STANDARD OPERATING PROCEDURES (CLE SOP) December 3, 2016

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1 ORDER VATSIM CLEVELAND ATCT ORDER CLE ATCT CLEVELAND HOPKINS INTERNATIONAL AIRPORT I STANDARD OPERATING PROCEDURES (CLE SOP) December 3, 2016

2 Order CLE ATCT I Standard Operating Procedures Forward This order prescribes air traffic control procedures and phraseology for use by personnel providing air traffic control services at the Cleveland ATCT. Controllers are required to be familiar with the provisions of this order that pertain to their operational responsibilities and exercise their best judgment if they encounter situations not covered by this order. It is emphasized that information contained herein is designed and specifically for use in a virtual controlling environment. It is not applicable, nor should be referenced for live operations in the National Airspace System (NAS). The procedures contained within this order document how the positions are to be operated and, in conjunction with FAA Orders , , and , will be the basis for performance evaluations, training, and certification. Michael Scott Date Signed Air Traffic Manager, Cleveland ARTCC December 3, 2016

3 TABLE OF CONTENTS CHAPTER 1. ADMINISTRATIVE PURPOSE DISTRIBUTION CANCELLATION EXPLANATION OF CHANGES EFFECTIVE DATE SOFTWARE UTILIZATION CHAPTER 2. GENERAL EQUIPMENT COORDINATION, PRE-ARRANGED & QUICKLOOK PROCEDURES RADAR AND STARS AUTOMATION UTILIZATION AIRSPACE GENERAL AUTOMATED POINT-OUT PROCEDURES ACTIVE RUNWAYS LINE UP AND WAIT (LUAW) CHAPTER 3. TOWER...13 Section 1. CLEARANCE DELIVERY / FLIGHT DATA (CD/FD) PROCEDURES AND RESPONSIBILITY Section 2. GROUND CONTROL (G1, G2) G1 and G2 MOVEMENT AREAS PROCEDURES AND RESPONSIBILITY Section 3. LOCAL CONTROL (L1, L2) TOWER AIRSPACE AREA OF RESPONSIBILITY PROCEDURES AND RESPONSIBILITY NOISE ABATEMENT MANAGING TRAFFIC CHAPTER 4. TRACON Section 1. DEPARTURE RADAR DRN (D), DRS (R) AREA OF JURISDICTION PROCEDURES AND RESPONSIBILITY... 29

4 Section 2. SATELLITE RADAR SAN (F), SKY (P) AREA OF JURISDICTION Section 3. ARRIVAL RADAR ARW (W), ARE (E), ARL (A), ARH (H) AREA OF JURISDICTION PROCEDURES AND RESPONSIBILITY... 42

5 RECORD OF CHANGES CLE I BULLETIN AUTHORIZED SUBJECT NUMBER BY DATE ENTERED DATE REMOVED 001 Frequency changes to LCL RG 2/26/ /3/ I General Updating JQ 12/3/2016

6 CHAPTER 1. ADMINISTRATIVE 1-1. PURPOSE. This order prescribes standard operating procedures for use by persons providing air traffic control services at the Cleveland ATCT/TRACON (CLE). Controllers are required to be familiar with the provisions of this order that pertain to their operational responsibilities and to exercise their best judgment if they encounter situations that are not covered by it. This order does not address Traffic Management Unit operating procedures DISTRIBUTION. This order is distributed to CLE TRACON and CLE ATCT personnel CANCELLATION. CLE ATCT H dated 8/15/2011 is hereby cancelled EXPLANATION OF CHANGES. The significant changes to this order are identified in the Explanation of Changes page(s) EFFECTIVE DATE. This order is effective December 3, SOFTWARE UTILIZATION. ZOB has standardized on the Virtual Radar Client (VRC) as its operating software of choice. Any references to software in this and other Facility Orders are written with VRC in mind. Controllers utilizing alternative VATSIM radar clients shall consult with ZOB Facility Engineering regarding the applicability of software settings to their client of choice.

7 CHAPTER 2. GENERAL 2.1. EQUIPMENT. Detailed equipment information is located in the local facility binder. a. Operational Positions and Associated Frequencies (1) TOWER POSITION ID STARS TAG FREQUENCY CALLSIGN RELIEF CALLSIGN VOICE ROOM Local Control 1 L1 L CLE_S_TWR CLE_S1_TWR CLE_ Local Control 2 L2 T CLE_N_TWR CLE_N1_TWR CLE_ Ground Control 1 G1 G CLE_S_GND CLE_S1_GND CLE_ Ground Control 2 G CLE_N_GND CLE_N1_GND CLE_ Clearance Delivery CD D CLE_DEL CLE_1_DEL CLE_ Note: Bolded positions are primary and must be opened first. (2) TRACON POSITION ID STARS TAG FREQUENCY CALLSIGN RELIEF CALLSIGN VOICE ROOM East Outer ARE E CLE_E_APP CLE_E1_APP CLE_ West Outer ARW W CLE_W_APP CLE_W1_APP CLE_ Inner Low ARA A CLE_A_APP CLE_A1_APP CLE_ Inner High ARH H CLE_H_APP CLE_H1_APP CLE_ North Departure DRN D CLE_N_DEP CLE_N1_DEP CLE_ South Departure DRS R CLE_S_DEP CLE_S1_DEP CLE_ North Satellite SAN F CLE_F_APP CLE_F1_APP CLE_ Sandusky Basin SKY P CLE_P_APP CLE_P1_APP CLE_ Note: Bolded positions are primary and must be opened first.

8 2.2. COORDINATION, PRE-ARRANGED & QUICKLOOK PROCEDURES. a. Tower to TRACON. (1) When no heading is printed on the departure strip, the following pre-arranged headings are understood: RUNWAY DEPARTURE FIX HEADING OBRLN, AMRST, SKY, GEMNI, LLEEO (props) 320 OBRLN, AMRST, SKY, GEMNI, LLEEO (jets) FAILS, ERI (jets/props) 035 GILLS 020 HERAK, ACO (jets/props) 095 GILLS, FAILS, ERI (props) 320 AMRST, SKY, GEMNI, LLEEO (props) 300 GEMNI, LLEEO, FAILS, AMRST (jets) & 28 OBRLN (jets/props) 260 HERAK (jets/props) 210 ACO (jets) 195 ACO (props) 180 OBRLN, AMRST, SKY, GEMNI, LLEEO (props) 340 OBRLN, AMRST, SKY, GEMNI, LLEEO (jets) 360 6/10 GILLS 020 FAILS, ERI (jets/props) 035 HERAK, ACO (jets, props) 095 b. TRACON to Tower. (1) IAW FAAO and FAAO , the inbound sequence will be considered forwarded when the following scratch pad entries are entered: SYMBOL DEFINITION I4L Instrument Approach for Runway 24L I4R Instrument Approach for Runway 24R I6L Instrument Approach for Runway 06L I6R Instrument Approach for Runway 06R V6L Visual Approach to Runway 6L V6R Visual Approach to Runway 6R V4L Visual Approach to Runway 24L V4R Visual Approach to Runway 24R VSL Visual Approach to Runway 6L or 24L with Visual Separation on the preceding aircraft (regardless of runway) VSR Visual Approach to Runway 6R or 24R with Visual Separation on the preceding aircraft (regardless of runway) VS8 Visual Approach to Runway 28 with Visual Separation on the preceding aircraft VS0 Visual Approach to Runway 10 with Visual Separation on the preceding aircraft NOTE: When advertising (via ATIS) ONLY one (1) arrival runway and its associated approach, NO scratchpad entry is required unless the aircraft is re-assigned another runway and/or a different type of approach.

9 (2) Arrival Control shall transfer control and communication of IFR and VFR aircraft to the appropriate Local Controller prior to the Tower delegated airspace, but no further than 10 NM from CLE. c. PRE-ARRANGED COORDINATION (P-ACP). (1) P-ACP is authorized only for use by Departure Control, D & R. (2) Departure North/South Controllers (positions D & R) may climb or descend, but not level, aircraft through Cleveland arrival airspace without verbal coordination. Departure Control shall ensure lateral or vertical separation including wake turbulence separation from all STARS tracked and coordinated targets that may conflict with any departure/arrival aircraft s flight path. (3) Departure Control shall display at minimum, limited data block information of the arrival controller s aircraft. (4) The use of pre-arranged coordination is not mandatory and may be discontinued by the Arrival Controller in unusual situations. (5) Arrival controller(s) shall verbally inform the appropriate departure controller of all untracked targets or invalid Mode C readouts that may affect prearranged coordination traffic. (6) Pre-arranged coordination may only be used through the arrival airspace, above or below their respective departure airspace. d. MODE C FILTER LIMITS (1) Tower Surface to 6,000 feet as a minimum. (2) TRACON Surface to 13,000 feet as a minimum RADAR AND STARS AUTOMATION UTILIZATION. a. This section is reserved for future use.

10 2.4. AIRSPACE GENERAL. a. Cleveland Class BRAVO Airspace (1) Map

11 (2) Class B Scratch Pad Information a. Issue and terminate Class Bravo clearances IAW FAAO b. Initiate a STARS track and VFR strip for all Class B associated aircraft. c. Ensure that the proper class B conventions (see below) are reflected in the data block: AIRSPACE STATUS CONVENTION V A M P DEFINITION Indicated CLE Departure or CLASS B through-flights Indicates CLE Arrivals Other VFR Overflights Practice Approaches (3) MVA Map

12 2.5. AUTOMATED POINT-OUT PROCEDURES. a. The INITIATING controller must: (1) Ensure that the correct destination or exit fix is entered in the scratch pad area. (2) If the aircraft is not in level flight, indicate the climbing/descending to altitude. (3) Not deviate more than 30 degrees, either side of aircraft s current track. b. The RECEIVING controller must: (1) Approve the point-out. (2) Disapprove the point-out. (3) Accept a handoff ACTIVE RUNWAYS. A runway shall be considered active when: a. Advertised. b. Immediately upon being informed that a landing or departure will take place on a runway not previously designated active. c. Once a runway is designated active for any reason, it will remain active until otherwise verbally advised LINE UP AND WAIT (LUAW). Line Up and Wait procedures are authorized at CLE. Such operations are generally viewed as necessary to maintain airport efficiency. Use LUAW when it is expected the aircraft will depart after conflicting traffic is clear of the runway. a. The landing clearance need not be withheld if traffic is holding in position. b. Withhold landing clearance when the ceiling is less than 800 ft or visibility is less than 2 miles. Do not use LUAW for departures between successive arrivals.

13 CHAPTER 3. TOWER Section 1. CLEARANCE DELIVERY / FLIGHT DATA (CD/FD) 3.1. PROCEDURES AND RESPONSIBILITY. a. General responsibilities are outlined in FAAO , Tower Team Position Responsibilities. b. Process weather information: (1) Retrieve the latest weather either from VRC or through an accredited weather source. (2) Forward SIGMET and PIREP data to all affected positions. c. Prepare the ATIS. (1) Identify the ATIS by phonetic alphabet code letters Alpha through Mike, in sequential order. Include the following: a. Weather sequence b. Approach/s in use c. Simultaneous Visual Approaches to closely spaced parallel Runways in use when appropriate. d. Runway/Taxiway closures e. Field Condition reports f. Braking Advisories g. Read Back Runway Hold-Short instructions (2) Verbally broadcast and receive acknowledgement of the current ATIS code to all Tower personnel. d. Process flight plan information. (1) Review flight strips for completeness and accuracy. (2) Amend routings in accordance with LOAs. e. Issue clearances. All clearances must include the destination, route, altitude, departure frequency, and beacon code. (1) ROUTES. IFR aircraft shall be cleared out of Cleveland Airspace via routes and altitudes described with Letters of Agreement with the adjacent facilities. Non-standard routings must be coordinated with all affected facilities. (2) IFR ALTITUDES. Aircraft requesting an altitude above 5,000 feet shall be cleared to maintain 5,000 feet and expect their requested altitude ten (10) minutes after departure.

14 (3) FREQUENCIES. Issue frequencies, to South departures and to North departures. When positions are combined, issue the appropriate frequency. (4) VFR/CLASS BRAVO. a. VFR aircraft requesting an altitude below the MVA shall be advised to maintain VFR at or below 2,500 feet when their on-course heading is 237 thru 058 degrees and at or below 3,000 feet when their on-course heading is 059 thru 236 degrees. b. Aircraft departing at or below 2,500 feet and not requesting flight following shall have a strip created for the aircraft and assigned to the appropriate local controller. (5) SVFR. Only helicopters may receive SVFR clearances out of, into, or through the Class Bravo surface area. Other aircraft may be allowed upon discretion. (6) LOCAL IFR. Aircraft requesting a local IFR (airports within the CLE terminal area) clearance shall be issued 4,000 feet and radar vectors to destination airport.

15 Section 2. GROUND CONTROL (G1, G2) 3.2. G1 and G2 MOVEMENT AREAS. a. North Flow: (1) Ground Control 1 (G1) is responsible for ground movement east of the inboard runway and departures off of spots 1 through 6. (2) Ground Control 2 (G2) is responsible for ground movement west of the inboard runway from Kilo taxiway northeast and all taxiways west of the outboard.

16 b. South Flow: (1) G1 Responsibilities do not change. (2) G2 Responsible for ground movement west of the outboard runway and west of the inboard runway from taxiway Romeo and southwest PROCEDURES AND RESPONSIBILITY. a. Duties and responsibilities are IAW with FAAO , Tower Team Position Responsibilities. b. Ground control gives way to Local Control. When aircraft clear or cross Runway 24L at any taxiway, they must enter or cross taxiway L to completely clear Runway 24L. Ensure that ground traffic will not obstruct runway exits that may be used by landing or crossing aircraft. c. Ensure that all aircraft that travel on an active runway (other than crossings) are switched to the appropriate local controller s frequency. d. During simultaneous departure operations, taxi aircraft to the following runway: OUTBOARD RUNWAY OBRLN AMRST SKY GEMNI LLEEO GILLS FAILS INBOARD RUNWAY HERAK ACO

17 Section 3. LOCAL CONTROL (L1, L2) 3.4. TOWER AIRSPACE. a. North Flow

18 b. South Flow and Runway 28

19 c. Runway 6/10

20 3.5. AREA OF RESPONSIBILITY. a. South Flow (1) L1 provides service to arrivals and departures on the inboard and crosses on the departures awaiting the outboard. (2) L2 provides service to arrivals and departures on the outboard. In addition, L2 assumes all movement areas delegated to G2 when it is closed.

21 b. North Flow (1) L1 provides service to arrivals and departures on the inboard runway. Additionally, L1 crosses departures for the outboard runway. (2) L2 provides service to arrivals and departures on the outboard. L2 assumes all movement areas delegated to G2 when it is closed.

22 c. Runway 6/10 (1) L1 provides service to arrivals and departures on the inboard runway and Runway 10/28. (2) L2 provides service to arrivals on the outboard runway. (3) If G2 is open, all movement areas between Runway 6L and Runway 6R revert to G2.

23 d. Intersection Departures

24 3.6. PROCEDURES AND RESPONSIBILITY. a. Duties and responsibilities are IAW FAAO , Tower Team Position Responsibilities. b. When VFR, Local Control is responsible to ensure separation inside the marker. c. CLE ATCT is authorized to use reduced separation on final to Runway 6L/24R and Runway 6R/24L IAW FAAO NOISE ABATEMENT. Headings are not intended to be so inflexible that they would compromise safety or cause excessive delays. Runway 6R is the designated primary late night (11:00pm to 6:00am) departure runway, wind and weather permitting. a. Time 6:00 am to 11:00pm (1) Runway 6: a. North Departure Turn jet departures left to headings within a corridor between 360 right to 035 until reaching 5 NM from the airport and has vacated 3,500 feet MSL, or vacated 5,000 feet MSL regardless of distance from the airport. b. South Departure - Turn jet departures right to headings within a corridor between 065 right to 095 until reaching 5 NM from the airport and has vacated 3,500 feet MSL, or vacated 5,000 feet MSL regardless of distance from the airport. (2) Runway 24: a. North Departure - Turn jet departures right to headings within a corridor between 250 right to 280 until reaching 5 NM from the airport and has vacated 3,500 feet MSL, or vacated 5,000 feet MSL regardless of distance from the airport. b. South Departure - Turn jet departures left to headings within a corridor between 190 right to 220 until reaching 5 NM from the airport and has vacated 3,500 feet MSL, or vacated 5,000 feet MSL regardless of distance from the airport. (3) Runway 28: a. No noise abatement. b. Time 10:00pm to 6:00am All Runways All aircraft on a visual approach must be vectored to intercept the final approach course no closer than 4 NM from the runway end. c. Time 10:00pm to 6:00am (Midnight Operations) Runway 6 is the PRIMARY late night departure runway, wind and weather permitting. Assign headings within a corridor of 090 right to 100 until leaving 5,000 MSL.

25 3.8. MANAGING TRAFFIC. a. Departures: (1) Automatic releases are authorized for all departures, except for unusual flight paths, requests, or cross complex departures. (2) Provide initial separation of successive departures IAW FAAO , Same Runway Separation, Simultaneous Parallel Runway Departures. This distance between Runway 6L/24R and Runway 6R/24L is 1,241 feet. (3) Use a pre-coordinated form of transferring flight plan information to the appropriate departure controller, whether it be via text or voice. b. Missed Approaches: (1) Missed approaches should be climbed to 4,000 feet and handled as a normal departure.

26 CHAPTER 4. TRACON 4.1. AREA OF JURISDICTION. Section 1. DEPARTURE RADAR DRN (D), DRS (R) a. Departure North DRN (D) and Departure South DRS (R) Positions (1) Runway 24:

27 (2) Runway 28:

28 (3) Runway 6:

29 (4) Runway 6/10: 4.2. PROCEDURES AND RESPONSIBILITY. a. Duties and responsibilities are IAW FAAO , Terminal Radar Team Position Responsibilities. b. Departure assumes separation responsibilities when altering Tower assigned headings. c. Departure may not alter noise abatement headings until the noise abatement aircraft is 5 NM from the airport and has vacated 3,500 feet or the aircraft has vacated 5,000 feet. d. After a runway change, advise the tower when to begin automatic releases. e. Departure aircraft should be handed off at the highest altitude possible IAW LOA s.

30 Section 2. SATELLITE RADAR SAN (F), SKY (P) 4.3. AREA OF JURISDICTION. a. Satellite North SAN (F) and Satellite BASIN (P) Positions (1) Runway 24:

31 (2) Runway 28:

32 (3) Runway 6:

33 (4) Runway 6/10: 4.4. PROCEDURES AND RESPONSIBILITY. a. Duties and responsibilities are IAW FAAO Terminal Radar Team Position Responsibilities. b. Obtain an arrival time or cancellation of IFR for aircraft operating into airport not towered. c. If aircraft are unable to cancel IFR while in the air due to frequency limitations or weather conditions, have them cancel via text while on the ground.

34 Section 3. ARRIVAL RADAR ARW (W), ARE (E), ARL (A), ARH (H) 4.5. AREA OF JURISDICTION. a. Outer ARW (W) and ARE (E) Positions (1) Runway 24:

35 (2) Runway 28:

36 (3) Runway 6:

37 (4) Runway 6/10:

38 b. Inner Low ARL (A) and Inner High ARH (H) Positions (1) Runway 24:

39 (2) Runway 28:

40 (3) Runway 6:

41 (4) Runway 6/10:

42 4.6. PROCEDURES AND RESPONSIBILITY. a. Runway Operations (1) Runway 6L/24R is considered the OUTBOARD runway. (2) Runway 6R/24L is considered the INBOARD runway. (3) Dual Runway Operations: a. Visual (Weather 5,000 foot ceiling, 5 NM visibility) ARL is responsible for establishing the sequence. ARH is responsible for vectoring their aircraft one mile or less behind and 1,000 feet above the ARL aircraft until visual separation can be applied. ARL traffic should be on base at their lowest usable altitude. b. PRM/SOIA transition ARL issues the ILS approach to the outboard runway, ARH issues LDA/DME approach to the inboard runway. When there is a sufficient enough volume to pair arrivals, ARL issues ILS/PRM approach to the outboard runway and ARH issues LDA/PRM approach to the inboard runway. ARL is responsible for establishing the arrival sequence. (4) ARL and ARH are responsible for the correct Runway ID scratch pad entries. (5) All arrival positions must quick-look each other. b. Outer Positions ARW (W), ARE (E) (1) Duties and responsibilities are IAW FAAO Terminal Radar Team Position Responsibilities. (2) When operating on a Runway 6/10 operation, provide 5 NM gaps at 170kts for all Runway 10 arrivals. (3) When operating with two (2) final controllers in Dual Runway Operations, ARW feeds to ARL at 6,000 feet and ARE feeds to ARH at 7,000 feet. (4) Descend to your lowest available altitude on downwind in any runway configuration. (5) Assign speeds appropriate to maintain the proper amount of spacing or as requesting by the inner controller.

43 c. Inner Positions ARL (A), ARH (H) (1) Duties and responsibilities are IAW FAAO Terminal Radar Team Position Responsibilities. (2) Achieve and maintain the desired spacing requested by the configuration in use or as dictated by the tower. (3) ARL (A) should descend and turn base at their lowest available altitude. (4) When vectoring multiple aircraft to the final (i.e. opposing base legs, straight-in, etc.), altitude separation shall be maintain. ARH (H) is responsible for ensuring vertical separation with ARL (A) traffic until other approved separation (lateral, visual, etc.) is assured. (5) Maintain a general awareness of the traffic situation. (6) Ensure the correct runway assignment scratch pad entries are made to on all inbound traffic. (7) For noise abatement (Between 11:00pm to 6:00am), all aircraft on a visual approach must be vectored to intercept the final approach course no closer than 4 NM from the runway end. (8) ARL/ARH has control for turns and descent after handoff and frequency change. d. Good Operating Practices (1) Positive Control (2) Communicate with the other final controller (3) Duty Priorities (4) Treat as single runway for separation standards during turn-on to final (5) Effective use of speed control (6) Correct Phraseology (7) Ensure correct readbacks

44 Approved by Mani Manigault Air Traffic Director VATUSA - Northeastern Region Quoting Joe Carr SOPs Purpose Letter of Agreement New York ARTCC (ZNY) & Cleveland ARTCC (ZOB) Rev. 3 Jan 13, 2017 This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between New York ARTCC (ZNY) and Cleveland ARTCC (ZOB). KAGC - Cancellation KBUF - ZNY and ZOB Letter of Agreement, dated Jan 24, 2006, is hereby cancelled. KCLE Scope The procedures contained herein shall apply unless prior coordination is effected. General Procedures a. ZOB/ZNY ATC shall at all times: i. Coordinate and resolve, in a practical manner that provides the smoothest experience to the pilot, all deviations from, and situations not addressed by, this document (e.g., non-standard sectorization, holding, pilots unable to accept LOA routes, aircraft above/below LOA altitudes, etc.). ii. Ensure that all aircraft are at a 1X simulation rate prior to initiating handoff iii. Unless otherwise stated in this document or coordinated via verbal or textual means, aircraft must be climbing to, descending to, or level at the correct altitude for direction of flight prior to any handoff. iv. Ensure that aircraft on the same route segment at the same altitude (or different altitudes, but same destination airport within ZOB or ZNY) are separated by not less than 10 nm (steady or increasing) or other value specified herein unless greater MIT separation is requested real-time by vzob/vzny. NOTE: Separation of less than 10 nm is permitted provided the trailing aircraft is operating at a speed that will permit it to overtake the lead aircraft, and both are vertically separated. v. Transfer of radar identification shall be made in relation to the center prescribed boundary. Boundaries defining lateral/vertical control jurisdiction between centers shall be defined as the Transfer Point (TP). 1. Ensure that handoff requests are made at least 10nm prior to the relevant airspace boundary unless otherwise specified in this document. Handoff requests may be initiated up to 50nm without prior coordination. NOTE: Transfer of radio communications can be delayed no later than the lateral boundary. vi. Ensure that all conflicts, imminent situations, and MIT separation issues are resolved prior to handoff. vii. Ensure that all scratchpad entries are cleared unless required to convey operational information (e.g. M80 for assigned Mach number, H### for assigned heading) not coordinated by other means (e.g. private message, verbally, etc.). viii. Ensure the datablock is formatted as follows: 1. For aircraft climbing to an altitude lower than the flight planned altitude: a. If the altitude is consistent with an LOA procedure, no entry. b. If the altitude is non-standard or not contained within this LOA, a temporary altitude reflecting the cleared altitude. 2. For aircraft descending to meet an issued crossing restriction, a temporary altitude with the applicable crossing altitude. Exception: ZNY controllers may use hard altitudes instead of temporary altitudes in these circumstances. 3. For aircraft descending to an assigned altitude, no temporary altitude is used, and the filed/planned altitude is amended to the new cleared/assigned altitude. 4. No scratchpad, except if specific control instructions that differ from LOA procedures have been issued. In these cases, the alternate instruction shall be verbally or textually included as well as included in the scratchpad. Scratchpad entries may include: a. Indicated speed restrictions (e.g., 210, 270+ ) b. M for Mach speed restrictions (e.g., M81, M78+ ) c. H for heading assignments (e.g., H230 ) d. H and direction for deviations (e.g., H15L for 15 degrees left of track) b. The transferring facility shall not be required to change or issue routing to aircraft if it is satisfactory to the first fix in the receiving facility's area unless the aircraft originates in the transferring facility's area. i. Ensure that all portions of a flight plan are accurate prior to initiating a handoff. 1. If an aircraft was cleared direct to a waypoint along the route of flight, then delete the route segment up to, but not including, the waypoint. c. Aircraft enroute between centers shall be transferred at the altitude/flight levels specified in Attachment 4. d. Each facility has control for beacon code changes on traffic within 10 NM of the ZNY/ZOB boundary. ZOB to ZNY a. 60 NM west of HAR, ZNY has control of aircraft destined KPHL / KPHL Satellites and KACY via J152, at FL240 and above, to descend to FL240, turns 20 left or right of course, and to change beacon code assignment. b. Aircraft on J584/FQM STAR may be cleared direct FQM if they enter ZNY airspace within 5 NM of the centerline of J584/FQM STAR. c. ZNY has control for right turns of KUNV arrivals via V501 at BLINK intersection. d. Aircraft within 10 NM of V12 may be cleared direct HAR. ZNY to ZOB a. Aircraft departing KMDT / KMDT Satellites cleared via routing south of J64, excluding J64, requesting FL260 or above shall be cleared to FL260. b. Aircraft departing KMDT/KMDT Satellites cleared via J60/J64 requesting FL300 or above shall be cleared to FL300 and handed off to the BKI (Brecksville) sector. c. Aircraft on J110/J230/Q480 may be cleared direct AIR if they enter ZOB airspace within 10 NM of the centerline of J110/J230/Q480. ZNY shall ensure that this traffic does not conflict with J152. d. Aircraft on V474 may be cleared direct IHD if they enter ZOB airspace within 10 NM of the centerline of V474. e. Aircraft destined to KPIT / KPIT Satellites may be cleared direct IHD if they enter ZOB airspace within 10 NM north of the centerline of J110/J230/Q480. ZNY shall ensure that this traffic does not conflict with J152. f. Aircraft departing KPSB, KN96 and KUNV requesting 10,000 or above shall be cleared to 10,000'. ZOB has control for climb and turns up to 30 either side of course subsequent to acceptance of radar handoff and frequency change. g. Aircraft within 10 NM of V12 may be cleared direct JST. h. ZOB shall have control for turns of up to 20 left or right of course, at or above FL260, south of J152 and within 10 NM of the ZNY/ZOB boundary on aircraft routed via J110/J230/Q480, BRNAN and PSYKO. ZOB shall be responsible for any point out requirements to adjacent facilities or other sectors within ZNY resulting from this procedure. ZOB shall ensure that any aircraft turned by ZOB within ZNY airspace on either route will not conflict with aircraft on the other route.

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