Snowbird Final SNOWBIRD STRATEGIES WINTER Page 1 of 82

Transcription

1 SNOWBIRD STRATEGIES WINTER Page 1 of 82

2 BACKGROUND Annually, a comprehensive plan is reviewed by the Command Center and shared with facilities and industry to outline possible actions to mitigate seasonal volume concerns. High volume, with its increased complexity, can cause departure and enroute delays within ZNY, ZDC, ZTL, ZJX, ZMA, ZHU, and ZDV. Strategies are prepared in advance to manage the volume during these peak travel days. This is a base plan for high volume only and does not take into account convective weather and/or low airport acceptance rates (AAR). These strategies and busy timeframes serve to identify when the entire East Coast is busy. Other facilities may have their own unique busy days not reflected in this calendar. Page 2 of 82

3 SNOWBIRD Contents Calendar/Schedule..4 Snowbird Operations Plan High/Medium Days.10 AFP Information 12 Domestic Routes..13 Caribbean Routes..18 Ski Country Routes.. 20 FEA/FCA Monitoring.. 21 Domestic FEAs...23 ZMA.. 24 ZHU/Gulf of Mexico.. 26 Mexico..27 Terminal..28 Holding/Hotline.. 32 Special Use Airspace...33 Weather..36 Attachment Non/Playbook Routes Page 3 of 82

4 November 2017 M-Moderate H-High Sun Mon Tue Wed Thu Fri Sat East Coast Volume Veterans Day M 17 M 18 M 19 M 20 M 21 H 22 H M Thanksgiving 26 H 27 M Page 4 of 82

5 December 2017 M-Moderate H-High Sun Mon Tue Wed Thu Fri Sat East Coast Volume M 22 H 23 H 24 M H 27 H M Christmas Day 31 M Page 5 of 82

6 January 2018 M-Moderate H-High Sun Mon Tue Wed Thu Fri Sat East Coast Volume 1 H 2 H 3 H New Year s Day M MLK Wknd 13 M MLK Wknd 14 MLK Wknd 15 M MLK Day Page 6 of 82

7 February 2018 M-Moderate H-High Sun Mon Tue Wed Thu Fri Sat East Coast Volume M MIA Boat Show 16 H Pres. Day Wknd/ MIA Boat Show 17 H Pres. Day Wknd/ MIA Boat Show 18 M 19 H M 24 M Pres. Day Wknd/NE Winter Break/ MIA Boat Show Pres. Day/ NE Winter Break/ MIA Boat Show NE Winter Break NE Winter Break NE Winter Break NE Winter Break NE Winter Break 25 H 26 M Page 7 of 82

8 March 2018 M-Moderate H-High Sun Mon Tue Wed Thu Fri Sat East Coast Volume M 10 M 11 M M 17 M 18 M M 24 M 25 M M 31 H Page 8 of 82

9 April 2018 M-Moderate H-High Sun Mon Tue Wed Thu Fri Sat East Coast Volume 1 H 2 H M 7 M Easter Masters Masters Masters 8 H Masters Sun & Fun Sun & Fun Sun & Fun Sun & Fun Sun & Fun Sun & Fun Page 9 of 82

10 SNOWBIRD OPS PLAN HIGH Routes: TIME TMI OUTLOOK After 1200z AZEZU or Atlantic N/S 2 and Domestic HARP N/S* (RMD) Expect After 1200z Caribbean HARP N/S* Expect After 1200z Cuba Arvls via FUNDI/URSUS/MAXIM* Expect After 1200z Caribbean Arvls via FUNDI/URSUS and ZMR Arvls via CANOA* Expect After 1200z South to NYSats* Expect After 1200z South to PHL* and South to PHLSats* Expect After 1200z South to HPN* Expect After 1200z Snowbird 7 CLT/ZJX/ZMA Expect After 1200z ATL to ZBW* Expect After 1200z Wind Routes to EWR/JFK/TEB via SPI/ZAU Expect After 1200z Holiday Gulf Routes (FYI) Expect After 1200z Upstate NY and Canada via J61/Q103* Expect After 1200z Ohio Valley/Midwest to Florida Expect After 1200z South to DCMets* Probable After 1300z No J42 2 (TX/ZME to ZNY/ZBW) Expect After 1300z BNA (TX/ZME to DCMets) Expect After 1300z NY Holiday Routes Expect After 1400z SERMN South RQD to DCMets Expect After 1400z South to Canada via ZDC* Expect After 1400z South to BUF/ROC/CZY* Expect After 1400z South to ATL* Possible After 1400z Florida to NE Escape Possible After 1500z SERMN South to Southern ZDC (FYI) Expect Expect routes with start times of 1300z or earlier to be issued the previous evening to assist with customer planning. *Denotes non-playbook route. See attachment for graphic/route structure. Page 10 of 82

11 Moderate Routes: TIME TMI OUTLOOK After 1200z AZEZU or Atlantic N/S 2 and Domestic HARP N/S* (RMD) Expect After 1200z Caribbean HARP N/S* Expect After 1200z Cuba Arvls via FUNDI/URSUS/MAXIM* Expect After 1200z Caribbean Arvls via FUNDI/URSUS and ZMR Arvls via CANOA* Expect After 1200z Snowbird 7 CLT/ZJX/ZMA Expect After 1200z Wind Routes to EWR/JFK/TEB via SPI/ZAU Expect After 1200z Holiday Gulf Routes (FYI) Expect After 1200z Upstate NY and Canada via J61/Q103* Expect After 1200z South to NYSats* Probable After 1200z South to PHL* and South to PHLSats* Probable After 1200z South to HPN* Possible After 1300z No J42 2 (TX/ZME to ZNY/ZBW) Expect After 1300z BNA (TX/ZME to DCMets) Expect After 1300z NY Holiday Routes Expect After 1400z South to Canada via ZDC* Expect After 1400z Ohio Valley/Midwest to Florida Expect After 1400z Florida to NE Escape Possible After 1500z SERMN South (FYI/RQD) Possible AZEZU, SERMN South, Domestic HARP Routes, and Holiday Gulf Routes are published as RMD or FYI. Expect routes with start times of 1300z or earlier to be issued the previous evening to assist with customer planning. *Denotes non-playbook Route. See attachment for graphic/route structure. Busiest Days SUNDAY Nov 26 th 2017 (Northbound) TUESDAY Dec 26 th 2017 (Southbound) TUESDAY Jan 2 nd 2018 (Northbound) SUNDAY Feb 25 th 2018 (Northbound) Page 11 of 82

12 AFPs: TIME TMI DAYS OUTLOOK After 1200z FCAMA5 Saturdays Dec-Apr Expect After 1200z FCAJX1/FCAJX3/FCAJX5/FCAJX7 Saturdays Dec-Apr Possible After 1500z FCAHU5/FCAHU7 Saturdays Dec-Apr Expect After 1500z FCASD1/FCAPR1 Fri/Sat Dec-Apr Possible An AFP is an effective means to capture a broad range of traffic by using EDCT control that is not being addressed by other TMIs. AFPs do have a higher success rate when managing scheduled traffic; however, during periods of high unscheduled traffic volume, they can often be ineffective. In the past, two-way AFPs have produced less than acceptable results due to airframes being delayed into an area and not making EDCTs when departing back into another AFP. The following AFPs have been used in the past and may/will be implemented. FCAMA5- Proved successful in the Caribbean area. Expected Saturdays from December-April. FCAJX1/FCAJX3/FCAJX5/FCAJX7- Proved successful for weather events and peak High volume days. Some AFPs under-delivered in the front due to unscheduled customers not meeting their EDCT times, causing the data push (dark greens in FSM). FCAN92- Used to manage volume for aircraft landing Morristown (MMU) and Caldwell (CDW) as one with a separate TEB GDP in place. FCAN93- Used to manage volume for aircraft landing Morristown (MMU), Caldwell (CDW), and Teterboro (TEB) as one. FCAHU5- Manages southbound volume across the Gulf of Mexico through ZHU72; particularly to the Cancun (MMUN) market, but also to Latin and South America. Expected Saturdays from December- April. FCAHU7- Manages southbound volume across the Gulf of Mexico through ZHU79; particularly to the MMUN market, but also to other Mexico destinations and Latin America. Expected Saturdays from December-April. Page 12 of 82

13 DOMESTIC ROUTES NORTHBOUND Snowbird 7 Routes ZTL and Florida departures off of the Atlantic Routes (ARs) and out of the ZDC East Coast sectors. Another option is to use the South to NYSats with the ATL to ZBW listed below which may be very effective in reducing both northbound AR and ZDC East Coast sector volume. Caribbean traffic and AZEZU/HARP routes exempt. South to NYSats* (Based on Snowbird 7) Routes Florida departures off of the ARs and out of the ZDC East Coast sectors. The Primary destinations should be TEB, MMU, CDW, and HPN. Caribbean traffic and AZEZU/HARP routes exempt. ATL to ZBW* (Based on Snowbird 7 with additional origins/destinations) Routes ATL/PDK/FTY departures to select ZBW destination out of ZDC via HVQ J78 PSB. This can improve ZNY09/10 departure flow as well as ZDC s West and Central areas by reducing complexity and volume. This removes ATL departures from the Snowbird 7, if already active. 40 MIT does enough to help ZOB and ZNY work this traffic and does not cause recordable delays. South to BUF/ROC/CZY* Traffic departing Florida to the BUF/ROC/CZY area dramatically increases complexity within ZDC over FAK/PSB. Routing these flights over ATL J91 HNN EWC/SPA J85 HVQ EWC helps to address this issue. Caribbean traffic and AZEZU/HARP routes exempt. South to Canada via ZDC* Provides route structure and reduces complexity through ZDC for aircraft destined to Canada. (CYYC/CYHM/CYUL/CYOW/CYQB/CYHZ) South to PHL and South to PHLSats* Provides route structure and reduces complexity though ZDC by routing West Coast Florida/MCO departures over FLO RDU FAK and the East Coast Florida departures over SWL via the ARs. It also prevents Coastal volume from filing J109 FAK. Caribbean traffic and AZEZU/HARP routes exempt. Page 13 of 82

14 South to DCMets* Provides route structure and reduces complexity through ZDC. Typically, Texas will be on the BNA Playbook to the DCMets when implementing this route. Caribbean traffic and AZEZU/HARP routes exempt. South to HPN* Provides route structure and reduces complexity through ZDC by routing West Coast of Florida departures via RIC J14 PXT J191 BESSI and the East Coast Florida departures onto the ARs via DIW J174 SWL J121 SIE. It also reduces excessive HPN volume filing the East Coast through ZDC09. It is important for ZDC to have both streams open into ZNY; otherwise everything goes to the East Coast sectors and creates more problems. Caribbean traffic and AZEZU/HARP routes exempt. South to ATL* This route moves traffic from the SMOOV (SE) arrival to the RAGGZ (SW) arrival to accommodate extra volume on the NY Holiday routes to Florida. Florida to NE Escape This advisory is initially sent out as FYI to prepare customers for expected routing out of the MIA/FLL/PBI area to select NE destinations. It can create additional problems for ZJX65/ZJX66, which is why Snowbird 7 over FLO RDU is the preferred route unless it is a heavy northbound volume situation. Caribbean traffic and AZEZU/HARP routes exempt. SOUTHBOUND Upstate NY and Canada via J61/Q103* Provides route structure and reduces complexity through ZDC by routing southbound traffic departing CZY/ZOB and western ZBW via J61/Q103 into western ZDC airspace. Ohio Valley and Midwest to Florida Reduces volume over OMN and helps with crossing complexity in ZJX s East Coast sectors. This route is usually issued without requiring YYZ and CLT departures since they have the longest distance from their preferred route. Additionally, TPA/MCO may be left off. During heavy volume days the full playbook is expected. Q100/Q102 are always exempt. SERMN South RQD for DCMets and/or SERMN South (FYI/RQD) Volume may be high enough to offer or require TEC routing to select destinations. Page 14 of 82

15 NY Holiday Routes (Based on NE_to_FL_Via_J6, J48, J75 playbooks) The strategy for ZNY departures is sent out as an FYI advisory using the tool. The advisory is published the evening before and the morning of a known event to prepare customers and facilities for the CDR/Adhoc city pair routes that are recommended for them to file. The advisory instructs the customers to load these CDRs and non-cdrs into the FMS for implementation. Failure to do so leaves the customers unprepared to react to these changes quickly. On the day of the event, and when forecasted volume becomes a concern, either portions or this entire route advisory will be issued as required (RQD). TEB is expected to use the NE_to_FL_via_J6 playbook. HPN is expected to use the NE_to_FL_via_J48_3 playbook to the West Coast of Florida only; while MMU and CDW are expected to use the NE_to_FL_via_J48_3 playbook to Florida. This leaves WHITE/WAVEY and J75 available for the remaining origins to Florida and the rest of the South. AZEZU and Domestic HARP routes will be exempt from most reroutes when available. Primary Florida airports: East Coast- MIA, TMB, FLL, FXE, PBI, SUA, MCO, OPF West Coast- APF, FMY, RSW, TPA, SRQ, PIE, MKY Typical Route Structure TEB To all FL destinations: Using NE_to_FL_via_J6 playbook PARKE J6 HVQ BULEY J91 ATL J89 OTK/J43 SZW MMU/CDW To all FL destinations: Using NE_to_FL_via_J48_3 playbook LANNA J48 CSN FANPO Q40 ALEAN VXV J91 ATL J89 OTK/J43 SZW Page 15 of 82

16 HPN FRG To West Coast FL: Using NE_to_FL_via_J48_3 playbook To East Coast FL: Using CMK BETHA HTO BEADS SWL CEBEE WETRO DIW/ILM and the ARs or J174 CHS to inland routes To East Coast FL: BEADS SWL CEBEE WETRO DIW/ILM and the ARs or J174 CHS to inland routes To West Coast FL: Normal routes via RBV EWR/LGA/JFK/PHL To MCO: Using NE_to_FL_via_J75_1 playbook CDR EWRMSOSA, LGAMCOSA, JFKMCOSA, PHLMCOSA N90 Departures To ATL/CLT: May be issued using the NE_to_ATL_CLT playbook CLT: FLIRT J6 HVQ LNDIZ PARQR arrival CLT: BEETS Q480 LEJOY Q71 GEFFS HVQ LNDIZ PARQR arrival ATL: FLIRT J6 HVQ J145 HLRRY PECHY arrival ATL: BEETS Q480 LEJOY Q71 KONGO J145 HLRRY PECHY arrival Additional routing information: Flights departing EWR/LGA/TEB/MMU/PHL/HPN to ZLA/ZAB/ZDV/ZOA need to file via J64 and airways north (J64, J60, Q436, Q818, etc. CDRs) EASTBOUND Wind Routes to EWR/JFK (possibly TEB) Only the SPI option is used through ZKC since the No_J42_2 brings extra volume through ZID via ROD. During these heavy ZDC events, ZTL departures may also be routed through ZOB landing ZNY via ROD. On very high volume days, Wind Route TEB may be used but limited to the SPI option through ZKC. Page 16 of 82

17 No J42 2 Playbook This reduces the traffic complexity and volume in ZTL/ZID/ZDC airspace. This is used to support departure flow out of the northeast via J48/J75/J6. It may be issued with all destinations to ZNY and ZBW (but usually not the DCMets). It includes ZFW/ZHU/ZME departures but ZID departures may be included if necessary. It is normally used to reduce volume in ZTL28. BNA Playbook Reduces crossing traffic complexity and volume in ZTL/ZDC airspace. This route is used to support departure flow out of the northeast via J48/J75/J6. It is usually used in conjunction with the No J42 2 playbook as it pushes the DCMets arrivals onto J42 where the No J42 2 pushes NYMets arrivals off of J42. It is normally used to reduce volume in ZTL28. OTHER ROUTES AZEZU/Domestic HARP*/ Atlantic 2 (Per HARP) These routes can be only issued as RMD/FYI since we cannot determine the limitations of overwater-equipped aircraft. These routes lessen the inland volume and reduce delays. LGA arrivals are normally omitted from AZEZU routing due to complexity in ZBW/N90, however, they will occasionally allow LGA arrivals with extended MIT. When East Coast Warning Area airspace is available per HARP, Domestic HARP N/S routes are issued for the N90/PHL markets only (see attachment Domestic HARP Routes. **BOS is added only when Atlantic N/S 2 Routes are unavailable**). In the event that we do not have HARP airspace, then AZEZU route will be issued. Aircraft filing these routes will be exempt from other required inland routing. Holiday Gulf Routes These routes are issued as FYI and allow the customers to use shortcuts through the Warning Area Airspace in the Gulf of Mexico. Refer to the HARP binder for release dates and times. REMARKS SECTION FOR HOLIDAY GULF ROUTE: Customers stay over BLVNS and north to avoid non-radar airspace in ZHU. Certain warning areas have been released to allow for fuel saving routes in the Gulf of Mexico. Customers are encouraged to use these routes. Warning areas can be recalled at any time which may cancel this advisory. Page 17 of 82

18 CARIBBEAN ROUTES Structured routes have been established to and from the Caribbean and will be issued during the Snowbird season. These are FCA-based routes and provide structure, reduce complexity, and spread volume over additional L-routes. As a result, delays and sector congestion are reduced for ZNY, ZMA, ZHU, and ZSU. In addition to the Caribbean HARP routes, there are published NOTAMs in place to assist ZSU with volume and complexity. Customers should review NOTAMs and file accordingly. MMUN Routes These provide route structure for ZHU to obtain miles-in-trail (MIT) to Merida Center for MMUN arrivals. They are FCA-based, and are issued most Fridays and Saturdays from December to April. There are two different routes associated with MMUN MMUN Routes and MMUN Routes Via IGTOB. The difference between the two is that the IGTOB routing includes a dogleg in Merida Center s airspace to allow for additional spacing and sequencing. Expect this route more frequently, especially on Saturdays. DomRep/ZMA/ZSU Caribbean HARP North* and Caribbean HARP South This routes structure is for Caribbean traffic arriving or departing N90/ZBW/ Eastern Canada to take advantage of available Holiday Airspace Release Program (HARP) airspace during the busiest travel days. Similar to last year s structure, origins west of the 68W Parallel (west of ZSU) will be routed inland via L451/L452 destined all N90/ZBW/Eastern Canada airports, and via L453/L454/L455 destined PHL/EWR/EWRSats/JFK. Origins east of the 68W Parallel (ZSU and east) will be routed via L454-L462. **L461 to be restricted to AOA FL350 Southbound, no TJSJ arrivals.** ZMA to Caribbean* CUBA DCC May issue a ZMA to Caribbean routing, which provides structure for aircraft departing ZMA destined TNCM/TQPF/TISX/TIST as volume and complexity constraints dictate. Expect the following route structure through ZMA for aircraft landing/overflying the Havana FIR to assist with MIT and/or volume: Cuba arrivals via FUNDI/URSUS/MAXIM Destination MUHA MUVR/MUSC/MUCF/MUCL MUCC/MUCM/MUMZ/MUHG/MUCU Landing Cuba Route PIE KARTR FIS MAXIM CAE TAY/OTK HITTR MOLIE KARTR MCLAW FUNDI OMN URSUS/OHLAA AR24 ZFP URSUS Page 18 of 82

19 Caribbean arrival via FUNDI/URSUS and ZMR arrivals via CANOA Destination MMUN/MMCZ/MMMD/MMTG/MMTP/MMGT MSLP/MSLD/MHLM/MHTG/MNMG/MRLM/MRLB MPBO/MPSM/MPPD/MPMG/MROC/MWCR SKPB/SVMI/SKBO/SCEL/SKRG/SKBG/SKAR/SVBI Route PIE KARTR FIS CANOA CAE J75 TAY/OTK HITTR MOLIE KARTR MCLAW FUNDI OMN URSUS/OHLAA AR24 ZFP URSUS TNCC/TNCA/SEGU/SEQU/SPIM/MKJS/SAEZ **ZEU departures transiting south of A699 are exempt from the above routes** Havana FIR Avoidance Route This route is issued along with the above Cuba/Caribbean routes and an FYI option to reduce the MIT delays through the Havana FIR, particularly for those flights departing the South Florida airports. Destination UNKN UNKN UNKN UNKN UNKN Route ZBV A315 KATIN A319 ERIKO ZBV A315 ZIN A756 BODLO UA756 HCN UG444 KOBEX ZBV A315 JOSES UA315 MEDON UB882 BENET HRV L333 DANUL UA321 SPP KNOST M215 CIGAR M215 PISAD UL333 DANUL UA321 OMIRO Page 19 of 82

20 SKI COUNTRY ROUTES Due to high demand at the Aspen area airports, ZDV will call in the morning to request the Ski Country routes. The routes are broken down into two parts. Ski Country 1 provides structure for traffic landing at Aspen (ASE) and Eagle (EGE) airports. Ski Country 2 provides structure for Grand Junction (GJT), Gunnison (GUC), Hayden (HDN), Montrose (MTJ), Rifle (RIL), and Telluride (TEX) airports. Since ASE and EGE are the primary destinations for traffic, the heaviest volume will be to those two airports. However, if delays/airborne holding become too excessive at either airport, traffic will start filing to the satellites. Because of this, we were asked last year by the ZDV TMO to issue both routes when ZDV called with their route request. This allows ZDV to have structure within the affected sectors and to allow holding. Sometimes, ZDV will only ask for Ski Country 1, but it is better to issue both routes. Since Aspen is no longer able to use ODO and vector their departures away from the arrivals, the acceptance rate will be decreased this year. Expect Ski Country AFPs more frequently this season, and consequently, the routes to support them. Page 20 of 82

21 FCA/FEA MONITORING-FSM ELIGIBLE Departure time data varies for non-scheduled customers vs. scheduled. Non-scheduled can show more flights past their P-times (dark green pushing in FSM), which also affects how monitor alert, EDCTs, and systems list data. This effect can alter TMI strategies initial expectations. Unfortunate outcomes of this can range from under-delivery in the program to added or unnecessary TMIs in the system. Continuous FEA monitoring is critical for effective evaluation and measuring of the data s impact. Dark green pushes in FSM can indicate a departure delay trend or another undetected constraint which may require additional action. The following FEAs/FCAs with FSM eligibility are sent out as Public and are key for determining if any attention or action is necessary. PARKE, LANNA, BIGGY, WHITE, WAVEY, OOD- N90/PHL departure volume out on the south gates, primary departure gates for Snowbird. These FEAs are used to determine triggers based on anticipated heavy volume and to validate any further action. Typically, the ARs can handle 50% more volume in one direction as long as the opposite direction is reduced by 50% as well. Page 21 of 82

22 FEAJX1- Southbound inland ZJX volume-normal threshold 130 FEAJX2- Northbound inland ZJX volume-normal threshold 90 FEAJX3- Southbound AR volume-normal threshold 37 FEAJX4- Northbound AR volume-normal threshold 33 FEAJX7- Southbound AR and inland volume-normal threshold 180 FCAJXX FEAs are designed for throughput in one direction but total throughput needs to be considered. For example, FCAJX1 is coupled with FCAJX2; FCAJX1 throughput is 130 while FCAJX2 throughput is 90, and their total throughput is 220. FCAJX1 can be higher than 130 if FCAJX2 is lower than 90. A one direction flow has a cap of 30% more than its threshold (i.e. FCAJX1 {130} southbound would be = 170). Thus, the total of FCAJX1 (southbound) can be 170 as long as the total of FCAJX2 (northbound) is less than 50 for the same time period ( =220). Northbound can be higher but extended MIT or a northbound stop may be necessary to manage the area. In the ARs, the total throughput is 70 (FCAJX1 =37 and FCAJX2 =33). Either direction can handle up to 50% more as long as the total throughput is less than 70. There is a standing LOA with ZJX/ZTL regarding ATL departures where ATL will release at or after the EDCT when a southbound AFP is in place and ZJX has placed MIT on ZTL. MIT for spacing can delay flights past their EDCT. SNMSR-Northbound and Southbound flow on the ZJX/ZDC boundary-normal threshold 200 SNMSR s threshold is 200 which indicates that the East Coast is very busy. During this period, structured routes may be needed to manage the volume. Sector volume may be increased above Page 22 of 82

23 the MAP values by 1-10 flights in certain sectors as long as structured routing is in place to manage complexity. SNMSR is simple---when it gets close, reaches, or goes over the 200, the system should be actively ahead of the issues with good communication and the appropriate TMIs. During busy periods, it is not unusual to see potential volume in the range, and sometimes it can exceed even that. ***The system can absorb airborne volume around 250 as long as supporting TMIs such as structured routes and select GDPs (TEB, FLL, PBI, or MCO) are in place to assist enroute controllers with sequencing and volume. *** Additional FEA monitoring (run as DCC local but can be made public at a facility s request) FEADC8-ZDC s standard FEAA08 minus the Atlantic Route flight volume Threshold is 120. If Atlantic Routes can t be used, then threshold is FCAA08 rate. FEAA05- ZOB standard throughput rate for AFP-115 FEAN92- Monitors volume landing EWR satellites MMU and CDW. This FEA becomes an FCA to run an AFP to manage volume along with a TEB GDP. AAR 8-10 with TEB GDP. FEANN93- Monitors volume landing EWR satellites MMU, CDW, and TEB. A single N90 controller works all three airports and this indicates the controller s workload. AAR 35. ASANRT- Monitors use of the Atlantic routes through the released HARP areas. The goal is for the customers to utilize these routes with 20+/hour which will reduce inland volume and impact. FEAB32- Monitors ZBW32 for AZEZU Route, Atlantic South 2/North 2 impact use. FEA/FSM Monitoring Thresholds FEAJX /hr WAVEY----10/hr (30 MIT) FEAJX /hr WHITE----23/hr (10 MIT) FEAJX /hr BIGGY----15/hr (15 MIT) FEAJX /hr LANNA----15/hr (15 MIT) FEAJX /hr PARKE----15/hr (15 MIT) FEADC /hr COLIN----10/hr (30 MIT) ASANRT /hr OOD----10/hr (30 MIT) SNMSR /hr FEAN /hr Departure fix threshold for MIT ( kts dept climb-out) 10 MIT- 23/hr 25 MIT-10/hr 15 MIT-15/hr 30 MIT-10/hr 20 MIT-12/hr Page 23 of 82

24 ZMA Using historical data, we have defined Saturdays from mid-december to mid-april as being potential candidates for TMIs to help ZMA58, ZMA62, and ZMA63. Expect the FCAMA5 AFP to help control ZMA58 sector volume. FEAMA5 (southbound) and FEAMA6 (northbound) are used to evaluate the necessity for the AFO and to monitor its effectiveness. MINITs for ATL and CLT departures, ZMA MIT into the impacted sectors, and tactical reroutes will be used when an AFP is not in use. MINITs for ATL and CLT departures will be identified by a shared or public FEA between CLT/ATL with ZJX, ZTL, and ZMA. Both towers will set up departure line-ups to have built-in MINITs to help ZMA in the Caribbean. This process has proven effective in the past. TMIs should be sent out prior to 1045z even though sectors may not show alerted, de-combined, or above MAP value. The distance to get to the conflict area is sometimes 3-5 hours, especially out of the Northeast market. If we wait too long, little or nothing can be done to help the situation as everything is airborne out of the Northeast---forcing ZMA departures to take all the delay. Historical information has justified the key days when these TMIs will be used and an AFP may be necessary. Ensure that ZMA is using MITs for aircraft departing Santo Domingo and ZSU into the area, and expect a restriction on L451 for CLT departures as well. FCAMA5- Southbound volume threshold is 45, while the northbound (FEAMA6) volume threshold is 35. Unscheduled and scheduled demand may cause rates to fluctuate each hour. The only traffic that can be actively controlled by EDCTs is the southbound FCAMA5 volume since the northbound volume is mostly from other countries. AFP timeframe should be between z depending on demand, with an average delay of 30 minutes. The number of flights expected to be affected is Capping the AFP at FL410 doesn t work since one sector (ZMA58) works from the ground up and the biggest problem is complexity with approaches running to different islands. Keep in mind that once the AFP is issued, customers will route out via one of the advertised route-outs (typically A315 and points west on the west side and L455 and points east on the east side). Expect to see under-delivery in the program several hours after issuance as customers route out to avoid EDCTs. It s best to avoid purging the program early once under-delivery is observed, as flights tend to route back into the airspace after a purge is issued. AFPs for the FCAMA5 are issued in UDP mode in order to avoid the spikes that tend to occur in DAS mode as flights file into the program. Typical max delay is set at 180 minutes, but this may need to be adjusted if the program extends beyond 3 hours and spikes are observed at the end. Page 24 of 82

25 FCAPV1- Providenciales in the Turks and Caicos (MBPV) used to have parking for only 1 aircraft, so the complexity was high since holding was frequent. Over the past few years, ramp space for parking has increased and improved where there is now space for 8 aircraft. However, care does need to be taken to monitor FCAPV1 as demand can still exceed capacity. Over the last two seasons, there have not been very many occurrences where AFPs have needed to be issued. Since unscheduled (GA flights) demand does play a large part of volume at MBPV, careful consideration needs to be taken to ensure that appropriate TMIs are issued. Often, there are times where there are overages in the FCAPV1, and also overages in the FCAMA5. Issuing an AFP for the FCAMA5 will impact volume into Providenciales, as ZMA58 overlies MPBV. Thus, an AFP for FCAPV1 can be avoided by issuing an AFP for FCAMA5. ***On days where multiple AFPs need to issued for Snowbird volume (FCAPV1, FCAMA5, and FCAJX7), the furthest south AFP needs to be issued prior to any north to avoid recontrol in FSM. For instance, the FCAMA5 AFP is issued, then after several ADL updates the AFP for FCAJX7 is issued. Flights that are captured by both AFPs will only receive an EDCT in FCAMA5, and be exempt from an EDCT in FCAJX7 since they are being controlled by another program. If FCAJX7 is issued prior to an FCAMA5 issuance, then FSM may not process correctly and flights might receive double EDCTs. *** Page 25 of 82

26 FCAMA1- While the FCAJX1/5/7 manage the flow of traffic into Florida during periods of high volume, there are occasions where weather is present in South Florida and impacts ZMA s capabilities there. In order to restrict South Florida volume without impacting ZJX arrivals, Severe Weather does have the ability to implement an AFP south of the ZJX/ZMA boundary via FCAMA1. This AFP is primarily used when the constraint is contained within ZMA airspace, such as thunderstorms in the MIA or FLL terminal areas. Since the demand can vary throughout the day, rates for the AFP are subjective and depend on the amount of impact to ZMA s operations. Typical non-snowbird demand is in the range during peak times, and around 40 per hour in the off-peak times. Since there are no established throughput numbers based on historical data, discussions with ZMA will need to be had to determine the amount of impact and the percentage of traffic that will need to be controlled. For example, a 30% reduction in ZMA s capabilities due to weather would translate to a 30% reduction in the AAR (i.e. demand of 80-30% or 26 =54). Rates could vary from one week to the next based on changing demand and weather impacts. This AFP is expected to only be issued on the handful of days throughout the year when volume is low enough through ZJX and ZJX traffic can flow unrestricted, while the weather constraint remains south of MCO and TPA. Because of the subjective nature of the weather constraint, the Severe Weather specialist will need to make a determination; first, if this is the proper course of action, and second, how much to restrict the flow of traffic based on the constraint. Page 26 of 82

27 ZHU Using historical data, we have defined Saturdays from mid-november to mid-april as being potential candidates for TMIs to help ZHU72 and ZHU79. FEAHU5 and FEAHU7 are used to evaluate the necessity for the AFPs and to monitor their effectiveness. Expect FCAHU5 for sector 72 and FCAHU7 for sector 79 to help control sector volume. In addition to the southbound FEAs, FEAN72 and FEAN79 are used to monitor the northbound volume from MMUN and points south. These help us to adjust the rates on the southbound AFPs, if possible, when northbound volume is light. ZHU will place MINIT on ZMR (Merida Center) for northbound departures out of MMUN to help control the volume as well. This will be coordinated through Severe Weather and CCFMEX. Restrictions of 3-4 MINITs will go a long way to help the ZHU sectors out; however, use caution, as restrictions of 6 MINIT or more can put MMUN into gridlock due to limited surface space. TMIs/AFPs should be sent prior to 1100z to allow the program to take effect for the 15-16z hour due to flight times. Typically, the northbound volume does not build until the 17z hour, so the rate for the AFPs vary---starting out higher in the beginning of the programs and then stepping down. Rates for the two Gulf AFPs are shown below. FCAHU5 12z 13z 14z 15z 16z 17z 18z 19z 20z 21z 22z 23z 00z FCAHU7 12z 13z 14z 15z 16z 17z 18z 19z 20z 21z 22z 23z 00z Page 27 of 82

28 MEXICO Due to sometimes excessive Snowbird traffic, CCFMEX/SMARTMEX will ask us to monitor the traffic filing south through U.S. airspace to San Jose del Cabo (MMSD) and Puerto Vallarta (MMPR). Surface space is limited at both airports. The typical acceptance rate for U.S. traffic at MMSD is 16, while the rate at MMPR is usually 14. These numbers do not include traffic departing points in Mexico or South/Central America. The normal traffic from the U.S. to these two destinations is quite high during the winter season. On Saturdays, particular attention needs to be given to monitoring these two FEAs, FEASD1 (MMSD) and FEAPR1 (MMPR). In most cases, overages in any hour can usually be handled by holding 2 or 3 departures out of ZAB or ZLA on the ground for an additional minutes and delaying them into the next arrival hour. In the cases where this isn t possible or doesn t fix the demand spike, then AFPs will need to be issued. Page 28 of 82

29 TERMINAL A large part of the unscheduled customers business model operates out of TEB, MMU, CDW, and HPN. Although they file a flight plan for the day with a P-time, these aircraft can actually depart with an average 60-minute variance from the original proposed departure time or EDCT. For Snowbird events, this customer business model can make up over half of the volume for the East/Southeast. ZMA and ZJX have their top 20 busiest days solely in January and February. When issuing a GDP for unscheduled GA destinations like HPN and TEB, wait for the right time to send it out as described below. A good procedure is to start with a 5-minute ground stop in FSM to capture the dark green flights. Once the FSM stop captures those flights, then the GDP can be issued. TEB- No change this year from previous seasons strategies with a 24 program rate. Do not send the GDP early. Its best to always wait for the right conditions just prior to sending, which does require waiting for airborne demand to reach a certain level before issuing the GDP. Sending the GDP too early can undermine the objective: -Flights can opt out to other airports like MMU, CDW, and even EWR creating N90 issues -It creates under-delivery for the first 3 hours with rolling stops after 20z -Controllers have to deal with aircraft departing VFR and picking up IFR in the air -ATC receiving constant requests from active flights for clearance back to their original airport On High volume days and EWR volume is scheduled over 38, a EWR GDP may be necessary to help manage the EWRSats for the MUGZY sector (which handles the EWRSats) by not allowing the use of the overflow. GA traffic takes most of the delay on these particular events and the sacrifice of 4-6 slots at EWR should be justified by DCC to help N90 and the integrity of the flows along the East Coast. 1. Run a TEB GDP at the 24 program rate as mentioned in the Snowbird strategies. Too late and could get airborne; too early and we under-deliver and force heavy pressure after 2100z. 2. Run a separate AFP (FCAN92) that captures arrivals to MMU/CDW (possibly LDJ). The PR should be set in the 7-9 range. The specialist will still have to be aggressive with surgical ground stops as necessary to TEB, MMU, CDW, and LDJ to manage the volume for FCAN Monitor EWR so that the use of the overflow is denied when available to help manage the MUGZY sector. 4. Monitor and evaluate any route-outs of the TEB GDP or MMU/CDW AFP to other area airports. The backup plan is to run TEB, MMU, and CDW as one in an AFP (FCAN93) at a 34 rate. The main risk here is that all 34 could show up for TEB. Page 29 of 82

30 When to implement a GDP. If PR is 24, look for first hour with actives at 22with green over the PR and the following hour with 20 active with green over the PR followed by hours over the PR. This will ensure active delivery for the first 3 hours at Page 30 of 82

31 HPN- No change this year for the previous seasons strategies with a 26 program rate until 20z, then a 28 program rate. Do not send the GDP early---always wait for the right conditions just prior to sending, which does require waiting for airborne demand to reach a certain level. In the example below, we see how a GDP was sent out too early, creating an under-delivery in 5 of the first 6 hours. A revision was needed to recover, and an increase in the program rate for 20z and later. A discussion with evaluation was done with ZDC/N90 to determine the risk of increasing the rate. All agreed to a 28 rate for 20z and later which did work, as after 20z unscheduled flights are trying to return. Page 31 of 82

32 Whatever rate is decided; the expectation is 2-8 more flights will always show up. This means in order to deliver the goal is to run a 24 program rate, and to deliver then run a rate. This is how the current TEB and HPN rates were determined. The program rate should be set low enough to avoid holding in ZDC; this is all a system decision and is not based solely on N90 calling the rate based on their capacity. Not following these processes, or using higher arrival rates than what is in this plan, can put us in risk of holding for arrivals. This can affect departure capacity by requiring stops. -For example, stops for WHITE, WAVEY, and OOD will be needed to control complexity associated with holding pattern areas for HPN arrivals. The hold may be done for HPN to get out their departures; but with WAVEY shut off, HPN loses its primary departure route over WAVEY which nullifies the intent. -The same applies for TEB. If ZDC is holding, it will impact the FAK area, which also transitions PHL, EWR, MMU, and HPN arrivals. -NY TRACON may call a higher rate for TEB and HPN than what is listed in this plan. This may be true at the airport, but the enroute needs are to maintain system integrity without going into hold. Sticking to this plan will help avoid a trickle-down impact to the system. Other GDPs in the Northeast and Florida Enroute demand may require the use of Ground Stops and/or GDPs in the Northeast to ensure that sector workload is not excessive and that holding will be limited. Additionally, Ground Stops and/or GDPs for PBI, FLL, and other FL destinations may be used to avoid holding and to assist with sequencing or MIT requirements. Page 32 of 82

33 Holding HOLDING HOTLINE TMIS should be implemented to keep ZDC out of holding and to help manage their heavy continuous volume. If any holding takes place, it should start with ZBW, then ZOB, and ZDC last. Once holding begins with ZBW, ZNY, or ZOB then a conference needs to take place with N90 to determine then risk of holding for ZDC; and the necessary actions to avoid it. Some potential actions may include short-term Ground Stops for aircraft departing ZBW/ZOB/ZDC landing N90. International flights through ZBW need to be factored in when holding and using Ground Stops to support ZDC. ZDC holding N90 arrivals creates the greatest risk of an East Coast shutdown. If a hold or an East Coast shutdown occurs, then under-delivery at N90 airports is likely; and, on average, it will take two hours to recover assuming there are no further issues. These delays are unrecoverable in a time where every slot is important. Hotline Adhoc A hotline is used for the entire East Coast region. ZDC/ZNY/N90/DCC will balance CDR loads on the ZNY DCC Adhoc Hotline at (540) , pin The hotline is used between ZNY/ZDC and provides information to ZJX, ZTL, and others so that they can better react to the impact of their own internal flows. The facilities expected to be on the hotline are DCC, N90, ZNY, ZBW, ZDC, ZOB, ZTL, ZJX, and ZMA. It is open to ZID, N90 towers, PCT, and PHL. Page 33 of 82

34 SPECIAL USE AIRSPACE (SUA) HARP-Holiday Airspace Release Program HARP identifies airspace requested to be released to the FAA by the military during the Thanksgiving/Christmas/New Year Holiday for anticipated heavy volume. These areas have been identified by the local TMUs as being advantageous to improving throughput and reducing possible delays. Primary Warning Area airspace along the East Coast is used to utilize the Domestic HARP/ Atlantic Playbooks as recommended (RMD). Additional airspace helps ZJX and ZMA along the East Coast to provide shortcuts and gives options to move traffic more efficiently. Page 34 of 82

35 ZHU Gulf airspace benefits the customers by providing shortcuts through Warning Areas in the Gulf of Mexico. The Holiday Gulf Routes are posted as FYI to give these options. Page 35 of 82

36 Additional areas out West may become available to optimize operations in ZLA, ZAB, and ZOA. Page 36 of 82

37 WEATHER Convective weather can cause major disruptions during the Snowbird Season, but these rarely get north of ZJX s boundary. When convective weather exists, FCAJX1 or FCAJX7 are good possibilities to manage holiday volume and/or weather in Florida. N90- When low ceilings exist in N90 s airspace, requiring low-rate GDPs, Snowbird route structure may be reduced or not even necessary. Page 37 of 82

38 ATTACHMENT ATCSCC ADVZY --- DCC XX/XX/XX FCA RQD NAME: FCAXXX: UPSTATE_NY_AND_CANADA_VIA_J61_Q103 CONSTRAINED AREA: ZDC REASON: VOLUME INCLUDE TRAFFIC: CZU/CZY/ZBW/ZOB DEPARTURES TO UNKN FACILITIES INCLUDED: CZU/CZY/ZBW/ZDC/ZJX/ZNY/ZOB/ZTL FLIGHT STATUS: ALL_FLIGHTS VALID: FCA ENTRY TIME FROM XXXXXX TO XXXXXX PROBABILITY OF EXTENSION: LOW REMARKS: SEE DYNAMIC LIST FOR UPDATES. ASSOCIATED RESTRICTIONS: MODIFICATIONS: ROUTES: ORIG DEST ROUTE CZY CZU CZM BUF UNKN >EMNEM Q103 PSK CAE< IAG PIT ROC CZY CZU CZM BUF UNKN >PSB J61 HUBBS KEMPR ILM< IAG OGS ROC CZY CZU CAM BUF UNKN >PSB J61 HUBBS KEMPR IAG OGS ROC WETRO DIW< CZY UNKN >PSB J61 HUBBS J193 HCM ISO J121 CHS< Page 38 of 82

39 UPSTATE_NY_AND_CANADA_VIA_J61_Q103 Page 39 of 82

40 ATCSCC ADVZY --- DCC XX/XX/XX ROUTE RQD NAME: SOUTH_TO_NYSATS CONSTRAINED AREA: ZDC REASON: VOLUME INCLUDE TRAFFIC: MCO/ORL/ZJX/ZMA DEPARTURES TO CDW/HPN/MMU/TEB FACILITIES INCLUDED: ZBW/ZDC/ZJX/ZMA/ZNY FLIGHT STATUS: ALL_FLIGHTS VALID: ETD XXXXXX TO XXXXXX PROBABILITY OF EXTENSION: LOW REMARKS: ASSOCIATED RESTRICTIONS: MODIFICATIONS: ROUTES: FROM: ORIG ROUTE - ORIGIN SEGMENTS ZJX (-MCO -ORL) >FLO J55 TUBAS MCO ORL >CRG J55 SAV J207 FLO J55 TUBAS ZMA >ORL J53 CRG J55 SAV J207 FLO J55 TUBAS TO: DEST ROUTE - DESTINATION SEGMENTS CDW TUBAS J51 FAK< JAIKE3 TEB TUBAS J51 FAK< JAIKE3 MMU TUBAS J51 FAK< JAIKE3 HPN TUBAS RDU J55 HPW J191 BESSI J150 CYN< BOUNO4 Page 40 of 82

41 SOUTH_TO_NYSATS Page 41 of 82

42 ATCSCC ADVZY --- DCC XX/XX/XX ROUTE RQD NAME: SOUTH_TO_PHL_AND_PHLSATS CONSTRAINED AREA: ZDC REASON: VOLUME INCLUDE TRAFFIC: MCO/ORL/ZJX/ZMA DEPARTURES TO PHL/PNE/TTN FACILITIES INCLUDED: ZDC/ZJX/ZMA/ZNY FLIGHT STATUS: ALL_FLIGHTS VALID: ETD XXXXXX TO XXXXXX PROBABILITY OF EXTENSION: LOW REMARKS: ASSOCIATED RESTRICTIONS: MODIFICATIONS: ROUTES: ORIG DEST ROUTE ZJX(-MCO -ORL) PHL >FLO J207 RDU FAK< PAATS2 MCO ORL PHL >CRG J55 SAV J207 RDU FAK< PAATS2 ZMA PHL >ORL J53 CRG J55 SAV J207 RDU FAK< PAATS2 ZMA ZJX PHL >DIW J174 SWL< JIIMS2 FROM: ORIG ROUTE - ORIGIN SEGMENTS ZJX(-MCO -ORL) >FLO J207 RDU FAK MCO ORL >CRG J55 SAV J207 RDU FAK ZMA >ORL J53 CRG J55 SAV J207 RDU FAK ZMA ZJX >DIW J174 SWL TO: DEST ROUTE - DESTINATION SEGMENTS PNE FAK< PAATS2 PNE SWL< JIIMS2 TTN FAK< PAATS2 TTN SWL< JIIMS2 Page 42 of 82

43 SOUTH_TO_PHL_AND_PHLSATS Page 43 of 82

44 ATCSCC ADVZY --- DCC XX/XX/XX ROUTE RQD NAME: SOUTH_TO_HPN CONSTRAINED AREA: ZDC REASON: VOLUME INCLUDE TRAFFIC: ZJX/ZMA DEPARTURES TO HPN FACILITIES INCLUDED: ZBW/ZDC/ZJX/ZMA/ZNY FLIGHT STATUS: ALL_FLIGHTS VALID: ETD XXXXXX TO XXXXXX PROBABILITY OF EXTENSION: LOW REMARKS: ASSOCIATED RESTRICTIONS: MODIFICATIONS: ROUTES: ORIG DEST ROUTE ZJX HPN >CHS J165 NKKIE HPW J191 BESSI J150 CYN< BOUNO4 ZMA HPN >ORL J53 CRG J55 CHS J165 RIC NKKIE HPW J191 BESSI J150 CYN< BOUNO4 ZJX ZMA HPN >DIW J174 SWL J121 SIE< BOUNO4 Page 44 of 82

45 SOUTH_TO_HPN Page 45 of 82

46 ATCSCC ADVZY --- DCC 07/29/17 ROUTE RQD NAME: ATL_TO_ZBW CONSTRAINED AREA: ZDC REASON: VOLUME INCLUDE TRAFFIC: ATL/FTY/PDK DEPARTURES TO ALB/BDL/BED/BOS/MHT/PVD/PWM FACILITIES INCLUDED: ZBW/ZID/ZNY/ZOB/ZTL FLIGHT STATUS: ALL_FLIGHTS VALID: ETD XXXXXX TO XXXXXX PROBABILITY OF EXTENSION: LOW REMARKS: ASSOCIATED RESTRICTIONS: MODIFICATIONS: ROUTES: FROM: ORIG ROUTE - ORIGIN SEGMENTS ATL PDK FTY >VXV J91 TONIO HVQ PSB J49 HNK TO: DEST ROUTE - DESTINATION SEGMENTS ALB HNK ALB< BDL HNK ALB< STELA1 BED HNK ALB EEGUL< ZELKA1 BOS HNK PONCT< JFUND1 MHT HNK PONCT< ROZZE1 PVD HNK ALB< WIPOR3 PWM HNK ALB CAM< CDOGG3 Page 46 of 82

47 ATL_TO_ZBW Page 47 of 82

48 ATCSCC ADVZY --- DCC XX/XX/XX ROUTE RQD NAME: SOUTH_TO_DCMETS CONSTRAINED AREA: ZDC REASON: VOLUME INCLUDE TRAFFIC: MCO/ORL/ZJX/ZMA DEPARTURES TO BWI/DCA/IAD FACILITIES INCLUDED: ZDC/ZJX/ZMA FLIGHT STATUS: ALL_FLIGHTS VALID: ETD XXXXXX TO XXXXXX PROBABILITY OF EXTENSION: LOW REMARKS: ASSOCIATED RESTRICTIONS: MODIFICATIONS: ROUTES: FROM: ORIG ROUTE - ORIGIN SEGMENTS ZJX >CHS ZJX(-MCO -ORL) >FLO J207 RDU MCO ORL >CRG J55 SAV J207 RDU ZMA >ORL J53 CRG J55 CHS ZMA >ORL J53 CRG J51 SAV J207 RDU TO: DEST ROUTE - DESTINATION SEGMENTS BWI CHS J79 TYI JAGEM THHMP< RAVNN6 DCA CHS J165 NKKIE WAVES< CAPSS2 IAD RDU BZNGA DORRN< CAVLR3 Page 48 of 82

49 SOUTH_TO_DCMETS Page 49 of 82

50 ATCSCC ADVZY --- DCC XX/XX/XX FCA RQD NAME: FCAXXX:SOUTH_TO_CANADA_VIA_ZDC CONSTRAINED AREA: ZDC REASON: VOLUME INCLUDE TRAFFIC: ZJX/ZMA DEPARTURES TO CYHM/CYHZ/CYOW/CYQB/CYUL/CYYZ/PBG FACILITIES INCLUDED: CZM/CZU/CZY/ZBW/ZDC/ZJX/ZMA/ZNY/ZOB/ZTL FLIGHT STATUS: ALL_FLIGHTS VALID: FCA ENTRY TIME FROM XXXXXX TO XXXXXX PROBABILITY OF EXTENSION: LOW REMARKS: SEE DYNAMIC LIST FOR UPDATES. ASSOCIATED RESTRICTIONS: MODIFICATIONS: ROUTES: FROM: ORIG ROUTE - ORIGIN SEGMENTS ZMA ZJX >DIW J174 RIFLE J62 ACK ZMA ZJX >CHS ZMA ZJX >FLO J207 RDU J55 HPW J191 RBV ZMA ZJX >CAE RYCKI Q69 RICCS ZMA ZJX >ILM KEMPR TO: DEST ROUTE - DESTINATION SEGMENTS CYHZ ACK< CYHZ KEMPR SBY J79 JFK PUT ENE< CYHZ RBV J222 JFK PUT ENE< CYOW RICCS PSB J59 SYR ART< CYQB CHS J79 JFK CAM YSC ROGSA< CYQB KEMPR SBY J79 JFK CAM YSC ROGSA< CYQB RBV J222 JFK CAM YSC ROGSA< CYQB RICCS PSB J59 SYR ART PBERG< CYUL CHS J79 JFK J37 ALB LATTS< CYUL KEMPR SBY J79 JFK J37 ALB LATTS< CYUL RBV J222 JFK J37 ALB LATTS< CYUL RICCS PSB J59 SYR ART HABBS< CYHM RICCS DKK< CYYZ RICCS OXMAN MYPAL LINNG< PBG CHS J79 JFK J37 ALB< PBG KEMPR SBY J79 JFK J37 ALB< PBG RBV J222 JFK J37 ALB< PBG RICCS PSB J59 SYR ART< Page 50 of 82

51 SOUTH_TO_CANADA_VIA_ZDC Page 51 of 82

52 ATCSCC ADVZY --- DCC 07/29/17 ROUTE RQD NAME: SOUTH_TO_BUF_ROC_CZY CONSTRAINED AREA: ZDC REASON: VOLUME INCLUDE TRAFFIC: CAE/CHS/JAX/MCO/ORL/SAV/ZMA DEPARTURES TO BUF/CYHM/CYYZ/ROC FACILITIES INCLUDED: CZY/ZID/ZJX/ZMA/ZOB/ZTL FLIGHT STATUS: ALL_FLIGHTS VALID: ETD XXXXXX TO XXXXXX PROBABILITY OF EXTENSION: LOW REMARKS: ASSOCIATED RESTRICTIONS: MODIFICATIONS: ROUTES: FROM: ORIG ROUTE - ORIGIN SEGMENTS ZMA >CTY J91 JOHNN J91 VXV J91 HNN EWC MCO ORL >JOHNN J91 VXV J91 HNN EWC JAX SAV CHS CAE >SPA J85 HVQ EWC TO: DEST ROUTE - DESTINATION SEGMENTS CYYZ EWC OXMAN LINNG< ROC EWC DKK< BUF EWC DKK< CYHM EWC DKK< Page 52 of 82

53 SOUTH_TO_BUF_ROC_CZY Page 53 of 82

54 ATCSCC ADVZY --- DCC XX/XX/XX FCA RQD NAME: FCAXXX: CARIBBEAN_HARP_SOUTH CONSTRAINED AREA: ZNY REASON: VOLUME INCLUDE TRAFFIC: BOS/CDW/CZU/CZY/EWR/FRG/HPN/JFK/LGA/MMU/PHL/TEB DEPARTURES TO UNKN FACILITIES INCLUDED: CZU/CZY/ZBW/ZDC/ZNY/ZWY FLIGHT STATUS: ALL_FLIGHTS VALID: FCA ENTRY TIME FROM XXXXXX TO XXXXXX PROBABILITY OF EXTENSION: LOW REMARKS: SEE DYNAMIC LIST FOR UPDATES. ASSOCIATED RESTRICTIONS: L461 IS RESTRICTED TO AOA FL350, AND ONLY FOR ZSU OVERFLIGHTS. MODIFICATIONS: ROUTES: ORIG DEST ROUTE BOS CZY CZU UNKN RERTE:ACK LACKS KAYYT ANVER, THEN FLIGHT PLAN ROUTE OVER BDA BOS CZY CZU UNKN RERTE:ACK LARGE BOVIC, THEN FLIGHT PLAN ROUTE OVER BDA FROM: ORIG ROUTE - ORIGIN SEGMENTS EWR TEB MMU CDW >ELVAE COL DIXIE PREPI OWENZ POPPN OHRYN KINGG EWR TEB MMU CDW >ELVAE COL DIXIE PREPI OWENZ POPPN OHRYN SQUAD EWR TEB MMU CDW >ELVAE COL DIXIE PREPI OWENZ POPPN OHRYN BEHHR RESQU EWR TEB MMU CDW >ELVAE COL DIXIE PREPI OWENZ POPPN OHRYN BEHHR ROLLE HPN LGA >JFK SHIPP JETZZ BLUUU DUMPR ISLES KINGG HPN LGA >JFK SHIPP JETZZ BLUUU DUMPR ISLES SQUAD HPN LGA >JFK SHIPP JETZZ BLUUU DUMPR ICCEY OHRYN BEHHR RESQU HPN LGA >JFK SHIPP JETZZ BLUUU DUMPR ICCEY OHRYN BEHHR ROLLE JFK FRG >SHIPP JETZZ BLUUU DUMPR ISLES KINGG JFK FRG >SHIPP JETZZ BLUUU DUMPR ISLES SQUAD JFK FRG >SHIPP JETZZ BLUUU DUMPR ICCEY Page 54 of 82

55 JFK FRG PHL PHL OHRYN BEHHR RESQU >SHIPP JETZZ BLUUU DUMPR ICCEY OHRYN BEHHR ROLLE >OOD TEBEE HAYDO SIE BOJAN WEBBB ROLLE >OOD TEBEE HAYDO SIE BOJAN WEBBB RESQU TO: DEST ROUTE - DESTINATION SEGMENTS UNKN ROLLE ATUGI PERDO ALOBI L453 LAMER< UNKN ROLLE ATUGI L454 LUCTI< UNKN RESQU SKPPR L455 KINCH< UNKN SQUAD DARUX L456 HANCY< UNKN KINGG KINER L461 OPAUL< Page 55 of 82

56 CARIBBEAN_HARP_SOUTH Page 56 of 82

57 ATCSCC ADVZY --- DCC XX/XX/XX FCA RQD NAME: FCAXXX:DOMREP_CARIBBEAN_HARP_NORTH CONSTRAINED AREA: ZNY REASON: VOLUME INCLUDE TRAFFIC: MDAB/MDCR/MDCZ/MDDJ/MDHE/MDJB/MDLR/MDMC/MDPC/MDPO/M DPP/MDSD/MDST DEPARTURES TO BOS/CDW/CYOW/CYQB/CYUL/CYYZ/EWR/FRG/HPN/JFK/LGA/MMU /PHL/TEB FACILITIES INCLUDED: CZU/CZY/ZBW/ZDC/ZJX/ZMA/ZNY/ZOB/ZSA/ZWY FLIGHT STATUS: ALL_FLIGHTS VALID: FCA ENTRY TIME FROM XXXXXX TO XXXXXX PROBABILITY OF EXTENSION: LOW REMARKS: SEE DYNAMIC LIST FOR UPDATES. ASSOCIATED RESTRICTIONS: MODIFICATIONS: ROUTES: FROM: ORIG ROUTE - ORIGIN SEGMENTS MDPC MDLR MDSD MDST MDCR MDCZ BESAS LETON L451 JAINS MDPP MDDJ MDAB MDHE MDJB MDPO MDMC MDPC MDLR MDSD MDST MDCR MDCZ BESAS LUCTI L454 OKONU MDPP MDDJ MDAB MDHE MDJB MDPO MDMC MDPC MDLR MDSD MDST MDCR MDCZ BESAS LNHOM L452 OXANA MDPP MDDJ MDAB MDHE MDJB MDPO MDMC MDPC MDLR MDSD MDST MDCR MDCZ BESAS LAMER L453 PAEPR MDPP MDDJ MDAB MDHE MDJB MDPO MDMC MDPO MDAB MDPC MDLR BETIR ELMUC L454 OKONU MDPO MDAB MDPC MDLR BETIR JANMA KINCH L455 SAVIK TO: DEST ROUTE - DESTINATION SEGMENTS CYOW JAINS OLDEY ILM J109 LDN LEONI PSB J59 SYR ART CYYZ JAINS OLDEY ILM J109 LDN WOZEE LINNG CYUL JAINS OLDEY ILM KEMPR SBY J79 JFK J37 ALB LATTS CYUL OXANA AR8 ECG KEMPR SBY J79 JFK J37 ALB LATTS CYQB JAINS OLDEY ILM KEMPR SBY J79 JFK CAM YSC ROGSA Page 57 of 82

58 CYQB BOS BOS CDW EWR EWR TEB MMU CDW EWR TEB MMU CDW EWR TEB MMU CDW FRG FRG FRG HPN HPN JFK JFK JFK LGA MMU PHL PHL PHL PHL TEB OXANA AR8 ECG ORF SBY J79 JFK CAM YSC ROGSA JAINS OLDEY ILM KEMPR SBY J79 JFK ROBUC2 OXANA AR8 ECG ORF SBY J79 JFK ROBUC2 JAINS OLDEY ILM J109 FAK JAIKE3 JAINS OLDEY ILM J109 FAK PHLBO3 OKONU CEETE RBV V249 METRO SAVIK YAALE CEETE RBV V249 METRO PAEPR HOBOH SILLY CEETE RBV V249 METRO JAINS OLDEY DIW WETRO CEBEE SWL J121 SIE CAMRN4 OXANA AR8 ECG CEBEE SWL J121 SIE CAMRN4 SAVIK YETTI EXXES CAMRN JAINS OLDEY DIW WETRO CEBEE SWL J121 SIE BOUNO4 OXANA AR8 ECG CEBEE SWL J121 SIE BOUNO4 JAINS OLDEY DIW WETRO CEBEE SWL J121 SIE CAMRN4 OXANA AR8 ECG CEBEE SWL J121 SIE CAMRN4 SAVIK YETTI EXXES CAMRN JAINS OLDEY ILM J191 PXT KORRY3 JAINS OLDEY ILM J109 FAK JAIKE3 JAINS OLDEY DIW WETRO CEBEE SWL JIIMS2 OKONU WEBBB BOJAN WICKE DASHA JIIMS2 OXANA AR8 ECG CEBEE SWL JIIMS2 PAEPR HOBOH SILLY BOJAN WICKE DASHA JIIMS2 JAINS OLDEY ILM J109 FAK JAIKE3 Page 58 of 82

59 DOMREP_CARIBBEAN_HARP_NORTH Page 59 of 82

60 ATCSCC ADVZY --- DCC XX/XX/XX FCA RQD NAME: FCAXXX:ZMA_CARIBBEAN_HARP_NORTH CONSTRAINED AREA: ZNY REASON: VOLUME INCLUDE TRAFFIC: UNKN DEPARTURES TO BOS/CDW/CYOW/CYQB/CYUL/CYYZ/EWR/FRG/HPN/JFK/LGA/MMU /PHL/TEB FACILITIES INCLUDED: CZU/CZY/ZBW/ZDC/ZJX/ZNY/ZOB/ZWY FLIGHT STATUS: ALL_FLIGHTS VALID: FCA ENTRY TIME FROM XXXXXX TO XXXXXX PROBABILITY OF EXTENSION: LOW REMARKS: SEE DYNAMIC LIST FOR UPDATES. ASSOCIATED RESTRICTIONS: MODIFICATIONS: ROUTES: FROM: ORIG ROUTE - ORIGIN SEGMENTS UNKN LETON L451 ILIDO L451 JAINS UNKN LUCTI L454 OKONU UNKN LNHOM L452 OXANA UNKN LAMER L453 PAEPR TO: DEST ROUTE - DESTINATION SEGMENTS EWR JAINS OLDEY ILM J109 FAK PHLBO3 EWR TEB MMU CDW OKONU CEETE RBV V249 METRO EWR TEB MMU CDW PAEPR HOBOH SILLY CEETE RBV V249 METRO FRG JAINS OLDEY DIW WETRO CEBEE SWL J121 SIE CAMRN4 FRG OXANA AR8 ECG CEBEE SWL J121 SIE CAMRN4 HPN JAINS OLDEY DIW WETRO CEBEE SWL J121 SIE BOUNO4 HPN OXANA AR8 ECG CEBEE SWL J121 SIE BOUNO4 JFK JAINS OLDEY DIW WETRO CEBEE SWL J121 SIE CAMRN4 JFK OXANA AR8 ECG CEBEE SWL J121 SIE CAMRN4 LGA JAINS OLDEY ILM J191 PXT KORRY3 MMU JAINS OLDEY ILM J109 FAK JAIKE3 PHL JAINS OLDEY DIW WETRO CEBEE SWL JIIMS2 PHL OKONU WEBBB BOJAN WICKE DASHA Page 60 of 82

61 PHL PHL TEB CYOW CYYZ CYUL CYUL CYQB CYQB BOS BOS CDW JIIMS2 OXANA AR8 ECG CEBEE SWL JIIMS2 PAEPR HOBOH SILLY BOJAN WICKE DASHA JIIMS2 JAINS OLDEY ILM J109 FAK JAIKE3 JAINS OLDEY ILM J109 LDN LEONI PSB J59 SYR ART JAINS OLDEY ILM J109 LDN WOZEE LINNG JAINS OLDEY ILM KEMPR SBY J79 JFK J37 ALB LATTS OXANA AR8 ECG KEMPR SBY J79 JFK J37 ALB LATTS CARTR2 JAINS OLDEY ILM KEMPR SBY J79 JFK CAM YSC ROGSA OXANA AR8 ECG ORF SBY J79 JFK CAM YSC ROGSA JAINS OLDEY ILM KEMPR SBY J79 JFK ROBUC2 OXANA AR8 ECG ORF SBY J79 JFK ROBUC2 JAINS OLDEY ILM J109 FAK JAIKE3 Page 61 of 82

62 ZMA_CARIBBEAN_HARP_NORTH Page 62 of 82

63 ATCSCC ADVZY --- DCC XX/XX/XX FCA RQD NAME: FCAXXX:ZSU_CARIBBEAN_HARP_NORTH CONSTRAINED AREA: ZNY REASON: VOLUME INCLUDE TRAFFIC: UNKN DEPARTURES TO BOS/CDW/CYMX/CYOW/CYUL/CYYZ/EWR/FRG/HPN/JFK/LGA/MMU /PHL/TEB FACILITIES INCLUDED: CZU/CZY/ZBW/ZDC/ZMA/ZNY/ZWY FLIGHT STATUS: ALL_FLIGHTS VALID: FCA ENTRY TIME FROM XXXXXX TO XXXXXX PROBABILITY OF EXTENSION: LOW REMARKS: SEE DYNAMIC LIST FOR UPDATES. ASSOCIATED RESTRICTIONS: MODIFICATIONS: ROUTES: FROM: ORIG ROUTE - ORIGIN SEGMENTS UNKN >DAWIN L462 PIREX QINCY UNKN >DAWIN L462 PIREX ANVER UNKN >DAWIN L462 PIREX BOVIC UNKN >DAWIN L462 PIREX DASER L459 SAVIK UNKN >DAWIN L462 PIREX ENAPI L457 OKONU UNKN >OPAUL L461 GECAL QINCY UNKN >OPAUL L461 GECAL ANVER UNKN >OPAUL L461 GECAL BOVIC UNKN >OPAUL L461 GECAL DASER SAVIK UNKN >OPAUL L461 GECAL ENAPI L457 OKONU UNKN >KEEKA L459 SHEIL QINCY UNKN >KEEKA L459 SHEIL ANVER UNKN >KEEKA L459 SHEIL BOVIC UNKN >KEEKA L459 SHEIL DASER L459 SAVIK UNKN >KEEKA L459 SHEIL ENAPI L457 OKONU UNKN >HANCY L456 DARUX MARIG UNKN >HANCY L456 DARUX SHOKR UNKN >KINCH L455 SAVIK UNKN >ELMUC L454 OKONU TO: DEST ROUTE - DESTINATION SEGMENTS BOS ANVER LARGE FERNZ< OOSHN4 Page 63 of 82

64 BOS EWR TEB MMU CDW EWR TEB MMU CDW HPN HPN HPN JFK FRG JFK FRG JFK FRG LGA LGA LGA PHL CYYZ CYOW CYUL CYMX CYYZ CYOW CYUL CYMX CYYZ CYOW CYUL CYMX CYYZ CYOW CYUL CYMX QINCY LACKS FERNZ< OOSHN4 OKONU CEETE RBV V249 METRO< SAVIK YAALE CEETE RBV V249 METRO< ANVER LARGE HOFFI KEYED< RICED4 BOVIC SHOKR KENDA HOFFI KEYED< RICED4 SHOKR KENDA HOFFI KEYED< RICED4 MARIG YETTI EXXES CAMRN< SAVIK YETTI EXXES CAMRN< BOVIC MARIG YETTI EXXES CAMRN< ANVER LARGE HOFFI KEYED BDR< V475 LGA BOVIC SHOKR KENDA HOFFI KEYED BDR< V475 LGA SHOKR KENDA HOFFI KEYED BDR< V475 LGA OKONU WEBBB BOJAN WICKE DASHA< JIIMS2 ANVER LARGE ACK< BOVIC SHOKR KENDA JFK< SHOKR KENDA JFK< QINCY LACKS ACK< Page 64 of 82

65 ZSU_CARIBBEAN_HARP_NORTH Page 65 of 82

66 ATCSCC ADVZY --- DCC XX/XX/XX FCA RQD NAME: FCAXXX:CUBA_ARVLS_VIA_MAXIM CONSTRAINED AREA: ZMA REASON: VOLUME INCLUDE TRAFFIC: CZE/CZU/CZW/CZY/UNKN/ZAB/ZAU/ZBW/ZDC/ZDV/ZFW/ZHU/ZI D/ZJX/ZKC/ZLA/ZLC/ZMA/ZME/ZMP/ZNY/ZOA/ZOB/ZSE/ZTL DEPARTURES TO MUHA FACILITIES INCLUDED: ALL + CANADA FLIGHT STATUS: ALL_FLIGHTS VALID: FCA ENTRY TIME FROM XXXXXX TO XXXXXX PROBABILITY OF EXTENSION: LOW REMARKS: SEE DYNAMIC LIST FOR UPDATES. ASSOCIATED RESTRICTIONS: MODIFICATIONS: ROUTES: ORIG DEST ROUTE ZAU ZME ZKC ZMP MUHA >MGM SZW PIE KARTR FIS ZDV ZFW ZHU ZSE MAXIM< ZLC ZOA ZLA ZAB CZE CZW ZBW ZNY ZDC ZOB MUHA >ATL SZW PIE KARTR FIS ZID ZTL ZAU ZME MAXIM< ZKC ZMP ZDV ZFW ZHU ZSE ZLC ZOA ZLA ZAB CZE CZW ZBW ZNY ZDC ZOB MUHA >SAV TAY PIE KARTR FIS ZID ZTL CZY CZU MAXIM< ZTL MUHA >SZW PIE KARTR FIS MAXIM< ZJX MUHA >PIE KARTR FIS MAXIM< ZMA MUHA >FIS MAXIM< UNKN MUHA >AMG TAY PIE KARTR FIS MAXIM< Page 66 of 82

67 CUBA_ARVLS_VIA_MAXIM Page 67 of 82

68 ATCSCC ADVZY --- DCC XX/XX/XX FCA RQD NAME: FCAXXX:CUBA_ARVLS_VIA_FUNDI CONSTRAINED AREA: ZMA REASON: VOLUME INCLUDE TRAFFIC: CZE/CZU/CZV/CZW/CZY/UNKN/ZAB/ZAU/ZBW/ZDC/ZDV/ZFW/ZH U/ZID/ZJX/ZKC/ZLA/ZLC/ZMA/ZME/ZMP/ZNY/ZOA/ZOB/ZSE/Z TL DEPARTURES TO MUCF/MUCL/MUSC/MUVR FACILITIES INCLUDED: ALL + CANADA FLIGHT STATUS: ALL_FLIGHTS VALID: FCA ENTRY TIME FROM XXXXXX TO XXXXXX PROBABILITY OF EXTENSION: LOW REMARKS: SEE DYNAMIC LIST FOR UPDATES. ASSOCIATED RESTRICTIONS: MODIFICATIONS: ROUTES: ORIG DEST ROUTE ZAU ZME ZKC ZMP MUVR MUSC MUCF MGM OTK HITTR MOLIE KARTR ZDV ZFW ZHU ZSE MUCL MCLAW FUNDI ZLC ZOA ZLA ZAB CZV CZE CZW ZBW ZNY ZDC ZOB MUVR MUSC MUCF ATL OTK HITTR MOLIE KARTR ZID ZAU ZME ZKC MUCL MCLAW FUNDI ZMP ZDV ZFW ZHU ZSE ZLC ZOA ZLA ZAB CZV CZE CZW CZY CZU ZBW ZNY ZDC MUVR MUSC MUCF CAE J75 TAY HITTR MOLIE MUCL KARTR MCLAW FUNDI ZTL MUVR MUSC MUCF OTK HITTR MOLIE KARTR MUCL MCLAW FUNDI ZJX MUVR MUSC MUCF HITTR MOLIE KARTR MCLAW MUCL FUNDI ZMA MUVR MUSC MUCF MNATE FUNDI MUCL ZID ZOB ZTL CZY MUVR MUSC MUCF ATL OTK HITTR MOLIE KARTR CZU MUCL MCLAW FUNDI UNKN MUVR MUSC MUCF ATL OTK HITTR MOLIE KARTR MUCL MCLAW FUNDI Page 68 of 82

69 CUBA_ARVLS_VIA_FUNDI Page 69 of 82

70 ATCSCC ADVZY --- DCC XX/XX/XX FCA RQD NAME: FCAXXX:CUBA_ARVLS_VIA_URSUS CONSTRAINED AREA: ZMA REASON: VOLUME INCLUDE TRAFFIC: CZU/CZY/UNKN/ZAB/ZAU/ZBW/ZDC/ZDV/ZFW/ZHU/ZID/ZJX/ZK C/ZLA/ZLC/ZMA/ZME/ZMP/ZNY/ZOA/ZOB/ZSE/ZTL DEPARTURES TO MUCC/MUCM/MUCU/MUHG/MUMZ FACILITIES INCLUDED: ALL + CANADA FLIGHT STATUS: ALL_FLIGHTS VALID: FCA ENTRY TIME FROM XXXXXX TO XXXXXX PROBABILITY OF EXTENSION: LOW REMARKS: SEE DYNAMIC LIST FOR UPDATES. ASSOCIATED RESTRICTIONS: MODIFICATIONS: ROUTES: ORIG DEST ROUTE ZBW ZNY ZDC ZOB MUCC MUCM MUMZ >SAV CRG OMN URSUS< ZID ZTL CZY CZU MUHG MUCU ZBW ZNY ZDC ZOB MUCC MUCM MUMZ >ATL AMG CRG OMN URSUS< ZID ZTL ZAU ZME MUHG MUCU ZKC ZMP ZDV ZFW ZHU ZSE ZLC ZOA ZLA ZAB CZY CZU ZJX MUCC MUCM MUMZ >OMN URSUS< MUHG MUCU ZMA MUCC MUCM MUMZ >URSUS< MUHG MUCU ZBW ZNY ZDC ZOB MUCC MUCM MUMZ >OHLAA AR24 ZFP URSUS< ZID ZTL ZAU ZMP MUHG MUCU CZY CZU UNKN MUCC MUCM MUMZ >ATL AMG CRG OMN URSUS< MUHG MUCU UNKN MUCC MUCM MUMZ >OHLAA AR24 ZFP URSUS< MUHG MUCU Page 70 of 82

71 CUBA_ARVLS_VIA_URSUS Page 71 of 82

72 ATCSCC ADVZY --- DCC XX/XX/XX FCA RQD NAME: FCAXXX:CARIBBEAN_ARVLS_VIA_FUNDI CONSTRAINED AREA: ZMA REASON: VOLUME INCLUDE TRAFFIC: CZE/CZU/CZV/CZW/CZY/UNKN/ZAB/ZAU/ZBW/ZDC/ZDV/ZFW/ZH U/ZID/ZJX/ZKC/ZLA/ZLC/ZMA/ZME/ZMP/ZNY/ZOA/ZOB/ZSE/Z TL DEPARTURES TO MHLM/MHTG/MNMG/MPBO/MPMG/MPPD/MPSM/MRLB/MRLM/MROC/M SLD/MSLP/MWCR FACILITIES INCLUDED: ALL + CANADA FLIGHT STATUS: ALL_FLIGHTS VALID: FCA ENTRY TIME FROM XXXXXX TO XXXXXX PROBABILITY OF EXTENSION: LOW REMARKS: SEE DYNAMIC LIST FOR UPDATES. ASSOCIATED RESTRICTIONS: MODIFICATIONS: ROUTES: ORIG DEST ROUTE ZAU ZME ZKC ZMP MSLP MSLD MHLM MGM OTK HITTR MOLIE KARTR ZDV ZFW ZHU ZSE MHTG MNMG MRLM MCLAW FUNDI ZLC ZOA ZLA ZAB MRLB MPBO MPSM CZV CZE CZW MPPD MPMG MROC MWCR ZBW ZNY ZDC ZOB MSLP MSLD MHLM ATL OTK HITTR MOLIE KARTR ZID ZAU ZME ZKC MHTG MNMG MRLM MCLAW FUNDI ZMP ZDV ZFW ZHU MRLB MPBO MPSM ZSE ZLC ZOA ZLA MPPD MPMG MROC ZAB CZV CZE CZW MWCR CZY CZU ZBW ZNY ZDC MSLP MSLD MHLM CAE TAY HITTR MOLIE KARTR MHTG MNMG MRLM MCLAW FUNDI MRLB MPBO MPSM MPPD MPMG MROC MWCR ZTL MSLP MSLD MHLM OTK HITTR MOLIE KARTR MHTG MNMG MRLM MCLAW FUNDI MRLB MPBO MPSM MPPD MPMG MROC MWCR ZJX MSLP MSLD MHLM MOLIE KARTR MCLAW FUNDI MHTG MNMG MRLM MRLB MPBO MPSM MPPD MPMG MROC MWCR ZMA MSLP MSLD MHLM MNATE FUNDI MHTG MNMG MRLM MRLB MPBO MPSM Page 72 of 82

73 MPPD MPMG MROC MWCR ZID ZOB ZTL CZY MSLP MSLD MHLM ATL OTK HITTR MOLIE KARTR CZU MHTG MNMG MRLM MCLAW FUNDI MRLB MPBO MPSM MPPD MPMG MROC MWCR UNKN MSLP MSLD MHLM ATL OTK HITTR MOLIE KARTR MHTG MNMG MRLM MCLAW FUNDI MRLB MPBO MPSM MPPD MPMG MROC MWCR Page 73 of 82

74 CARIBBEAN_ARVLS_VIA_FUNDI Page 74 of 82

75 ATCSCC ADVZY --- DCC XX/XX/XX FCA RQD NAME: FCAXXX:CARIBBEAN_ARVLS_VIA_URSUS CONSTRAINED AREA: ZMA REASON: VOLUME INCLUDE TRAFFIC: CZE/CZU/CZV/CZW/CZY/UNKN/ZAB/ZAU/ZBW/ZDC/ZDV/ZFW/ZH U/ZID/ZJX/ZKC/ZLA/ZLC/ZMA/ZME/ZMP/ZNY/ZOA/ZOB/ZSE/Z TL DEPARTURES TO MKJS/SAEZ/SCEL/SEGU/SEQM/SKAR/SKBO/SKRG/SPJC/SVBI/S VMI/TNCA/TNCC FACILITIES INCLUDED: ALL + CANADA FLIGHT STATUS: ALL_FLIGHTS VALID: FCA ENTRY TIME FROM XXXXXX TO XXXXXX PROBABILITY OF EXTENSION: LOW REMARKS: SEE DYNAMIC LIST FOR UPDATES. ASSOCIATED RESTRICTIONS: MODIFICATIONS: ROUTES: ORIG DEST ROUTE ZBW ZNY ZDC ZOB SCEL SAEZ MKJS ATL AMG CRG OMN URSUS ZID ZAU ZME ZKC SPJC SEQM SVMI ZMP ZDV ZFW ZHU SKBO SKRG SKAR ZSE ZLC ZOA ZLA SVBI TNCC TNCA ZAB CZV CZE CZW SEGU CZY CZU UNKN SCEL SAEZ MKJS ATL AMG CRG OMN URSUS SPJC SEQM SVMI SKBO SKRG SKAR SVBI TNCC TNCA SEGU ZBW ZNY ZDC ZOB SCEL SAEZ MKJS OHLAA AR24 ZFP URSUS ZID ZTL ZAU CZY CZU SPJC SEQM SVMI SKBO SKRG SKAR SVBI TNCC TNCA SEGU UNKN SCEL SAEZ MKJS OHLAA AR24 ZFP URSUS SPJC SEQM SVMI SKBO SKRG SKAR SVBI TNCC TNCA SEGU ZBW ZNY ZDC ZTL SCEL SAEZ MKJS SAV CRG OMN URSUS SPJC SEQM SVMI SKBO SKRG SKAR SVBI TNCC TNCA SEGU ZTL SCEL SAEZ MKJS AMG CRG OMN URSUS SPJC SEQM SVMI SKBO SKRG SKAR Page 75 of 82

76 SVBI TNCC TNCA SEGU ZJX SCEL SAEZ MKJS OMN URSUS SPJC SEQM SVMI SKBO SKRG SKAR SVBI TNCC TNCA SEGU ZMA SCEL SAEZ MKJS URSUS SPJC SEQM SVMI SKBO SKRG SKAR SVBI TNCC TNCA SEGU Page 76 of 82

77 CARIBBEAN_ARVLS_VIA_URSUS Page 77 of 82

78 ATCSCC ADVZY --- DCC 08/05/17 FCA RQD NAME: FCAXXX:ZMR_ARVLS_VIA_CANOA CONSTRAINED AREA: ZMA REASON: VOLUME INCLUDE TRAFFIC: UNKN DEPARTURES TO MGGT/MMCZ/MMMD/MMTG/MMTP/MMUN FACILITIES INCLUDED: ALL + CANADA FLIGHT STATUS: ALL_FLIGHTS VALID: FCA ENTRY TIME FROM XXXXXX TO XXXXXX PROBABILITY OF EXTENSION: LOW REMARKS: SEE DYNAMIC LIST FOR UPDATES. ASSOCIATED RESTRICTIONS: MODIFICATIONS: ROUTES: ORIG DEST ROUTE UNKN MMCZ MMMD MMTG PIE KARTR FIS CANOA VINKA MMTP MGGT UNKN MMUN PIE KARTR FIS CANOA VINKA NOSAT CUN Page 78 of 82

79 ATCSCC ADVZY --- DCC XX/XX/XX FCA RQD NAME: FCAMUN:MMUN_ROUTES CONSTRAINED AREA: ZHU REASON: VOLUME INCLUDE TRAFFIC: UNKN DEPARTURES TO MMUN FACILITIES INCLUDED: ALL + CANADA FLIGHT STATUS: ALL_FLIGHTS VALID: FCA ENTRY TIME FROM XXXXXX TO XXXXXX PROBABILITY OF EXTENSION: LOW REMARKS: SEE DYNAMIC LIST FOR UPDATES. **NOTE: THERE ARE MULTIPLE ROUTE OPTIONS. THESE ROUTES ARE REQUIRED FOR FLIGHTS DESTINED CANCUN THAT INTEND TO CROSS FCAMUN. PLEASE ENSURE ACFT ARE ON RQD ROUTE PRIOR TO ZHU BOUNDARY DUE TO NON RADAR PROCEDURES AND AUTOMATION WITH MERIDA ACC. ACFT FILING AROUND THE FCAMUN ARE EXEMPT. ASSOCIATED RESTRICTIONS: CCFMEX REQUEST ZHU PROVIDE 20 MIT MODIFICATIONS: **A766 IS NOT AVAILABLE WHEN FILING TO MMUN DUE TO SECTOR COMPLEXITY ISSUES IN ZMR. CONSIDER USING L207 OR L208 IN LIEU OF A766. ROUTES: ORIG DEST ROUTE UNKN MMUN >TAY KNOST M215 PISAD UM215 NUDIS OTOMO CUN< UNKN MMUN >PLYER KNOST M215 PISAD UM215 NUDIS OTOMO CUN< UNKN MMUN >LEV L214 IRDOV UL214 OTOMO CUN< UNKN MMUN >SBI L208 DUTNA UL208 URTEL MOBAN CUN< UNKN MMUN >VUH L207 IPSEV UL207 LERIL MOBAN CUN< UNKN MMUN >BRO ABBOT UT11 CUN< UNKN MMUN >MARCI M580 MINOW M215 PISAD UM215 NUDIS OTOMO CUN< UNKN MMUN >PIE KARTR FIS CANOA VINKA NOSAT CUN< UNKN MMUN >HIBAC AR17 VKZ DHP FIS CANOA VINKA NOSAT CUN< Page 79 of 82

80 MMUN_ROUTES Page 80 of 82