POTOMAC CONSOLIDATED TRACON STANDARD OPERATING PROCEDURES

Transcription

1 POTOMAC CONSOLIDATED TRACON STANDARD OPERATING PROCEDURES February 21, 2017

2 RECORD OF CHANGES BULLETIN NUMBER SUBJECT AUTHORIZED BY DATE ENTERED DATE REMOVED Addition of SHD midnight ops sector RG 12/11/12 07/15/ Updated sectorization RR 07/15/14 08/25/ Updated airspace and changes for SID/STAR changes Added top down section for each area Updated crossing restrictions to/from ZDC Updated formatting RR 08/28/15 2/21/17 RR 2/21/17 -- FOR FLIGHT SIMULATION USE ONLY 2

3 VIRTUAL AIR TRAFFIC SIMULATION NETWORK VATUSA DIVISION WASHINGTON ARTCC SUBJ: PCT V This order provides direction and guidance for the day-to-day operations of the Potomac Consolidated TRACON and prescribes air traffic control procedures and phraseology. Controllers are required to be familiar with the provisions of these procedures. This document is only to be used in a simulated environment. This document shall not be referenced or utilized in live operations in the National Airspace System (NAS). The Washington ARTCC, VATUSA, and VATSIM do not take any responsibility for uses of this order outside of the simulation environment. /Rick Rump/ Air Traffic Manager Washington ARTCC FOR FLIGHT SIMULATION USE ONLY 3

4 Contents CHAPTER 1. Positions CHAPTER 2. Certification Requirements Areas Consolidating Areas Callsigns Combined Callsigns (PCT_APP/DEP)... 8 CHAPTER 3. General Departures Arrivals... 9 CHAPTER 4. Chesapeake Area (CHP) Airspace IFR Departures Satellite Departure Instructions Arrivals...12 CHAPTER 5. Shenandoah Area (SHD) Airspace IFR Departures IFR Arrivals Approaches...18 CHAPTER 6. Mount Vernon Area (MTV) Airspace IFR Departures IFR Arrivals...21 CHAPTER 7. James River Area (JRV) Airspace IFR Departures IFR Arrivals...25 CHAPTER 8. RADAR TEAM POSITION RESPONSIBILITIES...26 SECTION 1. GENERAL...26 CHAPTER 9. CHESAPEAKE AREA...28 SECTION 1. GENERAL...28 FOR FLIGHT SIMULATION USE ONLY 4

5 SECTION 2. CHESAPEAKE SPECIFIC STARS ENTRY AND DATA DISPLAY...29 SECTION 3. RADAR TEAM PROCEDURES...30 SECTION 4. PREARRANGED COORDINATION...31 CHAPTER 5. SATELLITE AIRPORT CLEARANCES...32 SECTION 6. GRACO...33 SECTION 7. PALEO...37 SECTION 8. BWIFS...41 SECTION 9. BELAY...44 SECTION 10. BWIFN...49 SECTION 11. WOOLY...52 SECTION 12. BUFFR...57 CHAPTER 10. JAMES RIVER AREA...60 SECTION 1. GENERAL...60 SECTION 2. JAMES RIVER SPECIFIC ARTS ENTRIES AND DATA DISPLAY...62 SECTION 3. RADAR TEAM PROCEDURES...63 SECTION 4. CHOWE...64 SECTION 5. CHOEA...67 SECTION 6. FLTRK...70 SECTION 7. RICFR...74 SECTION 8. TAPPA...77 SECTION 9. CSIDW...81 SECTION 10. CSIDE...85 CHAPTER 11. SHENANDOAH AREA...87 SECTION 1. GENERAL...87 SECTION 2. SHENANDOAH SPECIFIC ARTS ENTRY AND DATA DISPLAY...89 SECTION 3. RADAR TEAM PROCEDURES...91 SECTION 4. BRSTO...93 SECTION 5. BARIN...97 SECTION 6. IADFW SECTION 7. IADFC SECTION 8. IADFE SECTION 9. RCOLA SECTION 10. MANNE ECTION 11. MULRR FOR FLIGHT SIMULATION USE ONLY 5

6 SECTION 12. LUCKE SECTION 13. ASPER SECTION 14. TILLY SECTION 18. BINNS SECTION 16. SIMULTANEOUS ILS APPROACHES (SIMULS) SECTION 17. LEESBURG SHELF CHAPTER 12. MOUNT VERNON AREA SECTION 1. GENERAL SECTION 2. MOUNT VERNON SPECIFIC STARS ENTRY AND DATA DISPLAY SECTION 3. RADAR TEAM PROCEDURES SECTION 4. PREARRANGED COORDINATION SECTION 5. ABBREVIATED ARRIVAL COORDINATION SECTION 6. ADWFR SECTION 7. ADWAR SECTION 7. DEALE SECTION 8. OJAAY SECTION 9. DCAFR SECTION 10. ENSUE SECTION 11. FLUKY SECTION 12. TYSON SECTION 13. KRANT SECTION 14. LURAY APPENDIX 1. POSITION RELIEF BRIEFING CHECKLIST APPENDIX 2. SID SCRATCHPADS FOR FLIGHT SIMULATION USE ONLY 6

7 CHAPTER 1. Positions. The following callsigns and frequencies shall be used when working positions at Potomac TRACON. Only bolded sectors or an APP/DEP split may be opened without permission from the ATM, DATM or TA. Identifier Position Frequency VOX Channel BWI_G_DEP GRACO PCT_1G BWI_W_DEP WOOLY PCT_1W BWI_B_APP BELAY PCT_1B BWI_H_APP BUFFR PCT_1H BWI_P_APP PALEO PCT_1P BWI_S_APP BWIFS PCT_1S BWI_N_APP BWIFN PCT_1N CHO_W_APP CHOWE PCT_2W CHO_E_APP CHOEA PCT_2E RIC_L_APP FLTRK PCT_2L RIC_F_APP RICFR PCT_2F RIC_P_APP TAPPA PCT_2P RIC_E_APP CSIDE PCT_2X RIC_W_APP CSIDW PCT_2M IAD_A_DEP ASPER PCT_3A IAD_T_DEP TILLY PCT_3T IAD_B_APP BARIN PCT_3B IAD_V_APP BINNS PCT_3V IAD_O_APP BRSTO PCT_3O IAD_X_APP IADFE PCT_3X IAD_S_APP IADFC PCT_3S IAD_U_APP IADFW PCT_3U IAD_Z_APP LUCKE PCT_3Z IAD_N_APP MANNE PCT_3N IAD_M_APP MULRR PCT_3M IAD_R_APP RCOLA PCT_3R DCA_J_APP OJAAY PCT_1J DCA_E_APP ENSUE PCT_1E DCA_D_APP DEALE PCT_1D DCA_L_APP LURAY PCT_1L DCA_V_APP DCAFR PCT_1V DCA_F_DEP FLUKY PCT_1F DCA_Y_DEP TYSON PCT_1Y DCA_K_DEP KRANT PCT_1K DCA_R_APP ADWFR PCT_1R DCA_A_APP ADWAR PCT_1A FOR FLIGHT SIMULATION USE ONLY 7

8 2-1. Areas CHAPTER 2. Certification Requirements The Potomac Consolidated TRACON is a very large TRACON, split into the four following areas; a) Chesapeake Area (CHP) Primarily covers BWI, with MTN and others as satellites. Requires an additional certification to control. b) Shenandoah Area (SHD) Primarily covers IAD, with FDK, HEF and others as satellites. Requires an additional certification to control. c) Mount Vernon Area (SHD) Primarily covers DCA. Requires an additional certification to control. d) James River Area (JRV) Primarily covers CHO and RIC with others as satellites. Does NOT require an additional certification to control Consolidating Areas a) The Potomac training progression is CHP, then SHD, then MTV. A controller on PCT is required to include in their controller ATIS which areas they cover. They should also include this in their online message on the ATC Chat. b) JRV area may be controlled by a Potomac controller at their discretion. The controller must ensure continuous airspace, meaning they may NOT control only CHP and JRV, but may control SHD and JRV Callsigns a) When connecting to an area that a controller is certified for, they will use the callsign XXX_APP, where XXX is the major airport for that area (BWI, DCA, RIC, IAD). b) Individual sector callsigns ex. IAD_X_APP should only be used during events or as authorized by the ATM, DATM or TA. Note that the S (student), M (mentor) and I (instructor) callsigns are still permitted. c) If a controller is controlling a position for which they have a solo cert but not a full certification, they will add a S suffix to their callsign. Ex. IAD_S_APP. If they are being monitored on an event position that already has an S, they will add a second s, ex. BWI_SS_APP Combined Callsigns (PCT_APP/DEP) a) PCT Combined is required to control all areas (JRV, CHP, SHD, MTV) unless delegated to another online sector. b) PCT Combined is required to update their controller information to include the general areas they are working. A template example is shown below. Potomac TRACON Combined - Providing service for KBWI, KIAD, KRIC, KDCA and the surrounding airports. c) The primary area for PCT Combined is Mount Vernon (MTV); PCT Combined shall control no less than MTV area combined if the rest of PCT becomes split. d) PCT Combined shall operate on the following two frequencies and splits; a. PCT_APP Covers all approach sectors into Potomac TRACON. Uses OJAAY identifier, frequency and voice server (118.95, PCT_1J) b. PCT_DEP PCT_DEP may be opened by a fully certified controller if PCT_APP is already online. PCT_DEP is delegated every "departure" sector in Potomac TRACON airspace. Uses KRANT identifier, frequency and voice server (125.65, PCT_1K) c. In the event that PCT_APP and DEP are online, delegation of local services will be at the discretion of the controllers online. All top down obligations must still be met. FOR FLIGHT SIMULATION USE ONLY 8

9 3-1. Departures CHAPTER 3. General a) Receipt of a departing aircraft s altitude is required to verify their altitude reporting transponder is functioning. If an aircraft does not check in with their altitude leaving, the controller should ask to pilot to confirm it. say altitude leaving b) Issue departing aircraft a climb to the highest altitude as prescribed in the relevant chapter or their filed cruising altitude as soon as practical Arrivals a) If an aircraft is on a descend via arrival that is issued by Washington Center, the following must be confirmed on initial contact with Potomac TRACON. a. Current altitude leaving b. Descending via, the name of the procedures, and the runway/direction b) On initial contact with Potomac TRACON, it is strongly recommended that all IFR arrivals be given the following. If the arrival does NOT check in with the current ATIS, it is required; a. ATIS letter b. Altimeter of destination c. Approach to expect c) There is one exception to 3.2b, arrivals to MTV area transiting CHP area via BAL or DEALE/BILIT should be given a local altimeter and the direction of landing at DCA/ADW on initial contact with CHP and the items in 3.2b on check in with MTV. d) Aircraft in opposing downwind legs on the same or parallel runways should be assigned altitudes at least 1000 ft separate at all times to ensure vertical separation in case of an overshoot or late turn to final. FOR FLIGHT SIMULATION USE ONLY 9

10 4-1. Airspace CHAPTER 4. Chesapeake Area (CHP) a) Chesapeake area is delegated the airspace depicted below. z 4-2. IFR Departures Departure Procedures Jets Depart Destination Departure Route/Fix Altitude BWI/ADW BDL, HPN, EHT, BAF, HFD, SWANN 14,000 IAD FRZ CEF, BOS, EWR, EWR Sats WOOLY# SWANN or 15,000 Reroutes/FDK/GAI/DMW New England, Europe WOOLY BROSS BWI/ADW LGA, JFK, BPA, ISP, BDR, PALEO 14,000 IAD FRZ HVN, OXC, DXR, CTO, FOK, WOOLY# AGARD or WOOLY 15,000 Reroutes/FDK/GAI/DMW HTO, FRG AGARD BWI/DCA/IAD/ADW North, Northwest J211, J220, J518, BUFFR, 17,000 JERES, MCRAY BWI + Sats West, Southwest All 17,000 FOR FLIGHT SIMULATION USE ONLY 10

11 Departure Procedures Props (All same at Jet unless stated here) Depart Destination Departure Route/Fix Altitude BWI Southeast GRACO 14,000 BWI/DCA/ADW/IAD North, Northwest J211, J220, J518, BUFFR, 16,000 JERES, MCRAY BWI/DCA/ADW/IAD North, Northwest MRB ELGEE, V8/V214 GRV, 14,000 TOMAC, JST, HGR, AMISH, V501, V44 ESN - Via PXT, AOA140 Climbing to 12,000 (HO to JRV CSIDE) a) Aircraft routed over WOOLY intersection will be Center s control for climb and turns of 30 degrees or less east of WOOLY. b) TRACON may route departure aircraft direct to PXT after the handoff has been completed when the aircraft is west of V93. c) ZDC has control for turns and climb to flight plan requested altitude unless otherwise coordinated on all propeller driven aircraft requesting 11,000 ft. or above, north of the centerline of V214. d) ZDC has control for turns to the west on all turbojet aircraft west of J220, at or above 12,000 feet. e) TRACON must route/radar vector all propeller driven aircraft leaving the Washington Metro Area and entering ZDC to the West requesting 11,000 feet or above via one of the following routes: a. Martinsburg (MRB) VORTAC direct ELGEE Intersection, Grantsville (GRV) VOR, TOMAC Intersection Johnstown (JST) VORTAC Hagerstown (HGR) VORTAC or AMISH Intersection climbing to 14,000 feet or lower requested altitude. b. MRB.V501 climbing to 14,000 or lower requested altitude. c. MRB.V44 or MRB.V8/214 climbing to 14,000 feet or lower requested altitude. TRACON may route aircraft direct to MUMSY intersection. d. Aircraft destined for PIT must be routed via MRB ELGEE or MRB.V214.GRV climbing to 14,000 feet or lower requested altitude. e. Via J211/518 on a heading to join J211/J518 climbing to 16,000 feet. f. Aircraft via JERES J220/J227 must be routed via direct JERES or a heading to join climbing to 16,000 feet. f) Departures rerouted around the Washington Flight Restricted Zone; a. Aircraft that are required to be rerouted must be cleared via: i. WOOLY SID SWANN or WOOLY SWANN for traffic via DQO/JAIKE (EWR TEB MMU and CDW). ii. WOOLY SID BROSS or WOOLY BROSS for traffic via J42 and overflights via RBV. iii. WOOLY SID AGARD or WOOLY AGARD for LGA/JFK and traffic via V44 SIE. b. All aircraft shall be cleared to 15,000 feet. FOR FLIGHT SIMULATION USE ONLY 11

12 4-3. Satellite Departure Instructions 4-4. Arrivals FOR FLIGHT SIMULATION USE ONLY 12

13 a) Arrivals to CHP area will be handed off from ZDC in accordance with the table and notes below or as coordinated. Route Type Location Instruction RAVNN#/RIPKN#/ANTHM# Jet Descend via V308 BILIT Jet CHOPS 11000, 250 IAS LAFLN MIIDY# Jet CHOPS 11000, 250 IAS EMI# Jet MUMSY/BUBBI Prop 9000 PXT V93 GRACO All PXT ENO V268 ENO Prop 10 E ENO 8000 V44/V166/V214 Prop 25 W MRB AOB b) Arrivals to CHP Area will be handed off from ZNY in accordance with the table below or as coordinated. Route Type Location Instruction TRISH# Jet TROYZ or 40nm N BAL 12,000, 250 IAS MXE Prop TROYZ or 40nm N BAL 11,000 LRP Prop Boundary 9,000 HAR/PSB Prop Boundary Descending to 9,000 c) Arrivals to MTV Area transiting CHP airspace will be handed off from ZNY/ZDC in accordance with the table and notes below or as coordinated. Route Type Location Instruction SKILS# / CLIPR# Jet SKILS or CLIPR 12,000 MXE Prop TROYZ 11,000 LRP Prop Boundary 10,000 HAR/PSB Prop Boundary Descending to 9,000 V308 BILIT Jet BILIT V308 BILIT Prop HOTTZ 8000 d) When holding becomes necessary at BILIT TRACON must relinquish the airspace within the BILIT HPASA at and above 11,000 feet. e) When holding becomes necessary at BUBBI and/or MUMSY TRACON must relinquish the airspace within the HPASA from 13,000 feet to 17,000 feet. f) TRACON has control for turns and descent on arrivals at BUBBI and MUMSY. g) Center shall issue a Descend Via clearance and landing direction (BWI) for aircraft on the ANTHM STAR and shall ensure aircraft are established on the STAR prior to BUBBI. If aircraft on the ANTHM STAR are not on a Descend Via clearance Center shall advise TRACON of the aircraft ID and assigned altitude. h) In the event of a change in landing direction at BWI, the BUFFR Sector will notify the ZDC Sector. The ZDC Sector will provide the BUFFR Sector the call sign of the first aircraft on the new transition (east/west). FOR FLIGHT SIMULATION USE ONLY 13

14 i) Arrivals to nearby airports transiting CHP airspace will be handed off to the appropriate facility in accordance with the table below, or as coordinated. Landing Route Type Location Instruction Handoff To DCA SKILS# / CLIPR# Jet SKILS / CLIPR 10,000, 250 IAS MTV ENSUE DCA BAL Prop BAL 6,000 MTV ENSUE DCA DEALE# Jet BILIT Descend via MTV ENSUE DCA BILIT Jet DEALE 10,000, 250 IAS MTV ENSUE DCA BILIT Prop DEALE 6,000 MTV ENSUE PHL DQO Jet Boundary 9,000 PHL SA PHL PXT V16 GARED Prop Boundary 9,000 ZDC V229 LEEAH VCN PHL N Sats All Jets Boundary 11,000 PHL SA LGA All Turboprop Boundary 12,000 PHL SA EWR All Turboprop Boundary 11,000 PHL SA EWR Sat All Turboprop Boundary 12,000 PHL SA ACY V44 All Boundary AOB 11,000 ZDC FOR FLIGHT SIMULATION USE ONLY 14

15 5-1. Airspace CHAPTER 5. Shenandoah Area (SHD) a) Shenandoah area is delegated the airspace depicted below. SHD also is delegated the area of airspace around LIRCH from 7,000 13,000. FOR FLIGHT SIMULATION USE ONLY 15

16 5-2. IFR Departures a) Provided no conflict exists, IFR departures should be cleared and handed off in accordance with the table below, or climbed to their lower filed cruise altitude (if applicable). Departure Gate Altitude (ft) Notes Handoff To JCOBY# 10,000 Direct RIGNZ to join the SID MTV KRANT SWANN / AGARD / 10,000 Vector through C-Gate (heading 100- MTV KRANT PALEO / COLIN 120) WOOLY 11,000 Direct RAZZA to join SID, or vector CHP towards RAZZA if vectors WOOLY JERES / MCRAY 11,000 On course CHP BUFFR LDN / OTTTO / RAMAY 10,000 or lower filed On course MTV LURAY cruise JDUBB / CLTCH / GVE 10,000 or lower filed On course MTV FLUKY 5-3. IFR Arrivals a) Arrivals to SHD area will be handed off from ZDC/ZNY in accordance with the table below or as coordinated. Route Type Location Instruction CAVLR# / GIBBZ# Jet Descend via COATT# Jet OGATE 13,000 Prop JRV Boundary 10,000 DOCCS# Jet DOCCS 11,000, 250 IAS DOCCS# or LDN Prop DOCCS/LDN 7,000 TRSTN# Jet JOHOF 13,000 Prop PERKN 13,000 FAK V155 ROOKY CSN All ROOKY 13,000 V268 BAL V214 MRB Prop 10 E ENO 8,000 HYPER# / DELRO# Jet LIRCH 14,000 DELRO# Prop Boundary Descending to 12,000 MAPEL# / PRIVO# Jet Boundary AOB 14,000 -> 13,000 LEGGO# / SEG# Prop Boundary Descending to 9,000 b) Aircraft from MGW/HVQ on the GIBBZ# may be vectored to join the arrival at or prior to MOSLE/OTTTO without coordination, proided aircraft enter TRACON airspace within the confines of the IGGGY/KILMR holding pattern. c) Aircraft on the DOCCS# may be vectored to join the arrival at or prior to LDN without coordination, procided aircraft are in trail with aircraft on the HVQ.GIBBZ#, are south of J149 and cross the airspace boundary at 11,000 and 250 IAS. d) When TRACON initiates holding on the CAVLR#, TRACON must accept all aircraft north of BNTLY. e) If a radar handoff is not accepted by BNTLY, ZDC will initiate holding on the CAVLR#. ZD is authorized to hold aircraft in the SHD BARIN sector airspace from 11,000 to 12,000 at MEEGO waypoint. ZDC is responsible for coordination with the JRV FLTRK sector when holding at the MEEGO waypoint at 11,000 or 12,000. FOR FLIGHT SIMULATION USE ONLY 16

17 f) IAD prop/turboprop traffic via FAK/RIC must be routed on the COATT STAR. This traffic shall cross 10 miles south of NABBS at 13,000 feet. Center must initiate handoff in sufficient time to allow TRACON to descend to 10,000 feet prior to the SHD airspace boundary. FOR FLIGHT SIMULATION USE ONLY 17

18 4-4. Approaches a) Simultaneous triple ILS approaches at IAD are not authorized. Recommended approach configurations are; a. ILS 1C / ILS 1R or ILS 19C / ILS 19L b. Visual 1L / ILS 1C / Visual 1R or Visual 19L / ILS 19C / Visual 19R b) Standard 3nm and 1,000 ft (or as applicable for wake turbulence) separation must be maintained until aircraft are established on the localizer. At that point, the approaches may be treated independently, and only in-trail separation must be maintained on each approach. c) All aircraft landing runway 30 must be accomplished via the ILS 1R circle to land runway 30. d) Reduced separation to 2.5nm in trail within 10 miles of the runway threshold on the final approach course is authorized. This does NOT negate the requirement to maintain appropriate wake turbulence separation. FOR FLIGHT SIMULATION USE ONLY 18

19 CHAPTER 6. Mount Vernon Area (MTV) 6-1. Airspace a) Mount Vernon area is delegated the airspace depicted below IFR Departures a) Provided no conflict exists, IFR departures should be cleared and handed off in accordance with the table and notes below, or climbed to their lower filed cruise altitude (if applicable). b) BOOCK/WHINO/COLIN departures: Center has control to climb and turn south of DCA VOR. TRACON may issue direct COLIN from west of J61 without coordination. Turbojets filed over BOOCK/WHINO/COLIN, landing RDU, may be assigned 17,000 feet under additional BOOCK/WHINO/COLIN departure traffic. FOR FLIGHT SIMULATION USE ONLY 19

20 c) SWANN/PALEO/SOOKI/DOCTR(AGARD) departures: Center has control to climb and turn east of DCA VOR. TRACON must establish departures on the route no later than SWANN/DOCTR/PALEO. d) MOL/GVE/CLTCH/SCRAM/JDUBB departures: Center has control to climb when aircraft cross the CSN104 radial. TRACON must establish departures on the route no later than FLUKY/HAFNR/CLTCH/SCRAM/JDUBB. e) Center has control to climb traffic routed via CSN V140 MOL/ARSENAL SID southwest bound requesting above 16,000 feet after the aircraft has passed CSN VORTAC. f) Aircraft filed via CSN V140/ARSENAL SID requesting 16,000 feet must be assigned 14,000 feet when followed by faster traffic requesting at or above 16,000 feet. Departure Airport Fix or Destination/Type Altitude Handoff DCA/ADW/IAD + Sats RIC area jets/props TEC JRV DCA/ADW ORF area jets via 14,000 ZDC BOOCK/WHINO/COLIN IAD + Sats ORF Area jets via HAFNR 15,000 ZDC DCA/ADW + Sats ORF area props TEC JRV DCA/ADW/IAD/MRB/ RNAV via FL210 ZDC OKV/JYO/DAA/HEF CLTCH/SCRAM/JDUBB DCA/ADW North (JERES, MCRAY) 17,000 CHP BUFFR ADW SWANN/PALEO all TEC CHP DCA/IAD SOOKI/SWANN FL190 ZDC DCA/IAD DOCTR/PALEO 17,000 ZDC DCA/ADW GVE props req. 14k + 14,000 DCA/IAD BOOCK/WHINO/COLIN FL190 ZDC ADW BOOCK/WHINO/COLIN 17,000 ZDC DCA/IAD + Sats LDN, OTTTO, J134, Q68, 17,000 ZDC Q80, RAMAY, Q72 jets DCA/IAD + Sats CSN V140, ARSENAL# all 14,000 16,000 ZDC BWI + Sats RNAV via FL230 ZDC CLTCH/SCRAM,JDUBB all LDN, OTTTO, J134, Q68, FL230 ZDC Q80 RAMAY/J149, Q72 FL230 ZDC BOOCK/WHINO/COLIN FL190 ZDC BOOCK/WHINO/COLIN 14,000 ZDC to ORF area BOOCK/WHINO/COLIN to RIC area TEC JRV FOR FLIGHT SIMULATION USE ONLY 20

21 6-3. IFR Arrivals a) IFR arrivals to MTV area will be handed off from ZDC/CHP area in accordance with the table and notes below, or as coordinated. Route Type Location Instruction CAPSS# Jet Descend via NUMMY#/FRDMM# Jet Descend via TRUPS# Jet Descend via IRONS# Jet PEGBY Prop 10 S EPICS Prop (Sats only) RIC CSN or TIKEE# All PCT Boundary SKILS# / CLIPR# Jet SKILS / CLIPR 10,000, 250 IAS BAL Prop BAL 6,000 DEALE# Jet BILIT Descend via BILIT Jet DEALE 10,000, 250 IAS BILIT Prop DEALE 6,000 FOR FLIGHT SIMULATION USE ONLY 21

22 b) Center must ensure aircraft are issued the Descend Via (DV) clearance, landing direction and established on the FRDMM, TRUPS and NUMMY arrivals no later than WEWIL, SUPRT and DRUZZ. If any aircraft will be delivered outside of the published altitudes at WEWIL, SUPRT or DRUZZ, or are not on a DV clearance the center must coordinate the aircraft ID and assigned altitude. a. TRACON has control after WEEDU/PLDGE/DRUZZ for turns and altitude assignments between 14,000 feet and 17,000 feet within the confines of the WEEDU, PLDGE and DRUZZ HPSAS. b. In the event of a change in landing direction at DCA, the LURAY Sector will notify the Blue Ridge and Casanova Sectors. The Blue Ridge and Casanova Sectors will provide the LURAY Sector the call sign of the first aircraft on the new transition (north/south). FOR FLIGHT SIMULATION USE ONLY 22

23 c) Center must issue Descend Via (DV) clearance and landing direction (north/south) for aircraft on the CAPSS Arrival. If aircraft are not on a DV clearance the Center must coordinate the aircraft ID and assigned altitude. Center must ensure aircraft are issued the DV clearance, landing direction and established on the CAPSS Arrival prior to BULII. a. When TRACON initiates holding on the CAPSS STAR, TRACON must accept all aircraft north of BULII. b. If a radar handoff is not accepted by BULII waypoint, the IRONS Sector will initiate holding on the CAPSS STAR. The IRONS Sector is authorized to hold aircraft in OJAAY Sector airspace from 10,000 to 12,000 feet at CAPSS waypoint. The IRONS Sector is responsible for coordination with TAPPA when holding at CAPSS waypoint at 10,000 or 12,000 feet. d) Center must ensure aircraft are issued the Descend Via (DV) clearance, and established on RIPKN (RIC transition only) and RAVNN arrivals no later than WALKN and DNKEY. If any aircraft will be delivered outside of the published altitudes at WALKN or DNKEY, or are not on a DV clearance the Center must coordinate the aircraft ID and assigned altitude. a. TRACON has control for turns and lower north of DFORT intersection. b. Via CSN must be at FL190. TRACON has control for descent when the aircraft is east of CSN VORTAC. FOR FLIGHT SIMULATION USE ONLY 23

24 CHAPTER 7. James River Area (JRV) 7-1. Airspace a) James River area is delegated the airspace depicted below IFR Departures a) Assign all departures 10,000 or 12,000 or lower filed cruise altitude, as appropriate for airspace. b) ZDC has control on contact for 30 degrees left or right of course. c) Prop/Turboprop aircraft departing RIC, destined for PHL + Sats, shall be restricted AOB 11,000. FOR FLIGHT SIMULATION USE ONLY 24

25 7-3. IFR Arrivals Route Type Location Instruction KELCE/NEAVL DUCSX# Jet KELCE/NEAVL SPIDR#/POWTN# Jet Descend via SWL ARICE JAMIE or Jet JAMIE SBY V1 JAMIE J14 or LVL RIC Jet 40nm S RIC V16 RIC Jet COLIN or 40nm NE RIC V20 Jet 85nm SW RIC AOB FL190 MOL FAK or LYH FAK Jet 10nm W FAK a) IFR Turboprop and prop arrivals to IAD routed via FAK/RIC.COATT# will be handed to JRV from ZDC with a clearance to cross 10nm South of NABBS at 13,000. These aircraft must be descended to 10,000 and handed off to SHD. FOR FLIGHT SIMULATION USE ONLY 25

26 CHAPTER 8. RADAR TEAM POSITION RESPONSIBILITIES SECTION 1. GENERAL 1. SIGN IN/SIGN OUT PROCEDURES. All personnel are required to sign into the network with the appropriate call sign and frequency, as denoted in this order. 2. TRANSFER OF POSITION RESPONSIBILITY AND USE OF CHECKLIST. a. The transfer of position responsibility shall be accomplished to provide and maintain operational continuity. b. The relief briefing shall involve the use of a tailored checklist, which lists the operational conditions applicable to the position being relieved (See Appendix 1). c. Relieved controllers shall monitor and observe the position for a minimum of two (2) minutes after completion of relief briefing/transfer of position responsibility. 3. AUTO ACQUISITION OF DEPARTURES. a. The towers are responsible for determining if automatic radar acquisition of a departure from their airport has occurred. Upon notification from the tower that automatic acquisition has not occurred, or for satellite airport departures that do not acquire, the first PCT sector to work a departure is responsible for initiating a radar track. 4. STARS INFORMATION. Arrival sectors shall ensure the appropriate arrival information is entered in scratch pad areas prior to frequency change to the tower. 5. PRE-ARRANGED COORDINATION. Prearranged coordination procedures are only authorized as outline in the appropriate chapters. 6. COORDINATION METHODS. All coordination shall be accomplished using approved methods appropriate to specific circumstances. Coordination methods shall be chosen to minimize distractions, minimize opportunities for miscommunications, and maximize personnel s attention to their operational positions. 7. AIRCRAFT BETWEEN SECTOR ALTITUDES. a. PCT sector boundary altitudes are defined in increments of 1,000 feet. A controller whose airspace overlies another s airspace has jurisdiction over the 500 foot VFR altitude between the two sectors for VFR traffic, unless otherwise specified. b. It is the responsibility of the controller working a heavy jet aircraft to ensure that necessary coordination takes place prior to allowing a heavy jet to operate at an altitude less than 1,000 feet above any adjacent sector or tower airspace boundary. FOR FLIGHT SIMULATION USE ONLY 26

27 8. HANDLING OF VFR AIRCRAFT. a. The first radar controller to work an aircraft requesting flight following through an adjacent area and beyond PCT airspace shall enter the VFR flight plan into the NAS via the radar client. i. Aircraft call sign, space. ii. Origination (*) Destination, space. iii. Type aircraft (in four characters [i.e. C172]), space. iv. Requested altitude, enter. v. EXAMPLE: N12345 space HEF*ACY space C172 space ADVANCE APPROACH INFORMATION AND BROADCASTING ATIS CODE/MESSAGE CHANGES. a. The first position in the area in which the intended airport of landing lies is responsible for providing advanced approach information as defined in FAAO b. Each sector shall ensure aircraft on its frequency receive ATIS changes for those airports within their area. c. All controllers shall acknowledge ATIS code changes via private text or via voice methods. 10. REDUCED SEPARATION ON FINAL. 2.5 NM is authorized between aircraft established on the final approach course within 10 NM of the landing runway at DCA and IAD airports only. 11. APPROACHES TO MULTIPLE RUNWAYS. Controllers shall inform arrival aircraft when approaches are being conducted to parallel/intersecting/converging runways. This may be accomplished through the ATIS. 12. AUTOMATED POINT-OUT PROCEDURES. Automated point-outs may be accomplished using the vstars client in lieu of verbal coordination with the following provisions. a. Ensure the scratch pad information is correct and entered into the appropriate area of the full data block. b. Arrival aircraft are descending to the runway, and the controller receiving the point-out shall protect for the missed approach, if applicable, unless otherwise specified. c. Departures shall be climbing to an altitude above the sector receiving the point-out. d. All other aircraft shall be at level flight. 13. VECTORING TO FINAL. When vectoring to final, aircraft on opposing base legs shall be assigned altitudes that ensure vertical separation unless other approved separation has already been applied. This ensure approved separation in the case of an overshoot or late turn-on to final. FOR FLIGHT SIMULATION USE ONLY 27

28 CHAPTER 9. CHESAPEAKE AREA SECTION 1. GENERAL 1. PURPOSE. This chapter establishes the standard operating procedures for the Chesapeake specialty and prescribes the operational procedures unique to the Chesapeake Area. Personnel assigned to the Chesapeake Area must be familiar with and adhere to the information and procedures described in this chapter to provide a safe, orderly, and expeditious flow of air traffic in Potomac TRACON and Chesapeake Area airspace. 2. SCOPE OF RESPONSIBILITIES. The Chesapeake Area is responsible for arrivals, departures, and overflights in and out of the Potomac TRACON Chesapeake Area airspace. 3. CHESAPEAKE AREA SECTORS/POSITIONS. Position Name Keyboard Symbol Frequency Call Sign Relief Call Sign Voice Room BELAY 1B BWI_B_APP BWI_1B_APP PCT_1B BUFFR 1H BWI_H_APP BWI_1H_APP PCT_1H BWIFN 1N BWI_N_APP BWI_1N_APP PCT_1N BWIFS 1S BWI_S_APP BWI_1S_APP PCT_1S GRACO 1G BWI_G_DEP BWI_1G_DEP PCT_1G WOOLY 1W BWI_W_DEP BWI_1W_DEP PCT_1W 4. COMBINING POSITIONS. Area positions and frequencies are normally combined as indicated below. Unless authorized by the ATM, DATM, EC, or CIC, no other position other than the primary position may be opened. FOR FLIGHT SIMULATION USE ONLY 28

29 SECTION 2. CHESAPEAKE SPECIFIC STARS ENTRY AND DATA DISPLAY 1. SCRATCH PAD ENTRIES. The first CHP area sector to handle a CHP area arrival shall enter the appropriate scratch pad entry using the table below for BWI arrivals or the airport identifier for satellite arrivals. RWY ID 33L 33R R10 15L ILA 28C Note: ILA Instrument Low Approach is only for practice approaches. 28C is ILS 28 circle 33R. Note: Aircraft requesting an approach other than the approach advertised on the ATIS must have the first letter of the approach (excluding VOR, which must use O ), followed by the last two units of the runway (i.e. I28, O3L). FOR FLIGHT SIMULATION USE ONLY 29

30 SECTION 3. RADAR TEAM PROCEDURES 1. POSITION RESPONSIBILITIES. The first sector to provide service to a CHP area arrival shall: a. Ensure the pilot is familiar with the IFR cancellation procedures for the airport of intended landing. b. Ensure the pilot has the current ATIS, AWOS, or is advised weather is not available. c. Ensure arrival information is forwarded for traffic landing APG, ESN and MTN, provided a tower is open. 2. CHP AREA PROCEDURES. a. Aircraft crossing over BAL shall be in level flight prior to 5 DME. Transfer of communication shall be accomplished prior to 5 DME. This is due to a potential loss of radar contact as the aircraft passes in the vinicity of the ASR main bang. 3. SPECIAL USE AIRSPACE. R4001 protects Aberdeen Proving Grounds, where virtual military ordinance is fired and tested. Separate non-participating aircraft from R4001 to avoid the airspace. Separation minima is not required. 4. OTHER OPERATIONS. Normal runway configurations are contained in the BWI/PCT LOA. Adverse wind, weather, and airfield conditions may dictate that any combination of runways may be used. 5. PRACTICE APPROACHES. Provide IFR lateral separation to VFR aircraft conducting practice instrument approaches to BWI and MTN. A minimum of 500 feet vertical separation must be maintained unless heavy jet separation is required. IFR lateral separation must commence at the time the aircraft receives an approach clearance. FOR FLIGHT SIMULATION USE ONLY 30

31 SECTION 4. PREARRANGED COORDINATION 1. PROCEDURES. a. Prearranged coordination may be applied by the positions listed below in the areas depicted on the sector airspace diagrams and with the guidelines in this Section. Coordination is considered to have been effected under the following conditions: 1) The STARS system is operational. 2) Controllers who penetrate another controller s airspace using P-ACP shall display data block information of that controller s aircraft which must contain, at a minimum, position symbol and altitude information. b. CHP controllers whose airspace is designated for prearranged coordination purposes must: 1) Start a radar track on all radar identified primary targets under his/her control. 2) Point out non-stars tracked aircraft in the prearranged coordination area to the appropriate authorized controller. 3) If a CHP controller receives a point out from another sector on any traffic in/entering a designated prearranged coordination area, he/she must ensure that this traffic is coordinated with the appropriate authorized controller. c. The appropriate authorized controller must ensure separation from all tracked or non-tracked targets operating within the designated airspace. 2. RESPONSIBILITIES. a. KRANT is authorized to penetrate BUFFR s airspace with IAD (and satellite) SWANN, PALEO, and DAILY departures from 11,000 to 17,000 in the area depicted in. b. KRANT is authorized to penetrate WOOLY s airspace with IAD (and satellite) SWANN, PALEO, and DAILY departures from 11,000 to 17,000 in the area depicted in. FOR FLIGHT SIMULATION USE ONLY 31

32 CHAPTER 5. SATELLITE AIRPORT CLEARANCES 1. SATELLITE PROCEDURES. a. Unless otherwise coordinated, issue the following initial instruction and altitude in conjunction with IFR satellite clearances. All other satellites are as coordinated with the sector. Airport Climb Out Instructions Sector MTN MTN issues clearances per LOA when the tower is open. BWIFN FDK East departures enter controlled airspace direct EMI then via cleared route. Maintain 3,000. LUCKE FDK* West departures enter controlled airspace direct MRB then via cleared route. Maintain BELAY/ 3,000. LUCKE GAI Enter controlled airspace direct WOOLY or EMI then via cleared route. Maintain 3,000. WOOLY DMW Enter controlled airspace direct EMI then via cleared route. Maintain 3,000. BELAY 2W2 Enter controlled airspace direct EMI then via cleared route. Maintain 3,000. BELAY APG Enter controlled airspace heading 270 for vectors on course. Maintain 3,000. BELAY ESN Enter controlled airspace heading 350 for vectors on course. Maintain 2,000. PALEO b. Pilots must be instructed to expect filed or assigned final altitude ten (10) minutes after departure and to Hold for Release while the release is coordinated. c. If flow restrictions affect a departure, APREQ with the appropriate TMU before obtaining a release from the radar controller. FOR FLIGHT SIMULATION USE ONLY 32

33 SECTION 6. GRACO 1. SECTOR IDENTIFICATION. The STARS position symbol for the GRACO sector is 1G, and the assigned frequency is DELEGATED AIRSPACE. GRACO is delegated the airspace as depicted in figures and GENERAL. GRACO works all BWI departures and PCT overflights over PALEO, SWANN, DAILY, DIXXE, WHINO, SBY, and PXT. 4. TO GRACO FROM FOR FLIGHT SIMULATION USE ONLY 33

34 5. TO GRACO FROM: 6. MOUNT VERNON AREA DEPARTURE FLOW. a. SWANN/PALEO/DOCTR/AGARD Departure Gates 1) Jet aircraft requesting at or below 13,000 will be handed off from KRANT at or above 6,000 climbing to 11,000. Aircraft will be established on the AML091R or direct PALEO. 2) Climb to requested altitude, and hand off to ZDC. 7. PHL AREA ARRIVALS a. PHL Airport Arrivals 1) Jet aircraft must be at 9,000 and handed off to PHL-South Arrival. b. PHL North Satellite Arrivals 1) Jet aircraft must be at 11,000 and handed off to PHL-South High. 8. NEW YORK AREA ARRIVALS a. LGA Airport Arrivals 1) Turboprop aircraft must be at 12,000 and handed off to PHL-South High. b. EWR Airport Arrivals 1) Turboprop aircraft must be at 11,000 and handed off to PHL-South High. c. EWR Area Satellite Arrivals 1) Turboprop aircraft must be at 12,000 and handed off to PHL-South High. FOR FLIGHT SIMULATION USE ONLY 34

35 FIGURE GRACO West FOR FLIGHT SIMULATION USE ONLY 35

36 FIGURE GRACO East FOR FLIGHT SIMULATION USE ONLY 36

37 SECTION 7. PALEO 1. SECTOR IDENTIFICATION. The STARS position symbol for the PALEO sector is 1P, and the assigned frequency is DELEGATED AIRSPACE. PALEO is delegated the airspace as depicted in Figures and GENERAL. PALEO provides initial service to BWI prop arrivals over ENO, PXT, and SBY, BWI/DCA/ADW arrivals over BILIT, departure/arrival service to ESN and W29, and overflight traffic on V44, V268, and V214 at 8,000 feet and below and V93 and V308 at 10,000 feet and below. 4. To PALEO FROM 5. From PALEO TO FOR FLIGHT SIMULATION USE ONLY 37

38 6. NEW YORK AREA ARRIVAL FLOW. a. EWR Airport Arrivals 1) Piston aircraft must be at 5,000 and handed off to PHL-North Departure. FOR FLIGHT SIMULATION USE ONLY 38

39 FIGURE PALEO West FOR FLIGHT SIMULATION USE ONLY 39

40 FIGURE PALEO East FOR FLIGHT SIMULATION USE ONLY 40

41 SECTION 8. BWIFS 1. SECTOR IDENTIFICATION. The STARS position symbol for BWIFS is 1S, and the assigned frequency is DELEGATED AIRSPACE. BWIFS is delegated the airspace as depicted in Figures and GENERAL. BWIFS is responsible for arrival traffic to BWI RWY 10, 33L, FME, and ANP airports. When BWI is landing 28, the BWIFS shelf must be displayed on BWIFN, BWIFS and PALEO. When BWI is landing 28, BWIFN may request the BWIFS shelf. 4. To BWIFS FROM: 5. From BWIFS TO: FOR FLIGHT SIMULATION USE ONLY 41

42 FIGURE BWIFS West FOR FLIGHT SIMULATION USE ONLY 42

43 FIGURE BWIFS East FOR FLIGHT SIMULATION USE ONLY 43

44 SECTION 9. BELAY 1. SECTOR IDENTIFICATION. The STARS position symbol for the BELAY sector is 1B, and the assigned frequency is DELEGATED AIRSPACE. BELAY is delegated the airspace depicted in Figures and GENERAL. BELAY is responsible for CHP and MTV Area Arrivals, BWI departures routed over EMI, HAR, or LRP, and arrivals/departures at FDK, DMV, and 2W2. 4. FDK WESTBOUN DEPARTURES: a. Tower Closed. BELAY must give CHPFD a release on FDK westbound departures when requested and block the airspace. b. Tower Open. FDK Tower will call BELAY to block the airspace. FDK Tower will obtain departure release from LUCKE. c. LUCKE must notify BELAY via verbal communication or automated handoff patch when FDK westbound departures are clear of BELAY airspace. 5. FDK ARRIVALS: a. SHD must coordinate by entering the following secondary scratch pad prior to handoff if the aircraft has been assigned an approach other than the advertised approach. b. FDK Arrivals from the SHD Area 1. SHD must call the inbound. 2. SHD must confirm receipt of current ATIS. 3. SHD must inform the aircraft of the expected approach. 4. SHD must coordinate with BELAY to block the FDK shelf for each arrival.3500 feet and visibility 5 miles, SHD will work the aircraft into FDK. i. When an aircraft requests a visual approach and the weather is better than ceiling 3500 feet and visibility 5 miles, SHD will work with the aircraft into FDK. ii. When an aircraft requests the RNAV (GPS) RWY 05 Approach, SHD will work the aircraft into FDK. iii. RNAV (GPS) RWY 05 arrivals from CHP Area. BELAY must ensure the aircraft have advanced approach information. Hand off to SHD authorizes SHD to clear the aircraft for approach. iv. BELAY must coordinate with SHD prior to authorizing FDK Tower to conduct SVFR operations. BELAY must advise SHD when SVFR operations are terminated. 6. To BELAY FROM: FOR FLIGHT SIMULATION USE ONLY 44

45 FOR FLIGHT SIMULATION USE ONLY 45

46 7. FROM BELAY TO: 8. FROM BELAY TO: 9. FOR FLIGHT SIMULATION USE ONLY 46

47 FIGURE BELAY West FOR FLIGHT SIMULATION USE ONLY 47

48 FIGURE BELAY East FOR FLIGHT SIMULATION USE ONLY 48

49 SECTION 10. BWIFN 1. SECTOR IDENTIFICATION. The STARS symbol for BWIFN is 1N, and the assigned frequency is DELEGATED AIRSPACE. BWIFN is delegated the airspace as depicted by Figures and GENERAL. BWIFN is responsible for arrivals to BWI RWY 15L, 33R, and for MTN and Essex airports. When BWI is landing 28, BWIFN may control the BWIFS shelf. 4. TO BWIFN FROM: 5. FROM BWIFN TO: FOR FLIGHT SIMULATION USE ONLY 49

50 Figure BWIFN West FOR FLIGHT SIMULATION USE ONLY 50

51 Figure BWIFN East FOR FLIGHT SIMULATION USE ONLY 51

52 SECTION 11. WOOLY 1. SECTOR IDENTIFICATION. The STARS position symbol for the WOOLY sector is 1W, and the assigned frequency is DELEGATED AIRSPACE. WOOLY is delegated the airspace as depicted in Figures and GENERAL. a. WOOLY provides initial service to BWI Westbound departures, SHD and MTV area over flights, and MTV area arrivals. b. BUFFR shall advise WOOLY when holding commences at BUFFR. c. WOOLY shall coordinate with SHD for instrument approaches to GAI as follows: i. VOR RWY 14: A verbal or automated handoff between areas constitutes coordination for SHD to protect the appropriate airspace. Aircraft that do not originate from SHD area shall be pointed out to SHD (IAD-N: MULLR; IAD-S: IADFE). ii. RNAV (GPS) RWY 14 or NDB RWY 14: Coordinate verbally at all times. FOR FLIGHT SIMULATION USE ONLY 52

53 4. TO WOOLY FROM: FOR FLIGHT SIMULATION USE ONLY 53

54 5. FROM WOOLY TO: * ENSUE has control for turn to heading of 230 5NM north of BAL to intercept the BAL 258R. Ensue has control for descent from 10,000 feet to 8,000 feet at the YOKUM intersection for aircraft established on the BAL 258R, or at the CHP/MTV boundary, north of FME, when routed BAL direct DCA. FOR FLIGHT SIMULATION USE ONLY 54

55 Figure WOOLY West FOR FLIGHT SIMULATION USE ONLY 55

56 Figure WOOLY East FOR FLIGHT SIMULATION USE ONLY 56

57 SECTION 12. BUFFR 1. SECTOR IDENTIFICATION. The STARS position symbol for the BUFFR sector is 1H, and the assigned frequency is DELEGATED AIRSPACE. BUFFR is delegated the airspace as depicted in Figure GENERAL. a. BUFFR has control in ASPER s airspace for turns to the left on contact and control for turns to the right leaving 10,000 feet. b. BUFFR has control for turns towards their airspace for jets and props handed off by TYSON routed over J220/J227/J211/J518, within the confines of LURAY airspace north of AML. c. BUFFR will assume responsibility for BFRHO when BFRHO is not staffed. 4. TO BUFFR FROM: FOR FLIGHT SIMULATION USE ONLY 57

58 5. FROM BUFFR TO: FOR FLIGHT SIMULATION USE ONLY 58

59 Figure BUFFR FOR FLIGHT SIMULATION USE ONLY 59

60 CHAPTER 10. JAMES RIVER AREA SECTION 1. GENERAL 1. PURPOSE. This chapter establishes the standard operating procedures for the James River specialty and prescribes the operational procedures unique to the James River Area. Personnel assigned to the James River Area shall be familiar with and adhere to the information and procedures described in this chapter to provide a safe, orderly, and expeditious flow of air traffic in Potomac TRACON and James River Area airspace. 2. SCOPE OF RESPONSIBILITIES. The James River Area is responsible for arrivals, departures, and overflights in and out of the Potomac TRACON James River Area airspace. 3. JAMES RIVER AREA SECTORS/POSITIONS. Position Name Frequency STARS Symbol Call Sign Relief Call Sign Voice Room CHOWE W CHO_W_APP CHO_2W_APP PCT_2W CHOEA E CHO_E_APP CHO_2E_APP PCT_2E FLTRK L RIC_L_APP RIC_2L_APP PCT_2L RICFR F RIC_F_APP RIC_2F_APP PCT_2F TAPPA P RIC_P_APP RIC_2P_APP PCT_2P CSIDE X RIC_E_APP RIC_2X_APP PCT_2X CSIDW M RIC_W_APP RIC_2M_APP PCT_2M 4. COMBINING POSITIONS/FREQUENCIES. Area positions and frequencies are normally combined as indicated in the following diagram. FOR FLIGHT SIMULATION USE ONLY 60

61 FOR FLIGHT SIMULATION USE ONLY 61

62 SECTION 2. JAMES RIVER SPECIFIC ARTS ENTRIES AND DATA DISPLAY 1. RESPONSIBILITIES. The first James River Area position to provide service to an IFR or VFR aircraft shall be responsible for entering/ensuring scratch pad data is complete and correct. 2. SCRATCH PAD ENTRIES. a. Arrivals. Feeder/Final controllers shall enter runway information on all aircraft landing RIC/CHO and amend it as appropriate. The following format must be used: Table Richmond Arrival Scratch Pad RIC ARRIVALS RWY 2/20 RWY 34/16 RWY 7/25 STARS IDENTIFIER R02 / R20 R34 / R16 R07 / R25 Table Charlottesville Arrival Scratch Pad CHO ARRIVALS ILS VISUAL NDB GPS STARS IDENTIFIER I A N G FOR FLIGHT SIMULATION USE ONLY 62

63 SECTION 3. RADAR TEAM PROCEDURES 1. POSITION RESPONSIBLITIES. a. Unless otherwise coordinated, the RICFR controller receiving a handoff from JRV feeder positions will have control for descent and turns within the transferring controller s airspace. b. All practice approaches to Richmond International Airport must be coordinated with the tower by the feeder position. c. Missed approach information must be issued to the practice approach aircraft by the feeder position prior to handoff to the final position. 2. SEQUENCING ARRIVAL TRAFFIC. During periods when RICFR is combined, the sequence for arrivals at the Richmond International Airport is determined as follows: a. During VFR conditions and when Richmond Tower has determined that simultaneous approaches may be conducted: i. North Operation: FLTRK has the sequencing responsibility for Runway 02. TAPPA has sequencing responsibility for Runway 34. ii. South Operation: TAPPA has sequencing responsibility for Runway 25. FLTRK has sequencing responsibility for Runway 20. iii. The feeder requiring the use of any other runway is responsible for coordinating this operation with the affected positions including Richmond Tower. b. During IFR conditions or when Richmond Tower has determined that simultaneous approaches cannot be conducted: i. North Operation: TAPPA has the responsibility for determining the approach sequence. ii. South Operation: FLTRK has the responsibility for determining the approach sequence. 3. SPECIAL USE AIRSPACE. a. Restricted Areas. i. R6601 Fort A. P. Hill Surface to 5,000 MSL (PCT). ii. R6602A Fort Pickett Surface up to but not including 4,000 MSL (ZDC). iii. R6602B Fort Pickett 4,000 MSL up to but not including 11,000 MSL (ZDC). iv. R6602C Fort Pickett 11,000 MSL up to but not including FL180 (ZDC). b. Military Operations Areas. i. HILL MOA Surface to 3,000 MSL (PCT). ii. PICKETT 1 MOA Available sunrise to sunset from 500 to 6,000 MSL (ZDC). iii. PICKETT 2 MOA Available sunrise to sunset from 500 to 10,000 MSL (ZDC). iv. PICKETT 3 MOA Available sunrise to sunset from 4,000 to 10,000 MSL (ZDC). v. FARMWILLE MOA Available sunrise to 1430Z and Z, Monday through Friday from 300 AGL to 5,000 MSL (ZDC). vi. DEMO 1 MOA 500 to 5,000 MSL (PCT). vii. DEMO 2 MOA 10,000 to 15,000 MSL (PCT). c. Controlled Firing Area. A. P. Hill Controlled Firing Area (CFA) Same geographical boundaries of R6601, surface to 11,000 MSL. FOR FLIGHT SIMULATION USE ONLY 63

64 SECTION 4. CHOWE 1. SECTOR IDENTIFICATION. The STARS position symbol for CHOWE is 2W, and the assigned frequency is DELEGATED AIRSPACE. CHOWE is delegated the airspace as depicted in Figure GENERAL. a. Provide arrival radar service within area of jurisdiction. b. Be responsible for IFR releases from SHD, VBW, and W13 airports. 4. TO CHOWE FROM: 5. FROM CHOWE TO: FOR FLIGHT SIMULATION USE ONLY 64

65 FOR FLIGHT SIMULATION USE ONLY 65

66 Figure CHOWE Airspace FOR FLIGHT SIMULATION USE ONLY 66

67 SECTION 5. CHOEA 1. SECTOR IDENTIFICATION. The STARS position symbol for CHOEA is 2E, and the assigned frequency is DELEGATED AIRSPACE. CHOEA is delegated the airspace as depicted in Figure GENERAL. a. Provide arrival radar service within area of jurisdiction. b. Establish IFR arrivals in approach sequence to the Charlottesville Airport, and transfer control for Charlottesville Tower in order of approach sequence. c. Be responsible for IFR releases from CHO, LKU, OMH, and GVE airports. 4. TO CHOEA FROM: 5. FROM CHOEA TO: FOR FLIGHT SIMULATION USE ONLY 67

68 FOR FLIGHT SIMULATION USE ONLY 68

69 Figure CHOEA Airspace FOR FLIGHT SIMULATION USE ONLY 69

70 SECTION 6. FLTRK 1. SECTOR IDENTIFICATION. The STARS position symbol for FLTRK is 2L, and the assigned frequency is DELEGATED AIRSPACE. FLTRK is delegated the airspace as designated in Figures and GENERAL. a. Provide arrival radar service within area of jurisdiction. b. Provide Class C services. c. Be responsible for IFR releases from PTB, VA39, OFP, APH, and FCI airports. d. FLTRK may delegate the FCI shelf to RICFR as needed. e. FLTRK may delegate the OFP shelf to RICFR as needed. 4. TO FLTRK FROM: 5. FROM FLTRK TO: FOR FLIGHT SIMULATION USE ONLY 70

71 FOR FLIGHT SIMULATION USE ONLY 71

72 Figure FLTRK North FOR FLIGHT SIMULATION USE ONLY 72

73 Figure FLTRK South FOR FLIGHT SIMULATION USE ONLY 73

74 SECTION 7. RICFR 1. SECTOR IDENTIFICATION. The STARS position symbol for RICFR is 2F, and the assigned frequency is DELEGATED AIRSPACE. RICFR is delegated the airspace as depicted in Figures and GENERAL. a. Provide arrival radar service within area of jurisdiction. b. Provide Class C services. c. Responsible for FIC in North Operations; OFP in South Operations. 4. TO RICFR FROM: a. NORTH b. SOUTH FOR FLIGHT SIMULATION USE ONLY 74

75 Figure RICFR North FOR FLIGHT SIMULATION USE ONLY 75

76 Figure RICFR South FOR FLIGHT SIMULATION USE ONLY 76

77 SECTION 8. TAPPA 1. SECTOR IDENTIFICATION. The STARS position symbol for TAPPA is 2P, and the assigned frequency is DELEGATED AIRSPACE. TAPPA is delegated the airspace as depicted in Figures and GENERAL. a. Provide arrival radar service within area of jurisdiction. b. Provide Class C services. c. Be responsible for IFR releases from W96, XSA, and FYJ airports. d. Verbally coordinate with RIC tower all military fighter-type inbound aircraft - number in flight and type approach requested. e. When RICFR is combined with FLTRK sector, RICFR area A (Figures and 6-9-2) and responsibilities are delegated to TAPPA sector. f. TAPPA must assign the primary or secondary runway transition to aircraft on the VUDOO RNAV STAR. Enter the runway number (i.e. 01R, 19L) in the scratch pad. 4. TO TAPPA FROM: 5. FROM TAPPA TO: FOR FLIGHT SIMULATION USE ONLY 77

78 Figure TAPPA North FOR FLIGHT SIMULATION USE ONLY 78

79 FOR FLIGHT SIMULATION USE ONLY 79

80 Figure TAPPA South FOR FLIGHT SIMULATION USE ONLY 80

81 SECTION 9. CSIDW 1. Sector Identification. The ARTS position symbol for the CSIDW position is (2M), theassigned frequencies are / Delegated Airspace. CSIDW directly overlies part of NHK Approach and is responsible for air traffic services within the lateral confines as depicted in Figure 4-9-1: Surface to 12,000 when NHK Approach is closed, 8,000 through 12,000 when NHK Approach is open. Note: Hand-Offs depicted at altitudes 70 and below in the following Tables are usable only when Patuxent Approach is closed. 3. Position Duties and Responsibilities. In addition to the duties outlined below assume duties of positions combined with CSIDE. a. Provide arrival radar service within area of jurisdiction. b. Be responsible for IFR releases from CGE, NHK and 2W6. c. Re-route aircraft around all SUA when active. d. CSIDW must assign the primary or secondary runway transition to aircraft on the VUDOO RNAV STAR. Enter the runway number (i.e. 01R, 19L) in the scratch pad. e. CSIDW must handoff or point out propeller aircraft landing BWI, FME, W29, ANP, ESN and MTN to NHK to allow the aircraft to be delivered to PALEO over LOUIE AOB 70. FOR FLIGHT SIMULATION USE ONLY 81

82 4. TO CSIDW FROM: FOR FLIGHT SIMULATION USE ONLY 82

83 5. TO CSIDW FROM: FIGURE CSIDW FOR FLIGHT SIMULATION USE ONLY 83

84 FOR FLIGHT SIMULATION USE ONLY 84

85 SECTION 10. CSIDE 1. Sector Identification. The ARTS position symbol for the CSIDE position is (2X), the assigned frequencies are and Delegated Airspace. CSIDE directly overlies part of NHK Approach and is responsible for air traffic services within the lateral confines as depicted in Figure Surface to 9,000 when NHK Approach is closed, 8,000 through 9,000 when NHK Approach is open. Note: Hand-Offs depicted at altitudes 70 and below in the following Tables are usable only when Patuxent Approach is closed. 3. Position Duties and Responsibilities. In addition to the duties outlined below assume duties of positions combined with CSIDE. a. Provide arrival radar service within area of jurisdiction. b. Be responsible for IFR releases from satellite airports within area of jurisdiction; OXB, W41, SBY, WAL, MFV, TGI, and N06. c. Re-route aircraft around all Special Use Airspace when active. d. Ensure OXB remote frequency is selected/deselected when receiving/transferring NHK airspace. e. Request/deliver any proposed departures strips when receiving/transferring NHK 4. TO CSIDE FORM: 5. FROM CSIDE TO: FOR FLIGHT SIMULATION USE ONLY 85

86 FIGURE CSIDE FOR FLIGHT SIMULATION USE ONLY 86

87 CHAPTER 11. SHENANDOAH AREA SECTION 1. GENERAL 1. PURPOSE. This chapter establishes the standard operating procedures for the Shenandoah specialty and prescribes the operational procedures unique to the Shenandoah Area. Personnel assigned to the Shenandoah Area shall be familiar with and adhere to the information and procedures described in this chapter to provide a safe, orderly and expeditious flow of air traffic in Potomac TRACON and Shenandoah Area airspace. 2. SCOPE OF RESPONSIBLITIES. The Shenandoah Area is responsible for arrivals, departures, and over flights into and out of the Potomac TRACON Shenandoah Area airspace. 3. SHENANDOAH AREA POSITIONS. Position Name Frequency STARS ID Call Sign Relief Call Sign Voice Room ASPER A IAD_A_DEP IAD_3A_DEP PCT_3A TILLY T IAD_T_DEP IAD_3T_DEP PCT_3T BARIN B IAD_B_APP IAD_3B_APP PCT_3B BINNS V IAD_V_APP IAD_3V_APP PCT_3V BRSTO O IAD_O_APP IAD_3O_APP PCT_3O IADFE X IAD_X_APP IAD_3X_APP PCT_3X IADFC S IAD_S_APP IAD_3S_APP PCT_3S IADFW U IAD_U_APP IAD_3U_APP PCT_3U LUCKE Z IAD_Z_APP IAD_3Z_APP PCT_3Z MANNE N IAD_N_APP IAD_3N_APP PCT_3N MULRR M IAD_M_APP IAD_3M_APP PCT_3M RCOLA R IAD_R_APP IAD_3R_APP PCT_3R Note: MULRR is the primary approach frequency during non-midnight operations. When midnight operations are in effect, use the BARIN call sign with the MULRR frequency with an _APP call sign. FOR FLIGHT SIMULATION USE ONLY 87

88 4. COMBINING POSITIONS/FREQUENCIES. Area positions and frequencies are normally combined as indicated in the following diagram. FOR FLIGHT SIMULATION USE ONLY 88

89 SECTION 2. SHENANDOAH SPECIFIC ARTS ENTRY AND DATA DISPLAY 1. RESPONSIBILITIES. The first Shenandoah Area position to provide service to an IFR or VFR aircraft must be responsible for entering/ensuring scratchpad data is complete and correct. 2. SCRATCH PAD ENTRIES. a. IAD Arrivals. Feeder/Final controllers must enter approach and runway information on all aircraft landing IAD and amend it as appropriate. The following format must be used: Landing Runway Instrument Approach VFR Arrival 1R 01R V1R 19R 19R V9R 1L 01L V1L 19L 19L V9L 1C 01C V1C 19C 19C V9C 12 R12 V12 30 N/A V30 1R Circle 30 C30 V30 b. Visual Approach Scratch Pad Entries. To indicate a visual approach to the airport, the following entries must be used: Cleared For Entry Example Visual Approach reference the runway VA(X) VAR (1R or 19R) ILS but maintaining visual separation with traffic on the parallel runway(s) VS(X) VSC (1C or 19C) Visual Approach reference the preceding aircraft VT(X) VTL (1L or 19L) c. Satellite Arrivals. The following scratch pad entries must be entered for HEF, JYO, and MRB arrivals: Airport Scratch Pad Entry Approach VA Visual 16L ILS RWY 16L HEF G16 RNAV (GPS) RWY 16L 16R RNAV (GPS) RWY 16R 34R RNAV (GPS) RWY 34R VA Visual JYO G17 RNAV (GPS) RWY 17 LOC LOC RWY 17 I26 ILS RWY 26 MRB G08 RNAV (GPS) RWY 8 G26 RNAV (GPS) RWY 26 VOR VOR-A I9/L9 ILS/LOC RWY 09 I27/L27 ILS/LOC RWY 27 HGR V09 VOR RWY 09 R09 RNAV (GPS) RWY 09 R27 RNAV (GPS) RWY 27 C09 COPTER RNAV (GPS) RWY 09 FOR FLIGHT SIMULATION USE ONLY 89

90 C27 COPTER RNAV (GPS) RWY 27 d. Exit Fix. All aircraft exiting the SHD area must have the appropriate exit fix entered in the scratch pad area. FOR FLIGHT SIMULATION USE ONLY 90

91 SECTION 3. RADAR TEAM PROCEDURES 1. POSITION RESPONSIBILITIES. a. Amended flight information must be verbally coordinated intra-area with the appropriate control position. Additionally, prior to shortcutting an aircraft within SHD Area airspace, approval must be obtained from all affected positions. b. Unless otherwise coordinated, the controller receiving a handoff from another SHD Area position shall have control within the transferring controller s airspace for the following: i. IAD Arrivals Turns towards receiving position s boundary, descent, and speed. ii. IAD Departures Climb and turns toward receiving position s boundary. 2. RADAR POINT OUTS TO IAD/HEF TOWER. a. The radar controller initiating a point out to IAD or HEF tower shall display the data block to the tower and then comply with the appropriate point out procedures as described in paragraph b. below. b. Automated point outs must be used with Dulles Tower for aircraft landing HEF airport. 3. HOLDING AIRCRAFT. When holding becomes necessary, utilize the following patterns to the maximum extent possible: Published Hold? Holding Fix Hold Instructions KEWPY (AML278/16 CSN015) Hold west, left turns. CSN Hold northeast on the 035 radial, right turns (Departures only). CSN Hold southwest on V140, left turns (Arrivals only). IGGGY Hold west, right turns. KILMR Hold west, right turns. RUANE (MRB088/22 AML016/31) Hold west, right turns. BRV Hold south on V155, left turns. HYPER (MRB065/34 LRP248/50) Hold northeast, left turns. MULRR MRB065/38 EMI304) Hold northeast, left turns. 4. PRACTICE INSTRUMENT APPROACHES. Provide IFR lateral separation to VFR aircraft conducting practice instrument approaches to IAD, JYO, HEF, and MRB airports. A minimum of 500 feet vertical separation must be maintained unless heavy jet separation is required. IFR lateral separation must commence at the time the aircraft receives an approach clearance. 5. SIMULTANEOUS APPROACHES. SIMULS must be conducted in accordance with Chapter 5, section. 6. SIMUTANEOUS CONVERGING INSTRUMENT APPROACHES. SCIA s must be conducted in accordance with Chapter 5, section FOR FLIGHT SIMULATION USE ONLY 91

92 7. SPECIAL USE AIRSPACE. The Shenandoah Area is exempt from requiring standard separation from the following special use airspaces. Ensure non-participating aircraft avoid the following airspaces. The times and altitudes of R6608 and the DEMOs will be coordinated on an as-needed bases. a. Restricted Areas. i. R4009 Camp David 5,000 MSL to 12,500 MSL (ZDC). ii. R6608A/B/C Quantico SFC to 10,000 MSL (PCT). b. Prohibited Areas. i. P40 Camp David SFC to but not including 5,000 MSL (ZDC). c. Military Operations Areas. i. DEMO MSL to 5,000 MSL (ZDC). ii. DEMO 2 10,000 MSL to 15,000 MSL (ZDC). iii. DEMO 3 Above 5,000 to 15,000 MSL (ZDC). 8. SATELLITE DEPARTURE PROCEDURES. Use the following table to issue satellite departure procedures. Pilots shall be instructed to expect filed or assigned final altitude ten (10) minutes after departing and to hold for release while the release is coordinated. Issue release times, clearance void times, and callback times as directed by controllers. Void times shall be no more than three (3) minutes after the release time. Airport Departure Procedure North OP South OP LUCKE Open JYO RWY 17: Turn right direct MRB or STILL, maintain 3,000. RWY 35: Turn left direct MRB or STILL, maintain 3,000. ASPER IADFW HEF Cleared via ARSENAL DP. BRSTO BRSTO MRB Cleared via MRB, maintain 3,000. MULRR MULRR LUCKE OKV Cleared via MRB or COGAN, maintain 4,000 OR cleared via LDN, maintain 6,000. MANNE MANNE LUCKE NYG Cleared via BRV, maintain 3,000. BRSTO BRSTO EZF Cleared via BRV, maintain 3,000. BRSTO BRSTO 2VG2 Cleared via COGAN, maintain 4,000. MANNE MANNE LUCKE CJR Cleared via CSN, maintain 3,000. BRSTO BRSTO HWY Cleared via CSN, maintain 3,000. BRSTO BRSTO 2VA9 Cleared via CSN, maintain 3,000. BRSTO BRSTO FRR Cleared via COGAN, maintain 4,000. MANNE MANNE LUCKE RMN Cleared via BRV, maintain 3,000. BRSTO BRSTO HGR Cleared via HGR, maintain 4,000 BRSTO BRSTO 2VG2 Cleared via COGAN WPT (RNAV only), maintain 4,000. MANNE MANNE 2VA9 Cleared via CSN, maintain 3,000. BRSTO BRSTO W05 Cleared via HGR, maintain 4,000. BRSTO BRSTO LUCKE W35 Cleared via HGR, maintain 4,000. BRSTO BRSTO LUCKE FOR FLIGHT SIMULATION USE ONLY 92

93 SECTION 4. BRSTO 1. SECTOR IDENTIFICATION. The STARS position symbol for BRSTO is 3O, and the assigned frequency is DELEGATED AIRSPACE. BRSTO is delegated the airspace as depicted in Figures and GENERAL. BRSTO has responsibility for all Manassas departure and arrival traffic. 4. TO BRSTO FROM. FOR FLIGHT SIMULATION USE ONLY 93

94 5. FROM BRSTO TO. FOR FLIGHT SIMULATION USE ONLY 94

95 Figure BRSTO North FOR FLIGHT SIMULATION USE ONLY 95

96 Figure BRSTO South and 19/30 FOR FLIGHT SIMULATION USE ONLY 96

97 SECTION 5. BARIN 1. SECTOR IDENTIFICATION. The STARS position symbol for BARIN is 3B, and the assigned frequency is DELEGATED AIRSPACE. BARIN is delegated the airspace as depicted in Figures and GENERAL. BARIN is responsible for the south feed of aircraft to IAD. FOR FLIGHT SIMULATION USE ONLY 97

98 Figure BARIN North FOR FLIGHT SIMULATION USE ONLY 98

99 Figure BARIN South and 19/30 FOR FLIGHT SIMULATION USE ONLY 99

100 SECTION 6. IADFW 1. SECTOR IDENTIFICATION. The STARS position symbol for IADFW is 3U, and the assigned frequency is DELEGATED AIRSPACE. IADFW is delegated the airspace as depicted in Figures 5-6-1, 5-6-2, and GENERAL. a. On initial contact with landing traffic, IADFW should restate the landing runway assignment. b. Separation responsibilities: i. South Operation a) Unless the aircraft is cleared for a visual approach, IADFW must remain at a vertically separated higher altitude than IADFE traffic until BEEZY. IADFW must cross BEEZY at or above 4,000. b) IADFW has separation responsibility from IADFC traffic established on the 19C localizer inside of HOOSR. c) Unless the aircraft is cleared for a visual approach, IADFC must remain at a vertically separated higher altitude than IADFW and IADFE traffic until HOOSR. IADFC must cross HOOSR at or above 5,000. d) IADFE has separation responsibility from IADFW traffic established on the 19R localizer inside BEEZY, and from IADFC traffic established on the 19C localizer inside HOOSR. ii. North Operation a) Unless the aircraft is cleared for a visual approach, IADFW must remain at a vertically separated higher altitude than IADFE traffic until CINNA. IADFW must cross CINNA at or above 4,000. b) IADFW has separation responsibility from IADFC traffic established on the 01C localizer inside of LUSIE. c) Unless the aircraft has been cleared for a visual approach, IADFC must remain at a vertically separated higher altitude than IADFW and IADFE traffic until LUSIE. IADFW must cross LUSIE at or above 5,000. d) IADFE has separation responsibility from IADFW traffic established on the 01L localizer inside FAZER, and from IADFC traffic established on the 01C localizer inside LUSIE. c. Ensure data blocks are updated with the landing runway or appropriate scratch pad data prior to transferring communications to IAD Tower. d. Prearranged Coordination i. North Operation: TILLY may enter IADFW with IAD departures. ii. 19/30 Operation: ASPER may enter IADFW with IAD departures. FOR FLIGHT SIMULATION USE ONLY 100

101 4. TO IADFW FROM. FOR FLIGHT SIMULATION USE ONLY 101

102 Figure IADFW North FOR FLIGHT SIMULATION USE ONLY 102

103 Figure IADFW South FOR FLIGHT SIMULATION USE ONLY 103

104 Figure IADFW 19/30 FOR FLIGHT SIMULATION USE ONLY 104

105 SECTION 7. IADFC 1. SECTOR IDENTIFICATION. The STARS position symbol for IADFC is 3S, and the assigned frequency is RCOLA and IADFC share the same frequency and must not be open at the same time. 2. DELEGATED AIRSPACE. IADFC is delegated the Runway 01C final approach course to the 25nm ASR range ring in a north operation and the Runway 19C final approach course to the 25nm ASR range ring in a south operation. 3. GENERAL. a. On initial contact with landing traffic, IADFC should restate the landing runway assignment. b. Separation responsibilities: i. South Operation 1. Unless the aircraft is cleared for a visual approach, IADFW must remain at a vertically separated higher altitude than IADFE traffic until BEEZY. IADFW must cross BEEZY at or above 4, IADFW has separation responsibility from IADFC traffic established on the 19C localizer inside of HOOSR. 3. Unless the aircraft is cleared for a visual approach, IADFC must remain at a vertically separated higher altitude than IADFW and IADFE traffic until HOOSR. IADFC must cross HOOSR at or above 5, IADFE has separation responsibility from IADFW traffic established on the 19R localizer inside BEEZY, and from IADFC traffic established on the 19C localizer inside HOOSR. ii. North Operation 1. Unless the aircraft is cleared for a visual approach, IADFW must remain at a vertically separated higher altitude than IADFE traffic until CINNA. IADFW must cross CINNA at or above 4, IADFW has separation responsibility from IADFC traffic established on the 01C localizer inside of LUSIE. 3. Unless the aircraft has been cleared for a visual approach, IADFC must remain at a vertically separated higher altitude than IADFW and IADFE traffic until LUSIE. IADFW must cross LUSIE at or above 5, IADFE has separation responsibility from IADFW traffic established on the 01L localizer inside FAZER, and from IADFC traffic established on the 01C localizer inside LUSIE. c. Ensure data blocks are updated with the landing runway or appropriate scratch pad data prior to transferring communications to IAD Tower. 4. TO IADFC FROM. FOR FLIGHT SIMULATION USE ONLY 105

106 SECTION 8. IADFE 1. SECTOR IDENTIFICATION. The STARS position symbol for IADFE is 3X, and the assigned frequency is DELEGATED AIRSPACE. IADFE is delegated the airspace as depicted in Figures and GENERAL. a. On initial contact with landing traffic, IADFC should restate the landing runway assignment. b. Separation responsibilities: i. South Operation 1. Unless the aircraft is cleared for a visual approach, IADFW must remain at a vertically separated higher altitude than IADFE traffic until BEEZY. IADFW must cross BEEZY at or above 4, IADFW has separation responsibility from IADFC traffic established on the 19C localizer inside of HOOSR. 3. Unless the aircraft is cleared for a visual approach, IADFC must remain at a vertically separated higher altitude than IADFW and IADFE traffic until HOOSR. IADFC must cross HOOSR at or above 5, IADFE has separation responsibility from IADFW traffic established on the 19R localizer inside BEEZY, and from IADFC traffic established on the 19C localizer inside HOOSR. ii. North Operation 1. Unless the aircraft is cleared for a visual approach, IADFW must remain at a vertically separated higher altitude than IADFE traffic until CINNA. IADFW must cross CINNA at or above 4, IADFW has separation responsibility from IADFC traffic established on the 01C localizer inside of LUSIE. 3. Unless the aircraft has been cleared for a visual approach, IADFC must remain at a vertically separated higher altitude than IADFW and IADFE traffic until LUSIE. IADFW must cross LUSIE at or above 5, IADFE has separation responsibility from IADFW traffic established on the 01L localizer inside FAZER, and from IADFC traffic established on the 01C localizer inside LUSIE. c. Ensure data blocks are updated with the landing runway or appropriate scratch pad data prior to transferring communications to IAD Tower. 4. SHD/MTV COORDINATION AND PROCEDURES IAD SOUTH OPERATION. IADFE must control that portion of Area D/C (WOLFTRAP) north of the AML055R at 5,000 when released by MTV. 5. SHD/CHP COORDINATION AND PROCEDURES IAD SOUTH OPERATION. CHP must coordinate for instrument approaches to GAI as follows: a. VOR RWY 14: A verbal or automated handoff between Areas constitutes coordination for SHD to protect the appropriate airspace. b. RNAV (GPS) RWY 14: Coordinate verbally at all times. FOR FLIGHT SIMULATION USE ONLY 106

107 6. SHENANDOAH AREA ARRIVAL FLOW a. North Operation i. Aircraft will be handed off from MULLR at 4,000 on the downwind leg. ii. Aircraft assigned RWY 01R will be handed off from BARIN on a heading to intercept the localizer descending to 4,000. iii. Vector aircraft for their assigned approach. b. South Operation i. Aircraft will be handed off from BARIN at 4,000 on the downwind leg. ii. Aircraft assigned RWY 19L will be handed off from MULRR on a heading to intercept the localizer descending to 4,000. iii. Vector aircraft for their assigned approach. FOR FLIGHT SIMULATION USE ONLY 107

108 Figure IADFE North FOR FLIGHT SIMULATION USE ONLY 108

109 Figure IADFE South and 19/30 FOR FLIGHT SIMULATION USE ONLY 109

110 SECTION 9. RCOLA 1. SECTOR IDENTIFICATION. The STARS position symbol for RCOLA is 3R, and the assigned frequency is RCOLA and IADFC share the same frequency and must not be open at the same time. 2. DELEGATED AIRSPACE. RCOLA is delegated the airspace as depicted in Figure IAD NORTH OPERATION. RCOLA is not utilized when IAD is in a north operation, nor when IADFC is open. 4. TO RCOLA FROM. FOR FLIGHT SIMULATION USE ONLY 110

111 Figure RCOLA FOR FLIGHT SIMULATION USE ONLY 111

112 SECTION 10. MANNE 1. SECTOR IDENTIFICATION. The STARS position symbol for MANNE is 3N, and the assigned frequency is DELEGATED AIRSPACE. MANNE is delegated the airspace as depicted in Figures , , and GENERAL. MANNE must advise TILLY/ASPER if DCA Prop Arrivals are descending below 7,000 feet. 4. TO MANNE FROM. FOR FLIGHT SIMULATION USE ONLY 112

113 5. FROM MANNE TO. FOR FLIGHT SIMULATION USE ONLY 113

114 Figure MANNE North FOR FLIGHT SIMULATION USE ONLY 114

115 Figure MANNE South/12 FOR FLIGHT SIMULATION USE ONLY 115

116 Figure MANNE 19/30 S FOR FLIGHT SIMULATION USE ONLY 116

117 ECTION 11. MULRR 1. SECTOR IDENTIFICATION. The STARS position symbol for MULRR is 3M, and the assigned frequency is DELEGATED AIRSPACE. MULRR is delegated the airspace as depicted in Figures and GENERAL. CHP will coordinate releases with MULRR (when LUCKE is combined) for FDK departures filed over MRB. CHP must issue direct MRB then flight plan route and 3,000. MULRR must advise BELAY verbally, or use the automated point out procedure to advise when the blocked airspace is returned to BELAY s control. 4. RUNWAY ASSIGNMENT. The TMC must specify traffic flows based upon runway configuration and traffic demand. 5. SHD/CHP COORDINATION AND PROCEDURES (IAD NORTH OPERATION). CHP must coordinate for instrument approaches to GAI as follows: a. VOR RWY 14: A verbal or automated handoff between Areas constitutes coordination for SHD to protect the appropriate airspace. b. RNAV (GPS) RWY 14: Coordinate verbally at all times. 6. AREA D/C. MULRR must control WOLFTRAP at 5,000 when released by MTV. 7. MARTINSBURG OPERATIONS. When LUCKE is not open, assume LUCKE responsibilities for that portion of LUCKE airspace underlying MULRR airspace. 8. BINNS/MULRR COORDINATION. Satellite aircraft will not be in trail of Dulles arrival aircraft from BINNS to MULRR. 9. WOLFTRAP. MULRR shall control WOLFTRAP at 5,000 when released by MTV. FOR FLIGHT SIMULATION USE ONLY 117

118 10. TO MULRR FROM. FOR FLIGHT SIMULATION USE ONLY 118

119 11. FROM MULRR TO. FOR FLIGHT SIMULATION USE ONLY 119

120 Figure MULRR North FOR FLIGHT SIMULATION USE ONLY 120

121 Figure MULRR South and 19/30 FOR FLIGHT SIMULATION USE ONLY 121

122 SECTION 12. LUCKE 1. SECTOR IDENTIFICATION. The STARS position symbol for LUCKE is 3Z, and the assigned frequency is DELEGATED AIRSPACE. MULRR, MANNE, and RCOLA must release to LUCKE the airspace as depicted in Figure & PROCEDURES. a. Martinsburg (MRB). Provide IFR separation to VFR practice approaches at MRB when MRB Tower is operating. b. Unless otherwise coordinated, LUCKE must, after receiving a hand-off from a SHD Area position, have control for turns and descent towards LUCKE airspace within the transferring controller s airspace. c. Prearranged Coordination. In a South operation, ASPER may enter LUCKE airspace with an IAD departure when the JYO shelf is delegated to LUCKE. d. CHP will coordinate releases with LUCKE for FDK departures filed over MRB. CHP will issue direct MRB then flight plan route with an initial altitude of 3,000. e. Hagerstown (CHP). Provide IFR separation to VFR practice approaches to HGR when HGR Tower is operating. f. Frederick (FDK). i. Departures. When FDK Tower is closed CHPFD will coordinate releases with SHDFD for FDKdepartures filed over MRB. Direct MRB then flight plan route, 3,000 feet and will be issued to the aircraft by CHPFD. LUCKE must advise BELAY verbally, or use the automated point out feature to advise when the blocked airspace is returned to BELAY s control. ii. Arrivals. SHD must coordinate by entering secondary scratch pad prior to handoff if the aircrafthas been assigned an approach other than the advertised approach, found in Table Satellite Scratch Pad Entries. SHD will handle visual approaches when visibility is greater than 5 NM, 3,500 feet; Or the RNAV 05 approach. FOR FLIGHT SIMULATION USE ONLY 122

123 4. TO LUCKE FROM. FOR FLIGHT SIMULATION USE ONLY 123

124 5. FROM LUCKE TO. FOR FLIGHT SIMULATION USE ONLY 124

125 Figure LUCKE (North Operations) FOR FLIGHT SIMULATION USE ONLY 125

126 FOR FLIGHT SIMULATION USE ONLY 126

127 FOR FLIGHT SIMULATION USE ONLY 127

128 FIGURE LUCKE (South and 19/30) FOR FLIGHT SIMULATION USE ONLY 128

129 SECTION 13. ASPER 1. SECTOR IDENTIFICATION. The STARS position symbol for ASPER is 3A, and the assigned frequency is DELEGATED AIRSPACE. ASPER is delegated the airspace as depicted in Figures through SCRATCH PAD ENTRIES. Ensure scratch pad information regarding the aircraft s departure routing is entered in the FDB of all aircraft handed off to BUFFR. 4. VECTORING DEPARTURES. Assign MRB departures direct MRB. 5. SOUTH/30 OPERATION. TILLY has control of southbound aircraft in ASPER s portion of the KEWPY box. 6. PREARRANGED COORDINATION PROCEDURES. Prearranged coordination procedures are in effect unless cancelled. Prearranged coordination procedures are approved for the following positions in the following configurations: a. ASPER may enter MANNE airspace with IAD departures. b. ASPER may enter RCOLA airspace with IAD departures during a south operation. c. ASPER may enter IADFW airspace with IAD departures. d. ASPER may enter the JYO shelf with IAD runway 30 departures. e. TILLY may enter ASPER airspace south of the KEWPY box with IAD departures in a south operation. 7. AUTOMATED POINT OUT PROCEDURES. In a South/30 operation, acceptance of an automated point out from IADFW to ASPER constitutes approval to descend an IAD arrival on the downwind to 4, FROM ASPTER TO. FOR FLIGHT SIMULATION USE ONLY 129

130 9. TO ASPER FROM. FOR FLIGHT SIMULATION USE ONLY 130

131 Figure ASPER North FOR FLIGHT SIMULATION USE ONLY 131

132 Figure ASPER South/12 FOR FLIGHT SIMULATION USE ONLY 132

133 Figure ASPER South/30 FOR FLIGHT SIMULATION USE ONLY 133

134 SECTION 14. TILLY 1. SECTOR IDENTIFICATION. The STARS position symbol for TILLY is 3T, and the assigned frequency is DELEGATED AIRSPACE. TILLY is delegated the airspace as depicted in Figures through AUTOMATED POINT OUT PROCEDURES. North Operation: Acceptance of an automated point out from IADFW to TILLY constitutes approval to descend an IAD arrival on the downwind to 4,000 in TILLY s airspace. 4. SCRATCH PAD ENTIRES. Ensure the scratch pad information regarding the aircraft s departure routing is entered into the FDB of all aircraft handed off to LURAY. 5. VECTORING DEPARTURES. Vector J134/J149 departures direct BLUES or on a heading towards BLUES climbing to 12,000. LURAY has control for turns in TILLY s airspace leaving 10,000. Transfer of radar and communications must be no later than 5 miles east of BLUES. 6. PREARRANGED COORDINATION PROCEDURES. Prearranged coordination procedures are in effect unless cancelled. Prearranged coordination procedures are approved for the following positions in the following configurations. a. TILLY may enter IADFW airspace with IAD departures during a north operation. b. TILLY may enter MANNE airspace with IAD departures. MANNE must advise TILLY if DCA prop arrivals are descending below 7,000. c. TILLY may enter ASPER airspace south of the KEWPY box with IAD departures in a south operation. 7. SOUTH/30 OPERATION. TILLY has control of southbound aircraft in ASPER s portion of the KEWPY box. 8. FROM TILLY TO. FOR FLIGHT SIMULATION USE ONLY 134

135 9. TO TILLY FROM. FOR FLIGHT SIMULATION USE ONLY 135

136 Figure TILLY North FOR FLIGHT SIMULATION USE ONLY 136

137 TILLY South/12 FOR FLIGHT SIMULATION USE ONLY 137

138 Figure TILLY South/30 FOR FLIGHT SIMULATION USE ONLY 138

139 SECTION 18. BINNS 1. SECTOR IDENTIFICATION. The STARS position symbol for BINNS is 3V, and the assigned frequency is DELEGATED AIRSPACE. BINNS is delegated the airspace as depicted in Figure GENERAL. a. Advise ZNY, HAR Approach, BUFFR, and BELAY when holding commences at HYPER intersection. Hold between 7,000 and 13,000 feet. Once the holding pattern is at capacity, notify ZNY. b. BINNS will utilize the Harrisburg (MDT) radar sensor, with the Plains (QPL) as the backup. 4. BINNS/MULRR COORDINATION. Satellite aircraft will not be in trail of Dulles arrival aircraft from BINNS to MULRR. 5. FROM BINNS TO. FOR FLIGHT SIMULATION USE ONLY 139

140 6. TO BINNS FROM. FOR FLIGHT SIMULATION USE ONLY 140

141 Figure BINNS FOR FLIGHT SIMULATION USE ONLY 141

142 SECTION 16. SIMULTANEOUS ILS APPROACHES (SIMULS) 1. GENERAL. These procedures allow IADFE and IADFW to operate independently of each other when conducting SIMULS at IAD. a. The initial approach controller must issue the approach and runway to expect. b. All SIMULS must be monitored regardless of weather conditions. 2. PULLOUTS. a. When an aircraft on the final approach course is observed penetrating, or, in the controller s judgment, will penetrate the No-Transgression-Zone (NTZ), the controller responsible for the aircraft at the time will instruct the aircraft to return to the correct final approach course immediately. Traffic alert phraseology specified in FAAO c2 must be used. b. When a turn off the final approach course must be initiated to ensure separation, timely coordination must be effected with all appropriate controllers. c. When a pull-out is deemed necessary, cancel the approach clearance. d. If a pull-out has entered the lateral confines of tower designated airspace, the following shall apply: i. East Runway: Pull-outs must be turned at least 30 but no more than 90 degrees away from the NTZ and climbed to 2,000. ii. West Runway: 1. In a south operation, pull-outs must be turned right heading 220 and climbed to 4, In a north operation, pull-outs must be turned left heading 340 and climbed to 4,000. e. The affected controller must inform the appropriate IAD Local Controller of the pullout as soon as possible. f. ASPER must be affected a pointout of the westernmost runway pullout if the pullout occurs inside of a 10 mile final. g. Final controllers must ensure separation between aircraft on the final approach and the downwind will exist in the event of a pullout. FOR FLIGHT SIMULATION USE ONLY 142

143 3. NORTH OPERATION ARRIVAL FEEDS. a. MULRR must feed IADFE on the east downwind at 4,000. b. MANNE must feed IADFW on the west downwind at 6,000. c. BARIN must feed: i. When landing RWY 1L/1C, BARIN must feed aircraft to IADFW on a heading to join the 1L localizer level at 6,000, and to IADFC established on the 1C localizer descending to 7,000. ii. When landing RWY 1C/1R, BARIN must feed aircraft to IADFC established on the 1C localizer descending to 7,000, and to IADFE on a heading to join the 1R localizer level at 4,000. iii. When landing RWY 1L/1R, BARIN must feed aircraft to IADFW established on the 1L localizer descending to 6,000, and to IADFE on a heading to join the 1R localizer level at 4,000. d. IADFE/IADFC/IADFW; North Simultaneous ILS Altitude Separation during Turn-On: Standard separation must be maintained until aircraft are established on the appropriate localizer prior to either the capture box and the adjacent intersection, or prior to the adjacent intersections using the altitudes in Table Table North Simultaneous ILS Altitude Separation RUNWAY CONFIGURATION 01L/01C 01L/01R 01C/01R a. b. a. b. ESTABLISHED ON THE LOCALIZER PRIOR TO: ALTITUDE Capture Box Abeam LUSIE AOB 3,000 LUSIE AOA 5,000 CINNA AOB 4,000 LUSIE AOA 5,000 Capture Box Abeam CINNA AOB 3,000 CINNA AOA 4,000 Capture Box Abeam FAZER 2,000 FAZER AOA 3,000 PEPRR AOA 3,9000 Capture Box Abeam PEPRR AOB 2,900 Figure Example of Capture Box Altitudes (01L/01R) e. BRSTO must point out HEF arrivals to the monitor controller. FOR FLIGHT SIMULATION USE ONLY 143

144 4. SOUTH OPERATION ARRIVAL FEEDS. a. MULRR must feed: i. When landing RWY 19R/19C, MULRR must feed aircraft to IADFW established on the 19R localizer level at 6,000, and to IADFC on a heading to join the 19C localizer descending to 7,000. ii. When landing RWY 19C/19L, MULRR must feed aircraft to IADFC established on the 19C localizer descending to 7,000, and to IADFE on a heading to join the 19L localizer level at 4,000. iii. When landing RWY 19R/19L, MULRR must feed aircraft to IADFW established on the 19R localizer descending to 6,000, and to IADFE on a heading to join the 19L localizer level at 4,000. b. MANNE must feed IADFW on the west downwind at 6,000. c. BARIN must feed IADFE on the east downwind at 4,000. d. IADFW/IADFC/IADFE: South Simultaneous ILS Altitude Separation Prior to Turn-On: Standard separation must be maintained until aircraft are established on the appropriate localizer prior to the capture box and the adjacent intersection, or prior to adjacent intersections using the following altitudes in Table Table South Simultaneous ILS Altitude Separation RUNWAY CONFIGURATION 19R/19C 19C/19L 19R/19L a. b. a. b. a. b. ESTABLISHED ON THE LOCALIZER PRIOR TO: ALTITUDE BEEZY AOB 4,000 HOOSR AOA 5,000 Capture Box Abeam ARKAY AOB 2,700 ARKAY AOA 3,700 DADEY AOB 3,000 HOOSR AOA 5,000 Capture Box Abeam ARKAY 2,700 ARKAY AOA 3,700 BEEZY AOA 4,000 Capture Box Abeam BEEZY AOB 3,000 LAUGH AOA 3,000 Capture Box Abeam LAUGH 2,000 FOR FLIGHT SIMULATION USE ONLY 144

145 SECTION 17. LEESBURG SHELF 1. JYO TRAFFIC a. The controller controlling the Leesburg Shelf has control for turns towards JYO and descent for JYO arrivals. Figure JYO Shelf North FOR FLIGHT SIMULATION USE ONLY 145

146 Figure JYO Shelf South FOR FLIGHT SIMULATION USE ONLY 146

147 CHAPTER 12. MOUNT VERNON AREA SECTION 1. GENERAL 1. PURPOSE. This chapter establishes the standard operating procedures for the Mount Vernon specialty and prescribes operational procedures unique to the Mount Vernon area. Personnel assigned to the Mount Vernon area shall be familiar with and adhere to the information and procedures described in this chapter to provide a safe, orderly and expeditious flow of air traffic in Potomac TRACON and Mount Vernon area airspace. 2. SCOPE OF RESPONSIBILITIES. The Mount Vernon Area is responsible for arrivals, departures, and overflights in and out of the Potomac TRACON Mount Vernon Area airspace. 3. MOUNT VERNON AREA SECTORS/POSITIONS. Position Name Frequency STARS ID Call Sign Relief Call Sign Voice Room ADWFR R DCA_R_APP DCA_1R_APP PCT_1R OJAAY J DCA_J_APP DCA_1J_APP PCT_1J DCAFR V DCA_V_APP DCA_1V_APP PCT_1V ENSUE E DCA_E_APP DCA_1E_APP PCT_1E DEALE D DCA_D_APP DCA_1D_APP PCT_1D ADWAR A DCA_A_APP DCA_1A_APP PCT_1A LURAY L DCA_L_APP DCA_1L_APP PCT_1L FLUKY F DCA_F_DEP DCA_1F_DEP PCT_1F TYSON Y DCA_Y_DEP DCA_1Y_DEP PCT_1Y KRANT K DCA_K_DEP DCA_1K_DEP PCT_1K Note: OJAAY is the primary non-midnight operations sector. When midnight operations go into effect, change to KRANT sector with an _APP call sign. 4. COMBINING POSITIONS/FREQUENCIES. MTV Area positions and frequencies are normally combined as indicated in the following diagram. DCAFR OJAAY ENSUE DEALE ADWAR ADWFR FLUKY TYSON LURAY KRANT DCAFR OJAAY DEALE TYSON KRANT DCAFR OJAAY KRANT OJAAY KRANT KRANT FOR FLIGHT SIMULATION USE ONLY 147

148 SECTION 2. MOUNT VERNON SPECIFIC STARS ENTRY AND DATA DISPLAY 1. RESPONSIBILITIES. The first Mount Vernon Area position to provide service to an IFR or VFR aircraft should enter the appropriate scratch pad data. 2. ARRIVAL SCRATCH PAD ENTRIES. a. If appropriate, Feeder/Final controllers must enter runway information on all aircraft landing DCA and amend it. b. Absence of a scratch pad entry indicates that an IFR arrival landing at DCA is executing the approach advertised on the ATIS. c. DCA VFR arrivals must have the intended landing runway in the scratch pad preceded by a V. For example, a Runway 04 arrival will show V04 in the scratch pad. FOR FLIGHT SIMULATION USE ONLY 148

149 SECTION 3. RADAR TEAM PROCEDURES 1. POSITION RESPONSIBILITIES. a. Unless otherwise documented, South Operations is defined as DCA and ADW both in a south configuration. North Operations is defined as DCA and ADW both in a north configuration. b. Non-compatible operations are when DCA and ADW are not landing in the same direction. Airspace configurations of all MTV sectors must be determined by the direction of operation at DCA. ADWAR must be responsible for both their north and south airspace. Affected sectors must relinquish coincidental airspace to ADWAR. c. Issue instructions to DCA Tower that will ensure separation between DCA departures and aircraft within the departure area below 5,500 feet. d. TYSON and KRANT must display each other s full data blocks at all times. e. Prearranged coordination must be utilized in accordance with procedures outlined in Section 4 of this chapter. 2. COORDINATION PROCEDURES (DEPARTURE POSITIONS). a. ADW Departures: TYSON must: i. Coordinate with DCAFR prior to releasing an ADW departure when DCA is in a north operation. ii. The departure must maintain 3,000 until crossing the DCA180R, and then climb to 5,000. b. TYSON must coordinate with DCAFR prior to releasing a RWY 14 DAA departure when DCA is in a north operation. c. When DCA and ADW are in non-compatible operations, all ADW arrivals and departures must be coordinated with the appropriate positions. 3. COORDINATION PROCEDURES (APPROACH POSITIONS). ADWAR or ENSUE must coordinate RWY 22 and RWY 19 visual approaches along the Anacostia River with KRANT and DCAFR in accordance with abbreviated coordination procedures in Section 5 of this chapter. 4. NOISE ABATEMENT. Follow the Ronald Reagan Washington National Airport noise abatement procedures found the Airport Facility Directory. FOR FLIGHT SIMULATION USE ONLY 149

150 SECTION 4. PREARRANGED COORDINATION 1. PROCEDURES. a. Prearranged coordination may be applied by sectors depicted on the attached airspace diagrams and with the guidelines in this section. Coordination is considered to have been effected when the controller penetrating airspace has the quick look feature of STARS turned on an observes all aircraft that are operating within or projected to enter the airspace involved. b. MTV controllers whose airspace is designated for prearranged coordination purposes must: i. Start a STARS track on all radar identified primary targets under their control. ii. Point out non-stars tracked aircraft to the appropriate authorized controller. iii. Have the option to suspend this procedure at any time. c. MTV controllers authorized to penetrate another sector s airspace must: i. Ensure separation from all tracked or non-tracked targets operating within the designated airspace. ii. Not penetrate designated airspace (as prescribed herein) within five miles of a converging target. d. Traffic requiring a point out to enter a designated area must also be coordinated with the position authorized pre-coordination in the designated area. 2. RESPONSIBLITIES. a. The OJAAY controller is authorized, in a north operation, to penetrate ENSUE airspace at and below 8,000 with arriving aircraft via OJAAY intersection, provided those aircraft remain on or west of the DCA RWY 1 final approach course per Figure b. The OJAAY controller is authorized, in a north operation, to penetrate DEALE airspace at and below 10,000 with arriving aircraft via OJAAY intersection, provided those aircraft remain on or west of the DCA RWY 1 final approach course per Figure c. The KRANT controller is authorized, in a south operation, to penetrate ENSUE s airspace at 10,000 per Figure d. The TYSON controller is authorized to penetrate KRANT, OJAAY, and FLUKY s airspace as follows: i. North Operation 1. KRANT airspace when DCA and ADW are both in a north operation, and after verbal coordination is completed with DCAFR to release departures, aircraft departing ADW via a left turn to heading 270 up to and including 3,000 per Figure OJAAY airspace from 7,000 through 8,000 per Figure FLUKY airspace in the area north of the ZDC CASANOVA/LINDEN sector boundary line from 12,000 through 17,000 per Figure ii. South Operation 1. KRANT airspace when DCA and ADW are both in a south operation, aircraft departing ADW via runway heading to 20 miles at or below 3,000 per Figure OJAAY airspace in the area north of R6611/6612 and south of OXONN from 6,000 to 10,000 per Figure FLUKY airspace in the area north of the ZDC CASANOVA/LINDEN sector boundary line from 12,000 through 17,000 per Figure FOR FLIGHT SIMULATION USE ONLY 150

151 e. The KRANT controller is authorized to penetrate DEALE and FLUKY s airspace as follows: i. North Operation 1. FLUKY airspace from 11,000 to FL190 per Figure ii. South Operation 1. DEALE airspace from 7,000 through 13,000 per Figure FLUKY airspace from 11,000 to FL190 per Figure f. The KRANT controller is authorized to penetrate WOOLY airspace with IAD (and satellite) SWANN, PALEO, and DOCTR departures from 11,000 to 17,000 per Figure g. The KRANT controller is authorized to penetrate BUFFR airspace with IAD (and satellite) SWANN, PALEO, and DAILY/WHINO/DIXXE departures from 11,000 to 17,000 per Figure h. The FLUKY controller is authorized to penetrate LURAY airspace with IAD (and satellite) MOL/GVE jet departures from 11,000 to 17,000 south of the LDN/CSN boundary, east of the CSN VOR per Figure i. The TYSON controller is authorized to penetrate LURAY airspace north of AML with aircraft enroute to J220, J227, J211, and J UDVAR. When SHD is conducting approaches to runway 30, airspace will be delegated as shown in individual sector video maps as depicted herein. FOR FLIGHT SIMULATION USE ONLY 151

152 Figure Prearranged Coordination KRANT North FOR FLIGHT SIMULATION USE ONLY 152

153 Figure Prearranged Coordination KRANT South FOR FLIGHT SIMULATION USE ONLY 153

154 Figure Prearranged Coordination OJAAY North FOR FLIGHT SIMULATION USE ONLY 154

155 Figure Prearranged Coordination ENSUE North FOR FLIGHT SIMULATION USE ONLY 155

156 Figure Prearranged Coordination ENSUE South FOR FLIGHT SIMULATION USE ONLY 156

157 Figure Prearranged Coordination DEALE North FOR FLIGHT SIMULATION USE ONLY 157

158 Figure Prearranged Coordination DEALE South FOR FLIGHT SIMULATION USE ONLY 158

159 Figure Prearranged Coordination FLUKY North FOR FLIGHT SIMULATION USE ONLY 159

160 Figure Prearranged Coordination FLUKY South FOR FLIGHT SIMULATION USE ONLY 160

161 Figure Prearranged Coordination WOOLY FOR FLIGHT SIMULATION USE ONLY 161

162 Figure Prearranged Coordination BUFFR FOR FLIGHT SIMULATION USE ONLY 162

163 Figure Prearranged Coordination LURAY FOR FLIGHT SIMULATION USE ONLY 163

164 Figure Prearranged Coordination TYSON/LURAY FOR FLIGHT SIMULATION USE ONLY 164

165 Figure Prearranged Coordination TYSON/OJAAY FOR FLIGHT SIMULATION USE ONLY 165

166 SECTION 5. ABBREVIATED ARRIVAL COORDINATION 1. PROCEDURES. These procedures are authorized for aircraft executing a visual approach to RWY 22 and a visual approach to RWY 19 via the Anacostia River. 2. COORDINATION. The following point out procedures must be used between ADWAR, ENSUE, or DCAFR arrival sectors and the KRANT sector. a. KRANT must track the associated data block of aircraft executing the operation. b. ADWAR, ENSUE or DCAFR must coordinate with KRANT for: i. Arrivals from over BAL VORTAC will be inbound over the VOR at 6,000, joining the BAL258R, or vectored north of CGS, descending to 4,000. When west of CGS, descend out of 4,000 and turn southbound to follow the Anacostia River. ii. Arrivals inbound on V265 at 4,000 will be descending on the MTV/CHP boundary on a southbound heading to follow the Anacostia River. iii. Arrivals inbound from BILIT at 4,000 will be vectored north of ADW and south of CHS descending to 3,000. When west of CGS, issue a descent and a southbound turn to follow the Anacostia River. c. ADWAR, ENSUE, or DCAFR may use an automated point out to KRANT for these procedures. By accepting the point out without verbal coordination, KRANT is authorizing ADWAR, ENSUE, or DCAFR to execute the visual approaches as outlined above. FOR FLIGHT SIMULATION USE ONLY 166

167 SECTION 6. ADWFR 1. SECTOR IDENTIFICATION. The STARS position symbol for ADWFR is 1M, and the assigned frequency is DELEGATED AIRSPACE. To be determined. FOR FLIGHT SIMULATION USE ONLY 167

168 SECTION 7. ADWAR 1. SECTOR IDENTIFICATION. The STARS position symbol for ADWAR is 1A, and the assigned frequency is DELEGATED AIRSPACE. ADWAR is delegated the airspace as depicted in Figures and GENERAL. ADWAR has control for turns towards the final approach course and descent of aircraft within the lateral boundaries of ADWAR airspace. 4. ARRIVAL COORDINATION AND AUTOMATED TRANSFER OF INFORMATION. a. ADWAR must ensure that scratch pad data is entered into the full data block. b. Scratch pad data must be entered prior to arriving aircraft reaching a point 10 flying miles from the runway. c. Communications transfer must be completed prior to the arrival aircraft reaching a point six miles from the airport. 5. TO ADWAR FROM. FOR FLIGHT SIMULATION USE ONLY 168

169 6. FROM ADWAR TO. FOR FLIGHT SIMULATION USE ONLY 169

170 Figure ADWAR North FOR FLIGHT SIMULATION USE ONLY 170

171 Figure ADWAR South FOR FLIGHT SIMULATION USE ONLY 171

172 SECTION 7. DEALE FOR FLIGHT SIMULATION USE ONLY 172

173 1. SECTOR IDENTIFICATION. The STARS position symbol for DEALE is 1D and the assigned frequency is DELEGATED AIRSPACE. DEALE is delegated the airspace as depicted in Figures and GENERAL. a. DEALE must point out ILG and DOV arrivals to KRANT. b. Establish CHP area arrivals on the OTT/RAVNN STAR at 6,000. Arrivals on all transitions must remain on or south of the OTT071R. c. ADWAR has control for turns toward the final approach course and descent of aircraft within the lateral boundaries of ADWAR airspace. 4. TO DEALE FROM. 5. FROM DEALE TO. FOR FLIGHT SIMULATION USE ONLY 173

174 Figure DEALE North FOR FLIGHT SIMULATION USE ONLY 174

175 Figure DEALE South FOR FLIGHT SIMULATION USE ONLY 175

176 SECTION 8. OJAAY FOR FLIGHT SIMULATION USE ONLY 176

177 1. SECTOR IDENTIFICATION. The STARS position symbol for OJAAY is 1J, and the assigned frequency is DELEGATED AIRSPACE. OJAAY is delegated the airspace as depicted in Figures and GENERAL. OJAAY provides sequencing of MTV Area arrivals to DCAFR. 4. CROSS-FEED COORDINATION. The following procedure may be used between ENSUEand OJAAY for the purpose of cross-feeding arrivals. In a south operation, OJAAY must hand-off DCA IRONS/CAPSS Arrival aircraft to ENSUE in the vicinity of JILES on a vector toward CGS and clear of P56, at 9,000 feet. 5. TO OJAAY FROM. 6. FROM OJAAY TO. FOR FLIGHT SIMULATION USE ONLY 177

178 Figure OJAAY North FOR FLIGHT SIMULATION USE ONLY 178

179 Figure OJAAY South FOR FLIGHT SIMULATION USE ONLY 179

180 SECTION 9. DCAFR FOR FLIGHT SIMULATION USE ONLY 180

181 1. SECTOR IDENTIFICATION. The STARS position symbol for DCAFR is 1V, and the assigned frequency is DELEGATED AIRSPACE. DCAFR is delegated the airspace as depicted in Figures and GENERAL. DCAFR has control for turns towards the final approach course and descent of aircraft within the lateral boundaries of DCAFR airspace. 4. NOISE ABATEMENT. During a north operation DCAFR is assigned control responsibility for NDY, DAA, W32, 2W5, and VKX. 5. NOISE ABATEMENT. Follow the Ronald Reagan Washington National Airport noise abatement procedures found in the Airport Facility Directory. 6. TO DCAFR FROM. FOR FLIGHT SIMULATION USE ONLY 181

182 7. FROM DCAFR TO. FOR FLIGHT SIMULATION USE ONLY 182

183 Figure DCAFR North FOR FLIGHT SIMULATION USE ONLY 183

184 Figure DCAFR South FOR FLIGHT SIMULATION USE ONLY 184

185 SECTION 10. ENSUE 1. SECTOR IDENTIFICATION. The STARS position symbol for ENSUE is 1E, and the assigned frequency is DELEGATED AIRSPACE. ENSUE is delegated the airspace as depicted in Figures and GENERAL. ENSUE provides sequencing of MTV Area arrivals to DCAFR. 4. CROSS-FEED COORDINATION. The following procedures may be used between ENSUE and OJAAY for the purpose of cross-feeding arrivals. a. North Operation i. OJAAY must hand off DCA AML arrivals to ENSUE in the vicinity of KASDY, heading 120, at 8,000. ENSUE has control for turns. ii. ENSUE must hand off DCA BILIT arrivals to OJAAY on a 270 heading between DCA and OXXON at or descending to the altitude specified by the OJAAY controller. OJAAY has control for turns. b. South Operation i. OJAAY must hand off DCA IRONS/OJAAY arrival aircraft to ENSUE in the vicinity of JILES on a vector towards CGS and clear of P-56, at 9,000. ii. ENSUE must hand off DCA BILIT arrivals to OJAAY on a 270 heading between DCA and OXXON at or descending to the altitude specified by the OJAAY controller. 5. TO ENSUE FROM. FOR FLIGHT SIMULATION USE ONLY 185

186 6. FROM ENSUE TO. FOR FLIGHT SIMULATION USE ONLY 186

187 Figure ENSUE North FOR FLIGHT SIMULATION USE ONLY 187

188 Figure ENSUE South FOR FLIGHT SIMULATION USE ONLY 188

189 SECTION 11. FLUKY 1. SECTOR IDENTIFICATION. The STARS position symbol for FLUKY is 1F, and the assigned frequency is DELEGATED AIRSPACE. FLUKY is delegated the airspace as depicted in Figures and GENERAL. FLUKY works SHD/CHP/MTV Area departures over FLUKY and HAFNR, as well as AML.J149 and LDN. a. LURAY must advise FLUKY when holding at OOURR. b. FLUKY must point out level overflight traffic to DEALE. 4. TO FLUKY FROM. FOR FLIGHT SIMULATION USE ONLY 189

190 5. FROM FLUKY TO. Figure FLUKY North FOR FLIGHT SIMULATION USE ONLY 190

191 Figure FLUKY South FOR FLIGHT SIMULATION USE ONLY 191

192 FOR FLIGHT SIMULATION USE ONLY 192

193 SECTION 12. TYSON 1. SECTOR IDENTIFICATION. The STARS position symbol for TYSON is 1Y, and the assigned frequency is DELEGATED AIRSPACE. TYSON is delegated the airspace as depicted in Figures and GENERAL. a. During a south operation, TYSON is assigned control responsibility for 2W5 and DAA. b. During a north operation, TYSON must release control of that portion of Area D/C (WOLFTRAP) north of the AML055R at 5,000 to SHD. c. LURAY must advise TYSON when holding at ALWYZ at 11,000 and above or when holding at OUURR. d. BUFFR has control for turns towards their airspace for jets and props handed off by TYSON routed over J220/J227/J211/J518, within the confines of LURAY airspace north of AML. 4. FROM TYSON TO. FOR FLIGHT SIMULATION USE ONLY 193

194 Figure TYSON North FOR FLIGHT SIMULATION USE ONLY 194

195 Figure TYSON South FOR FLIGHT SIMULATION USE ONLY 195

196 SECTION 13. KRANT 1. SECTOR IDENTIFICATION. The STARS position symbol for KRANT is 1K, and the assigned frequency is DELEGATED AIRSPACE. KRANT is delegated the airspace as depicted in Figures and GENERAL. a. KRANT is assigned control responsibility for CGS. During a south operation or incompatible operation, KRANT will point out CGS arrivals/departures to DCAFR and ADWAR as appropriate. b. During a south operation, KRANT is assigned control responsibility for W32 and VKX. FOR FLIGHT SIMULATION USE ONLY 196

197 4. FROM KRANT TO. FOR FLIGHT SIMULATION USE ONLY 197

198 Figure KRANT North FOR FLIGHT SIMULATION USE ONLY 198

199 Figure KRANT South FOR FLIGHT SIMULATION USE ONLY 199

200 SECTION 14. LURAY 1. SECTOR IDENTIFICATION. The STARS position symbol for LURAY is 1L, and the assigned frequency is DELEGATED AIRSPACE. LURAY is delegated the airspace as depicted in Figure GENERAL. a. LURAY will accept IAD jet traffic from TILLY on the RNLDI or BUNZZ SIDs to join flightplan route, climbing to 10,000 feet. All jet aircraft not equipped to proceed direct to RNLDI/BUNZZ must be on a westbound radar vector toward RNLDI/BUNZZ, as appropriate. All aircraft will be in-trail. Transfer of radar and communications must be no later than 5 miles east of RNLDI/BUNZZ to provide LURAY sufficient time to climb in order to ensure separation with MANNE airspace. b. LURAY will accept SHD satellite jet traffic from TILLY on a westbound vector toward/proceed direct RNLDI /BUNZZ, as appropriate. c. Advise the following sectors when holding: i. BUFFR when holding at ALWYZ AOA 11,000. ii. BUFFR when holding at FORGT AOA 12,000. iii. ASPER when holding at ALWYZ at 11,000. iv. FLUKY & TYSON when holding at OOURR. v. TYSON when holding at ALWYZ AOA 11,000. d. LURAY has control for turns in TYSON airspace. e. LURAY has control for turns in TILLY airspace leaving 8, TO LURAY FROM. FOR FLIGHT SIMULATION USE ONLY 200

201 5. FROM LURAY TO. FOR FLIGHT SIMULATION USE ONLY 201