Jacksonville ARTCC. F11 TRACON Standard Operating Procedures

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1 Document Number ZJX-10 Version A Effective Date 9/19/2018

2 Purpose Document Information ZJX 10A establishes procedures for staffing of the Central Florida TRACON radar positions (herein referred to as F11 ). Additionally, this airspace is depicted within the ZJX ARTCC s facility files. The procedures prescribed in this document are specifically designed for high volume traffic scenarios and may be deviated from at the discretion of the ZJX ARTCC Air Traffic Manager or their designee. Responsibility The Air Traffic Manager or their designee shall be responsible for the maintenance of this document and any policies that deviate from it. Updates and Changes The Air Traffic Manager or their designee may post interim changes to this document in the form of notices via the ZJX website. F11 controllers are requested to check for any notices prior to controlling for changes in procedures. Cancellation This document cancels any relevant procedures or agreements previous to this one, beginning on the date of effectiveness of this document. Effective Date This document takes effect on September 19, 2018 by order of the ZJX ARTCC Air Traffic Manager and VATUSA Southern Regional Air Traffic Director. Not for real world use. 2

3 Table of Revisions DATE REVISION EDITOR/VERSION 09/19/2018 Initial Release Peter Shivery/ Not for real world use. 3

4 Table of Contents Document Information... 2 Purpose... 2 Responsibility... 2 Updates and Changes... 2 Cancellation... 2 Effective Date... 2 Table of Revisions... 3 Table of Contents... 4 Chapter 1. Sectors Sector Table Sectorization Flow Chart Sectorization Description... 8 Chapter 2. Procedures Departure Gates Departure Gates Diagram Handoffs VFR Aircraft Departure Releases Chapter 3. Departure Radar Departure Radar Departure Gate Headings Departure Radar: South Operations Departure Radar: North Operations Departure Flow Description In-Trail Spacing Missed Approaches Chapter 4. Arrival Radar Arrival Radar Not for real world use. 4

5 4.2 MCO Standard Terminal Arrival Routes Arrival Radar Bitho/Leese: South Operations Arrival Radar Bitho/Leese: North Operations Arrival Radar Minee/Goofy: South Operations Arrival Radar Minee/Goofy: North Operations Arrival Flow Description Missed Approaches Chapter 5. Satellite Radar Satellite Radar Satellite Airports DAB ATCT TPA ATCT Satellite Radar: South Operations Satellite Radar: North Operations Satellite Radar North/Paola: MCO South and SFB East Satellite Radar North/Paola: MCO South and SFB West Satellite Radar North/Paola: MCO North and SFB East Satellite Radar North/Paola: MCO North and SFB West Chapter 6. Adjacent and Special Use Airspace Adjacent Airspace Special Use Airspace Appendix A. F11 South Operations: Vectoring Diagram B. F11 South Operations: Descent Planning Diagram C. F11 North Operations: Vectoring Diagram D. F11 North Operations: Descent Planning Diagram E. SRN/SRP: SFB East Operations Vectoring Diagram F. SRN/SRP: SFB West Operations Vectoring Diagram Not for real world use. 5

6 1.1 Sector Table Chapter 1. Sectors Below is the sector table for the F11 TRACON. Bold indicates the sectors used when F11 is in the combined configuration. Sector Sector Name Callsign Relief Frequency Voice Channel DRE DRW Departure Radar East Departure Radar West *MCO_E_APP 1E MHz MCO_E *MCO_W_APP 1W MHz MCO_W ARB Arrival Radar Bitho MCO_B_APP 1B MHz MCO_B ARL Arrival Radar Leese MCO_L_APP 1L MHz MCO_L ARG Arrival Radar Goofy MCO_G_APP 1G MHz MCO_G ARM Arrival Radar Minee MCO_M_APP 1M MHz MCO_M SRD Satellite Radar Disney MCO_D_APP 1D MHz MCO_D SRK Satellite Radar Kape MCO_K_APP 1K MHz MCO_K SRN Satellite Radar North MCO_N_APP 1N MHz MCO_N SRS Satellite Radar South MCO_S_APP 1S MHz MCO_S SRV Satellite Radar Ovido MCO_V_APP 1V MHz MCO_V SRP Satellite Radar Paola MCO_P_APP 1P MHz MCO_P * Indicates these sectors shall utilize the _DEP suffix during high-traffic situations. Not for real world use. 6

7 1.2 Sectorization Flow Chart Not for real world use. 7

8 1.3 Sectorization Description The primary combined radar position shall be DRE. No other sectors shall be staffed until the combined position is already in use. Once DRE is in use, DRE may delegate a portion of its airspace to DRW. Thereafter, DRW may delegate a portion of its airspace to ARB. Once ARB is in use, ARB may delegate a portion of its airspace to ARL. Thereafter, ARL may delegate a portion of its airspace to ARM. Once ARM is in use, ARM may delegate a portion of its airspace to ARG. ARM/ARG are considered final radar positions and of the two ARM shall be opened first. Once DRW is in use, DRW may delegate a portion of its airspace to SRD. Thereafter, SRD may delegate a portion of its airspace to SRK. Once SRK is in use, SRK may delegate a portion of its airspace to SRS or SRN. Thereafter, SRN may delegate a portion of its airspace to SRV and SRP. SRV is dependent on SRN and therefore, SRV shall NOT be opened unless SRN is already in use. SRN assumes responsibility for SRV airspace when SRV is not in use. NOTE: SRP is intended to be a final radar position for the SFB Airport and should only be used during high volume traffic scenarios. Not for real world use. 8

9 2.1 Departure Gates Chapter 2. Procedures The following table depicts F11 s various departure transition areas (DTAs) for the departure radar and satellite radar positions. These DTAs are to be used by their respective radar positions only. When F11 is in a combined configuration, the combined controller is authorized to use all DTAs. Departure Radar DTA Direction Satellite Radar DTA Direction CAMDT West KNEED Southwest MICKI North VIZTA Northwest WORMS North WORMS North CUSSR East MLBSO East Southeast ATLAS Southeast MLBSO West South TPSTR Southeast VALKA Southeast KLMAN South Not for real world use. 9

10 2.2 Departure Gates Diagram The following diagram depicts F11 s various DTAs and arrival transition zones. Departure radar DTAs are depicted in blue, satellite radar DTAs are depicted in purple, and arrival transition zones are depicted in green. NOTE: The WORMS DTA is a hybrid DTA utilized by both departure radar and satellite radar at all times. Not for real world use. 10

11 2.3 Handoffs MCO ATCT is a radar tower. Radar handoffs shall be accomplished prior to aircraft entering MCO ATCT s area of responsibility. Any other ATCTs within F11 shall not receive a radar handoff for arriving aircraft. All other internal and external handoffs shall be initiated as soon as the aircraft are clear of conflict. 2.4 VFR Aircraft VFR Aircraft within the Orlando Class Bravo airspace shall be kept below 5,000 feet and within the appropriate satellite radar position. 2.5 Departure Releases F11 shall give automatic departure releases to all traffic from MCO and SFB unless otherwise coordinated by the relevant controllers. All other airports within F11 shall request a departure release for traffic receiving radar services. Upon receipt of the departure release, the release shall remain valid for five (5) consecutive minutes. Upon issuance of the takeoff clearance, a rolling call notification message shall be sent to the appropriate F11 radar controller. This notification should include: The location of the aircraft; the callsign of the aircraft; and the departure runway the aircraft is departing from. Not for real world use. 11

12 3.1 Departure Radar Chapter 3. Departure Radar Departure radar consists of two (2) sectors: Departure Radar East (DRE) and Departure Radar West (DRW) Departure radar generally exists within the confines of F11 from 5,000-16,000 feet, directly above satellite radar. Departure radar shall utilize the specified departure gates depicted in section 2.2 of this document, as appropriate. 3.2 Departure Gate Headings Aircraft departing F11 shall transition the DTAs via the following headings upon exiting the TRACON. DTA Heading CAMDT VIZTA MICKI WORMS/JAG/MCOY CUSSR ATLAS TPSTR MLBSO East MLBSO West VALKA KLMAN KNEED 250 Not for real world use. 12

13 3.3 Departure Radar: South Operations NOTE #1: DRW SFC-080 NOTE #2: DRE SFC-080 NOTE #3: DRW & NOTE #4: DRE & NOTE #5: DRE & NOTE #6: DRW & NOTE #7: DRW NOTE #8: DRW & NOTE #9: DRW NOTE #10: DRE NOTE #11: DRW NOTE #12: DRW NOTE #13: DRW NOTE #14: DRW NOTE #15: DRE & NOTE #16: DRW & NOTE #17: DRW Not for real world use. 13

14 3.4 Departure Radar: North Operations NOTE #1: DRW & NOTE #2: DRE & NOTE #3: DRE & NOTE #4: DRW SFC-080 & NOTE #5: DRE SFC-080 NOTE #6: DRW SFC-050 & NOTE #7: DRE NOTE #8: DRE & NOTE #9: DRE & NOTE #10: DRW & NOTE #11: DRW & NOTE #12: DRE & NOTE #13: DRE & NOTE #14: DRE & NOTE #15: DRE NOTE #16: DRW NOTE #17: DRW Not for real world use. 14

15 3.5 Departure Flow Description Aircraft departing MCO shall turn in accordance with their assigned heading, which shall be issued by the MCO ATCT. The top altitude for aircraft on the Orlando# Departure is 5,000 feet. Upon initial contact, pending traffic, aircraft shall receive a climb to 8,000 feet. Once aircraft are east or west of the arrival corridor and the arrival radar sectors, aircraft shall receive a climb to 16,000 feet. The top altitude for aircraft on the Citrus# Departure is 2,000 feet. Upon initial contact, pending traffic, aircraft shall receive a climb to 8,000 feet. Once aircraft are east or west of the arrival corridor and the arrival radar sectors, aircraft shall receive a climb to 16,000 feet. Aircraft departing SFB shall turn in accordance with their assigned heading, which shall be issued by the SFB ATCT. The top altitude for aircraft on the Sanford Departure is 2,000 feet. Once aircraft have been identified, aircraft shall receive a climb to 5,000 feet. Thereafter, aircraft shall be handed off to the appropriate departure radar. Thereafter, aircraft shall receive a climb to 16,000 feet. SFB northbound departures shall receive an immediate turn towards the WORMS DTA. SFB Airport departures exiting F11 via the WORMS DTA shall cross the F11 TRACON Boundary at an altitude of 11,000 feet or lower. Aircraft bound for the WORMS DTA shall be cleared direct to WORMS/GUANO/MATEO depending on the aircraft s route. For all other DTAs, aircraft shall NEVER be cleared direct to a DTA fix. Aircraft bound for the ATLAS DTA shall be climbed to an altitude of 14,000 feet or lower, in accordance with our letter of agreement with ZMA. Aircraft bound for the ATLAS DTA who have filed MLB or TRV shall be cleared direct MLB or TRV, in accordance with our letter of agreement with ZMA. Aircraft inbound to the TPA ATCT area shall exit F11 at an altitude of 12,000 feet or lower and be vectored through the KNEED DTA. CAMDT shall not be used for TPA arrivals unless on the DADES/LZARD STARs. Aircraft inbound to the DAB ATCT Area shall exit F11 at an altitude no greater than 11,000 feet. Aircraft inbound to the JAX ATCT Area shall exit F11 at an altitude no greater than 10,000 feet. Not for real world use. 15

16 3.6 In-Trail Spacing Radar positions shall ensure aircraft have at least five (5) nautical mile in-trail spacing when exiting the F11 airspace. 3.7 Missed Approaches Aircraft which go missed or are conducting practice approaches shall be vectored by departure radar towards the appropriate arrival radar position. Aircraft shall maintain 5,000 feet until handed off to arrival radar unless a traffic conflict exists. Not for real world use. 16

17 4.1 Arrival Radar Arrival radar consists of four (4) sectors: Arrival Radar Bitho (ARB); Arrival Radar Leese (ARL); Arrival Radar Minee (ARM); and Arrival Radar Goofy (ARG). Chapter 4. Arrival Radar Arrival radar exists within the confines of F11 wherever departure radar is not. Arrival radar is used to sequence arrivals into MCO and does not serve any other airports. Aircraft inbound to other airports within F11 will be handled by satellite radar. 4.2 MCO Standard Terminal Arrival Routes The following standard terminal arrival routes (STARs) shall be utilized for aircraft arriving at MCO. The RNAV STARs shall be the preferred arrivals in use, but the non-rnav STARs may also be used for aircraft arriving at (KMCO). Bold indicates an RNAV STAR. STAR PIGLT# LEESE# BUGGZ# BITHO# CWRLD# GOOFY# BAIRN# MINEE# COSTR# STAR Direction Northwest Northwest Northwest North North/Northeast Southeast Southeast Southwest Southwest Not for real world use. 17

18 4.3 Arrival Radar Bitho/Leese: South Operations Not for real world use. 18

19 4.4 Arrival Radar Bitho/Leese: North Operations Not for real world use. 19

20 4.5 Arrival Radar Minee/Goofy: South Operations NOTE #1: Red line depicts SRN/SRV boundary change when SFB is in West Operations. Not for real world use. 20

21 4.6 Arrival Radar Minee/Goofy: North Operations Not for real world use. 21

22 4.7 Arrival Flow Description Aircraft inbound to the MCO shall cross the F11 TRACON boundary at or below 13,000 feet. After aircraft ingress within the TRACON boundary, aircraft shall receive a descent to 9,000 feet. Aircraft shall remain at or above 9,000 feet until abeam MCO. This is to ensure aircraft will remain within arrival radar airspace and not conflict with departing aircraft. Once aircraft are abeam the airport, aircraft shall receive a descent to 5,000 feet. Thereafter, if ARM/ARG is utilized, aircraft shall be handed off to facilitate further descent. Radar handoffs to ARM/ARG shall be completed no later than aircraft crossing the ARM/ARG boundary. ARM/ARG shall issue a descent to 3,000 feet and vector aircraft towards the final approach course. If the aircraft is on a visual approach, aircraft still may be instructed to, Join the localizer for their respective runway. If the aircraft on a visual approach cannot establish a visual, aircraft may receive further descent to 2,500 feet during MCO south operations and 1,600 feet during MCO north operations. During MCO south operations, aircraft on a visual approach shall be instructed to remain at or above 2,500ft until abeam ORL. Once aircraft have received an approach clearance, a radar handoff to MCO ATCT shall be initiated. Once the handoff is completed, aircraft communications shall be transferred to the MCO ATCT. Extreme caution should be exercised during MCO south operations due to inbound and outbound traffic at ORL. Aircraft inbound or outbound to ORL are below MCO inbound traffic and with SRV/SRD controllers. 4.8 Missed Approaches Aircraft which go missed or are conducting practice approaches shall be vectored by departure radar towards the appropriate arrival radar position. Aircraft shall maintain 5,000 feet until handed off to arrival radar unless a traffic conflict exists. Not for real world use. 22

23 5.1 Satellite Radar Satellite radar consists of six (6) sectors: Satellite Radar Disney (SRD); Satellite Radar Kape (SRK); Satellite Radar South (SRS); Satellite Radar North (SRN); Satellite Radar Ovido (SRV); and Satellite Radar Paola (SRP). Chapter 5. Satellite Radar Satellite radar exists from the surface to 5,000 feet. Satellite radar s primary function is to sequence inbound and outbound traffic to satellite airports. Aircraft inbound to any airport within the F11 besides MCO will eventually be under the jurisdiction of a satellite radar position, prior to landing. 5.2 Satellite Airports The following airports are deemed F11 satellite airports and have an ATCT with associated controlled airspace. Airports not listed but within F11 airspace are considered satellite airports but have no ATCT and are uncontrolled. KSFB KORL KISM KMLB KCOF 5.3 DAB ATCT KTIX KXMR KTTS KLEE Aircraft inbound to the DAB ATCT area shall be established northbound on V267 prior to initiating a handoff to the DAB ATCT. Aircraft NOT established on V267 shall be cleared direct KIZER or WORMS and instructed to join V TPA ATCT Aircraft inbound to the TPA ATCT area shall be vectored through the KNEED DTA on a heading of 250. Not for real world use. 23

24 5.5 Satellite Radar: South Operations SRS: Satellite Radar South SRD: Satellite Radar Disney SRK: Satellite Radar Kape SRN: Satellite Radar North SRV: Satellite Radar Ovido NOTE #1: SRV SFC-015 NOTE #2: SRV SFC-012 NOTE #3: SRV SFC-006 NOTE #4: SRD SFC-030 NOTE #5: SRN SFC-030. Red line depicts SRN/SRV boundary change when SFB is in west operations. NOTE #6: SRN SFC-030 & SRK Not for real world use. 24

25 5.6 Satellite Radar: North Operations SRS: Satellite Radar South SRD: Satellite Radar Disney SRK: Satellite Radar Kape SRN: Satellite Radar North SRV: Satellite Radar Ovido NOTE #1: SRD SFC-013 NOTE #2: SRV SFC-013 NOTE #3: SRV SFC-016 NOTE #4: SRV SFC-022 NOTE #5: SRV SFC-025 NOTE #6: SRN SFC-030 & SRK NOTE #7: SRN SFC-030. Red line depicts SRN/SRV boundary change when SFB is using west operations. NOTE #8: SRD SFC-030 NOTE #9: SRD NOTE #10: SRK Not for real world use. 25

26 5.7 Satellite Radar North/Paola: MCO South and SFB East SRN: Satellite Radar North SRP: Satellite Radar Paola Not for real world use. 26

27 5.8 Satellite Radar North/Paola: MCO South and SFB West SRN: Satellite Radar North SRP: Satellite Radar Paola Not for real world use. 27

28 5.9 Satellite Radar North/Paola: MCO North and SFB East SRN: Satellite Radar North SRP: Satellite Radar Paola Not for real world use. 28

29 5.10 Satellite Radar North/Paola: MCO North and SFB West SRN: Satellite Radar North SRP: Satellite Radar Paola Not for real world use. 29

30 Chapter 6. Adjacent and Special Use Airspace 6.1 Adjacent Airspace The following ATCTs and ARTCCs have airspace which are adjacent to F11 TRACON. ZJX ARTCC ZMA ARTCC TPA ATCT DAB ATCT JAX ATCT 6.2 Special Use Airspace The following areas are designated special use airspace under the jurisdiction of the F11 TRACON. R-2901B, E, M (by LOA with ZMA, SFC-FL180) R-2932 R-2933 R-2934 R-2935 R-2910B, C Disney World TFR (SFC-3,000ft until further notice) Not for real world use. 30

31 Appendix A. F11 South Operations: Vectoring Diagram Not for real world use. 31

32 B. F11 South Operations: Descent Planning Diagram Not for real world use. 32

33 C. F11 North Operations: Vectoring Diagram Not for real world use. 33

34 D. F11 North Operations: Descent Planning Diagram Not for real world use. 34

35 E. SRN/SRP: SFB East Operations Vectoring Diagram Not for real world use. 35

36 F. SRN/SRP: SFB West Operations Vectoring Diagram Not for real world use. 36

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