Document Number ZJX-100 Version B Effective Date 10/5/2018
Purpose DOCUMENT INFORMATION ZJX 100.B establishes procedures for staffing of ZJX En Route radar positions within the lateral and vertical confines of airspace depicted in flight information publication, FAA product: EHUS9. Additionally, this airspace is depicted in the ZJX ARTCC s facility files. The procedures prescribed in this document are specifically designed for high volume traffic scenarios and may be deviated from at the discretion of the ZJX ARTCC Air Traffic Manager or their designee. Responsibility The Air Traffic Manager or their designee shall be responsible for the maintenance of this document, and any policies that deviate from, or amend it. Updates and Changes The Air Traffic Manager or their designee may post interim changes to this document in the form of notices via the ZJX website or forums. En Route controllers are requested to check for any notices prior to controlling for changes in procedures. Cancellation This document cancels any relevant procedures or agreements previous to this one, beginning on the date of effectiveness of this document. Effective Date This document takes effect on October 5, 2018 by order of the ZJX ARTCC Air Traffic Manager, VATUSA Training Director, and VATUSA Southern Regional Air Traffic Director. Not for real world use. 2
TABLE OF REVISIONS DATE REVISION EDITOR/VERSION 08/03/2018 Initial Release 10/05/2018 Reapproval Peter Shivery/ ZJX-100.A Brandon Barrett/ Not for real world use. 3
TABLE OF CONTENTS DOCUMENT INFORMATION... 2 Purpose... 2 Responsibility... 2 Updates and Changes... 2 Cancellation... 2 Effective Date... 2 TABLE OF REVISIONS... 3 TABLE OF CONTENTS... 4 Chapter 1. Sectors... 7 1.1 Purpose... 7 1.2 Combined Sectors... 7 1.3 Briefing and Sectorization... 7 1.4 Relief... 8 1.5 Handoffs... 8 1.6 High/Low Splits... 9 1.7 Ultra-High Sectorization... 9 1.8 Callsigns... 9 1.9 Temporary Altitudes & Scratchpad Entries... 9 1.10 Point Outs... 9 1.11 Separation... 10 1.12 Sector Table... 11 1.13 Sectorization Flow Chart... 12 1.14 Diagrams... 13 Chapter 2. TORRY HI (35) Sector... 20 2.1 TORRY Combined... 20 2.2 Orlando Area Arrivals... 20 2.3 Jacksonville Area Arrivals... 21 2.4 Daytona Area Arrivals... 21 Not for real world use. 4
2.5 Charleston Area Arrivals... 22 2.6 Savannah Area Arrivals... 22 2.7 Augusta Area Arrivals... 22 2.8 Charlotte Area Arrivals... 22 2.9 Raleigh-Durham Area Arrivals... 22 2.10 Atlantic Routes and Oceanic Airways... 23 2.11 Oceanic Holding... 23 Chapter 3. NEPTA HI (30) Sector... 24 3.1 NEPTA... 24 3.2 Pensacola Area Arrivals... 24 3.3 Eglin Area Arrivals... 24 3.4 Tyndall Area Arrivals... 24 3.5 Cairns Area Arrivals... 25 3.6 Q100 & Q102... 25 3.7 Miami West Oceanic Area... 25 Chapter 4. GENEVA HI (33) Sector... 26 4.1 GENEVA... 26 4.2 Orlando Area Arrivals... 26 4.3 Tampa Area Arrivals (TPA)... 26 4.4 Tampa Area Arrivals (SRQ)... 27 4.5 Atlanta Area Arrivals... 27 4.6 West Palm Beach Area Arrivals... 27 4.7 Ft. Myers Area Arrivals... 28 4.8 Tallahassee Area Arrivals... 28 4.9 Valdosta Area Arrivals... 28 4.10 Jacksonville Area Arrivals... 29 4.11 Savannah Area Arrivals... 29 4.12 Charleston Area Arrivals... 29 Chapter 5. AIKEN HI (66) Sector... 30 5.1 AIKEN... 30 Not for real world use. 5
5.2 Charleston Area Arrivals... 30 5.3 Columbia Area Arrivals... 30 5.4 Myrtle Beach Area Arrivals... 30 5.5 Florence Area Arrivals... 31 5.6 Charlotte Area Arrivals... 31 5.7 Augusta Area Arrivals... 31 5.8 Greensboro Area Arrivals... 32 5.9 Raleigh-Durham Area Arrivals... 32 5.10 Fayetteville Area Arrivals... 32 5.11 Wilmington Area Arrivals... 32 5.12 Atlantic Routes & W-122... 33 Chapter 6. KNEMO UH (51) Sector... 34 6.1 KNEMO... 34 6.2 Adjacent Airspace & Initial Descents... 34 6.3 Atlanta Boundary Restrictions... 34 Chapter 7. Shelf Airspace... 35 7.1 Shelf Airspace... 35 Chapter 8. Special Use Airspace... 39 8.1 Restricted and Prohibited Areas... 39 8.2 Military Operations Areas... 40 8.3 Warning Areas... 41 Chapter 9. Crossing Restrictions... 42 9.1 Internal and Adjacent STAR Restrictions... 42 Chapter 10. Oceanic Procedures... 43 10.1 Oceanic Procedures... 43 Not for real world use. 6
1.1 Purpose Chapter 1. Sectors En Route sectors are defined by lateral and vertical boundaries of airspace. By default, controllers assuming control of any En Route position(s) are responsible for all airspace within that position which are not controlled by another controller. En Route controllers also assume control of any sector not already controlled by another En Route controller within the confines of ZJX airspace. 1.2 Combined Sectors An En Route controller assuming responsibility for ZJX En Route airspace shall use the designated combined position, unless ZJX En Route airspace is already being controlled by another controller. If traffic volume does not permit a combined configuration, ZJX En Route airspace may be further sectorized in accordance with this document. A ZJX En Route controller shall not control another En Route position until the combined position has already been utilized. 1.3 Briefing and Sectorization A controller preparing to assume control of a portion of airspace already being controlled by another En Route controller shall request control for that airspace and receive a position brief from the appropriate controller(s) prior to assuming control of that airspace. For example, if assuming control of a high sector from a low sector, a controller shall request the appropriate vertical airspace within the defined lateral boundaries from the low sector. Once pre-coordination has been achieved between the relevant controllers, the low sector is responsible for issuing automated and/or verbal handoffs. Not for real world use. 7
1.4 Relief ZJX En Route controllers that are discontinuing service shall announce their closure via the ATC channel utilizing the forward slash prefix. If another controller is assuming control of airspace previously controlled, all aircraft shall be handed off to the appropriate controller. Relieving controllers shall, to the extent possible, monitor the controller being relieved for no less than five minutes before relieving the other controller. This shall be done in order to gain a complete understanding of all traffic within the sector. Deviations from standard procedures shall be agreed upon prior to the completion of the relief process between the relieving controller and the current controller. 1.5 Handoffs Handoffs shall, to the extent possible, be completed no less than five nautical miles from the relevant sector boundary. If a handoff has not been completed by this point, that aircraft shall be turned away from the adjacent airspace and placed in a hold or re-routed as appropriate. Handoffs shall, to the extent possible, be accomplished utilizing automated handoff features in accordance with FAA JO 7110.65. Handoffs not completed by automated procedures shall be accomplished verbally or via textual communications. Verbal and textual communications between controllers shall utilize appropriate phraseology as described in the FAA JO 7110.65. Example: JAX 35: Thirty-five, thirty... JAX 33: Thirty, thirty-five, go ahead. JAX 35: Handoff forty miles south of Alma, FL320, beacon code 1246, DAL328. JAX 33: Radar contact, HS. JAX 35: KE. Not for real world use. 8
1.6 High/Low Splits A high/low split shall only occur prior to all high sectors being utilized first. If one of the four high sectors disconnect, one of the remaining low sectors shall move up to relieve the high sector until no more low sectors remain. Low sectors shall be responsible for airspace from SFC-FL235 and SFC-FL275 in some areas. High sectors shall be responsible for airspace from FL235-ABV unless an ultra-high sector is utilized. 1.7 Ultra-High Sectorization The ultra-high sectorization shall only be utilized when no less than two other ZJX En Route positions are utilized. Ultra-high sectors shall control FL-350- ABV. Ultra-high sectorization may be coordinated to be utilized FL380-ABV by the relevant controllers. 1.8 Callsigns The textual callsign used to connect to the network shall be as designated and in accordance with VATSIM Network policies. Example: JAX_35_CTR All En Route positions shall utilize the radio callsign Jacksonville Center over voice communications. This radio callsign may be abbreviated to JAX Center over voice communications, at the discretion of the relevant controller. 1.9 Temporary Altitudes & Scratchpad Entries ZJX En Route controllers shall utilize temporary altitudes for any aircraft assigned an altitude other than their cruise. Scratchpad entries shall be verified clear before initiating a handoff to any facility other than another ZJX En Route position, unless utilized for coordination information. 1.10 Point Outs Point outs shall be achieved in accordance with FAA JO 7110.65. Point outs shall only be achieved by verbal means of communication. The point out feature of VRC is not adequate to be utilized as the sole point out method, unless utilized in conjunction with verbal communications. Not for real world use. 9
1.11 Separation All ZJX En Route controllers shall separate aircraft by no less than five nautical miles in accordance with FAA JO 7110.65. Letters of Agreement with adjacent facilities and ZJX supersede section 1.11 of this document. Not for real world use. 10
1.12 Sector Table Ocala Sector 15 shall be the first low position utilized when all 4 high sectors are already in use. Knemo Sector 51 may be coordinated for use from FL375- ABV by the relevant controllers. Bold/asterisk indicates the designated combined position. Callsign Sector Frequency Voice Channel Airspace High Sectors *JAX_35_CTR TORRY 134.850 JAX35 FL235-ABV JAX_30_CTR NEPTA 124.770 JAX30 FL235-ABV JAX_33_CTR GENEVA 125.050 JAX33 FL235-ABV JAX_66_CTR AIKEN 127.870 JAX66 FL235-ABV Low Sectors *JAX_15_CTR OCALA 133.320 JAX15 SFC-FL235 JAX_13_CTR ASHBURN 134.450 JAX13 SFC-FL235 JAX_10_CTR CRESTVIEW 120.200 JAX10 SFC-FL235 JAX_53_CTR BRUNSWICK 126.750 JAX53 SFC-FL235 JAX_52_CTR METTA 135.050 JAX52 SFC-FL235 Ultra-High Sectors JAX_51_CTR KNEMO 120.120 JAX51 *FL345-ABV Not for real world use. 11
1.13 Sectorization Flow Chart Not for real world use. 12
1.14 Diagrams High 2 Split Not for real world use. 13
Ultra-High Not for real world use. 14
High 3 Split Not for real world use. 15
High 4 Split Not for real world use. 16
Low 3 Split Not for real world use. 17
Low 5 Split Not for real world use. 18
High/Low Split Diagram Not for real world use. 19
2.1 TORRY Combined Chapter 2. TORRY HI (35) Sector Sector 35 TORRY is designated as the combined radar position and shall be utilized prior to all other En Route positions. The primary frequency in use for this sector shall be 134.850MHz. 2.2 Orlando Area Arrivals All aircraft inbound to the Orlando Area on the CWRLD STAR shall receive an initial descent to FL270. Thereafter, a descent to cross LAMMA at 12,000 shall be issued. If Sector 15 OCALA is utilized, the second descent shall be issued by Sector 15 OCALA. This descent clearance should be issued approximately abeam the JAX ATCT complex as well as south of MILIE, but at or north of BEENO, in order to ensure a proper descent profile. All aircraft inbound to the Orlando Area on the BITHO STAR shall receive an initial descent to FL270. Thereafter, a descent to cross LAMMA at 12,000 shall be issued. Aircraft landing at KMLB, KCOF, KCOI airports shall cross LAMMA at 15,000. If Sector 15 OCALA is utilized, the second descent shall be issued by Sector 15 OCALA. All aircraft inbound to the Orlando Area on the CORLL STAR shall receive an initial descent to FL270. Thereafter, a descent to cross OMN at 10,000 shall be issued. If Sector 15 OCALA is utilized, the second descent shall be issued by Sector 15 OCALA. Orlando Area overflow traffic may be cleared direct GRDON and thence via the CWRLD STAR. Additionally, aircraft may be re-routed via HIBAC and thence via the CWRLD STAR. Aircraft being re-routed to HIBAC shall utilize BAHAA AR15 HIBAC CWRLD# in their amended flight plan. Direct HIBAC is not authorized, nor preferable. Aircraft inbound to the Orlando Area may also be re-routed via SAV or direct SHEMP and thence via the BUGGZ STAR. Not for real world use. 20
2.3 Jacksonville Area Arrivals All aircraft inbound to the Jacksonville Area on the POGIE STAR shall be at or below FL270 by CROPY. This descent clearance will be issued by ZMA in accordance with the ZJX/ZMA Letter of Agreement. Thereafter, a descent to cross BASSS at 13,000 shall be issued. If Sector 15 OCALA is utilized, the BASSS descent shall be issued by Sector 15 OCALA. All aircraft inbound to the Jacksonville Area on the QUBEN STAR shall receive a Descend via clearance immediately after the aircraft checks in to the frequency. The descent clearance shall also include the applicable arrival transition. All aircraft inbound to the Jacksonville Area on the LUNNI STAR shall receive a Descend via clearance no later than ESENT. The descent clearance shall also include the applicable arrival transition. All aircraft inbound to the Jacksonville Area on the HOTAR STAR shall receive an initial descent to FL240. Thereafter, a descent to 15,000 shall be issued. If Sector 53 BRUNSWICK is utilized, the second descent shall be issued by Sector 53 BRUNSWICK. 2.4 Daytona Area Arrivals All aircraft inbound to the Daytona Area shall receive an initial descent to FL270. Thereafter, a descent to 12,000 shall be issued. If Sector 15 OCALA is utilized, the second descent shall be issued by Sector 15 OCALA. All aircraft inbound to the Daytona Area from the Jacksonville or Orlando Areas shall remain at or below 11,000 and shall remain with the respective approach position as applicable. Not for real world use. 21
2.5 Charleston Area Arrivals All aircraft inbound to the Charleston Area on the BAGGY STAR shall receive a Descend via clearance no later than SAV. The descent clearance shall also include the applicable arrival transition. Aircraft on the DEQUE transition will already have been given a Descend via clearance by Sector 33 GENEVA prior to initiating a handoff. All aircraft inbound to the Charleston Area on the DDENA STAR shall receive an initial descent to FL240. Thereafter, a descent to 11,000 shall be issued. Aircraft on the DEQUE transition will already have been given an initial descent to FL240 by Sector 33 GENEVA prior to initiating a handoff. If Sector 53 BRUNSWICK is utilized, the second descent shall be issued by Sector 53 BRUNSWICK. 2.6 Savannah Area Arrivals All aircraft inbound to the Savannah Area shall receive an initial descent to FL240. Thereafter, a descent to 11,000 shall be issued. If Sector 53 BRUNSWICK is utilized, the second descent shall be issued by Sector 53 BRUNSWICK. 2.7 Augusta Area Arrivals All aircraft inbound to the Augusta Area on the STUGE STAR from the SAV transition shall receive an initial descent to FL240. Thereafter, a descent to cross SAV at FL180 shall be issued. Thereafter, a descent to cross ALD at 14,000 shall be issued. If Sector 53 BRUNSWICK is utilized, the second and third descents shall be issued by Sector 53 BRUNSWICK. 2.8 Charlotte Area Arrivals All aircraft inbound to the Charlotte Area on the STOCR STAR shall receive a Descend via clearance after crossing SAV, but no later than CHECR. 2.9 Raleigh-Durham Area Arrivals All aircraft inbound to the Raleigh-Durham Area on the MALNR STAR shall receive a Descend via clearance after SAV, but prior to initiating a handoff to the next appropriate sector. Not for real world use. 22
2.10 Atlantic Routes and Oceanic Airways ZJX En Route controllers are advised to be alert towards aircraft traversing AR3, AR5, AR7, AR15, AR16, AR17, AR18, AR19, AR21, AR22, AR23, AR24, G446, M201, and M202. Aircraft traversing these airways are generally inbound or outbound to the Miami Area, or long-range flights towards the Atlantic Ocean. These aircraft tend to step away for extended periods of time and may not respond when it comes time to initiate a handoff to another sector or to UNICOM. If an aircraft becomes unresponsive, simply issue the frequency change via the textual frequency and advise the relevant controller(s) of the aircraft s status. If the aircraft calls back on the frequency later, issue the frequency change to the aircraft again over the voice frequency or via the textual frequency as appropriate. 2.11 Oceanic Holding If the need arises for holding aircraft near the oceanic corridor, a published hold may be utilized at HADWN. Extreme caution should be exercised when holding aircraft at HADWN as this fix is near AR3, G446, and M201. Aircraft with conflicting altitudes and a loss of separation may occur if aircraft within the hold are at the same altitude, or stray outside of the hold s protected area. Not for real world use. 23
3.1 NEPTA Chapter 3. NEPTA HI (30) Sector Sector 30 NEPTA is the sector that primarily handles traffic traversing the Gulf of Mexico. This sector also handles traffic over the Northern Florida Panhandle, and Southeastern Alabama. The primary frequency in use for this sector shall be 124.770MHz. 3.2 Pensacola Area Arrivals All aircraft inbound to the Pensacola Area shall receive an initial descent to FL240. If Sector 10 CRESTVIEW is utilized, further descent shall be handled by Sector 10 CRESTVIEW. It should be noted that the P31 TRACON has varying vertical boundaries. The south side is FL230 and below, while the north side is 10,000 and below. Aircraft inbound to the north side of the P31 TRACON shall receive further descent to 11,000. 3.3 Eglin Area Arrivals All aircraft inbound to the Eglin Area shall receive an initial descent to FL240. If Sector 10 CRESTVIEW is utilized, further descent shall be handled by Sector 10 CRESTVIEW. It should be noted that the Eglin RAPCON has varying vertical boundaries. The south side is FL230 and below, while the north side is 10,000 and below. Aircraft inbound to the north side of the Eglin RAPCON shall receive further descent to 11,000. 3.4 Tyndall Area Arrivals All aircraft inbound to the Tyndall Area shall receive an initial descent to FL240. If Sector 10 CRESTVIEW is utilized, further descent shall be handled by Sector 10 CRESTVIEW. Not for real world use. 24
3.5 Cairns Area Arrivals All aircraft inbound to the Cairns Area shall receive an initial descent to FL240. Thereafter, a descent to 11,000 shall be issued. If Sector 10 CRESTVIEW is utilized, further descent shall be handled by Sector 10 CRESTVIEW. ZJX En Route controllers are advised to be alert towards aircraft inbound to the Cairns Area. This area has multiple heliports and military fields with extensive training airspace, notably Alert Area A-211 as well as Restricted Area R-2103. 3.6 Q100 & Q102 ZJX En Route controllers are advised to be alert towards aircraft traversing Q100 & Q102. These airways are bi-directional. Traffic on these airways are generally inbound or outbound ZMA airspace. However, some aircraft may be inbound to the Orlando Area. If ZMA is offline, aircraft shall receive an initial descent to cross SYKES at or below FL230. Thereafter, a descent to cross ANDRO at 13,000 shall be issued. Deviations right of course between SYKES and ANDRO are not authorized, nor preferable. If the F11 TRACON is utilized, the aircraft shall be handed off to F11. If the F11 TRACON is not utilized, the aircraft shall be handed off to the appropriate En Route position, as applicable. 3.7 Miami West Oceanic Area The Miami West Oceanic Area may be depicted in the ZJX Master file. This area, at this point in time, is not simulated by ZMA. This area shall be included in ZMA domestic airspace and is considered to be covered by radar. ZMA may activate this area as a non-radar area at any time, at the discretion of the ZMA Air Traffic Manager or their designee, without notice to ZJX. Not for real world use. 25
4.1 GENEVA Chapter 4. GENEVA HI (33) Sector Sector 33 GENEVA is by far, the busiest high sector within ZJX. There are many arrivals traversing this sector s airspace which service ZMA Airports, as well as ZJX airports. This sector primarily handles the areas north of Tampa, north and west of Jacksonville, and south of Macon. This sector also handles traffic near the Tallahassee and Valdosta Areas as well. The primary frequency in use for this sector shall be 125.050MHz. 4.2 Orlando Area Arrivals All aircraft inbound to the Orlando Area on the PIGLT STAR shall receive an initial descent to cross HKUNA at FL270. Thereafter, a descent to cross PIGLT at 11,000 shall be issued. If Sector 15 OCALA is utilized, the second descent shall be issued by Sector 15 OCALA. All aircraft inbound to the Orlando Area on the BUGGZ STAR shall receive an initial descent to cross UGENE at FL260. Thereafter, a descent to cross BUGGZ at 12,000 shall be issued. If Sector 15 OCALA is utilized, the second descent shall be issued by Sector 15 OCALA. 4.3 Tampa Area Arrivals (TPA) All aircraft inbound to the Tampa Area on the FOOXX and DARBS STARs shall receive an initial descent to cross LEGGT at FL270. Thereafter, a descent to cross TABIR at 13,000 shall be issued. If Sector 15 OCALA is utilized, the second descent shall be issued by Sector 15 OCALA. All aircraft inbound to the Tampa Area on the DADES and LZARD STARs shall receive an initial descent to cross JAYJA at FL270. Thereafter, a descent to cross OLENE at 13,000 shall be issued. If Sector 15 OCALA is utilized, the second descent shall be issued by Sector 15 OCALA. Not for real world use. 26
4.4 Tampa Area Arrivals (SRQ) Turbojet aircraft inbound to the Tampa Area on the TEEGN STAR shall receive an initial descent to cross LINKN at FL270. Thereafter, a descent to cross TEEGN at 13,000 shall be issued. If Sector 15 OCALA is utilized, the second descent shall be issued by Sector 15 OCALA. Turboprop aircraft inbound to the Tampa Area on the TEEGN STAR shall receive a descent to cross AVTAR at 11,000. If Sector 15 OCALA is utilized, this descent shall be issued by Sector 15 OCALA. All aircraft inbound to the Tampa Area on the TRAPR STAR shall receive an initial descent to cross GNV at FL270. Thereafter, a descent to cross TRAPR at 13,000 shall be issued. If Sector 15 OCALA is utilized, the second descent shall be issued by Sector 15 OCALA. Turbojet aircraft inbound to the Tampa Area on the CLAMP STAR shall receive a descent to cross WALTR at 13,000. If Sector 15 OCALA is utilized, this descent shall be issued by Sector 15 OCALA. Turboprop aircraft inbound to the Tampa Area on the CLAMP STAR shall receive a descent to cross BOATS at 11,000. If Sector 15 OCALA is utilized, this descent shall be issued by Sector 15 OCALA. 4.5 Atlanta Area Arrivals ZJX En Route controllers are advised to be alert towards aircraft inbound to the Atlanta Area. During west operations at Atlanta, the HOBTT and JJEDI STARs shall be used. During east operations at Atlanta, the GNDLF and SITTH STARs shall be used. Aircraft which have filed an incorrect STAR shall have their flight plan amended to include the appropriate STAR, as applicable. All aircraft inbound to the Atlanta Area on the WRGNZ, HOBTT, JJEDI, GNDLF, or SITTH STARs shall cross the ZTL/ZJX Boundary at or below FL340. 4.6 West Palm Beach Area Arrivals All aircraft inbound to the West Palm Beach Area on the WLACE STAR shall receive a descent to cross MOLIE at FL350. If Sector 51 KNEMO is utilized, this descent shall be issued by Sector 51 KNEMO. Not for real world use. 27
4.7 Ft. Myers Area Arrivals All aircraft inbound to the Ft. Myers Area on the SHFTY STAR shall receive a descent to cross INPIN at FL270. All aircraft inbound to the Ft. Myers Area on the TYNEE STAR shall receive a descent to cross OGGER at FL270. All aircraft inbound to the Ft. Myers Area on the JOSFF STAR shall receive a descent to cross HILTI at FL290. All aircraft inbound to the Ft. Myers Area on the JOSFF STAR shall receive a descent to cross PIE at FL270. 4.8 Tallahassee Area Arrivals All aircraft inbound to the Tallahassee Area shall receive an initial descent to FL240. Thereafter, a descent to 11,000 shall be issued. If Sector 13 ASHBURN is utilized, further descent shall be handled by Sector 13 ASHBURN. 4.9 Valdosta Area Arrivals All aircraft inbound to the Valdosta Area shall receive an initial descent to FL240. Thereafter, a descent to 11,000 shall be issued. If Sector 13 ASHBURN is utilized, further descent shall be handled by Sector 13 ASHBURN. Not for real world use. 28
4.10 Jacksonville Area Arrivals All aircraft inbound to the Jacksonville Area on the AMG STAR shall receive an initial descent to FL240. Thereafter, a descent to cross OHDEA at 12,000 shall be issued. If Sector 13 ASHBURN is utilized, this descent shall be issued by Sector 13 ASHBURN. All aircraft inbound to the Jacksonville Area on the MARQO STAR shall receive a Descend via clearance no later than CAPPS. All aircraft inbound to the Jacksonville Area on the OHDEA STAR shall receive a Descend via clearance immediately after the aircraft checks in to the frequency. All aircraft inbound to the Jacksonville Area on the TAY STAR shall receive an initial descent to FL270. Thereafter, a descent to cross MULET at 11,000 shall be issued. If Sector 15 OCALA is utilized, the second descent shall be issued by Sector 15 OCALA. All aircraft inbound to the Jacksonville Area on the TEBOW STAR shall receive an initial descent to FL270. Thereafter, a Descend via clearance shall be issued no later than HILIS. If Sector 15 OCALA is utilized, the second descent shall be issued by Sector 15 OCALA. 4.11 Savannah Area Arrivals All aircraft inbound to the Savannah Area shall receive an initial descent to FL240. Thereafter, a descent to 11,000 shall be issued. If Sector 53 BRUNSWICK is utilized, the second descent shall be issued by Sector 53 BRUNSWICK. 4.12 Charleston Area Arrivals All aircraft inbound to the Charleston Area on the BAGGY STAR shall be issued a Descend via clearance no later than DEQUE. All aircraft inbound to the Charleston Area on the DDENA STAR shall be given an initial descent to FL240. Thereafter, further descent shall be handled by Sector 53 BRUNSWICK or Sector 35 TORRY, whichever is the lower sector in use. Not for real world use. 29
5.1 AIKEN Chapter 5. AIKEN HI (66) Sector Sector 66 AIKEN primarily handles traffic into the Myrtle Beach, Florence, Columbia, and Charleston Areas. This sector also handles traffic into the Charlotte, Augusta, and Raleigh-Durham Areas as well. Sector 66 AIKEN also handles traffic traversing the Atlantic Routes towards the Washington/New York Area. The primary frequency in use for this sector shall be 127.870MHz. 5.2 Charleston Area Arrivals All aircraft inbound to the Charleston Area on the AMYLU, MKNZI, OSPRI, RSRVE, or TRTLS STARs shall receive a Descend via clearance and an arrival transition assignment. All aircraft inbound to the Charleston Area on the BAGGY STAR will already have been given a Descend via clearance and an arrival transition assignment by Sector 35 TORRY. All aircraft inbound to the Charleston Area on the DDENA STAR will already have been given an initial descent to FL240 by Sector 35 TORRY, or Sector 33 Geneva. Sector 35 TORRY is responsible for the secondary descent issuance on the DDENA STAR. All aircraft inbound to the Charleston Area on the GMSTR STAR shall receive an initial descent to cross METTA at or above FL240. Thereafter, a descent to 11,000 shall be issued. If Sector 52 METTA is utilized, the second descent shall be issued by Sector 52 METTA. 5.3 Columbia Area Arrivals All aircraft inbound to the Colombia Area shall receive an initial descent to FL240. Thereafter, a descent to 11,000 shall be issued. If Sector 52 METTA is utilized, aircraft inbound from the North shall receive the second descent from Sector 52 METTA. If Sector 53 BRUNSWICK is utilized, aircraft inbound from the South shall receive the second descent from Sector 53 BRUNSWICK. 5.4 Myrtle Beach Area Arrivals All aircraft inbound to the Myrtle Beach Area shall receive an initial descent to FL240. Thereafter, a descent to 11,000 shall be issued. If Sector 52 METTA is utilized, the second descent shall be issued by Sector 52 METTA. All aircraft inbound to the Myrtle Beach Area from ZDC shall cross the ZJX/ZDC boundary at or below 11,000. Not for real world use. 30
5.5 Florence Area Arrivals All aircraft inbound to the Florence Area shall receive an initial descent to FL240. Thereafter, a descent to 11,000 shall be issued. If Sector 52 METTA is utilized, the second descent shall be issued by Sector 52 METTA. All aircraft inbound to the Florence Area from ZDC or ZTL shall cross the ZJX/ZDC or ZJX/ZTL boundaries at or below 11,000. 5.6 Charlotte Area Arrivals All aircraft inbound to the Charlotte Area on the STOCR STAR shall receive a Descend via clearance from Sector 66 AIKEN. All aircraft inbound to the Charlotte Area on the MLLET STAR from OKNEE shall receive a Descend via clearance from Sector 66 AIKEN. All aircraft on the MLLET STAR from TORQD shall receive a Descend via clearance from ZDC, prior to initiating a handoff to ZJX. All aircraft inbound to the Charlotte Area on the RASLN STAR shall receive an initial descent to FL240. Thereafter, a descent to cross RASLN at the appropriate altitude shall be issued. If Sector 52 METTA is utilized, the second descent shall be issued by Sector 52 METTA. A handoff to ZTL or Charlotte Approach shall be completed prior to the Charlotte Approach boundary. 5.7 Augusta Area Arrivals All aircraft inbound to the Augusta Area on the STWRT STAR from the FLO transition shall receive an initial descent to FL240. Thereafter, a descent to cross STWRT at 11,000 shall be issued. All aircraft inbound to the Augusta Area on the STWRT STAR from the GSO transition will already have been given an initial descent from ZTL to cross LIARS at FL180. If Sector 52 METTA is utilized, the second descent shall be issued by Sector 52 METTA. All aircraft inbound to the Augusta Area on the STUGE STAR from the CHS transition shall receive an initial descent to FL240. Thereafter, a descent to cross CHS at FL180 shall be issued. Thereafter, a descent to cross ALD at 14,000 may be issued. Thereafter, a descent to cross STUGE at 12,000 shall be issued. If Sector 53 BRUNSWICK is utilized, the second and fourth descents shall be issued by Sector 53 BRUNSWICK. The third descent may be issued at the discretion of Sector 53 BRUNSWICK. All aircraft inbound to the Augusta Area on the STUGE STAR from the SAV transition will have already been given an initial descent by Sector 35 TORRY or Sector 53 BRUNSWICK, if Sector 53 BRUNSWICK is utilized. A handoff to ZTL or Augusta Approach shall be completed prior to the Augusta Approach Boundary. Not for real world use. 31
5.8 Greensboro Area Arrivals All aircraft inbound to the Greensboro Area on the BLOCC STAR shall receive an initial descent to cross TENNI at FL210. If Sector 52 METTA is utilized, Sector 66 AIKEN may issue a point out to Sector 52 METTA at the discretion of Sector 66 AIKEN. Sector 66 AIKEN shall have control for descents for all aircraft on the BLOCC STAR from FL210-ABV. A handoff to ZDC shall be completed prior to the ZJX/ZDC Boundary. If ZDC is offline, aircraft shall be handed off to ZTL prior to the ZJX/ZDC Boundary. If ZTL is offline, a handoff to Greensboro Approach is not authorized. 5.9 Raleigh-Durham Area Arrivals All aircraft inbound to the Raleigh-Durham Area on the BUZZY STAR shall receive an initial descent to cross TENNI at FL210. If Sector 52 METTA is utilized, Sector 66 AIKEN may issue a point out to Sector 52 METTA at the discretion of Sector 66 AIKEN. Sector 66 AIKEN has control for descents for aircraft on the BUZZY STAR from FL210-ABV. A handoff to ZDC shall be completed prior to the ZJX/ZDC Boundary. All aircraft inbound to the Raleigh-Durham Area on the MALNR STAR shall receive a Descend via clearance. Sector 66 AIKEN shall have control for descents for all aircraft on MALNR STAR from FL230-ABV. A handoff to ZDC shall be completed prior to the ZJX/ZDC Boundary. If ZDC is offline, a handoff to Raleigh Approach is not authorized. 5.10 Fayetteville Area Arrivals All aircraft inbound to the Fayetteville Area shall receive an initial descent to FL240. Thereafter, a descent to 11,000 shall be issued. If Sector 52 METTA is utilized, the second descent shall be issued by Sector 52 METTA. A handoff shall be completed prior to the ZJX/ZDC Boundary. 5.11 Wilmington Area Arrivals All aircraft inbound to the Wilmington Area shall receive an initial descent to FL240. Thereafter, a descent to 11,000 shall be issued. If Sector 52 METTA is utilized, the second descent shall be issued by Sector 52 METTA. A handoff shall be completed prior to the Wilmington Approach Boundary. Not for real world use. 32
5.12 Atlantic Routes & W-122 ZJX En Route controllers are advised to be alert towards aircraft traversing AR3, AR5, AR7, AR15, AR16, AR17, AR18, AR19, AR21, AR22, AR23, AR24, G446, M201, and M202. Aircraft traversing these airways are generally inbound or outbound to the Miami Area, or long-range flights towards the Atlantic Ocean. These aircraft tend to step away for extended periods of time and may not respond when it comes time to initiate a handoff to another sector or to UNICOM. If an aircraft becomes unresponsive, simply issue the frequency change via the textual frequency and advise the relevant controller(s) of the aircraft s status. If the aircraft calls back on the frequency at a later time, issue the frequency change to the aircraft again over the voice frequency or via the textual frequency as appropriate. Warning Area 122 is under the jurisdiction of ZDC. When W-122 is designated as Active or Hot, the portion of which W-122 protrudes into ZJX airspace shall be delegated to ZDC from SFC-ABV. Not for real world use. 33
6.1 KNEMO Chapter 6. KNEMO UH (51) Sector Sector 51 KNEMO primarily handles En Route traffic vertically from FL350 and above. If traffic levels do not permit this, it may be coordinated with the relevant controllers for Sector 51 KNEMO to control airspace from FL380 and above. Sector 51 KNEMO laterally controls the entirety of what should be considered ZJX En Route Airspace within the confines of the ZJX En Route Boundary. The primary frequency in use for this sector shall be 120.120MHz. 6.2 Adjacent Airspace & Initial Descents Sector 51 KNEMO shall be responsible for initiating descents for aircraft under its control, for those that require descent. Aircraft shall not be descended any lower than FL350 prior to completing a handoff to another ZJX or adjacent airspace sector except as provided in section 7-3 of this document. Sector 51 KNEMO shall be responsible for initiating handoffs to overflights or inbounds to adjacent airspace. All relevant boundary crossing restrictions shall be adhered to when handing off aircraft to adjacent airspace. 6.3 Atlanta Boundary Restrictions Aircraft inbound to KATL or KPDK Airports shall cross the ZJX/ZTL Boundary at or below FL340 and in compliance with the most current ZJX/ZTL Letter of Agreement (LOA) which may be in effect. Sector 51 KNEMO has control for descents for aircraft inbound to the aforementioned airports from FL340- ABV. This applies whether Sector 51 KNEMO is in FL350 or FL380 configuration. Not for real world use. 34
7.1 Shelf Airspace Chapter 7. Shelf Airspace The following diagrams depict the various shelf airspaces relevant to ZJX and ZJX En Route Controllers. Blue areas indicate en route airspace, while Purple areas indicate approach airspace. Not for real world use. 35
Not for real world use. 36
Not for real world use. 37
Not for real world use. 38
Chapter 8. Special Use Airspace 8.1 Restricted and Prohibited Areas The following Restricted and Prohibited Areas are under the jurisdiction of the Jacksonville ARTCC: R-2103A,B R-2901B,E,M *F11 TRACON by LOA with ZMA. R-2903A,B,C,D R-2904A R-2905A,B R-2906 R-2907A,B,C R-2908 R-2910A,B,C,D,E R-2914A,B R-2915A,B,C R-2917 R-2918 R-2919A,B R-2932 R-2933 R-2934 R-2935 R-3005A,B,C,D,E R-3007A,B,C,D R-3008A,B,C,D R-6001A,B R-6002A,B,C P-50 Not for real world use. 39
8.2 Military Operations Areas The following Military Operations Areas are under the jurisdiction of the Jacksonville ARTCC: PALATKA 1,2 MOA MAYPORT LOW, HIGH MOA LIVEOAK MOA TYNDALL B,C,D,E,F,G,H MOA EGLIN A EAST & WEST, B,C,D,F MOA PENSACOLA NORTH, SOUTH MOA ROSE HILL MOA MOODY 2 NORTH & SOUTH MOA MOODY 3 MOA HAWG NORTH & SOUTH MOA SABRE MOA WARHAWK MOA CORSAIR NORTH & SOUTH MOA MUSTANG MOA THUD MOA COASTAL 1 EAST & WEST MOA COASTAL 2,4,5,6,7,8 MOA FORT STEWART B1,B2,C1,C2 MOA BEAUFORT 1,2,3 MOA POINSETT MOA GAMECOCK B,C,D,I MOA Not for real world use. 40
8.3 Warning Areas The following Warning Areas are under the jurisdiction of the Jacksonville ARTCC: W-74 W-135 W-136B,C,E,F W-137A,B,C,D,E,F,L W-138A,B,C,D,E,L W-139A,B,C,D,E W-140A,B,C,D,E,H W-151A,B,C,D,E,F W-155A,B,C W161A,B W177A,B W-470A,B,C,D,F Not for real world use. 41
Chapter 9. Crossing Restrictions 9.1 Internal and Adjacent STAR Restrictions Not for real world use. 42
Chapter 10. Oceanic Procedures 10.1 Oceanic Procedures ZJX is adjacent to two separate non-radar airspaces. Houston Oceanic to the Southwest, and New York Oceanic to the East. ZJX En Route controllers are responsible for ensuring that aircraft entering these non-radar areas shall be squawking 2000. This should be applied regardless of whether oceanic airspace is being staffed. Not for real world use. 43