16-39 16-9-2. AUTOMATED HOST ENROUTE ADAPTATION REQUEST AND TROUBLE REPORTING SYSTEM (HEARTS)....................................................16-39

SECTION 10. COMPUTER DATA FOR SEARCH AND RESCUE 16-10-1. SEARCH AND RESCUE MISSION PROCEDURES............................................16-41 16-10-2. COMPUTER DATA VALIDATION, RETENTION, AND DISTRIBUTION PROCEDURES...........................................................................16-42

SECTION 11. HOURS OF OPERATION 16-11-1. OPERATING HOURS ............................................................................................16-43

SECTION 12. DARC/HOST SYSTEM 16-12-1. DARC/HOST SYSTEM DESCRIPTION ...............................................................16-44 16-12-2. OPERATIONAL AND PROCEDURAL REQUIREMENTS.................................16-45

SECTION 13. DARC SYSTEM 16-13-1. DARC SYSTEM DESCRIPTION...........................................................................16-47 16-13-2. OPERATIONAL AND PROCEDURAL REQUIREMENTS.................................16-49

CHAPTER 17. GENERAL FACILITY ADMINISTRATION (Office of Primary Interest is ZTL-3 under this chapter.)

SECTION 1. FACILITY ORGANIZATION

17-1-1. FACILITY ORGANIZATION................................................................................ 17-1

SECTION 2. SENIORITY DETERMINATION METHOD

17-2-1. FRONT LINE MANAGERS (FLM) ....................................................................... 17-7 17-2-2. FLIGHT DATA COMMUNICATION SPECIALISTS (FDCS) ............................ 17-7

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SECTION 3. PUBLICATIONS, FORMS, AND DISTRIBUTION CODES

17-3-1. PROCEDURES FOR HANDLING PUBLICATIONS........................................... 17-8 17-3-2. FORMS MANAGEMENT ...................................................................................... 17-9 17-3-3. CARTOGRAPHIC SERVICES............................................................................... 17-9

SECTION 4. FACILITY PUBLICATIONS

17-4-1. UPDATING CONTROL ROOM BINDERS .......................................................... 17-9 17-4-2. READ BINDERS..................................................................................................... 17-10 17-4-3. RESPONSIBILITIES .............................................................................................. 17-11

CHAPTER 18. FACILITY TOURS (Office of Primary Interest is ZTL-3 under this chapter.)

18-1-1. FACILITY TOURS ................................................................................................. 18-1

CHAPTER 19. TRAVEL PROCEDURES AND RESPONSIBILITIES


19-1-1. TRAVEL PROCEDURES AND RESPONSIBILITIES ......................................... 19-1

CHAPTER 20. PAY ADMINISTRATION (Office of Primary Interest is ZTL-20 under this chapter.)

20-1-1. ELECTRONIC TIME AND ATTENDANCE PROCEDURES ................................. 20-1 20-1-2. COMPUTATION OF ON-THE-JOB TRAINING (OJT) FOR PAYROLL PURPOSES ................................................................................... 20-2 20-1-3. MID SHIFT DUTY FAMILIARIZATION ............................................................... 20-2 20-1-4. FAMILIARIZATION/CURRENCY REQUIREMENTS ........................................... 20-2

CHAPTER 21. ATTENDANCE AND LEAVE (Office of Primary Interest is ZTL-20 under this chapter.)

21-1-1. ABSENCE AND LEAVE ........................................................................................... 21-1 21-1-2. BASIC HOURS IN WORK DAY............................................................................... 21-1 21-1-3. DUTY REPORTING/EXCUSED HAZARDOUS GEOLOGICAL WEATHER AND

EMERGENCY SITUATIONS.................................................................................... 21-1 21-1-4. SIGN OUT/IN PROCEDURE FOR MEDICAL EXAMINATIONS ......................... 21-1 21-1-5. INQUIRIES REGARDING PAY AND LEAVE ...................................................... 21-2 21-1-6. SELECTION OF REGULAR DAYS OFF (RDOs) FOR FDCSs .............................. 21-2 21-1-7. SELECTION OF SCHEDULED ANNUAL LEAVE FOR FDCSs .............................. 21-2 21-1-8. ATCS NON-VACATION LEAVE……………………………………….................... 21-3 21-1-9. DISTRIBUTION OF OVERTIME……………………………………….. .................. 21-4 21-1-10. ADMINISTRATIVE DUTIES…………………………………………….. ................ 21-7

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CHAPTER 22. HUMAN RESOURCES AND SERVICES (Office of Primary Interest is ZTL-20 under this chapter.)

22-1-1. TRAUMATIC INJURIES……………………………………………… ................... 22-1 22-1-2. MEDICATION REPORT ........................................................................................... 22-3 22-1-3. MEDICAL EXAMINATIONS FOR ATC PERSONNEL ........................................ 22-3 22-1-4. AWARDS.................................................................................................................... 22-4 22-1-5. SUGGESTION PROGRAM ....................................................................................... 22-5 22-1-6. CHECKLIST FOR NEW ADMINISTRATIVE PERSONNEL ................................. 22-5

CHAPTER 23. PROPERTY MANAGEMENT


23-1-1. LOCKER ASSIGNMENT ........................................................................................ 23-1 23-1-2. HEADSET ASSIGNMENT ...................................................................................... 23-1 23-1-3. FAA IDENTIFICATION (ID) MEDIA AND ACCESS CARDS……… .................. 23-1 23-1-4. KEYS .......................................................................................................................... 23-2

CHAPTER 24. TRAINING PROGRAM (Office of Primary Interest is ZTL-520 under this chapter.)

24-1-1. GENERAL .................................................................................................................. 24-1 24-1-2. RESPONSIBILITIES.................................................................................................. 24-1 24-1-3. OJTI SELECTION PROCESS.................................................................................... 24-2 24-1-4. TRAINING PLANS FOR OJT………………………………………….................... 24-2 24-1-5. SKILL ENHANCEMENT TRAINING (SET)…………………………. .................. 24-2 24-1-6. ON THE JOB FAMILIARIZATION (OJF)/OJT TARGET HOURS… .................... 24-3 24-1-7. STAGE II (COURSE 55053) ASSISTANT CONTROLLER TRAINING ...................................................................................... 24-8 24-1-8. STAGE III (COURSES 55054 AND 55056) NON-RADAR/ RADAR ASSOCIATE CONTROLLER TRAINING ................................................ 24-9 24-1-9. STAGE IV (COURSES 55055 AND 55057) RADAR CONTROLLER TRAINING ...................................................................................... 24-13 24-1-10. CERTIFIED PROFESSIONAL CONTROLLER-IN-TRAINING……..................... 24-16 24-1-11. PROFICIENCY TRAINING REQUIREMENTS………………………................... 24-18 24-1-12. RECERTIFICATION…………………………………………………………………24-19 24-1-13. OPERATIONS MANAGER TRAINING…………………………………………… 24-20 24-1-14. FLM TRAINING…………………………………………………………………….. 24-21 24-1-15. FDCS TRAINING……………………………………………………………………24-25 24-1-16. TRAINING DOCUMENTATION………………………………………………… 24-28 24-1-17. CONTROLLER-IN-CHARGE (CIC) DESIGNATION, SELECTION AND TRAINING PROCESS ………………………………………………………..24-28

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APPENDICIES APPENDIX 1. R/D/T ATCS Position Relief Briefing Checklist APPENDIX 2. A-Side Position Relief Briefing Checklist APPENDIX 3. ATCS Transfer of Approach Control Airspace Briefing Checklist APPENDIX 4. WS Position Relief Briefing Checklist APPENDIX 5. Supervisory Traffic Management Coordinator Position Relief Briefing Checklist APPENDIX 6. Weather Coordinator/Military Security Coordinator Position Relief Briefing Checklist APPENDIX 7. En Route Coordinator I, II, and III Position Relief Briefing Checklist APPENDIX 8. ATL Arrival Coordinator Position Relief Briefing Checklist APPENDIX 9. CLT Arrival Coordinator Position Relief Briefing Checklist APPENDIX 10. Departure Coordinator/Departure Coordinator II Position Relief Briefing Checklist APPENDIX 11. Front Line Managers Position Relief Briefing Checklist APPENDIX 12. ZTL Form 7910-1, VSCS Map Change Request APPENDIX 13. ZTL Form 7910-2, VSCS Map Change Request A/G APPENDIX 14. ZTL Form 7910-3, VSCS Map Change Request G/G APPENDIX 19. ZTL Form 7210-4, WS Midnight Shift Checklist APPENDIX 20. Customs Alert Patch Program APPENDIX 22. Display Filter Key Chart APPENDIX 23. AF Form 1022, COMMCEN Message Register APPENDIX 24. Atlanta Center Acronym Listing APPENDIX 25. ZTL Form 3120-50, Front Line Manager Technical Training Discussion ZTL Form 3120-49, Traffic Management Supervisor Technical Training Discussion ZTL Form 3120-48, Traffic Management Coordinator Technical Training Discussion ZTL Form 3120-37, ATCS Technical Training Discussion APPENDIX 26. ZTL Form 7210-25, Atlanta Center Operational Error Detection Printout Summary APPENDIX 27. ZTL Form 7210-45, Quality Assurance Investigation Form APPENDIX 28. ZTL Form 7210-43, Similar Sounding Call Sign Incident Reporting Worksheet APPENDIX 29. ZTL Form 7210-44, Operational Problem Report APPENDIX 30. ZTL Form 6100-1, Trouble Report

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APPENDIX 32. ZTL 7230-29-1, (A)(1), Temporary Flight Restriction Worksheet APPENDIX 33. ZTL 7230-29-2, (A)(2), Temporary Flight Restriction Worksheet APPENDIX 34. ZTL 7230-29-3, (A)(3), Temporary Flight Restriction Worksheet APPENDIX 35. DSR D/A Side Opening Checklist APPENDIX 36. ZTL 7210-51, FLM Transfer of Employee Records and Information APPENDIX 37. ZTL 7210-52, URET Unplanned Outage Checklist APPENDIX 38. URET Responsibility for Activation/Deactivation of Special Activity Airspace (SAA) APPENDIX 39. ZTL 7210-49. ZTL URET DR (Discrepancy Report) APPENDIX 40. IFA Restrictions APPENDIX 41. Area Specific NOTAM Locations APPENDIX 42. NAS Coordinator I, II, and III Position Relief Briefing Checklist APPENDIX 43. CDR Checklist APPENDIX 44-50. RESERVED FOR FUTURE USE APPENDIX 51. Organization Chart APPENDIX 52. ZTL Form 1300-1, Publication Input Control Form APPENDIX 53. ZTL Form 1300-3, Facility Briefing Control Form APPENDIX 54. ZTL Form 3120-6, Completion of Training Requirements/Team Training APPENDIX 55. ZTL Form 3900-1, Medication Report APPENDIX 56. ZTL Form 7210-53, Suggestion Form APPENDIX 57. Incident Report APPENDIX 58. ZTL Form 3120-27, OJTI Certification APPENDIX 61. ZTL Form 3120-5, Training Plan (Recertification) APPENDIX 65. ZTL Form 3120-35, TRAFFIC MANAGEMENT UNIT INDOCTRINATION APPENDIX 67. OE Frontline Manager Checklist for Returning an Employee to Operational Duty APPENDIX 68. ZTL Form 3120-7, WS Weather Products Checklist APPENDIX 72. List of Operational Shifts by Area APPENDIX 73. Radar Associate Training Checklist and Guide

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APPENDIX 74. ZTL Form 3120-58, Training Plan APPENDIX 75. ZTL Form 3120-59, ATO EnRoute FLM’s OJT Training Checklist APPENDIX 76. ZTL Form 3000-39, ZTL Front Line Manager Checklist

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CHAPTER 1. GENERAL

1-1. PURPOSE. This order provides guidance, procedures, instructions, and standards for fulfilling operational air traffic requirements as well as administrative tasks within Atlanta ARTC Center (ZTL). This is a compilation of operational and administrative orders previously maintained as stand alone documents and is intended to enhance accessibility, cohesion, and familiarity. 1-2. DISTRIBUTION. A hard copy of this order is distributed to the Air Traffic Manager and the Watch Desk. This order is located on the J Drive as well as ERIDS. 1-3. CANCELLATION. ZTL 7230.2, Facility Operations and Administration, dated July 1, 2008.

1-4. REVISIONS. Each Office of Primary Interest (OPI) shall submit changes to Chapters 1 through 16 to the ZTL-530 Office and Chapters 17 through 24 to the ZTL-10 Office. All notices pertaining to the subject order shall be collocated with the order until incorporated as a change to the document. This order will be published annually on July 1 and changed quarterly on October 1, January 1, and April 1. 1-5. EXPLANATION OF CHANGES: a. Chapter 3, Paragraph 3-4. This paragraph is changed to incorporate the Safety Management Information System (SMIS) into the Unsatisfactory Condition Reports (UCR) program. b. Chapter 17, Paragraph 17-1-1j(16). A sentence is added, “Acts as the Alternate POC for the SMS Program.” c. Chapter 17, Paragraph 17-1-1j(17) and (18) and k(11). Three duties are added to the list that were previously omitted. d. Chapter 20, Paragraph 20-4. The following is added: “Support Specialists who maintain currency shall, as a minimum be certified and maintain currency on at least one Radar and one Radar Associate position. Front Line Managers shall be certified and maintain currency on at least two positions of operation. FLM’s selected or changing areas on or after April 1, 2009, that have been a Certified Professional Controller (CPC) in an Enroute facility shall be required to certify on all Radar Associate positions. FLM’s who transferred or were promoted from facilities other than Enroute, shall, in addition to certifying on all Radar Associate positions, also certify on two Radar positions. Operations Managers (OM’s) have the discretion to allow FLM’s to maintain currency on either one Radar position and one Radar Associate position, or two Radar Associate positions. On or about the 25th of each month, FLM’s, OM’s and Support Managers (SM’s) shall utilize the ART Reports function of CEDAR to verify the operational currency of their employees. If the Support Specialist or other employee maintaining currency normally enters T&A/LDR

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via the CRU SUPPORT system, an electronic record of position currency shall be captured by the ART system through the use of the ART system “currency time” shift function.” e. Chapter 24, Paragraph 24-14d(1)(j). This paragraph is changed to read, “Utilizing the employee faa.gov website, familiarize yourself with the FAA LOB’s and ATO experience guide from the ATO COO.” f. Chapter 24, Paragraph 24-14d(2). The following is changed to read: “FLM’s shall be certified and maintain currency on at least two positions of operation. FLM’s selected or changing areas that have been a CPC in an enroute facility shall be required to certify on all Radar Associate positions. FLM’s who transferred or were promoted from facilities other than enroute, shall in addition to certifying on all Radar Associate positions; also certify on two radar positions. Operations Managers have the discretion to allow FLM’s to maintain currency on either one Radar position and one Radar Associate position, or two Radar Associate positions.” g Chapter 24, Paragraph 24-14d(2)(g). The following is changed to read: “Up to eighty (80) hours”. The following is added: “…(ZTL 3120-59) shall be completed and utilized as the FLMIC certification document. Upon certification signature from the OM, it shall be forwarded to the Training Support Office for inclusion into the individual’s training record.” h. Appendix 75, ATO En Route Front Line Manager OJT Training Checklist. The FLM Name and Area is added. The following is added to the first paragraph, “This checklist shall be forwarded to the Area Operations Manager for signature and forwarding…” Date is added at the end of each OJTI. On the bottom of the last page, the following is added: “This certifies that FLM__________ has completed the checklist above and has demonstrated the abilities and competencies necessary to assume FLMIC duties in Area _____. Area SUPCOM Representative: Name ___________ Signature___________ Date_________. Area Operations Manager: Name__________ Signature_________ Date_________.”

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CHAPTER 2. OPERATIONS

SECTION 1. POSITION RELIEF AND DUTY FAMILIARIZATION 2-1-1. DUTY FAMILIARIZATION Each area of specialization and TMU shall contain a “Pre-Position Mandatory Briefing Binder” and a “General Read Binder”. All Mandatory Briefing Items* (MBI) will be routed through the Watch Desk and will be hand delivered to the individual area FLMIC/CIC. The OM/WS will advise the FLMIC/CIC whether the briefing is to be conducted verbally (face-to-face) or is a “read and initial” item. Additionally, the OM/WS will advise whether the briefing is to be completed prior to employees assuming an operational position or prior to their next assigned shift. In any case, all MBI’s will be placed in the Pre-Position Mandatory Briefing Binder. All operational personnel are responsible for checking the Pre-Position Binder at the beginning of each shift (prior to assuming an operational position) to ensure they have reviewed all MBI’s, regardless of the due date of the item. All MBI’s will have ZTL Form 1300-3 (Facility Briefing Form) attached and all personnel shall initial and date the form for each MBI following their review. At a minimum of once per shift, Front Line Managers will verify that all operational personnel on duty have received and acknowledged receipt for all current MBI’s. *Mandatory Briefing Items may be any of the following: 1. Information (whether verbally briefed or read and initial) that must be received by employees prior to assuming an operational position, or 2. Read and initial information that employees must receive prior to assuming an operational position on their next assigned shift, or 3. Read and initial information that has a specific due date assigned beyond the next day. 2-1-2. STATUS INFORMATION AREAS a. Status Information Area (SIA) is defined as manual and/or automatic displays of the status of position-related equipment and operational conditions or procedures. An SIA strip shall be posted on each operational sector. Sectors that utilize a separate strip to indicate direction of landing and miles-in-trail requirements, may keep that information strip other than under the SIA strip as long as the information is prominently displayed at the sector and is included in the position relief briefing. (1) The Front Line Manager-in-Charge/Controller-in-Charge (FLMIC/CIC) for each shift shall obtain, review, update and disseminate information pertinent to the SIA as outlined in the Atlanta Center Facility Operations and Administrative Order, 7230.2. Such information includes equipment outages, special use airspace times, NOTAMs, and traffic management initiatives. (2) The A-side shall deliver all printed NOTAM strips received via the Flight Strip Printer (FSP) to the FLMIC/CIC for review. Information that alters the SIA shall be posted as it becomes available. Upon receipt of this information, the strip shall be inserted into a strip holder and placed above the strip bay of each affected sector.

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(3) Controllers shall inform the FLMIC/CIC of information they receive which is pertinent to the SIA, and which may require further action or dissemination. Controllers are responsible for the accuracy of written notes at the position and posting pertinent information received via the FSP. Controllers shall review the information received via the FSP and from other sources and, if applicable to the operational position, place it in the SIA. (4) The Watch Supervisor (WS) shall inform the appropriate area(s) of information received at the WS position that is pertinent to any area’s SIA. During day or evening watches, the WS’s point of contact shall be the FLMIC/CIC for the affected area. On the midnight shift, the WS shall communicate pertinent information directly to the affected operating position. b. The following is the minimum required information to be displayed in the SIA: (1) Equipment Outages (2) TMU Traffic Management Initiatives (3) Airport Closures/Restrictions (4) NOTAM’s (5) Sector Configurations (6) Changes in Frequencies (7) Special Use Airspace (SUA) Activity 2-1-3. POSITION RELIEF BRIEFING Operational personnel shall conduct position relief briefings in accordance with (IAW) FAAO 7110.65, Standard Operating Practice (SOP) For The Transfer of Position Responsibility and IAW FAAO 7210.3, Duty Familiarization and the Transfer of Position Responsibility, to include, at a minimum, the following items contained in the appendices listed below. a. R/D/T ATCS Position Relief Briefing Checklist (Appendix 1) b. A-Side Position Relief Briefing Checklist (Appendix 2) c. ATCS Transfer of Approach Control Airspace Briefing Checklist (Appendix 3) d. Watch Supervisor Position Relief Briefing Checklist (Appendix 4) e. Supervisory Traffic Management Coordinator Position Relief Briefing Checklist (Appendix 5)

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f. Weather Coordinator/Military Security Coordinator Position Relief Briefing Checklist (Appendix 6) g. En route Coordinator I, II, and III Position Relief Briefing Checklist (Appendix 7) h. ATL Arrival Coordinator Position Relief Briefing Checklist (Appendix 8) i. CLT Arrival Coordinator Position Relief Briefing Checklist (Appendix 9) j. Departure Coordinator and Departure Coordinator II Position Relief Briefing Checklist (Appendix 10) k. Front Line Managers Position Relief Briefing Checklist (Appendix 11) l. NAS Coordinator I, II, and III Position Relief Briefing Checklist (Appendix 42)

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SECTION 2. FLIGHT PLAN PROCESSING 2-2-1. INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO) FLIGHT PLANS a. The Flight Data Communications Specialist (FDCS) shall ensure that ICAO international flight plans departing airports within ZTL’s airspace have been entered into the computer. FDCS shall retain copies of these ICAO flights. b. Upon departure of an ICAO international flight, the departure sector controller shall notify the FLMIC/CIC, who in turn shall notify FDCS of the departure time. Any changes in destination shall also be reported to FDCS using this procedure. c. The FDCS shall be responsible for transmitting departure/destination change messages IAW established procedures. Flights between conterminous United States and Canada (except Gander Oceanic), Alaska, Hawaii, and Puerto Rico do not require departure messages (DM’s). 2-2-2. STRIP MARKING a. Strip Marking Procedures for URET. Flight progress strips shall be posted and updated in accordance with FAAO 7110.65 and the ZTL AT 7230.1. The following is the minimum strip posting/marking that shall be accomplished: (a) For non-radar aircraft or aircraft that may not remain in radar contact. (b) For all aircraft that are issued approach or departure clearances. (c) When aircraft are in emergency situations or other special handling. (d) For all flights transitioning to/from and/or operating in EBUS mode. b. ZTL control personnel shall use the following symbols and procedures in addition to those contained in FAAO 7110.65. These symbols and procedures shall be entered in the proper spaces on the flight progress strips as specified in the following strip marking guide.

See Figure 2-1 on following page.

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Figure 2-1.

SYMBOL OR EXAMPLE

COLOR/

DESCRIPTION

LOCATION OF ENTRY

DEFINITION

250K BLACK BOX 14a Indicates speed restriction given to aircraft.

P32 RED BOX 22 or 23 Indicates a data block has been forced to a specific sector. Circle in red when point out is approved.

R

BLACK R IN A RED CIRCLE

BOX 23 or 24 Indicates that a handoff has been attempted and that nonradar entry has been approved until a handoff is complete.

R

BLACK

BOX 23 or 24

Indicates aircraft is under radar control. Circle in black when handoff is completed.

NR RED BOX 23 or 24

Indicates aircraft is not under radar control. Circle in red to indicate approval by next sector/facility.

x

RED BOX 28 Indicates initial flight plan data (including UTM’s) requires verbal/manual coordination with another Center. A red dissecting horizontal line ( X ) indicates required coordination has been completed.

Z RED BOX 28 Indicates initial flight plan data (including UTM’s) requires verbal/manual coordination with an approach control or tower. A red dissecting horizontal line ( Z ) indicates required coordination has been completed.

FSS RED BOX 28 Indicates initial flight plan data requires verbal/manual coordination with the appropriate Flight Service Station. A red circle indicates required coordination has been completed.

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2-2-3. PROCESSING FLIGHT PLAN INFORMATION DURING MIDNIGHT SHIFT OPERATIONS a. Flight plans received after HOST Computer System (HCS) shutdown with a proposed departure time more than 30 minutes after normal HCS startup shall be retained at the FDCS position. All other flight plans shall be delivered to a central point, to be picked up by a specialist from the appropriate sector. NOTE: The central point normally will be located at the WS position. b. The sector controller shall forward flight plans received via teletype and interphone, including tower en routes, to the appropriate tower at least 30 minutes prior to the proposed departure time (PDT) or as soon as they are received on the sector if less than 30 minutes prior to PDT. c. Flight plans received via teletype, interphone or HCS flush shall be retained at the sector for at least two hours after the proposed departure time, except for those entered into the computer IAW paragraph d below. d. At HCS startup, flight plans received via teletype, interphone, or HCS flush with a PDT after HCS startup shall be entered into the computer. e. The FDCS shall enter all flight plans that are in the flight plan receptacle at/after HCS startup. 2-2-4. FLIGHT DATA REQUIREMENTS a. In order of priority, the following types of flight data require expeditious handling: (1) Active Flight Plans (2) Amendments (3) HIWAS (hazardous inflight weather advisory service) (4) Traffic Management Initiatives (5) Other Messages b. The following procedures shall be used when manually processing flight data: (1) All flight plans shall be manually processed by the first sector receiving the flight plan. The first sector shall prepare a master strip indicating the full route of flight and the coordination symbol for overflights or the arrival symbol for landing aircraft. The master strip along with the entry strip for the next sector will be passed until the arrival or coordination fix is reached.

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(2) One fix posting per sector shall be prepared for flights operating on established airways or routes. (3) For direct flights, one fix posting per sector shall be prepared for the posting point nearest to the route of flight. (4) Coordination fix postings shall be prepared for the last reporting point over which a flight will pass prior to leaving ZTL’s area. c. General Flight Data Handling. (1) Inactive areas are designed for each sector. These inactive areas are indicated by a plastic covered strip titled suspense. All active strips should be placed above this strip or as directed by the controller. Strips with proposed departure times may be placed in a bay designated for proposal strips. (2) Flight progress strips shall be sequenced in an orderly manner. Similar strips may be sequenced together; for example, arrivals, departures, or active strips may be grouped together in the same or adjacent bay. (3) HIWAS and PIREP messages received via the FDIO printer shall be delivered to the active sector in accordance with paragraph 2-4c(1). TMU initiatives, and other general informational messages received via the FDIO printer shall be inserted into a strip holder and delivered to the sector controllers. They will review the information and place the strip holder into the SIA until such time as the information expires or is cancelled. (4) Amended flight plans shall be coordinated via the computer whenever possible. Exception: Route amendments entered into the computer with less than 5 minutes of boundary crossing time shall be verbally coordinated due to the likelihood that the receiving sector will not receive the revised strip until after handoff. The receiving controller’s separation would be based on outdated information

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SECTION 3. COMMUNICATION AND EQUIPMENT 2-3-1. MONITORING OF EMERGENCY FREQUENCIES a. The following sectors shall monitor the frequencies listed below and serve as the primary controller sectors: SECTOR FREQUENCIES SITE R14 243.0 Pine Level, AL R24 121.5/243.0 Hampton, GA R46 121.5/243.0 Sugarloaf, NC b. Other sectors which have emergency frequencies may still use them when a requirement for immediate use exists. Coordination with the primary controlling sector shall be accomplished as soon as practical. The usable range of our guard frequencies is limited and we are not expected to cover the entire ZTL area. Areas outside of our coverage are monitored by various FSS’s and ATCT’s. c. As a minimum, the primary controlling sector shall conduct a two-way radio check as stated below on these frequencies during low activity periods: (1) Each Tuesday (2) Following equipment repairs (3) Following the monthly System Support Center (SSC) maintenance check. d. Frontline Managers shall ensure that these checks are performed and logged on FAA Form 7230-4, Daily Record of Facility Operation. Additionally, FLM/CIC shall notify Watch Supervisor when check is completed. WS will log on FAA Form 7230-4. 2-3-2. VSCS OPERATING PROCEDURES The following procedures shall be utilized during VSCS operations: a. VSCS. (1) General. Requests for new maps shall be submitted IAW procedures outlined in VSCS Map Change Request Procedures (par 2-3-3). (2) Discrepancy/Trouble/Outage Reporting. Normal communication outage procedures shall be followed; i.e., FLM notifies National Airspace System (NAS) Operation Manager (NOM). FLMs and controllers shall not use the FAIL TEST procedure to log communication outages. The FAIL TEST procedure shall not be used to

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log or report problems/outages of physical VSCS equipment, i.e., VSCS Display Modules foot switch, etc. (3) Security. (a) Authorized Air Traffic VSCS users shall be assigned a login profile consisting of a user name, password, and appropriate classmarks. This login profile shall be requested through the Program Operations Support Office (ZTL-510 Office). User names and passwords shall be personally unique. (b) Each FLM/manager shall be classmarked so as to be able to utilize his/her login when conducting any assigned control room duties. (c) Each user, with the exception of the Database Manager (DEO), shall be assigned one, and only one, unique login. Each individual shall use his/her individual login when accessing VSCS. Each individual shall be responsible for maintaining security of their user name and password and shall report any suspected compromise of that integrity to the ZTL-510 Office and receive another login. (4) Temporary Modifications. (a) A relieving FLM shall be briefed on the current VSCS configuration, map in use, temporary/logical-to-physical modifications, etc., by the relieved supervisor. (b) Temporary modifications that need to become permanent changes shall be submitted to the ZTL-510 Office following the procedures outlined in VSCS Map Change Request Procedures (par 2-3-3). Temporary modifications that need to be repeated on a regular basis should be added to the VSCS database. (c) Temporary modifications shall not be used for moving circuits or radio frequencies to accommodate individual personal preferences. (d) Frequencies which have a plus (+) or a minus (-) adjacent to the site name are for DYSIM use only and are not to be used in temporary modifications. (5) Reconfigurations/Sector Combining/Call Forwarding. (a) Reconfigurations need not be logged on the Daily Record of Facility Operations Form (FAA Form 7230-4). (b) Database Alternate and Database Copy will be performed by the Air Traffic DEO or the WS.

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(c) When not in use, the tracker position shall be call forwarded to the D-side. The D-side, when not it use, shall be call forwarded to the R-side. (d) When a sector is combined, without a reconfiguration, the transferring sector will call forward the R-side to the receiving sector D-side and deselect the frequency receivers. (e) When a Front Line Manager performs a reconfiguration, that FLM shall ensure that all positions that are affected are call forwarded correctly and receivers are deselected, as appropriate. (6) Position Relief. (a) When being relieved, the relieved FLM shall log off the VSCS workstation and the relieving FLM shall, if appropriate, log on. At the end of each evening shift, the departing FLM shall forward all calls to the WS position and log off the VSCS workstation. (b) The controller being relieved should identify any problems or unusual conditions associated with VSCS. b. VSCS Training and Backup Switch (VTABS) (1) General. (a) VTABS will support fifty (50) positions. Forty seven (47) are located in the control room, one in OMIC Area, one at the NOM and one at the maintainer’s workstation. The VTABS PEM’s are located at the data positions and utilize the same peripheral equipment (i.e., VDM’s, speakers, VIK, etc.) as the VSCS. A sector cannot be transitioned to VTABS independently. It requires all VTABS positions to be transitioned simultaneously via a Bulk Transfer Switch located at the NOM desk. (b) There are four workstations provided with VTABS. They are located at the DEO Office, Watch Supervisor’s desk, NOM’s desk and the Maintainer workstation. Any modifications (i.e. temporary modifications) to a sector map must be done from one of these workstations. (c) VTABS configuration mapping should be defined to include all available resources for the area at each position. The VTABS maps should be updated whenever there are changes to the VSCS configuration maps. Any requests for changes to the VTABS maps shall be submitted in accordance with procedures outlined in VSCS/VTABS Map Change Request Procedures (par. 2-3-3). (2) Discrepancy/Trouble/Outage Reporting. Normal communication outage procedures shall be followed; i.e., FLM notifies National Airspace System (NAS) Operation Manager (NOM). FLMs and controllers shall not use the FAIL TEST

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procedure to log communication outages. The FAIL TEST procedure shall not be used to log or report problems/outages of physical VTABS equipment, i.e., VDM’s, foot switches, etc. (3) Security. (a) Authorized Air Traffic VTABS users shall be assigned a logic profile consisting of a user name, password, and appropriate classmarks. This login profile shall be requested through the ZTL-510 Office. User names and passwords shall be personally unique. (b) Each FLM/manager shall utilize his/her login when conducting any assigned control room duties. (c) Each user, with the exception of the Database Manager (DEO), shall be assigned one, and only one, unique login. Each individual shall use his/her individual login when accessing VTABS. Each individual shall be responsible for maintaining security of their user name and password and shall report any suspected compromise of that integrity to the ZTL-510 Office and receive another login. (4) Equipment Verification. The VTABS preventative maintenance (PM) shall be performed on the second Saturday of each month. The PM shall occur on the midnight shift, between the hours of 2 a.m. and 4:30 a.m. local time. The NAS Operations Manager will confirm the transition with the Watch Supervisor prior to transition. During the PM the control room shall transition to VTABS and operate utilizing VTABS as the primary communications system for a minimum of one hour. (5) Transition. (a) In the event a problem occurs with VSCS, the controller shall notify the FLM and exhaust all resources through VSCS (i.e., main/standby, BUEC, reconfigurations, etc.) to resolve the problem. The FLM shall notify the OM of the situation. (b) The OM shall coordinate with the NOM to determine if a transition to VTABS is necessary. When a determination is made to transition to VTABS, the OM shall notify the Traffic Management Unit, Flight Data, and the other FLMs of the transition time. (c) After transition to VTABS, a pink banner will be displayed at all D-position VDMs. The message “VTABS PEM now operational” will not time out after 30 seconds like other system messages. This message must be acknowledged by the CPC, and until acknowledged, will prevent any other message from being received at that position.

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(d) Once operational on VTABS, only the D-side will have communication capability. Therefore, if the sector requires two controllers, it will be necessary to operate the position in the Split Mode configuration. (1) To enable Split Mode, you must have a headset/handset plugged into each Dual Jack Module (DJM). Once both DJMs have a headset/handset plugged in, Split Mode may be enabled from the Utility Screen or by entering *7 on the VIK. (2) Once Split Mode is enabled, the DJM located adjacent to the R-side will have control of the air-to-ground (A/G) frequencies only. The DJM furthest away from the R-side will have control of the ground-to-ground (G/G) only. (e) The CPCs shall ensure the VTABS maps are configured correctly. That includes setting up the correct call forward, selecting the appropriate A/G frequencies and ensuring the appropriate G/G type 9 holler lines are enabled. (f) Because VTABS saves the last configuration settings the OM shall advise the FLMs and STMC to ensure that the Call Forwarding is off prior to transitioning back to VSCS. (6) Transition to VTABS Check List (a) Plug into the D-side DJM(s). (b) If two CPCs are required, enable Split Mode. (c) Verify the correct map settings are selected. If a frequency is on BUEC on VSCS, BUEC will need to be enabled on VTABS. If there are temporary modifications to the VSCS maps, they will need to be added to the VTABS maps from one of the workstations. (d) FLMs report the status of their area to the OM. (7) Transition Back to VSCS Checklist (a) Disable call forward prior to transitioning. (b) R-side CPC shall unplug from the D-side DJM and plug into the R-side DJM. Split Mode will be automatically disabled when both DJMs at the D-side no longer have a headset/handset plugged into them. (c) Verify the correct VSCS map settings are selected. If a frequency is on BUEC on VTABS, BUEC will need to be enabled on VSCS. If there are temporary modifications to the VTABS maps, they will need to be added to the VSCS maps from the FLM’s workstation.

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2-3-3. VSCS MAP CHANGE REQUEST (MCR) PROCEDURES a. ZTL Form 7910-1, VSCS Map Change Request (Appendix 12) must be submitted with the appropriate Map Change Request(s) - ZTL Form 7910-2, VSCS Map Change Request A/G (Appendix 13) and/or ZTL Form 7910-3, VSCS Map Change Request G/G (Appendix 14). These forms may be originated by any employee and shall be submitted to the employee’s immediate supervisor. After coordination with the second level supervisor and appropriate employee groups, the form shall be submitted to the ZTL-510 Office. b. The facility map designator, the area map designator, the sector number, and the area number should be noted on all forms. c. The Operations Manager shall ensure that all appropriate personnel and employee groups have approved the request prior to forwarding to the ZTL-510 Office. d. Coordination with Operations Managers/FLMs or appropriate employee groups shall be recorded in the approvals area by affixing signatures. e. Upon receipt by the ZTL-510 Office, an initial analysis/review of the request shall be conducted. The analysis review shall determine the action to be taken. f. If the requested change will not violate system restraints or VSCS operational limitations, it will be entered into the database. If the requested change can not be implemented, the request shall be returned to the Operations Manager. g. The changes will be brought on-line with the next data base update. 2-3-4. RADAR PROBLEM REPORTING. Proper identification of radar problems is somewhat complex. Specific types of information must be supplied at the time the malfunction is first noted. This information, when properly disseminated, will provide SSMC and Automation personnel the necessary data to determine system performance and reliability. The following procedures shall apply: a. Control personnel, upon observing a radar malfunction, shall: (1) Report the problem to the FLMIC/CIC. (2) Provide information as required by the RADAR Trouble Report, ZTL SSC Form 7210-1 (Appendix 15). b. The FLMIC/CIC shall: (1) Report the radar problem to the NOM and log on FAA Form 7230.4.

(2) Complete ZTL SSC Form 7210-1 and route form to the NOM.

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c. The NOM shall: (1) Advise the FLMIC/CIC of action taken and results of same. (2) If unable to resolve the problem, route the information to the Manager for Technical Support (MTS). Results derived from the analysis will be coordinated with the ZTL-530 Office, who will advise the Operations Manager/Front Line Managers of resolution or assignment to a work group. 2-3-5. EQUIPMENT OUTAGES a. The STMCIC/WS and NOM shall: (1) Coordinate for the current status and planned equipment outages at the beginning of each shift. (2) Followup after a reasonable period to ensure that reported outages or malfunctions have been or are in the process of being corrected. (3) Coordinate/advise all affected facilities prior to releasing any landline circuit. The STMCIC/WS shall advise the NOM when circuit can be released for repair and advise the FLMIC/CIC of action taken. (4) Review FAA Form 7230-4 from each area on the midnight shift for accuracy and completeness. The NOM shall review each entry accompanied by an E and place his/her initials opposite the entry with the letters NOM to differentiate those initials from those of the OS. The NOM shall enter any pertinent remarks at the bottom of the form and initial and date. The STMCIC/WS shall initial in the “Checked By” section to indicate review. b. The FLMIC/CIC shall: (1) Ascertain the operational status of all equipment in his/her area at the beginning of the shift. (2) Assess any reported outage so that a complete report may be made to the STMCIC/WS and/or the NOM. (3) Provide the controllers with standby equipment if available and establish alternate procedures. (4) Report all equipment outages, malfunctions, or substandard performances to the STMCIC/WS and/or the NOM. VSCS problems requiring line release will be coordinated with the STMCIC/WS prior to release. The STMCIC/WS shall be informed of malfunctions that significantly affect the operation of the sector.

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(5) Log outages, malfunctions, or substandard performance on the area FAA Form 7230-4 IAW FAA Order (FAAO) 7210.3. Indicate when the problem was reported to the NOM along with supervisor's initials (if other than FLMIC/CIC). (6) Followup after a reasonable period to ensure that reported outages or malfunctions have been or are in the process of being corrected. (7) Log the time on FAA Form 7230-4 when equipment is returned to service. (8) Cooperate with SSC personnel to the maximum extent in releasing equipment for routine preventive maintenance as traffic permits. (9) Review each area’s FAA Form 7230-4 for unresolved problems before closing out at the end of the day. Attempt to solve or carryover to the next day's log. c. The control personnel shall: (1) Perform an equipment check prior to opening a sector. (2) Ascertain that equipment settings are correct prior to reporting outages, malfunctions, or substandard performances. (3) Report all outages, malfunctions, and substandard performances to the FLMIC/CIC. (4) Utilize alternate equipment and/or procedures while equipment is released for maintenance. 2-3-6. MONITORING ALTIMETER SETTINGS AND DETERMINING LOWEST USABLE FLIGHT LEVEL a. An altimeter reporting station is associated with each radar sort box in the NAS Computer System to provide for Mode C correction. The lowest altimeter setting of the stations adapted for each sector is used to determine the lowest usable flight level within that sector. b. The FDCS shall ensure that current altimeter data is maintained in the NAS Computer System. The FDCS shall monitor each hourly weather sequence from Weather Message Switching Center (WMSC) for missing altimeters pertinent to ZTL. The FDCS shall, as soon as possible, obtain and manually enter current altimeter data into the NAS Computer System. Mode C correction altimeter stations are: CSV, TYS, CHA, ATL HSV, BNA, ROA, TRI, GSO, CLT, GSP, AGS, AVL, CAE, MCN, CSG, MGM, BHM, MOB and AHN. The FDCS shall provide to the WS Mode C correction altimeter stations requiring manual entry into the DARC system.

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c. The STMCIC/WS is responsible for entering Mode C correction altimeter stations into the EBUS system via the IOT when manual entry is required (e.g., EBUS only mode). d. D-side controllers are responsible for ensuring that adjacent centers/sectors are informed of the lowest usable flight level within their sector. e. R-side controllers shall monitor appropriate altimeters and determine the lowest usable flight level within their sector. The R-side controller shall immediately report any error detected by comparison of two or more settings to the FLMIC/CIC. Note: If a Mode C correction altimeter setting is missing (M), the adapted radar sort box will default to the standard setting of 29.92 and Mode C displays may be incorrect. f. The following is a list of sectors and their associated altimeter reporting stations adapted for Mode C correction. These altimeter settings shall be monitored at all times. Additional altimeters may be monitored at the controller’s discretion. Altimeter Stations: SECTOR ALTIMETER STATION SECTOR ALTIMETER STATION

01 HSV CHA ATL 24 AGS MCN 04 ATL BHM 29 GSO CLT 05 HSV CHA ATL 30 GSO CLT 09 ATL BHM CSG MGM 31 GSP CLT AGS AVL CAE 12 HSV BHM ATL 38 ATL CHA TYS 13 MGM MOB 41 CSV TYS CHA 14 BHM MGM 44 TRI AVL GSP CLT 16 ATL AHN GSP AGS 45 TRI TYS AVL 18 TYS AVL AHN ATL GSP 47 TRI ROA GSO CLT 19 ATL AGS MCN 48 TRI AVL GSP CLT 21 ATL MCN CSG 49 TYS AVL AHN ATL GSP

2-3-7. FREQUENCY MONITORING a. General. All frequencies allocated to the facility shall be continuously monitored. b. Combining and Decombining Sectors. All sector discrete frequencies shall follow the assigned sector during times of combining and decombining. For sectors that underlie or overlay multiple sectors, frequency monitoring requirements shall be defined in the sector binders.

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c. Shared Frequencies. When a frequency is released to another area the receiving area assumes the responsibility for monitoring the frequency. d. Military and Workload Frequencies. The following sectors shall monitor the frequencies listed below and serve as the primary controlling sector: SECTOR FREQUENCIES SITE 04 135.0/317.7 ATL-A 10 134.6/308.6 MGM 18 127.55/269.5 QXF 19 127.125/363.25 ZTL 22 119.575/257.9 MCN 38 127.05/282.35 QRP 41 132.675/279.5 HCH 50 123.725/327.0 QMN 48 124.25 HKY RCAGO 13 118.55 MVC 13 267.9 MVC SECTOR FREQUENCIES SITE 13 339.1 QRN 13 280.1 MGM 14 252.9 QRN 23 263.075 MCN 05 369.9 ATL-A 12 369.9 QMU 33 369.9 HKY

2-3-8 CARE AND MAINTENANCE OF OPERATIONAL EQUIPMENT a. Care of Operational Equipment. All personnel have the responsibility to ensure that operational equipment is not damaged or degraded. For the purposes of this paragraph “operational equipment” is defined as DSR consoles, supervisor workstations, and controller chairs. In addition to the specific requirements found in paragraph b below regarding drinks in the control room, sector equipment shall not be abused in any physical manner. This would include placing ones feet or sitting on the equipment or using the equipment in a manner for which it was not intended. Any equipment malfunctions or problems shall be reported to the Front Line Managers/CIC/Watch Supervisor. Other than authorized Atlanta Center Facility Office personnel, no one shall make repairs or replacements to sector equipment. b. Drinks in the Control Room.

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(1) Drinks, in spill-proof containers only, will be permitted in the control room. Screw-on-tops are permitted as long as the top can be tightly secured. (2) Containers must be in good repair. (3) Due to the potential damage to sensitive components, only plastic bottles with the screw-on tops secured may be placed on sector equipment. These bottles may have no straws or openings through the top. If an individual chooses to exercise this privilege and place their bottle on sector equipment, it is the individual’s responsibility to ensure that no liquid damages any sector equipment. If any sector equipment needs to be repaired or replaced due to damage from liquid, the first offense is a suspension of the privilege for 3 months and possible disciplinary action in accordance with HRPM ER-4.1, Standards of Conduct. The second offense would invoke a 12-month suspension of the privilege and additional disciplinary action in accordance with HRPM ER-4.1, Standards of Conduct. (4) Anyone with a container that, in the judgement of the OMIC, does not meet the criteria above will be directed to remove the container from the control room. c. Food in the Control Room. (1) An area may be allowed to have an “area celebration” when special events occur. That area would be allowed to bring food in the area. (2) The OMIC will make the determination for an “area celebration”. The OMIC will also determine the period of time in which the celebration will occur. The OMIC will be responsible for informing the Front Line Manager of any such celebration. On a case-by-case basis, the OMIC may make the determination to have food in the control room on a given shift if circumstances warrant. (3) Food and drinks are authorized in the control room on the midnight shifts in accordance with paragraph b above. During the transition to the DSR control room two tables were purchased for each area to be used for placing food and drinks. These tables should be used in lieu of placing food and drinks on the operational equipment.

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SECTION 4. WEATHER OPERATIONS 2-4. CENTER WEATHER RESPONSIBILITIES a. CWSU The CWSU consists of National Weather Service meteorologists and FAA Weather Coordinators. The CWSU will normally be staffed with a meteorologist from 0530 local to 2115 local. A Weather Coordinator (WC) shall be designated at all times. The WC may also perform other duties when weather and workload permit. (1) Meteorologists Responsibilities: (a) Conduct/prepare weather briefings during the local operational briefings. The STMCIC/OM shall also be briefed when the meteorologist’s position is closed for the night. (b) Prepare and distribute to the WC, STMCIC, OM, and FLM a ZTL Weather Bulletin (ZWB) at 0700L, 1400L, and at the end of the CWSU day (normally 2100 local). (c) Brief affected facilities within ZTL, affected areas within ZTL, and the WC on significant convective activity, forecasted Atlanta, Ga. (ATL) and Charlotte, N.C. (CLT) Terminal Area Forecasts (TAF’s), hazards to flight, ATL and CLT vertical winds to 120. Accomplish the briefings using available formats, TRACON Internet/Web Briefings, Internet/Web ZTL Weather Bulletin (ZWB). Provide updated TRACON Internet/Web Briefings, Internet/Web ZTL Weather Bulletin (ZWB) at 0730L, 1500L, and 2100L. (d) Solicit PIREP’s, through FLMIC/CIC, directly from the controllers, from known or suspected areas where conditions meet or approach advisory criteria. Solicited or unsolicited PIREP’s meeting urgent PIREP criteria will be immediately relayed by the CWSU into the Aeronautical Information System Replacement (AISR) for nationwide distribution. Other PIREP’s will be relayed by the WC or, as higher priority duties permit, by the meteorologist. (e) Ensure that reports of conditions meeting urgent PIREP criteria (including wind shear) reach the appropriate National Weather Service Forecast Office(s) (NWSFO) and/or the Aviation Weather Center (AWC) via the AISR or by telephone. (f) Provide ZTL FLM(s)/OM(s) weather information, via the ZWB, on areas of forecasted ceilings below 050 and altimeter settings below 29.92. (g) Conduct weather training sessions for ZTL controllers, as workload permits.

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(h) Coordinate with the Air Traffic Control System Command Center (ATCSCC) or act as consultants to the ATCSCC in situations where weather conditions impede the normal flow of traffic in ZTL’s area. (i) Issue forecasts, now-casts, and Center Weather Advisories (CWA) when conditions warrant. (j) Provide weather consultation and advice to airborne pilots in contact with ZTL, through appropriate ZTL personnel, during weather-related emergencies. Any other PWB duties are not the function of the CWSU and will be referred to a flight service station. (2) The WC Responsibilities: (a) Conduct/prepare weather briefings when the CWSU is not staffed at the operational briefings. (b) Review SIGMET’s and distribute CWA’s and urgent PIREP’s to affected ZTL sectors/positions and FAA facilities within ZTL’s area of responsibility via automated system, or verbal/written briefings. Provide assistance in the collection and dissemination of other significant weather information. (c) Solicit and assist with dissemination of PIREP’s when requested by the meteorologist or when significant weather is in the area. During CWSU non-duty hours or when the meteorologist is away from the CWSU, the WC is responsible for receiving and disseminating PIREP’s. (d) In the event that weather conditions and/or staffing deficiencies make it impossible to accomplish all of the assigned duties, the CWSU staff will use the following list of duty priorities to determine which tasks will be done first. The WC position will have primary responsibility for the duties indicated in the following list by an asterisk (*). 1. Disseminate urgent PIREP’s via AISR. * 2. Disseminate urgent PIREP’s within ZTL. 3. Prepare CWA for AISR dissemination. * 4. Disseminate CWA within/without ZTL via GI message. 5. Provide weather consultation to airborne pilot in contact with ZTL involved in a weather-related emergency. 6. Disseminate urgent PIREP’s to appropriate NWSO(s).

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7. Coordinate, as necessary, with Aviation Weather Center (AWC) issuing product(s) affected by CWA. 8. Coordinate, as necessary, with AWC and NWSO issuing product(s) affected by ZWB. 9. Prepare and deliver scheduled briefing to dispersed ZTL personnel and/or designated En Route Flight Advisory Service and control tower personnel using any approved format, such as; verbal, written, internet/web ZWB, TRACON internet/web briefings, etc. 10. Solicit/gather PIREP’s or other weather intelligence. 11. Disseminate routine PIREP’s.

12. Disseminate other weather intelligence within ZTL, as necessary.

13. Participate in Collaborative Decision Making (CDM), weather driven and customer focused discussions, and Collaborative Convective Forecast Products (CCFP) discussions as necessary.

c. Frontline Manager Responsibilities: (1) Ensure that A-side controllers deliver PIREP and HIWAS information to the active sectors in a timely manner. (2) Ensure that the information is broadcast as appropriate and retained on the sector until such time as the information expires or is cancelled. (3) Ensure that the information, when no longer needed, is filed with the “others” flight progress strips. d. Controller Responsibilities. (1) A-side Responsibilities: Deliver PIREP and HIWAS information to the FLMIC and active sectors and receive verbal acknowledgement from the sector controller of the HIWAS message. (2) R-side Responsibilities: (a) 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.

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(b) Transfer aircraft requesting additional details or advisories to en route flight advisory or a FSS as soon as traffic conditions permit. (c) Record the time of broadcast and operating initials on the SIGMET/CWA/AWW strip. (d) Ensure the relieving controller is briefed on the SIGMET/CWA/AWW information. (e) When the SIGMET/CWA/AWW message has been revised or expired, file with the “others” flight progress strips. (f) Upon receipt of a solicited or unsolicited operationally significant PIREP, the controller shall forward this report to the CWSU. If forwarding the information to CWSU is not possible, the controller shall supply the data to the WC. (g) Controllers shall ensure that, as a minimum, NX levels 1, 2, and 3 are selected at all active DSR positions.

(h) WARP NEXRAD settings within Atlanta ARTC Center:

Lowest Altitude within the sector’s control

jurisdiction

Highest Altitude within the sector’s control

jurisdiction

WARP Altitude Filter Key

Any altitude from surface up to 15,000 feet

FL230 000-600

FL240 FL600 240-330 FL300 FL600 240-330 FL350 FL600 330-600

(i) When advised of NEXRAD outages affecting a particular sector/area, controllers shall ensure that the WX1 and WX3 keys are selected. (j) The brightness of the NX and/or WX display(s) shall be set to level that is viewable by all members of the sector team and the FLMIC/CIC.

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SECTION 5. SPECIAL MILITARY OPERATIONS 2-5-1. RESPONSIBILITY FOR CONTROL OF OPERATIONS IN AR633A, AR633B, AND RIDGE ATCAA When AR633A, AR633B or the Ridge Air Traffic Control Assigned Airspace (ATCAA) are scheduled, the Hinch Mountain Sector shall be responsible for operation of the air refueling tracks and the ATCAA. Coordination shall be effected between the Hinch Mountain and Bristol Sectors for release of the airspace in the refueling track/ATCAA, with Hinch Mountain being the controlling sector. All operations shall be described in the Atlanta ARTC Center and 134th Air Refueling Wing Letter of Agreement; Subject: Ridge ATCAA/AR633A/AR633B. 2-5-2. AIR MOBILITY COMMAND (AMC) OPERATION “BUGGY RIDE” a. AMC Operation “Buggy Ride” is a procedure for the emergency evacuation of aircraft from military/civil airports during or in anticipation of the following: (1) Severe weather situations (flood, hurricane, tornadoes) (2) Uncontrolled disasters (Broken Arrow, explosion, fire, inadvertent missile launch) (3) Civil disturbances b. The AMC Command Post shall notify the ZTL WS that “Buggy Ride” has been implemented. c. The WS or Military Operations Specialist (MOS) shall provide the appropriate sectors with necessary information and associated flight plan data (obtained from pre-coordinated mission information contained in safe 6, drawer 1, file 5, located at the WS Desk). d. CARF shall be advised whenever “Buggy Ride” is implemented. “Buggy Ride” aircraft will request clearance via the preplanned routes. e. Aircraft will normally be under air traffic control; however, for reasons of safety and survival, may take an immediate departure. f. Departures will normally use the MARSA concept. If MARSA is not desired, the phrase “request standard ATC separation” will be stated when requesting clearance or specified by the AMC Command Post. g. When MARSA is not applicable, controllers shall apply standard departure separation between “Buggy Ride” aircraft and provide priority handling over other non-participating aircraft.

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h. In order to assist “Buggy Ride” aircraft, ATC may, as its option or on the request of the pilot, vector or adjust the altitude of each aircraft as necessary. i. Under emergency conditions, if “Buggy Ride” aircraft depart with less than standard ATC separation, aircraft will proceed along the preplanned routes. In this case, MARSA shall apply between “Buggy Ride” aircraft from point of departure, via the approved route, until approved separation is established by the aircraft and acknowledged by ATC. j. Aircraft will orbit in the maneuver area until appropriate instructions are received. Each aircraft will obtain individual clearances from ATC prior to departing the “Buggy Ride” route. k. Individual clearances shall be used to recover “Buggy Ride” aircraft. l. “Buggy Ride” aircraft may return to their departure base (when a normal condition is attained) or they may be ordered to an alternate recovery location. 2-5-3. ELECTRONIC COUNTER MEASURES (ECM) When the WS approves a chaff drop, he/she will advise the CWSU of the time, position, and altitude as soon as practical. 2-5-4. LAND-BASED AIR DEFENSE IDENTIFICATION ZONE AIR TRAFFIC CONTROL PROCEDURES a. Facility management shall establish procedures for the following: (1) Record, on the flight progress strip, where the aircraft enters the ADIZ, using cardinal direction (e.g., north, northeast, east), the time the aircraft entered, and the aircraft’s destination or transit path. (2) If a flight progress strip does not exist for the aircraft, record the call sign, transponder code, entry point (e.g., north, northeast, east), and time of entry into the ADIZ. (3) Notify the Domestic Events Network, through the appropriate lines of communication, of any aircraft approaching, overflying, and within the lateral limit of the ADIZ that appears as a primary radar target. Relay all known information regarding the aircraft.

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SECTION 6. CHARTS AND MAPS 2-6-1. PROCESSING CHANGES TO AIRSPACE ITEMS a. All changes to ZTL airspace shall be routed through the ZTL-530 Office for processing and tracking. All requests for airspace changes which are forwarded to other facilities shall be signed by the ATM. b. ZTL-530 Office shall ensure records are maintained allowing reviews of the process of change for each airspace item affecting the National Airspace System (NAS) adaptation database. c. ZTL-530 Office shall ensure appropriate coordination is accomplished, National Flight Data Digest’s and other airspace item changes are reviewed, and all pertinent items are forwarded to Automation, AOS-370, for incorporation into the NAS adaptation database. d. AOS-370 shall ensure appropriate coordination is accomplished with the ZTL-530 Office on all NAS adaptation items received separately (through automation channels) which involve changes to airspace items. e. ZTL-530 Office and AOS-370 shall jointly determine effective dates of airspace item changes which are controlled by this facility. 2-6-2. FLIGHT DATA LOW/HIGH/ULTRA-HIGH ALTITUDE POSTING AND ESTIMATING CHARTS a. Controllers and FDCS’s shall become familiar with the Flight Data Low/High/Ultra-High Altitude Posting and Estimating Charts for ZTL airspace. These charts depict the following minimum information. (1) Center Boundaries (2) Sector Boundaries (3) NAVAID’s and Intersections (4) Airways with mileages between NAVAID’s and intersections (5) Airports (low altitude chart only)

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b. Copies of these charts shall be available at the flight data monitor positions and selected sectors in the control room. c. Responsibility for updating routing airspace changes to the Low/High/Ultra-High Altitude Posting and Estimating Charts will rest with the Cartographers. Changes to fix postings will be determined by the ZTL-530 Support Specialists, then forwarded to the Cartographer for inclusion in the charts. 2-6-3. EN ROUTE MINIMUM IFR SECTOR CHARTS Control personnel shall not clear/vector aircraft below the MIA unless the flights are operating along airways, transition routes, or off airway routes that have lower Minimum En Route Altitudes established. This restriction does not include aircraft on initial departure clearances, such situations being addressed elsewhere.

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SECTION 7. OPERATIONAL DATA/INFORMATION 2-7-1. OPERATIONAL COUNT DATA FAAO 7210.3 allows air route traffic control centers (ARTCC) to utilize manual, automated, or a combination of manual and automated procedures. ZTL shall utilize automated traffic count procedures. The automated procedures shall be verified semi-annually. In the event the automated count cannot be verified, ZTL shall revert to the manual count procedures until the automated count can be verified. The Automated Traffic Count Program is designed to incorporate mandated counting procedures and generate appropriate totals. The following procedures shall be followed: a. Computer Shutdown. In the event of an extended computer shutdown, a manual count may be required. b. Strip Filing and Retention. (1) Controllers shall file the strips in the bins located at the D-side for collection. (2) At the end of each shift, the strips shall be bundled, placing a face strip on top of the bundle identifying the sector, date, and shift. At the end of the day, the strips shall be taken to the strip bins adjacent to the FDCS area. This is necessary to meet the 15-day retention requirement of all flight progress strips. c. Reporting of Traffic Count. (1) The TMC shall be responsible for obtaining the traffic count printouts at 2359 local and forwarding them to the WS. (2) ZTL-530 Office shall retrieve the monthly traffic summary not later than one working day after the end of the preceding month. ZTL-530 Office shall ensure FAA Form 7230-14 (or appropriate HOST computer printout), Daily Summary of ARTCC Operations, and FAA Form 7230-12, Instrument Approaches Monthly Summary, are completed in the correct format and forwarded to the Regional Office by the appropriate deadline. d. Automated Count Verification. ZTL-530 Office shall validate the accuracy of the automated procedures semi-annually. ZTL-530 shall notify the facility which week the traffic data will be used to validate the automated count. During this week the ZTL-530 Office will manually count the flight progress strips and validate the automated procedures. If the manual count does not validate the automated count, then ZTL shall revert back to the manual procedures utilized prior to using the automated count (i.e., strips shall be counted and logged at the end of each shift). These manual procedures shall be continued until the next validation period. At that time, the ZTL-530 Office shall again attempt to validate the automated procedures. If the automated traffic count is validated then ZTL shall revert back to automated traffic counting. However, if the automated count is not validated then manual procedures shall continue until the next validation period.

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e. Recording of Instrument Flight Rules (IFR) Instrument Approaches. IFR instrument approaches will be automatically recorded by a computer routine for any airport whose weather sequence falls below visual flight rules (VFR) minimums if the flight plan is not removed from the system prior to 5 minutes flying time from the airport. f. Reporting Count for Military Operations Area (MOA) and Military Training Route (MTR) Activity. The Automated Traffic Count Program does not automatically count MOA or MTR activity. This count is used to justify the existence of MOA's. The method of recording MOA activity is contained in par 6-1. The method of recording MTR activity is contained in par 14-3b(5). g. VFR Advisory Count. All flight plans with VFR in field eight will be automatically counted by a computer routine. This count will be incremented by one for each departure, arrival, over, or pick up VFR flight that is activated. The count is used in various studies of expanded ARTCC services and is required of all facilities. 2-7-2. PROCEDURES FOR HANDLING GENOTS (GENERAL NOTICES) a. The FDCS shall prepare at least three copies of each general notice (GENOT) as soon as possible after receipt. The FDCS shall deliver one of these copies to the WS, one to TMU and one shall be placed in the ZTL-530 distribution box located in the control room at the WS desk. If the GENOT is determined by FDCS to be related to equipment availability or performance, another copy shall be prepared and delivered to the AF NOM desk. The original GENOT shall be retained by the FDCS. FDCS shall also fax copies of GENOTs to CLT and ATL. b. The WS shall take appropriate action on any GENOT item(s) requiring immediate attention, then ensure one copy is included in the ATM package IAW the WS midnight shift checklist. c. The Airspace and Procedures Office Manager, ZTL-530, shall ensure the timely retrieval of GENOT’s from the ZTL-530 distribution box located in the WS area. ZTL-530 shall ensure the assignment of each GENOT to a support office for action, follow-up and coordination, including those GENOT’s that may have already been acted upon by the WS. d. The support office assigned the GENOT will distribute the GENOT to appropriate personnel as soon as practical and is responsible for ensuring complete action on GENOT items. 2-7-3. ELECTRONIC SIGN IN/SIGN OUT (SISO) PROGRAM

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Upon completion of the review of the position relief checklist and verbal briefing, personnel shall ensure that electronic sign in/sign out (SISO) is accomplished. It is the responsibility of the person being relieved to ensure that they are signed off, and it is the responsibility of the person relieving to ensure that they are signed in. This action constitutes acknowledgment that the position relief briefing has been completed and was acceptable to the personnel involved. The automated SISO at the radar and manual positions shall be accomplished as follows. a. The automated SISO at the radar and manual positions shall be accomplished as follows: (1) Activate the quick action key on the Plan View Display (PVD). (2) Enter the function message (SI = Sign In; SO = Sign Out). (3) Enter a space and your operating initials (_LP). (4) The computer time will be entered automatically. (5) After the entry of your initials, hit the space bar and enter your assigned team number. (a) Control personnel should use assigned Teams 1 through 7. Example: PVD (SI or SO) _LP _6 (b) Operations Managers, FLM, STMC, Support Managers, TMC's, and Support Specialists shall use Team 0 when working a control position. (c) Incorrect/omitted entries to the SISO shall be recorded on the SISO Errata Sheet, ZTL Form 7210-9 (Appendix 16). Supervisor certification is required for all entries. (d) During HCS outages, employees shall sign in and sign out on FAA Form 7230-10. b. Activate the sign in/sign out at the A-side position. An additional message input is required at the A-side since the PVD quick-action key is not available. The message format is: (1) Select the quick-action key OTHER. (2) Enter “QP”, a space and “SI” or “SO”, a space and operating initials, and a space and team number. Example: QM QP_ (SI or SO) _LP _6. c. Collateral Duties/Positions.

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(1) Handoff positions. Make entries as specified in paragraph 2-7-3a; however, enter initials followed by /H (example _LP/H). Handoff position personnel must sign off the position. If a controller is signed in on a handoff position and is now relieving the radar controller, he/she must sign off the handoff position and then sign in on the radar position. Example: PVD (SI or SO) _LP/H _6 (2) Training. Enter the initials of the instructor followed by a slash (/), the developmental's initials, a space, and the instructor's team number. Example: PVD (SI or SO) _LP/LL _6 Note: Another controller signing in on a position will sign off for both the developmental and the instructor. If the developmental is leaving the position but the instructor is remaining, the developmental shall sign off the position. This will terminate the training session for both the trainer/developmental and will automatically sign the controller back on the position. If the developmental is remaining at the sector, the developmental and new instructor must sign in. d. Supervisory Messages. Information is printed at the FDIO printer associated with the sector where the message is entered. (1) Entry of the message PVD SS (dd), where d is a digit from 0 to 9, will provide a list of all persons currently signed in on a sector. (2) Entry of the message PVD SS (d), where d is a digit from 0 to 9, will provide a listing of all sectors within an area of specialization and the control personnel currently signed in on these sectors. e. Miscellaneous Information. (1) Sign off. When a relieving controller signs in, the computer program will automatically sign off the previous controller. No time overlap is provided. (2) When a sector becomes a one person sector, the controller leaving the sector must sign off. If only one person is signed on a sector, it will be considered that the sector was a one person sector during that time period. (3) When a sign off that includes training/evaluation/certification time occurs, information is produced at the associated FDIO printer showing the sector/position, OJT instructor/examiner/certifier and developmental's initials, sign in time, and sign off time. When a sector is to be combined, the developmental must sign off the position before sector combination occurs or no strip will be generated. (4) The SISO program will review the NAS sector plan each time an input is made. Any sector that is closed (combined with another sector) will be reviewed and all personnel

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at the closed sector will be automatically signed off. This program will also prohibit a controller from signing in on a closed sector. (5) A controller who signs in on a control position will automatically be signed off of any other control position. (6) Adaptation changes have occurred on some A-sides for compatibility with the SISO program. These changes are transparent to position operations, but SISO data for these positions will be recorded under other position numbers. (7) Sign in/sign off data will be written to the OAMP tape and to the NAS high speed printer. Review of this data may be accomplished by using the SPRT message entry at a KVDT. (8) The FLMIC/CIC shall ensure all personnel in their respective areas are using the automated sign in/sign off system. A minimum of two checks per shift shall be accomplished. (9) ZTL-20 shall retain area 7230-4’s for a period of one year, or other period of time if records retention requirements change. 505 Office shall retain FAA Forms 7230-10 and SISO daily printouts for a period of one year, or other period of time if records retention requirements change. 2-7-4. DISSEMINATION OF NOTAM INFORMATION a. Definitions: (1) NOTAM D – A notice containing non-regulatory information concerning the establishment, condition, or change in any component (facility, service, procedure, or hazard) in the National Airspace System. (2) FDC NOTAM – A notice that generally contains regulatory information pertaining to changes in charts, procedures and airspace usage that is not known sufficiently in advance to publicize by other means. (3) Underlying Facilities – For the purpose of FDC NOTAM dissemination, ATC facilities that partially or completely underlie Atlanta Center except Cairns, Columbia, Fayetteville, Meridian, and Roanoke approach controls (whose NOTAMs are coordinated by adjacent centers). b. NOTAMS shall be reviewed and disseminated within ZTL and underlying facilities as follows. (1) ZTL-530 Responsibilities:

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Develop and maintain ERIDS NOTAM distribution plans for the Watch Desk, Flight Data, and each Atlanta Center sector and underlying facility. (2) FDCS Responsibilities: (a) Monitor ERIDS for unprocessed FDC NOTAMs and process them as needed. (If necessary, consult with the WS to determine appropriate distribution.) (b) Log the following NOTAMs on the FDC NOTAM Log (ZTL Form 7930-2): 1. FDC NOTAMs (and NOTAM cancellations) that affect one or more underlying facilities, and 2. FDC NOTAMs (and NOTAM cancellations) that have a Location ID other than an airport or NAVAID (ZTL, ZZZ, FDC, etc) and that affect one or more areas of operation in Atlanta Center (including airspace assumed by ZTL on the midnight shift). (c) Additional responsibilities for certain NOTAMs: 1. For FDC NOTAMs (and NOTAM cancellations) that affect one or more underlying facilities: Fax the NOTAM to each facility, then call and verify that each facility has received the fax. 2. For NOTAMs (but not cancellations) that have a Location ID other than an airport or NAVAID (ZTL, ZZZ, FDC, etc) and that affect one or more areas in Atlanta Center (including approach control areas assumed by ZTL on the midnight shift): Distribute the NOTAM via ERIDS to the Supervisory (Supv) workstation for each affected area, then advise the FLM in each affected area of the NOTAMs Location ID and number, and that it is available on ERIDS for distribution. (On the midnight shift, advise the WS.) Note: NOTAM cancellations are automatically received by ERIDS at all positions that received the original NOTAM, so no manual dissemination of cancellations is needed to Atlanta Center ERIDS positions. (3) FLM Responsibilities: (a) Monitor ERIDS to ensure that new NOTAMs are reviewed in a timely manner, including pertinent NOTAMs for part-time approach controls. (b) When notified by Flight Data of a new NOTAM, review the NOTAM at the areas ERIDS supervisor workstation. Using the ERIDS Messages function,

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disseminate the NOTAM to appropriate ERIDS sectors (including sectors overlying part-time approach control airspace). Note: Avoid distributing NOTAMs to sectors where they are not needed; once distributed, NOTAMs cannot be deleted from an ERIDS sector until the US NOTAM Office cancels them. (4) ATCS Responsibilities: (a) Monitor ERIDS to ensure that new NOTAMs are reviewed in a timely manner. (b) When assuming additional airspace, resector ERIDS to ensure that all pertinent NOTAMs are displayed on the ERIDS home page. (c) Ensure that all pertinent NOTAM information is reviewed during each Transfer of Position Responsibility, including when airspace is transferred to or received from another sector or facility. (d) Before issuing an approach clearance, review the NOTAMs on the airport’s NOTAMs tab and the NOTAMs for any NAVAIDs that are used in completing the approach procedure. Ensure that the aircraft is aware of any abnormal operation of approach and landing aids, and of destination airport conditions that might restrict an approach or landing.

c. Additional Responsibilities during an ERIDS NOTAM system outage: (1) WS Responsibilities: When advised by the SOC of an ERIDS outage affecting NOTAM distribution, advise Flight Data and each areas FLM. (2) FDCS Responsibilities: (a) Monitor AISR for all new FDC NOTAMs and NOTAM cancellations applicable to Atlanta Center areas of operation (including approach control areas assumed by Atlanta Center on the midnight shift), and (b) Deliver a copy of the FDC NOTAM or NOTAM cancellation to the FLM of each affected area; and log the NOTAM or NOTAM cancellation on the FDC NOTAM Log. (On the midnight shift, deliver a copy for each affected area to the WS.) (3) FLM Responsibilities: (a) Advise controllers of an ERIDS NOTAM system outage.

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(b) Obtain an area specific NOTAM summary from AISR, and post pertinent NOTAM information on each active sector in the area. Repeat this process at the beginning of each shift until advised that the ERIDS NOTAM system has returned to service. Maintain a record of the NOTAM information posted in the area. (This may be accomplished by retaining a copy of a NOTAM GI message posted in the area and attaching it to the Area Status Sheet (ZTL Form 7930-4). (c) When advised by Flight Data of a new FDC NOTAM or NOTAM cancellation, update any pertinent information on the record of NOTAM information and on active sectors in the area. d. Recovering from an ERIDS NOTAM system outage: (1) WS Responsibilities: Advise Flight Data and each areas FLM that the ERIDS NOTAM system is operational. (2) FDCS Responsibilities: Check ERIDS for unprocessed FDC NOTAMs that have a Location ID other than an airport or NAVAID (ZTL, ZZZ, FDC, etc) and distribute them to the ERIDS Supervisory (Supv) workstations as needed. Advise the FLM in each affected area. (3) FLM Responsibilities: Advise controllers that the ERIDS NOTAM system has returned to service, and remove printed NOTAM information from each sector. 2-7-5. RECORDING OF AIRBORNE DELAYS a. National directives require the reporting of all air traffic delays in increments of 15 minutes. b. Manager, System Operations, Atlanta ARTCC (AJR16-ZTL) is responsible for reviewing all current and future automated delay reporting products. After coordination with the ATM, the AJR16-ZTL may modify the primary automated tool used to secure airborne delay data. c. When conducting airborne holding, the FLMIC/CIC will ensure delayed aircraft are managed in the URET system. d. In all cases, the FLMIC/CIC shall ensure that ZTL TMU is advised when en route holding has commenced.

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e. ZTL TMU will monitor available information sources (MDM,TMA, etc.) and advise the ATCSCC when delays reach 15 minutes and each 15 minute increment increase or decrease thereafter. f. FLMIC’s/CIC’s shall advise TMU, in a timely manner, when arrival or en route delays reach 15 minutes and each 15 minute increment increase or decrease thereafter. g. In addition, sector controllers shall advise TMU, in a timely manner, when arrival or en route delays reach 15 minutes. Each 15 minute increment increase or decrease in delays shall be reported thereafter. 2-7-6. SIMILAR SOUNDING CALL SIGN REPORT ZTL Form 7210-43, Similar Sounding Call Sign Incident Reporting Worksheet, Appendix 32, shall be used by air traffic personnel to report similar sounding call sign incidents. The associated flight progress strips or copies denoting the aircraft involved should be attached to the form for processing and/or information purposes. ZTL-530 will track similar sounding call sign incidents via the local access network database and provide processing progress and airline response as appropriate. 2-7-7. OPERATIONAL PROBLEM REPORT ZTL Form 7210-44, Operational Problem Report, Appendix 33, should be used to report problems with ERIDS information or operational problems of an airspace, procedural, and/or military nature. The form is intended to enhance communication flow from the operational environment to ZTL-530. ZTL-530 will track the reported problem and return an answer and/or resolution as appropriate. This form does not replace and should not be used for HOST automation problems (use ZTL Form 6100-1, Trouble Report) or Unsatisfactory Condition Reports (use FAA Form 1800-1). 2-7-8. TROUBLE REPORT ZTL Form 6100-1, Trouble Report (TR), Appendix 34, is used to report all HOST automation deficiencies. The TR form was established so that changes could be incorporated into the automated HOST Enroute Adaptation Request and Trouble Reporting System (HEARTS). Blank TR forms are available from the WS and an automated copy is available in the area supervisor’s computer. When filling out a blank TR form, the originator should fill in all applicable items on the form, describing the problem as thoroughly as possible. Forward the completed TR to the FLMIC/CIC and the FLMIC/CIC will review the TR for completeness, provide additional information or other comments if appropriate, and forward the TR to the ZTL-530 Office. The 530 Office will review the TR for completeness and transmit the TR to AJE1600 using HEARTS. After the TR has been closed ZTL-530 will notify the originator and the FLMIC/CIC of the response. 2-7-9. TEMPORARY FLIGHT RESTRICTIONS

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ZTL Forms 7230-29-1, 7230-29-2, and 7230-29-3, Temporary Flight Restriction Worksheets, Appendixes 37, 38, and 39, should be used to report temporary flight restrictions. There have been a number of Temporary Flight Restrictions (TFR) posted in ZTL airspace recently due to the increased security measures implemented in response to terrorist threats. The following is an attempt to explain the different types of TFR's and to clarify our coordination responsibilities. TFR's are defined in Title 14 Code of Federal Regulations (FAR's) Part 91, Section 137, and are posted by NOTAM's and designated an (a)(1), (a)(2), or (a)(3) TFR as follows: "(a) The Administrator will issue a Notice to Airmen (NOTAM) designating an area within which temporary flight restrictions apply and specifying the hazard or condition requiring their imposition, whenever deemed necessary in order to; (1) Protect persons and property on the surface or in the air from a hazard associated with an incident on the surface; (2) Provide a safe environment for the operation of disaster relief aircraft; or (3) Prevent an unsafe congestion of sightseeing and other aircraft above an incident or event, which may generate a high degree of public interest. The Notice to Airmen will specify the hazard or condition that requires the imposition of temporary flight restrictions." Generally (a)(1) TFR's are so designated for areas where a risk to the flying public may exist due to explosive devices, or other such dangers. When an (a) (1) TFR is issued, the area is sterilized of all flights other than those with explicit permission to operate within the area. ATC has no authority to allow aircraft to transit the area without expressed consent from the using agency. An (a)(2) TFR generally is so designated to prevent an unsafe congestion of sightseeing aircraft over an incident or event, which may generate a high degree of public interest. FAR Part 91.137, paragraph 3(c): "When a NOTAM has been issued under paragraph (a)(2) of this section, no person may operate an aircraft within the designated area unless at least one of the following conditions is met: (1) The aircraft is participating in hazard relief activities and is being operated under the direction of the official in charge of on scene emergency response activities. (2) The aircraft is carrying law enforcement officials. (3) The aircraft is operating under the ATC approved IFR flight plan.

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(4) The operation is conducted directly to or from an airport within the area, or is necessitated by the impracticability of VFR flight above or around the area due to weather, or terrain; notification is given to the Flight Service Station (FSS) or ATC facility specified in the NOTAM to receive advisories concerning disaster relief aircraft operations; and the operation does not hamper or endanger relief activities and is not conducted for the purpose of observing the disaster. (5) The aircraft is carrying properly accredited news representatives, and prior to entering the area, a flight plan is filed with the appropriate FAA or ATC Facility specified in the Notice to Airmen and the operation is conducted above the altitude used by the disaster relief aircraft, unless otherwise authorized by the official in charge of on scene emergency response activities." An (a)(3) TFR generally is so designated to prevent an unsafe congestion of sightseeing aircraft over an incident or event, which may generate a high degree of public interest. FAR Part 91.137, paragraph 3(d): "When a NOTAM has been issued under paragraph (a)(3) of this section, no person may operate an aircraft within the designated area unless at least one of the following conditions is met: (1) The operation is conducted directly to or from an airport within the area, or is necessitated by the impracticability of VFR flight above or around the area due to weather or terrain, and the operation is not conducted for the purpose of observing the incident or event. (2) The aircraft is operating under an ATC approved IFR flight plan. (3) The aircraft is carrying incident or event personnel, or law enforcement officials. (4) The aircraft is carrying properly accredited news representatives, and prior to entering that area, a flight plan is filed with the appropriate FSS or ATC facility specified in the NOTAM. (e) Flight plans filed and notifications made with an FSS or ATC facility under this section shall include the following information: (1) Aircraft identification, type and color. (2) Radio communications frequencies to be used. (3) Proposed times of entry into, and exit from, the designated area. (4) Name of news media or organization and purpose of flight. (5) Any other information requested by ATC." It is important here to stress the fact that TFR's are designated by NOTAM's, and as such, compliance is the pilot's responsibility. Except for TFR's designated as (a)(1), ATC

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maintains the authority to authorize operations with TFR's, provided the operations do not hamper or interfere with the event for which the TFR was implemented. Other flight restrictions concerning Hawaiian airspace, the movement of the President, Vice President, other public figures, and providing security for space agency operations are covered under FAR Part 91, Sections 138, 141, and 143 respectively.

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CHAPTER 3. OPERATIONAL QUALITY CONTROL

3-1. QUALITY ASSURANCE (QA) PROGRAM The goal of the ZTL Quality Assurance (QA) Program is to assure that the service delivered to the facility’s customers is of the highest attainable quality and promotes the safe, organized, and expeditious flow of air traffic. Additionally, the ZTL QA Program is designed to advance a safety culture, one that refers to the personal dedication and accountability of individuals engaged in any activity that has a bearing on the safe provision of air traffic services. It is a pervasive type of safety thinking that promotes an inherently questioning attitude, resistance to complacency, a commitment to excellence, and the fostering of both personal accountability and corporate self-regulation in safety matters. 3-2. RESPONSIBILITIES a. The Air Traffic Manager (ATM) shall: (1) Provide direction, guidance, and leadership in QA to ensure compliance with national, regional, and local directives. (2) Promote a safety culture within the facility by insuring facility personnel understand and practice honesty and transparency when evaluating facility performance. (3) Ensure appropriate safety risk management evaluations are conducted in accordance with current FAA Safety Management System procedures. The evaluations shall be conducted on proposed procedural and hardware changes and shall insure that any unacceptable risk is mitigated. o (4) Conduct FLM’s seminars 3 times per year to disseminate necessary information, insure open lines of communication between the FLMs and the ATM, and enhance teamwork. (5) Conduct all-hands meetings twice per year to disseminate necessary information, insure open lines of communication between the workforce and the ATM, and enhance teamwork. (6) Carefully and completely review training needs following an OE/D and approve return-to-duty plans. (7) Insure all internal full-facility evaluations and ATO-S audits are conducted in accordance with FAA Order 7010-1. (8) Address issues of non-compliance at the facility level.

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(9) Insure appropriate corrective measures are administered for deficiencies identified in paragraph 3-2(b)9. (10) Review this order annually and make adjustments based on facility performance. b. The Quality Assurance (QA) Office shall: (1) In concert with the ATM, administer the facility QA Program. (2) Promote a safety culture within the facility by insuring facility personnel understand and practice honesty and transparency when evaluating facility performance. (3) Facilitate the completion of appropriate safety risk management evaluations in accordance with current FAA Safety Management System procedures on proposed procedural and hardware changes, and assist in the development of any required risk mitigation plans. (4) Conduct Quality Assurance Performance Reviews (QAPR). QAPR is defined as an in-depth review and reporting procedure for performance identified through QAR events forwarded by the OMIC, inquiries from other facilities, losses of separation classified as a Proximity Event (PE) or, random assessment. (a) Enter the triggering event and all deficient or commendable performance into CEDAR. (b) Forward the Performance Event Worksheet to the employee’s Front Line Manager (FLM) and Operations Manager (OM), for recognition and/or corrective measures. (c) Notify the FLM and OM of reviews considered satisfactory. (d) Provide the ATM with information on recurring performance deficiencies and/or performance trends through the CEDAR database summary. (5) Audit 20 Operational Error Detection Patch (OEDP) alerts per month. Both commendable accomplishments and deficient performance will be forwarded to the employee’s supervisor for recognition and/or corrective measures. (6) Prepare briefing sheets for the ATM on all ZTL OE/D’s. (7) Review training needs following an OE/D and approve return-to-duty (RTD) plans. (8) Coordinate RTD plans, when appropriate, with the Eastern En Route and Oceanic Service Area Safety Office.

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(9) Provide assistance to supervisors in developing remedial training plans for operational personnel. (10) Promptly and thoroughly investigate all user complaints and questions. A personal response shall be delivered whenever possible. Information will be forwarded to the employee’s supervisor for appropriate measures. (11) Conduct and participate in all internal full-facility evaluations in accordance with FAA Order 7010.1. (12) Act as the facility focal for responding to problems identified through the ATO-S audit process in accordance with FAA Order 7010.1. (13) Publish QA Awareness Bulletins, as needed. (14) Maintain OE/D statistical data to identify trends and recurring problems. (15) Provide trend analysis and data for development of annual refresher training requirements and technical training discussions (TTDs). (16) Participate in quarterly supervisor’s seminars in order to disseminate necessary QA information. c. The Operations Manager (OM) shall: (1) Provide direction, guidance, and leadership in QA to ensure compliance with national, regional, and local directives. (2) Promote a safety culture within the facility by insuring facility personnel understand and practice honesty and transparency when evaluating facility performance.

(3) Ensure that staffing needs are adequate in each area of operation. The OMIC for each shift shall conduct a random, un-announced formal staffing assessment of at least one operational area per shift. (4) Review training needs following an OE/D and approve RTD plans. (5) Provide assistance to supervisors in developing remedial training plans for operational personnel. (6) Insure appropriate corrective measures are administered for deficiencies identified in paragraph 3-2(b)4-5. (7) Participate in supervisor’s seminars three time per year to disseminate necessary information, insure open lines of communication between the supervisors and the OMs, and enhance teamwork.

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(8) Participate in all-hands meetings twice per year to disseminate necessary information, insure open lines of communication between the workforce and the OMs, and enhance teamwork. (9) Attend team meetings once per quarter to disseminate necessary information, insure open lines of communication between the workforce and the OMs, and enhance teamwork. (10) Promptly and thoroughly investigate all user complaints and questions. A personal response shall be delivered whenever possible. Information will be forwarded to the employee’s supervisor for appropriate measures. (11) Identify examples of operational excellence and bring these to the attention of the ATM. (12) Ensure a professional work environment is maintained and unnecessary distractions in the operational quarters are eliminated. (13) Continually assess the technical performance of supervisors and air traffic control specialists and make on-the-spot corrections as necessary and document as appropriate. (14) Perform Quality Assurance Reviews (QARs) for aircraft/air traffic incidents in accordance with FAAO 7210.56, to identify both commendable and deficient controller performance, for appropriate recognition and/or corrective measures by the employee’s supervisor, and inclusion in the TTD. (a) When a triggering event occurs, the OM will identify at a minimum: 1. The involved aircraft call sign (if known), 2. A brief description of the incident including the operational position, 3. Date, 4. Time, and 5. The determination. (b) Ensure the necessary log entries (initial/closure) are made on the Daily Record of Facility Operation, FAA Form 7230-4, and identify the primary office of responsibility for conducting QAR, such as ZTL-505, ZTL-530, TMU, etc. (c) When conducting an in-depth investigation into an OEDP alert, use ZTL Form 7210-45 (Appendix 31) to identify pertinent times and summary of the event.

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(15) Ensure TTD’s are accomplished in accordance with the provisions of FAA Order 7210.56 and FAAO 3120.4, and documented in CEDAR. (16) In conjunction with ATO-R, conduct a yearly analysis of the monitor alert parameters of all facility sectors. (17) Utilize SATORI and/or FALCON to identify and share both commendable and deficient performance.

d. The Support Managers shall: (1) Provide adequate support to the operation. (2) Promote a safety culture within the facility by insuring facility personnel understand and practice honesty and transparency when evaluating facility performance. (3) Ensure appropriate safety risk management evaluations are conducted in accordance with current FAA Safety Management System procedures. The evaluations shall be conducted on proposed procedural and hardware changes and shall insure that any unacceptable risk is mitigated. (4) Ensure appropriate follow up to issues identified through the QAR process. e. The Front-Line Manager (FLM) shall: (1) Provide direction, guidance, and leadership to ensure compliance with national, regional, and local directives. (2) Promote a safety culture within the facility by insuring facility personnel understand and practice honesty and transparency when evaluating area performance. (3) Manage resources appropriately in their area of operation. (4) Utilize SATORI and/or FALCON and tape monitors to identify and share both commendable and deficient performance. (5) Conduct weekly team meetings as resources permit. (6) Identify examples of operational excellence and bring these to the attention of the ATM/OM. (7) Ensure a professional work environment is maintained and unnecessary distractions in the operational quarters are eliminated. (8) Continually assess the technical performance of air traffic control specialists and make on-the-spot corrections as necessary and document as appropriate.

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(9) Review training needs following an OE/D and compose RTD plans in collaboration with OM. Supervisors shall also insure that all coordination requirements for the plan have been met prior to issuing the plan to the employee. (10) Coordinate any remedial training assigned to operational personnel with facility training personnel. (11) Perform TTD’s in accordance with the provisions of FAA Order 7210.56 and FAAO 3120.4 and document them in CEDAR. The Front Line Manager will forward a copy of the signed TTD to Training (ZTL-520). (12) Review and address performance identified through the QAPR process. (a) Conduct the review, address noted deficiencies, and annotate corrective measures on the QAPR. (b) Enter corrective action into CEDAR within 15 calendar days on any Performance Event Worksheet created by ZTL-505 unless otherwise coordinated through the QA specialist. f. The Air Traffic Control Specialist (ATCS’s) shall: (1) Be familiar with all national, regional, and local directives applicable to their area of specialization and seek assistance in understanding directives on which they have questions. (2) Provide air traffic control service in accordance with national, regional, and local directives. (3) Immediately report non-compliance incidents to any available Front Line Manager or Controller-in-Charge (CIC). (4) Identify examples of operational excellence and bring these to the attention of their immediate supervisor. (5) Ensure a professional work environment is maintained and unnecessary distractions in the operational quarters are eliminated. 3-3. AIR TRAFFIC AND AIRCRAFT ACCIDENT/INCIDENT INVESTIGATION AND REPORTING PROCEDURES a. Reporting Procedures/Requirements:

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Air traffic and aircraft accidents/incidents are investigated and reported using the procedures referenced in Fig. 3-2-1. When required, additional facility procedures will be detailed in this section.

b. Flight Assists: (1) When in-flight assistance is provided to an aircraft in a potentially dangerous situation, the ATCS involved shall promptly notify the FLMIC/CIC of the situation. The FLMIC/CIC will then notify the OMIC who will complete processing. (2) If a Flight Assist is identified, the OMIC, FLMIC, or CIC shall complete the forms in the Flight Assist package and make necessary log entries. Notification to the Eastern Enroute and Oceanic Service Center, through the Regional Operations Center (ROC), is only necessary if, in the judgment of the OMIC, the incident may become newsworthy. Completed packages are forwarded to ZTL-505 for final processing. (3) The QA office will determine the appropriate categorization; i.e., outstanding, significant, or routine. (a) Outstanding Flight Assist. Employees who have provided outstanding flight assistance to pilots shall be acknowledged by a Letter of Commendation. ZTL-505 shall be responsible for preparing and forwarding the letter to the Service Center. (b) Significant Flight Assist. Employees who have provided significant flight assistance to pilots shall be acknowledged by a Letter of Appreciation. The employee’s first-level supervisor shall be responsible for preparing the letter in draft form for the ATM’s signature. The draft shall be forwarded to ZTL-505, who will finalize the letter and forward it to the ATM for final action.

PackageDOT FAA ASO in QA File

Event Order(s) Order(s) Order Cabinet?Operational Error 7210.56 7210.13 YesOperational Deviation 7210.56 7210.13 YesAircraft Accident 3910.1 8020.16 7210.13 YesPhantom Controller 7210.3, 6050.22 YesMilitary Facility Deviation 7210.56 YesAir Traffic Incidents 8020.16, 7210.56 YesPilot Deviation 8020.16 YesFlight Assist 7210.56 YesNear Mid-Air Collision 8020.16 Yes

Spill Outs 8020.16 YesHATR/OHR 8020.16 YesControlled Area Intrusion 8020.16 Yes

Forceable Seizure of Aircraft (Hijack)

Fig. 3-2-1

8020.16 Yes

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(c) Routine Flight Assist. A flight assist that does not qualify as either outstanding or significant shall be processed by the employee’s supervisor as a routine flight assist and forward to ZTL-505 for final action. c. Airspace Intrusions: (1) Airspace Intrusion results when an aircraft enters Class A and B airspace without authorization, or Class C or Class D airspace without establishing communications with ATC, or Special Use Airspace. (2) If an airspace intrusion is identified, the OMIC shall complete a pilot deviation package if ZTL is the controlling agency or a controlled area intrusion package if another facility is controlling agency and make necessary log entries. Employee statements shall include, as a minimum, the sector/facility from which a handoff was received, method of identification, if any, and landing point or subsequent sector/facility if a handoff was made. Notification of the Service Center, through the Regional Operations Center (ROC), is only necessary if, in the judgment of the OMIC, the incident may become newsworthy. Completed packages are forwarded to ZTL-505 for final processing. (3) In the event that an aircraft violates Class B airspace, Class C airspace, Class D airspace, or a restricted area and the affected facility is unable to identify the aircraft, assistance will be requested from other facilities through which the aircraft flies. (4) When a target is identified as a possible violator, control personnel shall start tracking the aircraft using the aircraft call sign, if known. (5) If the call sign is not known, start a track using an acronym for the facility that observed the violation, the type of airspace violated, plus the number of the ZTL sector initiating the track. As an example: (a) Charlotte Tower advises Sector 31 of Class B violator = CLTB31 (b) Atlanta ARTCC Sector 21 observes a Restricted Area violator = ZTLR21 (c) Montgomery Tower advises Sector 13 of a Class D violator = MGMD13 (6) Continue to monitor the aircraft on radar and attempt to determine the aircraft’s identification, if unknown, and destination. Notify the FLMIC/CIC as soon as practicable. (7) The aircraft's target must be continuously monitored while within ZTL’s airspace by passing the target identity from sector to sector. If the target appears to be entering an adjacent facility’s airspace, a radar handoff shall be accomplished to that facility. An advisory shall be given each facility regarding the violation in question.

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(8) The FLMIC/CIC shall ensure each sector controller involved in the tracking process prepares a narrative statement, which should be in the package. This statement shall include, as a minimum, the sector/facility from which the handoff was received, method of identification, if accomplished, and landing point or sector/facility if a subsequent handoff is affected. 3-4. UNSATISFACTORY CONDITION REPORTS (UCR's) a. The originator shall, IAW FAAO 1800.6: (1) Submit the UCR to their supervisor. (2) Offer a proposed solution, if possible, when submitting a UCR. b. The immediate supervisor shall, upon receipt: (1) Determine if the reported condition is covered under established guidelines in FAAO 1800.6. If the condition is not covered, the supervisor should assist the originator, through other means, in addressing the concern. (2) Notify their OM that a UCR has been received. (3) Either log the UCR into the Safety Management Information System (SMIS) or hand carry the UCR report to the ZTL-530 Office for logging. (4) Ensure a copy of the submitted UCR record has been provided to the originator. c. The assigned support manager’s office shall: (1) Provide the immediate supervisor with the necessary assistance to investigate and complete a response to the UCR report. (2) Either input the information into SMIS or prepare a response on plain white bond paper if an evaluation by the staff office follows that of the immediate supervisor. The response shall include the UCR number, the facility name, the name and title of the supervisor, and the date of the evaluation. This supplemental response shall become part of the UCR report and must be completed within 10 calendar days. If a response cannot be made within the 10 calendar days, the originator must be notified. Note: Provide ZTL-530 with copies of any interim responses or additional information. d. ZTL-530 shall:

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(1) If the supervisor hasn’t already done so, input the UCR into the SMIS. Maintain a UCR correspondence log and supporting documentation, if applicable. Assign the UCR to the appropriate staff office when necessary. (2) Track the progress of the UCR to ensure timely handling of the report. Be the POC for all communications with the originator regarding updates, status, resolution and/or closure of the UCR. (3) Forward UCR’s to the next higher level when control of the problem or ability to resolve the issue does not reside at a specific level. (4) Print out a copy of the UCR submission and provide it to the originator, when requested. (5) Administratively close all invalid UCR’s in SMIS. (6) Ensure that each UCR is objectively evaluated and acted upon within the required timeframe. 3-5. AOV CREDENTIALING All operational personnel who perform direct safety-related air traffic control services must hold an AOV credential. In order to ensure facility compliance the following process has been established. a. Designated Duties: (1) The ATM shall act as the Proficiency Manager. (2) The FLM of record shall act as the Examiner. b. Procedures (1) The FLM of record shall: (a) Notify via E:mail, their OM, ZTL-520, ZTL-505, and the ZTL-505 Area Specialist, completion of any initial certification on the 1st radar associate position (RA). At a minimum, the message must include; the name, position, local date, and UTC time period for the entire certification. (b) Submit a request for credentialing via the AOV Credentialing National web-site. (2) ZTL-505 shall capture and retain the auditable recording of the certification for 24 months.

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CHAPTER 4. FACILITY WATCH SUPERVISOR (WS) RESPONSIBILITIES

SECTION 1. CONTROL ROOM MANAGEMENT

4-1-1. WS DUTIES The WS is ultimately responsible for the administration of the control room. The position, however, must rely on several other positions for advice, information, assistance, and support in order to accomplish this task. 4-1-2 OTHER AREA DUTIES The duties of each of these other positions are covered either in a position description or an SOP. The following is a general description of the inter-working relationship and support that these positions provide the WS. a. Systems Operations/Traffic Management Unit (TMU) (1) Supervisory Traffic Management Coordinator (STMC). (a) Keeps the WS informed of traffic management initiatives being utilized or planned within and/or outside of ZTL airspace. (b) Provides support and insight for air traffic decision making. (c) Acts as an extension of the WS dealing with military activity. (d) Provides WS with military operations activity levels, both current and planned, for decision making. (e) Provides technical insight to WS pertaining to the Enhanced Traffic Management System (ETMS) or Traffic Management Advisor (TMA) computer equipment outages or problems. (2) Flight Data Communication Specialist (FDCS). (a) At the Watch Supervisor’s direction, assimilates and forwards teletype messages pertaining to air traffic incidents and/or accidents. (b) Provides GENOT’s, NOTAM’s, etc., for WS action and dissemination. (c) Keeps the WS informed of status and/or problems encountered in Flight Data Section. b. Center Weather Service Unit (CWSU).

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(1) Provides WS with real-time weather data in order to facilitate sound decision making affecting air traffic. (2) Provides WS with forecasted weather data needed to make decisions pertaining to future staffing requirements, schedule equipment outages, and traffic management. c. Front Line Manager-In-Charge/Controller-In-Charge (FLMIC/CIC). (1) Keeps WS informed of status and/or problems associated with the operation within the different areas of responsibility. (2) Provides technical insight to the WS on decisions affecting the different areas. (3) Provides WS briefings prior to the WS assuming FLMIC/CIC duties for each area. d. Controller Work Force (CWF). The WS is the second level of operational supervision for the CWF. In most cases, the WS is directly involved with controller or controller family emergencies, deaths, problems, and possible illnesses e. NAS Operations Manager (NOM). The WS acts as the liaison between Air Traffic and System Support Center (SSC) in the control room. These duties include planning equipment outages, planning equipment changes, and many other functions related to equipment. In many cases, the WS must ask for and receive support from one or more of the other control room positions in performing these duties.

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SECTION 2. INCIDENTS/ACCIDENTS 4-2. RESPONSIBILITIES FOR HANDLING INCIDENTS/ACCIDENTS a. The WS is the initial Investigator-In-Charge (IIC) for all incidents and accidents occurring within ZTL airspace. b. Incident/accident packages containing checklists and all required forms are located in the file cabinet at the WS’s position. c. Thorough preparation and documentation of incident/accident packages is extremely important. When in doubt as to whether an incident/accident has occurred, begin to obtain the required data and perform the required actions in a timely manner. If later investigation reveals that an incident or accident has not occurred, then simply cancel any action that has already been completed. d. Keep the Eastern Enroute and Oceanic Service Operations Center (ASO-6) informed of any incident which is considered to be of such significance as to be of immediate interest to the Air Traffic Division and document this notification on the Facility Operations Log (7230.4). Advise the Regional Operations Center (ROC) of all accidents or potentially newsworthy events. Note: Good rule of thumb: When in doubt whether to make notification, notify ASO-6. e. In attempting to locate a suspected downed aircraft, utilize “primary” on NTAP. This may assist in tracking the aircraft in question. Also obtain the track ball coordinates of the last known radar position, if available, and forward this information to appropriate personnel. f. When obtaining the NTAP, depict a local geographical position that will assist the search effort; i.e., local airport, NAVAID, etc. g. Ensure all personnel involved in the incident/accident remain on duty until accurate controller statements are obtained. Note: In the case of accidents, controllers must remain on duty until released by the Air Traffic Division. h. Evaluate all Immediate Alert message printouts. This may be accomplished by one or more of the following. (1) See-All function of the MDM (2) FLMCIC/CIC involvement

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(3) Controller involvement (4) NTAP, ESAT, and/or DART (5) Voice recordings (6) Any other means deemed appropriate i. Use the SPRT function of the KVDT to determine which facilities to use for requesting search and rescue information when needed.

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SECTION 3. EMERGENCIES 4-3. MANAGING EMERGENCY SITUATIONS In many cases, the WS’s position is the sole decision point for emergency situations. Although it is impossible to list actions for every conceivable emergency, enlist the services of available FAA facilities, military services, or other governmental or emergency facilities as needed.

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SECTION 4. COMMUNICATIONS 4-4. COMMUNICATION CAPABILITIES a. The WS console is equipped with several different types of communication systems and almost all of these are used daily. These different systems include, but are not limited to, the Voice Telecommunication System (VTS)--Meridian One (both FTS and commercial capability), Fixed Satellite Telephone, VSCS, and portable radios. b. The following are general guidelines when utilizing some of these different communication systems. (1) There are currently no recording capabilities on the VTS--Meridian One. In the event you receive a bomb threat, hostile or threatening calls, call trace capabilities are available and posted on each telephone. Utilize this capability when necessary. (2) Three-way conversations may be accomplished by utilizing the VTS--Meridian One. (Refer to the User’s Guide). (3) Two paging systems are available on the WS console through the VTS--Meridian One. (a) Emergency page provides instant loud speaker announcement capability to the control room. It may be used to inform personnel of critical situations. The teletype section does not have access to these announcements and must be notified by using other methods. (b) Normal page (accessible through VTS--Meridian One by dialing 51, wait for tone, 02) provides loud speaker announcement capability to all parts of the center building except the control room. (4) A quick reference sheet for operating The Fixed Satellite Telephone is located at the front of the Air Traffic Contingency Plan binder. (5) The VSCS equipment at the WS console is classmarked for incoming and outgoing PABX calls. This PABX line is recorded and may assist with record keeping when making commercial calls concerning incidents or accidents. Utilize 8 (FTS) or 9 (local), whichever is appropriate, prior to dialing the requested number. (6) The portable radios provide communications between the WS, TMU, CWSU, and the OSIC/CIC, and are used primarily to regulate traffic flows and pass urgent messages to the appropriate areas.

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SECTION 5. EQUIPMENT 4-5-1. KEYBOARD VIDEO DISPLAY TERMINAL (KVDT) a. The KVDT and MDM combination provide the WS with instant access to a multitude of information. This data ranges from obtaining weather and flight plan information to monitoring any radar position in the control room. b. When there is a requirement (usually search and rescue) to determine from what source a flight plan was entered into the system, the following messages should be entered into the KVDT: SPRT space HH:MM enter key (H = hours; M = minutes) FIND space / space AID space / (The hours and minutes entered indicate start scan time). NOTE: When the SPRT function of the KVDT is activated it prevents OEDP from audibly alerting and displaying alert information. The OEDP will still print the information at the NAS QAKPR printer to the right of the WS MDM. It is important to clear the SPRT function using the F3 key when finished in order for OEDP to continue audibly alerting and highlighting the alert information. 4-5-2 OUTAGES a. During outages of NAS components, coordinate with the NOM to determine exact status and keep the control room work force well informed. b. When outages of automated systems exceed 1 minute, ensure the NOM makes the appropriate computer input to provide the best available back-up system (“EBUS/FDP” or EBUS stand alone”). Advise control personnel of the back-up system in use. c. Prior to approving scheduled equipment outages, determine the overall affect on the control room operation and the ATC system. d. When notified of an unscheduled equipment outage or equipment malfunction, notify the affected areas and adjacent facilities as soon as practical.

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SECTION 6. MIDNIGHT SHIFT OPERATION

4-6. WS DUTIES During this shift, the WS has the following additional responsibilities: a. WC duties from 0000 to 0500 local. The WC is tasked to monitor messages printed at their position and take appropriate action to reenter unsuccessful SIGMET and CWA information via GI message “HIWAS.” If automated means are unsuccessful, forward SIGMET and CWA information via interphone or GI message to any sector/facility which is affected by the information. b. NAS entry requirement duties from 0000 to 0500 local. c. The WS shall complete the Watch Supervisor Midnight Shift Checklist, ZTL Form 7210-41 (Appendix 20), located at the WS desk.

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SECTION 7. SECURITY 4-7. SECURITY CHECK Conduct a security check (all air traffic doors locked) once during shift (except during administrative hours) and indicate completion and abnormalities on WS’s FAA Form 7230-4 (Facility Operations Log).

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SECTION 8. MISCELLANEOUS 4-8-1. OPERATIONAL BRIEFING An operational briefing for all Front Line Managers and other interested personnel is conducted in the a.m. and p.m. The WS shall ensure that the following are present at these briefings and call upon them for their appropriate input: a. All FLM/CIC’s b. STMC/TMCIC c. CWSU Meteorologist/WC 4-8-2. CALL-IN NOTAMS Ascertain type of NOTAM and disseminate as necessary. 4-8-3. CHAFF DROP When the WS approves a chaff drop, he/she will advise the CWSU of the time, position, and altitude as soon as practical.

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CHAPTER 5. FRONTLINE MANAGERS-IN- CHARGE/CONTROLLER-IN-CHARGE (FLMIC/CIC)

RESPONSIBILITIES

5-1. AREA SUPERVISION OBJECTIVES AND TASKS FOR FRONTLINE MANAGER-IN-CHARGE/CONTROLLER-IN CHARGE (FLMIC/CIC)

A frontline manager or controller-in-charge (CIC) may perform area supervision. Area supervision requires maintaining situational awareness (defined below) of traffic activity and operational conditions in order to provide timely assistance to specialists and ensure that available resources are deployed for optimal efficiency. The objectives and tasks of area supervision for maintaining a safe and efficient operation are specified below: a. The requirement to provide guidance and goals for the shift. Duties include providing relieving FLMIC/CIC/WS with a complete briefing before they assume the responsibility for the area. When briefing a CIC, the FLMIC/CIC shall include FLMIC/CIC mandatory briefing item(s). Also, the FLMIC/CIC should provide the WS with technical insight on decisions affecting their area of responsibility and inform the WS of unique situations or problems associated with their area of responsibility. b. Monitoring/managing traffic volume/flow. Maintain proactive interface with the TMU in an effort to enhance traffic flow within the area. c. Position assignments. Personnel performing area supervision duties are responsible for knowing the whereabouts of employees to ensure their availability for position assignments. Assign personnel to positions as required by activity, equipment, and facility function. Consolidate positions in consideration of activity and qualification of the personnel involved. To the extent traffic volume and staffing levels on a given day permit, position assignments shall be rotated among the qualified employees. d. Position relief. Use all available qualified personnel to provide relief periods. Unless operational requirements do not permit, employees shall not be required to spend more than two (2) consecutive hours performing operational duties without a break away from operational areas. Personnel performing area supervision duties are responsible for ensuring that breaks are administered in an equitable manner and applied so as to promote the efficiency of the agency. Also, personnel performing area supervision duties are responsible for ensuring that breaks are of a reasonable duration. e. Training assignments. Training is essential in the development of an Air Traffic Controller. Personnel performing area supervision duties must allow for training to take place. The FLMIC/CIC is responsible for directing the training of ATCS’s under their supervision and promote cooperation and communication among all parties involved. Specific duties include but are not limited to: (1) assigning and monitoring OJT; (2)

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coordination, and scheduling proficiency/currency training; (3) ensuring that OJT is productive and commensurate with the developmental’s level of experience; (4) ensuring that the OJTI is given time to prepare OJT training report; (5) allowing the OJTI and the student sufficient time for meaningful performance feedback on the same day training is conducted; and (6) ensuring that training time is logged as required. f. Processing leave requests. When dealing with personnel the FLMIC/CIC should administer leave in a fair and equitable manner within the scope of policies and procedures. When processing leave requests consider traffic volume and flow patterns, current and anticipated traffic activity, human resource availability, operational requirements, and limitations of both equipment and personnel. CIC’s shall not approve leave. g. Configuring/monitoring/reporting equipment status. Personnel performing area supervision duties must be adept at determining what configuration is needed and able to assign that configuration to the automation. VSCS configuration or reconfiguration are part of the FLMIC/CIC’s job and is often performed when combining or de-combining sectors. The equipment used in the provision of air traffic services requires periodic checks to ensure it is operating properly. Additionally, it must be configured correctly, and in the event of malfunction, be repaired or replaced. The FLMIC/CIC must use good analytical skills to assess problems and coordinate with the proper maintenance personnel to have repairs or replacements made. h. Data collection and reporting. A Daily Record of Facility Operation Form (FAA Form 7230-4) is maintained for each area of operation. It contains information that shows who is responsible for the area supervision, when periodic equipment checks are completed, recording of equipment malfunctions and repairs, and other noteworthy incidents. In the FAA, there are many types of forms used for documenting and reporting different types of incidents. It is essential that personnel performing are supervision duties use proper and complete documentation. i. Monitoring presidential aircraft movement. Personnel performing area supervision duties are responsible for ensuring that presidential aircraft movement is monitored visually and aurally from departure to arrival. The person responsible for monitoring this flight cannot also be the person responsible for area supervision duties. j. Maintaining situational awareness. Situational awareness is defined as a continuous extraction of environmental information, integration of this information with previous knowledge to form a coherent mental picture, and the use of that picture in directing further perception and anticipating future events. Simply put, situational awareness means knowing what is going on around you. Personnel performing area supervision duties should continuously observe positions of operation, including position relief briefings, to ensure proper staffing as well as adherence to applicable directives and initiatives. Personnel performing area supervision duties must be aware and focused at all times to effectively manage the operation. The FLMIC/CIC must manage resources, handle any unusual situations, manage the operation, and assure quality services are

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provided. In maintaining situational awareness, the FLMIC/CIC scans the positions much like the controller scans the radar. Scanning will keep you aware of what the controllers are experiencing. This will help you anticipate problems and make you readily available to provide assistance when needed. k. Management of the operational environment with a goal toward eliminating distractions. When attention is focused on the work at hand, the proper work environment is easily maintained. Eliminate distractions by using on-the-spot corrections. l. Managing Resources. Set break/meal time expectations and post in the area. 5-2. DAY SHIFT DUTIES OF FLMIC/CIC As a minimum, the day shift FLMIC/CIC shall complete the following tasks: a. Sign on the Area Daily Record of Facility Operations (FAA Form 7230-4) utilizing UTC time. (Example: 1030 J. SMITH ON.) b. Develop and distribute the “Status Information” for the area. Include all pertinent information from the day shift NOTAMs, ZTL ARTCC Facility Shutdown Schedule, and the ZTL Daily Operations Page. Any additional NOTAM's or special activities throughout the day and/or evening shift shall be posted on ACTIVE affected sectors. c. Attend, or designate another FLMIC/CIC to attend, the a.m. operational briefing. Disseminate pertinent weather and operational information to controllers. d. Areas 1, 4, and 5 shall conduct an air-to-ground frequency check on 121.5 and 243.0 on Tuesdays. e. Check two days into the future on all shifts to insure that all short-term and long-term medically restricted personnel, as well as operationally restricted personnel, have been removed from the schedule. Once this has been done, if a staffing shortage exists that can be remedied by moving an employee from one shift to another, move the employee(s) in accordance with Article 32, Section 4, and notify the effected employee(s). f. Check seven days into the future on all shifts to insure that all long-term medically restricted personnel have been removed from the schedule. Once this has been done, if a staffing shortage exists that can be remedied by moving an employee from one shift to another, move the employee(s) in accordance with Article 32, Section 4, and notify the effected employee(s). g. Upon completion of items a-f above, annotate the UTC time and “WCLC” (Watch Checklist Complete) on the Area FAA Form 7230-4.

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5-3. EVENING SHIFT DUTIES OF FLMIC/CIC As a minimum, the evening shift OSIC/CIC shall complete the following tasks: a. Sign on the Area Daily Record of Facility Operations (FAA Form 7230-4) utilizing UTC time. (Example: 2000 J. SMITH ON.) b. Review the evening shift NOTAMs and the ZTL Daily Operations Page. Update the “Status Information” with all pertinent new information, if necessary. c. Attend, or designate another FLMIC/CIC to attend, the p.m. operational briefing. Disseminate pertinent weather and operational information to controllers. d. Upon completion of items a-c above, annotate the UTC time and “WCLC” (Watch Checklist Complete) on the Area FAA Form 7230-4. e. Print and certify the Area FAA Form 7230-4. f. Certify ART (except for CIC’s). 5-4. CIC’S SHALL NOT DO THE FOLLOWING a. Change break/lunch expectations set by the supervisor of the shift. b. Make any schedule changes. c. Make any shift swaps. d. Make any shift moves or changes for controllers. e. Approve leave of any kind. f. Certify ART entries. g. Approve Over Time. h. Approve the earning of credit hours or compensatory time. 5-5. SUPERVISOR TRANSFER OF EMPLOYEE RECORDS AND INFORMATION

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a. When transferring operational personnel from one supervisor of record to another (i.e. team or area change), it is necessary that all information pertaining to the transferring employee be passed to the new supervisor of record via an employee briefing. b. The briefing should include performance issues, TTD reviews, OE/D involvement and follow-up requirements, discipline, IDP’s, collateral duties, awards, leave and medical information, qualifications, and required/completed training. ZTL Form 7210-51 shall be used to complete the employee briefing. (See Appendix 41).

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CHAPTER 6. OPERATIONAL PROCEDURES

6-1. PROCEDURES FOR COUNTING MILITARY OPERATING AREA (MOA) ENTRIES

The entry and exit time shall be recorded on the sector MOA Activity Log. The Sector MOA Activity Logs shall be returned to ZTL-510. 6-2. PRACTICE INSTRUMENT APPROACHES a. ZTL has issued a Letter to Airmen advertising IFR separation service to all participating aircraft practicing instrument approaches to the following airports:

Hickory Municipal Airport (HKY) Hickory, NC

b. The intent is to provide the safest environment for all air traffic operating at these airports. This program is mandatory for ATC; however, it is not a mandatory program for VFR aircraft. c. ZTL controllers shall provide, to the extent possible, IFR separation to all participating aircraft IAW FAAO 7110.65. Standard IFR separation begins when a participating aircraft is cleared for the procedure and is discontinued when the aircraft crosses the missed approach point or the approach is terminated, except if the controller has authorized a VFR aircraft to execute the missed approach, then standard separation shall be provided throughout the missed approach. d. Except for heavy aircraft/B757, standard IFR vertical separation may be reduced to 500 feet between a VFR and IFR aircraft or between two VFR aircraft practicing instrument approaches. e. Participating aircraft should be provided radar vectors for the final approach course unless the pilot requests otherwise. Non-participating aircraft should be provided traffic information IAW FAAO 7110.65. f. At airports where separation services are not provided to VFR aircraft practicing instrument approaches, the controller shall instruct the pilot to maintain VFR and advise the pilot that separation services are not provided. Controllers shall provide traffic information or advise the pilot to contact the appropriate facility. 6-3. HANDLING VFR AIRCRAFT RECEIVING RADAR ADVISORY SERVICE a. The computer assigned discrete beacon code shall be utilized. Discrete codes in the 1200 subset shall not be used. When advisory service is terminated, the aircraft shall be instructed to squawk the VFR code. b. When entering altitude information for an aircraft receiving Radar Advisory Service (RAV) use the format VFR/ddd. When the initial VFR flight plan has been

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entered from the R-CRD, or a handoff has been accepted from an adjacent facility/sector, and the flight plan only indicates “VFR” in the altitude field, enter VFR/ddd format altitude into the flight plan prior to initiating a handoff to a subsequent facility/sector. c. Aircraft receiving RAV shall be handed off to subsequent sectors/facilities unless otherwise instructed except when the following is applicable: If the aircraft will enter the airspace delegated to either Atlanta or Charlotte Approach Control, attempt an automated handoff to the appropriate facility. If the handoff is not accepted prior to the approach control boundary, terminate radar service and advise the aircraft to squawk VFR and remain clear of the Class B airspace. Remove the VFR fight plan from the computer. Do not attempt to complete verbal coordination with the approach control. You may advise the aircraft of the appropriate frequency to request additional RAV service. Note: In situations where aircraft may enter Class B airspace, the pilot must have sufficient time after radar service has been terminated to avoid the area if permission to enter the Class B cannot be obtained from the approach control facility. d. Phraseology: “(AID) radar service terminated (Position) squawk VFR, remain clear of (Atlanta/Charlotte) Class B airspace, frequency change approved.” 6-4. VECTORING TO INTERCEPT DEPICTED FINAL APPROACH COURSE a. All ZTL DSR depictions of final approach courses have been designed to provide adequate space for the aircraft to descend within prescribed guidelines (FAAO 8260.3, TERPS) from the Minimum IFR Altitude (MIA) to the Final Approach Fix (FAF) altitude. b. Vectoring an aircraft at or above the MIA to intercept closer to the airport than the depicted arrowheads may jeopardize the pilot’s ability to descend to cross the FAF at the appropriate altitude. c. ZTL controllers shall not vector aircraft to intercept final approach course depictions at any point closer to the airport than the depicted 30 degree arrowheads on the PVD. 6-5. CONTROL RESPONSIBILITIES WITHIN DELEGATED APPROACH CONTROL AIRSPACE a. Several approach control facilities under ZTL’s area of jurisdiction do not operate 24 hours a day. During these non-operational periods, the delegated airspace is returned to ZTL, Appendix 3 (ATC Transfer of Approach Control Airspace Briefing Checklist) shall be used to insure proper coordination. b. When approach control facilities are unable to provide radar services due to emergency or temporary situations, each sector shall, after proper coordination, assume

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control jurisdiction of the airspace as specified in the appropriate LOA within the confines of the lateral sector boundary. c. When an approach control facility is unable to provide approach control services (closed or otherwise), appropriate Contingency Plan initiatives will be followed. d. Exception: Chattanooga Approach Control - When unable to provide approach control services, ZTL delegated airspace returns solely to the Dalas Low Sector. e. Deviation from the above may be made for operational requirements through proper coordination with all affected sectors/facilities. Example: Rome Ultra Low Sector abuts Chattanooga Approach Control airspace. When Chattanooga Approach Control returns 7,000 feet through 10,000 feet to ZTL, the WS may assign the airspace within the Dalas Low Sector boundary to the Rome Ultra Low Sector 6-6. WAIVER OF COMPUTER ENTRY OF ASSIGNED ALTITUDE FAAO 7210.3 authorizes ARTCC ATM’s to delete the requirements for the use of computer entered interim altitudes where sector conditions warrant and an operational advantage would be gained. The following sectors are exempt from the computer entry of interim altitudes for Atlanta Terminal Area departures with Mode C readout, requesting FL240 and above. a. Altanta Terminal Area Departures. (1) North Departure when initiating handoff to Crossville or Burne Sectors. (2) East Departure when initiating handoff to Spartanburg or Dublin Sectors. (3) South Departure when initiating handoff to Macon Sector. (4) West Departure when initiating handoff to Gadsden Sector. (5) Gadsden Sector when initiating handoff to Gunter Sector. (6) Macon Sector when initiating handoff to Hampton Sector. b. The controller shall update the interim altitude to reflect the actual assigned altitude of the aircraft in order to prevent conflict alert from activating. This waiver applies only to the specific instances cited above. The provisions of FAAO 7110.65 shall be applied in all other situations. Note: The waiver of interim altitudes does not apply to non-Mode C equipped aircraft. The provisions of FAAO 7110.65, par. 5-14-3, requiring the data block to reflect the current status of the aircraft shall be complied with.

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6-7. INTER-AREA COORDINATION PROCEDURES FOR FLIP-FLOP AIRSPACE a. There are several areas inside ZTL where airspace is assigned to a particular sector depending on the direction of takeoff and landing at Atlanta/Hartsfield and Charlotte/Douglas Airports. These areas include the low altitude airspace overlying the Atlanta/Hartsfield Airport, the Athens West Departure Area, and the Gadsden East Area. b. The transferring controller shall ensure that the receiving controller has a handoff or point out on all affected aircraft. When the airspace is transferred to another position, using the Position Relief Checklist, the controllers affected shall ensure that all pertinent flight plan and sector information has been coordinated. 6-8. SECTOR/POSITION BINDERS a. It is the responsibility of the STMCIC/WS, SUPCOM, TMU, and the FDCS Supervisor to develop and maintain Sector/Position Binders containing SOP’s specific to their positions of operation. b. It is the responsibility of the ZTL-530 Office to develop and maintain Sector/Position Binders containing SOP’s specific to each control sector/position of operation. c. Master files of each binder shall be maintained by each office or group responsible for maintaining the binders. d. Each binder shall be updated as changes occur and should be reviewed at least annually to ensure compliance with facility, regional, and national policy/directives. 6-9. AUTOMATED INFORMATION TRANSFER (AIT) a. Automated Information Transfer is defined as specific pre-coordinated procedures used for the transfer of altitude control and/or radar identification without verbal coordination, using information communicated via the full data block. Radar identification and/or altitude approval may be transferred via full data blocks, but only within the context of the procedures specified in this directive. b. The controller who first transfers radar identification will also transfer aircraft communications. c. Either the transferring or receiving controller may issue an altitude change, as specified in this directive. d. Any deviation from the specified procedure invalidates AIT for that situation and requires normal coordination be completed.

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6-10. DISPLAY SYSTEM REPLACEMENT (DSR) 4TH LINE DATA BLOCK TEXT The en route fourth line data block shall be used to forward only specified control information contained in the FAAO 7110.65, paragraph 5-4-11. Any additional control information shall be forwarded via other communication methods. En route fourth line data block free text area may be used by individual sector teams for recording any additional information the team deems appropriate for managing the sector, but shall be removed prior to initiation of identification transfer. a. Controllers are not required to utilize the 4th line capabilities. b. It is the option of the transferring controller to utilize the 4th line data. The receiving controller shall accept this form of coordination. c. It is the receiving controllers’ responsibility to advise the transferring controller if the 4th line information is not understood or acceptable. d. For sectors utilizing flight progress strips the following procedures apply. Controllers utilizing the 4th line data are not required to log the data in the 4th line on the strip. Controllers not utilizing the 4th line function shall record the data transferred to their sector during handoff on the appropriate flight strip prior to suppressing the 4th line data. 6-11. STANDARD OPERATING PROCEDURES (SOP) a. SOP’s prescribe responsibility and standardize daily operational procedures. Facility level and sector specific details are incorporated into SOP’s. SOP’s are contained in this directive and in Sector/Position Binders that are developed for each operational sector/position in ZTL. b. As a minimum, SOP’s contain the required procedures for maintaining a safe and efficient operation and the jurisdictional boundaries for each operational sector/position. The information contained in the Sector/Position Binders and this directive is not all inclusive, but is supplemental to all appropriate Air Traffic manuals, directives, and letters of agreement. c. SOP’s for each sector or position are mandatory and require compliance by everyone. Deviations from SOP’s may be made after thorough coordination defining responsibilities has been accomplished. d. SOP’s should not duplicate other FAA orders, directives, or letters of agreement. If duplications are made, they shall be in quotations with the referenced document. e. Recommendations for additions to the SOP portion of this directive should be forwarded to the ZTL-530 Office for possible inclusion to the existing procedures and practices.

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6-12. FACILITY STANDARD OPERATING PROCEDURES The following Facility SOP’s are common to all control sectors/areas of ZTL: a. The velocity vector line may be used as an aid in planning future control actions. However, it shall not be used as the sole means of determining the existence of radar separation. b. In areas of limited radar coverage, the receiving sector shall not base separation on an anticipated radar handoff. Verbal coordination shall be initiated by the transferring sector and nonradar procedures shall be implemented. c. Do not accept handoffs from approach control unless separation is assured. d. Control personnel who are not directly involved with an aircraft accident/incident or directly assisting control personnel during the critical stages shall refrain from calling the affected sector/facilities or otherwise distracting the personnel involved. e. The low altitude sector overlying a weather reporting station shall review the reported weather hourly to ensure availability of usable weather data. Garbled or unusable entries shall be brought to the attention of the FDCS for corrected entries. f. Center sectors which provide approach control service to airports where control towers are closed shall not issue RVR or RVV information to arriving aircraft. When approach information is given to arriving aircraft, the controller shall advise the pilot that the RVR or RVV information is not available due to control tower closure. g. Except as covered by a LOA or facility directive, do not clear aircraft to an altitude above or below the vertical limits of the transferring sector without verbal approval from the receiving sector. h. When both the transferring and receiving sectors are within ZTL, “inappropriate altitude for direction of flight” need not be coordinated when: (1) The aircraft’s assigned altitude is above or below the altitude limits of the receiving sector, or (2) The aircraft is climbing to an interim altitude which is the highest altitude of either the transferring or receiving sector, or (3) The aircraft is descending to an interim altitude which is the lowest altitude of either the transferring or receiving sector. 6-13. NNCC OUTAGE PROCEDURES

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System Operations, Atlanta ARTC Center (ZTL System Operations), is the common interface between users and air traffic facilities underlying ZTL. National Network Control Center (NNCC) provides flight plan processing between the National Airspace System (NAS) customer and air traffic. Loss of the NNCC system can adversely impact the air traffic system on a national scale. When NNCC is unable to provide flight plan processing due to emergency or temporary outage situations, the following procedures apply: a. System Operations, Atlanta ARTC Center will act as the focal point for flight plan input strategies. During an NNCC outage, ZTL System Operations will assume responsibility for ensuring the manual input of flight plan information, for flights originating in ZTL airspace, into the HOST computer system for electronic dissemination to the common underlying air traffic control facilities. ZTL System Operations will collect flight information provided by the users and distribute the information for manual input into the HOST. b. Input of flight information into the HOST will begin in the ZTL System Operations Traffic Management Unit using available System Operations personnel and HOST Input Terminals. If the workload exceeds the capabilities of ZTL System Operations, then the workload will be divided and distributed under the direction of the STMC/TMCIC as necessary. 6-14. MARIETTA (ATL) LONG RANGE RADAR (LRR) SINGLE SENSOR

RADAR ADAPTATION a. FAA Order 7110.65, paragraph 5-5-4a, decreases the separation minima using single sensor radar data to 3NM within 40NM from the single sensor radar below FL180. However, controllers must comply with the “Wake Turbulence Separation Requirements” specified in FAA Order 7110.65, paragraph 5-5-4e, as appropriate. b. The SOC Desk shall: (1) Notify the OMIC in the event single sensor radar site fails or is suspended for any reason. In this event, the NOM-on-duty will ensure mosaic radar data is restored for the single sensor area until such time the single sensor radar site is restored. (2) In the event radar data from the single sensor becomes unreliable, the NOM-on-duty shall coordinate with the OMIC to facilitate a transition to mosaic radar coverage. c. The OMIC/FLMIC must: (1) Notify the FLMIC/CIC for all affected areas when the ATL LRR fails, or if a release is planned so the areas may transition to normal mosaic operations.

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(2) Coordinate as necessary with the SOC desk regarding ATL releases, failures, and restorations. d. The Area 3, 4, 6 & 7 FLMIC/CIC must: (1) Maintain an awareness of the radar status and quality of the data being displayed for use in the single site adapted area. (2) Notify the OMIC when a radar anomaly or failure is observed. (3) Advise area controllers when single sensor adaptation fails, are released for maintenance, or are suspended for any other reason. e. Control Personnel must: (1) Maintain an awareness of the radar status, transition to normal mosaic separation when becoming aware of an ATL outage. (2) Advise the FLMIC of any radar anomalies. (3) Apply appropriate Wake Turbulence Separation when required.

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CHAPTER 7. AREA OF SPECIALIZATION 1

SECTION 1. SALEM SECTOR 42 7-1-1. SECTOR NARRATIVE The Salem Sector is a high altitude sector with altitude limits from FL300 to FL340. This sector serves as a transition sector for departing air traffic from the Charlotte Douglas Airport (CLT) as well as providing spacing for aircraft arriving to the Atlanta Hartsfield Airport (ATL). Salem becomes highly complex when the controller is tasked with separating this mix of traffic traversing simultaneously. The controller must be aware of various aircraft characteristics. Very limited vertical airspace can be critical when climbing or descending aircraft and often requires additional coordination with adjacent sectors to ensure climb or descent is not interrupted. Crossing points on J48 and J22 with North and Southbound aircraft creates various crossing points which requires the controller to maintain a constant vigilant traffic scan.

7-1-2. ASSIGNMENT OF AIRSPACE The Salem Sector operates independently from 0645 local until 2215 local at Sector 42. The Salem Sector is combined with the Pulaski Sector at Sector 43 from 2215 local until 0645 local, including the midnight configuration. 7-1-3. PROCEDURES Radar Arrival Routes. (1) Arrivals to RDU shall be handed off to Pulaski Sector in time to meet LOA crossing restrictions. (2) Arrivals to RIC shall be handed off to Pulaski Sector in time to meet LOA crossing restrictions. (3) CLT turbojet arrivals from the Burne Sector shall cross the common sector boundary at or below FL330 and 5 miles in-trail regardless of altitude, and when traffic permits, turbojet arrivals shall cross the common sector boundary at or below FL290 and 5 miles in-trail. (4) Arrivals to the Nashville Terminal Area (BNA, MQY, JWN, MBT) which enter or over-fly the Salem Sector shall cross the Salem/Burne boundary at or below FL300 traffic permitting. The Baden Sector shall hand these aircraft off to the Salem Sector in sufficient time for this to be accomplished.

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SECTION 2. PULASKI SECTOR 43 7-2-1. SECTOR NARRATIVE The Pulaski Sector is a high altitude sector with altitude limits from FL240 to FL290. This sector serves as a transition sector for the CLT and GSO Airports. There are a number of other smaller airports underlying the Pulaski Sector that transition to create traffic conflictions. Pulaski also provides spacing for traffic arriving ATL, and becomes highly complex when the controller is tasked with separating this mix of traffic traversing simultaneously.

7-2-2. ASSIGNMENT OF AIRSPACE The Pulaski Sector operates continuously at Sector 43. The Salem Sector is combined with the Pulaski Sector at Sector 43 from 2215 local until 0645 local, which includes midnight configuration. 7-2-3. PROCEDURES a. Radar Arrival Routes. (1) Turbojet arrivals to CLT and CLT satellite airports shall be cleared via the appropriate routings as described in the Atlanta ARTCC and Charlotte ATCT LOA with the following restrictions. (a) HMV transition. 1. Turbojets shall cross 10 DME south of HMV at FL240 on the HMV transition. 2. Radar handoff and communications transfer to the Shine Sector to be completed by HMV VORTAC. (b) VXV transition. 1. Turbojets shall cross 60 DME east of VXV at FL240 on the VXV transition. 2. Radar handoff and communications transfer to the Shine Sector to be completed by 60 DME east of VXV. b. Arrivals to CLT and CLT Satellite Airports are released to the Shine Sector for turns up to 20 degrees, and Shine Sector assumes point-out/coordination responsibility with adjacent sectors.

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7-2-4. AUTOMATED INFORMATION TRANSFER Aircraft inbound to either GSP, SPA, GMU, or GYH that are transitioning to Area 1 from Area 7 in the high stratum shall be handled as follows: a. Aircraft shall be descended by the Burne Sector to FL240, without pilot’s discretion, and handed off to the Pulaski Sector. b. The Pulaski Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Bristol Sector. c. After observation by the Burne Sector that the Bristol Sector has accepted the handoff, the Burne Sector shall transfer communication and pertinent control information to the Bristol Sector.

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Figure 7-2

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SECTION 3. SHINE SECTOR 44 7-3-1. SECTOR NARRATIVE The Shine Sector is a low altitude sector with altitude limits from 11,000 feet to FL230 except within that airspace that overlies CLT. In this area, the Shine Sector altitude limits are from 15,000 feet to FL230. This sector serves as an arrival sector for aircraft landing CLT, as well as, separating aircraft arriving to surrounding approach control facilities. Shine becomes highly complex when the controller is tasked with separating this mix of traffic traversing simultaneously.

7-3-2. ASSIGNMENT OF AIRSPACE The Shine Sector operates independently from 0700 local until 1900 local at Sector 44. Shine and Moped are combined at Sector 44 from 1900 local until the midnight configuration. During the midnight configuration, Shine is combined with Sectors 45, 47, and 48 on Sector 44 until approximately 0600 local. 7-3-3. PROCEDURES Radar Arrival Routes. a. Arrivals to CLT and CLT Satellite Airports are released for turns up to 20 degrees from the Pulaski Sector. Point outs to adjacent sectors are the responsibility of the Shine Sector. The Shine Sector shall not issue a pilots discretion clearance (this includes crossing restriction clearances) from FL240 or above without first coordinating with Pulaski Sector. Pulaski Sector shall clear aircraft on the HMV transition to cross 10 DME south of HMV at FL240, and aircraft on the VXV transition to cross 60 DME east of VXV at FL240. b. Arrivals to GSO/INT shall be descended to at least FL190. Arrivals from over SPA are released for right turns to the Moped Sector. c. Turboprop arrivals to TRI from CLT will be left on the assigned departure routing by Moped Sector, and are released for left turns to the Shine controller. d. Jet arrivals to TYS from CLT shall be left on the assigned departure routing by the Unarm Sector and are released for right turns. e. Turboprop arrivals to the CLT Terminal Area, above 13,000 feet, shall cross the common sector boundary, between the Shine and Bristol/Bristol Sectors, at or below 17,000 feet with an assigned altitude of 13,000 feet. Pilot's discretion descent need not be coordinated on these aircraft.

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Figure 7-3

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SECTION 4. BRISTOL SECTOR 45

7-4-1. SECTOR NARRATIVE The Bristol Sector is a low altitude sector with altitude limits from 11,000 feet to FL230 for that airspace that overlies AVL ATCT, TYS ATCT, and TRI ATCT approach control jurisdiction and from 7,000 feet to FL230 in that airspace that overlies ROA ATCT approach control jurisdiction. Elsewhere within the sector, the Bristol Sector altitude limits are from the surface to FL230. This sector has no predominant traffic flow, but is comprised of numerous aircraft traversing to and from approach control facilities within the sector and that immediately surround the sector. Bristol also contains several air refueling tracks and numerous military training routes. These military training areas reduce the number of useable altitudes thereby increasing sector complexity.

7-4-2. ASSIGNMENT OF AIRSPACE The Bristol Sector operates independently from 0900 local until 1900 local at Sector 45. The Bristol Sector is combined with the Wilkes Sector from 0600 local to 0900 local and from 1900 local to 2230 local at Sector 45. During the midnight configuration, the Bristol Sector is combined with the Shine, Moped, and Wilkes Sectors at Sector 44. 7-4-3. PROCEDURES a. Radar Arrival Routes. (1) Turboprop arrivals to the CLT Terminal Area shall cross the Bristol/Shine boundary at or below 17,000 feet descending to 13,000 feet. (2) All Atlanta arrivals from the Bristol Sector to the Logen Sector, cleared via SOT.ODF.Whinz Arrival, are released to the Logen Sector to be cleared via the SOT205 radial to join the Whinz Arrival. (3) All Tri-City (TRI) arrivals from the Logen Sector shall be descending to 17,000 feet, traffic permitting, or at filed altitude, if lower. These aircraft shall be released for turns up to 15 degrees to the Bristol Sector upon receipt of communications transfer. (4) Turboprop arrivals to the CLT Terminal Area, entering the Moped Sector, shall cross the common sector boundary at or below 17,000 feet. (5) GSO Terminal Arrivals entering the Moped Sector shall be descended to FL210 or requested lower. (6) Aircraft executing instrument approach procedures at MKJ shall be coordinated with ROA ATCT, non-radar sector.

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b. IR Route Coordination - Sector 45. IR estimates are required, as well as completing all coordination, including passing any additional information the controller needs to be aware of on a particular route. 7-4-4. AUTOMATED INFORMATION TRANSFER a. Greensboro terminal arrivals on the SMOKN STAR shall be handled as follows: (1) The Bristol Sector shall issue the appropriate crossing restriction as prescribed in the Atlanta ARTC Center/GSO ATC Tower Letter of Agreement. The Bristol Sector will then initiate a radar handoff to the Leeon Sector. (2) The Leeon Sector, traffic permitting, will accept the handoff and immediately initiate a radar handoff to Greensboro ATCT, if the Leeon Sector needs to work the aircraft, they will coordinate an altitude with Bristol Sector. (3) When the Bristol Sector observes that Greensboro ATCT has accepted the handoff, Bristol will transfer communications to Greensboro ATCT. b. Aircraft inbound to either GSP, GYH, GMU, or SPA that are transitioning to Area 1 from Area 7 in the high stratum shall be handled as follows: (1) Aircraft shall be descended by the Burne Sector to FL240, without pilot’s discretion, and handed off to the Pulaski Sector. (2) The Pulaski Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Bristol Sector. (3) After observation by the Burne Sector that the Bristol Sector has accepted the handoff, the Burne Sector shall transfer communications and pertinent control information to the Bristol Sector.

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Figure 7-4

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SECTION 5. MOPED SECTOR 47

7-5-1. SECTOR NARRATIVE The Moped Sector is a low altitude sector with altitude limits from 11,000 feet to FL230 in that area that does not overlie CLT ATCT. Above that approach control, Moped altitude limits are from 15,000 feet to FL230. Moped serves as a north departure sector for the CLT Airport and an arriving sector for the GSO Airport. Moped also serves as a feeder sector to the underlying ultra-low sector that serves the Hickory Regional Airport (HKY). The Moped controller is tasked with many complex traffic scenarios requiring an above average ability to vector aircraft within limited confines of the sector design.

7-5-2. ASSIGNMENT OF AIRSPACE The Moped Sector operates independently from 0700 local until 1900 local at Sector 47. Moped is combined with Shine at Sector 44 from 1900 local until the midnight configuration. During the midnight configuration, Moped and Shine are reassigned to Sector 44 with the remaining low sectors until approximately 0700 local. 7-5-3. PROCEDURES a. Radar Arrival Routes. (1) Arrivals to the GSP Terminal Area, operating at 15,000 feet or above, shall be routed via the SPA059 radial to SPA then direct destination airport. These aircraft shall cross the SPA059050 fix at 15,000 feet, handed off and communications transferred to CLT Approach. NOTE: Upon handoff and communications transfer to the Moped Sector, turboprop and turbojet aircraft inbound to GSP, GMU, SPA, and GYH at or above 15,000 feet are released for right turns by the Leeon Sector. (2) Arrivals, operating 12,000 feet and below, to the GSP Terminal Area shall be routed via BZM.V20.GENOD..SPA..DESTINATION. These aircraft shall be descended to 11,000 feet and handed off to Sector 48. (3) Turboprop aircraft landing CLT shall cross 10 DME north of BZM at 11,000 feet and be handed off to the Wilkes Sector. (4) Turboprop arrivals to the CLT Terminal Area shall cross the common sector boundary, between the Moped and Bristol Sectors, at or below 17,000 feet. (5) Aircraft landing ROA shall be descended to 11,000 feet or the lowest available altitude and handed off to the Bristol Sector. Bristol Sector will have control for right turns.

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(6) Arrivals to GSO/INT from over SPA are released for right turns from the Shine Sector. b. Radar Departure Routes. (1) CLT turboprop departures enroute to TRI, departing the ROBAY gate will be left on the assigned departure routing and released to the Shine Sector for left turns. (2) CLT departures enroute to LYH and CHO, departing the ROBAY gate will not be turned on course until the aircraft has passed the CLT TCP. To ensure proper flight plan dissemination when clearing aircraft direct LYH prior to ROBAY intersection, Moped Sector shall input direct into the computer. (3) CLT Terminal Area turboprop departures established on the appropriate departure procedure are released for left turns to the Pulaski Sector. (4) CLT Terminal Area turboprop departures requesting FL240 or above, filed over and west of FLM, shall be assigned a 335 degree heading and released for left turns on course to the Pulaski Sector. (5) Turboprop and turbojet aircraft departing the GSO Terminal Area, filed north of the BOTTM DTA shall be cleared on course by the Leeon Sector. (6) Turboprop and turbojet aircraft departing the GSO Terminal Area, filed south of the BOTTM DTA shall be released for turns on course by the Leeon Sector. Exception: GSO turboprop departures destined the GSP Terminal Area shall be the Moped Sector’s control for a left turn not to exceed a 270 degree heading. c. Special Handoff Procedures. (1) Turboprop aircraft landing CLT, cross 10 nautical miles (NM) north of BZM at 11,000 feet and handoff to Wilkes Sector. (2) Aircraft landing ROA shall be descended to 11,000 feet or lowest available altitude and handed off to the Bristol Sector. Bristol Sector will have control for right turns.

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Figure 7-5

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SECTION 6. WILKES SECTOR 48

7-6-1. SECTOR NARRATIVE The Wilkes Sector is a mountainous terrain ultra-low sector with altitude limits from the surface to 10,000 feet. The Wilkes Sector controller has the ability to clear aircraft from 12 airports within this sector. Wilkes also serves arriving traffic to the CLT Airport and a large number of military training routes. This sector can be the most complex sector within the area because it requires the controller to be familiar with numerous separation techniques.

7-6-2. ASSIGNMENT OF AIRSPACE The Wilkes Sector operates independently from 0900 local until 1900 local at Sector 48. There are no set "busy" periods for this sector since the majority of its traffic is non-scheduled. Wilkes is combined with Bristol at Sector 45 from 0600 local until 0900 local and from 1900 local until midnight configuration. During the midnight configuration, Wilkes combines with the remaining low sectors (44, 45, and 47) at Sector 44 until approximately 0600 local. Wilkes shall continuously monitor the Hickory Clearance Delivery frequency, 124.25. 7-6-3. PROCEDURES a. Radar Arrival Routes. Arrivals to the GSP Terminal Area shall be routed clear of CLT ATCT delegated airspace. b. Special Handoff Procedures. (1) Aircraft entering AVL ATCT delegated airspace at or below 6,000 feet shall be coordinated and non-radar approval obtained prior to entry. (2) Aircraft entering ROA ATCT Non-Radar Airspace, 6,000 feet and below, shall be coordinated non-radar prior to entry. c. IFR Military Training Routes (IR’s) Coordination. (1) IR726 - Be aware that the exit altitude is 10,000 feet. (2) IR082 - (Alternate Entry Fix at Point Charlie) - Obtain verbal approval from Asheville ATCT prior to entry clearance. (Since this is a radar following route, only the first facility/sector the route will enter is required for coordination.) d. At Wilkes (Sector 48) where automated coordination with Hickory Tower is not available, the URET Coordination Menu or Flight Progress Strips shall be used to annotate the status of manual coordination.

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SECTION 1. HIGH ROCK SECTOR 28 8-1-1. SECTOR NARRATIVE High Rock altitude limits are FL350 and above. The main traffic flow is south and southwest bound from Indianapolis and Washington Center areas. Special care should be exercised when vectoring aircraft. The jet stream can exceed 200 knots from the west and increase/decrease aircraft speed dramatically. 8-1-2. ASSIGNMENT OF AIRSPACE High Rock is open on sector 28 from approximately 0830-2100 local. When closed, the western portion of the airspace transfers to Georgia High/Spartanburg High sector as applicable; the eastern portion transfers to Charlotte High Sector. Charlotte High monitors 125.02/291.75. All aircraft in the western portion of the airspace will be transferred to the appropriate frequency. On a midnight configuration, Sector 28 is combined on Sectors 32, 33, and 34 at Sector 32. 8-1-3. PROCEDURES For aircraft inbound to the Washington, D.C. area (DCA, IAD, ADW, NSF). High Rock will descend the aircraft to FL350 and initiate a handoff to the Charlotte High sector in time to allow the aircraft to cross the Atlanta/Washington Center boundary at FL330. For aircraft landing the Atlanta Terminal Area via the AWSON STAR, High Rock will descend the aircraft to FL350 and initiate a handoff to the Georgia High sector in time to allow the aircraft to cross the Lanier/Georgia High sector boundary at or below FL300.

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Figure 8-1

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SECTION 2. LEEON SECTOR 29 8-2-1. SECTOR NARRATIVE Leeon Sector altitude limits are 13,000 feet through FL230 overlying that airspace delegated to GSO ATCT and 15,000 feet through FL230 overlying that airspace delegated to CLT ATCT. This sector provides air traffic service primarily to CLT arrivals, and GSO/RDU departures. Complexity is high due to limited airspace capacity, high traffic volume and required spacing for the various arrival and departure flows traversing the airspace. 8-2-2. ASSIGNMENT OF AIRSPACE The Leeon Sector is operational daily from approximately 0730 to 2130 local. Locus, Sector 30, combines on Leeon, Sector 29, daytime. On a midnight configuration, Sector 29 is combined on Sector 31. 8-2-3. PROCEDURES a. Mandatory Headings. Turbojet and turboprop aircraft inbound to GSP, GMU, SPA and GYH at or above 15,000 feet shall be placed on a heading that will intercept the SPA059 radial prior to the Leeon/Moped common sector boundary. Upon handoff and communications transfer, aircraft are released to the Moped Sector for right turns. b. Radar Arrival Routes. (1) Turbojet and turboprop aircraft inbound to GSP, GMU, SPA and GYH at or above 15,000 feet shall be established on the SPA059 radial prior to the Leeon/Moped boundary. (2) GSP Terminal Area arrivals operating above FL230 will be handed off to Leeon by the CLT High Sector. Leeon will descend the aircraft to FL200 or below and hand off as appropriate to the Moped Sector. Upon handoff and transfer of communications, aircraft are released to the Moped Sector for right turns. c. Radar Departures. GSO Terminal Area departures entering the Moped Sector shall be climbed by the Leeon Sector to FL230, or lower if requested, and handed off to the Moped Sector. (a) Turbojet and turboprop aircraft departing the GSO Terminal Area routed north of the BOTTM DTA shall be cleared on course by the Leeon Sector. (b) Turbojet and turboprop aircraft departing the GSO Terminal Area routed south of the BOTTM DTA shall be left on assigned departure radial or vector, released for turns by the Leeon Sector and handed off to the Moped Sector to be cleared on course.

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Exception: GSO turboprop departures destined the GSP Terminal Area shall be the Moped Sector’s control for left turns not to exceed a 270 degree heading. d. Mandatory Altitudes. Arrivals to the Lynchburg Regional Airport (LYH), Virginia, shall cross the ZTL/ZDC common center boundary at or below FL210 and handoff to the ZDC South Boston (SBV) Low Sector. 8-2-4. AUTOMATED INFORMATION TRANSFER Greensboro Terminal Area arrivals, that will transition via the SMOKN Arrival Transition Area, shall be handled as follows: a. The Bristol Sector shall issue the appropriate crossing restriction as prescribed in the GSO ATCT/Atlanta ARTCC Letter of Agreement. Bristol shall then initiate a handoff to the Leeon Sector. b. Leeon, traffic permitting, shall accept the handoff and immediately initiate a handoff to GSO ATCT. If Leeon needs to work the aircraft, Leeon shall coordinate an altitude with Bristol at which they can accept the aircraft. c. When Bristol observes that GSO ATCT has accepted the handoff, Bristol shall transfer communications to GSO ATCT.

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Figure 8-2

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SECTION 3. LOCAS SECTOR 30

8-3-1. SECTOR NARRATIVE Locas altitude limits are 15,000 feet through FL230. This sector provides air traffic service primarily to Charlotte (CLT), NC departures. Complexity is high due to limited airspace capacity, high traffic volume, and the five operational departure gates (two turboprop/prop and three jet). 8-3-2. ASSIGNMENT OF AIRSPACE Locas is open on Sector 30 from approximately 0700-2200 local. When closed, control of the sector is transferred to the Unarm Sector. On a midnight configuration, Sector 30 is combined with Sectors 29 and 31 at Sector 31. 8-3-3. PROCEDURES An interim altitude of FL230, or the requested altitude if lower than FL230, will be displayed on all Charlotte Douglas International Airport Turbojet departures.

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SECTION 4. UNARM SECTOR 31 8-4-1. SECTOR NARRATIVE Unarm altitude limits are 15,000 feet through FL230 overlying CLT delegated airspace and 11,000 feet through FL230 overlying GSP/AVL delegated airspace. This sector provides air traffic service primarily to Charlotte, NC (CLT) arrivals and departures. Complexity is high due to limited airspace capacity, high traffic volume, and required spacing into the Charlotte Douglas Airport. CLT departure/arrival rushes are often simultaneous and complicated by a moderate amount of overflight traffic, Greer Terminal Area arrivals/departures, and CAE arrivals/departures. 8-4-2. ASSIGNMENT OF AIRSPACE Unarm is open on Sector 31 and operational 24 hours a day. AVL closes at 2300 local and GSP assumes control of the AVL airspace underlying Unarm; GSP closes at 2345 local, and Unarm assumes control of the airspace delegated to Greer Approach Control including the underlying AVL airspace. During the midnight operation, Unarm combines with Sectors 29 and 30, at Sector 31. 8-4-3. PROCEDURES a. Mandatory Headings. When Unarm is advised that the Snowbird (SOT) MOA is active, CLT departures routed over Volunteer (VXV) VORTAC shall be assigned a heading of 270 degrees. This heading does not need to be coordinated with Logen/Lanier Sectors. b. Radar Arrival Routes/Altitudes. (1) Hickory (HKY) arrivals shall cross the Shine/Unarm boundary at or below 17,000 feet descending to 11,000 feet. (2) Augusta Terminal Area (AGS) arrivals shall be cleared direct to the COLLIERS VORTAC (IRQ) direct destination airport and descended to cross 15 miles north of IRQ at 11,000 feet. (3) From Augusta and East Departure turboprops inbound to the Charlotte Terminal Area shall be issued a restriction to cross GRD VORTAC at 11,000 feet and handed off to Unarm Sector. c. Radar Departures. CLT departures enroute to TYS via the HARAY DTA shall be released to the Shine Sector for right turns. d. An interim altitude of FL230, or the requested altitude if lower than FL230, will be displayed on all Charlotte Douglas International Airport turbojet departures.

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Figure 8-4

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SECTION 5. SPARTANBURG HIGH SECTOR 32 8-5-1. SECTOR NARRATIVE Spartanburg High altitude limits are FL240 through FL340 except when the Georgia High Sector is open (FL300 through FL340), limiting Spartanburg’s altitudes to FL240 through FL290. Traffic is comprised of a heavy en route flow plus Atlanta and Charlotte departures transitioning into the en route environment. The initial sequencing into the Charlotte Terminal Area is accomplished in this sector. 8-5-2. ASSIGNMENT OF AIRSPACE Spartanburg High is open 24 hours a day on Sector 32. During midnight shift operations, Spartanburg combines with Sectors 28, 33, and 34 on Sector 32. 8-5-3. PROCEDURES a. Radar Arrival Routes. Turboprop and turbojet aircraft inbound to GSO/INT shall be cleared via Brook 2 Arrival GSO/INT. These aircraft shall cross 30 miles northeast of SPA at FL240. b. Flip-Flop Airspace. The airspace overlying J14/37 designated as the Athens West Area (FL240-FL270) is assigned to SPA High (HI) when the Atlanta Airport is on a west operation only. When the airspace is transferred to another position, using the Position Relief Checklist, the controllers affected shall ensure that all pertinent flight plan and sector information has been coordinated. The transferring controller shall ensure that the receiving controller has a handoff or point out on all affected aircraft. Since the Athens West Area is temporary, strips are not generated for aircraft traversing that area for Sector 32. Sectors 20 and 22 must point-out aircraft that will traverse/enter this area. c. Mandatory Altitude Requirements. All aircraft landing CAE/AGS at or above FL250 from the Lanier sector shall cross the Lanier/Spartanburg sector boundary at FL250.

8-5-4. AUTOMATED INFORMATION TRANSFER En route aircraft operating on, or south of, a course Atlanta (ATL) direct Colliers (IRQ) or IRQ direct ATL, between FL240 and FL340, shall be handled as follows. a. Eastbound Aircraft (1) The Macon Sector shall initiate a handoff to the Spartanburg (SPA) Sector or the Georgia High (GA HI) Sector as appropriate. (2) Spartanburg/Georgia High, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Dublin Sector. If SPA/GA HI requires

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communication with the aircraft, they shall request communications from the Macon Sector prior to accepting the handoff. (3) When the Macon Sector observes that the Dublin Sector has accepted the handoff, Macon shall transfer communications and any pertinent flight plan information to Dublin. b. Westbound Aircraft (1) The Dublin Sector shall initiate a handoff to the SPA/GA HI Sector as appropriate. (2) Spartanburg/Georgia High, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Macon Sector. If SPA/GA HI requires communication with the aircraft, they shall request communications from the Dublin Sector prior to accepting the handoff. (3) When the Dublin Sector observes that the Macon Sector has accepted the handoff, Dublin shall transfer communications and any pertinent flight plan information to Macon.

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Figure 8-5

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SECTION 6. CHARLOTTE HIGH SECTOR 33 8-6-1. SECTOR NARRATIVE Charlotte High altitude limits are FL240 through FL340. Traffic is comprised of a heavy en route flow plus Atlanta, Columbia, Greenville-Spartanburg, Greensboro, Raleigh-Durham and Charlotte departures/arrivals transitioning into/out of the en route environment. This sector serves as the primary feeder for the East Coast Plan Routes into Washington Center.

8-6-2. ASSIGNMENT OF AIRSPACE Charlotte High is open on Sector 33 from approximately 0730-2200 local. When High Rock UH (Sector 28) closes, it initially combines with Sector 33 and 32, with the Charlotte Sector assuming the eastern portion of airspace FL350 and above. When closed, Charlotte High combines at Spartanburg High on Sector 32. Charlotte High monitors frequency 369.9. On a midnight configuration, Sector 33 is combined on Sector 32. 8-6-3. PROCEDURES a. Radar Arrival Routes. Turboprop and turbojet aircraft inbound to GSP, GMU, SPA, GYH airports shall be established on the SPA 059 radial prior to the SPA 80 DME fix. These aircraft shall cross 80 miles northeast of SPA at FL240. b. Airspace Shelves Airspace. Procedures for conducting operations in the Raleigh/Charlotte shelves are found in the ZDC/ZTL Letter of Agreement. Procedures for the ZJX/ZTL shelf are found in the ZJX/ZTL Letter of Agreement. When the airspace is transferred to another position, using the Position Relief Checklist, the controllers affected shall ensure that all pertinent flight plan and sector information has been coordinated. The transferring controller shall ensure that the receiving controller has a handoff or point out on all affected aircraft. c. Mandatory Headings. Turboprop and turbojet aircraft inbound to GSP, GMU, SPA, GYH airports at or above 15,000 feet, shall be placed on a heading that will intercept the SPA 059 radial prior to the Leeon/Moped Sector Boundary. Charlotte High will handoff these aircraft to Leeon for further descent.

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Figure 8-6

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SECTION 7. GEORGIA HIGH SECTOR 34 8-7-1. SECTOR NARRATIVE Georgia High altitude limits are FL300 through FL340. This is a workload sector serving to alleviate traffic volume and complexity at the Spartanburg High (SPA HI) Sector. Traffic is comprised of a heavy en route flow plus Atlanta and Charlotte departures transitioning into the en route environment. 8-7-2. ASSIGNMENT OF AIRSPACE Georgia High is open on sector 34 from approximately 0900 through 2100 local. When closed, Georgia High (GA HI) combines on SPA HI at sector 32. On a midnight configuration, Sector 34 is combined with Sectors 28, 32, and 33 on Sector 32. 8-7-3. PROCEDURES a. Radar Arrival Routes. Turboprop and turbojet aircraft inbound to GSO/INT shall be cleared via the Brook Arrival then inbound to GSO/INT. These aircraft shall cross 30 miles northeast of SPA at FL240. b. Mandatory Altitude Requirements. Aircraft landing in the Atlanta Terminal Area via the AWSON STAR shall cross the Lanier/Spartanburg-Georgia High boundary at or below FL300. 8-7-4. AUTOMATED INFORMATION TRANSFER En route aircraft operating on, or south of, a course Atlanta (ATL) direct Colliers (IRQ) or IRQ direct ATL, between FL240 and FL340, shall be handled as follows: a. Eastbound Aircraft (1) The Macon Sector shall initiate a handoff to the Spartanburg (SPA) Sector or the Georgia High (GA HI) Sector as appropriate. (2) Spartanburg/Georgia High, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Dublin Sector. If SPA/GA HI requires communication with the aircraft, they shall request communications from the Macon Sector prior to accepting the handoff. (3) When the Macon Sector observes that the Dublin Sector has accepted the handoff, Macon shall transfer communications and any pertinent flight plan information to Dublin. b. Westbound Aircraft

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(1) The Dublin Sector shall initiate a handoff to the SPA/GA HI Sector as appropriate. (2) Spartanburg/Georgia High, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Macon Sector. If SPA/GA HI requires communication with the aircraft, they shall request communications from the Dublin Sector prior to accepting the handoff.

(3) When the Dublin Sector observes that the Macon Sector has accepted the handoff, Dublin shall transfer communications and any pertinent flight plan information to Macon.

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Figure 8-7

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SECTION 1. BADEN SECTOR 15

9-1-1. SECTOR NARRATIVE The Baden sector primarily handles air carrier jet aircraft at or above FL350. The normal traffic flow is from northeast to southwest along J22 or J48 and the FALCN and Whinz STAR’s into the Atlanta Terminal Area. A significant secondary traffic flow of north-south traffic traverses the sector as well. Potential trouble spots include: a. Opposite direction - same altitude traffic in the north- south traffic flow. b. Crossing points located at PSK, intersections of J22 with J85, J83, J145 and J186, intersections of J48 with J83 and Northwest bound aircraft over SPA. 9-1-2. ASSIGNMENT OF AIRSPACE The airspace is operated from Sector 15, and is generally open 0630 to 2230 LCL. During the midnight shift, Baden airspace is combined with the Lanier Sector (50). 9-1-3. PROCEDURES a. Sector Specific Directives.

From Salem Sector. Charlotte departures with NALEY intersection in the PDR/PDAR shall be cleared by Area 1 to the next fix in the route of flight. Area 1 will not enter this reroute into the computer. Exception: Area 1 will enter the reroute into the computer on NALEY direct LOZ flights that are cleared direct LOZ prior to NALEY.

b. Mandatory Altitude Requirements. (1) To Lanier Sector.

(a) All aircraft landing in the Atlanta Terminal Area shall be cleared to cross the 50 nm arc of ODF at FL350.

(b) Arrivals to the Nashville Terminal Area (BNA, MQY, JWN, MBT) shall be descended to FL350 and handed off to the Lanier Sector in sufficient time for the aircraft to cross the Lanier/Burne boundary at or below FL300.

(2) To Salem Sector. Arrivals to the Nashville Terminal Area (BNA, MQY, JWN, MBT) shall be descended to FL350 and handed off to the Salem Sector in sufficient time for the aircraft to cross the Salem/Burne boundary at or below FL300.

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9-1-4. AUTOMATED INFORMATION TRANSFER Aircraft inbound to Chattanooga (CHA), operating on or north of a line from Pulaski (PSK) to Choo-Choo (GQO), shall be handled as follows. a. The Baden Sector shall clear the aircraft to FL350 and initiate a handoff to the Blue Ridge Sector. b. The Blue Ridge Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Burne Sector. c. When the Baden Sector observes that the Burne Sector has accepted the handoff, the Baden Sector shall transfer communications and any pertinent control information to the Burne Sector.

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Figure 9-1

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SECTION 2. EAST DEPARTURE SECTOR 16

9-2-1. SECTOR NARRATIVE The East Departure Sector primarily handles jet and turboprop departures from the Atlanta Terminal Area. The primary traffic flow is west-to east and climbing away from the AtlantaTerminal Area. A considerable volume of other trouble spots include: a. A high volume of all types of aircraft departing the Atlanta Terminal Area. b. Crossing traffic, Atlanta Terminal Area departures with north/south traffic in the vicinity of AHN and ELW VORTACs. 9-2-2. ASSIGNMENT OF AIRSPACE The airspace is operated from Sector 16, and is generally open 0630 to 2230 LCL. On the midnight shift, East Departure is combined with all other Area 3 airspace at or below FL230 (A80 Links Sector, 18, and 49) on Sector 49. 9-2-3. PROCEDURES a. Sector Specific Directives. To Sinca Sector: Departures from the Atlanta Terminal Area that will next enter the Sinca Sector, requesting FL230 or below, shall be assigned a heading to remain clear of Sinca airspace and handed off to Sinca. Aircraft are released for turns to the south. Sinca shall be responsible for point outs to the Augusta Sector. b. Mandatory Altitude Requirements. (1) From Sinca Sector. High performance turbojet aircraft inbound to MGE via the Dobbin’s Dump, Sinca shall descend to FL200. (2) To Augusta Sector. Aircraft departing the Atlanta Terminal Area and landing CAE requesting at or above FL230 shall be assigned FL230 as a final altitude. (3) To Augusta Sector. Aircraft landing the Augusta Terminal Area shall be cleared via direct IRQ direct destination to cross 15 DME west of IRQ at 11,000 feet. (4) To Unarm Sector. Turboprops inbound to the Charlotte Terminal Area shall be issued a restriction to cross GRD VORTAC at 11,000 feet and handed off to Unarm Sector. c. Flip-Flop Airspace (Informational). Athens West Area. The “Athens West Area” is a portion of airspace delegated to SPA HI Sector from MCN HI Sector. The airspace is only released to SPA HI when Atlanta Hartsfield is on a west operation to allow for the continued climb of departing aircraft. The vertical limits of the “Athens West Area” are from FL240 - FL270. The lateral limits are depicted on MAP 2 by a dashed line from the southwestern corner of the Lanier Hi Sector to the northwestern corner of the DBN HI sector.

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9-2-4. SPECIAL USE AIRSPACE/MILITARY OPERATIONS a. Falcon CAP Area. See Supervisors’ Binder for further details.

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Figure 9-2

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SECTION 3. COMMERCE SECTOR 18

9-3-1. SECTOR NARRATIVE The Commerce Sector primarily handles general aviation aircraft between the surface and 10,000 feet. The major traffic flow is southwesterly and generally involves aircraft entering or exiting the ATL, TYS, GSP, and AVL Terminal Areas. Additionally, approach control service is provided for several airports. The majority of this traffic is general aviation and traverses the area in all directions. Potential trouble spots include: a. A moderate volume of transitioning traffic. b. Mountainous terrain causing limited altitudes to use in the northern section of the sector. c. Borderline radar and radio coverage in some areas. d. Instrument approach conflictions. e. Crossing points at ODF VORTAC, HRS VORTAC, and SUNET intersection. 9-3-2. ASSIGNMENT OF AIRSPACE The airspace is operated from Sector 18 and is opened during busy periods. Commerce is combined with the overlying Logen Sector during periods of reduced traffic volume. On the midnight shift Commerce is combined with Sector 16 and the A80 Links Sector airspace on Sector 49. 9-3-3. PROCEDURES Mandatory Altitude Requirements From North Departure Sector: a. Aircraft crossing the Logen/North Departure boundary on or north of V54 at or above 11,000 feet, inbound to GVL or AJR, shall cross the boundary descending to or at 11,000 feet and handed off to Logen. b. Aircraft crossing the Commerce/Logen/North Departure boundary south of V54, inbound to GVL or AJR, shall cross the Commerce/North Departure boundary at or below 7,000 feet. 9-3-4. SPECIAL USE AIRSPACE/MILITARY OPERATIONS a. Military Operations. IFR Military Training Routes (IR's) that affect the Commerce Sector

are:

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Scheduling Routes: Type of Route: LOA With: Authority: IR002, 074, 089, 090, 743 terrain following ZCW/20th FW 20th FW IR022, 079, 080, 082, 083 non-terrain following FACSFACNPA FACSFACNPA Information on these IR’s are contained in DOD Flight Information Publication AP/113 and the letters of agreement between Atlanta ARTC Center and the 20th Fighter Wing, and FACSFACNPA b. IFR Military Training Routes (IR's) Coordination. (1) IR089/IR090 - An ATC clearance is required for an aircraft to enter an IR. The clearance shall specify both the route designator and the altitude(s) to be maintained while the aircraft is in the route. Prior to issuing a clearance into an IR, ATC is responsible for obtaining/verifying an entry, exit/alternate exit fix estimate and pilot's requested altitude upon exit. Forward estimates for entry, exit/alternate exit fix and requested altitude to the adjacent sector/facility. (Exit/alternate exit fix estimates may be forwarded via the remarks section of the flight plan, however; FAAO 7110.65 states:"...do not use the remarks section of flight progress strips in lieu of voice coordination to pass control information." Entry/exit estimates are considered control information.) Prior to issuing the clearance into the route, verbal coordination shall be effected with each subsequent sector/facility the aircraft will traverse until exit. A subsequent ATC clearance is required for the aircraft to proceed beyond the exit point to resume or continue on it's flight plan route.

(2) In addition to complying with procedures outlined in FAAO 7110.65 and the LOA governing the use of IR090, controllers shall utilize the following procedures: (a) Greer Approach will contact Commerce Sector prior to clearing an aircraft into IR090 and advise of entry, exit/alternate exit fix estimate, requested altitude after exiting, number of re-entries (if applicable), and any other pertinent information.

(b) Prior to approving a clearance into IR090, the Commerce Sector shall: 1. Call each of the following sectors/facilities and forward entry, exit/alternate exit fix estimate, requested altitude after exiting, the number of re-entries (if applicable), and any other pertinent information, and obtain verbal approval from the following sectors/facilities: Nello/North Departure Sector IA 738 Chattanooga Approach Dial 4348/54 Rome Sector IA 701

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2. After approval is received, advise Greer Approach that clearance into IR090 is approved.

(3) Sectors shall provide nonradar separation between aircraft in IR's and nonparticipating aircraft based on exit times until position reports are received and nonradar separation can be discontinued. (4) Impose delays, if needed, to eliminate conflict with nonparticipating IFR aircraft when necessary to preclude denial of IR usage. Advise the pilot of the expected length and reason for delay.

(5) Transfer control of the data block, even when radar service has been terminated, to facilitate the auto acquire function of the narrowband radar. (6) When requested, the receiving sector is responsible for notifying the transferring sector when nonradar separation can be discontinued. (7) Aircraft are to be cleared to enter/exit IR's only at altitudes and fixes published in DOD Handbook AP/1B, by stating the appropriate phraseology. (8) IR743 and IR002 will not be scheduled concurrently. Aircraft will recover climbing to 9,000 feet and requesting IFR clearance on frequency 269.5. (9) Airports affected by IR operations: IR Route: Airports: IR089/IR090 AJR, 9A0, 46A, 27A, and 19A IR074 SC81, 27A, OA2, IIY, and 3J7 c. Mandatory Coordination. Prior to issuing HI - TACAN Approach Clearance to MGE, obtain approval from the PDK satellite sector at Atlanta Approach Control.

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Figure 9-3

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SECTION 4. LOGEN SECTOR 49

9-4-1. SECTOR NARRATIVE The Logen Sector primarily handles air carrier jet and turboprop aircraft between 110 and FL230, and descending from northeast to southwest into the Atlanta Terminal Area. Secondary traffic flows include arrivals to, and departures from, TYS, GSP, and AVL approach controls. The majority of this traffic is general aviation and traverses the area in all directions. Potential trouble spots include: a. A high volume of traffic. b. Sequencing and spacing requirements for inbounds to the Atlanta Terminal Area. c. Overflight traffic between 130 and FL230, between ODF and the ATL 40 DME. d. Holding, during periods of reduced capacity or excess demand. e. Military operations in the Snowbird Military Operations Area (SOT MOA). 9-4-2. ASSIGNMENT OF AIRSPACE The airspace is operated from Sector 49, which is open 24 hours. The underlying Commerce Sector airspace is sometimes combined with Logen during periods of reduced traffic volume. On the midnight shift, Logen is combined with Sectors 16, A80 Links Sector, and 18, on Sector 49. 9-4-3. PROCEDURES a. Sector Specific Directives. (1) From Lanier Sector. Aircraft transitioning from the Lanier Sector landing in the Atlanta Terminal Area, may remain in the Lanier Sector airspace after communication transfer without back coordination. (2) From Bristol Sector. All Atlanta arrivals from the Bristol Sector to the Logen Sector cleared via SOT-ODF-Whinz Arrival are released to the Logen Sector to be cleared via the SOT205 radial to join the Whinz Arrival. (3) To Bristol Sector. All Tri-City (TRI) arrivals shall be cleared to 17,000 feet, traffic permitting, or at filed altitude, if lower. These aircraft shall be released for turns up to 15 degrees to the Bristol Sector upon receipt of communications transfer. b. Mandatory Heading Requirement.

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(1) From Unarm Sector. When the Unarm Sector is advised that the Snowbird (SOT) MOA/ATCAA is active, CLT departures routed over the Volunteer (VXV) VORTAC shall be assigned a heading of 270 Degrees. This heading does not need to be coordinated with Area 3, Logen or Lanier Sectors.

(2) From North Departure Sector.

(a) Hartsfield-Jackson Non-RNAV and Atlanta Satellite Departures. Hartsfield-Jackson Non-RNAV and Atlanta Satellite departures that will next enter the Logen Sector requesting 11,000 feet through FL230, shall be assigned a heading to remain clear of the Logen Sector airspace and handed off to the Logen Sector. After Logen accepts the handoff, North Departure shall clear the aircraft direct HRS and effect communications transfer. The Logen Sector has control for additional turns to the east. If the Logen Sector has not accepted the handoff prior to the aircraft crossing V54, verbal coordination will be required by the transferring controller. (b) Hartsfield-Jackson RNAV Departures. Hartsfield-Jackson RNAV departures that will enter the Logen Sector requesting 11,000 feet through FL230, shall be routed via the SUMIT1 SID, then direct to ZELLE RNAV fix, and then via flight plan route. The Logen Sector has control for turns to the east. NOTE: Unless the Logen Sector coordinates otherwise, all Hartsfield-Jackson RNAV departures will proceed on course. c. Mandatory Altitude Requirements. (1) To and from Bristol Sector. Aircraft operating between HRS and VXV on V267 shall operate at ODD altitudes southbound, and EVEN altitudes northbound. (2) To North Departure. Arrivals to Chattanooga (CHA) north of the Foothills VORTAC (ODF) shall enter the North Departure Sector at or below FL180. (3) From North Departure. (a) Aircraft crossing the Logen/North Departure boundary on or north of V54 at or above 11,000 feet, inbound to GVL or AJR, shall cross the boundary descending to or at 11,000 feet and handed off to Logen. (b) Aircraft crossing the Commerce/Logen/North Departure boundary south of V54, inbound to GVL or AJR, shall cross the Commerce/North Departure boundary at or below 7,000 feet. (c) Atlanta Terminal Area departures to TRI or AVL, requesting FL240 or higher, shall be assigned FL230 as a final altitude.

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(d) Arrivals to WDR, AHN, or 19A, south of HRS, shall cross the Logen/North Departure boundary at or below FL230, descending to 11,000 and handed off to Logen. (4) To Bristol Sector. All Tri-City (TRI) arrivals shall be cleared to 17,000 feet, traffic permitting, or at filed altitude, if lower. These aircraft shall be released for turns up to 15 degrees to the Bristol Sector upon receipt of communications transfer. d. Flip-Flop Airspace (Informational). Athens West Area. The "Athens West Area" is a portion of airspace delegated to SPA HI Sector from MCN HI Sector. The airspace is only released to SPA HI when Atlanta Hartsfield is on a west operation to allow for the continued climb of departing aircraft. The vertical limits of the "Athens West Area" are from FL240 - FL270. The lateral limits are depicted on MAP 2 by a dashed line from the southwestern corner of the Lanier Hi Sector to the northwestern corner of the DBN HI sector.

9-4-4. AUTOMATED INFORMATION TRANSFER Aircraft inbound to Asheville, North Carolina (AVL), operating on or north of J118 through the Lanier Sector, shall be handled as follows: a. The Burne Sector shall clear the aircraft to FL240, without pilot's discretion descent, and initiate a handoff to the Lanier Sector. b. The Lanier Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Logen Sector. c. When the Burne Sector observes that the Logen Sector has accepted the handoff, the Burne Sector shall transfer communications and any pertinent control information to the Logen Sector. 9-4-5. SPECIAL USE AIRSPACE/MILITARY OPERATIONS a. Military Operations. (1) The Snowbird MOA/ATCAA is located within the Logen and Lanier Sectors. The Atlanta ARTC Center and 119th Air Control Squadron Snowbird MOA/ATCAA LOA covers procedures for coordination and operations. (2) The Atlanta ARTCC/Atlanta Tower/Georgia AFSS/Dobbins AFB/NAS Atlanta LOA on the subject of ATC procedures, Stereotype Routes and Coded Clearances establishes procedures for stereotype routes. (3) Ridge ATCAA. When advised that the Ridge ATCAA is in use, initiate action which will ensure the sterility of the special use airspace. (4) Falcon CAP Area. See Supervisors’ Binder for further details.

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b. Mandatory Coordination. Prior to issuing Hi-TACAN Approach Clearance to MGE, obtain approval from the Commerce Sector.

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Figure 9-4

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SECTION 5. LANIER SECTOR 50

9-5-1. SECTOR NARRATIVE The Lanier Sector primarily handles air carrier jet aircraft between FL240 and FL340. The normal traffic flow is from northeast to southwest, descending into the Atlanta Terminal area. Westbound aircraft departing Charlotte and en route aircraft on or near J99 represent major secondary traffic flows. Potential trouble spots include. a. A high volume of traffic. b. Sequencing and spacing requirements for inbounds to the Atlanta Terminal area. c. Holding, during periods of reduced capacity or excess demand. d. Military operations in the Snowbird Military Operations Area (SOT MOA). 9-5-2. ASSIGNMENT OF AIRSPACE The airspace is operated from Sector 50, which is open 24 hours. During the midnight shift, Baden Sector (15) is combined with the Lanier Sector (50) at Sector 50. 9-5-3. PROCEDURES a. Sector Specific Directives. To Logen Sector. Aircraft transitioning from the Lanier Sector to the Logen Sector landing in the Atlanta Terminal Area, may remain in the Lanier Sector airspace after communication transfer without back coordination. b. Mandatory Altitude Requirements. (1) From Baden Sector. All aircraft landing at the Atlanta Terminal Area shall be cleared to cross the 50nm arc of ODF at FL350. (2) To Logen Sector. Arrivals to Chattanooga (CHA) north of ODF shall be descended to FL240 and handed off to the Logen Sector in sufficient time for the aircraft to cross the Logen/North Departure boundary at or below FL180. (3) From Burne/Blue Ridge Sectors. Atlanta satellite airport arrivals shall cross the Burne/Lanier sector boundary at or below FL340, descending to the lowest practical altitude. Verbal approval is not required for aircraft descending to an altitude which is wrong for the direction of flight.

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(4) From Blue Ridge Sector. ATL arrivals shall cross the Burne/Lanier Sector boundary at FL350. (5) To Burne Sector. Arrivals to the Huntsville (HSV) or to the Nashville Terminal Area (BNA, MQY, JWN and MBT) shall cross the Lanier/Burne boundary at or below FL300. (6) To Spartanburg Sector. Arrivals to CAE/AGS at or above FL250 shall cross the Lanier/Spartanburg boundary at FL250. (7) From Spartanburg/Georgia High Sector. Aircraft landing in the Atlanta Terminal Area via the AWSON STAR shall cross the Lanier/Spartanburg-Georgia High boundary at or below FL300. c. Mandatory Headings. When UNARM is advised that the Snowbird (SOT) MOA is active, CLT departures routed over Volunteer (VXV) VORTAC shall be assigned a heading of 270 degrees. This heading does not need to be coordinated with Logen/Lanier Sectors. d. Flip-Flop Airspace (Informational). Athens West Area. The "Athens West Area" is a portion of airspace delegated to SPA HI Sector from MCN HI Sector. The airspace is only released to SPA HI when Atlanta Hartsfield is on a west operation to allow for the continued climb of departing aircraft. The vertical limits of the "Athens West Area" are from FL240-FL270. The lateral limits are depicted on the ATLWCLTS and ATLWCLTN maps by a dashed line from the southwestern corner of the Lanier Hi Sector to the northwestern corner of the DBN HI Sector. 9-5-4. AUTOMATED INFORMATION TRANSFER Aircraft inbound to Asheville, North Carolina (AVL), operating on or north of J118 through the Lanier Sector, shall be handled as follows: a. The Burne Sector shall clear the aircraft to FL240, without pilot's discretion descent, and initiate a handoff to the Lanier Sector. b. The Lanier Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Logen Sector. c. When the Burne Sector observes that the Logen Sector has accepted the handoff, the Burne Sector shall transfer communications and any pertinent control information to the Logen Sector. 9-5-5. SPECIAL USE AIRSPACE/MILITARY OPERATIONS Military Operations a. The Snowbird MOA/ATCAA is located within the Logen and Lanier Sectors. The Atlanta ARTC Center and 119th Air Control Squadron Snowbird MOA/ATCAA LOA covers procedures for coordination and operations.

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b. Spartan CAP Area. See Supervisors’ Binder for further details.

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Figure 9-5

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SECTION 1. SINCA SECTOR 19 10-1-1. SECTOR NARRATIVE Sinca Sector IFR altitude limits are 11,000 feet through FL230. Sinca Sector sequences IFR arrivals to the Atlanta Terminal Area entering Atlanta ARTCC airspace from the southeast. These arrivals enter Sinca airspace from four different directions, and must be at the prescribed miles-in-trail prior to the Atlanta 40 DME. Sinca Sector provides arrival and departure services to the Macon/Robins Terminal Area. Sector complexity is increased by military operations from Robins AFB, including non-standard tanker formations departing in intervals from Robins on a SID which crosses the Sinca STAR, a main Atlanta arrival path, and also functional check flights requiring multiple altitude changes for F15’s, F16’s, and KR35’s, which have to cross out with arrivals on the Sinca STAR. 10-1-2. ASSIGNMENT OF AIRSPACE Sinca Sector is open on Sector 19 and operational 24 hours a day. 10-1-3. PROCEDURES a. Mandatory Headings. Hartsfield-Jackson Non-RNAV and Atlanta Satellite Departures via East Departure Sector that will next enter Sinca Sector shall be assigned a heading to remain clear of Sinca Sector airspace and handed off to Sinca Sector. Aircraft are released for turns to the south. Sinca Sector shall be responsible for point outs to Augusta Sector. b. Special Handoff and Coordination Procedures. (1) Arrival aircraft inbound to WRB requesting a high instrument approach shall be cleared direct to the appropriate holding fix and handed off to South Departure Sector, or pointed out to South Departure Sector and handed off to Atlanta Large TRACON Macon Sector. (2) Pilot's discretion descents resulting from the issuance of a crossing restriction may be issued by Sinca Sector for aircraft landing within the Atlanta Terminal Area, which are transitioning from the Dublin Sector, without back coordination. (3) Dublin Sector shall coordinate speed and heading changes with Sinca Sector manually or through 4th line data block capabilities.

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(4) High performance turbojets (F14, F15, F16, F18, etc.) inbound to MGE requesting the “DOBBINS DUMP” shall be handled as follows: (a) Aircraft shall be routed as follows, IAW Annex 4 of the ZTL/ATL Letter of Agreement: 1. Aircraft filed over DBN via DBN DOB WUDEE ROJOS MGE. 2. All other aircraft shall be routed direct DOB WUDEE ROJOS MGE. (b) Amend field 11 remarks to “REQUEST DOBBINS DUMP.” (c) Sinca Sector shall descend the aircraft to FL200 and hand off to East Departure Sector. (5) Functional check flights departing WRB requesting unrestricted climb to 15,000 feet MSL shall be handled IAW Annex 1 of the ZTL/A80/78TH ABW/339TH FTS/19TH ARG/116th ACW Letter of Agreement. c. In-trail Requirements. When the preceding Atlanta arrival aircraft crosses the TCP (ATL 40 DME), the succeeding aircraft shall be of compatible speed and positioned to provide the specified interval rate determined by Traffic Management. d. Automated Information Transfer. Aircraft landing Brunswick (BQK) at or below FL230 shall be handled as follows: (1) South Departure shall initiate a handoff to Sinca Sector. (2) Traffic permitting, Sinca Sector shall accept the handoff and initiate a handoff to the Jacksonville Center Baxley Sector. (3) If Sinca requires communications with the aircraft, Sinca Sector shall request communications from South Departure Sector prior to accepting the handoff. (4) When South Departure Sector observes that Jacksonville Center Baxley Sector has accepted the handoff, South Departure Sector shall transfer communications to Jacksonville Center Allendale Sector.

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Figure 10-1

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SECTION 2. DUBLIN HIGH SECTOR (20) 10-2-1. SECTOR NARRATIVE Dublin Sector altitude limits are FL240-FL340. Dublin Sector provides IFR arrival service and initial sequencing to aircraft arriving Atlanta and Charlotte Terminal Areas from the southeast. The high complexity of this sector is created by Atlanta Terminal Area arrivals entering the sector from five different directions that require arrival spacing while continuing to provide service to en route traffic. The sector is further complicated by en route aircraft transitioning to and from Jacksonville ARTCC that require altitude and/or route changes, in addition to en route spacing requirements for ORD/CVG/DTW and Jacksonville ARTCC. 10-2-2. ASSIGNMENT OF AIRSPACE Dublin Sector is open on Sector 20 and operational 24 hours a day. On the midnight shift, Dublin Sector is combined with Sectors 19, 23, and 24, at Sector 20. 10-2-3. PROCEDURES a. Mandatory Routing/Altitude Requirements. (1) Charlotte Arrivals. Charlotte (CLT) arrivals overflying IRQ: (a) Shall be cleared via UNARM STAR or ADENA STAR. (b) Shall be sequenced for the Spartanburg Sector. (c) Shall cross LUKES intersection at FL240 unless otherwise coordinated. (2) Raleigh-Durham (RDU) arrivals shall be cleared via IRQ CAE BUZZY STAR. Enroute aircraft at or below FL330, ATL departures at or below FL290. (3) Greer (GSP) arrivals overflying IRQ shall be descended to FL240 and handed off to the Augusta Sector. (4) Jacksonville arrivals cross common boundary AOB FL260. (5) Savannah arrivals enroute over IRQ AOB FL270, Atlanta departures AOB FL230. b. Special Handoff and Coordination Procedures.

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(1) Pilot's discretion descents resulting from the issuance of a crossing restriction may be issued by Sinca Sector for aircraft landing with the Atlanta Terminal Area, which are transitioning from the Dublin Sector, without back coordination. (2) Dublin Sector shall coordinate speed and heading changes with Sinca Sector manually or through 4th line data block capabilities. (3) Athens West Area. When ATL is on a west operation, the ATHENS WEST AREA, FL240 through FL270, is released to Spartanburg Sector and is depicted on the MDM map. Any aircraft that will transition this airspace must be pointed out to Spartanburg Sector. (4) Aircraft landing ATL shall be Dublin Sectors control for left turns direct SINCA or CANUK. 10-2-4. AUTOMATED INFORMATION TRANSFER En route aircraft operating on, or south of, a course Atlanta (ATL) direct Colliers (IRQ) (J52) or IRQ direct ATL, between FL240 and FL340, shall be handled as follows: a. Eastbound Aircraft (1) The Macon Sector shall initiate a handoff to Spartanburg (SPA) Sector or Georgia High (GA HI) Sector as appropriate. (2) Spartanburg/Georgia High, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Dublin Sector. If SPA/GA HI requires communication with the aircraft, they shall request communications from Macon Sector prior to accepting the handoff. (3) When Macon Sector observes that Dublin Sector has accepted the handoff, Macon shall transfer communications and any pertinent flight plan information to Dublin. b. Westbound Aircraft (1) Dublin Sector shall initiate a handoff to the SPA/GA HI Sector as appropriate. (2) Spartanburg/Georgia High, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Macon Sector. If SPA/GA HI requires communication with the aircraft, they shall request communications from Dublin Sector prior to accepting the handoff. (3) When Dublin Sector observes that Macon Sector has accepted the handoff, Dublin shall transfer communications and any pertinent flight plan information to Macon.

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SECTION 3. SOUTH DEPARTURE SECTOR 21 10-3-1. SECTOR NARRATIVE South Departure IFR altitude limits are 11,000 feet through FL230. This sector controls all south departures for the Atlanta Terminal area. South Departure also provides IFR arrival and departure services to the Macon/Robins Terminal LGC, CSG, and LSF area. South Departure provides initial control for high altitude penetration approaches to Robins AFB, and performs all coordination necessary for Atlanta Large TRACON Macon Sector to issue the approach clearance. Several factors contribute to the complexity of this sector. The heavy volume of traffic transitioning to and from airports within the Atlanta Large TRACON Macon and Columbus Sectors intermingled with Atlanta departures creates numerous converging situations with aircraft climbing and descending. South Departure must also ensure aircraft remain clear of R3002 at Fort Benning and the Moody MOA’s just south of the airspace. 10-3-2. ASSIGNMENT OF AIRSPACE South Departure is open on Sector 21 and operational from 0615 until 2300 local. 10-3-3. PROCEDURES a. Mandatory Headings. Hartsfield-Jackson Non-RNAV and Atlanta Satellite Departures: via South Departure Sector requesting at or below FL230 that will enter Tiroe Sector shall be assigned a heading to remain clear of Tiroe Sector. Tiroe Sector has control for turns to the west. Tiroe Sector shall ensure the aircraft enters their airspace prior to V323. b. Radar Arrival Routes/Altitudes. LGC, CSG, PIM ARRIVALS: Aircraft transitioning South Departure Sector shall be cleared by South Departure Sector to maintain 11,000 feet MSL and handed off to Atlanta Large TRACON Columbus Sector. 10-3-4. AUTOMATED INFORMATION TRANSFER a. Atlanta Terminal Area South Departures (1) Hartsfield-Jackson RNAV Departures: (a) Hartsfield-Jackson RNAV departures equipped and capable of flying the RNAV SIDs shall be assigned the SIDs. For aircraft requesting FL240 and above, South Departure will clear the aircraft to FL230 when traffic permits, and initiate a handoff to the Macon High Sector.

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(b) Traffic permitting, the Macon High sector shall accept the handoff, enter an altitude they can approve at or below FL280 in the data block and immediately initiate a handoff to the appropriate sector. NOTE: If the LaGrange/Tiroe Sector does not turn these aircraft, they will proceed on course. (c) South Departure Sector shall assign the altitude entered into the data block by the Macon High Sector, and when the handoff is accepted, transfer communications to the appropriate sector. (d) LaGrange Sector shall have control for right turns from both South Departure and Macon High Sectors and shall be responsible for point outs to Tiroe Sector on aircraft that are turned by LaGrange. (2) Hartsfield-Jackson Non-RNAV and Atlanta Satellite Departures: (a) South Departure Sector shall assign the aircraft a heading to remain clear of Tiroe and LaGrange Sectors, climb the aircraft to FL230 when traffic permits, and initiate a hand off to Macon High Sector. (b) Traffic permitting, the Macon High Sector shall accept the handoff, enter an altitude they can approve at or below FL280 in the data block and immediately initiate a handoff to the appropriate sector. (c) The South Departure Sector shall assign the altitude entered into the data block by the Macon High Sector, and when the handoff is accepted, transfer communications to the appropriate sector. (d) LaGrange Sector shall have control for right turns from both South Departure and Macon High Sectors and shall be responsible for point outs to Tiroe Sector. b. Arrival aircraft to Macon (MCN), Robins AFB (WRB), Herbert Smart (MAC) and Perry (PXE), Georgia airports, operating at FL240 or above, shall be handled as follows. (1) Traffic permitting, LaGrange Sector shall descend the aircraft to FL240, and initiate a handoff to Macon High Sector. (2) Traffic permitting, Macon High Sector shall accept the handoff and initiate a handoff to South Departure Sector. (3) If Macon High Sector requires communications with the aircraft, Macon High Sector shall request communications from LaGrange Sector prior to accepting the handoff.

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(4) When LaGrange Sector observes that South Departure Sector has accepted the handoff, LaGrange Sector shall transfer communications to the South Departure Sector. (5) LaGrange Sector shall coordinate pertinent flight plan information with Macon High Sector.

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SECTION 4. MACON HIGH SECTOR 22 10-4-1. SECTOR NARRATIVE Macon High Sector altitude limits are FL240-FL340. This sector provides IFR service to Atlanta Terminal Area Departures, as well as a high volume of en route traffic. The Atlanta VORTAC serves as a major crossing point between aircraft operating on routes included in the Expanded East Coast Plan and aircraft transitioning to/from airports in Florida. A unique characteristic of this sector is the fact that controllers are required to change altitudes on all en route traffic to and from Jacksonville Center Alma and Moultrie Sectors on J45 to comply with the Atlanta ARTCC and Jacksonville ARTCC Letter of Agreement. Complexity is also increased by preferred routing requirements to Florida airports and en route spacing requirements for ORD/CVG/DFW/IAH/JFK/LGA/ EWR and Jacksonville ARTCC. 10-4-2. ASSIGNMENT OF AIRSPACE Macon High Sector is open on Sector 22 and operational from 0800-2300 local. 10-4-3. PROCEDURES a. Mandatory Routing/Altitude Requirements. (1) High performance turbojet aircraft (F15, F16, F18, etc.) inbound to MGE shall be cleared via DOB WUDEE ROJOS MGE or DBN DOB WUDEE ROJOS MGE. (2) Aircraft entering the Burne Sector from the Macon Sector shall be assigned westbound altitudes. Aircraft entering the Macon Sector from the Burne Sector shall be assigned eastbound altitudes. (3) Aircraft landing Greer (GSP) Terminal Area, overflying the Macon Sector, shall cross the Macon/Spartanburg Sector boundary at or below FL270. b. Athens West Area. When ATL is on a west operation, the ATHENS WEST AREA, FL240 through FL270, is released to Spartanburg Sector and is depicted on the MDM map. Any aircraft that will transition this airspace must be pointed out to Spartanburg Sector. c. Gadsden East Area. When ATL is on an east operation, the GADSDEN EAST AREA, FL240 through FL270, is released to Gadsden Sector and is depicted on the MDM map. Any aircraft that will transition this airspace must be pointed out to Gadsden Sector. d. JAX arrivals from Area 5 shall be cleared to an altitude below FL350 appropriate for direction of flight prior to the Martin Lake/Hampton Sector boundary.

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e. BHM arrivals from Area 4 shall be cleared to an altitude below FL350 appropriate for direction of flight prior to the Martin Lake/Hampton Sector boundary. 10-4-4. AUTOMATED INFORMATION TRANSFER a Atlanta Terminal Area South Departures that will enter LaGrange/Tiroe Sectors, shall be handled as follows. (1) Hartsfield-Jackson RNAV Departures: (a) Hartsfield-Jackson RNAV departures equipped and capable of flying the RNAV SIDs shall be assigned the SIDs. For aircraft requesting FL240 and above, South Departure will clear the aircraft to FL230 when traffic permits, and initiate a handoff to the Macon High Sector. (b) Traffic permitting, the Macon High sector shall accept the handoff, enter an altitude they can approve at or below FL280 in the data block and immediately initiate a handoff to the appropriate sector. NOTE: If the LaGrange/Tiroe Sector does not turn these aircraft, they will proceed on course. (c) South Departure Sector shall assign the altitude entered into the data block by the Macon High Sector, and when the handoff is accepted, transfer communications to the appropriate sector. (d) LaGrange Sector shall have control for right turns from both South Departure and Macon High Sectors and shall be responsible for point outs to Tiroe Sector on aircraft that are turned by LaGrange. (2) Hartsfield-Jackson Non-RNAV and Atlanta Satellite Departures: (a) South Departure Sector shall assign the aircraft a heading to remain clear of Tiroe and LaGrange Sectors, climb the aircraft to FL230 when traffic permits, and initiate a hand off to Macon High Sector. (b) Traffic permitting, the Macon High Sector shall accept the handoff, enter an altitude they can approve at or below FL280 in the data block and immediately initiate a handoff to the appropriate Sector. (c) The South Departure Sector shall assign the altitude entered into the data block by the Macon High Sector, and when the handoff is accepted, transfer communications to the appropriate sector.

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(d) LaGrange Sector shall have control for right turns from both South Departure and Macon High Sectors and shall be responsible for all point outs to Tiroe Sector. b. En route aircraft operating on, or south of, a course Atlanta (ATL) direct Colliers (IRQ) or IRQ direct ATL, between FL240 and FL340, shall be handled as follows. (1) Eastbound Aircraft (a) Macon High Sector shall initiate a handoff to the Spartanburg (SPA) Sector or the Georgia High (GA HI) Sector as appropriate. (b) Spartanburg/Georgia High, traffic permitting, shall accept the handoff and immediately initiate a handoff to Dublin Sector. If SPA/GA HI requires communication with the aircraft, they shall request communications from Macon High Sector prior to accepting the handoff. (c) When Macon High Sector observes that Dublin Sector has accepted the handoff, Macon shall transfer communications and any pertinent flight plan information to Dublin. (2) Westbound Aircraft (a) Dublin Sector shall initiate a handoff to the SPA/GA HI Sector as appropriate. (b) Spartanburg/Georgia High, traffic permitting, shall accept the handoff and immediately initiate a handoff to Macon Sector. If SPA/GA HI requires communication with the aircraft, they shall request communications from Dublin Sector prior to accepting the handoff. (c) When Dublin Sector observes that Macon Sector has accepted the handoff, Dublin shall transfer communications and any pertinent flight plan information to Macon. c. Arrival aircraft to Macon (MCN), Robins AFB (WRB), Herbert Smart (MAC) and Perry (PXE), Georgia airports, operating at FL240 or above, shall be handled as follows. (1) LaGrange Sector shall descend the aircraft to FL240, and initiate a handoff to Macon High Sector. (2) Macon High Sector shall accept the handoff and initiate a handoff to South Departure Sector. (3) When LaGrange Sector observes that South Departure Sector has accepted the handoff, LaGrange Sector shall transfer communications to South Departure Sector.

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(4) If Macon High Sector requires communications with the aircraft, Macon High Sector shall request communications from LaGrange Sector prior to accepting the handoff. (5) LaGrange Sector shall coordinate pertinent flight plan information with Macon High Sector. d. Atlanta Terminal Area south departures, requesting FL350 or above, which will enter Jacksonville ARTCC, shall be handled as follows: (1) Macon High Sector shall: (a) traffic permitting, climb departures which will enter the Seminole or Geneva Sectors to FL330 and initiate a hand off to the Hampton Sector. (b) traffic permitting, climb departures which will enter the Alma or Moultrie Sectors to FL340, ensure the requested westbound final altitude is entered as an assigned altitude into the computer, and initiate a handoff to Hampton Sector. (2) Hampton Sector shall accept the handoff, and if appropriate, enter an interim altitude into the data block. Hampton Sector shall initiate a handoff to the appropriate Jacksonville ARTCC Sector and ensure the handoff is completed. (3) When Macon High Sector observes that Hampton Sector has initiated a handoff to Jacksonville ARTCC, Macon High Sector shall climb the aircraft to the altitude displayed in the data block. (4) Macon High Sector is responsible for all coordination, including altitudes that are other than the assigned altitude (5) When Macon High Sector observes that Jacksonville ARTCC has accepted the handoff, Macon High Sector shall transfer communications to the appropriate Jacksonville ARTCC Sector. e. Birmingham arrivals operating at FL240 or above shall be handled as follows: (1) Macon High Sector shall descend the aircraft to FL240 and initiate a handoff to the Gadsen Sector. (2) The Gadsen High Sector shall accept the handoff and initiate a handoff to the West Departure Sector. (3) When the Macon High Sector observes the West Departure Sector has accepted the handoff, Macon shall transfer communications to the West Departure Sector.

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(4) If the Gadsen Sector requires communications with the aircraft, Gadsen Sector shall request communications from the Macon Sector prior to accepting the handoff. (5) Macon Sector shall coordinate pertinent flight plan information with the Gadsen High Sector.

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SECTION 5. CLARK HILL ULTRA HIGH SECTOR 23 10-5-1. SECTOR NARRATIVE Clark Hill altitude limits are FL350 and above. This sector generally provides IFR service to en route traffic. A limited amount of departures and arrivals are transitioned to and from adjacent airports. Traffic flow is predominantly north/south; however, a large number of aircraft cross northeast/southwest bound that create major crossing point with north and southbound traffic. Controllers are required to change altitudes on a large percentage of aircraft in order to comply with letters of agreement and traffic flows. In addition, Clark Hill Sector often accomplishes en route spacing requirements to ORD/CVG/DTW/IAH/JFK/LGA/EWR and Jacksonville Center. 10-5-2. ASSIGNMENT OF AIRSPACE Clark Hill is open on Sector 23 and operational from approximately 0800 until 2300 local. 10-5-3. PROCEDURES a. Mandatory Routing/Altitude Requirements. CLT arrivals from the west shall be cleared to maintain FL350 and handed off to Georgia High. b. Special Handoff/Point Out And Coordination Procedures. (1) Point out ATL arrivals to Dublin Sector as soon as practical after gaining track control so that Dublin Sector may plan sequencing position. (2) Wrong altitude for direction of flight approval is not required for: (a) Aircraft northbound from the Clark Hill Sector into the Blue Ridge Sector. (b) Aircraft southbound from the Blue Ridge Sector into the Clark Hill Sector. (3) Aircraft landing ATL shall be Dublin Sectors control for left turns direct SINCA or CANUK.

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SECTION 6. AUGUSTA SECTOR 24 10-6-1. SECTOR NARRATIVE Augusta Sector altitude limits are surface through FL230. This sector provides service to aircraft transitioning to and from airports within or adjacent to the airspace, and is responsible for controlling the Bulldog MOA/ATCAA. The Bulldog MOA/ATCAA is designed for high performance military aircraft and adds to the sector’s complexity due to a large amount of coordination required to activate and deactivate the area, as well as formation break-ups on return to base. Augusta Sector provides initial sequencing on turboprop arrivals to Atlanta. Augusta Sector combines with Sinca Sector during slow periods; however, it becomes necessary to open Augusta Sector to assist Sinca Sector with Atlanta arrival turboprop sequencing, control of the MOA/ATCAA, and providing service to the other transitory aircraft operating in the airspace. 10-6-2. ASSIGNMENT OF AIRSPACE Augusta Sector is open on Sector 24 and operational from approximately 0630 until 2100 local. 10-6-3. PROCEDURES a. Mandatory Routing/Altitude Requirements. (1) Arrivals to ATL shall be cleared via CANUK STAR or SINCA STAR. Prop arrivals to ATL shall be cleared via V155 SINCA V179 HUSKY ATL. When ATL is on a west operation, Augusta Sector shall clear turboprop arrivals to cross BEYLO or 50 DME west of IRQ at 11,000 feet. (2) Arrivals to Atlanta Terminal Area satellite airports shall be cleared via IRQ TRBOW STAR. (3) East Departure and Unarm Sectors shall clear AGS Terminal Area arrivals direct IRQ direct destination airport to cross 15 miles from IRQ at 11,000 feet. (4) Turboprop aircraft inbound to the Charlotte Terminal Area shall cross GRD VORTAC at 11,000 feet and hand off to Sector 31. (5) Aircraft departing the Atlanta Terminal Area and landing CAE requesting at or above FL230 shall be assigned FL230 as a final altitude. (6) Arrivals to CAE and SAV shall cross 35 miles west at 11,000 feet. b. Automated Information Transfer. Aircraft landing Burnswick (BQK) at or below FL230 shall be handled as follows:

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(1) South Departure shall initiate a handoff to Sinca Sector. (2) Traffic permitting, Sinca Sector shall accept the handoff and initiate a handoff to the Jacksonville Center Allendale Sector. (3) If Sinca requires communications with the aircraft, Sinca Sector shall request communications from South Departure Sector prior to accepting the handoff. (4) When South Departure Sector observes that Jacksonville Center Allendale Sector has accepted the handoff, South Departure Sector shall transfer communications to Jacksonville Center Allendale Sector. c. Special Coordination. Arrivals to SAV, CHS, JZI, DNL, HQU, HXD, and AIK shall be released from East Departure for control for right turns. Augusta Sector shall ensure point-out to Sinca Sector.

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SECTION 7. HAMPTON ULTRA HIGH SECTOR 27 10-7-1. SECTOR NARRATIVE Hampton Ultra High altitude limits are FL350 and above. This sector generally provides IFR service to en route traffic. A limited amount of departures and arrivals are transitioned to and from adjacent airports. Traffic flow is predominantly north/south; however, a large number of aircraft cross in the vicinity of the Atlanta VORTAC northeast/southwest bound which creates a major crossing point with north and southbound traffic. Controllers are required to change altitudes on a large percentage of aircraft in order to comply with letters of agreement and traffic flows. In addition, en route spacing requirements to ORD/CVG/DFW/IAH/JFK/LGA/EWR and Jacksonville Center are often accomplished by Hampton Sector. Hampton is one of the densest sectors in Atlanta ARTCC airspace 10-7-2. ASSIGNMENT OF AIRSPACE Hampton is open on Sector 27 and operational from approximately 0830 until 2200 local. 10-7-3. PROCEDURES a. Mandatory Routing/Altitude Requirements. (1) CLT arrivals from the west shall be cleared to maintain FL350, pointed out to Clark Hill and handed off to Georgia High. (2) JAX arrivals from Area 5 shall be cleared to an altitude below FL350 appropriate for direction of flight prior to the Martin Lake/Hampton Sector boundary. (3) BHM arrivals from Area 4 shall be cleared to an altitude below FL350 appropriate for direction of flight prior to the Martin Lake/Hampton Sector boundary. b. Special Handoff/Point Out And Coordination Procedures. Wrong altitude for direction of flight approval is not required for: (a) Aircraft northbound from the Hampton Sector into the Blue Ridge Sector. (b) Aircraft southbound from the Blue Ridge Sector into the Hampton Sector. 10-7-4. AUTOMATED INFORMATION TRANSFER a. Aircraft inbound to Nashville (BNA), John C. Tune (JWN), Murfreesboro (MBT) and Smyrna (MQY) from over Atlanta (ATL), at FL350, shall be handled as follows.

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(1) The Hampton Sector shall initiate a handoff to the Allatoona Sector. (2) The Allatoona Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Crossville Sector. (3) When the Hampton Sector observes that the Crossville Sector has accepted the handoff prior to the Hampton/Allatoona boundary, the Hampton Sector shall transfer communications and any pertinent control information to the Crossville Sector. b. Atlanta Terminal Area south departures, requesting FL350 or above, which will enter Jacksonville ARTCC, shall be handled as follows: (1) Macon High Sector shall: (a) traffic permitting, climb departures which will enter the Seminole or Geneva Sectors to FL330 and initiate a hand off to the Hampton Sector. (b) traffic permitting, climb departures which will enter the Alma or Moultrie Sectors to FL340, ensure the requested westbound final altitude is entered as an assigned altitude into the computer, and initiate a handoff to Hampton Sector. (2) Hampton Sector shall accept the handoff, and if appropriate, enter an interim altitude into the data block. Hampton Sector shall initiate a handoff to the appropriate Jacksonville ARTCC Sector and ensure the handoff is completed. (3) When Macon High Sector observes that Hampton Sector has initiated a handoff to Jacksonville ARTCC, Macon High Sector shall climb the aircraft to the altitude displayed in the data block. (4) Macon High Sector is responsible for all coordination, including altitudes that are other than the assigned altitude (5) When Macon High Sector observes that Jacksonville ARTCC has accepted the handoff, Macon High Sector shall transfer communications to the appropriate Jacksonville ARTCC Sector.

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SECTION 1. MARTIN LAKE SECTOR 08

11-1-1. SECTOR NARRATIVE The Martin Lake Sector handles jet aircraft at or above FL350. There are three predominant north/south traffic flows within this sector, which are created by traffic on J41, J151, and J73. These three routes are intersected by east/west traffic on J4, J37, and J40. Martin Lake is also required to begin the transition of all ultra-high arrivals into the Atlanta terminal area from the southwest. Potential trouble spots include: (1) A high volume of traffic (2) Crossing traffic northeast and southeast over the MGM VORTAC, northeast and southeast traffic crossing over LGC. (3) Aircraft transitioning to the Atlanta Terminal Area from the ultra-high environment from the MEI and GCV transitions. 11-1-2. ASSIGNMENT OF AIRSPACE Martin Lake is open on Sector 08 from approximately 0700-2200 local. 11-1-3. PROCEDURES a. Routinely Forwarded Amendments. Aircraft routinely have heading and speed assignments. These amendments will be manually forwarded or through 4th line data block capabilities. b. Mandatory Headings/Turn Release. Atlanta Terminal Area arrivals are released to Sector 10 for turns up to 15 degrees. Sector 10 shall be responsible for point outs and coordination with adjacent sectors. c. Mandatory Altitude/Pilot Discretion Descents. (1) Atlanta Terminal Area arrivals shall cross the Monroeville/LaGrange (MVC/LGC) Sector boundary at or below FL290 descending to FL240 or lowest altitude traffic permits. Sector 08 shall descend these aircraft in a timely manner to allow Sector 11 to meet above restriction. (2) Atlanta Terminal area arrivals, transitioning Martin Lake Sector, may not be issued a pilot’s discretion descent by Monroeville Sector to cross the MVC/LGC Sector boundary at or below FL290 without back coordination.

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(3) Arrivals to Columbus AFB (CBM) routed other than VUZ VORTAC, filed at or above FL330, shall be at or below FL280 prior to the MVC/GAD boundary. Sector 08 shall descend these aircraft in a timely manner to allow Sector 11 to meet above restriction. Sector 08 shall descend these aircraft in a timely manner to allow Sector 11 to meet above restriction. (4) JAX arrivals from Area 5 shall be cleared to an altitude below FL350 appropriate for direction of flight prior to the Martin Lake/Hampton Sector boundary. (5) BHM arrivals from Area 4 shall be cleared to an altitude below FL350 appropriate for direction of flight prior to the Martin Lake/Hampton Sector boundary. d. Special Handoff Procedures. Aircraft requesting the “DOBBINS DUMP.” (1) Route the aircraft: LGC..DOB..WUDEE..ROJOS..MGE. (2) Amend Field 11 remarks to “REQUEST DOBBINS DUMP”.

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Figure 11-1

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SECTION 2. TIROE SECTOR 09

11-2-1. SECTOR NARRATIVE The Tiroe Sector altitude limits are surface to FL230. The predominant traffic flow is into the ATL terminal airspace. Extensive vectoring and spacing is required due to the high volume of descending aircraft into ATL along with crossing traffic climbing/descending to/from BHM, MGM, CSG, DHN, and other airports. 11-2-2. ASSIGNMENT OF AIRSPACE Tiroe Sector is open on Sector 09 continuously. 11-2-3. PROCEDURES a. Routinely Forwarded Amendments. Aircraft inbound/departing the Atlanta Terminal Area routinely have headings and speeds assigned; these amendments will be coordinated with other sectors manually or through 4th line data block capabilities. b. Mandatory Altitude/Pilot Discretion Descents. (1) Pilot’s Discretion descents resulting from the issuance of a crossing restriction may be issued by Tiroe Sector for aircraft landing in the Atlanta Terminal Area, that are transitioning from LaGrange and Monroeville Sectors, without back coordination. (2) Aircraft transitioning the Tiroe Sector inbound to the Birmingham Airport shall be issued a restriction by the Tiroe Sector, traffic permitting, to cross the transition area described in Annex 1 of the Atlanta ARTC Center and Birmingham ATC Tower Letter of Agreement at 11,000 feet and handed off to the Maxwell Sector. c. Special Handoff Procedures. Aircraft requesting the “DOBBINS DUMP.” (1) Route the aircraft: LGC..DOB..WUDEE..ROJOS..MGE. (2) Amend Field 11 remarks to “REQUEST DOBBINS DUMP.” (3) Tiroe Sector shall descend the aircraft to 15,000 feet and handoff to West Departure Sector. d. Radar Arrival/Departure Routes And Restrictions. (1) Aircraft transitioning the South Departure Sector inbound to the LGC, PIM, or CSG Airports shall be cleared by the South Departure Sector to 11,000 feet and handed off to A80 Columbus Sector.

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(2) Aircraft landing CSG/PIM/LSF from Gadsden/West Departure Sector shall cross the West Departure/Tiroe common sector boundary at or below FL190 descending to 11,000 feet or lowest altitude available. If the aircraft’s course will not keep the aircraft west of LGC VORTAC, assign the aircraft a coordinated vector heading which will keep the aircraft on such a course. (3) Arrivals to LaGrange. Aircraft landing LGC from West Departure Sector should not enter Tiroe Sector. (4) Atlanta Terminal Area West Departures, with destinations east of Gulfport, MS (GPT): (a) Hartsfield-Jackson RNAV Departures: Hartsfield-Jackson RNAV departures equipped and capable of flying the RNAV SIDs shall be assigned the SIDs. Tiroe Sector will have control for left turns. If requesting FL230 or below, Tiroe Sector is responsible for point outs or handoffs to Maxwell Sector. NOTE: If Tiroe Sector does not turn these aircraft, they will proceed on course. (b) Hartsfield-Jackson Non-RNAV and Atlanta Satellite Departures: West Departure Sector shall assign a heading to these aircraft to remain clear of the Tiroe Sector. Tiroe Sector has control for left turns. If requesting FL230 or below, Tiroe Sector is responsible for point outs or handoffs to Maxwell Sector. (5) Atlanta Terminal Area South Departures which will enter the Tiroe Sector: (a) Hartsfield-Jackson RNAV Departures: Hartsfield-Jackson RNAV Departures equipped and capable of flying the RNAV SIDs, shall be cleared on the SIDs. Tiroe Sector will have control for right turns. NOTE: If Tiroe Sector does not turn these aircraft, they will proceed on course. (b) Hartsfield-Jackson Non-RNAV and Atlanta Satellite Departures: South Departure Sector shall assign a heading to these aircraft to remain clear of the Tiroe Sector. Tiroe Sector has control for right turns. Tiroe Sector shall ensure the aircraft enters their airspace prior to V323.

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11-2-4. AUTOMATED INFORMATION TRANSFER. a. Southwest bound aircraft traversing from the Tiroe Sector to the Montgomery Sector operating southeast of a line extending from CSG VORTAC to the TOI VOR shall be handed off as follows. (1) Tiroe Sector shall initiate a handoff to Montgomery Sector. (2) Montgomery Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to Jacksonville ARTC Center. (3) When Jacksonville Center accepts the handoff, Tiroe Sector shall transfer communications to Jacksonville Center. (4) If Montgomery Sector requires communications with the aircraft, Montgomery Sector shall request communications from the Tiroe Sector prior to accepting the handoff.

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Figure 11-2

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SECTION 3. LAGRANGE SECTOR 10

11-3-1. SECTOR NARRATIVE LaGrange Sector altitude limits are FL240 – FL340. There are three predominant traffic flows within this sector; one is created by J73 north and southbound en route traffic, another is created by J37 northeast and southwest bound traffic and last, arrivals to the Atlanta Terminal Area transitioning via the LGC and HONIE STAR and the MIKEE STAR. 11-3-2. ASSIGNMENT OF AIRSPACE LaGrange is open on Sector 10 from approximately 0700 until 2300 local. LaGrange monitors frequency 134.6/308.6 11-3-3. PROCEDURES a. Routinely Forwarded Amendments. Aircraft routinely have heading and speed assignments. These amendments will be coordinated manually or through 4th line data block capabilities. b. Mandatory Headings/Turn Release. (1) Atlanta Terminal Area arrivals are released to LaGrange Sector by Martin Lake Sector for turns up to 15 degrees. LaGrange Sector shall be responsible for point outs and coordination with adjacent sectors. (2) Atlanta Terminal Area arrivals are released to LaGrange Sector by Monroeville Sector for turns up to 40 degrees. LaGrange Sector shall be responsible for point outs and coordination with adjacent high sectors. (3) Atlanta Terminal Area landing traffic shall cross the MVC/LGC Sector boundary direct LGC VORTAC, then appropriate STAR. c. Mandatory Altitude/Pilot Discretion Descents. (1) Atlanta Terminal Area arrivals shall cross the Monroeville/LaGrange (MVC/LGC) Sector boundary at or below FL290 descending to FL240 or lowest altitude consistent with traffic. (2) Pilot’s Discretion descents resulting from the issuance of a crossing restriction may be issued by Tiroe Sector for aircraft landing in the Atlanta Terminal Area, that are transitioning from LaGrange and Monroeville Sectors, without back coordination.

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(3) JAX arrivals from Area 5 shall be cleared to an altitude below FL350 appropriate for direction of flight prior to the Martin Lake/Hampton Sector boundary. (4) BHM arrivals from Area 4 shall be cleared to an altitude below FL350 appropriate for direction of flight prior to the Martin Lake/Hampton Sector boundary. d. Special Handoff Procedures. Aircraft requesting the “DOBBINS DUMP”. (1) Route the aircraft: LGC..DOB..WUDEE..ROJOS..MGE. (2) Amend Field 11 remarks to “REQUEST DOBBINS DUMP.” e. Special Use Airspace (SUA). LaGrange Sector is the controlling sector for Atlanta ARTCC and is responsible for coordinating release of airspace for the following SUA’s: Moody 3 ATCAA (FL240-FL270). 11-3-4. AUTOMATED INFORMATION TRANSFER a. The following procedures affect LaGrange Sector and Monroeville Sector. Southwest bound aircraft traversing LaGrange Sector operating southeast of a line extending from CSG VORTAC to the TOI VOR shall be handled as follows: (a) LaGrange Sector shall initiate a handoff to Monroeville Sector. (b) Monroeville Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to Jacksonville ARTCC. (c) When Jacksonville ARTCC accepts the handoff, LaGrange Sector shall transfer communications to Jacksonville ARTCC. (d) If Monroeville Sector requires communication with the aircraft, Monroeville Sector shall request communications from LaGrange Sector prior to accepting handoff. b. The following procedures affect LaGrange, South Departure, and Macon High Sectors: (1) Atlanta Terminal Area South Departures (a) Hartsfield-Jackson RNAV Departures: 1 Hartsfield-Jackson RNAV departures equipped and capable of flying the RNAV SIDs shall be assigned the SIDs. For aircraft requesting FL240 and above, South Departure will clear the aircraft to FL230 when traffic permits, and initiate a handoff to the Macon High Sector.

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2 Traffic permitting, the Macon High sector shall accept the handoff, enter an altitude they can approve at or below FL280 in the data block and immediately initiate a handoff to the appropriate sector. NOTE: If the LaGrange/Tiroe Sector does not turn these aircraft, they will proceed on course. 3 South Departure Sector shall assign the altitude entered into the data block by the Macon High Sector, and when the handoff is accepted, transfer communications to the appropriate sector. 4 LaGrange Sector shall have control for right turns from both South Departure and Macon High Sectors and shall be responsible for point outs to Tiroe Sector on aircraft that are turned by LaGrange. (b) Hartsfield-Jackson Non-RNAV and Atlanta Satellite Departures: 1 South Departure Sector shall assign the aircraft a heading to remain clear of Tiroe and LaGrange Sectors, climb the aircraft to FL230 when traffic permits, and initiate a handoff to the Macon High Sector. 2 Traffic permitting, the Macon High Sector shall accept the handoff, enter an altitude they can approve at or below FL280 in the data block and immediately initiate a handoff to the appropriate Sector. 3 The South Departure Sector shall assign the altitude entered into the data block by the Macon High Sector, and when the handoff is accepted, transfer communications to the appropriate sector. 4 LaGrange Sector shall have control for right turns from both South Departure and Macon High Sectors and shall be responsible for all point outs to Tiroe Sector. (2) Arrival aircraft to Macon (MCN), Robins AFB (WRB), Herbert Smart (MAC) and Perry (PXE), Georgia airports, operating at FL240 or above, shall be handled as follows. (a) Traffic permitting, LaGrange Sector shall descend the aircraft to FL240, and initiate a handoff to Macon High Sector. (b) Traffic permitting, Macon High Sector shall accept the handoff and initiate a handoff to South Departure Sector.

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(c) If Macon High Sector requires communications with the aircraft, Macon High Sector shall request communications from LaGrange Sector prior to accepting the handoff. (d) When LaGrange Sector observes that South Departure Sector has accepted the handoff, LaGrange Sector shall transfer communications to the South Departure Sector. (e) LaGrange Sector shall coordinate pertinent flight plan information with Macon High Sector. c. The following procedures affect LaGrange, West Departure, and Gadsden High Sectors: Atlanta Terminal Area West Departures, with destinations east of Gulfport, MS (GPT): (1) Hartsfield-Jackson RNAV Departures: (a) Hartsfield-Jackson RNAV Departures equipped and capable of flying the RNAV SIDs shall be cleared on the SIDs. West Departure Sector will clear the aircraft to FL230, enter a temporary altitude of FL230, and initiate a handoff to the Gadsden sector. (b) Traffic permitting, the Gadsden sector shall accept the handoff, enter an altitude they can approve in the data block and immediately initiate a handoff to the appropriate sector. The receiving sector will have control for left turns. It is the responsibility of the LaGrange Sector for point outs to the Tiroe and Maxwell Sectors for aircraft LaGrange turns to the left. NOTE: If the LaGrange/Tiroe Sector does not turn these aircraft, they will proceed on course. (c) The West Departure Sector shall assign the altitude entered into the data block by the Gadsden Sector, and when the handoff is accepted, transfer communications to the appropriate sector. (2) Hartsfield-Jackson Non-RNAV and Atlanta Satellite Departures: (a) The West Departure Sector shall assign a heading to these aircraft to remain clear of the Tiroe Sector. West Departure will then clear the aircraft to FL230, enter a temporary altitude of FL230, and initiate a handoff to the Gadsden Sector. (b) Traffic permitting, the Gadsden sector shall accept the handoff, enter an altitude they can approve in the data block and immediately initiate a handoff to the appropriate sector. The receiving sector will have control for left turns. It is the

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responsibility of the LaGrange Sector for point outs to Sectors 9 and 14 for aircraft that the LaGrange Sector turns. (c) The West Departure Sector shall assign the altitude entered into the data block by the Gadsden Sector, and when the handoff is accepted, transfer communications to the appropriate sector.

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Figure 11-3

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SECTION 4. MONROEVILLE SECTOR 11

11-4-1. SECTOR NARRATIVE Monroeville Sector altitude limits are FL240-FL340. There are four predominant traffic flows within this sector; one is created by en route traffic transitioning the sector along J37, one is created by en route traffic transitioning the sector along J4/20, another is created by J41 north and southbound en route traffic, and the last is created by LGC/HONIE STAR arrivals from over MEI, SJI, and CEW. 11-4-2. ASSIGNMENT OF AIRSPACE Monroeville is open from approximately 0700 until 2330 UTC. 11-4-3. PROCEDURES a. Routinely Forwarded Amendments. Aircraft routinely have heading and speed assignments. These amendments will be coordinated manually or through 4th line data block capabilities. b. Mandatory Headings/Turn Release. (1) Atlanta Terminal Area arrivals are released to LaGrange Sector for turns up to 40 degrees from Monroeville Sector. LaGrange Sector shall be responsible for point outs and coordination with adjacent high sectors. (2) Atlanta Terminal Area landing traffic shall cross the MVC/LGC Sector boundary direct LGC VORTAC, then appropriate STAR. c. Mandatory Altitude/Pilot Discretion Descents. (1) Atlanta Terminal Area arrivals shall cross the Monroeville/LaGrange (MVC/LGC) Sector boundary at or below FL290, and descending to FL240 or lowest altitude traffic permits. (2) Atlanta Terminal Area arrivals, transitioning Martin Lake Sector, may be issued a pilot’s discretion descent by Monroeville Sector to cross the MVC/LGC Sector boundary at or below FL290 without back coordination. (3) Pilot’s Discretion descents resulting from the issuance of a crossing restriction may be issued by Tiroe Sector for aircraft landing in the Atlanta Terminal Area, that are transitioning from LaGrange and Monroeville Sectors, without back coordination.

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(4) Arrivals to Columbus AFB (CBM) routed other than VUZ VORTAC, filed at or above FL330, shall be at or below FL280 prior to the MVC/GAD boundary. (5) Turboprop, Atlanta Terminal Area arrivals, shall be descended to FL240 and handed off to the MGM/MXF Sector as appropriate for transition into the Tiroe Sector. (6) A80 Atlanta Sector Satellite airports south of V18, all aircraft shall be descended to FL240 and handed off to the MGM/MXF Sector as appropriate for transition into the Tiroe Sector. d. Special Handoff Procedures. Aircraft requesting the “DOBBINS DUMP:” (1) Route the aircraft: LGC..DOB..WUDEE..ROJOS..MGE. (2) Amend Field 11 remarks to “REQUEST DOBBINS DUMP.” (3) Tiroe Sector shall descend the aircraft to 15,000 feet and hand off to West Departure Sector. e. Radar Arrival/Departure Routes And Restrictions. Arrivals to Columbus AFB (CBM) routed other than VUZ VORTAC, filed at or above FL330, shall be at or below FL280 prior to the MVC/GAD boundary. f. Special Use Airspace (SUA). Monroeville Sector is the controlling sector and is responsible for coordinating release of airspace for the following: Grove Hill ATCAA and MGM FCF. Monroeville Sector is responsible for advising Mobile High Sector and Meridan High Sector on the status of Grove Hill ATCAA. Montgomery Sector is responsible for updating the URET status. 11-4-4. AUTOMATED INFORMATION TRANSFER The following procedures affect LaGrange Sector and Monroeville Sector. Southwest bound aircraft traversing LaGrange Sector operating southeast of a line extending from CSG VORTAC to the TOI VOR shall be handled as follows. a. LaGrange Sector shall initiate a handoff to Monroeville Sector. b. Monroeville Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to Jacksonville ARTCC. c. When Jacksonville ARTCC accepts the handoff, LaGrange Sector shall transfer communications to Jacksonville ARTCC.

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d. If Monroeville Sector requires communication with the aircraft, Monroeville Sector shall request communications from LaGrange Sector prior to accepting handoff.

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Figure 11-4

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SECTION 5. BIRMINGHAM SECTOR 12

11-5-1. SECTOR NARRATIVE Birmingham is a low altitude sector, 11,000 feet to FL230 over BHM approach and 6,000 feet to FL230 over BHM approach Satellite East, responsible for three predominant traffic flows within the sector: These traffic flows are the Birmingham arrivals and departures northwest, north, and northeast plus en route traffic transitioning via the VUZ VORTAC. 11-5-2. ASSIGNMENT OF AIRSPACE Birmingham is open from approximately 0800-1900 local daily. Birmingham Sector monitors frequency 369.9. 11-5-3. PROCEDURES a. Mandatory Altitudes. (1) Atlanta Satellite Arrivals via Birmingham Sector. (a) Gadsden Sector shall clear Atlanta Satellite Arrivals to cross 20NM west of GAD VOR/DME at FL240 and handoff to Birmingham Sector. (b) Birmingham Sector shall clear Atlanta Satellite Arrivals to cross 20NM east of GAD VOR/DME at 110 and handoff to Dalas Sector. NOTE: High performance turbojets to MGE/NCQ are exempt from paragraph (b) above, but shall be descended to FL240 prior to Dalas Sector boundary. (2) Birmingham Arrivals. Cross the Dalas/Birmingham boundary at or below FL230 descending to 11,000 feet or lowest altitude traffic permits and handoff to Birmingham Sector. b. Radar Arrival/Departure Routes And Restrictions. Birmingham departures northbound which coordinate with Hamilton Low in Memphis ARTC Center then coordinate with Atlanta ARTC Center High Altitude should be handed off as follows. (1) If you elect or need to override the automatic handoff, flash the data block to Hamilton Sector. (2) If you elect or need to skip the low altitude sector, reroute the aircraft. Utilizing a route key amendment will uptrace the flight plan to the sector above you and remove the Memphis ARTC Center Low Altitude strip.

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c. Altitude Approval. Aircraft cleared via J39, V115, V115.MGM.V7 or V7.MGM.V115, at altitudes that are wrong for direction of flight, do not require verbal altitude approval of the receiving controller between Birmingham, Montgomery, and Maxwell Sectors. d. Routinely Forwarded Amendments. BHM departures to the north requesting FL350 or above must be amended to request FL340 with the requested altitude indicated in the remarks section of the flight plan. This ensures proper strip distribution and is due to shelved ZTL airspace over HAB Low Sector, and must be amended prior to departure.

e. Special Use Airspace (SUA). Birmingham Sector is the controlling sector and is responsible for coordinating release of airspace for the Hayes FCF. 11-5-4. AUTOMATED INFORMATION TRANSFER The following procedures affect Areas 5 and 6. a. Birmingham departures that are northeast bound, requesting at or above FL240, that will transit Dalas Sector shall be handled as follows: (1) After climbing the aircraft to FL230, Birmingham Sector shall initiate a handoff to Dalas Sector. (2) Dalas Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to Rocket Sector. (3) When Rocket Sector accepts the handoff, Birmingham Sector shall transfer communications and any pertinent control information to Rocket Sector. b. Aircraft inbound to Atlanta Terminal Satellite Area airports, that transition the Birmingham Sector, shall be handled as follows. (1) Birmingham Sector shall initiate a restriction to the aircraft to cross 20 miles east of the Gadsden VOR at 110. Birmingham Sector shall then initiate a handoff to Dalas Sector. (2) Dalas Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to Rome Sector. (3) When Birmingham Sector observes that Rome Sector has accepted the handoff, Birmingham Sector shall transfer communications to Rome Sector prior to Birmingham/Dalas Sector boundary. c. North and southbound aircraft traversing West Departure Sector operating west or a line extending from the Gadsden VOR to the Talladega VOR and to a point at the

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common center boundary between Maxwell, West Departure, and Tiroe Sectors, shall be handled as follows: (1) Southbound Traffic (a) Birmingham Sector shall initiate a handoff to the West Departure Sector. (b) West Departure Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to Maxwell Sector. (c) When Maxwell Sector accepts the handoff, Birmingham Sector shall transfer communications to Maxwell Sector. (d) Acceptance of the handoff constitutes approval for wrong altitude for direction of flight. (2) Northbound (a) Maxwell Sector shall initiate a handoff to West Departure Sector. (b) West Departure Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to Birmingham Sector. (c) When Birmingham Sector accepts the handoff, Maxwell Sector shall transfer communications to Birmingham Sector. (d) Acceptance of the handoff constitutes approval for wrong altitude for direction of flight. d. Atlanta Terminal Area West Departures. Low performance turboprops and turbojets requesting FL240 and above, whose route of flight overlies the Maxwell (14) or Birmingham (12) Sector may be stopped by West Departure (04) at FL230 and handed off to the corresponding sector. Traffic permitting, Sector 12/14 shall accept the handoff, and immediately initiate a handoff to the Gadsden (03) Sector. The West Departure Sector shall observe when the handoff is accepted, and transfer communications to the appropriate sector.

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Figure 11-5

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SECTION 6. MONTGOMERY SECTOR 13

11-6-1. SECTOR NARRATIVE Montgomery (MGM) is a low altitude sector from the surface through FL230. Montgomery is responsible for two predominant traffic flows within the sector: One flow is created by a north-south traffic flow over Montgomery. The second flow is created by east-west traffic also over the Montgomery VORTAC. The Montgomery Sector is also responsible for the military operations conducted in the Pine Hill, Camden Ridge, and Grove Hill MOA’s. 11-6-2. ASSIGNMENT OF AIRSPACE Montgomery is open from approximately 0700 until 2300 local daily. 11-6-3. PROCEDURES a. Altitude Approval. Aircraft cleared via J39, V115, V115.MGM.V7 or V7.MGM.V115, at altitudes that are wrong for direction of flight, do not require verbal altitude approval of the receiving controller between Birmingham, Montgomery, and Maxwell Sectors. b. Special Handoff Procedures. (1) Aircraft requesting the “DOBBINS DUMP.” (a) Route the aircraft: LGC..DOB..WUDEE..ROJOS..MGE/NCQ. (b) Amend Field 11 remarks to “REQUEST DOBBINS DUMP.” (c) Tiroe Sector shall descend the aircraft to 15,000 feet and handoff to West Departure Sector. (2) Turboprop aircraft at or above FL240 landing Atlanta Terminal Airspace will be descended to FL240 and handed off to MGM/MXF Sector. MGM/MXF Sector shall descend these aircraft to keep them below the high volume of jet and turbojet aircraft inbound to the Atlanta Terminal Area. c. Special Use Airspace (SUA). Montgomery Sector is the controlling sector of the Camden Ridge East and West, Pine Hill East and West, and Grove Hill MOA’s. 11-6-4. AUTOMATED INFORMATION TRANSFER Southwest bound aircraft traversing Montgomery Sector operating southeast of a line extending from CSG VORTAC to the TOI VOR shall be handed off as follows.

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(1) Tiroe Sector shall initiate a handoff to Montgomery Sector. (2) Montgomery Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to Jacksonville ARTC Center. (3) When Jacksonville Center accepts the handoff, Tiroe Sector shall transfer communications to Jacksonville Center. (4) If Montgomery Sector requires communications with the aircraft, Montgomery Sector shall request communications from Tiroe Sector prior to accepting the handoff.

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Figure 11-6

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SECTION 7. MAXWELL SECTOR 14

11-7-1. SECTOR NARRATIVE The Maxwell Sector is a low altitude sector from the surface through FL230. Maxwell is responsible for two predominant. traffic flows within the sector: One is created by departures and arrivals to BHM, MGM, TCL, and MEI airports. The other is prop and turboprop low altitude IFR and VFR aircraft that have to be rerouted or vectored around the BHM, CBM, and Pine Hill and Camden Ridge MOA’s. 11-7-2. ASSIGNMENT OF AIRSPACE Maxwell is open from approximately 0900 until 2000 local daily. 11-7-3. PROCEDURES a. Altitude Approval/Mandatory Altitude. (1) Aircraft cleared via J39, V115, V115.MGM.V7 or V7.MGM.V115, at altitudes that are wrong for direction of flight, do not require verbal altitude approval of the receiving controller between Birmingham, Montgomery, and Maxwell Sectors. (2) Aircraft transitioning Tiroe Sector inbound to the Birmingham Airport shall be issued a restriction by Tiroe Sector, traffic permitting, to cross the transition area described in Annex 1 of the Atlanta ARTC Center and Birmingham ATC Tower Letter of Agreement at 11,000 feet and handed off to the Maxwell Sector. (3) Turboprop aircraft at or above FL240 landing Atlanta Terminal Airspace will be descended to FL240 and handed off to MGM/MXF Sector. MGM/MXF Sector shall descend these aircraft to keep them below the high volume of jet and turbojet aircraft inbound to the Atlanta Terminal Area. (4) Turboprops and turbojets departing GTR and landing ATL Terminal Area requesting FL240 or above will be capped at or below FL230. b. Radar Departure Routes and Restrictions. Departures off Birmingham Airport overflying SZW via MGM SZW or MGM J41 SZW shall not be rerouted in Tiroe Sector or LaGrange Sector airspace without prior coordination. c.. Special Handoff Procedures. Aircraft requesting the “DOBBINS DUMP.” (1) Route the aircraft: LGC..DOB..WUDEE..ROJOS..MGE/NCQ.

(2) Amend Field 11 remarks to “REQUEST DOBBINS DUMP.”

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(3) Tiroe Sector shall descend the aircraft to 15,000 feet and handoff to West Departure Sector. d. Special Use Airspace (SUA). Sector 14 is the controlling sector for the BHM and BHM2 MOA’s. 11-7-4. AUTOMATED INFORMATION TRANSFER

North and southbound traffic traversing West Departure Sector operating west of a line extending from the Gadsden VOR to the Talladega VOR and to the a point at the common center boundary between Maxwell, West Departure, and Tiroe Sectors, shall be handled as follows: a. Southbound Traffic (1) Birmingham Sector shall initiate a handoff to West Departure Sector. (2) West Departure Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to Maxwell Sector. (3) When Maxwell Sector accepts the handoff, Birmingham Sector shall transfer communications to Maxwell Sector. (4) Acceptance of the handoff constitutes approval for wrong altitude for direction of flight.

b. Northbound Traffic (1) Maxwell Sector shall initiate a handoff to West Departure Sector. (2) West Departure Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to Birmingham Sector. (3) When Birmingham Sector accepts the handoff, Maxwell Sector shall transfer communications to Birmingham Sector. (4) Acceptance of the handoff constitutes approval for wrong for direction of flight. c. Atlanta Terminal Area West Departures (1) Low performance turboprops and turbojets requesting FL240 and above, whose route of flight overlies the Maxwell (14) or Birmingham (12) Sector shall be stopped by West Departure (04) at FL230 and handed off to the corresponding sector.

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(2) Sector 12/14 will accept the handoff. If they do not need to work the aircraft, they will hand the aircraft off to Gadsden (03). (3) When 03 takes the handoff, 04 will switch the aircraft to 03.

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Figure 11-7

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SECTION 1. ROME SECTOR 01

12-1-1. SECTOR NARRATIVE a. Rome Sector is an ultra-low sector (000-100) handling mostly general aviation and commuter traffic at 10,000 feet and below. b. There are two predominant traffic flows within this sector created by Atlanta Large TRACON (A80) Atlanta/Satellite Sector departures and arrivals. The departures exit A80 Atlanta/Satellite Sector westbound via the West 1 (WEONE) and West 2 (WETWO) departure gates, and the Rome Sector transitions them to their appropriate routes. The arrivals are funneled into a southeasterly flow and sequenced into the Dalas or Bunni Arrival Gates with appropriate restrictions. c. A moderate amount of en route and departure/arrival traffic (to airports outside the A80 Atlanta/Satellite Sector) supplements these two major flows. This traffic must be worked around the procedural requirements that govern the A80 Atlanta/Satellite Sector departures and arrivals. The departures, and this supplemental traffic, are generally slow, piston type aircraft. The arrivals vary from the slowest piston driven aircraft to high performance jets. 12-1-2. ASSIGNMENT OF AIRSPACE Rome Sector is open on a workload basis, and is normally open 0830-2030 local. 12-1-3. PROCEDURES a. Radar Arrival Routes And Restrictions. (1) LaGrange (LGC) Arrivals. Inter-Area Procedures: Area 5-Area 6: Aircraft landing LGC from West Departure should not enter Tiroe (09) airspace. (2) Calhoun (CZL) Arrivals. Arrivals via North Departure (38) shall be cleared to 4,100 feet and concurrent with communications transfer to Rome Sector, the arrival is released for an instrument approach and/or turns toward the airport and descent for a visual approach. Rome Sector shall advise North Departure Sector of the arrival’s cancellation or completion of approach. e. Mandatory Altitude Requirements Aircraft operating between Choo Choo (GQO) and HEFIN Intersection on V243, AOB FL230, shall be assigned ODD altitudes southbound and EVEN altitudes northbound.

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12-1-4. AUTOMATED INFORMATION TRANSFER a. Aircraft inbound to A80 Atlanta/Satellite Sector airports, that transition the Birmingham Sector, shall be handled as follows. (1) The Birmingham Sector shall issue a restriction to the inbound aircraft to cross 20 miles east of the Gadsden VOR (GAD) at 110. The Birmingham Sector shall then initiate a radar handoff to the Dalas Sector. (2) The Dalas Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Rome Sector. (3) When Birmingham Sector observes that Rome Sector has accepted the handoff, the Birmingham Sector shall transfer communications to the Rome Sector, prior to the Birmingham/Dalas Sector boundary. 12-1-5. SPECIAL USE AIRSPACE/MILITARY OPERATIONS a. Authorized Parachute Jump Areas in PCA (1) Richard B. Russell Airport, Rome, Georgia - weekends from sunrise to sunset, at or below 15,000 AGL, within a 5NM radius of the RMG349011. (2) St. Clair County Airport (PLR), Pell City, Alabama - daily except Mon-Tue, from sunrise to sunset, at or below 15,500 MSL, within a 5NM radius of the TDG263010. (3) McMinn Airport (25A), Weaver, AL - daily from sunrise to sunset, with occasional night use, at or below 12,500 MSL, within a 1NM radius of the TDG047015. (4) Cornelius-Moore Field Airport (4A4), Cedartown, Georgia - daily from sunrise to sunset, with occasional night use, at or below 15,000 MSL, within a 3NM radius of the RMG188009. b. IR Routes. (1) IR089 (2) IR090 (3) IR077 (4) IR078

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c. IR Route Procedures. IR089: In addition to complying with procedures outlined in FAA Order 7110.65 and the Letter of Agreement governing the use of IR089, controllers shall utilize the following procedures: (1) Upon receiving information that an aircraft is requesting entry into IR089, the Rome Sector shall ascertain the entry time, exit time, requested altitude, and number of re-entries, and enter this information, via computer automation, into space 26 of the En Route Flight Progress Strip. (2) Sectors shall provide nonradar separation between aircraft in IR's and nonparticipating aircraft based on exit times until position reports are received and nonradar separation can be discontinued. (3) The Rome Sector controller shall call each of the following sectors and obtain verbal approval prior to issuing a clearance into the IR route: CHA ATCT North Departure Commerce A80 Links GSP ATCT (4) After approval is received, clear aircraft into IR089 only at altitudes published in the DOD Handbook AP/1B by stating the appropriate phraseology. (5) Impose delays, if needed, to eliminate conflict with nonparticipating IFR aircraft when necessary to preclude denial of IR usage. Advise the pilot of the expected length and reason for delay. (6) Transfer control of the data block , even when radar service has been terminated, to facilitate the auto acquire function of the narrowband radar. 12-1-6 RESTRICTED AREAS R2102

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Figure 12-1

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SECTION 2. GUNTER SECTOR 02

12-2-1. SECTOR NARRATIVE a. Gunter is an ultra-high sector (FL350 and above) handling jet aircraft of all speeds and performance capabilities, and an occasional turboprop aircraft. b. There are several predominant traffic flows within this sector; one created by A80 Atlanta/Satellite Sector departures, one by ERLIN/HERKO/Rome Star (RMG STAR) arrivals, one by Memphis arrivals and departures, one by Nashville departures, and four others attributable to en route traffic. The four en route traffic flows are along J22, FAM-CTY/TLH, J45, and J73. c. As in any ultra-high sector, useable altitudes are very limited. Strategic planning and good vector techniques are required for working the en route and departure traffic. The sequencing done by Rocket Sector dictates the handling Gunter will give the arrivals. This often creates a tactical situation in which the controller must react to the demands placed on the arrivals by Rocket Sector. If Gunter is unable to comply with Rocket’s requests, acceptable alternatives must be quickly formulated, coordinated with Rocket, and executed. 12-2-2. ASSIGNMENT OF AIRSPACE Gunter is open on a workload basis, and is normally open 0830-2200 local. 12-2-3. PROCEDURES a. Radar Arrival Routes and Procedures. (1) Hartsfield-Jackson Arrivals. ERLIN/HERKO/RMG STAR - Descend these arrivals as early as possible (without pilot’s discretion). NOTE: When Hartsfield-Jackson is on an East Operation, it may be necessary to obtain a release for descent from ZME and descend the arrival in ample time to meet the ZTL/ATL LOA restrictions. Consider that Rocket Sector may need to reduce speed and/or vector for spacing. (2) A80 Atlanta Satellite Sector Arrivals. (a) Descend arrivals as early as possible (without pilot’s discretion). NOTE: It may be necessary to obtain a release for descent from ZME and descend the arrival in ample time to meet inter-area procedures and the ZTL/ATL LOA restrictions. (b) Routes 1. RMG V333 Dalas

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2. GAD V325 Dalas 3. ROJOS MGE 4. ATL328R (BUNNI STAR) 5. RMG V154 TIROE (3) Nashville (BNA), John C. Tune (JWN), Murfreesboro (MBT), and Smyrna (MQY) Arrivals. Route via Rocket, AL (RQZ) transition, VOLLS STAR (4) Columbus (CBM) AFB, MS {including Golden Triangle, MS (GTR)/Columbus-Lowndes County, MS (UBS)}. (a) Arrivals via routes within the confines of J31 and J151 shall be cleared via J52/V278 or V245 Bigbee, MS (IGB), whichever is appropriate. (b) Descend to FL350 and hand off to Sector 03. (5) Memphis (MEM) Arrivals. Arrivals operating at or above FL240 via routes within the confines of J31 and J118 shall be cleared via GQO/VUZ transition HOLLI (HLI)/LARUE (RNAV) STAR. ATL terminal departures shall be cleared direct VUZ (HLI)/LARUE (RNAV). (6) Meridian (MEI) Arrivals [including Meridian NAS (NMM)]. Arrivals from the northeast and east shall cross the ZTL/ZME boundary AOB FL230. Descend to FL350 and hand off to Sector 03 in sufficient time to meet ZTL/ZME LOA restrictions. (7) Charlotte (CLT) Arrivals. Route via VXV JOHNS (RNAV)/SHINE ARRIVAL or via ATL ADENA (RNAV)/UNARM ARRIVAL. b. Radar Departure Routes and Procedures. (1) BHM Departures over BNA Requesting FL350 or Above. BHM Departures over BNA requesting FL350 or above will be amended by BHM ATCT to request FL340, with the actual requested altitude indicated in the remarks section of the flight plan. This procedure ensures proper strip distribution to Rocket Sector due to the shelved ZTL airspace over HAB Low Sector and is included in the SOP’s of Area 5. (2) CHA Westbound departures requesting above FL350. ZME Shelbyville (SYI) Sector will enter FL340 in the altitude block and put the requested altitude in remarks for CHA Westbound departures requesting above FL350. (3) Huntsville Eastbound Departures. In accordance with the ZTL/ZME Letter of Agreement, Huntsville (HSV) departures should normally be handed off to the CROSSVILLE, HINCH MOUNTAIN, or DALAS Sectors. If, however, Rocket (RQZ)

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Sector accepts a handoff on HSV departures requesting FL240 or above which will proceed over or north of GQO, RQZ Sector shall verbally coordinate with Crossville (CSV) Sector any altitude above FL230. c. Special Point Out Procedures. A80 Atlanta/Satellite Sector Arrivals - As early as possible after receiving a handoff, PVD a data block to the Rocket Sector or Gadsden Sector, as appropriate. Verbal coordination is not required since a handoff will be accomplished shortly. 12-2-4. AUTOMATED INFORMATION TRANSFER. Aircraft inbound to Birmingham (BHM) from over or north of Choo Choo (GQO), at or above FL350, shall be handled as follows. a. The Allatoona Sector shall clear the aircraft to FL350 and initiate a handoff to the Gunter Sector. b. The Gunter Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Rocket Sector. c. When the Allatoona Sector observes that the Rocket Sector has accepted the handoff, the Allatoona Sector shall transfer communications and any pertinent control information to the Rocket Sector.

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Figure 12-2

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SECTION 3. GADSDEN SECTOR 03

12-3-1. SECTOR NARRATIVE a. Gadsden is a high altitude sector (FL240-FL340) designed to accommodate westbound departures departing the A80 Atlanta/Satellite Sector and the heavy concentration of en route traffic that crosses at the VUZ VORTAC. Gadsden handles a wide variety of aircraft, from turboprop to MD88 to B747 to F15. b. There are six prominent traffic flows within the Gadsden Sector; one created by A80 Atlanta/Satellite Sector departures, one by Memphis arrivals and departures, one by Nashville departures, the other three attributable to en route traffic along J22, southbound from over BNA to Florida, and FAM-TLH/CTY. Though these flows are prominent, use of RNAV and direct routes have made this sector evolve as a crossing point for traffic from all directions. 12-3-2. ASSIGNMENT OF AIRSPACE a. The Gadsden Sector is open 24 hours a day. b. When Hartsfield-Jackson airport is on an East operation, the “GADSDEN EAST AREA”, FL240 through FL270 is released to GADSDEN Sector and is depicted on the MDM map. Strips are not generated to Gadsden for aircraft traversing this area, therefore, Sectors 6, 22, and 10 must point out aircraft that will enter or traverse this area. 12-3-3. PROCEDURES a. Radar Arrival Routes and Procedures. (1) Hartsfield-Jackson Arrivals via RMG / ERLIN STAR. Descend to FL240 and hand off to Sector 06. (2) A80 Atlanta Satellite Sector Arrivals. (a) Route via GAD V325 DALAS - DESTINATION or via ROJOS MGE as appropriate. (b) Descend to cross 20 DME west of GAD VOR/DME at FL240 and hand off to BHM Sector. (c) High performance turbojets (F4, F15, F16, F18, etc.) to MGE shall be descended to FL240 prior to the Dalas Sector boundary, pointed out to Sector 06 and handed off to Sector 05. (3) Huntsville (HSV) and Huntsville Satellite Arrivals. Descend early enough to meet ZTL/ZME LOA restrictions.

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(4) Nashville (BNA), John C. Tune (JWN), Murfreesboro (MBT), and Smyrna (MQY) Arrivals. Route via RQZ transition, VOLLS STAR and descend early enough to meet ZTL/ZME LOA restrictions. (5) Columbus (CBM) AFB, MS (including GTR/UBS). (a) Arrivals via routes within the confines of J31 and J151 shall be cleared via J52/V278 or V245 IGB, whichever is appropriate. NOTE: Military aircraft operating above FL240 requesting a high altitude approach shall cross the ZTL/ZME boundary at FL240 via route printed on the strip. (b) Descend to FL240 and hand off to Birmingham Sector. (c) Arrivals to CBM routed other than VUZ VORTAC: Arrivals to CBM filed AOA FL290 shall be cleared to cross the Monroeville/Gadsden boundary AOB FL280 and handed off to GAD Sector. (6) Memphis (MEM) Arrivals. Arrivals operating at or above FL240 via routes within the confines of J31 and J118 shall be cleared via GQO/VUZ transition HOLLI (HLI/LARUE (RNAV) STAR. ATL terminal departures shall be cleared direct VUZ HOLLI (HLI)/LARUE (RNAV) STAR and they must be in-trail with the VUZ transition aircraft. (7) Meridian (MEI) Arrivals (including NMM). Arrivals from the northeast and east shall cross the ZTL/ZME boundary at or below FL230. Sector 03 shall descend the aircraft to FL240 and hand off to Sector 12 or Sector 14 as appropriate. (8) Charlotte (CLT) Arrivals. Route via ATL ADENA (RNAV)/UNARM STAR. (9) CSG/PIM/LSF Turbojet Arrivals. (a) If the aircraft’s course will not keep the aircraft west of the LGC VORTAC, assign the aircraft a coordinated vector heading which will keep the arrival on such a course. (b) Descend to FL240 and hand off to Sector 04 in sufficient time to meet Inter-Area restrictions. b. Radar Departure Routes and Procedures. Aircraft assigned a PDR/PDAR via J239 shall be established on J239 at or before JAMMR Intersection. c. Special Point Out Procedures. A80 Atlanta/Satellite Sector Arrivals - As early as possible after receiving a handoff, PVD a datablock to the Rocket Sector or LaGrange Sector, as appropriate, to assist in sequence planning.

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12-3-4. AUTOMATED INFORMATION TRANSFER a. Birmingham arrivals operating at FL240 or above shall be handled as follows: (1) Macon High Sector shall descend the aircraft to FL240 and initiate a handoff to the Gadsen Sector. (2) The Gadsen High Sector shall accept the handoff and initiate a handoff to the West Departure Sector. (3) When the Macon High Sector observes the West Departure Sector has accepted the handoff, Macon shall transfer communications to the West Departure Sector. (4) If the Gadsen Sector requires communications with the aircraft, Gadsen Sector shall request communications from the Macon Sector prior to accepting the handoff. (5) Macon Sector shall coordinate pertinent flight plan information with the Gadsen High Sector. b. Eastbound departures from the Birmingham Terminal Area requesting at or above FL240, shall be handled as follows. (1) The West Departure Sector shall clear the aircraft to FL230 and initiate a handoff to the Gadsden Sector. (2) Traffic permitting, the Gadsden Sector shall accept the handoff, enter an altitude they can approve in the data block and immediately initiate a handoff to the appropriate sector. (3) The West Departure Sector shall assign the altitude entered into the data block by the Gadsden Sector, and when the handoff is accepted, transfer communications to the appropriate sector. c. A80 West Departures with destinations east of Gulfport, MS (GPT) requesting AOA FL240. (1) West Departure will clear the aircraft to FL230, enter a temporary altitude of FL230, and initiate a handoff to the Gadsden Sector. (2) Traffic permitting, the Gadsden Sector shall accept the handoff, enter an altitude they can approve in the data block and immediately initiate a handoff to the appropriate sector.

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(3) The West Departure Sector shall assign the altitude entered into the data block by the Gadsden Sector, and when the handoff is accepted, transfer communications to the appropriate sector. 12-3-5. SPECIAL USE AIRSPACE/MILITARY OPERATIONS AIR REFUELING ROUTES: ROUTE ARIP ARCP EXIT ALTITUDES AR 216 NE VUZ 111047 RMG PSK 244055 270B290 AR 216 SW PSK 244055 TYS 110020 VUZ 111047 270B290 NOTE: Hours of operation. Unlimited except for the following times: 1330 UTC - 1630 UTC++, 1845 UTC - 2115 UTC++, 2300 UTC - 0200 UTC++. ++During periods of Daylight Savings Time, hours will be one hour earlier than shown. 12-3-6. RESTRICTED AREAS Number Altitude Times Weather Controlling/

Using Agency R2102C 140-FL240 Intmt 1200-0400Z VFR-IFR / R2104B To FL240 Cont. VFR/IFR / R2104D 120-FL300 By NOTAM, 6 hr. in advance VFR/IFR / R2104E 120-FL300 By NOTAM, 6 hr. in advance VFR-IFR /

-OT by NOTAM 6 hr. in advance -FAA, A80 Atlanta Satellite Sector ARTCC -Adjutant General, State of Alabama, ALARNG, Montgomery -FAA, Memphis ARTCC -USA, CO, USA Misl Comd, Redstone Arsenal

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Figure 12-3

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SECTION 4. WEST DEPARTURE SECTOR 04

12-4-1. SECTOR NARRATIVE a. West Departure is a low altitude sector (110-FL230) designed to expedite high performance A80 Atlanta/Satellite Sector departures through the lower altitudes on westerly headings. NOTE: The West Departure/East Departure boundary moves East of V97 when A80 Atlanta Sector is on an East operation, and West of V97 when A80 Atlanta Sector is on a West operation. b. West Departure has one predominant flow of traffic. It emanates from 4 RNAV (JOGGR, JCKTS, GEETK, RMBLN) and 2 non-RNAV West 1 (WEONE) and West 2 (WETWO) departure gates and continues in a westerly direction. The aircraft in this flow are normally high-performance jets climbing to or above FL230. Difficulty of the West Departure Sector increases proportionally to the amount of traffic worked outside this general traffic flow. 12-4-2. ASSIGNMENT OF AIRSPACE West Departure is open 24 hours a day. 12-4-3. PROCEDURES a. Mandatory Heading Requirements. (1) A80 West Departures, with Destinations East of Gulfport, MS (GPT): (a) Hartsfield-Jackson RNAV Departures: Hartsfield-Jackson west departures, that are RNAV equipped and capable of flying the RNAV SIDs, shall be cleared on the SIDs. The receiving sector will have control for left turns. It is the responsibility of the LaGrange Sector for point outs to the Tiroe Sector for aircraft LaGrange turns to the left. NOTE: If the LaGrange/Tiroe Sector does not turn these aircraft, they will proceed on course. (b) Hartsfield-Jackson Non-RNAV and A80 Atlanta Satellite Sector Departures: The West Departure Sector shall assign a heading to these aircraft to remain clear of the Tiroe Sector. The receiving sector will have control for left turns. It is the responsibility of the LaGrange Sector for point outs to the Tiroe Sector on aircraft LaGrange turns to the left. The LaGrange Sector shall turn these aircraft so they will depart the Gadsden Sector by J39. If the aircraft is requesting FL230 or below, the Tiroe Sector is responsible for point outs or handoffs to the Maxwell Sector.

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(2) Aircraft assigned a PDR/PDAR via J239 shall be established on J239 at or before the JAMMR intersection. a. Radar Arrival Routes and Procedures. (1) CSG/PIM/LSF Turbojet Arrivals. Aircraft landing CSG/PIM/LSF from Gadsden/West Departure Sectors shall cross the West Departure/Tiroe Sector common boundary at or below FL190 descending to 11,000 feet or lowest available altitude. If the aircraft’s course will not keep the aircraft west of the LGC VORTAC, assign the aircraft a coordinated vector heading which will keep the arrival on such a course. (2) LaGrange (LGC) Arrivals. Aircraft landing LGC from West Departure Sector should not enter Tiroe Sector. Descend to 11,000 feet and hand off to Sector 01 in sufficient time to allow descent at or below 10,000 feet prior to the West Departure/Tiroe common boundary. (3) CTJ/ANB/ASN/GAD Arrivals. Descend to 11,000 feet and complete a handoff to Rome Sector. (4) Hartsfield-Jackson Arrivals. (a) West Operations 1. Turboprops and turbojets shall be assigned a routing to join V325 and descended to 11,000 feet or 14,000 feet respectively. 2. Props shall be assigned a routing to join V325 and descended to 11,000 feet; pointed out to Dalas Sector, if necessary, and handed off to Rome Sector. (b) East Operations 1. Turbojets shall be assigned a routing to join V325 and descended to 13,000 feet. 2. Turboprops and props shall be assigned a routing to join V325 and descended to 11,000 feet; pointed out to Dalas Sector, if necessary, and handed off to Rome Sector. (5) A80 Atlanta Satellite Sector Arrivals. (a) Turbojets, Turboprops and Props (except high performance MGE turbojets) shall be assigned a routing to join V325 and descended to 11,000 feet; pointed out to Dalas Sector, if necessary, and handed off to Rome Sector. (b) MGE high performance turbojets.

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1. Requesting en route descent, shall be routed via DOB317023 and descended to 11,000 feet and handed off to Dalas Sector. 2. Requests for a Dobbins Dump shall be handled in accordance with ZTL/A80 Letter of Agreement. Deviations from ZTL/A80 LOA procedures must be fully coordinated defining responsibility in each case. b. Radar Departure Routes and Procedures. (1) Hartsfield-Jackson west departures, that are RNAV equipped and capable of flying the RNAV SIDs, shall be cleared on the SIDs. (2) A80 Atlanta Sector West Departures with destinations south and west of Gulfport, MS (GPT), requesting altitudes of FL240 and above, shall be cleared via Meridian, MS (MEI). Suggested routings for the most frequent destinations are listed below: DESTINATION ROUTE BTR MEI.J22.MCB..BTR HOU / IAH MEI..JAN..AEX..DAS MSY / NEW MEI.J31.HRV ACA / CUN / MEX MEI.J22.MSY..GNI.A49 (3) A80 West Departures, with destinations east of Gulfport, MS (GPT): (a) Hartsfield-Jackson RNAV Departures will proceed on course unless they are turned by the LaGrange/Tiroe sector. (b) Hartsfield-Jackson Non-RNAV and A80 Atlanta Satellite Sector Departures shall be assigned a heading to remain clear of the Tiroe Sector (c) The receiving sector will have control for left turns. For aircraft requesting FL240 or above, the LaGrange Sector shall turn these aircraft so they will depart the Gadsden Sector by J39. It is the responsibility of the LaGrange Sector for point outs to the Tiroe Sector for aircraft LaGrange turns to the left. If the aircraft is requesting FL230 or below, the Tiroe Sector is responsible for point outs or handoffs to the Maxwell Sector. (4) Aircraft assigned a PDR/PDAR via J239 shall be established on J239 at or before the JAMMR intersection. d. Radar Handoffs And Coverage.

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Note: Use caution with A80 Columbus Sector. Critical handoff area due to distance from A80 Radar and Automated Radar Terminal System (ARTS) acceptance distance limitations (55 miles maximum).

g. Mandatory Altitude Requirements. Aircraft operating between Choo Choo (GQO) and HEFIN Intersection on V243, at or below FL230, shall be assigned ODD altitudes southbound and EVEN altitudes northbound. 12-4-4. AUTOMATED INFORMATION TRANSFER a. Eastbound departures from the Birmingham Terminal Area requesting at or above FL240, shall be handled as follows: (1) The West Departure Sector shall clear the aircraft to FL230 and initiate a handoff to the Gadsden Sector. (2) Traffic permitting, the Gadsden sector shall accept the handoff, enter an altitude they can approve in the data block and immediately initiate a handoff to the appropriate sector. (3) The West Departure Sector shall assign the altitude entered into the data block by the Gadsden Sector, and when the handoff is accepted, transfer communications to the appropriate sector. b. Northbound and Southbound aircraft traversing the West Departure Sector operating west of a line extending from the Gadsden VOR (GAD) to the Talladega VOR (TDG) and to a point at the common sector boundary between the Maxwell Sector, the West Departure Sector and the Tiroe Sector, shall be handled as follows: (1) Southbound Aircraft (a) The Birmingham Sector shall initiate a handoff to the West Departure Sector. (b) The West Departure Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Maxwell Sector. (c) When the Maxwell Sector accepts the handoff, the Birmingham Sector shall transfer communications to the Maxwell Sector. (d) Acceptance of the handoff constitutes approval for wrong altitude for direction of flight. (2) Northbound Aircraft

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(a) The Maxwell Sector shall initiate a handoff to the West Departure Sector. (b) The West Departure Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Birmingham Sector. (c) When the Birmingham Sector accepts the handoff, the Maxwell Sector shall transfer communications to the Birmingham Sector. (d) Acceptance of the handoff constitutes approval for wrong altitude for direction of flight. c. A80 West Departures with destinations east of Gulfport, MS (GPT) requesting AOA FL240. (1) West Departure will clear the aircraft to FL230, enter a temporary altitude of FL230, and initiate a handoff to the Gadsden Sector. (2) Traffic permitting, the Gadsden Sector shall accept the handoff, enter an altitude they can approve in the data block and immediately initiate a handoff to the appropriate sector. (3) The West Departure Sector shall assign the altitude entered into the data block by the Gadsden Sector, and when the handoff is accepted, transfer communications to the appropriate sector. (4) Low performance turboprops and turbojets requesting FL240 and above, whose route of flight overlies the Maxwell (14) or Birmingham (12) Sector may be stopped by West Departure (04) at FL230 and handed off to the corresponding sector. Traffic permitting, Sector 12/14 shall accept the handoff, and immediately initiate a handoff to the Gadsden (03) Sector. The West Departure Sector shall observe when the handoff is accepted, and transfer communications to the appropriate sector. 12-4-5. SPECIAL USE AIRSPACE/MILIARY OPERATIONS Authorized Parachute Jump Areas in PCA (1) St. Clair County Airport (PLR), Pell City, Alabama – daily except Mon-Tue, from sunrise to sunset, at or below 15,500 MSL, within a 5NM radius of the TDG263010. (2) McMinn Airport (25A), Weaver, AL - daily from sunrise to sunset, with occasional night use, at or below 12,500 MSL, within a 1NM radius of the TDG047015. 12-4-6. RESTRICTED AREAS

a. Restricted Areas: R2102

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b. Falcon CAP Area: See Area Supervisor’s Binder for further details.

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Figure 12-4

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SECTION 5. DALAS SECTOR 05

12-5-1. SECTOR NARRATIVE a. Dalas is a low altitude arrival sector (110-FL230), one of four responsible for spacing arrivals inbound to A80 Atlanta Satellite Sector. b. Dalas has one predominant traffic flow. This flow is created by the funneling of arrivals (normally air carrier jets) into a single stream prior to entering the A80 Atlanta arrival gate. Dual STAR’s are available during heavy traffic periods (ATC assigned only). Dalas is responsible for ensuring that the aircraft cross the arrival fixes at the correct procedural altitudes, prescribed spacing minima, and at compatible speeds. Traffic outside this flow significantly increases the difficulty of the sector. c. Parachute Areas: Richard B. Russell Airport (RMG ARPT), Rome, Georgia - weekends from sunrise to sunset, at or below 15,000 MSL, within a 5NM radius of the RMG349011. Cornelius-Moore Field Airport (4A4), Cedartown, Georgia - daily, with occasional night use, from sunrise to sunset, at or below 15,000 MSL, within a 3NM radius of the RMG188009. 12-5-2. ASSIGNMENT OF AIRSPACE Dalas is normally open from 0700-2300 local. 12-5-3. PROCEDURES a. Radar Arrival Routes and Restrictions. (1) A80 Atlanta Satellite Sector Arrivals. (a) West or East Operations. Prop aircraft shall be descended to 11,000 feet and handed off to Rome Sector in sufficient time to meet ZTL/ATL LOA sequencing and altitude restrictions. (b) East Operations. Turboprops shall be descended to 11,000 feet and handed off to Rome Sector in sufficient time to meet ZTL/ATL LOA sequencing and altitude restrictions. (2) A80 Atlanta Satellite Sector Satellite Arrivals. Via Birmingham (BHM) Sector 12. BHM Sector shall clear A80 Atlanta Satellite Sector arrivals to cross 20 DME east of GAD VOR at 11,000 feet and effect a handoff to Dalas Sector.

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(3) LaGrange (LGC) Arrivals. LGC Arrivals operating AOA 15,000 feet should be descended to 15,000 feet to allow Sector 04 and Sector 01 sufficient time to comply with inter area procedures. (4) Arrivals to GAD/RMG ARPT/CZL/4A4/C22/ASN/ANB/4A6, etc. Descend to 11,000 feet and hand off to Sector 01 in sufficient time to allow normal descent. (5) Birmingham (BHM) Arrivals. Cross the Sector 05/12 common boundary at or below FL230 descending to 11,000 feet or lowest altitude available and hand off to Sector 12 (BHM). b. Pilot’s Discretion Descents. (Sectors 05 and 06) “Pilot’s Discretion” descents (i.e. resulting from the issuance of a crossing restriction) and release for turns direct RMG, ERLIN, or Dalas on aircraft landing within the A80 Atlanta Sector may be issued without back coordination. c. Radar Departure Procedures and Restrictions. (1) CHA Departures. CHA ATCT shall issue clearance via the filed routing and/or PDAR. When a PDAR is printed on a strip, Tower shall issue the PDAR. (2) HSV Departures. In accordance with the ZTL/ZME Letter of Agreement, HSV departures should normally be handed off to the Crossville, Hinch Mountain, or Dalas Sectors. If, however, Rocket Sector accepts a handoff on HSV departures requesting FL240 or above which will proceed over or north of GQO, Rocket Sector shall verbally coordinate with Crossville Sector any altitude above FL230. d. Special Point Out Procedures. A80 Atlanta Satellite Sector Arrivals filed AOB FL230 - Provide RQZ Sector with a PVD data block to assist in arrival planning.

e. Mandatory Altitude Requirements. Aircraft operating between Choo Choo (GQO) and HEFIN Intersection on V243, at or below FL230, shall be assigned ODD altitudes southbound and EVEN altitudes northbound. 12-5-4. AUTOMATED INFORMATION TRANSFER a. Arrivals to A80 Atlanta Satellite Sector (ATL) and A80 Atlanta Satellite Sector satellite airports that will enter the Dalas Sector from over GQO shall be handled as follows. (1) The Crossville Sector shall clear the aircraft to FL240 IAW sector SOP’s and initiate a handoff to the Rocket Sector.

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(2) The Rocket Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Dalas Sector. (3) When the Crossville Sector observes that the Dalas Sector has accepted the handoff prior to GQO, the Crossville Sector shall transfer communications and any pertinent control information to the Dalas Sector. b. Birmingham (BHM) departures that are northeastbound, requesting at or above FL240, that will transit the Dalas Sector shall be handled as follows: (1) After climbing the aircraft to FL230, the Birmingham Sector shall initiate a handoff to the Dalas Sector. (2) The Dalas Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Rocket Sector. (3) When the Rocket Sector accepts the handoff, the Birmingham Sector shall transfer communications and any pertinent control information to the Rocket Sector. c. Arrivals to Birmingham (BHM) operating at or above FL240 that will transition the Dalas Sector shall be handled as follows: (1) The Rocket Sector shall clear the aircraft to FL240 and initiate a radar handoff to the Dalas Sector. (2) The Dalas Sector shall accept the handoff and enter a temporary altitude as traffic permits, then immediately initiate a handoff to the Birmingham Sector. (3) The Rocket Sector shall issue the altitude displayed in the data block, then transfer communications to the Birmingham sector after observing they have accepted the handoff. d. Aircraft inbound to A80 Atlanta Sector airports, that transition the Birmingham Sector, shall be handled as follows: (1) The Birmingham Sector shall issue a restriction to the inbound aircraft to cross 20 miles east of the Gadsden VOR (GAD) at 110. The Birmingham Sector shall then initiate a radar handoff to the Dalas Sector. (2) The Dalas Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Rome Sector. (3) When Birmingham Sector observes that the Rome Sector has accepted the handoff, the Birmingham Sector shall transfer communications to the Rome Sector, prior to the Birmingham/Dalas Sector boundary. 12-5-5. SPECIAL USE AIRSPACE/MILITARY OPERATIONS

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Authorized Parachute Jump Areas in PCA (1) Richard B. Russell Airport (RMG ARPT) , Rome, Georgia - weekends from sunrise to sunset, at or below 15,000 MSL, within a 5NM radius of the RMG349011. (2) Cornelius-Moore Field Airport (4A4), Cedartown, Georgia - daily, with occasional night use, from sunrise to sunset, at or below 15,000 MSL, within a 3NM radius of the RMG188009.

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Figure 12-5

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SECTION 6. ROCKET SECTOR 06

12-6-1. SECTOR NARRATIVE a. Rocket (RQZ) is a high altitude sector (FL240-FL340) that provides the preliminary sequencing for ERLIN/HERKO/RMG STAR arrivals, while providing service to the moderate amount of en route traffic. b. There are three predominant flows of traffic within the sector; one created by traffic from off or over BNA southbound to Florida airports, one by en route traffic along J22, and the heaviest one created by aircraft being sequenced to the ERLIN/HERKO/RMG STAR Arrival. The traffic departing or overflying BNA and the J22 traffic cross all transitions to the ERLIN/HERKO/RMG STAR and frequently limit the options available to the controller in sequencing the arrivals. Rocket must work in concert with Dalas Sector to provide a steady flow of traffic that will neither overload Dalas, nor allow unfilled gaps in the arrival sequence. 12-6-2. ASSIGNMENT OF AIRSPACE Rocket is normally open from approximately 0800L-2300L. During the midnight shift, Rocket’s airspace is combined with Sectors 02 and 03, at Sector 03. 12-6-3. PROCEDURES a. Radar Arrival Routes/Altitudes. (1) A80 Atlanta Satellite Sector Arrivals. (a) ERLIN/HERKO/RMG STAR - Descend to FL240 and handoff to Dalas Sector. (NOTE: Do not use pilot discretion descents when ATL is on an East operation). (b) Arrivals AOA FL240 and cleared via GQO shall be cleared to cross the Crossville/Rocket boundary AOB FL280 descending to FL240 with a hand off to Rocket Sector. Concurrent with communications transfer to the RQZ Sector, the arrivals are released for right turns. (2) A80 Atlanta Satellite Sector Satellite Arrivals. (a) Descend to FL240 and hand off to Dalas Sector. (b) Route. 1. RMG V333 DALAS 2. ROJOS MGE

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3. DOB 317023 4. GAD V325 DALAS 5. ATL 328R (BUNNI STAR) (c) Arrivals AOA FL240 and cleared via GQO shall be cleared to cross GQO at FL240 with a hand off to Rocket Sector. (d) Sectors 5-6. “Pilot’s Discretion” descents (i.e. resulting from the issuance of a crossing restriction) and release for turns direct RMG, ERLIN, or DALAS on aircraft landing within the A80 Atlanta Sector may be issued without back coordination. (3) Birmingham (BHM) Arrivals. Descend to FL240 and hand off to Dalas Sector in sufficient time for the aircraft to cross the Sector 05/12 common boundary at or below FL230. (4) Huntsville (HSV) and Huntsville Satellite Arrivals. Descend to FL240 and hand off to Dalas Sector in sufficient time to meet ZTL/ZME LOA restrictions. (5) Knoxville (TYS) and Knoxville Satellite Arrivals. Descend to FL240 and hand off to CSV Sector. (6) Charlotte (CLT) Arrivals. Route via VXV JOHNS (RNAV)/SHINE ARRIVAL or via ATL ADENA (RNAV)/UNARM ARRIVAL. b. Radar Departure Procedures. (1) BHM Departures over BNA requesting FL350 or above will be amended by BHM ATCT to request FL340, with the actual requested altitude indicated in the remarks section of the flight plan. This procedure ensures proper strip distribution to Rocket Sector due to the shelved ZTL airspace over HAB Low Sector and is included in the SOP’s of Area 5. (2) ZME Shelbyville (SYI) Sector will enter FL340 in the altitude block and requested altitude in remarks for CHA Westbound departures requesting above FL350. (3) In accordance with the ZTL/ZME Letter of Agreement, Huntsville (HSV) departures should normally be handed off to the CROSSVILLE, HINCH MOUNTAIN, or DALAS Sectors. If, however, Rocket (RQZ) Sector accepts a handoff on Huntsville (HSV) departures requesting FL240 or above which will proceed over or north of GQO, RQZ Sector shall verbally coordinate with Crossville (CSV) Sector any altitude above FL230.

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c. Special Transfer of Control Points. A80 Atlanta Satellite Sector arrivals AOA FL240 via GQO from Area 7 are released for right turns concurrent with communications transfer. 12-6-4. AUTOMATED INFORMATION TRANSFER a. ATL and A80 Atlanta Satellite Sector satellite airports that will enter the Dalas Sector from over Choo Choo (GQO) shall be handled as follows. (1) The Crossville Sector shall clear the aircraft to FL240 IAW sector SOP’s and initiate a handoff to the Rocket Sector. (2) The Rocket Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Dalas Sector. (3) When the Crossville Sector observes that the Dalas Sector has accepted the handoff prior to GQO, the Crossville Sector shall transfer communications and any pertinent control information to the Dalas Sector. b. Aircraft inbound to Birmingham (BHM) from over or north of Choo Choo (GQO), at or above FL350, shall be handled as follows. (1) The Allatoona Sector shall clear the aircraft to FL350 and initiate a handoff to the Gunter Sector. (2) The Gunter Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Rocket Sector. (3) When the Allatoona Sector observes that the Rocket Sector has accepted the handoff, the Allatoona Sector shall transfer communications and any pertinent control information to the Rocket Sector. c. Birmingham (BHM) departures that are northeastbound, requesting at or above FL240, that will transit the Dalas Sector shall be handled as follows. (1) After climbing the aircraft to FL230, the Birmingham Sector shall initiate a handoff to the Dalas Sector. (2) The Dalas Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Rocket Sector. (3) When the Rocket Sector accepts the handoff, the Birmingham Sector shall transfer communications and any pertinent control information to the Rocket Sector. d. Arrivals to Birmingham (BHM) operating at or above FL240 that will transition the Dalas Sector shall be handled as follows:

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(1) The Rocket Sector shall clear the aircraft to FL240 and initiate a radar handoff to the Dalas Sector. (2) The Dalas Sector shall accept the handoff and enter a temporary altitude as traffic permits, then immediately initiate a handoff to the Birmingham Sector. (3) The Rocket Sector shall issue the altitude displayed in the data block, then transfer communications to the Birmingham sector after observing they have accepted the handoff. 12-6-5 SPECIAL USE AIRSPACE/MILITARY OPERATIONS AIR REFUELING ROUTES: ROUTE ARIP ARCP EXIT ALTITUDES AR 216 NE VUZ 111047 RMG PSK 244055 270B290 AR 216 SW PSK 244055 TYS 110020 VUZ 111047 270B290 NOTE: Hours of operation. Unlimited except for the following times: 1330 UTC - 1630 UTC++, 1845 UTC - 2115 UTC++, 2300 UTC - 0200 UTC++. ++During periods of Daylight Savings Time, hours will be one hour earlier than shown. 12-6-6. RESTRICTED AREAS

Number Altitude Times Weather Controlling/Using Agency

R2102C 140-FL240 Intmt 1200-0400Z VFR-IFR / R2104B To FL240 Cont. VFR/IFR / R2104D 120-FL300 By NOTAM, 6 hr. in

advance VFR/IFR /

R2104E 120-FL300 By NOTAM, 6 hr. in advance

VFR-IFR /

-OT by NOTAM 6 hr. in advance -FAA, A80 Atlanta Satellite Sector ARTCC -Adjutant General, State of Alabama, ALARNG, Montgomery -FAA, Memphis ARTCC -USA, CO, USA Misl Comd, Redstone Arsenal

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Figure 12-6

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SECTION 1. ALLATOONA SECTOR 36 13-1-1. SECTOR NARRATIVE The Allatoona Sector (ALU) primarily handles en route air carrier jet aircraft at or above FL350. The normal traffic flows along two main routes: southwestbound from the eastern and northeastern states to airports in Texas and Louisiana, and northbound from Florida and Atlanta to airports north and northwest of Atlanta. Significant secondary flows of air traffic include Charlotte departures on J118 and over Nashville, Charlotte arrivals from over Nashville, and Atlanta departures over Nashville. 13-1-2. ASSIGNMENT OF AIRSPACE Allatoona is operated from Sector 36, which is generally open from 0830 to 2130 local. The Blue Ridge Sector airspace is adjacent to ALU airspace and is combined with Blue Ridge at Sector 40 during periods of reduced traffic volume. On the midnight shift ALU is combined at Sector 37, along with all other Area 7 airspace at or above FL240.

13-1-3. AUTOMATED INFORMATION TRANSFER a. Inbounds To BHM. Aircraft inbound to Birmingham (BHM) from over or north of Choo Choo (GQO), at or above FL350, shall be handled as follows. (1) The Allatoona Sector shall clear the aircraft to FL350 and initiate a handoff to the Gunter Sector. (2) The Gunter Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Rocket Sector. (3) When the Allatoona Sector observes that the Rocket Sector has accepted the handoff, the Allatoona Sector shall transfer communications and any pertinent control information to the Rocket Sector. b. Inbounds To BNA, JWN, MBT, AND MQY From Over ATL. Aircraft inbound to Nashville (BNA), John C. Tune (JWN), Murfreesboro (MBT) and Smyrna (MQY) from over Atlanta (ATL), at FL350, shall be handled as follows: (1) The Hampton Sector shall initiate a handoff to the Allatoona Sector. (2) The Allatoona Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Crossville Sector.

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(3) When the Hampton Sector observes that the Crossville Sector has accepted the handoff prior to the Hampton/Allatoona boundary, the Hampton Sector shall transfer communications and any pertinent control information to the Crossville Sector.

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Figure 13-1

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SECTION 2. CROSSVILLE SECTOR 37 13-2-1. SECTOR NARRATIVE The Crossville (CSV) Sector primarily handles en route air carrier jet aircraft between FL240 and FL340. The normal traffic flows along two main routes: southwestbound from the Eastern and Northeastern States to airports in Texas and Louisiana, and northbound from Florida and Atlanta to airports north by northwest of Atlanta. Significant secondary flows of air traffic include Nashville departures over VXV, Charlotte departures on J118 and over Nashville, Charlotte arrivals from over Nashville, Atlanta departures over Nashville, inbounds to Nashville over Atlanta, and inbounds to Atlanta over Chattanooga. 13-2-2. ASSIGNMENT OF AIRSPACE The airspace is operated from Sector 37, which is open 24 hours. The overlying Allatoona Sector airspace is occasionally combined with CSV Sector at Sector 37 during periods of reduced traffic volume. On the midnight shift, all other Area 7 airspace at or above FL240 is combined with the CSV Sector at Sector 37. 13-2-3. PROCEDURES a. Mandatory Altitude Requirements. (1) ATL arrivals, at or above FL240 and cleared via GQO, shall be cleared to cross the Rocket/Crossville sector boundary at or below FL280, descending to FL240. (2) Atanta satellite arrivals, at or above FL240 and cleared via GQO, shall be cleared to cross GQO VORTAC at FL240. b. Special Transfer of Control Point. ATL arrivals at or above FL240 and cleared via GQO are released for right turns after completion of a handoff. c. Inter-Area Procedures. In accordance with the Atlanta ARTC Center and Memphis ARTC Center Letter of Agreement, Huntsville (HSV) departures should normally be handed off to the Crossville, Hinch Mountain, or Dalas Sectors. If, however, Rocket (RQZ) Sector accepts a handoff on Huntsville (HSV) departures requesting FL240 or above which will proceed over or north of GQO, Rocket (RQZ) Sector shall verbally coordinate with Crossville (CSV) Sector any altitude above FL230.

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13-2-4. AUTOMATED INFORMATION TRANSFER a. Inbounds To HSV, BNA, JWN, MBT, and MQY. Aircraft inbound to Huntsville (HSV), Nashville (BNA), John C. Tune (JWN), Murfreesboro (MBT), and Smyrna (MQY) that will enter the Hinch Mountain Sector, shall be handled as follows: (1) The Burne Sector shall clear the aircraft to FL240 and initiate a handoff to the Crossville Sector. (2) The Crossville Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Hinch Mountain Sector. (3) When the Burne Sector observes that the Hinch Mountain Sector has accepted the handoff, prior to the aircraft crossing the Burne/Crossville Sector boundary, the Burne Sector shall transfer communications and any pertinent control information to the Hinch Mountain Sector. b. Inbounds to ATL/SATELLITE. Arrivals to Atlanta (ATL) and Atlanta satellite airports that will enter Dalas Sector from over Choo Choo (GQO) shall be handled as follows. (1) The Crossville Sector shall clear the aircraft to FL240 IAW sector SOP's and initiate a handoff to the Rocket Sector. (2) The Rocket Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Dalas Sector. (3) When the Crossville Sector observes that the Dalas Sector has accepted the handoff prior to GQO, the Crossville Sector shall transfer communications and any pertinent control information to the Dalas Sector. c. Inbounds to BNA, JWN, MBT, and MQY From Over ATL. Arrivals to Nashville (BNA), John C. Tune (JWN), Murfreesboro (MBT), and Smyrna (MQY) from over Atlanta (ATL), at FL350, shall be handled as follows. (1) The Hampton Sector shall initiate a handoff to the Allatoona Sector. (2) The Allatoona Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Crossville Sector. (3) When the Hampton Sector observes that the Crossville Sector has accepted the handoff prior to the Hampton\Allatoona Sector boundary, the Hampton Sector shall transfer communications and any pertinent control information to the Crossville Sector.

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Figure 13-2

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SECTION 3. NORTH DEPARTURE SECTOR 38 13-3-1. SECTOR NARRATIVE The North Departure Sector primarily handles jet departures off ATL from the surface to FL230. A significant portion of the remaining traffic through this sector is general aviation aircraft departing Atlanta satellite airspace. The primary traffic flow is northbound, departing A80 in one of four directions: over GQO/CARPT, over IIU, over FLM/HYK or over VXV. Significant secondary flows are eastbound and westbound on V54/J118, and aircraft navigating around the Atlanta Terminal Area. 13-3-2. ASSIGNMENT OF AIRSPACE a. Approach Control Airspace. Adjacent/underlying approach control areas (A80, CHA, and TYS) are open continuously except for CHA Approach Control, which is closed from 2350 local until 0600 local. During periods when CHA Approach Control is closed the approach control airspace is combined onto the Rome Sector. b. Position of Operation. North Departure is operated from Sector 38, which is typically open 24 hours. The Hinch Mountain Sector (41) is combined at North Departure during the midnight shift and other periods of reduced traffic. 13-3-3. PROCEDURES

a. Mandatory Heading Requirement To Logen:

(1) Non-RNAV Departures. Departures from the Atlanta Terminal Area that will enter the Logen Sector, requesting 11,000 feet through FL230, shall be assigned a heading to remain clear of the Logen Sector airspace and handed off to the Logen Sector. After Logen Sector accepts the handoff, North Departure shall clear the aircraft direct HRS and transfer communications. The Logen Sector has control for additional turns to the east. If the Logen Sector has not accepted the handoff prior to the aircraft crossing V54 verbal coordination by the transferring controller is required. (2) RNAV Departures. ATL RNAV departures that will next enter the Logen Sector requesting 11,000 feet through FL230 shall be routed via the SUMMT SID to ZELLE Waypoint and then via flight plan route. The Logen Sector has control for turns to the east. b. Mandatory Altitude Requirements. (1) To Rome Sector. Arrivals to Calhoun (CZL) shall be cleared to 4,100 feet.

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(2) To Commerce Sector. Arrivals to GVL or AJR crossing the Commerce/North Departure boundary south of V54 shall cross the boundary at or below 7,000 feet. (3) To Logen Sector. (a) Arrivals to GVL or AJR crossing the Logen/North Departure boundary north of V54, at or above 11,000 feet shall cross the boundary at or descending to 11,000 feet and handed off to Logen Sector. (b) Arrivals to WDR, AHN, or 19A crossing the North Departure/Logen boundary south of V54 at or above 11,000 feet shall cross the boundary at or below FL230, descending to 11,000 feet, and be handed off to Logen Sector. (c) Arrivals to AVL or TRI departing the Atlanta Terminal Area and requesting FL240 or higher shall be assigned FL230 as a final altitude. (4) From Logen Sector. Arrivals to CHA north of ODF shall enter the North Departure Sector at or below FL180. c. Transfer Control Points Other Than Sector Boundary. (1) To Logen Sector. Atlanta Terminal Area Departures: Logen Sector has control for turns to the east on those aircraft specified in paragraph 13-3-3a concurrent with communications transfer. (2) To Rome Sector. CZL Arrivals: Rome Sector has control for descent and turns for either an instrument or visual approach to CZL on those aircraft specified in paragraph 13-3-3b(1), concurrent with communications transfer. The Rome Sector shall advise the North Departure Sector when the arrival cancels IFR or the approach is completed. 13-3-4. SPECIAL USE AIRSPACE/MILITARY OPERATIONS IR089 and IR090 are subject to use by various military units; scheduling responsibilities and requirements, as well as narrative route descriptions are available in DOD Flight Information Publication AP/1B.

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Figure 13-3

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SECTION 4. BURNE SECTOR 39 13-4-1. SECTOR NARRATIVE The Burne Sector primarily handles en route air carrier jet aircraft between FL240 and FL340. The normal traffic flows along three main routes: southwestbound from the eastern and northeastern states to airports in Texas and Louisiana, southbound from DTW, ORD, CVG, and other northern hubs to Florida, and northbound from Florida and Atlanta to airports north of Atlanta. Significant secondary flows of air traffic include Charlotte departures to the west and northwest, Charlotte arrivals from the west and northwest, Atlanta arrivals from the north, and Nashville arrivals from the east. 13-4-2. ASSIGNMENT OF AIRSPACE The airspace is operated from Sector 39. The overlying Blue Ridge Sector airspace is sometimes combined with Burne during periods of reduced traffic volume. On the midnight shift, the Burne Sector is combined on Sector 37 with all other Area 7 airspace at or above FL240. 13-4-3. PROCEDURES

a. Mandatory Altitude Requirements. (1) To Salem/Pulaski. CLT arrivals shall cross the Salem/Pulaski/Burne Sector boundary at or below FL330 and 5 miles in trail regardless of altitude. When traffic permits, turbojet arrivals shall cross the Salem/Pulaski/Burne Sector boundary at or below FL290 and five miles in trail. (2) To Lanier. Atlanta satellite airport arrivals shall cross the Burne/Lanier Sector boundary at or below FL340; descending to the lowest practical altitude. Verbal approval is not required for aircraft descending to an altitude which is wrong for the direction of flight. (3) From Lanier. Arrivals to Huntsville (HSV) or to the Nashville Terminal Area (BNA, MQY, JWN and MBT) shall cross the Lanier/Burne boundary at or below FL300. (4) To Macon. Aircraft entering the Macon Sector shall be assigned eastbound altitudes. (5) From Macon. Aircraft entering the Burne Sector shall be assigned westbound altitudes.

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(6) From Salem. Arrivals to the Nashville Terminal Area (BNA, MQY, JWN, MBT) from the Salem Sector shall enter the Burne Sector at or below FL300 traffic permitting. b. Flip-Flop Airspace (Informational). Athens West Area. The “Athens West Area” is a portion of airspace delegated to SPA HI Sector from MCN HI Sector. The airspace is only released to SPA HI when Atlanta Hartsfield is on a west operation to allow for the continued climb of departing aircraft. The vertical limits of the “Athens West Area” are from FL240 - FL270. The lateral limits are depicted on the ATLWCLTS and ATLWCLTN maps by a dashed line from the southwestern corner of the Lanier Hi Sector to the northwestern corner of the DBN HI sector. 13-4-4. AUTOMATED INFORMATION TRANSFER a. Aircraft inbound to Asheville, North Carolina (AVL). Aircraft operating on or north of J118 through the Lanier Sector, shall be handled as follows: (1) The Burne Sector shall clear the aircraft to FL240, without pilot's discretion descent, and initiate a handoff to the Lanier Sector. (2) The Lanier Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Logen Sector. (3) When the Burne Sector observes that the Logen Sector has accepted the handoff, the Burne Sector shall transfer communications and any pertinent control information to the Logen Sector. b. Inbounds to HSV, BNA, JWN, MBT, and MQY. Aircraft inbound to Huntsville (HSV), Nashville (BNA), John C. Tune (JWN), Murfreesboro (MBT), and Smyrna (MQY) that will enter the Hinch Mountain Sector, shall be handled as follows: (1) The Burne Sector shall clear the aircraft to FL240 and initiate a handoff to the Crossville Sector. (2) The Crossville Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Hinch Mountain Sector. (3) When the Burne Sector observes that the Hinch Mountain Sector has accepted the handoff, prior to the aircraft crossing the Burne/Crossville Sector boundary, the Burne Sector shall transfer communications and any pertinent control information to the Hinch Mountain Sector. c. Inbounds to CHA. Aircraft inbound to Chattanooga (CHA), operating on or north of a line from Pulaski (PSK) to Choo Choo (GQO), shall be handled as follows:

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(1) The Baden Sector shall clear the aircraft to FL350 and initiate a handoff to the Blue Ridge Sector. (2) The Blue Ridge Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Burne Sector. (3) When the Baden Sector observes that the Burne Sector has accepted the handoff, the Baden Sector shall transfer communications and any pertinent control information to the Burne Sector. d. Inbounds to AVL, GSP, GYH, GMU, or SPA. Aircraft in the high stratum that are inbound to any of the aforementioned airports and that will traverse Area 1 airspace shall be handled as follows: (1) Aircraft shall be descended by the Burne Sector to FL240, without pilot’s discretion, and handed off to the Pulaski Sector. (2) The Pulaski Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Bristol Sector. (3) After observation by the Burne Sector that the Bristol Sector has accepted the handoff, the Burne Sector shall transfer communications and pertinent control information to the Bristol Sector.

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Figure 13-4

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SECTION 5. BLUE RIDGE SECTOR 40 13-5-1. SECTOR NARRATIVE The Blue Ridge (BUU) Sector primarily handles air carrier jet aircraft at or above FL350. The normal traffic flows along three main routes: southwestbound from the eastern and northeastern states to airports in Texas and Louisiana, southbound from DTW, ORD, CVG and other northern hubs to Florida, and northbound from Florida and Atlanta to airports north of Atlanta. Significant secondary flows of air traffic include Charlotte departures to the west and northwest, Charlotte arrivals from the west and northwest, Atlanta arrivals from the north, and Nashville arrivals from the east. 13-5-2. ASSIGNMENT OF AIRSPACE The airspace is operated from Sector 40, which is generally open from 0830 to 2100 local. At other times, BUU is combined with either the underlying Burne Sector airspace at Sector 39, or the adjacent Allatoona Sector airspace at Sector 40. On the midnight shift, BUU is combined with all other Area 7 airspace at or above FL240 on Sector 37. 13-5-3. PROCEDURES Mandatory Altitude Requirements. a. From Clark Hill/Hampton. Approval is not required for aircraft at the wrong altitude for direction of flight. b. To Clark Hill/Hampton. Approval is not required for aircraft at the wrong altitude for direction of flight. c. To Lanier. ATL arrivals shall cross the Burne/Lanier Sector boundary at FL350. d. To Lanier. Atlanta satellite airport arrivals shall cross the Burne/Lanier Sector boundary at or below FL340; descending to the lowest practical altitude. Verbal approval is not required for aircraft descending to an altitude which is wrong for the direction of flight. 13-5-4. AUTOMATED INFORMATION TRANSFER Inbounds to CHA. Aircraft inbound to Chattanooga (CHA), operating on or north of a line from Pulaski (PSK) to Choo Choo (GQO), shall be handled as follows: (1) The Baden Sector shall clear the aircraft to FL350 and initiate a handoff to the Blue Ridge Sector.

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(2) The Blue Ridge Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Burne Sector. (3) When the Baden Sector observes that the Burne Sector has accepted the handoff, the Baden Sector shall transfer communications and any pertinent control information to the Burne Sector.

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Figure 13-5

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SECTION 6. HINCH MOUNTAIN SECTOR 41 13-6-1. SECTOR NARRATIVE The Hinch Mountain Sector handles a mix of air carrier, air taxi, military, and general aviation aircraft between the surface and FL230. The primary traffic flow is westbound jet and turboprop aircraft descending on the HCH and VXV transitions to the VOLLS STAR. Secondary traffic flows include eastbound jet and turboprop traffic departing Nashville and traffic to and from TYS and CHA. 13-6-2. ASSIGNMENT OF AIRSPACE a. Approach Control Airspace. Approach controls which partially underlie Hinch Mountain (CHA and TYS), are open continuously except for CHA Approach Control, which is closed from 2350 local to 0600 local. During periods when CHA Approach Control is closed, the approach control airspace is combined onto Rome Sector. TRI Approach is adjacent to the airspace and is worked by BRISTOL Sector when closed (0000 local to 0600 local).

b. Position of Operation. Hinch Mountain is operated from Sector 41, which is generally open from 0630 until 2145 local. During the midnight shift and other periods of reduced traffic, the Hinch Mountain Sector is combined on North Departure at Sector 38. 13-6-3. PROCEDURES Military Routes. (1) IFR Military Training Routes (IR's). Coordination procedures for IR-002: Prior to clearing an aircraft into IR-002, the Hinch Mountain Sector shall effect verbal coordination with ZID/London Sector, Knoxville (TYS) ATC Tower, the Commerce Sector and Tri-City (TRI) ATC Tower. As a minimum, this coordination shall include the exit fix estimate, requested altitude after exit and other information as may be deemed applicable. Hinch Mountain Sector shall advise when the aircraft is clear of Indianapolis Center. (2) Aerial Refueling Routes. ROUTE ARIP ANCHOR POINT EXIT

AR633A HCH073005 HCH073076 HCH073026 or HCH058079 AR633B HMV278072 HMV269120 HMV260117 or HMV262068 Note: Additional information on IR and Aerial Refueling routes are contained in DOD Flight Information Publication AP/1B.

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13-6-4. AUTOMATED INFORMATION TRANSFER. Arrivals to Huntsville (HSV), Nashville (BNA), John C. Tune (JWN), Murfreesboro (MBT), and Smyrna (MQY), that will enter the Hinch Mountain Sector, shall be handled as follows: (1) The Burne Sector shall clear the aircraft to FL240 and initiate a handoff to the Crossville Sector. (2) The Crossville Sector, traffic permitting, shall accept the handoff and immediately initiate a handoff to the Hinch Mountain Sector. (3) When the Burne Sector observes that the Hinch Mountain Sector has accepted the handoff, prior to the aircraft crossing the Burne/Crossville Sector boundary, the Burne Sector shall transfer communications and any pertinent control information to the Hinch Mountain Sector.

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Figure 13-6

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CHAPTER 14. TRAFFIC MANAGEMENT UNIT

SECTION 1. SUPERVISORY TRAFFIC MANAGEMENT COORDINATOR/TRAFFIC MANAGEMENT COORDINATOR-IN-CHARGE

(TMCIC) 14-1-1. HOURS OF OPERATION The STMC/TMCIC position is normally operational daily from 0500-0000 local. 14-1-2. COMBINING SECTORS When it is necessary to combine the STMC/TMCIC on another position, such as the midnight shift, it is normally combined on the STMCIC/WS position. Note: Monitor Alert (TMEC3) responsibilities, when necessary, may be designated as a stand-alone function and assigned to a specific position. The TMEC3 location is determined by the STMC/NAS COORDINATOR. TMEC3 responsibilities and functions are defined in FAAO 7210.3 and are normally distributed and shared by all positions. 14-1-3. COMMUNICATIONS There are no operating frequencies at the STMC/TMCIC position. The VSCS switching system contains lines most frequently used. The position has a desk and several phones, including a cordless phone. 14-1-4. POSITION DESCRIPTION AND RESPONSIBILITIES The STMC/TMCIC is responsible for the overall operation of the Traffic Management Unit. The STMC/TMCIC duties and responsibilities include, but are not limited to: (1) Tactical operations of the NAS- (a) Develop and implement operational plan – Direct/Solicit communication with ATCSCC, FLM’s, first-tier facilities, CWSU and system stakeholders/customers to determine impacting elements and action plan necessary to successfully maintain AT system integrity. Monitor major traffic flows and weather movement and address issues as they arise which affect/impact the AT system. Provide solutions to mitigate problems and safely move traffic through the AT system. (b) Determine runway configurations – Coordinate with ATCT’s/ Weather Coordinator/CWSU and determine impacting elements and probable configuration outcomes throughout the course of the shift.

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(c) Establish arrival/departure rates - Coordinate with ATCT’s/ Weather Coordinator/CWSU to determine impacting elements, current Airport Arrival Rate (AAR) and projected AAR’s for and throughout the course of the shift.

(d) Manage traffic management initiatives – Communicate with ATCSCC, FLM’s, first-tier facilities, CWSU and system stakeholders/customers to ensure compliance and understanding of necessary initiatives. Monitor Operational TMU/AT positions to verify implementation is complete and accurate. Continually monitor/adjust/cancel/implement initiatives as Weather/AT needs change.

(e) Collaborate with system customers – Communication with all involved entities is the key to successful air traffic management.

(2) Delegate authority to direct traffic flows- Landline Management – PABX, FLOW line and SEVERE WEATHER TELCON/Planning TELCON (PT) activity may be delegated as necessary to accomplish traffic flow management. It is understood that all traffic management unit positions are self directed and responsible for traffic flows within their scope of duty/responsibility. The STMC/TMCIC is the director of these resources/positions of operation and may assign/delegate/reassign duties as necessary to meet the daily air traffic flow operational needs. (3) Provide support functions and collateral administrative duties - The STMC/TMCIC is representative at daily operational briefings regarding TMU initiatives. The STMC/TMCIC monitors and maintains status of local equipment/NAS outages/unusual activities. (4) Develop and manage personnel - The STMC/TMCIC provides direction and support during flow operations. The STMC/TMCIC acts as focal point for operational and performance issues. (5) Allocate operational resources – The STMC/TMCIC ensures adequate staffing for TMU operational positions. The STMC/TMCIC provides support resources as necessary with first consideration to the traffic management operation. 14-1-5. STANDARD OPERATING PROCEDURES Preparation- The STMC/TMCIC must be proactive to ensure desired results without undue impact on the ATC system. Familiarize yourself with the data available in the ETMS system. Communicate frequently with A80, CLT, and the CWSU to confirm runway configuration, type approaches in use, AAR, weather problems, airport gridlock, or any other factors affecting the operation.

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Utilize Weather and Radar Processor (WARP) and Integrated Terminal Weather System (ITWS) data when formulating metering programs. Specifically, take into account current and forecast weather when formulating restrictions inter and intra-facility. Between the hours of 0515L and 2115L on every odd-hour, participate in a TELCON concerning NAS Operations. TELCON access number is 703-925-5388. TELCON code is 7690#. REMEMBER TO MUTE THE LINE UNTIL READY TO TALK. PLAYBOOK and CDR requests are made by/through the ATCSCC. Ensure adequate coordination with affected areas/facilities/customers is accomplished as necessary. If possible, include all entities on coordination phone call with ATCSCC. Inform ZTL WS of any unusual situations or situations which require additional action. Be especially aware of those situations which may require Domestic Events Network (DEN) notification. Ensure that a complete relief briefing is accomplished using the relief checklist (Appendix 5) provided on the position of operation before accepting responsibility for the STMC/TMCIC position.

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SECTION 2. NAS COORDINATOR (TMNC1), SPECIAL EVENTS COORDINATOR 1 (TMNC2), SPECIAL EVENTS COORDINATOR 2

(TMNC3) POSITION

14-2-1. HOURS OF OPERATION The NAS COORDINATOR POSTION is normally operational daily from 0700-2200 local. SPECIAL EVENTS COORDINATOR 1 and 2 are open as required by events generating additional system demand and attention. 14-2-2. COMBINING SECTORS When it is necessary to combine the NAS COORDINATOR POSITION (TMNC1) on another position, it is normally combined on the STMC/TMCIC position. Note: The SPECIAL EVENTS COORDINATOR (TMNC2/TMNC3), when necessary, becomes a stand-alone function. It is either OPEN/CLOSED and does not combine with other positions. Additionally Monitor Alert (TMEC3) responsibilities, when necessary, may be designated as a stand-alone function and assigned to a specific position. The TMEC3 location is determined by the STMC/NAS COORDINATOR. TMEC3 responsibilities and functions are defined in FAAO 7210.3 and are normally distributed and shared by all positions. 14-2-3. COMMUNICATIONS There are no operating frequencies at the NAS COORDINATOR POSITION (TMNC1). The VSCS switching system contains lines most frequently used in addition to the local landline. 14-2-4. POSITION DESCRIPTION AND RESPONSIBILITIES The NAS Coordinator directs the dynamic operation of the Traffic Management Unit (TMU) in concert with the STMC/TMCIC. The NAS Coordinator position should remain fluid and adaptable in order to meet the needs of the Air Traffic System as it changes throughout normal daily operations. The NAS Coordinator duties include but are not limited to: (1) Coordinate National System Strategy Team (NSST) Initiatives- The STMCIC/WS/affected Front Line Managers (FLM) are kept informed of all Air Traffic Management activities impacting their areas/facilities as they are occurring-The NAS COORDINATOR accepts input and direction from these individuals to maintain the integrity of the ATC system. The NAS COORDINATOR is responsible for log management. The National Traffic Management Log (NTML) and the Local ZTL Notes are used as means of coordinating NSST Initiatives to concerned parties. The NAS

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COORDINATOR will monitor/document/capture actions as necessary/required in the required logs.

(2) Multiple facility/customer hotline- TELCON/Planning TELCON (PT) activity, Landline Management-FLOW line and SEVERE WEATHER line will be used to facilitate coordination between stake-holders. The NAS COORDINATOR will monitor Air Traffic Control System Command Center (ATCSCC) landlines. The NAS COORDINATOR will ensure Flow lines and Severe Weather lines are answered in a timely manner and appropriate action taken.

(3) Manage system capacity- Ground Delay Program (GDP)/Ground Stop (GS)/Departure Restriction monitoring/implementation are all integral parts of NAS management and will be used as situations dictate. The NAS COORDINATOR assists with/monitors/implements a GDP as necessary. The NAS COORDINATOR provides input to the ATCSCC and works to determine the impact/validity/direction of a GDP. Traffic management initiatives are developed in accordance with FAAO 7210.3. GDPs are a traffic management process administered by the ATCSCC. The NAS COORDINATOR assists with/monitors/implements GS as necessary. The NAS COORDINATOR provides input to the ATCSCC and works to determine the impact/validity/direction of GS. Traffic management initiatives are developed in accordance with FAAO 7210.3. Ground Stops are a traffic management initiative coordinated through the ATCSCC. Airport Acceptance Rates (AAR) for CLT and ATL will be monitored to ensure they are consistent with weather reports. Changes in the AAR/runway changes/triple departure activation or deactivation will be pursued as necessary. The NAS COORDINATOR will monitor in-trail restrictions to maintain AT system integrity. Mile-in-trail restrictions may be the least restrictive method available to minimize delays. After analyzing all data, coordinate with the ATCSCC for mile-in-trail restrictions on first tier facilities/Air Traffic Control Towers (ATCT) as necessary. Ensure all restrictions are coordinated thru the NTML and the ZTL TMU Local Log. As required/necessary, monitor TELCON/PT to ensure consistency/validity of traffic management actions through the AT System. Notify the appropriate position/FLM/ATC facility of pending actions.

(4) Severe weather coordination- Implementation of required traffic management initiatives will be coordinated with/by ATCSCC in sufficient time for compliance by AT facilities/stake-holders. This includes appropriate documentation/coordination via NTML. Traffic management initiatives are issued to underlying facilities when necessary to mitigate volume/weather/complexity issues within the facility and with adjacent facilities. Advise the appropriate TMU position of associated/required actions.

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(5) Special Events/Operations- SPECIAL EVENTS COORDINATOR (TMNC2/TMNC3) is a function of the NAS COORDINATOR Position and is only open and separate when necessary to facilitate and manage additional arrival/departure air traffic generated by one-time/annual events-such as, but not limited to The Masters Golf Tournament, NASCAR, and NBAA. These events generate volume which requires special attention and designation of a stand-alone event specific position. As a stand alone position, the TMNC2/TMNC3 regulates the traffic flows through en route sectors and into/out of event airports. The TMNC2/TMNC3 assists sectors/facilities in ensuring spacing and maintaining operationally acceptable arrival/departure traffic levels. TMNC2/TMNC3 duties include, but are not limited to: (a) Reduce/Simplify sector/facility controller’s role in sequencing arrivals/departures into/out of the Special Event airport/airspace. (b) Assist sector/facility controller to achieve required in-trail spacing for the event airport through the use of APREQ/Controlled Release procedures, STMP/GAAP, and additional dynamic Traffic Management Initiatives. (c) Increase system capacity/efficiency. (d) Reduce departure delays. (e) Decrease system complexity. (f) Maintain system safety/integrity. It is the responsibility of the TMNC2/TMNC3 to monitor/accommodate/mitigate the following: (a) Sector/Facility Load/Complexity Issues. (b) Special Event generated Customer needs. (c) Airport Load/Gridlock/Parking Issues. 14-2-5. STANDARD OPERATING PROCEDURES Preparation. The NAS COORDINATOR TMC must be proactive to ensure desired results without undue impact on the ATC system. Familiarize yourself with the data available in the ETMS system. Communicate frequently with the STMC/TMCIC, A80 TMC, CLT TMC and the CWSU to confirm runway configuration, weather problems, airport gridlock, or any other factors affecting their operation. Utilize Weather and Radar Processor (WARP) and Integrated Terminal Weather System (ITWS) data when formulating reroutes/Coded Departure Routes (CDR’s). Specifically, take into account current and forecast weather when formulating routes inter and intra-facility.

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Be aware of PLAYBOOK/CDR advisories and conditions affecting ATL/CLT and other airports that may affect ZTL operations. Ensure adequate coordination with affected areas is accomplished as necessary. Inform ZTL WS/affected FLM of any unusual situations or situations which require additional action. Be especially aware of those situations which may require Domestic Events Network (DEN) notification. When coordinating CDR activity-utilize the CDR Coordination Checklist and additionally, record data as appropriate via the CDR Record. Utilize ETMS Reroute Monitor to the extent possible. When necessary, coordinate with ATCSCC to ensure routes are available through the Reroute Monitor. If unable to utilize Reroute Monitor, create Dynamic Lists, or pull lists as necessary. Maintain NTML and Local Notes information, Coordinate changes and direct activity to ensure throughput of information to all affected parties. Ensure data correctly passed and recorded. Before accepting responsibility for the position, the NAS COORDINATOR/SPECIAL EVENTS COORDINATOR ensures that a complete relief briefing is accomplished using the checklist (Appendix 5) provided at the position of operation.

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SECTION 3. ATLANTA ARRIVAL COORDINATOR POSITION 14-3-1. HOURS OF OPERATION The Atlanta Arrival Coordinator Position (TMAC1) is normally open on sector 54 from 0515 - 2230 local. 14-3-2. COMBINING POSITIONS When it is necessary to combine the TMAC1 on another position, the TMAC1 is combined on the Charlotte Arrival Coordinator Position (TMAC2). Note: Monitor Alert (TMEC3) responsibilities, when necessary, may be designated as a stand-alone function and assigned to a specific position. The TMEC3 location is determined by the STMC/NAS COORDINATOR. TMEC3 responsibilities and functions are defined in FAAO 7210.3 and are normally distributed and shared by all positions. 14-3-3. COMMUNICATIONS There are no operating frequencies at the TMAC1 position. There is VSCS capability for intra- and inter-facility communications. 14-3-4. POSITION DESCRIPTION AND RESPONSIBILITIES a. The Atlanta Arrival Coordinator Position (TMAC1) maximizes system capacity for Atlanta terminal arrivals through close coordination with the Air Traffic Control System Command Center (ATCSCC), Atlanta Center Supervisory Traffic Management Coordinator (ZTL STMC) and the Atlanta TRACON Traffic Management Coordinator (A80 TMC). TMAC1 is responsible for optimum arrival flow into the Atlanta terminal area resulting in maximum landing capacity. ETMS, TMA and ARMT equipment are associated with the position. b. It is the responsibility of the TMAC1, in cooperation/coordination with the STMC/A80 TMC/ Front Line Manager (FLM) to ensure/provide/accomplish the following: (1) Manage arrival capacity. Proactive communications with A80/STMC/FLMs/ ATCSCC is necessary to ensure airport demand meets capacity–to ensure an optimum arrival flow is provided into the Atlanta terminal area maximizing landing capacity. This may be accomplished through Miles-in-trail (MIT)/Fix Balancing/Ground Delay Program (GDP)/Ground Stop (GS)/Airborne holding, Time-Based Metering (TBM). (2) Coordinate alternative arrival routes. Fix balancing ATL Arrivals results in balancing traffic more evenly throughout the airspace. Fix balancing is accomplished

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by rerouting arrivals from one arrival fix to another, either prior to departure or while airborne. TMA Meter Fix (MFX) Change feature on airborne flights or the Schedule Departure feature on proposals may be used to determine the best MFX. This is effective in lessening ground delay for close-in traffic and in preventing sector saturation during busy periods. Care must be taken to assess the impact of rerouted aircraft on affected sectors. Use all available information in the decision making process. Coordinate reroutes through the affected FLM/CIC.

Note: Monitor alert initiatives are strategic and tactical initiatives used to reconcile sector demand with capacity. Monitor alert functions include evaluation of sector alerts, coordination with area FLM of affected sectors; consider implementation of TM initiatives to abate the alert status. Monitor alert responsibilities and functions are defined in FAAO 7210.3.

(3) Ensure throughput – balancing arrivals and departures. Utilize data available through the ETMS system, Monitor Alert information, Traffic Management Advisor (TMA), observation of the final monitor, weather data and any associated verbal communication to determine MIT/traffic flow/offloads/fix balancing initiatives necessary to maintain AT system integrity. Communicate frequently with the STMC/ Traffic Management Controller-in-Charge (TMCIC), A80 TMC, FLMs, and the Center Weather Service Unit (CWSU) to confirm runway configuration, type approaches in use, Airport Acceptance Rate (AAR), weather problems, airport gridlock, or any other factors affecting the arrival operation. Develop traffic management initiatives in accordance with FAAO 7210.3. Change the TMA runway configuration as necessary after communications with A80 TMC.

(4) Optimize runway configuration for traffic demand (balance runways). Accomplish Runway Changes by coordinating with the A80 TMC for specifics- i.e.; last aircraft airborne on the previous configuration/last departure on the previous configuration/speed assignment. Use this information to notify affected FLM/CIC when the OCI file will be read/ to determine holding end times. Advise affected TMU positions, affected FLM/CIC, Memphis Center (ZME) TMU of the runway change. Ensure the correct ATL/CLT runway change OCI file is read once all coordination is complete. This will change sector maps (airspace changes) and transmit a GI message to the appropriate sectors. Ensure User Request Evaluation Tool (URET) entries are made. Provide ATCSCC/STMC/A80 TMC input concerning Ground Delay Program (GDP)/Ground Stop (GS) implementation-wind/weather issues-emergency aircraft-and any additional information that will impact the position/areas/facilities.

(5) Ensure Traffic Management Initiatives, both internal and external, are appropriate, efficient, and implemented. Place appropriate facilities on Approval Request (APREQ) for ATL Arrivals-transmit data through National Traffic Management Log (NTML). Release these airports using TMA/visual reference to the TMA/ETMS data to determine the best release time and meter fix. When it is necessary, reroute/fix balance aircraft departing BHM, CHA, TYS, AVL, GSP, CLT, and GSO. Advise all concerned entities of any unusual arrival procedures-these include but are not limited to-

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emergency aircraft, weather phenomenon affecting arrival gates/departure gates, triple departure implementation, equipment abnormalities, runway/airspace abnormalities, military/VIP movement, etc. Develop and monitor associated MIT using all available equipment and information such as FSM/FEA/Monitor Alert/ etc. The TMAC1 TMC determines the in-trail interval/restrictions for each arrival fix/sector/facility for each arrival flow. Restrictions are appropriate when information indicates a necessity and/or demand exceeds airport capacity. Analysis of FEA/FSM data is necessary in the development of MIT restrictions. The STMC/TMCIC may be involved in the development of INTER/INTRA-FACILITY MIT restrictions. INTER/INTRA-FACILITY MIT will be coordinated through ATCSCC/NTML giving as much advance notice as possible. INTRAFACILITY MIT restrictions will be called directly to the FLM/CIC of the affected sectors, giving as much advance notice as possible.

(6) Fix balance for arrival sector capacity to maximize system capacity. The TMAC1 TMC determines the in-trail interval/restrictions/fix balancing needs for each sector/facility for each arrival flow. Restrictions/Fix balancing reroutes are appropriate when Monitor Alert information indicates a necessity and/or demand exceeds airport capacity. Communication is necessary in the development of MIT restrictions/fix balancing reroutes. The STMC/TMCIC may be involved in the development of INTER/INTRA-FACILITY MIT restrictions/fix balancing reroutes. INTER/INTRA-FACILITY MIT will be coordinated through ATCSCC/NTML/and the ZTL TMU Local Log giving as much advance notice as possible. INTRAFACILITY MIT restrictions/fix balancing reroutes will be called directly to the FLM/CIC of the affected sectors, giving as much advance notice as possible. Specify a time or aircraft after which the new interval or holding is effective. In the event it becomes necessary to hold arrivals, give the FLM/CIC a reason for the delay/holding and an estimated time of delay. IAW the ZTL/A80 Letter of Agreement (LOA), flights already inside the arrival sector’s holding fixes should normally be allowed to continue inbound. Log and transmit each in-trail restriction along with the time of issuance via the NTML.

(7) Advise ATCSCC of real-time delay information in accordance with FAAO 7210.3. 14-3-5. STANDARD OPERATING PROCEDURES a. Preparation. (1) Ensure a complete relief briefing is accomplished using the relief checklist (Appendix 8) provided at the position of operation. (2) Be familiar with the data available in the ETMS/ARMT system. Utilize Traffic Management Advisor (TMA) to schedule departures and determine MIT. (3) Utilize Weather and Radar Processor (WARP) and Integrated Terminal Weather System (ITWS) data when formulating metering programs/MIT

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restrictions/other TM Initiatives. Specifically, take into account current and forecast weather during all inter and intra-facility actions/initiatives. b. Traffic Management Initiatives. Traffic management initiatives are to be developed in accordance with FAAO 7210.3. The most commonly used initiatives are: (1) In-trail Restrictions. MIT restrictions may be the least restrictive method available to minimize delays. (2) Ground Delay Programs (GDP)/Ground Stops. A GDP is a traffic management process administered by the ATCSCC. The purpose of the program is to maintain operationally acceptable traffic levels and limit airborne holding. It is a flexible program and may be implemented in various forms depending upon the needs of the Air Traffic System. Ground delay programs provide for the equitable assignment of delays to all system users. The types of ground delay programs and the procedures for implementation are delineated in FAAO 7210.3. Ground Stop- A process whereby an immediate constraint can be placed on system demand and should only be used in severely reduced capacity situations. Ground stops are coordinated through the ATCSCC as early as possible in accordance with FAAO 7210.3. The FSM function of the ETMS may be used for this purpose.

c. Metering Program. The Traffic Management Advisor (TMA) system located in ZTL TMU co-functions with Graphical User Interface (GUI’s) located in the TRACON and the tower. Traffic Management Advisor (TMA) is currently used to determine necessity for mile-in-trail (MIT) restrictions on ZTL sectors. When demand exceeds capacity, based on the Airport Acceptance Rate (AAR), MIT should be issued to ZTL center sectors.

TMA is currently used to assess the impact of ATL arrival demand. TMA timelines provide real-time fix load data and probable delay information. TMA captures NAS filed and flight planned flights within a 90-minute period including tower en route aircraft. TMA calculates delay based on airport configuration, capacity, and forecasted winds and allows aircraft to absorb the calculated arrival delay during the en route phase of flight. TMA depends on arrival traffic proceeding via designated arrival routes and crossing the meter fix at the assigned interval.

d. APREQ Internal Departures. Multiple airports that are placed on APREQ via OCI files each morning. These airports APREQ jets/turboprops via the VSCS. TMC’s should use the TSD and/or TMA in determining the best release time and/or meter fix. When it is necessary to reroute aircraft departing BHM, CHA, TYS, AVL, GSP, CLT, and GSO, PF keys on the TMU KVDT are specifically adapted for each reroute. e. Fix Balance. Most ATL arrival pushes have at least one arrival fix with light demand, and/or one with extremely heavy and/or complex demand; Fix balancing may be used to mitigate these conditions. Fix balancing is accomplished by routing arrivals from one arrival fix to another, either prior to departure or in flight.

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You may use the TMA MFX Change feature on airborne flights or the Schedule a Departure feature on proposals to determine the best Meter Fix (MFX). Fix balancing effectively reduces ground delay for internal traffic and helps prevent sector saturation. Care must be taken to assess the impact of rerouted aircraft on affected sectors. Remember to coordinate reroutes through the affected areas. f. In-Trail Interval/Holding- TMAC1 is responsible for determining the necessary sector/facility in-trail interval for each flow/push. Mile-In-Trail (MIT) restrictions/Holding is appropriate when airport demand exceeds airport capacity. Use all available data/presentations in conjunction with the radar presentation to determine in-trail interval required for each flow. Delays may be necessary to prevent airport terminal saturation. MIT spacing requirements must be adjusted to meet demand. Call Mile-In-Trail (MIT) restrictions directly to the affected ZTL Front-Line Manager (FLM) giving as much advanced notice as possible. Specify the point where the MIT spacing becomes effective and offer expectations for the remainder of the push- ex: Is the spacing to remain constant, increase, or decrease? In accordance with the ZTL/A80 LOA, flights inside the arrival sector’s holding fixes should normally be allowed to continue inbound. Log each in-trail restriction via the NTML and the TMAC1 ATL Meter Notes and ATL Meter Fix Calculator. Place restrictions on adjacent approach control facilities as required and record via the automated logs. g. Runway Change Procedures. During a runway change, immediately coordinate the following:

1. Coordinate with the A80 TMC for specifics (A80 TMC will advise when the last aircraft has departed in previous configuration). Use this information to notify affected areas when the OCI file will be read.

2. Inform the STMC/TMCIC, COORDINATOR POSITION, ATCSCC, ZJX TMU, ZME TMU, and affected ZTL areas of the ATL runway change. 3. Ensure the correct ATL runway change OCI file is read into the HOST once all coordination is complete. The OCI file will change sector maps (airspace changes) and transmit a GI message to the appropriate sectors.

4. Change the runway configuration on the TMA and in URET. Update the Daily page/NTML. h. Collateral Duties. Verbally advise ATCSCC of real-time delay information in accordance with FAAO 7210.3. Make all required NTML entries.

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i. Maps. TMAC1 maps are changed by reading the same OCI files used for runway changes at CLT. Determine the CLT direction of landing at TMAC2 and then read the appropriate OCI file (ATLECLTN, ATLECLTS, ATLWCLTN or ATLWCLTS). Confirm with the ZTL Operations Manager (OM)/OMIC the ZTL areas operating in a mid-shift configuration. This will allow you to determine the OCI file to read. Between midnight and 7:00 am, read the OCI files for midnight operation (MIDAECN, MIDAWCN, MIDAECS or MIDAWCS).

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SECTION 4. CHARLOTTE ARRIVAL COORDINATOR (TMAC2) POSITION

14-4-1. HOURS OF OPERATION The Charlotte Arrival Coordinator Position (TMAC2) is normally open on Sector 56 from 0500 - 2200 local. 14-4-3. COMBINING POSITIONS When it is necessary to combine the TMAC2 on another position, the TMAC2 is normally combined with the ATLANTA ARRIVAL COORDINATOR POSITION (TMAC1). Note: Monitor Alert (TMEC3) responsibilities, when necessary, may be designated as a stand-alone function and assigned to a specific position. The TMEC3 location is determined by the STMC/NAS COORDINATOR. TMEC3 responsibilities and functions are defined in FAAO7210.3 and are normally distributed and shared by all positions. 14-4-3. COMMUNICATIONS There are no operating frequencies at the TMAC2 position. There is VSCS capability for intra- and inter-facility communications. 14-4-4. POSITION DESCRIPTION AND RESPONSIBILITIES a. The Charlotte Arrival Coordinator Position (TMAC2) maximizes system capacity for Charlotte terminal arrivals through close coordination with the Air Traffic Control System Command Center (ATCSCC), Atlanta Center Supervisory Traffic Management Coordinator (ZTL STMC) and the Charlotte Traffic Management Coordinator (CLT TMC). TMAC2 is responsible for optimum arrival flow into the Charlotte terminal area resulting in maximum landing capacity. ETMS and TMA equipment are maintained with the position. b. It is the responsibility of the TMAC2, in cooperation/coordination with the STMC/CLT TMC/Front Line Manager (FLM) to ensure/provide/accomplish the following: (1) Manage arrival capacity. Proactive communications with CLT/STMC/FLM(s)/ ATCSCC is necessary to ensure airport demand meets capacity–to ensure an optimum arrival flow is provided into the Charlotte terminal area maximizing landing capacity. This may be accomplished through Miles-in-trail (MIT)/Fix Balancing/Ground Delay Program (GDP)/Ground Stop (GS)/Airborne holding, Time-Based Metering (TBM).

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(2) Coordinate alternative arrival routes. Fix balancing CLT Arrivals-results in balancing traffic more evenly throughout the airspace. Fix balancing is accomplished by rerouting arrivals from one arrival fix to another, either prior to departure or while airborne. TMA Meter Fix (MFX) Change feature on airborne flights or the Schedule Departure feature on proposals may be used to determine the best MFX. This is effective in lessening ground delay for close-in traffic and in preventing sector saturation during busy periods. Care must be taken to assess the impact of rerouted aircraft on affected sectors. Use all available information in the decision making process. Coordinate reroutes through the affected FLM/CIC.


(3) Ensure throughput – balancing arrivals and departures. Utilize data available through the ETMS system, Monitor Alert information, Traffic Management Advisor (TMA), observation of the final monitor, weather data and any associated verbal communication to determine MIT/traffic flow/offloads/fix balancing initiatives necessary to maintain AT system integrity. Communicate frequently with the STMC/ Traffic Management Controller-in-Charge (TMCIC), CLT TMC, FLM(s), and the Center Weather Service Unit (CWSU) to confirm runway configuration, type approaches in use, Airport Acceptance Rate (AAR), weather problems, airport gridlock, or any other factors affecting the arrival operation. Develop traffic management initiatives in accordance with FAAO 7210.3. Change the TMA runway configuration as necessary after communications with CLT TMC.

(4) Optimize runway configuration for traffic demand (balance runways). Accomplish Runway Changes by coordinating with the CLT TMC for specifics- i.e.; last aircraft airborne on the previous configuration/last departure on the previous configuration/speed assignment. Use this information to notify affected FLM/CIC when the OCI file will be read/ to determine holding end times. Advise affected TMU positions, affected FLM/CIC, Jacksonville Center (ZJX) TMU, GSP, GSO, and FLO ATCT of the runway change. Ensure the correct ATL/CLT runway change OCI file is read once all coordination is complete. This will change sector maps (airspace changes) and transmit a GI message to the appropriate sectors. Ensure User Request Evaluation Tool (URET) entries are made. Provide ATCSCC/STMC/CLT TMC input concerning Ground Delay Program (GDP)/Ground Stop (GS) implementation-wind/weather issues-emergency aircraft-and any additional information that will impact the position/areas/facilities.

(5) Ensure Traffic Management Initiatives, both internal and external, are appropriate, efficient, and implemented. Place appropriate facilities on Approval Request (APREQ) for ATL Arrivals-transmit data through National Traffic Management Log (NTML). Release these airports using TMA/visual reference to the TMA/ETMS data

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to determine the best release time and meter fix. When it is necessary, reroute/fix balance aircraft departing BHM, AVL, GSP, CAE, and RDU. Advise all concerned entities of any unusual arrival procedures-these include but are not limited to- emergency aircraft, weather phenomenon affecting arrival gates/departure gates, equipment abnormalities, runway/airspace abnormalities, military/VIP movement, etc. Develop and monitor associated MIT using all available equipment and information such as FSM/FEA/Monitor Alert/ etc. The TMAC2 TMC determines the in-trail interval/restrictions for each arrival fix/sector/facility for each arrival flow. Restrictions are appropriate when information indicates a necessity and/or demand exceeds airport capacity. Analysis of FEA/FSM data is necessary in the development of MIT restrictions. The STMC/TMCIC may be involved in the development of INTER/INTRA-FACILITY MIT restrictions. INTER/INTRA-FACILITY MIT will be coordinated through ATCSCC/NTML giving as much advance notice as possible. INTRAFACILITY MIT restrictions will be called directly to the FLM/CIC of the affected sectors, giving as much advance notice as possible. (6) Fix balance for arrival sector capacity to maximize system capacity. The TMAC2 TMC determines the in-trail interval/restrictions for each sector/facility for each flow. Necessary restrictions may be determined through a variety of methods- i.e. ETMS data/FSM/FEA or a combination of methods/data. Restrictions are appropriate when Monitor Alert information indicates a necessity and/or demand exceeds airport capacity. Communication is necessary in the development of MIT/Fix Balancing Reroutes. The STMC/TMCIC may be involved in the development of INTER/INTRA-FACILITY MIT restrictions/fix balancing reroutes. INTER/INTRA-FACILITY MIT will be coordinated through ATCSCC/NTML/ and the ZTL TMU Local Log giving as much advance notice as possible. INTRAFACILITY MIT restrictions/fix balancing reroutes will be called directly to the FLM/CIC of the affected sectors, giving as much advance notice as possible. Specify a time or aircraft after which the new interval or holding is effective. In the event it becomes necessary to hold arrivals, give the FLM/CIC a reason for the delay/holding and an estimated time of delay. IAW the ZTL/CLT LOA, flights already inside the arrival sector’s holding fixes should normally be allowed to continue inbound. Log and transmit each in-trail restriction along with the time of issuance via the NTML. (7) Advise ATCSCC of real-time delay information in accordance with FAAO 7210.3. 14-4-5. STANDARD OPERATING PROCEDURES a. Preparation. (1) Ensure a complete relief briefing is accomplished using the relief checklist (Appendix 9) provided at the position of operation.

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(2) Familiarize yourself with the data available in the ETMS system. Utilize Traffic Management Advisor (TMA) to schedule departures and determine MIT. (3) Utilize Weather and Radar Processor (WARP) and Integrated Terminal Weather System (ITWS) data when formulating metering programs/Mile-in-trail restrictions/other TM Initiatives. Specifically, take into account current and forecast weather during all inter and intra-facility actions/initiatives. b. Traffic Management Initiatives. Traffic management initiatives are to be developed in accordance with FAAO 7210.3. The most commonly used initiatives are: (1) In-trail Restrictions. Miles-in-trail (MIT) restrictions may be the least restrictive method available to minimize delays. (2) Ground Delay Programs. A GDP is a traffic management process administered by the ATCSCC. The purpose of the program is to maintain operationally acceptable traffic levels and limit airborne holding. It is a flexible program and may be implemented in various forms depending upon the needs of the Air Traffic System. Ground delay programs provide for the equitable assignment of delays to all system users. The types of ground delay programs and the procedures for implementation are delineated in FAAO 7210.3. (3) Ground Stops. A process whereby an immediate constraint can be placed on system demand and should only be used in severely reduced capacity situations. Ground stops are coordinated through the ATCSCC as early as possible in accordance with FAAO 7210.3. The FSM function of the ETMS may be used for this purpose. c. In-Trail Restrictions. Arrivals and departures are typically clustered in compact time frames, which exceed airport capacity. To maintain the integrity of the AT system, miles-in-trail restrictions may be the least restrictive method available to minimize delays. d. Metering Program- The Traffic Management Advisor (TMA) system located in ZTL TMU co-functions with Graphical User Interface (GUI’s) located in the TRACON and the tower.

TMA timelines provide real-time fix load data and probable delay information. TMA captures NAS filed and flight planned flights within a 90-minute period including tower en route aircraft. TMA calculates delay based on airport configuration, capacity, and forecasted winds and allows aircraft to absorb the calculated arrival delay during the en route phase of flight. TMA depends on arrival traffic proceeding via designated arrival routes and crossing the meter fix at the assigned interval.

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e. APREQ Internal Departures. Multiple airports that are placed on APREQ via OCI files each morning. These airports APREQ jets/turboprops via the VSCS. TMC’s should use the TSD and/or TMA in determining the best release time and/or meter fix. f. Fix Balance. Most CLT arrival pushes have at least one arrival fix with light demand, and/or one with extremely heavy and/or complex demand; Fix balancing may be used to mitigate these conditions. Fix balancing is accomplished by routing arrivals from one arrival fix to another, either prior to departure or in flight. You may use the TMA MFX Change feature on airborne flights or the Schedule a Departure feature on proposals to determine the best Meter Fix (MFX). Fix balancing effectively reduces ground delay for internal traffic and helps prevent sector saturation. Care must be taken to assess the impact of rerouted aircraft on affected sectors. Remember to coordinate reroutes through the affected areas. g. In-Trail Interval/Holding- TMAC2 is responsible for determining the necessary sector/facility in-trail interval for each flow/push. Mile-In-Trail (MIT) restrictions/Holding is appropriate when airport demand exceeds airport capacity. Use all available data/presentations in conjunction with the radar presentation to determine in-trail interval required for each flow. Delays may be necessary to prevent airport terminal saturation. MIT spacing requirements must be adjusted to meet demand. Call Mile-In-Trail (MIT) restrictions directly to the affected ZTL Front-Line Manager (FLM) giving as much advanced notice as possible. Specify the point where the MIT spacing becomes effective and offer expectations for the remainder of the push Log each in-trail restriction via the NTML and the TMAC2 CLT Meter Notes and CLT Meter Fix Calculator. Place restrictions on adjacent approach control facilities as required and record via the automated notepads. h. Runway Change Procedures. During a runway change, immediately coordinate the following:

1. Coordinate with the CLT TMC for specifics. Use this information to notify affected areas when the OCI file will be read.

2. Inform the STMC/TMCIC, COORDINATOR POSITION, ATCSCC, ZJX TMU, and affected ZTL areas of the CLT runway change. 3. Ensure the correct CLT runway change OCI file is read into the HOST once all coordination is complete. The OCI file will change sector maps (airspace changes) and transmit a GI message to the appropriate sectors.

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4. Change the runway configuration on the TMA and in URET. Update the Daily Notes/NTML. . i. Collateral Duties. Verbally advise ATCSCC of real-time delay information in accordance with FAAO 7210.3. Make all required NTML entries. j. Maps. TMAC2 maps are changed by reading the same OCI files used for runway changes at ATL. Determine the ATL direction of landing at TMAC1 and then read the appropriate OCI file (ATLECLTN, ATLECLTS, ATLWCLTN or ATLWCLTS). Confirm with the ZTL Operations Manager (OM)/OMIC the ZTL areas operating in a mid-shift configuration. This will allow you to determine the OCI file to read. Between midnight and 7:00 am, read the OCI files for midnight operation (MIDAECN, MIDAWCN, MIDAECS or MIDAWCS). Note- If you need to only read a map for the CLT Position (such as equipment failure/replacement of a PVD) - MR 56 CLTAPCHN or MR 56 CLTAPCHS depending on landing direction.

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SECTION 5. DEPARTURE COORDINATOR I (TMDC1-Atlanta Departure

Coordinator) / DEPT. COORDINATOR II (TMDC2-Charlotte Departure Coordinator) POSITION

14-5-1. HOURS OF OPERATION The DEPARTURE I (TMDC1-ATL)/DEPARTURE II COORDINATOR (TMDC2-CLT) position is normally operational daily from 0800-2000 local. 14-5-2. COMBINING SECTORS When it is necessary to combine DEPARTURE I/DEPARTURE II COORDINATOR on another position, it is normally combined on the corresponding ARRIVAL COORDINATOR POSITION-either ATL ARRIVAL COORDINATOR (TMAC1) or CLT ARRIVAL COORDINATOR (TMAC2). When split, the DEPARTURE I/DEPARTURE II COORDINATOR may be combined on the appropriate ARRIVAL COORDINATOR i.e., TMDC2 will combine on TMAC2 and/or TMDC1 will combine on TMAC1. The DEPARTURE I/DEPARTURE II COORDINATOR positions are dynamic and may be combined with any open operational position as demand dictates. DEPARTURE I/DEPARTURE II COORDINATOR may be split as necessary to accommodate increased volume/workload issues. Note: Monitor Alert (TMEC3) responsibilities, when necessary, may be designated as a stand-alone function and assigned to a specific position. The TMEC3 location is determined by the STMC/NAS COORDINATOR. TMEC3 responsibilities and functions are defined in FAAO 7210.3 and are normally distributed and shared by all positions. 14-5-3. COMMUNICATIONS There are no operating frequencies at the DEPARTURE I/DEPARTURE II COORDINATOR position. The VSCS switching system contains lines most frequently used in addition to the local landlines. 14-5-4. POSITION DESCRIPTION AND RESPONSIBILITIES The DEPARTURE I/DEPARTURE II COORDINATOR Position is responsible for ensuring airport departure demand meets system capacity, coordination and implementation of Traffic Management Initiatives (TMI), National Airspace System (NAS) reroutes, Severe Weather Avoidance Plan (SWAP) routes, Playbook routes, and Coded Departure Routes (CDR). DEPARTURE I/DEPARTURE II COORDINATOR duties include but are not limited to: (1) Manage departure capacity from airport surface to departure fix- Proactive communication with affected ATCT/STMC/FLM/ATCSCC is necessary to ensure airport departure demand meets system capacity–to ensure an optimum departure flow is provided from the terminal area which maximizes departure capacity. This may

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be accomplished through, but is not limited to, Coded Departure Route (CDR) implementation, alternative route implementation, altitude capping/tunneling into the en route environment, exemption from overhead stream mile-in-trail(MIT) requirements/GS/GDP, or implementation of triple departure procedures (in the case of ATL ATCT). (2) Coordinate alternative departure routes. Coordinate dynamic traffic management initiatives as necessary. Implementation of weather driven or route constrained CDR’s balances departure demand with surface capacity resulting in ease of movement on the airport surface and along/through the constrained/impacted areas. This is effective in lessening ground delays for departure traffic and in preventing airport surface saturation during busy periods. Care must be taken to assess the impact of rerouted aircraft on affected sectors. Use all available information in the decision making process. Coordinate reroutes through ATCSCC and the affected ARTCC/FLM/CIC. (3) Ensure throughput – balancing arrivals and departures; TMA, Flight Schedule Monitor. Utilize data available through the ETMS system, Monitor Alert information, Traffic Management Advisor (TMA), weather data and any associated verbal communication to determine departure initiatives necessary to maintain AT system integrity. Communicate frequently with the STMC/ Traffic Management Controller-in-Charge (TMCIC), ATCT TMC, FLM, and the Center Weather Service Unit (CWSU) to confirm runway configuration, type approaches in use, Airport Acceptance Rate (AAR), Airport Departure Rate (ADR), weather problems, airport gridlock, or any other factors affecting the departure operation. Develop traffic management initiatives (TMI) in accordance with FAAO 7210.3. Change the TMA runway configuration as necessary after communications with ATCT TMC. (4) Optimize runway configuration for traffic demand (balance runways). Accomplish runway changes or change to triple departures (ATL) by coordinating with the CLT/ATL/A80 TMC for specifics- i.e.; last arrival on the previous configuration/last departure on the previous configuration/speed assignment, etc. Use this information to notify affected FLM/CIC when the OCI file will be read/to determine holding end times/when the AAR will change, etc. Advise, as necessary, affected TMU positions, FLM/CIC, and all additional affected entities of the runway change. Ensure the correct ATL/CLT runway change OCI file is read once all coordination is complete. This will change sector maps (airspace changes) and transmit a GI message to the appropriate sectors. Ensure User Request Evaluation Tool (URET) entries are made. Provide ATCSCC/STMC/CLT TMC/ATL TMC/A80 TMC input concerning runway change, AAR change, and/or implementation of triple departures, Ground Delay Program (GDP), Ground Stop (GS) implementation, wind/weather issues, emergency aircraft, and any additional information that will impact the position/areas/facilities. (5) Ensure Traffic Management Initiatives, both internal and external, are appropriate, efficient, and implemented. Address area/facility concerns regarding external Traffic Management Initiatives (TMI’s). Monitor internal and external TMI’s to ensure validity and effectiveness. Take appropriate action to adjust TMI’s as situations

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dictate. Place appropriate facilities on Approval Request (APREQ) for validated mile-in-trail requirements-transmit data through National Traffic Management Log (NTML). Release aircraft to the TMI affected airports using TMA/En route Departure Capability (EDC) /visual reference to the Live Data Feed/TMA/EDC/ETMS data to determine the best release time, meter fix, CDR, or available dynamic alternative for the given circumstance. Advise all concerned entities of any unusual procedures. These include but are not limited to emergency aircraft, weather phenomenon affecting departure gates, triple departure implementation, equipment abnormalities, runway/airspace abnormalities, military/VIP movement, etc. (6) Implement and monitor Coded Departure Routes (CDR’s), Severe Weather Avoidance Plan (SWAP), AFP/Playbook routes/CDR/dynamic weather routes. The DEPARTURE COORDINATOR assists in the communication process between TMU and affected entities concerning the dynamic operation of the NAS. The DEPARTURE COORDINATOR will relay information concerning AFP/Playbook routes and requirements/conditions affecting ATL/CLT operation, coordinate dynamic traffic management initiatives, assist with Traffic Management Advisor (TMA) operations, assist EN ROUTE COORDINATOR position as directed, and address concerns regarding Traffic Management Initiatives (TMI’s), restrictions/routings, weather/air traffic constrained areas, and monitor alert initiatives. Monitor alert initiatives are strategic and tactical initiatives used to reconcile sector demand with capacity. Monitor alert functions include evaluation of sector alerts, coordination with area FLM of affected sectors; consider implementation of TM initiatives to abate the alert status. Monitor alert responsibilities and functions are defined in FAAO 7210.3. The DEPARTURE COORDINATOR will monitor and ensure route/TMI validity. Document the use of CDR(s) on appropriate form(s).

14-5-5. STANDARD OPERATING PROCEDURES Preparation. The DEPARTURE COORDINATOR TMC must proactively ensure

desired results without undue impact on the National Airspace System (NAS). Familiarize yourself with the data available in the Enhanced Traffic Management

System (ETMS). Communicate frequently with the NAS COORDINATOR, STMC/TMCIC, A80 TMC, CLT TMC and the Center Weather Service Unit (CWSU) to confirm runway configuration, weather problems, airport gridlock, or any other factors affecting their operation.

Utilize Weather and Radar Processor (WARP) and Integrated Terminal Weather

System (ITWS) data when formulating reroutes/Coded Departure Routes (CDR’s). Specifically, take into account current and forecast weather when formulating routes inter and intra-facility.

Utilize the Coded Departure Route (CDR) Coordination Checklist and additionally,

record data as appropriate.

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Utilize ETMS Reroute Monitor to the extent possible. When necessary, coordinate with Air Traffic Control System Command Center (ATCSCC) to ensure routes are available via the Reroute Monitor. If unable to utilize Reroute Monitor, create Dynamic Lists, or pull arrival/departure lists as necessary.

Before accepting responsibility for the position, the DEPARTURE COORDINATOR

position ensures that a complete relief briefing is accomplished using the checklist (Appendix 10) electronically provided at the position of operation.

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SECTION 6. WEATHER COORDINATOR (WC)

14-6-1. HOURS OF OPERATION The WC position is staffed 24 hours a day. The Operations Manager-in-Charge (OMIC) assumes the duties of WC during the midnight shift. 14-6-2. COMBINING SECTORS When it is necessary to combine the WEATHER COORDINATOR (WC) on another position, it is normally combined on the Charlotte Arrival Position (TMAC2). Note: Monitor Alert (TMEC3) responsibilities, when necessary, may be designated as a stand-alone function and assigned to a specific position. The TMEC3 location is determined by the STMC/NAS COORDINATOR. TMEC3 responsibilities and functions are defined in FAAO 7210.3 and are normally distributed and shared by all positions. 14-6-3. COMMUNICATIONS There are no operating frequencies at the WC. There is VSCS capability for intra- and inter-facility communications. The position shares a desk with the Military/Security Coordinator (TMML), has a desk phone, and a cordless phone. 14-6-4. POSITION DESCRIPTION AND RESPONSIBILITIES a. The WC functions as the primary interface between the Center Weather Service Unit (CWSU) and ATC operational personnel as described in FAAO 7210.38. WC duties include, but are not limited to: (1) The WC ensures weather related products (PIREP, Center Weather Advisories, Convective SIGMET, MIS, etc.) are disseminated. WC is responsible for ensuring weather related tasks are accomplished. When CWSU is not staffed, WC ensures prepared weather briefings are conducted during the daily operational briefings.

b. It is the responsibility of the WC to monitor/ensure/accommodate the following: (1) Collection and distribution of PIREPs. (2) Answer forwarded phones of meteorologist. 14-6-5. STANDARD OPERATING PROCEDURES Before accepting responsibility for the WC, ensure that a complete relief briefing is accomplished using the WC Checklist (Appendix 6) provided at the position of operation.

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When CWSU is not staffed- (When on a break, the meteorologist will forward their phones to TMWC position.) a. Prepared weather briefings shall be conducted at the ZTL local operational briefings/Stand-Up. b. Information for the briefing/Data description/Data explanation may be obtained from the following sources- Website- http://aviationweather.gov/products/cwsu/ National Weather Service Forecast Office, Peachtree City, Georgia @770-486-1133 TAF-Terminal Aerodrome Forecast- http://adds.aviationweather.gov/tafs/ c. Disseminate CWA-Center Weather Advisory to ZTL sectors through HOST computer. CWA information is found on the WARP and may be accessed by scrolling over the defined area. Website- http://aviationweather.gov/products/cwsu/ ZTL Flight Data may access the CWA information from the AISR Location Weather Display. d. Disseminate urgent PIREP/UUA through HOST computer and ensure that such reports are relayed to the CWSU meteorologist for AIS distribution or called to AFSS nearest to the report. e. Notify the FDCS when the HOST NOTAM (D) distribution system is not operational. f. Perform other duties as directed by the STMC/TMCIC, as long as these duties do not interfere with primary function of TMWC.

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SECTION 7. MILITARY/SECURITY COORDINATOR 14-7-1. HOURS OF OPERATION The Military/Security Coordinator (TMML) position is normally staffed as needed during the day and evening shifts. It is collocated with and combined on the Weather Coordinator (WC) position. 14-7-2. COMBINING SECTORS Because the TMML position is opened as needed, it is normally combined with the WC position. 14-7-3. COMMUNICATIONS There are no operating frequencies at the TMML. The VSCS switching system contains lines most frequently used in addition to the local landline. 14-7-4. POSITION DESCRIPTION AND RESPONSIBILITIES The Military/Security Coordinator (TMML) functions as the primary interface between the military and the Traffic Management Unit (TMU)/Control Room personnel. The TMML duties include, but are not limited to: (1) Coordination of Special Use Airspace-primarily interacts with the areas and the military to facilitate opening/closing/operation of Special Use Airspace (SUA).

(2) ALTRV (altitude reservations), military training routes, tactical coordination of routes- The TMML will process/analyze/coordinate Altitude Reservations using data transmitted by Central Altitude Reservation Function (CARF).

(3) Mission Support- Utilize SAM’s/MADE equipment to log/track military activity. As necessary, coordinate/monitor/advise on Functional Check Flights (FCF’s), Airborne Warning and Control System (AWACS), E-2C Hawkeye Aircraft Test Orbits, Joint STARs (JSTARs) Test Orbits, Air Refueling Routes (AR’s), and other activity as required. (4) Coordinate with Military customers about tactical situations-such as recall of airspace/aircraft, spill-out, frequency use, etc. (5) Execution of TFR- The overall development of a TFR remains a Watch Desk/facility function. TMU ensures awareness/knowledge of the TFR by all affected areas/entities and is involved in the implementation of the TFR.

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(6) Monitor Domestic Events Network (DEN) as required- Not applicable at ZTL, this function is controlled/maintained/monitored by the ZTL Watch Desk/OMIC. The DEN line is located at the Watch Desk. (7) Air Défense Identification Zone violations – (border facilities) Not applicable in ZTL. (8) Special Operations, VIP movement. (9) Security Document Control. Not applicable in ZTL. 14-7-5. STANDARD OPERATING PROCEDURES Ensure that a complete relief briefing is accomplished using the WC checklist (Appendix 6) provided at the position of operation before accepting responsibility for the TMML.

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SECTION 8. EN ROUTE COORDINATOR I (TMEC1)/EN ROUTE COORDINATOR II (TMEC2)/ EN ROUTE COORDINATOR III POSITION

(TMEC3-Monitor Alert Function) 14-8-1. HOURS OF OPERATION The ENROUTE COORDINATOR I POSITION (TMEC1) is normally open daily from 0600-2300 local. EN ROUTE COORDINATOR II (TMEC2) is opened when deemed necessary by STMC/TMCIC/TMEC1 and is usually based on traffic needs. 14-8-2. COMBINING SECTORS When it is necessary to combine the EN ROUTE COORDINATOR I /EN ROUTE COORDINATOR II POSITION on another position, it is normally combined to the NAS COORDINATOR POSITION. EN ROUTE COORDINATOR may be split as necessary to accommodate increased volume/workload issues. During a split configuration, the EN ROUTE COORDINATOR I/EN ROUTE COORDINATOR II POSITION may be configured as necessary/appropriate to accommodate the numerous and varied traffic flows and/or traffic volume. The split configuration is determined by the assigned TMC. Note: Monitor Alert (TMEC3) responsibilities, when necessary, may be designated as a stand-alone function and assigned to a specific position. The TMEC3 location is determined by the STMC/NAS COORDINATOR. TMEC3 responsibilities and functions are defined in FAAO 7210.3 and are normally distributed and shared by all positions. 14-8-3. COMMUNICATIONS There are no operating frequencies at the EN ROUTE COORDINATOR POSITION. The VSCS switching system contains lines most frequently used. 14-8-4. POSITION DESCRIPTION AND RESPONSIBILITIES The EN ROUTE COORDINATOR POSITION is designed to regulate the en route traffic flows through the National Airspace System (NAS). TMEC1 creates a framework whereby Traffic Management will assist sectors in ensuring spacing and maintaining operationally acceptable traffic levels. TMEC1 may be split into two separate positions (TMEC1 and TMEC2) when the volume and complexity of required Traffic Management Initiatives (TMI’s) in the NAS system exceeds the capabilities of a single position. TMEC1 duties include, but are not limited to: (1) Manage flows of traffic traversing facility- Use Monitor Alert information/ETMS/current and forecast weather information/TSD/TMA etc., to maintain awareness of capacity and system demand, create equitable delay and mitigate/regulate sector/airspace/airport load issues.

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(2) Provide en route spacing for departing aircraft into overhead traffic flows- Mitigate/reduce the sector controller’s role in sequencing departures with over flight traffic. Mitigate the exit sector controller’s responsibility for achieving the entire mile-in-trail spacing. (3) Manage en route sector capacity- Use Monitor Alert information/ETMS/current and forecast weather information/TSD/TMA etc., to maintain awareness of capacity and system demand, create equitable delay and mitigate/regulate sector/airspace/airport load issues.


(4) Ensure Traffic Management Initiatives, both internal and external, are appropriate, efficient, and implemented- It is the responsibility of the TMEC1 to monitor/ensure/accommodate Severe Weather Avoidance Program (SWAP), Arrival Sequencing Program(ASP), MIT application, Severe Weather Playbook Routes, etc., as necessary to maintain balance and manage traffic flows through the NAS. Using shared FEA/FCA information, verify the necessity, efficiency and duration of traffic management initiatives (TMI). Coordinate and amend these initiatives through the ATCSCC as the traffic situation dictates. TMI’s are dynamic and constantly require vigilant monitoring to remain current and viable. 14-8-5. STANDARD OPERATING PROCEDURES a. Preparation. The En Route Coordinator (TMEC1/TMEC2) must be proactive to ensure desired results without undue impact on the NAS. Familiarize yourself with the data available at the position. En Route Coordinator regulates en route traffic flows. TMEC1/TMEC2 assists sectors in ensuring required spacing to flow constrained airports. TMEC1/TMEC2 releases aircraft into the overhead stream at intervals which will allow controllers to achieve the required spacing with minimal impact. The En Route Coordinator suggests the use of speed control, vectors, or offers pre-approved route alternatives to assist in reaching the

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required mile-in-trail (MIT) spacing at the center boundary. (The controller ultimately determines the course of action necessary to achieve the spacing.) The En Route Coordinator’s goals are to reduce the controller’s workload in spacing departures with over-flight traffic and relieve the exit-sector controller of sole responsibility for achieving required MIT spacing. The En Route Coordinator does this by enlisting the early assistance of entry/over-flight sectors/areas, providing route alternatives and providing severe weather avoidance options. When an adjacent facility requests MIT spacing between aircraft, that facility specifies an application category (such as- per stratum, per altitude, regardless of altitude (RALT), like types, etc.) If the restriction is RALT, the En Route Coordinator must monitor and direct the flow to ensure spacing requirements are met. Often, the high sector and ultra-high sector at the center boundary are in different areas of specialization and the En Route Coordinator must call the Area Front Line Manager (FLM), advise of the traffic and suggest solutions for achieving the required spacing.

b. Turning Airports/Data Display On and Off. When an en route restriction has been received or terminated for a particular airport, the following entries are required at the MDM (ORD example): NK ORD ON (OFF) (This will turn on (off) the aircraft with a destination of ORD) NK KORD ON (OFF) (This will turn on (off) the aircraft with a destination of KORD)

c. Placing Airports On APREQ. When a restriction is received for a particular airport, in many cases, it is necessary to place one or more air traffic facilities underlying ZTL on APREQ for the restriction airport. The following sequence of working events is suggested: 1. Verify the NTML transmitted restriction entry and/or ZTL Local Notes entry. 2. Monitor/Select the affected airport on the TSD. 3. Display the airport/aircraft data on the MDM- NK ORD ON/NK KORD ON 4. Send GI APREQ message. 5. Send GI Restriction message.

6. Send NTML APREQ to ATL and CLT

7. Import flight list utilizing the automated program and Web TSD-Load data into En Route Coordinator Release Page.

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d. Releasing Aircraft into the Stream. Consider the following before releasing aircraft into the overhead stream: 1. Call For Release – Observe/consult the PVD and the TSD for aircraft affecting

the release request. (The PVD only displays those aircraft which are being tracked by a sector in ZTL. Untracked aircraft south of the ZTL boundary which are a factor will be displayed on the TSD.)

2. Aircraft Type – Departure aircraft and En-route aircraft. (Consider climb rates-

speed across the ground-turn ratios-direction of departure-etc.)

3. Issue a Void Time- If no void time is issued, the aircraft can depart anytime after the release time.

e. Per Stratum Restrictions. En-route altitude changes will affect the application

of Per Stratum Restrictions- Aircraft starting out in separate stratums may end up in the same stratum due to an altitude change.

f. ESP Restriction Log. All NTML restrictions are placed in the Local TMU Notes. The local notes ascribes the restriction information with a # symbol-This # symbol indicates a new entry and action is required-A checklist of required actions is found in the En Route Coordinator notepad (accessed by double clicking on the body of the restriction). Once all required actions are complete-Remove the # symbol-(The entered restriction-without the # symbol- will continue to show on the En Route Coordinator Restriction Page.) Before accepting responsibility for the En Route Coordinator, ensure that a complete relief briefing is accomplished using the TMEC1/TMEC2 automated checklist provided at the position of operation.

g. Airport Resources Management Tool (ARMT). ARMT is a traffic management tool used in the daily operation. ARMT collects data from 3 sources-ARTS IIIA, Enhanced Flight Strip Printer (EFS) and Surface Movement Advisor (SMA). The data is processed and displayed in a real-time arrival/departure format. En Route Coordinator may visually refer to the ARMT ACTIVE TAXI display for an indication of aircraft movement/departure of a released aircraft/aircraft call signs/aircraft which will require release in the future, etc. ARMT does not give an accurate representation of the aircrafts’ position on the airport surface. It does give an indication of the aircrafts’ departure runway. ARMT does give an early indication of departure/airborne status. ARMT only displays the EFS scanned aircraft.

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h. En Route Spacing II (ESP II). En Route Coordinator II allows for the split of the En Route Coordinator Position to accommodate and manage excess volume resulting from multiple restrictions in the ATC system. TMEC2 follows the same Standard Operating Procedures as TMEC1.

i. Before accepting responsibility for the TMEC1/TMEC2/TMEC3 position, ensure a complete position relief briefing is accomplished using the checklist (Appendix 7) provided at the position.

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CHAPTER 15. FLIGHT DATA COMMUNICATION SECTION

15-1 GENERAL The Flight Data Communications Specialist (FDCS) position is a central monitor position for automated input/output routines of the AS computer which require action to ensure prompt, accurate dissemination of flight plan data as well as pertinent weather information. 15-2. INPUT/OUTPUT RESPONSE MESSAGES a. Input Sources. Air traffic control messages are input into the HOST computer via five acceptable sources. (1) Remote (KVDT); i.e., FSS, AFSS, BASEOPS, Air Carriers, and DUAT Vendors (2) Local (KVDT); in-house (3) Inter - center (NAS to NAS) (4) Remote flight data input/output (FDIO) (5) Local bulk file (disk) b. Computer Response To Flight Plan Messages. The computer will respond to each flight plan message with an acceptance, rejection, or error message. There is, however, one exception: The bulk store will not generate an accept message when a bulk flight plan is transferred from disk to core storage. The computer will, however, generate a reject message if an error occurs. c. Response Routing. A computer response to a flight plan message is normally routed to the originating source. The SUA KVDT is always the primary routing for bulk store flight plan errors, field 00 errors, weather format errors, unsuccessful transmission errors, and unprocessable-no-postable-fix errors. d. Alternate Routing . If the computer is unable to route a response to the originator, a backup is designated to receive it. The SUA KVDT is the backup device for remote KVDT’s, FDIO facilities, and some center messages. e. Request to Remove Strip or Amend Flight Plan. (1) Request a flight plan readout.

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(2) If the flight is active, inform the requesting source that they need to contact the appropriate sector to remove or amend the flight plan. (3) Any AM to a flight plan that is requested by the aircraft owner/operator/air traffic control facility/FSS shall be made anytime before forty (40) minutes prior to “P” time; flight data communication specialists may change all elements except route of flight and altitude. Request for removal of air carriers flight plans within 35 minutes of the proposed time and any time past the proposed time must be coordinated with TMU. f. Referred Error. The flight plan was successfully transmitted to the computer, but the message contained an error. An error response may or may not have been transmitted to the remote facility, dependent upon station adaptation. An adapted station receives error messages and non-adapted stations receive automatic “rogers”. If the station is an non-adapted station, the computer will route a “referred error-time out” to the SUA KVDT. (1) Request a flight plan readout. (2) If the sending facility has not corrected the error, notify them via a service message of the error, time permitting, and have them correct and resend or advise them the flight plan is not for ZTL. Cancel the error message with (CR CXX). (3) An amendment to the route or altitude of a flight plan may be requested by the aircraft owner/operator, air traffic control facility or FSS and shall be made 40 minutes prior to proposed departure time. Proposed departure time amendments may be made at any time. g. Referred Reject. After a “Referred Error” occurs, the FDCS has ten (10) minutes to correct or cancel the error or a “Referred Reject” will be sent to the SUA KVDT. The specialist then has to notify the sender to resend the flight plan or type the flight plan into the computer or resend through the AISR System. h. Reject - 00 (Address Field). If the computer cannot determine the source of an unacceptable input, the input is rejected and routed to the SUA KVDT. (1) The FDCS shall advise the sending facility of the error, time permitting, and have them correct and resend or advise them the flight plan is not for ZTL. (2) If the flight plan is time critical (within 30 minutes or less) and belongs to ZTL, the FDCS shall reenter the flight plan message to ensure acceptance by the computer. i. Duplicate Message Reject (Active and Proposed).

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(1) Reject. This type of error response is generated when an active flight is in the computer and an adjacent facility tries to pass another flight plan (active) with the same AID. No action required by FDCS. (2) Processed. This message is output when two or more proposed flight plans (FP’s) with the same call-sign and departure point are entered into the computer and fields 07 or 10 are different. (a) If the proposed departure strips have not been printed and the proposed departure times and en route times show that both FP’s can be flown, no action is required. (b) If the proposed departure strips have not been printed and the proposed departure times and en route times show that both FP’s cannot be flown, cancel the FP entered first (usually the bottom FP) and add an overcast symbol with FRC in field 11 of the remaining FP. (3) If the proposed departure strips have been printed, coordinate the removal of one of the FP’s with the appropriate facility/sector. j. Referred Accept - Long Remarks. This message is output when the flight plan is more than 400 characters in length. (1) Request a flight plan readout. (2) If the flight plan was accepted by the computer, the strip will be truncated. (3) A flight plan with a route of flight that exceeds 400 characters is too long to forward NAS to NAS and must be reduced in size before the departure strip can be printed. (4) The FDCS shall enter the FP and insert TTY (Teletype) in the remarks section. FDCS shall retain all FP information. (2) From Remote Source/FDEP. The reject occurs because the computer does not recognize the departure point in field 06. The FDCS shall notify the originator that the flight plan has rejected their FDEP as unprocessable-no-postable-fix. k. Referred Reject - Amendment Pending. This message is received when the sector or tower is making an amendment. (1) Request a flight plan readout.

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(2) Wait until the amending source, sector, or tower completes the amendment. If you still need to make the amendment, you may do so in approximately 5 minutes. If the 40 minute time limit is applicable, coordinate AM’s with sector/facility. l. Unsuccessful Transmission Message. The HOST is programmed to route all FP’s to the adapted sector. Should the transfer of a FP be inhibited either by program or hardware, the program will route an Unsuccessful Transmission Message (UTM) to the SUP-A KVDT. m. Reject - Duplicate Action. This message will output when more than one request message (RQ) is entered into the WMSC circuit within a 60-second interval. Wait one minute, and make the request again. n. Weather Observations - Rejected/Altimeter Rejected. The “Accept WX-Reject Altimeter” message will output if the weather report is missing/wrong time; sequence format error; incorrect or missing altimeter; or altimeter changed +/- .04. (1) The specialist shall obtain the correct weather/altimeter and enter into the HOST computer, making certain the altimeter is accepted. (2) Other Responses. (a) Accept WX AS 999 AMG First (No Action). (b) Accept WX AS 999 LOZ Last (No Action). (c) Accept WX Reject AS ATL (Verify WX/AS and re-enter). o. Altimeter Setting. (1) Verify all altimeters at beginning of day shift. (2) Verify altimeters hourly during inclement weather. p. Upper Winds Forecast. The current wind forecast is obtained by the FDCS for input into the HOST computer at 0200 UTC, 0800 UTC, 1400 UTC and 2000 UTC. q. Bulk Flight Listing. (1) A listing of all flight plans currently in the bulk file is kept at the FDCS position. Any reference to a flight plan can be verified using this listing. Any rejects to a bulk listing will be routed to the SUP-A KVDT for correction and re-entry into the HOST computer. The rejects are then given to the bulk specialist so corrections may be made to the off-line tape.

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(2) Any request for permanent changes must be received by hard copy (faxed or mailed). (3) After permanent changes have been made on-line, annotate the current bulk listing so the flight plan information remains accurate. (4) When requested by an authorized source, the FDCS shall make changes to the bulk files by using the following procedures: (a) BR - Bulk readout using 4 digit computer ID (b) BF - To add new flight plan to bulk/HOST computer (c) BM - Permanent on-line amendment (d) BX - Permanent on-line cancellation (e) TM - Temporary on-line amendment (f) TX - Temporary on-line cancellation r. Flight Plan Data Printout (FPDP). A computer-generated entry will be routed to the high-speed printer (HSP) when one of the following occurs: (1) A flight plan, active or proposed, is entered from any input source. (2) A departure message (DM) is input which activates a proposed flight plan in the computer storage. (3) An amendment message (AM) is input to flight plans in computer storage. (4) An active or proposed flight plan in the computer storage is canceled by the entry of a remove strip request. 15-3. AIS “A” DATA The FDC Section has one AIS computer and printer, which is used primarily for weather related data. The following message types are commonly received on this computer with the following distribution procedures: a. CONVECTIVE SIGMET - Deliver to WC when the computer is down or when requested by TMU. b. AIRMETS (Airmen’s Meteorological Information). If located within 150 NM of Atlanta Center boundary, input into computer. If computer is down, give to the WC for

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distribution to the control room. If no input is required, file in Service A box located in flight data unit. c. D NOTAMs – D NOTAMs are normally disseminated within Atlanta Center via ERIDS. Procedures for NOTAM dissemination and ERIDS outages are contained in paragraph 2-7-4. Individual areas retrieve NOTAMs. If areas are unable to retrieve NOTAMs manually make nine copies and deliver to the Watch Desk for distribution at 0530 and 1430 local. d. FDC NOTAMs – FDC NOTAMs are normally disseminated within Atlanta Center via ERIDS. Log FDC NOTAMs affecting underlying facilities on line in NOTAM tracker, take a copy to the affected areas or fax a copy to outlying areas. Verify receipt by calling and obtaining initials. Procedures for NOTAM dissemination and ERIDS outages are contained in paragraph 2-7-4. e. FORECAST - Place in TMU’s traffic box. f. BULLETIN - Place in TMU’s traffic box. g. ADVANCE WEATHER WARNING (AWW) - Hand deliver to the WC. (If located within 150NM of ZTL airspace.) h. WEATHER WARNING (WW) - Deliver to WC. (If located within the 150NM mile boundary.) i. CIRNOTS (circuit notice) - Post in FDC Section for briefing purposes. 15-4. AIS ”B” MESSAGES The FDC Section has one AIS computer and printer, which is used primarily for Service “B” messages which are directly related to air traffic control. The following is a list of the most common messages received and a brief description of the distribution procedures: a. ICAO FLIGHT PLANS - Retain a copy of departures, overflights, and inbounds when computer is down. Retain copy of Atlanta Center departures when computer is operational. b. DOMESTIC FLIGHT PLANS - Retain when computer is down. When computer becomes operational, input flight plans. c. ATCSCC MESSAGES - Disseminate as follows: (1) Estimated Departure Control Times (EDCT’s) - TMU traffic box. (2) Forecast Advisories - TMU traffic box.

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d. GENOTS SVC B - Make five copies. Hand deliver one copy to Watch Desk, TMU, 530, SMIC and log and file one copy in the Flight Data folder. If the subject of the GENOT is security, an extra copy shall be given to the SMIC for AF-1. Fax copies to ATL and CLT. e. RENOTS (regional office notice) - Copy to ATM, STMCIC/WS, NOM (if applicable), and FDCS files original. f. ALNOTS - Log on SO Form 1770-1, “roger” message, and hand deliver to STMCIC/WS. g. INREQ (information request) - Log on SO Form 1770-1, “roger” message, and hand deliver to STMCIC/WS. h. ALERT NOTICE - FDCS files i. PAJA (parachute jumping activities) - Log on SO Form 1770-1, “roger” message and hand deliver to STMCIC/WS. j. ALTRV’s - Place in TMU’s traffic box. k. MOA’s - Place in TMU’s traffic box. l. FLIGHT MOVEMENT MESSAGES - Place in TMU’s traffic box. m. VFR MILITARY TRAINING ROUTES (VR) - Place in TMU’s traffic box. n. IFR MILITARY TRAINING ROUTES (IR)- Place in TMU’s traffic box o. HIBAL’s (high altitude balloon) - Place in STMCIC/WS traffic box. p. AIR REFUELING ROUTES (AR’s) - Place in TMU traffic box. q. U.S. CUSTOMS ALERT NOTICE - Hand deliver to WC. r. SPECIAL INTEREST FLIGHTS - Give original to STMCIC/WS and a copy to TMU. s. A/C ACCIDENTS/INCIDENT REPORTS - Log on SO Form 1770-1, “roger” message, and hand deliver to STMCIC/WS. t. SPILL-IN/SPILL-OUT - Log on SO Form 1770-1, “roger” message, and hand deliver to WS.

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u. PILOT DEVIATION REPORT - Log on SO Form 1770-1, “roger” and hand deliver to STMCIC/WS. 15-5. COMPUTER PLANNED SHUTDOWN/REMAINS OPERATIONAL Planned Shutdown is a normal shutdown of computer flight data processing. The duties and procedures are specific and well-defined so as to accomplish a smooth transition from computer to manual flight data processing. Coordinate with the STMCIC/WS or NOM to determine if the computer will remain operational. a. The FDCS shall send all affected facilities a message indicating the operational status of the HOST computer via the AIS. This will alert these facilities to hold flight plans during the shutdown. b. After 0000 local, remove the printouts/messages from the following: (1) SUP-A-KPR (2) ICAO departures/overflights, Service A and B messages and SO Form 1770-1. c. Date and mark each printout and file in the day traffic cabinet. d. Manually “roger” flight plans received during computer shutdown. Deliver time critical flight plans to the flight data box located at the STMCIC/WS’s desk. e. “Start” is the normal start-up and subsequent take-over of flight data processing by the operational computer program. It is a precoordinated event. The STMCIC/WS will advise via GI that start-up is complete. The FDCS shall: (1) Send all affected facilities notice of start-up via the AIS. This alerts these facilities that computer flight data processing has resumed and to proceed with traffic. (2) Monitor the SUP-A KVDT for error messages, weather rejects and any output that requires action for acceptance into the HOST computer. (3) Input upper winds. (4) Input/record rejected bulk flight plans. (5) Input AIRMET’s if applicable. (6) Type in flight plans that were not accepted by the HOST computer. (7) Resume normal operations. 15-6. FUNCTIONAL LAPSE OF OPERATIONAL PROGRAM (FLOP)

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a. General. FLOP is the unscheduled termination of the computer program. This places computerized flight data processing in an emergency situation. The NOM will advise the FDCS of the down/recovery times. b. The flight data specialist shall be responsible for recovery of all internationally proposed flight plans, and domestic flight plans received during the time of the FLOP. Major airlines may be called to have flight plans resent. Check bulk flight plans that were proposed during the outage and reenter if necessary. c. Advise users of down times and ask them to reenter flight plans not rogered. d. Verify that upper winds are input into the computer and request a weather reload if necessary. 15-7. AUTODIN TRAFFIC (CRYPTO) The FDC Section is responsible for sending and receiving traffic via the send/receive Message Distribution Terminal (MDT) CRYPTO equipment. The traffic is received in code and ranges from unclassified to secret. a. The FDCS shall record all traffic received/sent via the AUTODIN on AF Form 1022, COMMCEN Message Register (Appendix 27). b. Secret traffic shall be recorded on DOT Form 1600.82, Classified Materials Record, and other forms as required. Notify appropriate personnel that a message has been received. c. The FDCS shall take every precaution to maintain security in this area at all times. d. Each time the security container is opened, the FDCS shall make a physical inventory of its contents and record on appropriate forms. e. The FDCS on each midnight shift shall conduct a security inspection of the CRYPTO area to ensure all security precautions have been taken. Complete and initial the security check list, SF Form 701. f. If a security violation occurs, the FDCS shall make an immediate report to the COMSEC Manager, Alternate, or STMCIC/WS.

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CHAPTER 16. AUTOMATION OPERATIONS AND PROCEDURES

SECTION 1. POSITION AND RESPONSIBILITIES 16-1-1. AIRSPACE AND PROCEDURES OFFICE MANAGER (ZTL-530). Acts on behalf of the facility manager on all matters concerning automation within Atlanta ARTCC. Provides the Automation Manager all necessary information required to incorporate all local airspace requirements into the NAS program in a timely manner. 16-1-2. TRAINING PROGRAM SUPPORT MANAGER (ZTL-520). Provides training for control room personnel in the use of the automation equipment. a. Supplemental training. b. Refresher training. c. Remedial training. 16-1-3. PLANS AND PROGRAMS SUPPORT MANAGER (ZTL-510). Processes VSCS map change requests. Coordinates with ZTL-530 to accomplish the automation portion of sectorization changes. 16-1-4. OPERATIONAL OVERSITE SUPPORT MANAGER (ZTL-505). Provides quality assurance briefings to the facility manager and staff. 16-1-5. WATCH SUPERVISOR (WS). Several additional duties are incumbent upon this position during operation of the automated system. These duties in no way alter the primary duty of supervising all phases of control room operation and the authority to delegate supervisory functions as required. a. Decides when the automated system performance is satisfactory for ATC utilization. b. Provides the TMC with desired changes to adjustable parameters. c. Coordinates with NOM relating to Start Up, STOP, FLOP, etc. d. Serves as the focal point for the coordination of activities requiring the use of automated equipment by ATC personnel. e. Maintains liaison with the NOM on duty. f. Forwards non-critical HCS program problems to the responsible party for resolution.

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g. Forwards time critical HCS program problems to the responsible party using the "Contingency Response List" located at the WS desk. 16-1-6. FRONTLINE MANAGER-IN-CHARGE/CONTROLLER-IN-CHARGE (FLMIC/CIC). a. Ensures the correct sectorization is maintained within his/her area of jurisdiction. b. Notifies the WS of the automated/non-automated status of all sectors within area of responsibility. c. Follows procedures established in Chapter 2 for reporting problems encountered with automation equipment including frequencies. 16-1-7. TRACKER CONTROLLER. a. Knows the established time parameters which involve strip printing and inter-facility transmission. b. Be familiar with the operational status of URET and ARTS equipped facilities associated with each control sector. c. Knows the operational capabilities, limitations, and setup procedures of the DSR console. d. Be capable of transmitting all valid message types from the "R" position during the automated operation. e. Advises appropriate sectors/facilities and FLMIC/CIC when changing to/from NAS/HOST or DARC mode of operation. 16-1-8. "R" CONTROLLER. a. Knows the established time parameters which involve strip printing and inter-facility transmission. b. Be familiar with the operational status of URET and ARTS equipped facilities associated with each control sector. c. Knows the operational capabilities, limitations, and setup procedures of the DSR console.

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d. Be capable of transmitting all valid message types from the "R" position during automated operation. e. In the absence of a tracker, advise appropriate sectors/facilities and FLMIC/CIC when changing to/from NAS/HOST or DARC mode of operation. 16-1-9. "D" CONTROLLER. a. Be capable of transmitting all valid messages via CED during automated operation. b. Knows how to use and manipulate the information displayed on the URET monitor. c. Knows the established time parameters which involve strip printing time and inter-facility transmission. d. Monitor the operation of the FSP. Knows all normal procedures for loading strips and ensures ready light is lit. e. Knows the location of the alternate FSP for the sector, and notify the FLMIC/CIC when either FSP is not operating. 16-1-10. "A" CONTROLLER. a. Be capable of transmitting all valid messages via CED. b. Knows the established time parameters which involve strip printing time. c. Provide assistance to the "D" controller as directed. d. Monitor the operation of the FSP. Knows all normal procedures for loading strips and ensures ready light is lit. 16-1-11. TRAFFIC MANAGEMENT COORDINATOR (TMC). The TMC represents the WS in matters concerning automation with overall responsibility for the operation. The TMC shall: a. After coordination with the WS, modify parameter PFDI, as necessary, to preserve flight plan proposal strips. b. Knows how to use and manipulate the information displayed on the URET monitor.

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c. Maintain and change the activity status of preferential routes as required by traffic flow, runway configuration, etc. d. Ensure the interface is operative between the HCS and the ATCSCC computer. e. Monitor output devices and notify SOC when corrective action is necessary. f. Coordinate with, and respond to, requests of other automated facilities interfaced with the HCS. g. Perform start/shutdown of the HCS as directed by the WS. h. Maintain liaison with the NOM on duty. i. Originate or prescribe the entry of all messages that affect the program utilization for input/output devices which are available to the system (i.e., FSP, CED, KVT/KPR). j. Maintain all required logs. 16-1-12. FLIGHT DATA COMMUNICATIONS SPECIALIST (FDCS). a. Monitor the Primary "A" and Supervisory "A" KVT's and take proper action to response messages to assure that data is not lost. b. Know the capabilities and limits of the KVT and KPR. c. Evaluate errors from AOCC sources and conduct follow-up action with AOCC specialists. d. Be capable of entering all messages via the KVT. e. Be knowledgeable of the Center Stored Flight Plans Program (BULK) and make changes as directed. f. Make personal work contacts via interphone to center, terminal, and station specialists, as well as military and airline flight data personnel, concerning flight plan entry and recovery. g. Make timely entries to update wind, weather, and altimeter messages after an error is detected on the SUAKVT. h. Collect, evaluate, and distribute flight plan data during periods following computer failure, utilizing flight plan control data from the AOCC dump printer.

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i. Put all AOCC flight plan inputs into the traffic box at the WS desk for pick up by area controllers. 16-1-13. NAS OPERATION MANAGER (NOM). The NOM is the authorized representative of the System Operations Center (SOC) concerning systems/sub-systems located at the ARTCC facility.

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SECTION 2. OPERATING PROCEDURES

16-2-1. COMPUTER MESSAGE INPUTS. Personnel entering messages into the operational HOST or DARC computer systems are responsible for the validity of the data entered. Personnel shall ensure that the message type is correct for the data being entered and that the data is entered in the proper format. Personnel utilizing the operational HOST or DARC computer systems need to be keenly aware of the importance of preserving and maintaining the integrity of the tracking and flight plan data bases used by these computers. Safety related functions (i.e., conflict alert, E-MSAW, Mode C Intruder, Operational Error Detection Program, etc.) are totally dependent on tracking and flight plan data for prediction purposes. Erroneous data may result in the derogation or total elimination of safety related functions. Personnel who are unsure of proper message types, formats, or the results of messages entered should seek assistance prior to making computer entries. NOTE: EBUS will continue to be called DARC in the DSR System. a. The flight plan data base shall always reflect the current status of the aircraft unless otherwise specified by facility directive. b. Report suspected computer problems or incorrect computer message entries (which cannot be resolved by the entering position) to the FLMIC/CIC or WS on midnight shift. 16-2-2. RADAR CONSOLE SETUP CHECK. The controller shall set up the DSR console in accordance with the standard listed below at the beginning of each tour of duty or when transitioning to a HCS mode of operation. Because of the flexibility of the HCS program, the controller has the option to adjust certain controls to meet current and changing situations (Appendix 22). LOW ALTITUDE HIGH ALTITUDE a. DISPLAY FILTER KEY PANEL SECTORS SECTORS NX ddd ON ON NX LVL ON ON WX-1 Optional Optional WX-2 Optional Optional WX-3 ON only when nexrad is unavailable Strobe lines Optional Optional MAP 1 (Sec/Center) ON ON MAP 2 Optional Optional Sector Boundaries (Overlying High or Low) Optional Optional

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Special Areas Optional Optional NOTE: Mandatory "ON" position when Special Area or Approach Control in your sector is active. Inbound/List Optional Optional Departure List Optional Optional Hold Lists Optional Optional Full Data Block ON ON All Limited Data Block Optional Optional Select Limited Data Block ON ON Emergency Airports Optional Optional All Primary ON Optional Non-Mode "C" ON Optional Select Beacon ON ON CTAS List Required when metering b. FIELD SELECT PANEL Aircraft Identification ON ON Assigned Altitude ON ON Reported Altitude ON ON CID Optional Optional Beacon Code/Ground Speed ON ON Leader Line ON ON Position Symbol ON ON Range As Desired As Desired History Optional Optional Vector Length Optional Optional Leader Length Optional Optional c. ALTITUDE LIMITS MESSAGE. Altitude limits, displayed in the MDM CRD, shall include as a minimum the altitude stratum of the sector plus, 1200 feet above the highest and below the lowest altitude or flight level of the sector. The Mode “C” intruder logic was specifically designed as a safety feature to alert the controller that an unexpected aircraft has entered his sector’s airspace. d. ALTIMETER STATIONS. Display altimeter stations required for your sector. e. AUTOMATIC HANDOFF. Enter any sector/facility to which you desire to inhibit automatic handoffs.

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f. VOICE SWITCHING AND CONTROL SYSTEM (VSCS). When initially opening or closing a sector, ensure that the appropriate frequencies are turned on and the “call forward” has been disabled. g. ENTERING AND/OR EDITING USER PREFERENCE SETS FOR DISPLAY SYSTEM REPLACEMENT (DSR). Any new preference sets that need to be entered or any changes to existing preference sets need to be entered at the Watch Supervisor's DSR Console (#178). (1) ENABLE security on that console only. Ask the NOM to enable security for console 178. (2) Log into DSR system at console 178. Type LI DSR 0 and you will be prompted for a password, enter ZZZZZZ. (3) You are now logged into DSR. You can add, delete, or make changes to the preference sets using the following guide: (a) NOTE:__ is where you enter the operating initials. The generic password is RADAR. (b) ADD A NEW USER: UP A __ R enter, then enter the user's password. (c) DELETE AN EXISTING USER: UP D __ enter. (d) CHANGE AN EXISTING PASSWORD: UP P __ enter, then enter the new password. (e) INVOKE AN EXISTING PREFERENCE SET: UI __ enter. You do not have to be logged into the DSR system to use this function. It is available at any DSR console. (f) USER SAVE: US __ enter, then enter the user's password. This saves the current settings on the DSR console for that user. You do not have to be logged into the DSR system to use this. It is available at any DSR console. (4) After you have finished, log out of the DSR system by typing LO DSR 0 and enter. (5) Then have the NOM DISABLE the security on that console. 16-2-3. URET.

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The following responsibilities and procedures are to be utilized with URET. a. General (1) The URET aircraft list (ACL) shall be the primary source of flight plan information, and the primary display at the sector. When URET is unusable, the sector team shall maintain flight progress strips in accordance with Federal Aviation Administration Order (FAAO) 7110.65, Air Traffic Control, and ZTL AT 7230.1, Facility Operations. (2) All ATC Preferred Routes, HOST Embedded Route Text (HERT) routes, shall be evaluated and applied when appropriate. HOST unidentified route elements (XXX) and URET unidentified route elements (???) shall be evaluated and corrected as necessary. (3) Alphanumeric characters in the point-out column which are displayed in yellow indicate a data block has been forced to the designated sector. The indicator shall not be changed until coordination is complete. Changing these characters to white shall indicate that the point-out has been approved by the designated sector. (4) Flight data management: (a) Highlight and grouping for special attention shall be used at the discretion of the controller unless otherwise designated in an Area’s Standard Operating Procedures. The use of highlighting or grouping shall be coordinated with all sector team members. (b) The primary use of the checkbox is to identify aircraft that are on frequency. The checkbox may be used for other purposes only if the procedures are identified in the Area SOPs or after coordination with all members of the sector team. (c) The Headings and speed columns shall be used in accordance with FAAO 7110.65. (d) Although the IAFDOF Automatic Mode is preferred, the IAFDOF Manual Mode may be utilized at any sector, unless otherwise designated in an Area’s Standard Operating Procedures. The use of the IAFDOF Manual Mode shall be coordinated with all sector team members. (e) The Drop Track Delete function may be utilized at any sector, unless otherwise designated in an Area’s Standard Operating Procedures. The use of the Drop Track Delete function shall be coordinated with all sector team members.

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(f) At sectors where automated coordination with an external facility is not available, the URET Coordination Menu or Flight Progress Strips shall be used to annotate the status of manual coordination. (5) Unused strip bays should be stored in the black file cabinets located behind TMU and in the spill-out area. (6) Problems/inconsistencies identified with URET should be recorded on Form ZTL 7210-49, ZTL URET DR (Discrepancy Report) and forwarded to ZTL-530 (Appendix 44). (7) For flights in hold, use URET Hold Annotations, a Flight Progress Strip, or a facility approved worksheet to annotate holding instructions, in accordance with facility directives. (a) Advise adjacent sectors and facilities as soon as possible when holding is being conducted. (b) Holding information shall be recorded when URET is operational, adhere to all applicable holding reporting directives. Holding information maybe automatically recorded via use of the URET Hold Annotations Menu. When using URET to automatically record holding delay information, the URET hold annotations will be forwarded to TMU when the adjacent facility accepts the handoff from the last center sector. (c) When URET is not operational, forward holding delays to the last center sector holding an aircraft. The last center sector shall enter on the holding fix delay form, the aircraft call sign and the times (four digits) that all aircraft enter and depart a holding pattern. The completed form shall be forwarded to the TMU. In addition, sector controllers shall advise the OSIC/CIC, who shall advise TMU, when arrival delays reach 15 minutes and at the end of each 15 minute increment thereafter. Aircraft delayed less than 15 minutes should also be listed on the form. b. URET Outages (1) Planned URET outages shall be managed in accordance with FAAO 7210.3, Chapter 6. (2) Unplanned URET outages shall be handled in accordance with Form ZTL 7210-52, URET OUTAGE CHECKLIST (Appendix 42). The Operations Manager In-Charge (OMIC) shall have the primary responsibility for determining the need for and ensuring the conversion to the back-up system. c. HOST Outages

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In the event of a HOST outage, the controllers will be utilizing the “frozen” data on their URET displays to enter flight plans into a reconstituted HOST. Therefore, it is extremely important that the URET interface not be reestablished until all existing flight plans in the system have been re-entered. The following procedures shall be utilized following a HOST outage. (a) Controller personnel shall revert to a manual operation. (Handwritten strips must be prepared in the event URET data is lost). (b) The OMIC shall advise Technical Operations NOT to reestablish URET to HOST interface until advised by Air Traffic to do so. (c) The OMIC shall instruct all Frontline Managers/Controller In-Charge personnel to advise the Watch desk when all flight plans have been re-entered into the HOST. (d) The OMIC will then instruct Technical Operations to reestablish the URET and HOST interface. d. Airspace and Procedures Office Responsibilities (1) Maintain the Restrictions Inventory and Evaluation. (2) Conduct periodic evaluations of restrictions listed in the facility Restrictions Inventory. (3) Maintain a record of Airport Stream Filters (ASFs), Sector Posting Filters, and ATC Preferred Routes (APRs). e. Airspace Configuration Elements (1) Adapted Altitude and Speed Restrictions. The Traffic Management Unit (TMU) shall have the primary responsibility to update the status of the operations (i.e. altitude and speed restrictions) for Atlanta and Charlotte airports and special events (e.g. Masters, Talladega Race, etc). Unless otherwise designated in an Area’s Standard Operating Procedures, controllers may change the status of sector specific Adapted Altitude and Speed Restrictions after coordination with all sector team members and the FLMIC. (2) Special Activity Airspace (SAA). TMU shall have the primary responsibility to update the status of Restricted Areas and advise the affected areas. The controlling sector shall have the primary responsibility to update the status of Military Operation Areas, Air Traffic Control Alert Areas, and air refueling tracks on a real-time basis. (See Appendix 43, URET

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Responsibility for Activation/Deactivation of Special Activity Airspace (SAA), for a listing of the primary and secondary sectors). (3) Airport Stream Filters (ASF). Airport Stream Filters may be utilized at any sector at which they are adapted, unless otherwise designed in an Area’s Standard Operating Procedures. The use of the Airport Stream Filters shall be coordinated with all sector team members. 16-2-4. LOGIC CHECK OVERRIDE (/OK). Use /OK to override sector eligibility only when one of the following conditions is met: a. Prior coordination is effected. b. The flight is within the control jurisdiction of the sector. NOTE: Be aware that by entering the wrong FLID or CID in conjunction with the use of /OK, erroneous updates may be sent, the FDB may show incorrect information, or the flight plan may be removed from the data base. 16-2-5. FLAT/FREE TRACK STATUS. When a tracked aircraft is vectored off-course or deviates, for any reason, the track may enter free track status. Automatic time updates, automatic handoffs, and the provision to detect an aircraft having crossed the sector boundary without a handoff are inhibited when an aircraft is in free track status. Additionally, strip generation to proper sectors may be affected by a track in free track status. Therefore, controllers should update the route of flight in the HOST computer to ensure flat track mode of operation. Unless an operational advantage is gained and coordination is accomplished, the HOST computer data base shall be correct before handoff or control transfer of an aircraft to an adjacent sector/facility. 16-2-6. AIRCRAFT ALERT PROGRAM. a. The Watch Supervisor shall: (1) Receive all Air Traffic Supervisory, Special Interest, and U.S. Customs Interest alert messages. Flight plans of subject aircraft input into the NAS HOST will generate computer warning messages accompanied with aural tones. These messages and tones are programmed for output at the WS KVDT. The WS may suppress the tone by pressing the Dup/PA1 key. (2) Investigate alert messages and report findings to the appropriate authorities. For U.S. Customs Alert Aircraft contact the Domestic Air Interdiction Coordination Center (DAICC). For all other suspect or stolen aircraft, contact the El Paso Intelligence Center (EPIC).

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(3) Notify the TMU Staff Office whenever an identifier/designator is to be revised, added, or deleted in the Air Traffic Supervisory List (ATSL). b. FDCS shall hand deliver all teletype U.S. Customs Alert Notices to the TMU for inclusion into the alert lists. c. The MOS shall: (1) Ensure all requested flight AID’s, 3-letter company designators, and U.S. Customs interest aircraft are input into their proper alert program list (Customs Alert Patch Program, Appendix 22). (2) Be responsible for the addition and deletion of AID’s and 3-letter company designators in the alert lists as directed. The MOS shall keep the U.S. Customs interest list current through the use of an Alert Notice file. d. The Systems Operations Office (AJR16) shall: (1) Maintain a computer backup file of alert list information for data retention. This file will reload alert data into the alert program should a computer failure require a “cold start”. (2) Use “OCI1 Customs Alert Log” (Appendix 23) to update the computer backup file. All log items shall be dated and initialed as they are revised into the backup files. 16-2-7. ERIDS. The following responsibilities and procedures are to be used with ERIDS: a. ERIDS is the primary source of the following information at the sector: (1) Sector Binder Information, (2) NOTAMs, (3) National Directives, (4) Civil and DOD Flight Information Publications, (5) Local Directives and other Air Traffic information, as identified by ZTL-530. b. The primary backup for ERIDS information is on the administrative LAN. A hyperlink index of all information normally available through ERIDS is available in the file M:\ERIDS\Documents and Data Sources.htm. FLMs are encouraged to place a shortcut to this index file on their Windows Desktop for rapid access.

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c. Procedures for outages of the ERIDS NOTAM Distribution System are contained in para. 2-7-4c and d. d. Unscheduled outages of ERIDS shall be reported to the SOC through the FLMIC, STMCIC or WS as appropriate. e. Problems and inconsistencies with ERIDS information or presentation should be recorded on Form ZTL 7210-44, Operational Problem Report (Appendix 33) and forwarded to ZTL-530. f. Suggestions for program improvements or changes to the local adaptation of ERIDS should be made to ZTL-530. g. Airspace and Procedures Office (ZTL-530) Responsibilities: (1) Ensure that national and local documents available in ERIDS are current. (2) Develop and maintain NOTAM subscriptions for each ERIDS position. (3) Develop and maintain backups for ERIDS information.

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SECTION 3. EQUIPMENT MALFUNCTION PROCEDURES

16-3-1. NOTIFICATION PROCEDURES FOR REPORTING OUTAGES. The following personnel shall be notified of any malfunctions or outages of the radar console in the order listed below: a. FLMIC/CIC.

b. WS. c. SOC.

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SECTION 4. SYSTEM TRANSITION MODES

16-4-1. NORMAL SYSTEM TRANSITIONS. START UP. The objective of Start Up is to provide for the transition to a HCS automated mode. a. DARC TO NAS/HOST. (1) WS CHECKLIST - DARC TO NAS/HOST (a) Consult with the NOM to determine recertification time. (b) Advise FLMIC/CIC's of availability of NAS/HOST. (c) Advise the TMC to notify adjacent ARTCC’s, ATCSCC, and approach control facilities of ZTL operational status. (d) Instruct the NOM to enable the bi-directional interface after the following conditions are met: 1. Ensure all sectors are operating in NAS/HOST mode. 2. Advise FLMIC/CIC's of time the bi-directional interface will be enabled. (e) Make appropriate entry in WS log, including duration of outage. (2) FLMIC/CIC CHECKLIST - DARC TO NAS/HOST. (a) Obtain notice of NAS/HOST recertification from WS. (b) Ensure proper sectorization. (c) Advise the WS when all sectors have transitioned to NAS/HOST. (3) TMC CHECKLIST - DARC TO NAS/HOST. (a) Coordinate any special Start Up instruction with all facilities and personnel concerned.

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(b) Coordinate actual Start Up time with the following: 1. WS, 2. NOM, and 3. FDCS. (c) After Start Up, ensure that radar processing is enabled. (d) Verify that the correct NAS program version is operational. (e) Ensure upper winds and weather are loaded into HCS. (f) Ensure correct configuration for Atlanta and Charlotte Approach Controls. (g) Verify correct sector configuration. (h) Send GI message using PF key 22 (from the NAS KVT). (Message is: "Flight Data Processing Now Available. You May Now Enter Flight Plans.") (i) When notified RDP is certified, send out GI message with PF key 23. This message will have a space that must be filled in with the appropriate operating mode. "Radar Data Processing Now Available. ____/HOST MODE ...WS." (Fill in DARC or NAS.) (j) When advised by the WS, notify all adjacent ARTCC’s, ATCSCC, and approach control facilities of ZTL operational status. (k) Consult with FLMIC/CIC to implement any necessary restrictions. (4) "R" CONTROLLER CHECKLIST - DARC TO NAS/HOST. (a) Set up radar console as described under OPERATING PROCEDURES, Section 2, paragraph 16-2-2. (b) When NAS/HOST is displayed, input nondiscrete codes currently in use at your sector to facilitate target identification. (c) Verify altitude limits. Input limits if necessary. (d) Verify filter key selection correct for NAS/HOST. (e) Assign new discrete codes as necessary and reidentify aircraft.

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1. Ensure separation, 2. Initiate control instructions, and 3. Scan radar display. Flight date information (URET/strips). (f) Update flight plan information as required (i.e., assigned altitude). (g) Verify proper altimeter stations are selected. (h) Advise FLMIC/CIC when you have transitioned to NAS/HOST. (5) "D" CONTROLLER CHECKLIST - DARC TO NAS/HOST. (a) Ensure that active flights under your control jurisdiction that were manually processed are entered into the computer as soon as possible after receiving the message "Flight Plan Processing Now Available. You May Enter Flight Plans ... WS." 1. Ensure separation, 2. Initiate control instructions, and 3. Scan URET/flight progress strips. Correlate with radar data. (b) Ensure that proposal flight plans from the sector are entered into the computer. (c) When in manual mode be alert for duplicate strips and retain those having a CID. (d) Re-enter FP's which were input prior to shutdown with a proposed time after Start Up. (6) FDCS CHECKLIST DARC TO NAS/HOST. (a) Input flight plans received during manual operation. (b) Verify that inputs and proper responses are being processed on the AOCC circuit. (c) Ensure current weather, upper winds, and altimeters are reentered into the NAS/HOST system.

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(d) Advise all appropriate FSS's of ZTL operational status. b. DARC TO DARC/HOST. In the Display System Replacement (DSR) there are two types of DARC/HOST. One is when the Local Communication Network (LCN) is up and one when the LCN is down. The LCN is the primary source of information between the radar position and the HOST. When operating in DARC/HOST the Backup Communication Network (BCN) is the primary source of data to the radar position. The data position still gets its information from the LCN. Therefore when in DARC/HOST and the LCN is up and operational you will still have interface between the D/A- position and the Host. If the LCN is taken down for maintenance, there will NOT be an interface between the D/A-position and the HOST. It will be the same as DARC ONLY (paragraph 16-4-2). When transitioning from DARC to DARC/HOST with the LCN up, there will be a period of time when the HCS will be operational but the DARC bi-directional interface (Level B) will not be enabled. During this time the system will be operating as DARC with FDP. When the bi-directional interface is enabled, the system will blink before returning with DARC/HOST. This blink occurs as a result of flight plan data being transferred from the HCS to DARC. The blink should last approximately 20 seconds. (1) WS CHECKLIST - DARC TO DARC/HOST. (a) Consult with the NOM to determine the duration of the outage and if the LCN is up or down. (b) Coordinate time of blink with NOM, FLMIC/CIC's, and TMU. (c) Instruct the NOM to enable the bi-directional interface after the following conditions are met: 1. Ensure all areas are ready for the system blink and, 2. Advise FLMIC/CIC's of time the bi-directional interface will be enabled. (d) Advise Flight Data to notify adjacent ARTCC’s, ATCSCC, and approach control facilities of ZTL operational status. (e) Make appropriate entry in WS log, including duration of outage. (2) FLMIC/CIC CHECKLIST - DARC TO DARC/HOST (LCN UP).

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(a) Obtain information from WS of projected duration of outage. (b) Advise WS when all sectors are ready for system blink. (c) Obtain time of blink from WS and advise sectors. (d) When the HCS is certified, instruct controllers to enter all flight plans. (System operates as DARC/FDP at this point.) (e) Consult with the TMC for any necessary restrictions. (3) TMC CHECKLIST - DARC TO DARC/HOST (LCN UP). (a) When advised by the WS, notify all adjacent ARTCC’s, ATCSCC, and approach control facilities of ZTL operational status. (b) Coordinate any special Start Up instruction with all facilities and personnel concerned. (c) Coordinate actual Start Up time with the following: 1. WS, 2. SOC, and 3. FDCS. (d) Ensure upper winds and weather are loaded into HCS. (e) Ensure correct configuration for Atlanta and Charlotte Approach Controls. (f) Send GI message using PF key 22. (Message is: "Flight Data Processing Now Available. You May Now Enter Flight Plans.") (g) When notified RDP is certified, send out GI message with PF key 23. This message will have a space that must be filled in with the appropriate operating mode. "Radar Data Processing Now Available. ____/HOST MODE ... WS." (Fill in DARC or NAS.) (4) "R" CONTROLLER CHECKLIST - DARC TO DARC/HOST (LCN UP).

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(a) Set up radar console as described under OPERATING PROCEDURES, Section 2, paragraph 16-2-2. NOTE: Altimeter List selected for low altitude sectors only. (b) Add required codes to code list. (c) Adjust map location and range. (d) Advise WS when your sector is ready for system blink. (e) Obtain time of system blink from WS. (f) After the blink, do the following: 1. Reidentify all aircraft and 2. Reinitiate all target tracks. (g) Check for potential conflictions. 1. Ensure separation, 2. Initiate control instructions, and 3. Scan radar display. Correlate with URET/flight progress strip information. (h) Assign new discrete codes as necessary and reidentify aircraft. (i) Update flight plan information as required (i.e., assigned altitude). (j) Verify proper altimeter stations are selected. (5) "D" CONTROLLER CHECKLIST - DARC TO DARC/HOST (LCN UP). (a) Ensure that all active and proposed flight plans under your control jurisdiction are entered into the computer as soon as possible after receiving the message: "Flight Plan Processing Now Available. You May Enter Flight Plans .... WS." (You must ignore the previous "ZCT Operational" message.) (b) Check for Potential Conflictions.

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1. Ensure separation, 2. Initiate control instructions, and 3. Scan URET/flight progress strips. Correlate with radar data. (c) Advise WS and "R" Controller when all flight plans are entered. (6) FDCS CHECKLIST - DARC TO DARC/HOST (LCN UP). (a) Input flight plans received during manual operation. (b) Verify that inputs and proper responses are being processed on the AOCC circuit. (c) Ensure current weather, upper winds, and altimeters are reentered into the NAS/HOST system. (d) Advise all appropriate FSS's of ZTL operational status. 16-4-2. PLANNED SHUT DOWN - NAS/HOST TO DARC. NAS/HOST TO DARC OR DARC/HOST WITH THE LCN DOWN (1) WS CHECKLIST - NAS/HOST TO DARC. (a) Coordinate shutdown with NOM, FLMIC/CIC's, and TMC. (b) Advise NOM to commence shutdown after all sectors have switched to DARC. (c) Ensure adjacent facilities are notified of ZTL operational status. (2) FLMIC/CIC CHECKLIST - NAS/HOST TO DARC. (a) Obtain shutdown time from WS. (b) Advise sectors to transition to DARC prior to shutdown time. (c) Notify WS when all sectors have transitioned to DARC. (d) Consult with the TMC for any necessary restrictions.

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(e) Ensure all flight plans for your area, placed in the box at the WS desk by FDCS's, are retrieved at regular intervals and distributed to the proper sectors. (3) TMC CHECKLIST - NAS/HOST TO DARC. (a) Thirty minutes prior to shutdown time, coordinate with the WS for approval to proceed. (b) Thirty minutes prior to STOP time, coordinate with the adjacent ARTCC’s and internal ARTS facilities on an IS time. (c) Input planned shutdown time to one hour later than when next Start Up is planned. (d) When advised by the WS, notify all adjacent ARTCC’s, ATCSCC, and approach control facilities of ZTL operational status. (e) Consult with WS to implement any necessary restrictions. (4) "R" CONTROLLER CHECKLIST - NAS/HOST TO DARC. (a) Transition to DARC prior to shutdown time. (b) Check for potential conflictions. 1. Ensure separation, 2. Initiate control instructions, and 3. Scan radar display. Correlate with URET/flight progress strip information. (c) Advise WS after switching to DARC. (5) "D" CONTROLLER CHECKLIST - NAS/HOST TO DARC. (a) Check for potential conflictions. 1. Ensure separation, 2. Initiate control instructions, and 3. Request Flight Progress Strips on all active aircraft and proposed departure aircraft twenty minutes prior to planned shutdown time.

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4. Scan URET/flight progress strips. Correlate with radar data. (b) During planned shutdown, be alert for duplicate strips and retain those having a "XXX" CID. (c) Ensure that all flights under your control jurisdiction that were not processed by the computer are manually coordinated. (6) FDCS CHECKLIST - NAS/HOST TO DARC. (a) All NAS output (SUAKPR and AOCC) will be retained from Start Up to shut down each day, or midnight local time if no scheduled shutdown. 1. Write the label (date and printer name) on the bottom right corner of the top page of the printer output. The top page may be the front or back of the first page. 2. Do not divide any printer output unless there is an operational need to do so. If any output is removed, be sure that it is properly labeled and then returned as soon as possible. 3. After all output has been collected, it shall be placed with the day's traffic count strips. (b) Acknowledge manually to the station of origin for proposals not stored which would normally have received a "roger" from the computer. (c) Manually deliver all flight plans as received from AOCC with a proposed time equal to, or less than, computer start up time, plus 30 minutes, to the WS. (d) Advise all appropriate FSS's via Service "B" of ZTL operational status. 16-4-3. SYSTEM FAILURE TRANSITIONS. a. NAS/HOST STARTOVER/RECOVERY. A HCS system startover will be accomplished following a temporary cessation of data processing (RDP or FDP), or after a system recovery following HCS element errors. The purpose of the following procedures is to prevent data from being lost when transitioning between the HCS and DARC computer systems. When a startover occurs, the DARC bi-directional interface is severed. (1) WS CHECKLIST - NAS/HOST STARTOVER/RECOVERY.

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(a) Consult with the NOM to determine recertification time. (b) Instruct the NOM to enable the bi-directional interface after the following conditions are met: 1. Ensure all sectors are operating in NAS/HOST mode. 2. Advise FLMIC/CIC's of time the bi-directional interface will be enabled. (c) Make appropriate entry in WS log, including duration of outage. (2) FLMIC/CIC CHECKLIST - NAS/HOST STARTOVER/RECOVERY. (a) Advise sectors to cease all computer entries and to be prepared to transition to DARC. (b) Ensure all sectors are operating in NAS/HOST mode and advise WS. (3) TMC CHECKLIST - NAS/HOST STARTOVER/RECOVERY. (a) Ensure that the WS is notified as soon as possible after the first sign of problems (aborts, I/O lockouts, etc.). (b) When advised by the WS, notify all adjacent ARTCC’s, ATCSCC, and approach control facilities of ZTL operational status. (c) Consult with FLMIC/CIC to implement any necessary restrictions. (4) "R" CONTROLLER CHECKLIST - NAS/HOST STARTOVER/RECOVERY. (a) Cease all computer inputs when advised that the computer has failed. (b) Be prepared to transition to DARC. The interruption may not be momentary. Input messages are not allowed, but tracking and radar capabilities may still exist. (5) "D" CONTROLLER CHECKLIST - NAS/HOST STARTOVER/ RECOVERY. (a) Cease all computer inputs when advised computer has failed. (b) Verify all flights under your control jurisdiction, including departures, that have manual strip coordination are properly updated in the HCS.

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(c) Continue verification of flights until advised. (6) FDCS CHECKLIST - NAS/HOST STARTOVER/RECOVERY. (a) Check Service "B" for recovery timeframe. If data is not time critical, call AOCC and give the timeframe to have data resent. If data is time critical, reenter the data manually. (b) Using the AISR, reenter all proposals not stored. NOTE: When first recovery time is noted, verify four or five flight plans back from that point on, the AISR to ensure flight plans are in the system. (d) Acknowledge manually to the station of origin for all proposals not stored which would normally have received a "roger" from the computer. (e) Ensure current weather, upper winds, and altimeters are reentered into the NAS/HOST system. b. FLOP - NAS/HOST OR DARC/HOST TO DARC. During automated operations, a complete loss of HCS processing can occur. When this happens the system must transition to DARC. NAS/HOST OR DARC/HOST TO DARC. (a) WS CHECKLIST - NAS/HOST OR DARC/HOST TO DARC. 1. Advise the TMC to notify adjacent ARTCC’s, ATCSCC, and approach control facilities of ZTL operational status. 2. Consult with the NOM to determine duration of outage and recertification time. (b) FLMIC/CIC CHECKLIST - NAS/HOST OR DARC/HOST TO DARC. 1. Obtain information from the WS of projected duration of NAS/HOST outage. 2. Notify sectors to transition to DARC. 3. Consult with the TMC for any necessary restrictions.

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4. Ensure all flight plans for your area, placed in the box at the WS desk by FDCS's, are retrieved at regular intervals and distributed to the proper sectors. (c) "R" CONTROLLER CHECKLIST - NAS/HOST OR DARC/HOST TO DARC. 1. Transition to DARC. 2. Advise FLMIC/CIC after transitioning to DARC. 3. Set up radar console as described under OPERATING PROCEDURES, Section 2, paragraph 16-2-2. (d) "D" CONTROLLER CHECKLIST - NAS/HOST OR DARC/HOST TO DARC. 1 Revert to manual coordination. If using URET, revert back to strips. 2 Check for potential conflictions. a Ensure separation, b Initiate control instructions, and c Scan URET/flight progress strips. Correlate with radar data. (e) FDCS CHECKLIST - NAS/HOST OR DARC/HOST TO DARC. 1. Advise all appropriate FSS's of ZTL operational status. 2. If system is IPL’d with recovery, refer to recovery procedures previously defined in paragraph 16-4-2. 3. Put all AOCC flight plans into the traffic box at WS desk for pick up by area controllers. 4. When the HCS computer becomes operational; flight plans not in the system may be reentered at the FDCS position.

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5. Ensure current weather, upper winds, and altimeters are reentered into the NAS/HOST system. c. COLD START UP FOLLOWING FLOP. All data must be reentered following a system cold start. DARC TO NAS/HOST. (a) WS CHECKLIST - DARC TO NAS/HOST. 1. Consult with the SOC to determine recertification time. 2. Advise FLMIC/CIC's of availability of NAS/HOST. 3. Advise the TMC to notify adjacent ARTCC’s, ATCSCC, and approach control facilities of ZTL operational status. 4. Instruct the NOM to enable the bi-directional interface after the following conditions are met: a. Ensure all sectors are operating in NAS/HOST mode. b. Advise FLMIC/CIC's of time the bi-directional interface will be enabled. 5. Make appropriate entry in WS log, including duration of outage. (b) FLMIC/CIC CHECKLIST - DARC TO NAS/HOST. 1. Obtain notice of NAS/HOST recertification from WS. 2. Ensure proper sectorization. 3. Advise the WS when all sectors have transitioned to NAS/HOST. (c) TMC CHECKLIST - DARC TO NAS/HOST. 1. Coordinate any special Start Up instruction with all facilities and personnel concerned. 2. Coordinate actual Start Up time with the following:

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a. WS, b. NOM, and c. FDCS. 3. After Start Up, ensure that radar data processing is enabled. 4. Verify that the correct NAS version is operational. 5. Ensure upper winds and weather are loaded into HCS. 6. Ensure correct configuration for Atlanta and Charlotte Approach Controls. 7. Verify correct sector configuration. 8. Send GI message using PF key 22. (Message is: "Flight Data Processing Now Available. You May Now Enter Flight Plans.") 9. When notified RDP is certified, send out GI message with PF key 23. This message will have a space that must be filled in with the appropriate operating mode. "Radar Data Processing Now Available. ____/HOST MODE ... WS." (Fill in DARC or NAS.) 10. When advised by the WS, notify all adjacent ARTCC’s, ATCSCC, and approach control facilities of ZTL operational status. 11. Consult with FLMIC/CIC to implement any necessary restrictions. (d) "R" CONTROLLER CHECKLIST - DARC TO NAS/HOST. 1. Set up radar console as described under OPERATING PROCEDURES, Section 2, paragraph 16-2-2. 2. When NAS/HOST is displayed, add required codes to code list. 3. Verify altitude limits. Input limits if necessary. 4. Verify filter key selection is correct for NAS/HOST. 5. Ensure all aircraft are on their HCS assigned discrete beacon codes as necessary and reidentify aircraft. 6. Check for potential conflictions.

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a. Ensure separation, b. Initiate control instructions, and c. Scan radar display. Correlate with URET/flight progress strip information. 7. Update flight plan information as necessary to reflect any changes that occurred during the FLOP (i.e., assigned altitude). 8. Reinitiate all tracks and point outs. 9. Verify proper altimeter stations are selected. 10. Advise FLMIC/CIC when you have transitioned to NAS/HOST. (e) "D" CONTROLLER CHECKLIST - DARC TO NAS/HOST. 1. Check for potential conflictions. a. Ensure separation, b. Initiate control instructions, c. Revert back to URET, and d. Scan URET/flight progress strips. Correlate with radar data. 2. Ensure active flights under your control jurisdiction, that were manually processed, are entered into HCS computer as soon as possible after receiving GI message "Flight Plan Processing Now Available. You May Enter Flight Plans .... WS.” (You must ignore the previous "ZCT Operational" message.) 3. Ensure proposals from the sector are entered into the computer. 4. Verify and reenter all FP's which were input prior to FLOP. (f) FDCS CHECKLIST - DARC TO NAS/HOST. 1. Input flight plans received during manual operation.

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2. Verify inputs and proper responses are being processed on the AOCC circuit. 3. Ensure current weather, upper winds, and altimeters are reentered into the NAS/HOST system. 4. Advise all appropriate FSS's of ZTL operational status.

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SECTION 5. SECTORIZATION

16-5-1. COMBINING OR DECOMBINING SECTORS. a. FLMIC/CIC. Determine when to combine sectors within his/her area of jurisdiction. (1) When decombining a sector, the FLMIC/CIC shall activate the receiving controller’s sector only after being advised that the receiving controller is ready to assume sector responsibility. (2) When combining a sector, the FLMIC/CIC shall deactivate the transferring controller’s sector only after being advised by the transferring controller that sector responsibility has been transferred. b. RADAR TEAM. (1) Radar Controller: The receiving controller shall perform the radar console setup check as described under OPERATING PROCEDURES, Section 2, paragraph 16-2-2. The transferring controller shall initiate radar handoffs, only after eliminating any potential conflict of aircraft under his/her jurisdiction, to the receiving controller and forward information using the ATCS Position Relief Checklist. After the transferring controller has coordinated all pertinent information, radio communication and control responsibility shall be passed to the receiving controller. The transferring controller shall then ensure that the Voice Switching and Control System (VSCS) has been properly configured for a closed position and then “call forwarded” to the receiving sector’s radar position. When decombining sectors the receiving sector shall ensure the VSCS is properly configured and the “call forward” disabled. (2) Manual Controller: The transferring controller shall transfer control responsibility using the Position Relief Checklist. When the transferring controller identifies a potential confliction to the receiving controller, the receiving controller assumes responsibility for resolution of the identified confliction upon accepting control of the airspace. The transferring controller shall then ensure that the Voice Switching and Control System (VSCS) has been properly configured for a closed position and then “call forwarded” to the sector’s radar position. When decombining sectors the receiving sector shall ensure the VSCS is properly configured and the “call forward” disabled. NOTE: Completeness and Accuracy of Briefings: The receiving and transferring controllers have a shared responsibility to ensure the completeness and accuracy of briefings.

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NOTE: Responsibility for Notification of Affected Sectors and Facilities of Sector Reconfiguration: - Opening sector when decombining. - Closing sector when combining.

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SECTION 6. HOLDING AIRCRAFT

16-6-1. PROCEDURES. Maintenance of the holding stack shall be based on flight progress strip data. The Hold List may be used for information only. When holding, if the track is dropped and a HOLD message has not been entered, flight plan processing will continue to the airport and the flight plan will be dropped along with the associated beacon code. This will create a need for the ARTS to enter a code modification, assign a code from within the ARTS subset, and tracking to be done on this code. Computer handoffs cannot be accomplished across facility boundaries when a hold message has been entered into the computer. a. CENTER RETAINS CONTROL. (1) Issue holding instructions. (2) Enter a HOLD message and inhibit auto handoff, if operationally advantageous. (3) Coordinate manually, as required. (4) When approach control can accept the flight, issue the appropriate clearance, cancel the hold message, attempt automated handoff, when applicable, and transfer control as soon as possible. b. TRANSFER CONTROL TO ARTS. (1) WITH A HANDOFF. (a) DO NOT enter a HOLD message. (b) Issue holding instructions. (c) Initiate a computer handoff to ARTS. (d) Coordinate manually, as needed. (2) WITHOUT A HANDOFF. (a) DO NOT enter a HOLD message. (b) Issue holding instructions.

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(c) DROP TRACK on the flight when the aircraft is no longer in sector airspace. (d) Coordinate manually, as needed. c. TRANSFER CONTROL TO NON-AUTOMATED RADAR TERMINAL FACILITY. (1) WITH A HANDOFF. (a) DO NOT enter a HOLD message. (b) Issue holding instructions. (c) Issue the appropriate non-discrete beacon code. (d) Initiate a manual handoff. (e) Enter a DROP TRACK message on the flight when the aircraft is no longer in your sector's airspace. (2) WITHOUT A HANDOFF. (a) DO NOT enter a HOLD message. (b) Issue holding instructions. (c) Enter a DROP TRACK message on the flight when the aircraft is no longer in your sector's airspace.

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SECTION 7. MILITARY PROFILES

16-7-1. FLIGHTS UNDER ARTCC RADAR CONTROL WITHIN SPECIAL AREAS. a. Will become a FREE track after passing the delay fix. b. When the flight recovers, ensure that the tracking mode is returned to FLAT track by updating the flight plan from the "R" or "D" position. 16-7-2. FLIGHTS UNDER OTHER THAN ARTCC RADAR WITHIN SPECIAL AREAS. a. May drop track after handoff to ADC, or radar service termination, as appropriate. b. When the flight recovers, or is handed off by ADC, start track and update the flight plan, as appropriate, to ensure FLAT track.

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SECTION 8. COMPUTER RESPONSE TIMES

16-8-1. PROCEDURES. During anticipated or actual peak traffic conditions computer response time problems or high CPU usage may occur. In many instances, control personnel may be the first individuals to detect such circumstances and should immediately notify the FLMIC/CIC. The following procedures shall be applied: a. CONTROL PERSONNEL. (1) Avoid using any computer entry that requires the use of the track ball. Do NOT roll the track ball unnecessarily. (2) Drop flight plans/tracks after they leave Atlanta Center airspace and they are no longer a traffic factor (i.e., QX adjacent NAS - RX adjacent ARTS III). (3) Display only necessary items on the MDM with minimum acceptable range scale. (4) Ensure all messages are entered correctly using the CID for identification purposes. (5) During this time, response times will possibly be slowed. Wait for response. Do not continue reentering the same message. b. WS. (1) Coordinate with the SOC to reduce/remove system recording/functions in the following order, if CPU measurement exceeds 60 percent for a previous 5 minute average. (a) TAR, (b) Turn off DLOG, (c) System Analysis Recording. Reduce to SARC 2, (d) OAMP, (e) DYSIM, (f) Reduce to SARC 1, (g) Turn off central flow, CFTZ and (h) Turn off central flow, CFFS.

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(2) Reinstate equipment, functions, and/or recording in reverse order when CPU values are at acceptable levels. NOTE: Slow system response time must not be assumed to always be CPU utilization. Pool block and system saturation warnings must be taken into account regarding I/O lockouts.

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SECTION 9. PROBLEM REPORTING

16-9-1. TROUBLE REPORTING. The Trouble Report (TR) form, ZTL Form 6100-1, is used to report all NAS program deficiencies. Blank TR forms are available from the WS. A sample TR form, as completed by the originator, is attached as Appendix 34. a. TROUBLE REPORT ORIGINATOR. (1) Fill in all applicable items on the TR form, describing the problem as thoroughly as possible. (2) Forward the TR to the FLMIC/CIC. b. FLMIC/CIC. (1) Review the TR for completeness. (2) Provide additional information or other comments if appropriate. (3) Forward the TR to the Airspace and Procedures Office (ZTL-530). c. Airspace and Procedures Office (ZTL-530) (1) Review the TR for completeness. (2) When appropriate, transmit the TR to AJE1600 using the automated HOST Enroute Adaptation Request and Trouble Reporting System (HEARTS) installed on the Local Area Network (LAN). (3) When the TR has been closed, notify the originator and the FLMIC/CIC of the response. 16-9-2. AUTOMATED HOST ENROUTE ADAPTATION REQUEST AND TROUBLE REPORTING SYSTEM (HEARTS). Corrections of HOST automation deficiencies and other changes to the local adaptation data base shall be made through the automated HEARTS program.

a. Training.

(1) ZTL-530 will determine which personnel require HEARTS training and access. (2) All training will be conducted by AJE1600.

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b. HEARTS System. (1) Access to the HEARTS System is attained via the LAN. (2) Separate entries are available and shall be made for TR’s and Adaptation Requests (AR’s). (3) HEARTS access allows for current status checks of a particular TR/AR and detailed record search via subject, assigned specialist, TR/AR number, or specific content.

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SECTION 10. COMPUTER DATA FOR SEARCH AND RESCUE

16-10-1. SEARCH AND RESCUE MISSION PROCEDURES. System Analysis Recording tape data shall be made available at all times to support the NTAP. When computer data searches for lost or downed aircraft are requested from the AFRCC, the NTAP shall be used to extract data from the System Analysis Recording tape. a. THE WS, OR HIS/HER DESIGNEE, SHALL BE RESPONSIBLE FOR: (1) Initial coordination with the AFRCC when requests are made for computer data searches concerning lost or downed aircraft. Obtain as much of the following data as possible from the AFRCC to facilitate the computer data search and record the data on the NTAP Search and Rescue Mission form, ZTL 7110-2 (7-90): Form attached as Appendix 36. (a) AFRCC Incident/Mission Number; (b) AFRCC Contact Person; (c) Aircraft identification; (d) Date of incident; (e) Time (either departure time or reported position); (f) Route of flight (include departure point and destination); (g) Type of aircraft; (h) Transponder equipment (4096, mode C, etc); (i) Code aircraft was assigned or squawking; and (j) Flight status information (IFR, VFR, flight plan filed, etc.). (2) Initial execution of the "EZ NTAP exec" by typing in "AMIC" on a first priority basis. Initial NTAP should request the following data as a minimum: (a) A START and STOP time to include 30 minutes of flying time; (b) Discrete code, if known, otherwise VFR code (1200); (c) Emergency code (7700);

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(d) Radio failure code (7600); (e) Plot size at equal 1:60; and (f) Ten minutes of data per page. (3) Requesting HCS automation assistance via the "Contingency Response List" located in the System Analysis Recording folder at the WS desk. (4) Ensuring that NTAP data are provided to the AFRCC in a timely manner. b. OOPS Office (ZTL-505): ZTL-505 shall provide a "Contingency Response List" to the WS position for obtaining NTAP support during other than administrative hours. (Located in the System Analysis Recording folder.) 16-10-2. COMPUTER DATA VALIDATION, RETENTION, AND DISTRIBUTION PROCEDURES. The complexities of the NAS HOST computer system and the flexibility afforded by the VM/MVS support system require that great care be exercised to ensure the validity and appropriateness of any computer data used in accident/incident investigations. The following procedures shall be used prior to releasing any computer generated data outside Atlanta ARTCC, except as provided for in paragraph 16-13-1. a. OOPS Office (ZTL-505): ZTL-505 is responsible for: (1) Reviewing and analyzing all NTAP data used in SAR missions. (2) Ensuring that computer generated data pertaining to accidents/incidents are retained in accordance with agency directives. (3) Coordinating with the Automation Manager to ensure that all computer generated data has been validated prior to being released from the facility.

SECTION 11. HOURS OF OPERATION

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16-11-1. OPERATING HOURS. a. The hours of operation of the Atlanta ARTCC NAS/HOST computer system will be from 0400 local to 0030 local. Any change to these times will be established by local facility directives. Exceptions to this schedule may be coordinated on an individual basis. b. DARC will be operational as the primary system after shutdown of the NAS/HOST system and until Start Up the next day. c. DARC/HOST will be the primary backup system for use during NAS failures. d. DARC will be maintained in a ready, standby mode 24 hours a day, on a daily basis. Outages of the DARC System shall be coordinated on an individual basis.

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SECTION 12 DARC/HOST SYSTEM

16-12-1. DARC/HOST SYSTEM DESCRIPTION. DARC/HOST is a narrowband system providing an alternate means of displaying radar data on an MDM when the HOST is operational. a. DARC/HOST is designed with mini-computer technology and displays radar data in the same form as the HOST Computer System. b. DARC/HOST tracks targets similar to the Host system. Primary radar targets are displayed as a "·" or "+". c. In general, DARC/HOST will provide the same display and functions as the NAS/HOST system. The following are not available in the DARC/HOST mode: (1) Route Display, (2) Minimum Safe Altitude Warning, (3) Flat Track Position Symbol, and (4) Meter List. d. Data Blocks: Full Data Blocks (FDB's) and Limited Data Blocks (LDB's). (1) DARC/HOST and NAS/HOST FDB's are alike in the following ways: (a) Position Symbol; (b) Vector Line; (c) Leader Line; (d) Aircraft Identification; (e) Assigned Altitude; (f) Interim Altitude;

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(g) B4 Character; (h) Reported Altitude (i) Ground Speed; (j) Field E - CST, HOLD, EMRG, RDOF, HIJK and SUSP; (k) Sector-to-sector handoff initiation and acceptance symbols are the same; and (l) CID. (2) FDB - DARC/HOST Limitations: (a) No Flat Position Symbol - the remaining position symbols are the same for both systems. (b) Does not display the "F" B4 Character. (c) Does not display "MIFF", "MOFF", or "MSAW" in Field E because DARC/HOST does not have E-MSAW display capabilities. Additionally, DARC/HOST does not display “NONE”, “OLD” or “FAIL”. (3) Forced Data Blocks. FDB's for which there is no sector eligibility will be displayed at the MDM with an "R" as the first character in Field D (i.e., point outs). (4) Controller Entered Reported Altitude Indicator. R-Controller entered reported altitude that is not in conformance with the assigned altitude will result in an "#" displayed in an expanded Field C (C4 position). This allows controllers to recognize which reported altitudes are controller entered. (5) LDB - NAS/HOST - DARC/HOST DARC/HOST LDB is identical to NAS/HOST LDB. 16-12-2. OPERATIONAL AND PROCEDURAL REQUIREMENTS. a. MIXED ENVIRONMENT.

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(1) DARC/HOST provides for a beacon code management function which will issue unique discrete beacon codes upon controller request. Additionally, the Host will still provide FDP. (2) If a discrete beacon code has been assigned by the HOST Computer, either active or proposed, it should be used in the DARC/HOST system. b. ALIGNMENT CHECK. When operating in the DARC/HOST mode, ensure that the MDM center and altitude limits for the DARC/HOST backup system are appropriate for the position of operation. This shall be accomplished as soon as possible after assuming responsibility of the control position. c. TRANSFER OF RADAR IDENTIFICATION METHODS. DARC/HOST has intrafacility and interfacility handoff capabilities that can be manually initiated and accepted through the Quick Action Keys (QAK's). DARC/HOST also has automatic handoff capabilities which are initiated by the HOST computer. d. ACCURACY CHECK. Accuracy checking is done by SSC personnel utilizing special features of the DARC/HOST operational program.

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SECTION 13. DARC SYSTEM

16-13-1. DARC SYSTEM DESCRIPTION. DARC is a narrowband system providing an alternate means of displaying radar data on an MDM when the NAS Host Computer fails, or is shut down. a. DARC is designed with mini-computer technology and displays radar data in the same form as the NAS/HOST System. b. DARC tracks targets similar to the NAS/HOST System. Primary radar targets are displayed as a "•" or "+". c. In general, DARC provides: (1) Sector eligibility rules (jurisdictional control). (2) Non-verbal handoff indicators displayed in the Full Data Block (FDB). (3) Ground speed indication in the FDB. (4) Track vector indication. Predicted position tracking for nondiscrete and primary tracks as well as discrete beacon code tracks. (5) Mosaicing of radar data from up to 24 radar sites. d. Data Blocks: FDB's and Limited Data Blocks (LDB's). (1) DARC and NAS/HOST FDB's are alike in the following ways: (a) Position Symbol, (b) Vector Line, (c) Leader Line, (d) Aircraft Identification, (e) Assigned Altitude, (f) Interim Altitude,

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(g) B4 Character, (h) Reported Altitude, (i) Ground Speed, (j) Field E - CST, HOLD, EMRG, RDOF, HIJK and SUSP. (k) Plus sector-to-sector handoff initiation and acceptance symbols the same as NAS/HOST, and (l) CID. (2) FDB - DARC Limitations: (a) No Flat Position Symbol - the remaining position symbols are the same for both systems. (b) No Accent Symbols above Field A. (c) Does not display the "F" B4 Character. (d) Does not display "HLLL,” "OLLL,” "FAIL,” "OLD,” HLdd,” "OLdd,” or KLdd" in Field E because DARC cannot send or receive interfacility handoffs. (e) Does not display "MIFF", "MOFF", or "MSAW" in Field E because DARC does not have E-MSAW capabilities. (f) Does not display "NONE" in Field E. (3) Forced Data Blocks. FDB's for which there is no sector eligibility will be displayed at the MDM with an "R" in front of the assigned beacon code (i.e., point outs). (4) Controller Entered Reported Altitude Indicator. R-Controller entered reported altitude that is not in conformance with the assigned altitude will result in an "#" displayed in an expanded Field C (C4 position). This allows controllers to recognize which reported altitudes are controller entered. (5) LDB - NAS/HOST - DARC.

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DARC LDB is identical to NAS/HOST LDB. 16-13-2. OPERATIONAL AND PROCEDURAL REQUIREMENTS. a. RADAR SEPARATION MINIMA. Same as for NAS/HOST System. b. BEACON IDENTIFICATION METHODS. During DARC mode of operation, discrete beacon display shall not be the sole source of aircraft identification. NOTE: Any of the other standard means of radar identification such as the ident feature, a code change, or geographical location can be used with the discrete beacon code for confirmation of radar identification. c. TRANSFER OF RADAR IDENTIFICATION METHODS. DARC has intrafacility handoff capabilities that can be manually initiated and accepted through the QAK's. It does not have this capability for interfacility handoffs. Therefore, interfacility handoffs shall be made via land line voice communications. d. ACCURACY CHECK. Accuracy checking is done by SSC personnel utilizing special features of the DARC operational program.

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CHAPTER 17. GENERAL FACILITY ADMINISTRATION

SECTION 1. FACILITY ORGANIZATION

17-1-1. FACILITY ORGANIZATION. In order for ZTL to function effectively, it not only takes the efforts of the operational personnel, but a complement of support personnel as well. The following lists responsibility for specific programs and functions. A ZTL organization chart is located at Appendix 1. a. Air Traffic Manager (ATM). (ZTL-1) (1) Provides leadership to assure agency mission and customer needs are met. (2) Plans and directs facility activities. (3) Manages resources to ensure effective use. (4) Determines facility goals and objectives. (5) Manages the labor/management process. (6) Supports Equal Employment Opportunity (EEO) policies and programs. b. Assistant Air Traffic Manager (AATM). (ZTL-2) (1) Provides leadership to assure agency mission and customer needs are met. (2) Plans and directs facility activities. (3) Manages resources to ensure effective use. (4) Determines facility goals and objectives. (5) Manages the labor/management process. (6) Supports Equal Employment Opportunity (EEO) policies and programs c. Secretary to ATM. (ZTL-3) (1) Schedules facility conference rooms. (2) Adheres to correspondence and forms management. (3) Maintains master directives file. (4) Distributes facility mail.

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(5) Handles tour requests. d. Human Resource Management Office (HRM). (ZTL-10) (1) Handles personnel actions. (2) Coordinates conduct and discipline. (3) Coordinates appeals and grievances. (4) Coordinates Performance Appraisal Program. (5) Coordinates employee benefits. (6) Coordinates Employee Assistance Program. (7) Coordinates Recognition, Awards, Suggestions Program. (8) Maintains Air Traffic Control Specialist (ATCS) Medical Program. (9) Coordinates pre-employment medical examinations and interviews. (10) Adheres to Privacy Act. (11) Coordinates Merit Promotion/Internal Placement Programs. (12) Coordinates Office of Worker's Compensation Program (OWCP) Process. (13) Coordinates EEO Program. (14) Coordinates Automated Vacancy Announcement Program (REVAMP). (15) Coordinates employment verifications. (16) Maintains/secures personnel files. (17) Coordinates facility employee reports. e. Fiscal Management Office. (ZTL-20) (1) Tracks financial management. (2) Tracks procurement and purchasing. (3) Tracks time and attendance (T&A) for operational personnel.

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(4) Coordinates pay and leave issues. (5) Tracks property management and supply. (6) Tracks facility travel. f. Operations Oversight Program Support Office. (ZTL-505) (1) Evaluates internal air traffic service program efficiency and effectiveness. (2) Maintains accidents and incidents packages. (3) Coordinates operational errors and deviations. (4) Coordinates flight assists. (5) Coordinates pilot deviations. (6) Coordinates Freedom of Information Act (FOIA) requests. (7) Utilizes and protects integrity of equipment (recorders). (8) Maintains Sign-on/Sign-off (SISO) storage. (9) Coordinates with liaison FLM.

(10) Serves as Safety Management System (SMS) Focal. (11) Maintains the SMS directory on the “J” Drive. (12) Provides administrative support to Areas 4, 5, and 6. g. Plans & Program Support Office. (ZTL-510) (1) Coordinates administrative telephone changes. (2) Coordinates sustain projects. (3) Coordinates National Change Proposals. (4) Coordinates Air Traffic Security Program. (a) Keys/key cores. (b) Identification badges.

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(c) Proximity cards. (5) Coordinates Equipment (radio, radar, interphone). (a) Leased services and frequency management. (b) VSCS/VTABS – passwords, updates, configuration maps. (c) DSR – passwords, updates. (6) Coordinates Occupational Safety and Health Administration (OSHA) and safety. (7) Maintains headset inventory. (8) Coordinates facilities and equipment (F&E) and sole source budgets. (9) Maintains controller chair inventory. (10) Acts as liaison with Technical Operations. (11) Acts as CPR coordinator. (12) Coordinates with the SMS Focal on all proposed changes affecting the NAS. h. Flight Data Communication Section. (ZTL-512) (1) Disseminates flight plan data and information from the NADIN System. (2) Manually coordinates flight plan messages that cannot be processed by adjacent centers, sectors, and approach controls during automated time periods. (3) Inputs upper wind data and Airmen’s Meteorological Information (AIRMET). (4) Updates altimeters and weather. (5) Maintains stored flight plan files. (6) Transmits Service A and B messages. (7) Responsible for communications security (COMSEC) receipt, distribution, and storage. (8) Receives and delivers weather and administrative data over the Aeronautical Information Systems Replacement (AISR).

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(9) Updates and maintains files on the AISR. (10) Stored Flight Plan Program.

(11) Morning/Evening daily operational card interface (OCI) file data entries. (12) Responsible for identifying midnight status of first tier and ZTL National Airspace System (NAS).

i. Training Program Support Office. (ZTL-520) (1) Responsible for Training program development/conduct/administration /evaluation. (2) Manages Training contract monitoring and administration. (3) Coordinates Cooperative Education and Pre-Developmental Programs. (4) Coordinates classroom scheduling. (5) Coordinates with Liaison FLM. j. Airspace and Procedures Program Support Office. (ZTL-530) (1) Coordinates airspace/navigational aids/airways. (2) Coordinates procedures/Letters of Agreement (LOA). (3) Coordinates departure procedures/standard terminal arrivals. (4) Provides cartographic charts/maps and services. (5) Coordinates Unsatisfactory Condition Reports (UCR). (6) Coordinates Air Traffic automation requirements/ATO-E/Automation interface. (7) Coordinates pilot bulletins. (8) Coordinates Emergency Operations Plan/Contingency Plan. (9) Coordinates waivers. (10) Responsible for operations review/update/publication.

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(11) Coordinates Special Use Airspace (SUA). (12) Coordinates air carrier computer interface program. (13) Coordinates with Military. (a) Procedures/LOA’s. (b) Training routes and liaison. (c) Spill-in/spill-out incidents. (d) Mission plans and operational plans. (14) Responsible for altitude reservation preparation (large scale). (15) Coordinates with Liaison FLM. (16) Coordinates with the SMS Focal on all proposed changes affecting the NAS. Acts as the Alternate POC for the SMS Program. (17) Responsible for the Similar Sounding Callsign Program. (18) Provides administrative support for Areas 3 and 6 and Flight Data. k. Operations Managers (OM). (ZTL-540) (1) Responsible for personnel supervision. (2) Responsible for watch supervision. (3) Responsible for schedules. (4) Responsible for overtime usage. (5) Coordinates with Support Managers (SM). (6) Responsible for operational supervision of areas. (7) Responsible for operating initials. (8) Responsible for locker assignments. (9) Coordinates with liaison FLM. (10) Responsible for T&A posting of academy students.

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(11) Provides administrative support for Areas 1 and 2 and TMU. l. System Operations/Traffic Management Unit (TMU). (AJR16-ZTL) (1) Coordinates traffic management, metering and ground delays. (2) Coordinates mission and altitude reservation (ALTRV) briefings. (3) Provides traffic analysis. (4) Supports Center Weather Service Unit (CWSU). (5) Coordinates weather programs. (6) Coordinates SUA scheduling. (6) Coordinates with Liaison FLM. (7) Provides Traffic Management Advisor (TMA) implementation and transition plans. (8) Coordinates user meetings. (9) Maintains air carrier liaison.

SECTION 2. SENIORITY DETERMINATION METHOD

17-2-1. FRONT LINE MANAGERS (FLM) Seniority for FLM shall be established by total supervisory time, based on an SF-50 action, less any breaks in service, in a Level III/ATC 9 or above terminal facility or en route facility. Should two or more employees have identical dates, resolution will be accomplished in the below listed sequence. a. Entrance on duty (EOD) as FG-2152 series. b. EOD with the FAA. c. Service computation date (SCD). 17-2-2. FLIGHT DATA COMMUNICATION SPECIALIST (FDCS). The SCD will be used to determine FDCS seniority. Should two or more employees have identical dates, resolution will be accomplished in the below listed sequence.

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a. EOD FAA (if a break in service of 1 year or more, the most recent EOD date will apply). b. EOD FG-2154 (minus any breaks in continuous service in function).

SECTION 3. PUBLICATIONS, FORMS, AND DISTRIBUTION CODES 17-3-1. PROCEDURES FOR HANDLING PUBLICATIONS a. ZTL-530 Responsibilities. ZTL-530 is responsible for the administration of distributing publications. ZTL-530 will maintain a publication control spreadsheet for each national, regional, and local publication identifying the quantity and distribution of the publication in question. This information shall be updated periodically after soliciting input from each staff office. b. Support Manager's (SM) Responsibilities. Each SM shall be responsible for the various tasks associated with each publication for which his/her office is assigned as Office of Primary Interest (OPI). Each SM shall assign a person within their office to serve as the point of contact (POC) regarding publications. The OPI is identified as follows: OFFICE NATIONAL DIRECTIVE LOCAL DIRECTIVE ZTL-505 FAA Order 7210.3 FAA Order 7210.56 FAA Order 8020.16 FAA Order 7010.1 ZTL-520 FAA Order 3120.4 ZTL-510 FAA Order 1600.1 ZTL FO 1900.2 FAA Order 1600.69 ZTL-530 FAA Order 7110.65 ZTL Order 7230.2 FAA Order 7610.4 All other publications c. Distribution of Publications. (1) When publications arrive in the facility, ZTL-530 shall distribute and stockpile publications according to the publication control spreadsheets. The POC from the OPI shall ensure briefings are accomplished when necessary. (2) The original of all directives issued in ZTL shall be filed in the case file and a copy will be placed in the master reference file, both maintained by the ATM’s secretary.

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17-3-2. FORMS MANAGEMENT. A master Functional Forms Binder is maintained in the ZTL-3 office. All new, revised, and canceled ZTL forms must be coordinated through ZTL-3. 17-3-3. CARTOGRAPHIC SERVICES Cartographers provide direct support to control operations by developing, depicting, and distributing aeronautical data. These functions receive priority. Other cartographic services are provided as workload permits. In order to ensure the best utilization of resources, all requests for cartographic services shall be coordinated with ZTL-530.

SECTION 4. FACILITY PUBLICATIONS

17-4-1. UPDATING CONTROL ROOM BINDERS. The control room consists of operational areas and WS Area. a. ZTL-530 Responsibilities. ZTL-530 shall maintain the following binders and publications in all operational areas including the WS area: (1) Air Traffic Control (ATC) Procedures (FAA Order 7110.65). (2) Contractions (FAA Order 7340.1). (3) Location Identifiers (FAA order 7350.6). (4) AP/1B (Military Training Routes). (5) Location of airports, including emergency airport information and diversion airports. (6) Facility Operation (ZTL 7230.1). (7) Letters Of Agreement Binder (area specific). (8) Approach Plates, Airport Facility Directories, IFR Charts and Sectionals commensurate with the national charting and interim publication dates. (9) Area Contingency Plan Binders. b. ZTL-540 Responsibilities. The OPI listed in paragraph 2-2-1, shall maintain the following required binders for the WS Desk: (1) WS Read Binder.

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(2) ZTL Contingency Plan. (3) Facility Operations and Administration (FAA Order 7210.3). (4) Facility Operations and Administration (ZTL 7230.2). (5) Aircraft Accident and Incident Notification, Investigation and Reporting (FAA Order 8020.16). (6) Air Traffic Quality Assurance (FAA Order 7210-56). (7) Special Operations (FAA Order 7610.4). (8) Aeronautical Information Publication. 17-4-2. READ BINDERS. Distribution for Read Binders shall be routed through ZTL-530. There are two types of read binders in each operational area. The following procedures shall be used in the maintenance of Area Read Binders: a. Any office needing to disseminate information to operational personnel through the Area Read Binders shall denote on the top right-hand corner of the document which area should receive it and the document type Read and Initial (R&I ) or General Information (GI). b. Assign a mandatory briefing (MB) number (numbers can be assigned by ZTL-520/530/540) for those R&I items meeting the criteria described in FAA Order 3120.4, Air Traffic Technical Training. Items assigned a number shall be logged in the employee’s training record. Items which do not meet the criteria to obtain a mandatory briefing number, but require tracking, (i.e., standards and conduct, drug awareness), may be included in the Pre-Position Read Binder for tracking purposes, but shall not be recorded in the employee’s training record. Attach a cover letter to items assigned a MB number. State the MB number, subject, and action required unless included in the text of the briefing item. c. ZTL-530 SP shall complete ZTL Form 1300-1, Publication Input Control Form, Appendix 2, for all documents placed in the Area Read Binders. Information entered on this form shall include the item description, date entered, removal date, and type of item. ZTL Form 1300-1 shall be retained by ZTL-530. MBs shall be assigned a removal date not later than 21 days from the date the item is posted in the read binders. d. ZTL-530 SP will attach Facility Briefing Control Form, ZTL Form 1300-3 (Appendix 3) to all R&I items. e. The Pre-Position MB Binder contains required information. It is information that is essential for effective operational continuity or important daily information. All MBs and other R&I items will be routed through the WS and will be hand delivered to the

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individual area FLM for placement in the Pre-Position MB Binder. Control personnel shall read and initial data in these binders at the beginning of each shift. f. The GI Binder contains nice to know information. These are items that are not essential to the operation, but could have an effect on work environment; i.e. construction updates, cafeteria closings, personnel actions, etc. The office of primary interest SP will distribute general information to the FLM for each area. g. The liaison FLM for Training for each area shall be responsible for maintaining ZTL Form 1300-3 for control room personnel using current control room rosters and is responsible for the removal of all documents on the assigned removal date. ZTL Form 1300-3 for each R&I item will be forwarded to ZTL-520. 17-4-3. RESPONSIBILITIES. a. OM/SM Responsibility. (1) The OM, or designee, shall review the MB exception report monthly and discuss any discrepancies with the Training Liaison FLM. (2) Items that require facility wide briefings will be the responsibility of the OPI's SM. The briefer will document and forward completed ZTL Forms 1300-3 to ZTL-520. b. FLM Responsibility. (1) The FLM shall ensure each employee has checked the Pre-Position MB Binder at the beginning of each shift (prior to assuming an operational position). (2) FLMs shall discuss all R&I items that were not initialed or dated on ZTL Form 1300-3 prior to removal from the Area Pre-Position MB Binder with each affected employee under his/her supervision. The FLM shall ensure the briefing is documented on ZTL Form 3120-6, Completion of Training Requirements/Team Training (Appendix 4) and forwarded to ZTL-520. c. Air Traffic Control Specialist (ATCS). (1) Each ATCS is responsible for knowledge of all documents in the Area Pre-Position MB Binder. (2) Each ATCS shall check the Pre-Position MB Binder at the beginning of each shift (prior to assuming an operation position). ZTL Form 1300-3 shall be initialed and dated at that time for all documents in the required section of the Pre-Position MB Binder. The GI Binder should be reviewed weekly. (3) Each ATCS is responsible for a working knowledge of the following documents:

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(a) FAA Order 7110.65 including supplements, changes, and notices, plus all other national and Eastern En Route Service Area 7000 series orders, supplements, changes, and notices. (b) FAR 91 including amendments. (c) Sector binders, LOAs, arrival and departure procedures, and operational data appropriate to their area of specialization. (d) All ZTL orders and notices.

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CHAPTER 18. FACILITY TOURS 18-1-1 FACILITY TOURS a. All tours are subject to the limitations of existing security levels. Individuals requesting tours will be encouraged to select administrative hours for the tour. b. ZTL-3 has initial coordination responsibility for the tour program including proper coordination with security. Each office will support tours with available personnel. ZTL-3 shall coordinate with the SMs when personnel are needed for tours. ZTL-3 will coordinate with the WS of the shift prior to a tour group entering the control room. c. When a tour request is received for other than administrative hours, the WS scheduled for duty at the time of the tour will be the approving/disapproving official. d. Tours will be tailored to the conditions at the scheduled time. Depending on control room conditions and/or availability of tour guides, the WS will determine extent of tour. e. Generally, tours will be restricted to persons 15 years of age or older; however, this does not preclude an employee from providing a tour for friends or relatives of any age after coordination with the WS at the time of the tour. Control room tours are limited to the center of the control room. f. Any questions concerning tours should be directed to either ZTL-3 or the WS.

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CHAPTER 19. TRAVEL PROCEDURES AND RESPONSIBILITIES

19-1-1 TRAVEL PROCEDURES AND RESPONSIBILITIES a. The ATM/AATM will approve all required travel in advance of a trip and will approve travel orders/vouchers. In their absence, travel will be approved by an employee's designated SM/OM. b. Once travel is approved, all travelers will utilize GovTrip. Step-by-step instructions are given once you login to GovTrip. On the Internet Explorer browser go to the website portal www.govtrip.com . Select green Log In button under "Login to GovTrip." Read and select accept to the Warning and Privacy Act Statement. When login screen appears enter your Username and Password. Click the Login button. First time users go to "Please click here to create your account first time" and follow instructions. c. All permanent change of station (PCS) travel is handled by a central office in Oklahoma City. Employees will be mailed a packet of information including a travel questionnaire and point of contact to assist in the process.

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CHAPTER 20. PAY ADMINISTRATION 20-1-1. ELECTRONIC TIME AND ATTENDANCE PROCEDURES a. ZTL-20 shall be primarily responsible for overseeing the automated Time and Attendance (T&A) System and for coordination and transmission of T&A data. CRU system support is available by calling the Help Desk at (800) 404-1159. ZTL-510 will assist with technical support for CRU-ATO Resource Tool (ART)/CRU-Support. b. ZTL-20 shall be responsible for maintaining T&As for all operational personnel assigned to the watch schedule in the control room. c. Individual support offices shall be responsible for posting and maintaining T&As for the individuals assigned to their office including medically restricted/disqualified personnel who are officially assigned to that office and those assigned to ZTL-520 for training classes. d. ZTL-540 shall be responsible for posting and maintaining T&As for ZTL students while assigned to the FAA Academy. e. ZTL-540 is responsible for maintaining an accurate control room roster and shall notify ZTL-10/20/510/520 of any team/area changes and the effective dates, and any other personnel actions of which they are aware that might have an effect on the T&A or work schedule data. f. All employees are responsible for electronic recording of T&A information via CRU Support/ART in accordance with FAA Order 7210.3 paragraph 2-2-6. Those using CRU Support shall transmit their Labor Distributing Reporting (LDR) on the last day worked in the pay period. g. Posting of T&As. All employees responsible for posting administrative time and attendance data shall close out T&As for the pay period by 12:00 p.m. on the Monday after the pay period ends. (1) Amendment Day. Amendments can be made on Monday through Thursday of the second week of the pay period. All data must be entered and amendments posted for prior pay periods by 12:00 p.m. on Thursday. (2) New Employees. New employees reporting to ZTL for operational positions shall be assigned to their area of specialization in the automated T&A system. OMs shall provide ZTL-10/20/510/520 an appropriate area/team before ZTL EOD.

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20-1-2. COMPUTATION OF ON-THE-JOB TRAINING (OJT) FOR PAYROLL PURPOSES a. OJT time for payroll purposes shall be captured via the ART system in accordance with 7210.3 section 2-2-6. The paid OJT time shall be in accordance with the OJT time recorded by the ART system and displayed in the “OJT” box on the T&A certification sheet. b. In the event of electronic system outage, or facility evacuation, the Paper FAA form 7230-10 “Position Log” shall be used to indicate OJT position time. 20-1-3. MID SHIFT DUTY FAMILIARIZATION The following procedures shall be used for compliance with requirements for duty familiarization for those shifts where there is no overlap provided; i.e., midnight Saturday/Sunday morning. a. All bargaining unit employees, when assigned to a 0000 to 0800 shift, shall report at 2354 local to accomplish a position relief briefing. This applies to all areas of specialization. This shift shall be entered into the ART system as 0000 to 0800 core hours with 2354 to 0000 entered as overtime (time outside of shift) added to the front side of the shift. b. The actual shift begins at 0000 Sunday morning. The shift ends eight hours later at 0800. Any leave taken shall be charged in relation to the beginning and ending time of the shift. The 6-minute position relief briefing time is not to be considered in the calculation of leave. It is considered overtime. In accordance with applicable regulations, employees will be paid Fair Labor Standards Act (FLSA) overtime, regardless of the total number of hours worked during the week, for the 6-minute position relief briefing period. 20-1-4. FAMILIARIZATION/CURRENCY REQUIREMENTS a. Support Specialists who maintain currency shall, as a minimum be certified and maintain currency on at least one Radar and one Radar Associate position. b. Front Line Managers (FLM’s) shall be certified and maintain currency on at least two positions of operation. FLM’s selected or changing areas on or after April 1, 2009, that have been a Certified Professional Controller (CPC) in an Enroute facility shall be required to certify on all Radar Associate positions. FLM’s who transferred or were promoted from facilities other than Enroute, shall, in addition to certifying on all Radar Associate positions, also certify on two Radar positions. Operations Managers (OM’s) have the discretion to allow FLM’s to maintain currency on either one Radar position and one Radar Associate position, or two Radar Associate positions.

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c. On or about the 25th of each month, FLM’s, OM’s and Support Managers (SM’s) shall utilize the ART Reports function of CEDAR to verify the operational currency of their employees. d. If the Support Specialist or other employee maintaining currency normally enters T&A / LDR via the CRU SUPPORT system, an electronic record of position currency shall be captured by the ART system through the use of the ART system “currency time” shift function.

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CHAPTER 21. ATTENDANCE AND LEAVE 21-1-1. ABSENCE AND LEAVE All FLMs have authority to approve sick leave, annual leave, compensatory time and credit hours used for employees under their supervision for the normal tour of duty. It is the employee's responsibility to ensure they have an adequate leave balance to cover leave requested. All other requests for leave shall be coordinated with the appropriate OM/SM. 21-1-2. BASIC HOURS IN WORK DAY Administrative personnel are required to work an administrative shift consistent with specific office practices consisting of 8, 9, or 10 hours of work and a 30 minute meal period. This includes those employees who are medically restricted or disqualified and are assigned to a staff office. All employees assigned to classroom training shall work the assigned shift of the class including a 30 minute meal period. 21-1-3. DUTY REPORTING/EXCUSED HAZARDOUS GEOLOGICAL WEATHER AND EMERGENCY SITUATIONS a. Control Room Personnel. Regardless of weather or other conditions (i.e., massive power failures, fires, and serious disruptions of public transportation), all scheduled bargaining unit and management personnel are considered essential to the operation of this facility. Control room personnel are expected to make every reasonable effort to be at work when these situations exist or appear imminent. However, employees are not expected to disregard personal safety or that of one's family. In the event an employee is unable to report for work as assigned, call and advise the WS on duty. b. Support Personnel. ZTL support personnel will report for work if able to do so. The metro area is covered under the Federal Executive Board (FEB) Uniform Weather Plan. The metro area is a large comprehensive area with many counties affected. A "cookie cutter approach" is not efficient or applicable in all cases. Be alert to the road conditions where you live and respond accordingly. When adverse road conditions arise an announcement will be made through local media (normally by 0500 AM). The basic premise is that you are expected to call the facility if you are unable to report for work prior to the beginning of your shift. 21-1-4. SIGN OUT/IN PROCEDURE FOR MEDICAL EXAMINATIONS When an employee leaves for an FAA medical examination they will move their name in CRU-ART to Other Duties/Aviation Medical. When they return they will place their name back to duty as appropriate. Employees are allowed up to 2-½ hours round trip.

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21-1-5. INQUIRIES REGARDING PAY AND LEAVE In order to adhere to prescribed Privacy Act regulations, all Air Traffic personnel with questions/problems concerning pay and leave shall contact their FLM for resolution. Individuals should provide a copy of their Statement of Earnings and Leave to their FLM when questions arise. If the FLM needs assistance, i.e., review of logs, T&As, leave balances, etc., ZTL-20 will assist in providing the needed data. 21-1-6. SELECTION OF REGULAR DAYS OFF (RDOs) FOR FDCSs a. The selection of RDOs shall begin November 1, of the current leave year and be completed by December 15. Transition to new RDOs will begin in January of the new calendar year and be completed by February 15. b. The following procedures will be used to ensure an orderly method of selection of RDOs: (1) National Association of Government Employees (NAGE) and Management will agree to and post a linear list of eligible employees. The list will include seniority and negotiated RDO bid sheet. (2) Each FDCS (by seniority) shall select, in turn, their RDOs from those available on the RDO bid sheet. (3) FDCSs who are absent for scheduled periods of leave during the selection process shall leave their preferred and subsequent requests with a NAGE Representative. (4) Each FDCS shall make a selection when their name is next on the linear list. Failure to do so will result in the next FDCS on the list making their selection. The specialist failing to make their selection would then be afforded another opportunity to make a selection. (5) FDCSs transferred into the Flight Data Section after selection of RDOs has begun will be placed on the RDOs to best meet staffing needs. (6) FDCSs identified by November 1 of the current calendar leave year as to be assigned to the Flight Data Section shall bid RDOs. FDCSs identified after November 1 will be placed on RDOs to best meet staffing needs. 21-1-7. SELECTION OF SCHEDULED ANNUAL LEAVE FOR FDCSs a. The leave selection chart will be posted in the area on or about November 15 of the current calendar leave year.

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b. Each FDCS shall have only one opportunity to select two weeks of leave with all other selection opportunities limited to a one-week period. A one-week period is defined as any day or days in a single workweek; i.e., RDOs are Sunday and Saturday - any day or days from Monday through Friday count as one week. If the individual elects to schedule only one week, they retain the option to make a two-week selection. The selection process will be continued until all FDCSs have been provided an opportunity to schedule their available annual leave. c. Only one specialist may schedule leave for any one day. d. Specialists who are absent for scheduled periods of leave during the annual leave selection process shall leave their preferred and subsequent requests with a NAGE representative. e. Each specialist shall be prepared to make his or her first leave selection in conjunction with selection of RDOs. Failure to do so will result in the next FDCS on the linear list making their selection. The FDCS failing to make a selection will then be given another opportunity to select. This procedure will apply for the entire annual leave selection process. f. All leave selections shall be entered on the annual leave selection sheet by the specialist for the appropriate RDO. The entry should be made in ink and consist of the specialist's operating initials and the date the entry was made. g. Each specialist is required to schedule all use or lose annual leave. h. FDCSs identified to be assigned to the Flight Data Section by November 1 of the current leave year shall select annual leave during the selection process. Specialists identified after November 1 will have their previously selected leave honored. 21-1-8. ATCS NON-VACATION LEAVE a. Requests for leave may be made up to three calendar months in advance beyond the posted schedule. Requests may be submitted for the upcoming month until that month is posted. The first of each month at 9:00 a.m. will be considered the official posting date regardless as to whether the schedule is published. Once posted, requests for 3 months after the posted schedule may be submitted (i.e., January schedule is posted, requests for February, March, and April may be requested. Once February is posted, requests for February will not be accepted, and requests for May will then be accepted). An individual may request no less than 8 hours and no more than 40 hours of leave per individual request for non-vacation leave. Requests for leave that exceed 8 hours, are within the member’s workweek, and extend beyond the three-month window will be considered and honored as one request (i.e., 1/28 RDO, 1/29, 1/30, 1/31, 2/1, 2/2 requested leave 2/23 RDO may be requested on 10/2). b. Requests shall be consecutive days and may include the member’s RDO.

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c. Requests for leave shall be submitted on the Agency’s SF-71 with the local adaptation that social security numbers will not be required. The member will submit their request to the FLM/Controller-In-Charge (CIC) on duty. The FLM/CIC who receives the request shall sign receipt with a date and time next to their signature, and provide a copy to the member. d. The scheduling supervisor for each area will approve or disapprove all requests prior to the posting of the next schedule. Any individual requesting leave, whose was not approved prior to the posting, will automatically have their leave request converted to spot leave in the order of their submission. Individuals may not request more leave than they have accrued or will earn for the current leave year. e. Requests for leave that are less than 8 hours or requests made after the schedule is posted will be considered as spot leave. f. Bargaining unit members may submit requests for other bargaining unit employees. The form will be signed by the FLM before the submitting member, and the copy will be sealed and placed in the requesting member’s mailbox. g. Multiple requests submitted by an individual shall have a priority number placed on the SF-71. If there is more than one member submitting requests at the same time, then consideration will be given on first come and priority number basis. After the first member’s prioritized request has been considered, the next member in attendance will have their prioritized request considered. The process will continue in rounds until all the requests have been compiled in the appropriate order. 21-1-9. DISTRIBUTION OF OVERTIME The following procedures govern the distribution of overtime in addition to the provisions of the NATCA/FAA Collective Bargaining Agreement (CBA): a. Each area shall maintain a roster of bargaining unit employees who volunteer to work overtime. Bargaining unit employees can request to be added to or deleted from the volunteer roster at any time by notifying their FLM of record (or designee) in writing. All other bargaining unit employees shall be on the non-volunteer roster. b. Overtime shall only be assigned after the FLM/CIC receives approval from the OMIC. c. All overtime balances shall be zeroed out at the beginning of the leave year. d. Additions to the roster shall be handled in the following manner: (1) When a bargaining unit employee changes areas, the specialist will transfer his/her overtime hours worked to his/her new area.

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(2) When transfers from other facilities, staff specialists returning to the floor,

and newly qualified developmentals report to their area, they will be placed on the roster and assigned the same number of hours as the bargaining unit employee with the highest total of overtime hours on their assigned team. e. The original bargaining unit employee assigned overtime will receive credit on the overtime roster as having worked the overtime even if a qualified replacement has been secured. The qualified replacement shall not be credited with having worked overtime on the roster. f. All employees shall notify the FLM/CIC if any future overtime would place them in violation of the “Basic Watch Schedule” provisions of the 7210.3 (e.g. no more than 6 operational days in a row, minimum rest times between shifts, etc). g. Although FLMs can be used in some overtime situations (see i.6. below) they are not considered a qualified replacement for bargaining unit employees who have already been assigned overtime. h. Scheduled overtime is overtime that is assigned prior to the posting of the schedule and shall be distributed in the following manner: (1) The FLM shall determine the required operational qualifications for the shift(s) of overtime. (2) The FLM shall compile a list of qualified personnel from the volunteer roster. (3) The FLM shall assign the overtime to the bargaining unit employee who has worked the fewest number of hours of overtime. In the event of a tie, the overtime will be assigned to the bargaining unit employee with the highest seniority. (4) The FLM shall update the overtime balance for the bargaining unit employee(s) that were assigned the overtime and file the overtime worksheet(s) in the area binder. i. Call in overtime is overtime that is assigned after the posting of the schedule and shall be distributed in the following manner: (1) The FLM/CIC shall determine the required operational qualifications for the shift(s) of overtime. (2) The FLM shall compile a list of qualified personnel from the volunteer roster. (3) The FLM/CIC shall attempt to contact the bargaining unit employees in order of those who have worked the fewest number of hours of overtime. In the event of a tie, the bargaining unit employee with the highest seniority shall be contacted first. The first

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bargaining unit employee contacted shall be assigned the overtime. If the employee assigned the overtime requests, the FLM shall attempt to contact the remaining employees on the roster to assist the bargaining unit employee in securing a qualified replacement. If no employees volunteer to replace the employee assigned the overtime, he/she shall report for the assigned overtime shift. (4) The FLM shall annotate the overtime worksheet with the following designators: (a) AM – Message left on answering machine (b) C – Call-in overtime worked (c) NH – Not home/no answer (5) If the volunteer roster has been exhausted and all overtime slots have not been filled, the FLM/CIC shall compile a list of qualified personnel from the non-volunteer roster and follow steps #3 and #4 (above). (6) If both the volunteer and non-volunteer rosters have been exhausted and all overtime slots have not been filled, the FLM/CIC shall offer the overtime to the FLM who fulfills the required operational qualifications. The FLM/CIC shall attempt to contact the FLM in order of those who have worked the fewest number of hours of overtime. In the event of a tie, the FLM with the highest seniority shall be contacted first. (7) The FLM shall update the overtime balance for the bargaining unit employee(s) that were assigned the overtime and file the overtime worksheet(s) in the area binder. j. Holdover overtime is overtime that is assigned either on the front end or the back end of a previously scheduled shift and may be up to two hours in duration. Holdover overtime shall be distributed in the following manner: (1) The FLM/CIC shall determine the required time period and operational qualifications for the holdover overtime. (2) The FLM shall compile a list of qualified personnel from the volunteer and non-volunteer rosters. (3) The FLM/CIC shall solicit the bargaining unit employees in order of those who have worked the fewest number of hours of overtime (regardless of roster). In the event of a tie, the bargaining unit employee with the highest seniority shall be solicited first.

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(4) If no bargaining unit employees agree to work the holdover overtime, the overtime shall be assigned to the employee with the lowest seniority. (5) The FLM shall update the overtime balance for the bargaining unit employee(s) that were assigned the overtime and file the overtime worksheet(s) in the area binder. 21-1-10. ADMINISTRATIVE DUTIES Operational personnel who are medically restricted and desire to work in an administrative capacity shall make a request via the following procedures: a. For long term restrictions, make the request in writing to ZTL-3. The request should indicate the circumstances for the request and anticipated length of time. ZTL-3 will keep a list based on the order requested. Administrative offices shall advise ZTL-3 when work is available. A determination shall be made as to suitability of the employee and the work needing to be accomplished. ZTL-3 shall advise the employee and the staff office when work assignments have been made.

b. For daily restrictions, requests shall be made through the OM/WS. The OM/WS will determine whether A-side duties are available for the day requested. c. FLMs requesting administrative duties should be made through their OM of record along with any task (s) they need to accomplish. The OM will be responsible for approving the administrative duties. The OM will coordinate with ZTL-2 to determine if the Support Managers have administrative work that can be accomplished by a FLM. Duties are not automatic and should not be controller/support specialist duties. They will be assigned on a first come first serve basis.

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CHAPTER 22. HUMAN RESOURCES AND SERVICES

22-1-1. TRAUMATIC INJURIES. For the protection of the employee, all injuries, regardless of severity, should be reported. An injury may appear minor at the time of occurrence but later develop into a more serious condition. Unless the procedures outlined here are followed, compensation may be denied. OWCP is the authority over all claims. In order to expedite the processing of on-the-job injuries, the following procedures shall be followed. a. Notification of Injury. Form CA-1, Federal Employee’s Notice of Traumatic Injury and Claim for Continuation of Pay/Compensation, is to be completed promptly. In addition, a memorandum will be given to the employee addressing his/her responsibilities. (1) Employee Responsibilities. The employee should notify his immediate supervisor, or the supervisor-in-charge, at the time an on-the-job injury occurs and written notification should be accomplished within 24 hours, or as soon as possible. Obtain Form CA-1 from the supervisor and complete Items 1 through 16. (2) Supervisor Responsibilities. The supervisor is responsible for assisting the injured employee in completing the form. The supervisor shall complete the “Receipt of Notice of Injury” on the instruction sheet attached to the CA-1, and give it to the employee. Obtain a statement from the witness, if any, in Item 16 and complete the back of Form CA-1, Items 17 through 38. Have the injured employee, or his representative, and the witness sign the CA-1 and forward it to ZTL-10 within 2 days. b. Immediate Medical Treatment. (1) If immediate medical treatment is needed, the employee may go to any physician or hospital within 25 miles of the facility or his/her home. If necessary, the supervisor should arrange for transportation to receive emergency medical treatment. (2) The supervisor will issue Form CA-16, Request for Examination and Treatment, and complete Part A. (If there is doubt the injury is job connected and caused by accident, Form CA-16 shall be issued with an indication in Block 6B). If impractical to complete this form at the time of injury, it shall be completed no later than 48 hours following the injury. After the supervisor completes Part A, a copy of the CA-16 (both sides) should be made before it is given to the employee. The copy should be forwarded to ZTL-10. Additionally, “Suitability for Duty” form will be issued with the CA-16. The “Suitability for Duty” form should be completed by the physician and returned immediately. (3) The employee will either take these forms with him/her to obtain treatment or he/she will mail them to the appropriate physician or hospital. Form HCFA-1500 must also be issued with the CA-16 to be completed by physician. The employee should be

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advised that bills not submitted on Form HCFA-1500, or its equivalent, will be returned to the physician for resubmission. The physician or hospital must sign the form with their Employee Identification Number or Tax Identification Number shown in Item 33. It is the employee's responsibility to submit sufficient medical evidence (CA-16) within 10 workdays after starting Continuation of Pay (COP), or COP may be terminated. c. Continuation of Pay. (1) If an employee is disabled for work as a result of a work-related injury and filed a CA-1 within 30 days of the injury, they may be entitled to receive COP. COP is paid for up to 45 calendar days of disability and is not charged against sick or annual leave. It is the employee’s responsibility to submit sufficient medical evidence within 10 workdays after starting COP, or COP may be terminated. Time taken as COP must be medically justified, in writing, by their physician and medical documentation must be submitted on an on-going basis as COP is being used. (2) COP will not be granted, or will be stopped, if the employee does not report the injury on a CA-1 form within 30 days, and/or if the agency has not received medical evidence of the injury within 10 workdays of the injury or after the employee claims COP, whichever is later. (3) The claimant’s entitlement to COP may be used for up to 45 calendar days due to the disability and/or medical treatment after a traumatic injury. The supervisor is responsible for keeping a record of the number of calendar days and/or hours the injured employee is in COP status. If the employee is still expected to be absent from work (due to this injury), after completion/termination of COP, any lost time will be charged to sick leave, annual leave, or leave without pay (LWOP). (4) Controvert the Claim. There are two definitions of controvert. The first is to deny a person's right to COP based on one of nine reasons listed on the CA-1 form. The second is to dispute the claim based on questionable circumstances. (a) Denying COP Payments. There are nine legally authorized reasons for which the FAA can deny COP when a CA-1 claim is filed. This should be indicated in Item 35 on the CA-1. COP can also be terminated if the employee does not provide sufficient medical documentation within 10 working days and COP or excused time granted converted to the employee’s leave. Also, all COP and excused leave on the date of injury must be withdrawn if a claim is denied. (b) Disputing the Claim. The agency may dispute any claim until it is adjudicated by OWCP. The claim might be disputed on the basis that the employee was not performing an assigned duty when the injury occurred, or that the condition claimed is not the result of a work-related injury. Any claim for workers' compensation may be controverted if the supervisor, or other agency official, believes the circumstances surrounding the claim are of a questionable nature, or the claim does not meet one of the five conditions of coverage: time, civil employee (FAA government employee); fact of

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injury; performance of duty, and causal relationship. If disputing the claim, indicate in Item 34 on the CA-1, and provide evidence/justification to OWCP in writing signed by the supervisor, a manager, the OWCP specialist, or other agency official. If disputing the claim, the employee is authorized COP, if he/she meets eligibility requirements, until OWCP adjudicates the claim. (c) The CA-1 form clearly states that if the employee's claim is denied, all time taken for COP must be converted at the employee's option to sick leave, annual leave, or LWOP. Additionally, excused leave taken on the day of the injury will be converted. 22-1-2. MEDICATION REPORT When employees report medications they have taken, or plan to take, prior to the beginning of their assigned shift, FLMs shall use ZTL Form 3900-1, Medication Report, (Appendix 5) to record the required information. The FLM will give the information to the WS who will coordinate with ZTL-10 during administrative hours. ZTL-10 will coordinate with ASO-300 for medical determination. After hours, the WS will contact the Regional Operations Center to connect with a medical professional. Ensure the ATCS is notified of the medical determination, and completes the remainder of the form as a matter of facility record. (Forward all forms to ZTL-10 for retention.) 22-1-3. MEDICAL EXAMINATIONS FOR ATC PERSONNEL a. ZTL-10 Responsibilities. ZTL-10 will distribute the roster of employees due a medical examination each month. (1) This roster will normally be distributed 6 weeks prior to the month in which the medical clearance is due. (2) Each area and office, as appropriate, will be given a copy of the roster. b. FLM Responsibilities. FLMs will check the roster for their employees’ names. (1) FLMs shall notify their employees they are due a medical examination. The employee should check the list of authorized Aviation Medical Examiners (AME), provided in each area/Watch Desk and call to make an appointment. Control room personnel should be notified no later than ten days after the watch schedule is posted. Any operational constraints making certain days unavailable should be discussed at this time. This notification should normally occur during administrative hours so employees can immediately make their appointments. (2) FLMs shall collect from their employees the scheduled date, time, and AME for the examination.

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(3) FLMs will ensure this information is reported to ZTL-10 so proper authorization forms can be prepared. (4) FLMs shall indicate on the watch schedule, next to the employee’s name, the time of the physical and the AME’s name. (5) FLMs are encouraged to remind employees they must take the proper forms with them to the physical. c. Employee Responsibilities. Employees are responsible for contacting an AME on the authorized list provided in each area and scheduling their medical examination. (1) Employees shall schedule the medical examination to be during their scheduled shifts. The employee will notify their FLM of any scheduling problems encountered. (2) Employees shall schedule the medical examination as soon as they are notified, and as early in the month as operational needs will permit. (3) Employees shall obtain the necessary paperwork from ZTL-10 prior to leaving for the medical examination (two required forms: (1) AAM-RFS-300-002-F4, which the AME keeps; (2) FAA Form 3900-7, ATCS Health Program Report by Examining Physician, which the employee will return to ZTL-10.) d. If there is no G-car available, the employee may claim mileage expenses by filing an SF 1164, Claim for Reimbursement for Expenditures on Official Business, through ZTL-10 to the Regional Flight Surgeon's Office for reimbursement. e. The total time allotted for the medical examination, and round trip travel, is 2-½ hours. Medical examinations at the beginning or end of the shift may not require round trip travel. f. If the medical examination is canceled or missed for any reason, the employee must reschedule for the same month to avoid losing their medical clearance. 22-1-4. AWARDS a. Lump Sum Monetary Awards. Recommendations for individual cash awards must be coordinated with ZTL-10.2. The ATM is the approving official. b. Time-Off Awards. The recommending official prepares a written justification of the award. Coordination is made with the second-level manager. The award is routed through ZTL-10.2, who ensures all technical and administrative award requirements are met, and then obtains the approval signature of the ATM. c. ATO Awards Program. Non-bargaining unit employee awards shall be administered via the ATO Awards Program.

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22-1-5. SUGGESTION PROGRAM a. The suggestion program was created to improve the facility’s administrative and operational processes/procedures. b. This program may be used only for suggestions that can be reviewed and adopted at the local level. c. Suggestions shall be made using the following procedures: (1) Suggestions shall be made on ZTL Form 7210-53 (Appendix 6).

(2) Suggestions shall be hand-delivered to an OM. (3) OMs will forward the suggestion to the administrative OM for tracking purposes. The administrative OM will forward suggestions to the appropriate office for a response. The responsible office will acknowledge receipt of the suggestion and provide status updates to the suggestion initiator with a copy to the administrative OM at least every 90 days. (4) No response will be provided to suggestions made anonymously. (5) Inappropriate suggestions will be discarded. 22-1-6. CHECKLIST FOR NEW ADMINISTRATIVE PERSONNEL Newly assigned managerial and administrative personnel need to be familiar with the functions that make up the ZTL Facility Management Team. By receiving briefings from the team, newly assigned personnel will be better prepared to perform their new duties. a. ZTL-10 is responsible for generating an appropriate checklist to be completed by each manager who will brief the individual selected. b. Each support/operations office is responsible to brief each of these newly assigned personnel on their functional area of responsibility. c. The completed checklist shall be forwarded to ZTL-520 for filing in the individual's training record.

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CHAPTER 23. PROPERTY MANAGEMENT 23-1-1. LOCKER ASSIGNMENT The ZTL-540 (OM) Office shall have the responsibility for the records which assign and track lockers. Individual employees shall be responsible for ensuring they utilize the locker assigned to them. Control room personnel shall be afforded priority for locker assignments. Other personnel will be assigned a locker upon request, if available. Only one locker will be assigned per employee. Requests for an additional locker for meritorious reasons will be considered on a case-by-case basis. 23-1-2. HEADSET ASSIGNMENT The ZTL-510 office shall have the responsibility for headset assignments. Each employee who has an operational need will be issued a headset. Headsets are accountable property and must be surrendered when permanently leaving the facility, i.e., transfer, retirement, resignation, etc., or when receiving a permanent assignment to a position which does not require the use of a headset. a. Defective Headsets/Handsets. (1) Specialist shall remove the earpiece and acoustical tube from their headset before turning it in for repairs. (2) Turn the headset in to the WS. The WS will issue a replacement headset/handset. b. Spare Headsets/Handsets. Normally there will be 10 spare headsets and 2 spare handsets available at the WS desk. Headsets/handsets will be kept in the WS desk and issued by the WS. c. Headset Parts. Plastic earplugs, acoustical tubes, and eyeglass clips will be kept at the WS desk and the ZTL-510 Office. 23-1-3. FAA IDENTIFICATION (ID) MEDIA AND ACCESS CARDS The ZTL-510 office shall be responsible for issuing and tracking all FAA ID media and access cards issued to permanent FAA Air Traffic employees. The FAA ID will be printed on the access card to eliminate the need to issue separate cards. The employee shall be responsible for ensuring that their ID does not expire. ID media/access cards are accountable property. In the event the media is lost or stolen, the employee shall report it to their supervisor within 24 hours. The employee must

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complete an Incident Report (Appendix 7) and forward it to the ZTL-510 office. No request for media replacement will be processed without a completed Incident Report. 23-1-4. KEYS The ZTL-510 Office shall be responsible for issuing and tracking all keys and door cores issued to Air Traffic offices. Keys are accountable property. In the event a key is lost or stolen, the employee shall report it to their supervisor within 24 hours. The employee must complete an Incident Report and forward it to the ZTL-510 office. No request for a key replacement will be processed without a completed Incident Report.

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CHAPTER 24. TRAINING PROGRAM 24-1-1. GENERAL. This chapter supplements FAA Order 3120.4, Air Traffic Technical Training and other agency directives. The procedures contained in this chapter shall be followed in the administration of training for Air Traffic Control personnel at ZTL. 24-1-2. RESPONSIBILITIES. All personnel involved in Air Traffic Technical Training shall maintain a comprehensive working knowledge of the training procedures and guidelines outlined in this chapter and FAA Order 3120.4. a. OM. In addition to performing those duties outlined in FAA Order 3120.4, the OM: (1) Shall manage the on the job training (OJT) of all personnel under their supervision. (2) Shall have the authority to act as deciding official. (3) Shall appoint an Area Training Liaison Front Line Manager (TLFLM). b. TLFLM. In addition to those FLM duties outlined in FAA Order 3120.4, the TLFLM: (1) Acts as a liaison with Training SM (ZTL-520) in the application and administration of facility training program. (2) Provides guidance to peers on training requirements. (3) Tracks training requirements for the area to assure timely completion. (4) Assists the training team leader in the development of training plans for all developmentals in the area. c. FLM. In addition to performing those duties outlined in FAA Order 3120.4, the FLM: (1) Reviews all training forms before they are turned into ZTL-520. (2) Develops training plans for developmentals assigned to them. (3) Upon completion of required skill checks, attaches associated OJT forms and forwards package to ZTL-520, through the TLFLM, in a timely manner.

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(4) Ensures recertification requirements are met in a timely manner for all developmentals and individuals on their team. (5) Ensures personnel under their supervision complete all mandatory proficiency requirements. (6) Keeps the TLFLM informed of pertinent program status and issues. d. ZTL-530 builds and maintains the area rating for each area of specialization after input from the operational areas. 24-1-3. OJTI SELECTION PROCESS. The selection of OJT Instructors (OJTIs) shall be accomplished in accordance with FAA Order 3120.4. The TLFLM and a NATCA Representative will review potential candidates for each area. They will forward their recommendations to the OM. The OM will notify the area and ZTL-520 of selections. a. OJTIs must be certified by a FLM to perform OJT based on observations of the candidate’s performance while conducting the first OJT session. Certification will be documented on ZTL Form 3120-27, OJTI Certification. b. FLMs shall conduct evaluations of OJTI’s within 30 days of assignment of OJT duties and at least every 6 months thereafter, while they are performing OJTI duties. If the last evaluation has exceeded 6 months and OJTI duties are no longer being performed, an evaluation shall be conducted within 30 days upon resumption of OJTI duties. The evaluation shall be documented on ZTL 3120-3, OJT Instructor Evaluation . 24-1-4. TRAINING PLANS FOR OJT. A training team and training plan shall be developed for all initial certification training. They are optional for use by the FLM when conducting recertification training. Note: The training plan shall be documented on Training Plan, ZTL Form 3120-30 for initial certifications, or Training Plan (Recertification), ZTL Form 3120-5 including the date of discussion. A copy of the signed and completed training plan shall be forwarded to ZTL-520 within 10 days of the date of the discussion, but prior to commencing OJT. The training plan may be modified at anytime. Modifications shall be documented on ZTL Form 3120-32, Addendum to Training Plan. Forward the completed form to ZTL-520 prior to OJT as modified. 24-1-5. SKILL ENHANCEMENT TRAINING (SET). Training, other than OJT, will be provided in order to improve performance or develop skills that cannot be obtained in the operational environment. The Certified Professional Controller (CPC) in training/developmental’s FLM shall identify the need for skill enhancement training including those recommendations from the training team.

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The training team shall recommend the type (s) of training to be provided (e.g., computer-based instruction (CBI), simulation lab, classroom, NATPRO, position observation). The training shall not count toward OJT hours. The FLM will coordinate the use of training resources conveying the following information on Addendum To Training Plan, ZTL Form 3120-32 to ZTL520: a. Subjects needed (e.g., speed control, radar vectors, etc.). b. Method suggested (DYSIM problems, CBI, reference material, etc.). c. Criteria established by employee's FLM (evaluation, written test [open/closed book], etc.) d. Date(s) and time(s) the developmental, OJTI, and FLM (or other appropriate personnel) will be available for training and/or evaluation. e. The FLM shall document completed skill enhancement training on FAA Form 3120-25, ATCT/ARTCC OJT Instruction/Evaluation Report (Appendix 14). 24-1-6. ON-THE-JOB FAMILIARIZATION (OJF)/OJT TARGET HOURS. a. Area OJF . Up to 10 hours per position (minimum of two positions required). b. Stage II (A-side) - Per Area of Specialization. (1) Target Hours - 10 (2) Minimum Certification Hours - 20 percent c. Stages III and IV Developmentals, Terminal CPCs and En route CPCs-in-Training. (1) Area 1 - (a) Target hours for developmentals and terminal CPCs: 1 Radar associate positions - 100 2 Radar positions - 120 3 Minimum certification hours - 20 percent 4 Additional requirement - A minimum of one hour of tracker training each for R-44 SHINE and R-43 PULASKI is required during radar training. OMs may waive this requirement.

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(b) Target hours for en route CPCs-in-training: 1 Radar associate positions - 60 2 Radar positions - 80 3 Minimum certification hours - 10 percent (2) Area 2 - (a) Target hours for developmentals and terminal CPCs: 1 Radar associate positions - 100 2 Radar positions - 120 3 Minimum certification hours - 20 percent 4 Additional requirement - A minimum of one hour of tracker training each for R-28 HI ROCK and R-32 SPARTANBURG is required during radar training. OMs may waive this requirement. (b) Target hours for en route CPCs-in-training: 1 Radar associate positions – 80 2 Radar positions - 100 (3) Area 3 - (a) Target hours for developmentals and terminal CPCs: 1 Radar associate positions - 100 2 Radar positions except R49 and R50 – 120 3 R49 and R50 - 150 4 Minimum certification hours - 40 percent 5 Additional requirement - A minimum of one hour of tracker training each for R-49 LOGEN and R-50 LANIER is required during radar training. OMs may waive this requirement. (b)Target Hours for en route CPCs-in-training:

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1 Radar associate positions - 60 2 First two radar positions and/or R-49 and R-50 – 100 3 Remaining radar positions - 80 4 Minimum certification hours - 10 percent (4) Area 4 - (a) Target hours for developmentals and terminal CPCs: 1 First two radar associate positions - 100 2 Remaining radar associate positions – 80 3 First two radar positions – 120 4 Remaining radar positions - 100 5 Minimum certification hours - 20 percent 6 Additional requirement - A minimum of one hour of tracker training each for R-19 SINCA and R-20 DUBLIN is required during radar training. OMs may waive this requirement. (b) Target hours for en route CPCs-in-training: 1 Radar associate positions - 60 2 First two radar positions – 100 3 Remaining radar positions – 80 4 Minimum certification hours - 10 percent (5) Area 5 - (a) Target hours for developmentals and terminal CPCs: 1 First two radar associate positions - 150 2 Remaining radar associate positions - 100 3 First two radar positions and/or R-09 and R-10 - 150 4 R-11 – 130 5 Remaining radar positions - 110

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6 Minimum certification hours - 20 percent 7 Additional requirement - A minimum of one hour of tracker training between R-09 TIROE and R-10 LAGRANGE is required during radar training. OMs may waive this requirement. (b) Target hours for en route CPCs-in-training: 1 Radar associate positions – 80 2 R-09 and R-10 - 130 3 R-11 - 110 4 Remaining radar positions – 95 5 Minimum certification hours - 10 percent (6) Area 6 - (a) Target hours for developmentals and terminal CPCs: 1 Radar associate positions - 100 Exception D-01 and D-02 - 80 2 R-05 and R-06 – 150 3 R-03 and R-04 – 130 4 R-01 and R-02 - 100 5 Minimum certification hours - 20 percent 6 Additional requirement - A minimum of one hour of tracker training each for R-05 DALAS and R-06 ROCKET is required during radar training. OMs may waive this requirement. (b) Target hours for en route CPCs-in-training: 1 Radar associate positions - 70 Exception D-01 and D-02 - 60 2 R-05 and R-06 – 130 3 R-03 and R-04 – 85

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4 R-01 and R-02 – 60 5 Minimum certification hours - 15 percent 6 Exceptions: ROME (01) – 8 hours total position, if already certified on DALAS and WEST DEPARTURE with the two ROME FPAs. GUNTER (02) – 8 hours total R and D position, if already certified on GADSDEN and ROCKET with the two GUNTER FPAs. (7) Area 7 - (a) Target hours for developmentals and terminal CPCs: 1 Radar associate positions – 100 Exception: D-39 - 110 2 First two radar positions and/or R-39 - 130 3 Remaining radar positions - 110 4 Minimum certification hours - 20 percent 5 Additional requirement - A minimum of one hour of tracker training each for R-37 CROSSVILLE and R-39 BURNE is required during radar training. OMs may waive this requirement. (b) Target hours for en route CPCs-in-training: 1 Radar associate positions - 75 2 Radar positions - 90 Exception: R39 - 110 3 Minimum certification hours - 10 percent 4 Exceptions: Minimum certification hours for ALLATOONA and BLUE RIDGE are five hours. (8) FLMs. (a) OJF. Up to 10 hours authorized per position (minimum of 2 positions required). (b) Target Hours. Eighty hours per position. The minimum certification hours are 5 percent. d. Established Training Hours Evaluation. Target hours, minimum certification hours and OJF hours shall be evaluated at least annually and adjusted, if necessary. The

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Area OM will forward any changes requested to ZTL-520 by September 1 each year after seeking input from the TLFLM and NATCA. Negative replies are required. e. Consolidated Positions/Sectors (1) Consolidated radar associate and radar position OJT for en route CPCs-in-training is authorized on all sectors. (2) OJT on consolidated sectors is authorized when the consolidation of the sectors is a routine configuration. Such sectors must be listed in (4) below. (3) OJT time shall be allotted between the consolidated positions based on traffic activity. If the developmental/CPC-in-training is certified on one or more of the consolidated positions, the full amount of OJT time shall be allotted among the positions on which the developmental/CPC-in-training is not certified. Performance skill checks are permitted on the consolidated positions only if training occurred on the consolidated positions. Certification is permitted on consolidated positions only if recommendation for certification occurred while these positions were combined. (4) Routinely consolidated sectors are:

Area 1 Area 2 Area 3 Area 4 PULASKI/SALEM LEEON/LOCAS LOGEN/COMMERCE MACON/HAMPTON SHINE/MOPED SPARTANBURG/GEORGIA SINCA/AUGUSTA BRISTOL/WILKES DUBLIN/CLARK HILL HAMPTON/CLARK HILL

Area 5 Area 6 Area 7

MONROEVILLE/0802 FPA WEST DEPARTURE/0102 FPA NORTH DEPARTURE/HINCH MONTGOMERY/MAXWELL DALAS/0101 FPA ALLATOONA/BLUE RIDGE LAGRANGE/0801 FPA GADSDEN/0201 FPA BIRMINGHAM/MAXWELL ROCKET/0202 FPA 24-1-7. STAGE II (COURSE 55053) ASSISTANT CONTROLLER TRAINING a. Objective. This stage is designed to prepare the developmental for assistant controller position (A) qualification and certification. It includes OJT for qualification and certification on assistant controller positions of operation in an assigned area of specialization. b. Administration. This stage is pass/fail and is administered at ZTL in a classroom/laboratory environment using lesson plans developed at the Academy and the facility. OJT is conducted in an operational environment and supervised by the developmental's FLM. c. Classroom Evaluation.

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(1) This portion consists of up to 120 hours of map and area study. Students will draw ZTL High Altitude Map, ZTL Low Altitude Map and an Area Specialization Map. At the beginning of the class, students will be given a list of required items to be included on all maps. In addition to required items listed in FAA Order 3120.4, there is a ZTL requirement to label the radials and their reciprocals, for all airways and jet routes depicted from the first NAVAID/fix outside the area. The maps will be graded using the Instructional Program Guide (IPG) contained in FAA Order 3120.4, Appendix 4 and must be passed with a score of 70 percent or greater. (2) Evaluations in this stage are pass/fail. Should the developmental fail to achieve a passing grade of 70 percent or greater on any evaluation in this stage and ZTL-520 deems additional training is warranted, up to a total of 8 hours of training shall be given, including the time required for re-evaluation. This training may be classroom, laboratory, or both. (3) If additional training is not warranted, or the developmental fails to meet requirements, the developmental will be removed from training and processed in accordance with appropriate agency orders. d. OJT. OJT shall be administered in accordance with FAA Order 3120.4 and par 24-3 of this chapter. FAA Form 3120-25, ATCT/ARTCC OJT Instruction/Evaluation Report shall be completed and forwarded to ZTL-520. Ensure all Mandatory Briefing Items have been completed and documented on Briefing Guide Checklist, ZTL Form 3000-43. Forward completed forms to ZTL-520. e. The National Air Traffic Professionalism (NATPRO). The project training will be accomplished. 24-1-8. STAGE III (COURSES 55054 AND 55056) NON-RADAR/RADAR-ASSOCIATE CONTROLLER TRAINING a. Objective. This stage of training is to prepare the developmental to perform independently (under general supervision) all duties of non-radar and a radar associate controller on all sectors within his/her assigned area of specialization and to attain certification on those sectors. b. Assignment Criteria. Individuals who have satisfactorily completed Stage II (A-Sides) shall receive assignment to Stage III based on operational needs. Certification date on A-sides and extenuating circumstance maybe considered. If no operational needs or extenuating circumstances exist, assignment will be based on A-Side certification date. c. Administration. This stage of training is pass/fail and is conducted at ZTL under the direction of ZTL-520. This training consists of classroom instruction and the administration of facility-developed non-radar and radar-associate control problems on one sector in the developmental's area of specialization. The OJT portion of this stage shall be administered in accordance with FAA Order 3120.4 and par. 24-4 of this chapter.

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Prior to Stage III, students receive orientation class and introductory DYSIM scenarios(s). ZTL-520 will give every student a copy of the Radar Associate Training Checklist during Stage III orientation. The developmental should view the checklist as expectations upon completion of Radar Associate on the job training. A new checklist will be added to the radar associates training folder at the initial training team meeting. The Front Line Manager should review the Radar Associate Training Checklist should be completed by the training team prior to certification on the last radar associate position. The Radar Associate Developmental must demonstrate the skills and knowledge of all of the elements of the Radar Associate Checklist. ZTL-520 will archive the completed Radar Associate Training Checklist in the developmental’s training folder. See Appendix 73, Atlanta ARTC Center Radar Associate Checklist and Guide. (1) The non-radar classroom portion is pass/fail and consists of up to 80 hours. This time will be used to study/draw map, study/take area rating, review LOAs, etc. and up to 40 hours of non-radar procedures classroom instruction. Students will draw the map for their assigned area of specialization. Students will be given a list of items to include on the map. In addition to required items list in FAA Order 3120.4, there is a ZTL requirement to label the radials and their reciprocals, for all airways and jet routes depicted, from the first NAVAID/fix outside the area. The map will be graded using the IPG contained in FAA Order 3120.4, Appendix 4. The map and the area rating must be passed with a score of 70 percent or greater. (2) Classroom and exercises will be accomplished in accordance with FAA Order 3120.4, Appendix 4 guidelines. Students will complete 10 instructional DYSIM exercises on computer entries and practical application of classroom lesson plans. Each exercise is 30-60 minutes in duration and is not evaluated as pass/fail. (3) The non-radar laboratory portion consists of 12 non-radar simulation scenarios. (4) All non-radar laboratory scenarios except problems 1, 2, 3, 10 and 12 are administered as instructional problems. Problems 1, 2, and 3 are familiarization scenarios. Problem 10 is a preparatory evaluation scenario, and problem 12 is a pass/fail evaluation scenario. (5) The duration and complexity of the non-radar simulation scenarios are outlined below:

SCENARIO

*COMPLEXITY FACTOR

DURATION (MINUTES)**

TYPE

1 50 60 Familiarization 2 50 60 Familiarization 3 50 60 Familiarization 4 50 60 Instructional 5 50 60 Instructional 6 50 60 Instructional

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7 60 60 Instructional 8 60 60 Instructional 9 60 60 Instructional 10 60 60 Evaluation/Prep 11 60 60 Instructional 12 60 60 Pass/Fail

*Complexity factors listed above are minimum numbers and may be increased. **These times do not preclude terminating the simulation scenario prior to the indicated time limit if the developmental has clearly failed the scenario (in the case of an evaluation scenario) or if the instructor has determined that the maximum value of the scenario has been achieved. (6) The radar associate classroom portion is pass/fail and consists of up to 40 hours of instruction. (7) The radar associate laboratory portion consists of 15 familiarization control problems on one sector in the developmental's area of specialization and are not pass/fail. (8) The duration and volume of the radar-associate simulation scenarios are outlined below. Scenarios shall progress in complexity.

SCENARIO

VOLUME

(%)

DURATION (MINUTES)*

TYPE

1 70 60 Familiarization 2 70 60 Familiarization 3 75 60 Familiarization 4 80 60 Familiarization 5 70 60 Familiarization 6 70 60 Familiarization 7 75 60 Familiarization 8 75 60 Familiarization 9 75 60 Familiarization 10 80 60 Familiarization 11 80 60 Familiarization 12 80 60 Familiarization 13 85 60 Familiarization 14 85 60 Familiarization 15 85 60 Familiarization

*These times do not preclude terminating the control problem prior to the indicated time limit if the instructor has determined that the maximum value of the problem has been achieved.

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d. User Request Evaluation Tool (URET). (1) Upon completion of radar associate simulation training, each developmental shall complete course 55087, URET Air Traffic Operator’s Training. The scenarios contained within course 55087 shall not be evaluated on a pass/fail basis. (2) The URET radar associate laboratory portion consists of 2 familiarization control problems, 11 instructional scenarios, and 4 evaluation scenarios on one sector in the developmental’s area of specialization and is pass/fail. (3) Scenarios 1 and 2 are familiarization control problems, scenario 9 is a preparatory evaluation scenario and scenarios 11, 14 and 17 are pass/fail evaluation scenarios. (4) The duration and volume of the URET radar associate simulation scenarios are outlined below. Scenarios shall progress in complexity.

SCENARIO

VOLUME (%)

DURATION (MINUTES)*

TYPE

1 75 60 Familiarization 2 75 60 Familiarization 3 80 60 Instructional 4 80 60 Instructional 5 80 60 Instructional 6 85 60 Instructional 7 85 60 Instructional 8 85 60 Instructional 9 90 60 Evaluation/Pre

10 90 60 Instructional 11 90 60 Pass/Fail 12 95 60 Instructional 13 95 60 Instructional 14 95 60 Pass/Fail 15 100 60 Instructional 16 100 60 Instructional 17 100 60 Pass/Fail

e. Evaluation. (1) The developmental shall satisfactorily complete all pass/fail URET radar-associate simulation scenarios. (2) The simulation scenario pass/fail criteria shall be in accordance with FAA Order 3120.4, Appendix 4.

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(3) A determination for additional training shall be made by ZTL-520 after each unsuccessful pass/fail evaluation scenario. (4) SET, if warranted, may include classroom, CBI lessons, etc. and shall include up to two instructional scenarios and one re-evaluation scenario at the volume level where failure occurred. (5) If requirements are not met for certification, or additional training is not warranted, ZTL-520 will inform the developmental, in writing, stating the reasons why. The developmental shall be removed from training and processed in accordance with appropriate agency orders. (6) If the first two sectors assigned for OJT are different from the SET sectors, the developmental will be given three familiarization problems on those two assigned sectors prior to returning to the control room floor. f. OJT. (1) OJT shall be administered in accordance with FAA Order 3120.4, this chapter and locally adapted URET procedures/requirements. (2) ZTL Form 3120-8, OJT Sector Profile Summary, will be used to track training hours. 24-1-9. STAGE IV (COURSES 55055 AND 55057) RADAR CONTROLLER TRAINING a. Objective. This stage of training is to qualify the developmental to perform the full range of duties and attain certification on all radar positions of operation in their area of specialization. b. Assignment Criteria. Individuals who have satisfactorily completed Stage III, including 45 day seasoning shall be assigned to Stage IV based on operational needs. Seasoning time may be waived at the discretion of the ATM. The ATM may take into consideration certification date on last D-side and any extenuating circumstances when making Stage IV assignments. If no operational needs or extenuating circumstances exist, assignment will be based on certification date of last D-Side. c. Administration. This stage of training is pass/fail and is conducted at ZTL under the direction of ZTL-520 using FAA Academy and facility developed course materials including simulation scenarios. (1) Training consists of classroom instruction. It will also contain radar simulation scenarios on two sectors in the developmental’s area of specialization. The training is comprehensive, job related, and designed to minimize OJT time. The

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laboratory training will expose the developmental to situations that will be encountered in the live environment. (2) Prior to entering a simulated radar environment, the developmental shall pass the radar qualification examination obtained from the FAA Academy. (3) Radar controller training involves up to 60 hours of classroom instruction and adequate DYSIM laboratory time to administer 2 familiarization problems and 18 instructional simulated scenarios on each of two sectors. All radar laboratory scenarios except 1, 2, 11, 14, 17 and 20 are administered as instructional scenarios. Scenarios 1 and 2 are administered as familiarization scenarios. Scenario 11 is administered as a preparatory evaluation scenario. Scenario 14, 17 and 20 are pass/fail evaluation scenarios. (4) Given a simulated radar sector in the assigned area of specialization, the developmental will apply ATC procedures in accordance with FAA Order 7110.65 and local directives during the administration of 18 instructional simulated scenarios of increasing volume and complexity levels. The duration and volume of the simulated scenarios are outlined below: SCENARIO

VOLUME (%)

DURATION (MINUTES)*

TYPE

1 70 60 Familiarization 2 70 60 Familiarization 3 75 60 Instructional 4 75 60 Instructional 5 75 60 Instructional 6 80 60 Instructional 7 80 60 Instructional 8 80 60 Instructional 9 85 60 Instructional 10 85 60 Instructional 11 85 60 Evaluation/Prep 12 90 60 Instructional 13 90 60 Instructional 14 90 60 Pass/Fail 15 95 60 Instructional 16 95 60 Instructional 17 95 60 Pass/Fail 18 100 60 Instructional 19 100 60 Instructional 20 100 60 Pass/Fail *Simulation scenarios may be terminated prior to completion if the developmental has clearly failed the problem (in the case of an evaluation scenario), or if the instructor has determined that the traffic volume and/or instructional value of the scenario has been exhausted.

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d. Evaluation. (1) The developmental shall satisfactorily complete all pass/fail simulation scenarios. (2) The simulation scenario pass/fail criteria shall be in accordance with FAA Order 3120.4, Appendix 4. (3) A determination for additional training shall be made by ZTL-520 after each unsuccessful evaluation scenario. (4) Additional training, if warranted, shall include up to two instructional scenarios and one re-evaluation scenario at the volume level where failure occurred. (5) If requirements are not met for certification or additional training is not warranted, ZTL-520 will inform the developmental, in writing, stating the reasons why. The developmental shall be removed from training and processed in accordance with appropriate agency orders. (6) Upon satisfactory completion of all pass/fail simulation scenarios, developmentals will return to the control room floor for OJT. If first two sectors assigned for OJT are different from the DYSIM simulation sectors, developmental will be given three familiarization problems on those two assigned sectors, prior to returning to the control room floor. Additionally, NATPRO training will be accomplished during classroom portion of the training. e. OJT. (1) OJT shall be administered in accordance with FAA Order 3120.4 and this chapter. (2) Tracker training shall begin during this stage of training. A minimum of one hour OJT is required on each of the first two R-sides that staff a tracker. Tracker training time shall not be charged against the allotted target hours for position certification. This training shall be documented on FAA Form 3120-25, ATCT/ARTCC OJT Instruction/ Evaluation Report. Tracker Training must also be documented on the certification form for the first radar position as required. You will also document on the Radar Certification Checklist, ZTL Form 3120-57. (3) Developmentals shall receive a minimum of 1 hour of instruction on the primary backup system prior to certification on the first radar position. This training shall be charged against the allotted target hours for position certification. This training shall be documented on FAA Form 3120-25, ATCT/ARTCC OJT Instruction/Evaluation Report and a notation that this requirement has been completed shall be noted on the

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certification form. You will also document on the radar Certification Checklist, ZTL Form 3120-57. (4) A one-day Traffic Management Unit (TMU) indoctrination shall be accomplished within two months following the month of certification on the first two radar positions. This shall be documented by TMU on ZTL Form 3120-35, Traffic Management Unit Indoctrination and forwarded to ZTL-520. (5) ZTL Form 3120-8, OJT Sector Profile Summary will be used to track training hours. (6) Training Team meetings shall be held routinely. It is strongly recommended they be held at least monthly or more frequently as determined by the training team. Document all training team meetings on a separate ATCT/ARTCC Instruction/Evaluation Report, FAA Form 3120-25. Forward a copy to ZTL-520 for record retention. f. Developmental Seasoning. (1) Following certification on the first two radar positions or sectors (if initial certification is being accomplished on a sector versus a position), all developmentals (including CPC transfers) shall be scheduled to "season" for a minimum of 45 days following the date of certification. Seasoning is defined as working those positions or sectors already certified on without beginning OJT on the next position(s) or sector(s). FLMs are responsible to track the seasoning time and ensure this requirement is met. EXCEPTION: This requirement may be waived at the OM's discretion. (2) With the exception of the requirements stated above in subparagraph (1), nothing precludes the FLM of record from assigning additional seasoning time after certification on any position or sector, as they deem necessary and beneficial to the developmental’s overall training progress. 24-1-10. CERTIFIED PROFESSIONAL CONTROLLER-IN-TRAINING a. Transfer CPC-in-Training. CPC-in-training controllers who transfer to ZTL shall, at a minimum: (1) Receive up to 120 hours of classroom map/area study. Students will draw ZTL High Altitude Map and Area Specialization Maps. At the beginning of the class, students will be given a list of required items to be included on all maps. The maps will be graded using the IPG contained in FAA Order 3120.4, Appendix 4 and must be passed with a score of 70 percent or greater. (2) Be afforded the opportunity to enter a portion of Stage II, III, or IV developmental training that best suits their training needs.

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(3) Should the CPC-in-training fail to achieve a passing grade of 70 percent or greater on any evaluation and ZTL-520 deems that additional training is warranted, up to a total of 8 hours of training shall be given, including the time required for re-evaluation. (4) If additional training is not warranted, or the developmental fails to meet requirements, the developmental will be removed from training and processed in accordance with appropriate agency orders. (5) Complete all proficiency and mandatory training items required during assignment to ZTL-520. (6) Receive OJT in accordance with FAA Order 3120.4 and this chapter. Center-to-Center CPCs shall receive target hours specified as CPC-in-training. ZTL Form 3120-8, OJT Sector Profile Summary will be used to track training hours. (7) Receive a minimum of one hour OJT on each of the first two radar positions that staff a tracker. This training shall be charged against the allotted target hours for position certification. Radar position certification includes certification for associated tracker positions where applicable. FAA Form 3120-25, ATCT/ARTCC OJT Instruction/ Evaluation Report shall be completed whenever tracker training is accomplished. This requirement may be waived at the discretion of the training team. Such waiver shall be noted on FAA Form 3120-25, ATCT/ARTCC Instruction/ Evaluation Report, Block 12, when completing successful position certification skill check. (8) Receive a minimum of one hour of instruction on the primary backup system prior to certification on the first radar position. This training shall be documented on FAA Form 3120-25, ATCT/ARTCC OJT Instruction/Evaluation Report and a notation that this requirement has been completed shall be noted on the certification form. (9) Meet developmental seasoning requirements. See paragraph 24-9 f (1) and (2). (10) Receive a 1-day TMU indoctrination within two months following the month of certification on the first two radar positions. This shall be documented by TMU on ZTL Form 3120-35, Traffic Management Unit Indoctrination and forwarded to ZTL-520. b. ZTL CPCs-in-Training. ZTL CPCs-in-training are those transferring from one area of specialization to another. At a minimum, they shall: (1) Receive up to 80 hours of classroom map/area study. Students will draw the map for their assigned area of specialization. At the beginning of the class, students will be given a list of required items to be included on the map. The map will be graded using the IPG contained in FAA Order 3120.4, Appendix 4 and must be passed with a score of 70 percent or greater.

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(2) Complete all proficiency and mandatory training items missed during assignment to ZTL-520. (3) Receive OJT in accordance with FAA Order 3120-4 and par. 9-4 of this chapter. Target hours are those specified as CPC-in-training. ZTL Form 3120-8, OJT Sector Profile Summary may be used to track training hours. (4) Meet developmental seasoning requirements. See Paragraph 24-9 f (1) and(2). 24-1-11. PROFICIENCY TRAINING REQUIREMENTS Proficiency training is required for operational personnel and SPs who maintain currency. ZTL-520 shall be the focal point for all proficiency training. Team members shall receive at least one team briefing each month with a FLM. The FLM will document this training on the ZTL LAN. Briefings shall be held for specific refresher or supplemental purposes. FLMs shall ensure that personnel under their jurisdiction complete all proficiency training and complete CBI lessons. a. Refresher Training. ZTL-520 shall establish in writing and administer an annual refresher training program in accordance with FAA Order 3120.4. ZTL-520 may add other topics as identified by facility management. ZTL-520 shall provide a copy of the annual training program and additional monthly requirements to all OMs, SMs, and FLMs. b. Supplemental Training. Operational personnel shall complete supplemental training prior to the utilization of new/revised procedures, regulations, or equipment. c. SET for CPC. This training is administered by the FLM when it is determined a need exists to increase the proficiency of a CPC in a skill on a position on which the specialist is certified. (1) The FLM, in collaboration with the CPC, is responsible in determining what skill(s) need to be improved and what method of training will be administered (e.g., DYSIM, classroom training, OJT, CBI, refresher lessons, etc.). Any training involving resources of ZTL-520 shall be coordinated with the ZTL-520 SM. (2) The CPC shall be advised, in writing, of the skill that is targeted for training using ZTL Form 3120-37, Technical Training Discussion (ATCS). Training must be completed in a timely manner. When completed, immediately forward a copy of the ZTL Form 3120-37 to ZTL-520 for entry in FAA Form 3120-1. d. Remedial Training. This training is to correct specific performance deficiencies. All performance deficiency letters shall be coordinated through the OMs/SMs with ZTL-10, and with the concurrence of ZTL-520 and the ATM.

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(1) An individual decertified as a result of a performance deficiency shall receive remedial training and be notified in writing of the specific subject areas to be covered and the reasons. (2) Remedial training for ATCSs involving resources of ZTL-520 shall be coordinated with the ZTL-520 SM, conveying the following minimal information: (a) Subject area needed (speed control, radar vectors, etc.). (b) Method suggested (DYSIM problems, CBI, reference material, etc.). (c) Criteria established by employee's FLM (evaluation, written test, etc.). (d) Date(s) and time(s) both the specialist and FLM will be available for training and/or evaluation. Note: Training associated with a controller's return to duty for an operational error and/or deviation (OE/D) shall be coordinated in accordance with OE/D First-Level Supervisor Checklist for Returning an Employee to Operational Duty, ZTL Form 3430-3. e. Documentation. Documentation of required training shall be on ZTL Form 3120-6, Completion of Training Requirements/Team Training, Appendix 4, automated CBI documentation, or on ZTL Form 1300-3, Facility Briefing Control Form as appropriate. f. Additional Training. All requests for any additional training (tuition assistance, out-of-agency) should be forwarded to the ZTL-520 SM. The request should include written justification and how training is job related. The request will be forwarded to the Service Center for approval. All requests can be made utilizing lotus notes. 24-1-12. RECERTIFICATION. Personnel who fail to meet currency requirements and those restricted from working an operational position shall be recertified prior to resumption of operational duties. Recertification may be necessary for performance related or non-performance related reasons; e.g., medical, detail, temporary duty assignment, extended absence. a. All operational error/deviation recertification letters shall be coordinated through the OM/SM with the ZTL-520 SM and the ATM, in accordance with the instructions in the recertification packages at the WS desk. b. Prior to resuming operational duties, all proficiency training and mandatory training items missed must be completed. c. Non-performance related recertification hours shall be administered in accordance with FAA Order 3120.4. FLMs shall coordinate with ZTL-520 to determine the amount of training to be administered for individuals who have not worked an operational position for more than 120 days. The minimum recertification hours for ZTL will be 10 percent of the hours allotted for recertification.

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EXCEPTION: Minimum certification hours for FLMs, is 5 percent of the hours allotted for recertification. d. Recertification may be accomplished by individual position or a single action covering multiple positions at the discretion of the ATM. 24-1-13. OM TRAINING a. Objective. This training prepares a permanently assigned employee for the responsibilities of the OM position. b. Administration. The following schedule of events will be followed and can be adjusted by ZTL-520: (1) Up to 24 hours is allowed for an open book area rating review. (2) Up to 32 hours is allowed for Voice Switching Communication System (VSCS) training, if needed. (3) Up to four hours is allowed for a briefing by ZTL-530, or designee, on assigned area specialty operation, letters of agreement, approach control areas, special military routes and areas, other special user activities, Unsatisfactory Condition Reports (UCRs) and facility coordination requirements. (Preferably done in classroom training.) (4) Up to four hours is allowed for a briefing by ZTL-10 on Labor Management Relations (LMR) activities, grievance procedures, Equal Employment Opportunity (EEO) activity and complaint procedures, procedures for handling personnel actions and functional assignments within ZTL-10. (Preferably done in classroom training.) (5) Up to two hours is allowed for a briefing by the current Automation Contractor on an overview of NAS status, major problems and concerns, and computer start, stop and flop procedures. (Preferably done in classroom training.) (6) Up to two hours is allowed for a briefing by the ZTL-520 SM on an overview of the facility's training program. (7) Up to four hours is allowed for a briefing by ZTL-505 covering reporting and handling accidents/incidents and quality assurance evaluations. (Preferably done in classroom training.) (8) Up to two hours is allowed for a briefing by the appropriate support office covering current plans and projects, budget, equipment and leased services, and a review of agency, regional and facility contingency plans. (Preferably done in classroom training.)

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(9) Up to 40 hours is allowed for operational familiarization. (10) Up to 16 hours is allowed for operational familiarization with a specific OM and WS covering group management; control room activities; OM, WS, and Traffic Management responsibilities; coordination with and responsibilities of the System Operations Center (SOC); position binders; reference files; preparation and development of work schedules; computer start, stop and flop procedures. (11) Up to four hours is allowed for a briefing by the ATM/AATM on the facility's operational/administrative policies, human relations program and a review of the OM performance standards. (12) Up to two hours is allowed for a briefing by AJR-16-ZTL office covering policies and procedures of all traffic management functions and traffic management positions. c. Responsibilities. SP, OMs and FLMs are responsible for those items stated in this directive as they relate to their position. 24-1-14. FLM TRAINING a. Objective. This training prepares permanently assigned or temporarily assigned (more than 120 days) employees for the duties associated with the FLM position. b. Administration. The Facility SUPCOM Chair shall serve as the focal for this course of training. The training shall be accomplished prior to the new FLM being assigned duties working the position. The Support Managers and/or Operations Managers, at the direction of Support Manager for Training, may conduct a CBI course in lieu of individual briefings. The ZTL Front Line Manager Checklist (ZTL Form 3000-39) shall be checked and initialed upon completion of each section of training. Upon completion, the checklist shall be forwarded to the Training Support Office for verification and inclusion into the individual’s training record. c. Prerequisite. After selection to the FLM position, each new FLM will meet with their OM and the Area SUPCOM Representative to develop a plan for training (ZTL Form 3120-58 – Appendix 74) that will include the Administrative Training and the Operation Position Certification Training. d. Approximate Time Requirement for Training. There is a minimum requirement for two weeks of administrative training for every employee assigned to a Front Line Manager’s position. Further training will be based on factors that apply to individual situations, such as employees who have been promoted from outside the facility, employees who have been promoted and are staying in an area which they are currently certified, etc…

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(1) FLM’s Administrative Training. Up to 80 hours of training is allotted for facility orientation and the training specified below. (a) ATM/AATM – ZTL-1/2 (up to 1 hour): This will be the initial greeting and expectation briefing. This meeting will also emphasize the facilities goals and initiatives, and an overview of the SMP process. (b) Operations Managers – ZTL-540 (up to 8 hours): The new FLM will spend a shift shadowing their Operations Manager at the watch desk. A portion of this period will be dedicated to the discussion of expectations and a performance plan review. (c) Human Resource Management Office – ZTL-10 Office (up to 8 hours): This briefing is dedicated to the discussion of labor and employee relations, the new performance management system, attendance and leave requirements including FFLA/FMLA, ethics, equal employment opportunity programs, employee benefits, Federal Employee Compensation act (workers compensation), facility procedures for medicals/physicals and medication reporting, drug testing, Sexual Harassment, Work Environmental Policies (previously known as “Model Work Environment”), and the Accountability Board. At least one (1) hour will be devoted to the current CBA. A current copy of the current CBA will be provided, as well as a copy of the “St. Louis Contract Briefing” notebook and CD. Any updates will be included. The current award program will be explained. The ATO Reference Guide to Performance Management will be provided. (d) Training Support Office – ZTL-520 (up to 5 hours): This briefing will cover the national training program and its stages, the facility-training program and the status of area developmentals, OJT documentation, proficiency training – which includes refresher training, skill enhancement training (SET), and remedial training. The training department will also conduct an introduction to the DYSIM/ERTSS lab. The requirements of the FLM as an evaluator and certifier will be explained. (e) Operations Oversight Program Support Office – ZTL-505 (up to 6 hours): This briefing will cover the reporting and processing of accidents/incidents, flights assists, operational errors and classifications, proximity events, QAR events, and the performance assessment requirements, as well as tools available for the FLM’s use: SATORI, Voice Recorders, Radar Replay (FALCON), & CEDAR. Time will be spent discussing the handling of public inquiries, press relationships, and public relations. (f) System Operations (up to 18 hours): Systems Operations will brief policies and procedures of the traffic management unit. Hands-on TSD training will be provided. Each FLM shall spend one shift in the SysOps unit learning the operational positions, playbooks, CDR’s, FEA’s, TMA and other aspects of the unit. Training shall be documented on ZTL Form 3120-35, Traffic Management Unit Indoctrination, Appendix 65. Each FLM will complete the Aerodrome Forecast (TAF) CBI and test (approximately 6 hours). Certification on the Weather Coordinator (WC) position will be completed, which includes classroom training (approximately 2 hours) and OJT

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(minimum 1 hours and up to 10 hours). Upon completion of WC classroom training ZTL Form 3120-7, WS Weather Products Checklist, Appendix 68, must be completed and signed by the instructor. This form shall be carried to TMU to be included with the WC Certification Package. OJT and certification shall be documented using FAA Form 3120-32, Traffic Management Coordinator OJT Instruction/Evaluation Report, AT Technical Training Order, FAAO 3120.4, Appendix 7. Information about the Center Weather Service Unit (CWSU) and hands on training on the Weather and Radar Processor (WARP) will also be provided. (g) Plans & Program Operations Support Office – ZTL-510 (up to 4 hours): This briefing will cover current plans and projects, short term planning as it relates to new equipment and programs within the facility such as frequencies, VSCS/VTABS (VSCS emphasis: Logical to Physical and Temp-Mods), Digitized radar and radar site locations, ERAM and Supervisory KVDT message, etc. Hands on training on ART and CRU-SUPPORT will be provided. Additional briefings will cover the 7230-4 entries and the requirements regarding equipment outages (both scheduled and unscheduled). The FLM’s role in the facility security plan will also be reviewed. (h) Airspace and Procedures Program Support Office – ZTL-530 (up to 4 hours). This briefing will cover airspace and procedure responsibilities and changes, overhead charts, ERIDS for supervisors CBI, URET, RVSM, as well as a review on the facility Contingency Plan. Procedures for UCR’s and MB requirements/distribution will be explained. A briefing with the Military Liaison Specialist on ZTL military operations will be provided. (i) Fiscal Management Office – ZTL-20 (up to 2 hours): This briefing will cover T & A processing, government credit cards, and the travel systems (Gov-Trip Introduction). (j) ATO Familiarization. Utilizing the employee faa.gov website, familiarize yourself with the FAA LOB’s and ATO experience guide from the ATO COO. (k) The following CBIs, elms and internet courses will be assigned and completed: 57001 OP SUP – Accidents and Other Unusual Situations – 1 hour 57101 SUP VSCS L042408 CRU-X/ART SUPERVISOR CHANGE L040206 CRU-X/ART SUPERVISOR L032305 CRU-X/ART SUPERVISOR 113001 CTAS

554FAA/DOT Drug and Alcohol Awareness training – 2 hours ELMS 30200099 FMC-1 – 40 hours

ELMS Privacy 101 – 1 hour ELMS Accountability Board – 2 hours

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TSD – 8.0 Comprehensive – 3 hours Courses assigned by DOT/FAA include: ELMS 30200055 (Closing Out the Managerial Probation Period), ELMS 30200056 (Probationary Period Checklist), ELMS 30200057 (Managerial Workforce Planning Policy), ELMS 30200059 (Stepping Up To Management), ELMS 30200061 (Local Organization Orientation), ELMS 30200062 (Define Performance Expectations), ELMS 30200063 (Mid year progress review), ELMS 30200064 (Completion of Mandatory Training & Management Development Plan), ELMS 30200065 (Closing out your probationary period), & ELMS Harvard Business FAA Probationary Managers course.

(l) Miscellaneous Training: All new FLM’s shall receive all necessary Mandatory Briefing Items from the past 12 months for their Area of Specialization. (2) Operational Position Certification Training: FLM’s shall be certified and maintain currency on at least two positions of operation. FLM’s selected or changing areas that have been a CPC in an enroute facility shall be required to certify on all Radar Associate positions. FLM’s who transferred or were promoted from facilities other than enroute, shall in addition to certifying on all Radar Associate positions; also certify on two radar positions. Operations Managers have the discretion to allow FLM’s to maintain currency on either one Radar position and one Radar Associate position, or two Radar Associate positions.

(a) Forty (40) hours of classroom instruction for map study. This may include center high and low map.

(b) Forty (40) hours of classroom instruction for Area Familiarization, area map study, and area rating. (c) Eighty (80) hours of modified Stage III & IV training(including DYSIM exercises). (d) CBI 57101 SATCS – VSCS – 4 hours (e) URET training course – 32 hours (f) OJT/Certification shall be conducted in accordance with FAAO 3120.4 and para. 24-6 of this order. (g) Up to eighty (80) hours training on responsibilities of the FLMIC (one operational day shift and one operational evening shift required). The ATO Enroute Front Line Managers OJT Training Checklist (ZTL 3120-59) shall be completed and utilized as the FLMIC certification document. Upon certification signature from the OM, it shall be forwarded to the Training Support Office for inclusion into the individual’s training record.

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(h) Sixteen (16) hours of training on WS midnight shift duties. This training must be completed on the mid shift within the first 90 days of standing watch. A FLM shall have been area certified for a minimum of three months before performing WS midnight shift duties. (i) Additional training requirements to be determined as necessary. e. Responsibilities. OMs, SMs and FLMs are responsible for those items stated in this directive as they relate to their office or position. OMs shall be the certifying official on all positions in their area of responsibility. 24-1-15. FDCS TRAINING a. Objective. To prepare newly assigned FG-2154 personnel for duties as FDCSs. b. Administration. This training is conducted at ZTL under the direction of ZTL-520. Locally developed instructional units shall be utilized to prepare the trainee for FDCS duties. (1) Phase I. This training will consist of up to 40 hours of classroom training on the following subjects: (a) Facility orientation. (b) Benefits and obligations of federal employees. (c) Organizational structure. (d) Personnel policies. (e) NAS. (2) Phase II. This training, conducted by ZTL-520, will consist of up to 240 hours of classroom, CBI and laboratory lessons. The instructional presentation shall prepare the FDCS to: (a) Complete ZTL maps as contained in Stage II training. (b) Understand emergency evacuation procedures, facility security plan, emergency readiness plan and Air Traffic Service Contingency Plan. (3) Evaluation. (a) Locally prepared examinations shall be administered on the high altitude airway map, low altitude airway map, processing flight data in the non-automated and automated mode and computer message entry.

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Note: The maps will be graded using the IPG contained in FAA Order 3120.4, Appendix 4. (b) The locally prepared examinations are pass/fail. Should the FDCS fail to achieve a passing grade of 70 percent or greater on any evaluation in this phase, and ZTL-520 deems that additional training is warranted, up to eight hours of training shall be given, including time required for re-evaluation. This training may be in the classroom and/or laboratory. (c) If additional training is not warranted, or the FDCS fails to meet requirements, the FDCS will be withdrawn from training and processed in accordance with appropriate agency orders. (4) Phase III. Successful completion of Phase II is required prior to beginning training in Phase III. A designated specialist who is supervised by the first-level supervisor conducts OJT in an operational environment. Certification is based on the "FDCS Training and Reference Guide" at four levels of operation before being released as fully checked out in the Flight Data Communications Section. (a) After completion of up to 6 months of training, the trainee will be able to: 1. Explain the three types of air traffic control (ATC) options and how they relate to flight data according to FAA Employee Orientation Self Study Guide and the "FDCS Training and Reference Guide." 2. Use ATC terminology. 3. Demonstrate knowledge of ZTL airspace and identifiers commonly used outside our area. 4. Demonstrate the functions of various divisions of the NAS. 5. Demonstrate knowledge of aircraft call signs commonly used in ZTL. 6. Demonstrate knowledge of fields of a flight plan. 7. Demonstrate knowledge of VSCS. 8. Demonstrate knowledge of International Civil Aviation Organization (ICAO) phonetic alphabet. 9. Demonstrate knowledge of aircraft categories. 10. Demonstrate knowledge of commercial phones, e.g., inter-facility calls vs. external calls and standard features.

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11. Demonstrate knowledge of fields of the weather sequence. 12. Identify adjacent (interfaced) facilities. 13. Know function keys on Supervisory Assistant, Keyboard Video Terminal (KVT) and Keyboard Printer (KPR). 14. Know NAS input messages. 15. Know Start over/Recovery procedures. 16. Know operating procedures and properly respond to system difficulties and restore full communication capabilities to the Defense Information Systems Agency (DISA)/Aeronautical Information Systems/National Network Control Center (NNCC) Communications Systems. 17. Know the procedures for message retrieval from NNCC. 18. Demonstrate knowledge of Notice To Airmen (NOTAM) Information and internal processing requirements. 19. Demonstrate "Reading the Decks". (b) Evaluation. 1. If demonstrated performance or time requirements for certification are not met, ZTL-520 shall be informed, in writing, stating the reasons why. This letter shall be forwarded through the OM to ZTL-520. 2. If additional training is warranted, a maximum of 10 days, including time for the evaluation, may be given on each position on which the minimum performance requirements were not met. 3. If additional training is not warranted, or the FDCS fails to meet requirements for which additional training was given, ZTL-520 will inform the FDCS in writing stating reasons why. The FDCS will be removed from training and processed in accordance with appropriate agency orders. (5) SM/Flight Data Communications Supervisor. (a) Ensure FDCSs OJT is continuous. (b) Ensure area checkout will be accomplished under the direct supervision of the Flight Data Communications Supervisor or his/her designee.

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(c) Ensure OJT profile sheets are completed for each OJT session and forwarded to ZTL-520 using ZTL Form 3120-23, Flight Data Training/Certification Form. (d) Notify ZTL-520, in writing, when the FDCS is area-certified or the FDCS is fully certified in flight data duties. (e) Closely monitor FDCS progress to detect deficiencies and attempt to correct them early in the training period. 24-1-16. TRAINING DOCUMENTATION a. Objective. This section is designed to provide standardized guidelines for accomplishing the required posting of information on FAA Form 3120-1. b. Administration. This documentation requirement shall be administered in accordance with FAA Orders 3120.4, 7210.3 and the following guidelines: (1) Certification Signature. The certification signature for Sections III and VI shall be that of the employee’s FLM, even though this individual may not have performed the position certification/recertification or appraisal. The certification signature for Section V shall be that of the facility’s SP or FLM who has knowledge that the training was conducted and the entry is correct. (2) Employee’s Responsibility. Employees shall initial beside their name on ZTL Form 3120-6, Completion of Training Requirements/Team Training, or ZTL Form 1300-3, Facility Briefing Control Form. (3) ZTL-520 Responsibility. ZTL-520 will notify ZTL-10 when a Developmental/CPC-in-training has met position certification criteria specified in Article 108 of the FAA/NATCA Contract for potential pay increases. ZTL-10 will determine if pay is affected. 24-1-17. CONTROLLER-IN-CHARGE (CIC) DESIGNATION, SELECTION AND TRAINING PROCESS The CIC position is an assignment of work and employees shall perform these duties in accordance with management directions. Management direction, guidance and/or goals for the shift are conveyed in facility directives and/or during the shift/area position briefing. Note: Refer to JO Order 7210.3, Chapter 2.

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The employee's FLM will be responsible for identifying potential CIC candidates within their prospective work group to their OM. They should consider the selection criteria listed in JO 7210.3 for CIC Selection Process when identifying candidates. When ZTL requirements are established, the ATM may designate a panel to forward recommendations for CIC candidates to the designated OM for each area. The recommendation panel shall consider the following knowledge, skills and abilities (KSA) in reviewing each candidate: (1) Problem solving and analytical ability. (2) Planning and organizing. (3) Decisiveness.

(4) Judgment. (5) Communication skill. (6) Interpersonal skill.