Boston Consolidated TRACON (A90) Standard Operating Procedures

Boston Consolidated TRACON (A90) Standard Operating Procedures This air traffic control procedural document is provided for virtual air traffic control in the ZBW ARTCC of the VATSIM network only. It is not for real-world ATC use. These procedures are approved for use as defined by the Boston Virtual ARTCC Administration Team only. Version G October 10, 2018 For more information about Boston Virtual ARTCC, visit www.bvartcc.com. bvartcc.com /BVARTCC @BVARTCC

Version Log & Changes from Previous Version Changes from the previous three versions are listed at the top of every SOP. Changes within the document are emphasized with a vertical blackline beside changed text. Version G December 6, 2018 Adds ZBW control on contact for BOS departures that was inadvertently removed from an earlier version Page 32 Version F October 10, 2018 Adds definition of NLJA Page 12 Version E September 25, 2018 Clarifies that ZBW will descend via for the primary arrival runway Requires Runway 27 be used for all JFUND arrivals in the 27/22 configuration until the Runway 27 final extends beyond 15 miles Page 8 Page 10 BVA Boston Consolidated TRACON Standard Operating Procedures Page 1

Chapter 1: Introduction 1.1 Purpose This SOP prescribes facility-specific procedures for the Boston Consolidated TRACON (A90). It is intended to be used in conjunction with the Boston, Manchester, and Cape Area Airports SOPs, which contain information about runway configurations and releases pertinent to both Tower and Approach controllers. 1.2 Table of Contents Version Log & Changes from Previous Version... 1 Chapter 1: Introduction... 2 Chapter 2: Boston Consolidated TRACON (A90)... 4 Chapter 3: Boston Area... 6 Chapter 4: Manchester Area... 15 Chapter 5: Nantucket Area... 18 Chapter 6: Inter-Area Coordination Procedures... 30 Chapter 7: Adjacent Facility Coordination... 32 Chapter 8: Appendices... 37 BVA Boston Consolidated TRACON Standard Operating Procedures Page 2

1.3 Common Frequencies Identifier Position Frequency VOX Channel Note(s) BOS_APP Approach 133.00 A90_133.000 1 MHT_APP Fitzy 124.90 A90_124.900 1 ACK_APP Hyannis Radar 118.20 A90_118.200 1 BOS_DEP Initial Departure 133.00 A90_133.000 4 BOS_N_APP Rockport 118.25 A90_118.250 BOS_S_APP Plymouth 120.60 A90_120.600 2, 4 BOS_B_APP Bedford 124.40 A90_124.400 4, 5, 6 BOS_A_APP Lincoln 127.20 A90_127.200 4, 5 BOS_L_APP Lynch 124.10 A90_124.100 4, 5, 6 BOS_F_APP Final 126.50 A90_126.500 1, 3, 4 BOS_F1_APP Final One 126.50 A90_126.500 3, 4 BOS_F2_APP Final Two 119.65 A90_119.650 3, 4 MHT_E_APP East 125.05 A90_125.050 4 ACK_A_APP Nantucket Arrival Radar (ACKAR) 124.05 A90_124.050 4 ACK_A_DEP Nantucket Departure Radar (ACKDE) 126.10 A90_126.100 4 ACK_I_APP High Arrival 133.75 A90_133.750 4 ACK_O_APP Otis Radar 126.30 A90_126.300 4 ACK_V_APP Martha s Vineyard Radar 119.70 A90_119.700 4 1. To be used when positions are combined 2. The _S_ callsign designator is typically used for a student. If there is a split and a student is working South, use BOS_SS_APP 3. Final Approach Sector 4. Rarely used except for events 5. Not to be used unless both Rockport and Plymouth are being used 6. Often used for satellite airports BVA Boston Consolidated TRACON Standard Operating Procedures Page 3

Chapter 2: Boston Consolidated TRACON (A90) 2.1 Airspace a. A90 airspace is divided into three distinct areas, each of which shall be operated separately: (1) MHT (2) BOS (3) ACK b. The consolidated airspace is roughly 40nm around the BOS VOR to a height of 14,000 feet, roughly 20nm around MHT VOR to a height of 10,000 feet, and over Cape Cod to a height of 10,000 feet. A90 serves Boston (BOS), Manchester (MHT), Nantucket (ACK), Martha s Vineyard (MVY), Hyannis (HYA), and the surrounding areas. 2.2 Certification Requirements a. Controllers operating positions within A90 shall be certified as follows: 1. MHT Area or ACK Area Only Class C Approach 2. BOS Area Only Class B Approach (Off Peak or Full Certification) b. Controllers operating the MHT Area shall login using the callsign MHT_APP on 124.90 and identify as Boston. c. Controllers operating the ACK Area shall login using the callsign ACK_APP on 118.20 and identify as Boston. d. Class C Approach controllers are not permitted to control any traffic within the BOS Area, even when the BOS Area is offline. e. Controllers working the Boston Area only may permit an aircraft flying PRP VFR 4, 5, or 6 to complete the flight entirely within Boston Area airports. BVA Boston Consolidated TRACON Standard Operating Procedures Page 4

2.3 General a. The designated area for fuel dumping is the Pease VOR/DME 110 radial, 20-30 DME. Altitude must be assigned as needed. b. Departures c. Arrivals 1. Receipt of altitude upon initial contact is required. If the aircraft does not report the altitude, confirm the altitude with the pilot: say altitude leaving. (Then,) radar contact. 2. Once altitude is confirmed, radar identify each IFR aircraft. 3. Once radar identified, issue appropriate headings and altitudes as prescribed in the relevant section of this chapter. 4. In general, issue a higher altitude as soon as possible, provided it is safe to do so. Climb aircraft your ceiling altitude, or the aircraft s filed altitude, whichever is lower. 1. Initial contact: (a) If required, confirm aircraft given descend via clearances check in with: (1) Current altitude (2) Descending via, and the name of the procedure, and the runway (b) Issue the following information to all aircraft: (1) ATIS (2) Altimeter (3) Approach to expect 2. When vectoring from parallel downwinds for either single or parallel runways, aircraft on opposing base legs must be assigned altitudes that ensure vertical separation unless other approved separation has been applied. This ensures approved separation in the event of an overshoot or late turn-on to final. 3. Set the upper and lower (where applicable) altitude filter limits to encompass at least 1,000 MSL above and below the altitudes for which you are responsible. BVA Boston Consolidated TRACON Standard Operating Procedures Page 5

Chapter 3: Boston Area 3.1 Airspace 1. BOS_APP has control for VFR aircraft passing through Class D airspace at BVY, OWD, and BED at 2,500 and above. There is no requirement to coordinate these aircraft with the appropriate TWR. However, as the radar controller, BOS_APP shall provide traffic information to the aircraft and, as required, TWR. BVA Boston Consolidated TRACON Standard Operating Procedures Page 6

3.2 Runway Configurations and IFR Releases a. See the Boston ATCT SOP for information about available runway configurations, airport/runway restrictions, and IFR releases. 3.3 IFR Departures a. vstars controllers: 1. vstars will automatically insert a scratchpad for tracked departures 2. As shown in the image below, the scratchpad will consist of: (a) A letter representing the exit fix or gate (see Section 8.1) (b) Three numbers representing the aircraft s cruise altitude, in hundreds of feet Exit Fix: HYLND or MHT 3. The vstars scratchpad will be automatically cleared during a handoff to CTR b. When working top-down, IFR departures shall initially be cleared to the lowest of the following altitudes, provided no conflicting traffic exists: 1. For all non-jet departures: 12,000 2. For all turbojet departures: 14,000 Requested final cruise: 36,000 3. Controllers must be aware of crossing traffic. To avoid a conflict, it is recommended departures are initially restricted as follows until no arrival traffic will conflict: (a) For the following configurations 33/27, 33/33, 33+32/27, 27/33, 27/27, or 27+32/33: 6,000 for jet departures through the SR sector (b) For the following configurations 33/27, 33/33, 33+32/27, 27/33, 27/27, or 27+32/33: 6,000 for non-turbojet departures through the SM sector (c) For the following configurations: 4/9, 4/4: 8,000 for jet departures through the SR sector c. Except for emergencies, to maintain separation, or to meet turbojet noise abatement profile requirements, departures may not be vectored from a BOS_TWR-assigned heading until the departing aircraft exits BOS_TWR delegated airspace. BVA Boston Consolidated TRACON Standard Operating Procedures Page 7

d. IFR turbojet departures requiring vectors must be above 6,000 prior to crossing the coastline. e. Initiate automated handoff to Center when the aircraft reaches 5,000. f. Initiate communications transfer to Center when the aircraft reaches 9,000. 3.1 IFR Arrivals a. Aircraft should be handed off to Approach just prior to (within 20NM of) the A90 sector boundary, and at altitudes and/or with descent instructions as depicted on the STARs, unless prior coordination between Center and Approach controllers waives such restrictions. Aircraft not flying a STAR will be handed off just prior to (within 20NM of) the A90 sector boundary. b. If traffic is light, and there is no immediate concern for safety or separation, speed restrictions can be waived with prior coordination between Center and Approach controllers. c. Aircraft landing Runway 4R and cleared by ZBW for the ROBUC arrival may be instructed to join the Runway 4R localizer at GOSHI and subsequently cleared for the ILS approach. These aircraft may also be vectored to join the localizer. d. Aircraft will be descended by ZBW as follows: STAR / Route Type Location Instruction Remark Coordination Landing MHT POPPP Any POPPP 9,000 Temp Alt 090 ROZZE Turbojet ALB Descend via Temp Alt 111 DCT MHT Any Border AOB 7,000, descending to 5,000 Landing BED Cruise Alt 050 DREEM Any GASSE 5,000 Temp Alt 050 BLATT (ORW Trans) AOB 11,000 GRAYM Any DVANY (HFD Trans) AOB 11,000 Temp Alt 050 ZELKA Turbojet or Turboprop GASSE (All) 5,000 ALB Descend via Temp Alt 111 BVA Boston Consolidated TRACON Standard Operating Procedures Page 8

STAR / Route Type Location Instruction Remark Coordination Landing BOS and Applicable Satellites CON TOMIE LWM BOS Any CON 11,000 Cruise Alt 110 GDM GDM-15 Turbojet LOBBY 11,000 Non-Jet LOBBY 9,000 Turbojet LOBBY 8,000 Landing Runway 15 Non-Jet LOBBY 7,000 All a/c 5nm in-trail Temp Alt crossing Restriction JFUND Turbojet ALB Descend via Temp Alt 111 ORW ORW-4 Turbojet KRANN PVD 11,000 270 KIAS 11,000 250 KIAS Temp Alt 110 ORW-15 Turbojet PVD 11,000 ROBUC Turbojet Before FEXXX Descend via Issue direct ROBUC or PROVI if traffic permits Temp Alt 111 JEWIT 11,000 250- KIAS Temp Alt 110 WOONS Non-Jet 7,000 Landing BOS WOONS 3,000 Landing OWD, 1B9, GHG Temp Alt 070 OOSHN Turbojet AJJAY or ENE Descend via Temp Alt 111 DCT SCUPP Any SCUPP 11,000 250 KIAS if landing Runway 27 Temp Alt 110 ENE PSM STEVO Any ENE 11,000 Temp Alt 110 e. For descend via arrivals, ZBW shall assign aircraft the primary landing runway. Once a landing runway is assigned, if the runway is subsequently changed, A90 must vector the arriving aircraft to the new runway. Changing a runway transition is not authorized. f. Communications transfer from ZBW shall occur between 10 and 30nm from the lateral boundary of A90 airspace. g. BOS_APP must transfer communication of BOS arrivals to BOS_TWR prior to the aircraft entering BOS ATCT airspace, and before crossing the FAF. BVA Boston Consolidated TRACON Standard Operating Procedures Page 9

3.2 Special Configurations: a. ILS Runway 15R Visual Approach Runway 4L b. LAHSO 1. Used for non-jet and Cape Air arrivals when conditions preclude the use of Visual Approach Runway 4L. 2. Advise aircraft to expect Visual Approach Left Traffic Runway 4L. 3. Enter LV4 into the scratchpad. 4. Transfer control of aircraft to BOS_TWR approximately 6-8nm from the airport. 1. Jet arrivals via GDM/JFUND must be assigned Runway 27 unless the Runway 27 final will become extended beyond 15 miles, in which case Runway 22L (land and hold short) may be used to reduce delays. Non-jet arrivals may be assigned Runway 22L to hold short of Runway 27 at any time. 2. Advise aircraft on initial contact to Expect (approach) Runway 22L to hold short of Runway 27 or Expect (approach) Runway 15R to hold short of Runway 9. 3. If using vstars, enable CRDA in tie mode. The land and hold short arrival shall be vectored at or behind the ghost target, achieving separation as follows: (a) 3nm at the landing threshold for Runway 27 arrivals behind Runway 22L (b) 4nm at the landing threshold for Runway 22L arrivals behind Runway 27 c. Nocturnal Operations during light traffic conditions between 11pm and 6:30am: 1. IFR aircraft must be vectored for a standard instrument approach or vectored no less than 5nm from the assigned runway for a straight-in visual approach. 2. Aircraft must maintain above 3,000 MSL until passing the BOS 10 DME. 3. When Runway 33L is in use, the preferred approach procedure is the Light Visual Runway 33L (scratchpad entry LVA ). 4. RNAV Visual Approaches are available for jetblue aircraft only on Runways 4L and 33L. These approaches may be assigned at the request of the pilot. 5. The Runway 33L RNAV visual approach begins at MISTK (7,000 ) or MYNOT (4,000 ). 6. The Runway 4L RNAV visual approach begins at HOCCY (3,000 ) and should only be used for ORW/PROVI arrivals. BVA Boston Consolidated TRACON Standard Operating Procedures Page 10

7. JBU931, proceed direct HOCCY, cross HOCCY at or above 3,000, cleared RNAV Visual Runway 4L Approach. 8. Go arounds are assigned runway heading and 3,000 by BOS_TWR unless otherwise coordinated. These aircraft are generally climbed to 4,000 by BOS_DEP, and then revectored for the approach. 9. Departure releases are valid for all aircraft departing the primary departure runway, but the top altitude shall be changed to 3,000 by BOS_TWR until departures are released by BOS_DEP. 10. BOS_DEP must release all departures for aircraft with a top altitude of 5,000. 3.3 Vector Patterns a. Most jet vectoring is along the relevant RNAV track for the aircraft (i.e., jet aircraft departures via LOGAN# should be vectored along the applicable RNAV departure; jet arrivals should be vectored and descended per the RNAV track). b. The controller may begin vectors to final prior to the end of the runway transition if it is operationally advantageous. If the controller does not initiate vectors prior to the final fix on the runway transition, the aircraft will continue on the indicated track and await vectors to final. If the arrival procedure instructs aircraft to expect vectors prior to a specific fix (e.g. WOONS), initiate vectors before the aircraft crosses that fix. c. Non-jet aircraft emit less noise and therefore can be given more direct headings and routes on course and to the airport. The objective is to keep the slower non-jet out of the way of the fast-moving traffic as much as possible. d. Jet aircraft weighing less than 75,000 pounds maximum takeoff weight may be vectored along existing turboprop arrival routes (i.e., over the city) to Runway 22L and Runway 4L. e. Go around aircraft are usually assigned 3,000 and runway heading by BOS_TWR. However, TWR has the discretion to assign alternate instructions. Regardless of the instruction given, TWR will coordinate the heading/altitude for all departures with APP. The A90 controller(s) will determine the most operationally efficient method of resequencing the go around. 3.4 BED Operations a. A90 is required to coordinate with BOS_TWR prior to commencing instrument approaches to Runway 29 at BED. b. For Runway 29, IFR turbojet departures and all aircraft departing to the south shall be assigned heading 250 for noise abatement. BVA Boston Consolidated TRACON Standard Operating Procedures Page 11

3.5 Splits a. When more than one sector of A90 is staffed, refer to Chapter 8: Appendices to determine airspace delegation. Typically, four positions will be staffed, with the following consolidation: 1. BOS_DEP (ID+SL) 2. BOS_N_APP (SB+SR) 3. BOS_S_APP (AL+SM) 4. BOS_F_APP (F1+F2) b. Controllers shall identify their position based on the aircraft s phase of flight (i.e., BOS_S_APP would be Boston Departure when talking to a CELTK departure; BOS_DEP would be Boston Approach when handling an inbound aircraft). c. When A90 will be split, controllers, the CIC, and the Events Coordinator (as appropriate) will determine the optimal airspace split. For example, in a JFUND-heavy event, it may make sense for BOS_N_APP to run only SR, and have SM, AL, and SM consolidated at BOS_S_APP. Similarly, if the MHT area is not staffed, a determination will need to be made as to which controller will handle that sector. These are discussion items that should be identified prior to splitting A90. d. Departures: 1. BOS_DEP must transfer aircraft to the appropriate sector climbing to the highest altitude within ID delegated airspace or a lower altitude as requested by the pilot. In most cases, this will be lower than the usual 12,000 or 14,000 altitudes. The airspace delegated to ID may be found in Appendix 8. Some common examples include: (a) In the 33/27, 33/33, 33+32/27, 27/33, 27/27, or 27+32/33 configurations: (1) BOS jet departures that will enter SR are delivered from ID climbing to 6,000. SR has control for climb on contact. (2) BOS prop departures entering the SM sector are delivered from ID climbing to 6,000. SM has control for climb on contact. BVA Boston Consolidated TRACON Standard Operating Procedures Page 12

e. Arrivals: (b) In the 4/9 configuration: (1) BOS jet departures on the HYLND or LBSTA departures are delivered from ID climbing to 8,000. SR has control for climb on contact. If ID is able to verify no conflict exists with arrival traffic, ID may climb these aircraft directly to 14,000 prior to handing off to SR. 2. ID shall hand off aircraft as follows: (a) HYLND and LBSTA departures shall be transferred to SR. (b) BRUWN, CELTK, and SSOXS departures shall be transferred to SM. (c) BLZZR, PATSS, and REVSS departures shall be transferred to ZBW. 1. BOS arrivals must be handed off to F1/F2 at 210 knots unless otherwise coordinated. 2. Turboprop A90 arrival routes may be used with jet aircraft weighing less than 75,000 lbs. maximum takeoff weight for Runway 22L and 4L: (a) Runway 4L: SR vectors aircraft from JFUND to merge into the 4L turboprop flow. These aircraft shall be delivered to F1/F2 at 5,000. (b) Runway 22L: SM vectors aircraft from ROBUC# to merge into the 22L turboprop flow (i.e., right downwind for 22L). SM will vector aircraft to enter SL/ID in the vicinity of OWD descending to 8,000. SL/ID will deliver NLJA 1 to F1/F2 at 5,000. SL/ID will have control for: (1) Turns 30 either side of track within 5nm of the SM/SL border. (2) Speed reduction to 210 knots. (3) Control for descent to 5,000. (c) SL/ID will deliver NLJA to F1/F2 at 5,000. 1 NLJA: Non-Large Jet Aircraft, jet aircraft that have a gross takeoff weight of 50,000 lbs. or less. Most commonly, these aircraft are unable to maintain 250 KIAS below 10,000, and thus are provided a different arrival route than larger, faster aircraft. BVA Boston Consolidated TRACON Standard Operating Procedures Page 13

f. Control on Contact: 1. Turns up to 30 5 NM prior to the common boundary. SR and SM have control for turns in excess of 30 to adjust ID-delivered aircraft to conform to sector flows. 2. F1/F2 has control for descent in the following configurations (all aircraft may not be descended lower than the airspace of the sector they are in): (a) 27/22 for SR arrivals via GDM assigned RWY 22L, and for SM arrivals assigned RWY 27. (b) 22/22 for SR arrivals via GDM. (c) 27/32 For SM arrivals assigned RWY 27. (d) 27/27 For SM arrivals. BVA Boston Consolidated TRACON Standard Operating Procedures Page 14

Chapter 4: Manchester Area 4.1 Airspace BVA Boston Consolidated TRACON Standard Operating Procedures Page 15

4.2 IFR Departures a. Turbojet departures from Runway 17 must be instructed to turn right to heading 220 or greater for noise abatement, unless operational requirements dictate otherwise. b. Turbojet departures from Runway 35 must fly runway heading until leaving 3,000 MSL. c. Turbojet departures from Runway 6 must turn left heading 040 and turn on course leaving 3,000 MSL. d. Departures on the PPORT SID will have RMY inserted into the scratchpad automatically by vstars (representing RAYMY on the SID). Other departures will have their initial fix (VOR) inserted into the scratchpad. 4.3 IFR Arrivals a. Aircraft shall be vectored for a standard instrument approach, or vectored to a position outside of the FAF, for a straight-in visual approach. BVA Boston Consolidated TRACON Standard Operating Procedures Page 16

4.4 Splits a. The airspace may be split as follows: BVA Boston Consolidated TRACON Standard Operating Procedures Page 17

Chapter 5: Nantucket Area 5.1 Airspace BVA Boston Consolidated TRACON Standard Operating Procedures Page 18

5.2 IFR Departures: a. Departing aircraft shall be cleared onto their filed routing as soon as practical, with consideration for noise abatement. In general, try to avoid vectoring aircraft to cross shorelines below 2,000. b. Climb departing aircraft to 10,000,lower requested altitude or sector airspace limit, whichever is lowest. c. Initiate an automated handoff to the appropriate ZBW sector upon the departure being cleared on course and ensured free of traffic conflicts. d. Issue transfer of radio communications to the appropriate ZBW sector upon passing 6,000-7,000, or within 10nm of the APP/CTR boundary, as appropriate. e. Departures from MVY, ACK, HYA, PVC, and FMH will have their first fix entered into the scratchpad automatically with vstars. If the VOR is the same as an airport, there will be a different code (MVY will be MAR, an aircraft filed over PVD will have PRV, etc.). 5.3 IFR Arrivals: a. Unless otherwise coordinated, issue approach clearances for the approach advertised on the ATIS. b. Initiate communications transfer no greater than 12nm, and no less than 7nm, from the airport. c. Issue the Cape Altimeter (based on current KACK setting) to all aircraft. This is a merged altimeter that ensures consistent settings for all ACK aircraft. d. For aircraft landing at an airport with an online TWR, TWR shall issue the altimeter upon initial contact. e. For all other aircraft, issue the airport altimeter with the approach or landing clearance. 5.4 VFR Practice Approaches: a. All VFR aircraft requesting practice instrument approaches to ACK airports (ACK, FMH, HYA, CQX, MVY) shall be provided standard separation between other aircraft executing practice approaches and all IFR aircraft. BVA Boston Consolidated TRACON Standard Operating Procedures Page 19

5.5 Splits a. Intrafacility radar controllers may assume control for turns up to 30 degrees either side of track upon completion of a radar handoff and frequency change, and control for descent when aircraft are within 5nm of the sector boundary. b. The flows below are optional and may be modified with the agreement of adjacent controllers. c. All sectors will always be on either a northeast or southwest flow. The airspace and procedures are based on each flow. The flows are shown below, followed by specific responsibilities from each sector. d. Northeast Flow: 1. Sectors: BVA Boston Consolidated TRACON Standard Operating Procedures Page 20

2. Video Map BVA Boston Consolidated TRACON Standard Operating Procedures Page 21

e. Southwest Flow 1. Sectors: BVA Boston Consolidated TRACON Standard Operating Procedures Page 22

2. Video Map: BVA Boston Consolidated TRACON Standard Operating Procedures Page 23

f. Hyannis Radar (118.20) 1. Frequency: (a) When consolidated or operating HYA radar, the ACK sector of Boston Approach uses frequency 118.20. (b) The voice channel will be: A90_118.200. 2. This sector is responsible for departures from HYA, as well as CQX, 2B1, 5B6, PYM, PVC and FMH. Instrument approaches to PYM require coordination with the Boston area and Providence TRACON. ACK shall be consolidated onto this frequency. 3. Intrafacility Coordination: (a) In a northeast flow: (1) Transfer ACK arrivals departing HYA area to Nantucket Arrival Radar at 3,000 on a vector to emulate the LFV210 radial, or through Area H (see Appendix). (2) Transfer MVY arrivals departing HYA area to MVY Radar at 3,000 on radar vectors or direct MVY. (b) In a southwest flow: (1) Transfer ACK arrivals departing HYA area to Nantucket Arrival Radar at 2,000 on a vector through the ACK North Arrival Gate (see Appendix). (2) Transfer MVY arrivals departing HYA area to MVY Radar at 2,000 on radar vectors or direct MVY. BVA Boston Consolidated TRACON Standard Operating Procedures Page 24

g. Otis Radar (126.300) 1. Frequency: (a) When operating Otis Radar, use frequency 126.300. (b) The voice channel will be: A90_126.300. 2. This sector is responsible for higher altitude aircraft operating within the northern ACK area, including initial descent and sequencing for arrivals into Cape Airports, Boston and Providence TRACONs. 3. Intrafacility Coordination: (a) All ACK area airport arrivals (except ACK) should be transferred to the appropriate arrival sector at or descending to 4,000 on radar vectors or cleared direct. (b) All Nantucket arrivals should be on a vector through the Nantucket North Arrival Gate at 5,000 (see Appendix) (c) Aircraft destined to a Boston Area satellite airport via FREDO should be delivered to Boston Area at 4,000. These aircraft may be given direct destination without coordination. (d) Aircraft destined to Boston (KBOS) via FREDO should be delivered to the Boston Area at 4,000, 6,000, or 8,000. Aircraft landing BOS shall not be assigned 8,000 when Boston is landing Runway 33L/R. These aircraft may be given direct destination without coordination. (e) Aircraft destined to Providence or Providence TRACON satellites should be delivered via radar vectors or direct at an even altitude at or above 4,000. BVA Boston Consolidated TRACON Standard Operating Procedures Page 25

h. Martha s Vineyard Arrival Radar (119.700) 1. Frequency: (a) When operating MVY Arrival radar, use frequency 119.700. (b) The voice channel will be: A90_119.700. 2. This sector is responsible for establishing the IFR arrival sequence and controls departures for Martha s Vineyard (MVY), and Katama (1B2) airports. 3. Intrafacility Coordination: (a) In a northeast flow: (1) Transfer ACK arrivals to ACK AR at 4,000 on a vector through the ACK South Arrival Gate (see Appendix). (2) Transfer HYA area arrivals to Hyannis Radar at 2,000 on a vector. (b) In a southeast flow: (1) Transfer ACK arrivals to ACK AR at 4,000 on a vector through the ACK West Arrival Gate. (2) Transfer HYA area arrivals to Hyannis Arrival Radar at 3,000, direct or on a vector. (3) Transfer aircraft landing Block Island (BID) to Providence TRACON at 4,000. BVA Boston Consolidated TRACON Standard Operating Procedures Page 26

i. High Arrival Radar (133.750) 1. Frequency: (a) When operating High Arrival radar, use frequency 133.750. (b) The voice channel will be: A90_133.750. 2. This sector is responsible for higher altitude aircraft operating within southwestern ACK area, including initial descent and sequencing for arrivals into ACK area and Providence TRACON. 3. Intrafacility Coordination: (a) All ACK area arrivals (except ACK) should be transferred to the appropriate arrival sector at or descending to 5,000 on radar vectors or cleared direct. (b) If the northeast flow is in use, transfer ACK arrivals to Nantucket Arrival Radar at 5,000 or 7,000 on a vector through the ACK South Arrival Gate. (c) If the southwest flow is in use, transfer ACK arrivals to Nantucket Arrival Radar at 5,000 or 7,000 on a vector through the ACK West Arrival Gate. (d) Transfer all aircraft landing Providence or Providence TRACON satellites to Providence TRACON via radar vectors or direct at 6,000, 8,000 or 10,000. BVA Boston Consolidated TRACON Standard Operating Procedures Page 27

j. Nantucket Departure Radar (ACKDE) (126.100) 1. Frequency: (a) When operating Nantucket Departure Radar, use frequency 126.100. (b) The voice channel will be: A90_126.100. 2. This sector is responsible for departures from Nantucket (ACK), as well as occasionally handling arrivals. 3. Intrafacility Coordination: (a) In a northeast flow: (1) Transfer HYA area arrivals to Hyannis Arrival Radar at 2,000 established on the ACK325R or similar track. (2) Transfer ACK area arrivals to Nantucket Arrival Radar at 5,000 on radar vectors to the south downwind. (b) In a southwest flow: (1) Transfer HYA area arrivals to Hyannis Arrival Radar at 3,000 established on the LFV200R or similar track. (2) Transfer ACK area arrivals to Nantucket Arrival Radar at 4,000, 5,000 or 7,000, on radar vectors through the ACK East Arrival Gate. (c) If HYA is landing runway 15, transfer HYA arrivals to Hyannis Arrival Radar at 3,000 established on the ACK340R or similar track. (d) Transfer MVY area arrivals to Martha s Vineyard Radar direct the destination at 2,000. BVA Boston Consolidated TRACON Standard Operating Procedures Page 28

k. Nantucket Arrival Radar (ACKAR) (124.050) a. Frequency: 1. When operating Nantucket Arrival Radar, use 124.050. 2. The voice channel will be: A90_124.050. b. This sector is responsible for sequencing and instrument approach clearances for aircraft landing Nantucket Memorial Airport. c. Intrafacility Coordination: 1. Normally, other sectors will not sequence ACK arrival traffic (i.e., you may simultaneously get traffic through the North and South gates). If sequencing between flows is required, coordinate with the appropriate sectors. BVA Boston Consolidated TRACON Standard Operating Procedures Page 29

Chapter 6: Inter-Area Coordination Procedures 6.1 Inter-Area Coordination Procedures BOS and MHT a. Control on Contact: 1. For turns 30 degrees either side of track. b. BOS to MHT: 1. Aircraft departing BOS climbing above 10,000 that will not clear the MHT area may be handed off to the MHT area prior to contacting ZBW. In this case, aircraft may be assigned 10,000. 2. Aircraft departing satellite airports landing MHT shall be cleared direct to the MHT VOR and handed off at 3,000 MSL. Aircraft departing BOS landing MHT must be routed direct MHT VOR and delivered at 4,000 MSL. c. MHT to BOS: 1. Aircraft landing BOS via LWM VOR/DME direct BOS VOR/DME shall cross the common boundary level at 6,000 MSL. All aircraft must be vectored in-trail and all potential conflicts must be resolved prior to communications transfer. BVA Boston Consolidated TRACON Standard Operating Procedures Page 30

6.2 Inter-Area Coordination Procedures BOS and ACK a. Control on contact: 1. For turns 30 degrees either side of track. b. ACK to BOS: 1. Traffic inbound to BOS shall be delivered at or below 8,000. 2. Traffic inbound to BOS satellite fields shall be delivered at 4,000. c. BOS to ACK: 1. Traffic inbound PVC shall be on radar vectors direct at 3,000 ; ACK has control for turns and descent on contact. 2. Traffic inbound to MVY shall be handed off at or below 7,000. BVA Boston Consolidated TRACON Standard Operating Procedures Page 31

Chapter 7: Adjacent Facility Coordination a. BOS and Y90: 1. Control on contact: (a) For turns 30 degrees either side of track. 2. GLYDE V270 CTR and GLYDE V292 BAF aircraft can be cleared direct CTR or BAF provided the traffic will enter Y90 over or south of DREEM. 3. Y90 must coordinate with BOS for approaches to Hopedale (1B6). 4. BOS has control for descent to 4,000 for Bedford Sector arrival traffic after the traffic has passed DREEM. 5. Delegated Airspace: BVA Boston Consolidated TRACON Standard Operating Procedures Page 32

b. BOS and PVD: 1. Control on contact: 2. PVD shall: 3. BOS shall: (a) For turns up to 30 degrees either side of track. (b) For BOS, to descend traffic landing BOS to 6,000 and control to turn these aircraft to the right 30 degrees or to the left to heading 360, after passing WOONS intersection. (a) Handoff BOS jet arrivals to the appropriate BOS_APP sector no less than 5nm from the border at 5,000 7,000 or as previously coordinated. (b) When approaches to Runway 23 are in use, use caution to assure that any aircraft being vectored remain at least 1.5nm from the airspace border. (a) Transfer control of aircraft landing PVD cleared or vectored direct PVD at 4,000. (b) Coordinate with PVD_APP when Runway 4R is active at BOS to activate Area 4R, allowing BOS arrivals to be descended through the PVD/A90 shelf to an altitude no lower than 6,000. 4. Delegated Airspace: (a) During standard operations, the airspace is split as shown below. PVD_APP can request control of Area 23 SFC-040 from BOS. BVA Boston Consolidated TRACON Standard Operating Procedures Page 33

c. ACK and PVD 1. Control on contact: (a) For turns up to 30 degrees either side of track, except traffic at or above 5,000 may not be descended below 5,000. (b) ACK shall handoff arrivals requesting an instrument approach to PVD via direct FFF (Plymouth NDB) at or below 3,000. (c) Traffic inbound EWB shall be handed off at or below 3,000. (d) Workload permitting, handoff EWB arrival traffic on a 10nm base leg for the landing runway. (e) Traffic overflying KPVD ATCT airspace shall be at or above 6,000, excluding V374 traffic. 2. PYM Arrival Procedures (a) PVD has responsibility for all instrument approaches at KPYM. (b) ACK may issue visual approaches to aircraft originating within ACK airspace provided aircraft will remain clear of PVD airspace. (c) A point-out must be approved before the approach clearance and after IFR cancellation. (d) PVD will issue all instrument approach clearances. (e) PVD shall verbally coordinate all PYM arrivals prior to issuing an approach clearance. (f) PVD shall issue 118.2 (or if, Martha's Vineyard Radar is staffed, 133.75) as a missed approach or IFR cancellation frequency. BVA Boston Consolidated TRACON Standard Operating Procedures Page 34

3. Delegated Airspace: d. MHT and PWM ATCT: 1. Control on contact: 2. MHT shall: 3. PWM shall: (a) Receiving facility has control for turns up to 40 degrees either side of track within 10 nm of the facility s area of jurisdiction. (b) MHT has control for descents within 10nm of the common boundary for PSM arrivals. (c) PWM has control for descent within 10nm of the common boundary for PWM and SFM arrivals. (a) Coordinate all SFM Runway 7 arrivals and all LCI Runway 26 approaches with PWM. (a) Coordinate all SFM Runway 25 departures flight planned into A90 s airspace prior to release. BVA Boston Consolidated TRACON Standard Operating Procedures Page 35

f. BOS and ZBW: (1) Control on contact: (a). BOS for arrivals up to 40 degrees either side of track within 10nm of the airspace boundary, except as described below. (i). JFUND arrivals: BOS for turns 40 degrees either side of track after passing JFUND. g. MHT and ZBW (ii). ROBUC arrivals landing Runway 4R/15R: BOS for turns and descent within the lateral confines of Area 4R. (iii). OOSHN/SCUPP arrivals: BOS for descent and turns between BOS R-065 clockwise to the BOS R-114 radial. (b). ZBW for turns at or above 6,000 MSL except departures via HYLND, LBSTA, PATSS, BLZZR, and REVSS must remain on A90-assigned routing until passing the shoreline. Once past the shoreline, ZBW has control for turns not to exceed 40 degrees. (1) Control on contact: (a). MHT for turns and descents within 10 miles of the TRACON boundary for all MHT area arrivals and KSFM arrivals. (b). ZBW for departures up to 40 degrees either side of track after the departure has passed 6,000, except: (i). MHT area departures flight planned at or below 10,000 MSL, ZBW for turns not to exceed 40 degrees within 10 miles of the boundary. (ii). KMHT, KASH, KCON, and KLCI departures flight planned via the PPORT SID or to PPORT waypoint must remain on the TRACON-assigned routing until the aircraft is above the TRACON ceiling. h. ACK and ZBW: (1) Control on contact: (a). ACK for 30 degree turns within 5nm of the border. (b). ZBW for 30 degree turns within 5nm of the border after the departing aircraft leaves 8,000. BVA Boston Consolidated TRACON Standard Operating Procedures Page 36

Chapter 8: Appendices 8.1 BOS Exit Fixes The following diagram shows the exit fixes used to transfer aircraft from BOS to ZBW. Within vstars, the single-letter exit fix will be depicted in the scratchpad, along with the aircraft s requested altitude. For example, a HYLND departure requesting FL340 would have M340 autoinserted into the aircraft s scratchpad. BVA Boston Consolidated TRACON Standard Operating Procedures Page 37

8.2 BOS Sector Splits & Flows b. BOS and Satellite Airport Airspace NOTE: We normally do not staff the SB (Bedford) or AL (Lynch) sectors, which cover SFC-030/040 in various places. When unstaffed and the BOS area is split, the appropriate sector (ID, SM, SR) shall cover the relevant SB or AL sector. BVA Boston Consolidated TRACON Standard Operating Procedures Page 38

c. 4/4 and 4/9 Airspace: BVA Boston Consolidated TRACON Standard Operating Procedures Page 39

l. Land 4R/L Jet Flow: BVA Boston Consolidated TRACON Standard Operating Procedures Page 40

m. Land 4R/L Prop Flow: BVA Boston Consolidated TRACON Standard Operating Procedures Page 41

n. Land 27/22L Airspace: BVA Boston Consolidated TRACON Standard Operating Procedures Page 42

o. Land 27/22L Jet Flow: BVA Boston Consolidated TRACON Standard Operating Procedures Page 43

p. Land 27/22L Prop Flow: BVA Boston Consolidated TRACON Standard Operating Procedures Page 44

q. Land 33L/R Airspace: BVA Boston Consolidated TRACON Standard Operating Procedures Page 45

r. Land 33L/R Jet Flow: BVA Boston Consolidated TRACON Standard Operating Procedures Page 46

s. Land 33L/R Prop Flow: BVA Boston Consolidated TRACON Standard Operating Procedures Page 47

t. Land 22L/R Airspace: BVA Boston Consolidated TRACON Standard Operating Procedures Page 48

u. Land 22L/R Jet Flow: BVA Boston Consolidated TRACON Standard Operating Procedures Page 49

v. Land 22L/R Prop Flow: BVA Boston Consolidated TRACON Standard Operating Procedures Page 50

w. Land 15R/L Airspace: BVA Boston Consolidated TRACON Standard Operating Procedures Page 51

x. Land 15R/L Jet Flow: BVA Boston Consolidated TRACON Standard Operating Procedures Page 52

y. Land 15R/L Prop Flow: BVA Boston Consolidated TRACON Standard Operating Procedures Page 53

z. Land 15R/L and 9 Airspace: BVA Boston Consolidated TRACON Standard Operating Procedures Page 54

aa. Land 15R/L and 9 Jet Flow: BVA Boston Consolidated TRACON Standard Operating Procedures Page 55

bb. Land 15R/L and 9 Prop Flow: BVA Boston Consolidated TRACON Standard Operating Procedures Page 56

cc. Land 27 Airspace: BVA Boston Consolidated TRACON Standard Operating Procedures Page 57

dd. Land 27 Jet Flow: BVA Boston Consolidated TRACON Standard Operating Procedures Page 58

ee. Land 27 Prop Flow: BVA Boston Consolidated TRACON Standard Operating Procedures Page 59

ff. Land 27/32 Airspace: BVA Boston Consolidated TRACON Standard Operating Procedures Page 60

gg. Land 27/32 Jet Flow: BVA Boston Consolidated TRACON Standard Operating Procedures Page 61

hh. Land 27/32 Prop Flow: BVA Boston Consolidated TRACON Standard Operating Procedures Page 62

ii. Land 33L/32 Airspace: BVA Boston Consolidated TRACON Standard Operating Procedures Page 63

jj. Land 33L/32 Jet Flow: BVA Boston Consolidated TRACON Standard Operating Procedures Page 64

kk. Land 33L/32 Prop Flow: BVA Boston Consolidated TRACON Standard Operating Procedures Page 65