Section 2. Ocean21 - Oceanic
The following procedures are applicable to the
operation of the Ocean21 Oceanic Air Traffic Control
a. The Ocean21 ATC System is utilized in
designated en route/oceanic airspace. Ocean21
includes both surveillance and flight data processing,
which provides the controllers with automated
decision support tools to establish, monitor and
maintain separation between aircraft, and aircraft to
airspace and terrain.
b. Ocean21 capabilities include:
1. MEARTS based radar surveillance
2. Conflict Prediction and Reporting.
3. Automatic Dependent Surveillance-
4. Automatic Dependent Surveillance-
5. Controller Pilot Data Link Communications
6. ATS Interfacility Data Communications
7. Additional Decision Support Tools used
primarily for situational awareness.
8. Electronic Flight Data including Electronic
13-2-2. CONFLICT DETECTION AND
The controller must use the most accurate information available to initiate, monitor, and maintain
a. Apply the following procedures in airspace
where conflict probe is being utilized as a decision
1. Conflict Probe Results.
(a) Controllers must assume that the conflict
probe separation calculations are accurate.
(b) Unless otherwise prescribed in subpara a3, controllers must utilize the results from
conflict probe to initiate and maintain the prescribed
2. Conflict Resolution.
(a) When a controller is alerted to a conflict,
which will occur in his/her sector, take the
appropriate action to resolve the conflict.
(b) The controller responsible for resolving a
conflict must evaluate the alert and take appropriate
action as early as practical, in accordance with duty
priorities, alert priority, and operational
(c) Unless otherwise specified in facility
directives, the controller must take immediate action
to resolve any “red” conflicts.
3. Overriding Conflict Probe.
(a) Controllers must not override conflict
probe except for the following situations:
(1) The application of a separation standard
not recognized by conflict probe listed in subpara a8(a), or as identified by facility directive.
(2) When action has been taken to resolve
the identified conflict and separation has been
(3) Control responsibility has been delegated to another sector or facility, or
(4) Other situations as specified in facility
(b) Controllers must continue to ensure that
separation is maintained until the overridden conflict
4. Use of Probe when Issuing Clearances. Utilize conflict probe results when issuing a clearance to
ensure that any potential conflict has been given
5. Use of Probe when Accepting Manual
Transfers. Prior to manually accepting an aircraft
transfer from an external facility ensure that the
coordinated flight profile is accurately entered,
conflict probe initiated and, if necessary, action is
taken to resolve any potential conflicts.
6. Trial Probe. The controller can utilize trial
probe to assess whether there are any potential
conflicts with a proposed clearance or when
performing manual coordination.
Once initiated, trial probe does not take into account any
changes made to the proposed profile or to any other flight
profile in the system. It is an assessment by conflict probe
of the current situation at the time the controller enters the
trial probe. A trial probe does not alleviate the controller
from performing a conflict probe when issuing a clearance
or accepting a transfer.
7. System Unable to Perform Conflict Probe for
a Specific Aircraft.
(a) If a flight's profile becomes corrupted,
conflict probe may not be able to correctly monitor
separation for that flight. Take the necessary steps to
correct an aircraft's flight plan when conflict probe
could not be performed.
(b) In addition, after verifying flight plan data
accuracy, utilize other decision support tools to
establish and maintain the appropriate separation
minima until such time that conflict probe can be
8. Conflict Probe Limitations.
(a) Conflict Probe does not support the
following separation minima:
8-4-2a2 - Nonintersecting paths.
(2) Subpara 8-4-2d -
Intersecting flight paths with variable width
(3) Subpara 8-4-3a -
Reduction of Route Protected Airspace, below FL
(4) Subpara 8-4-3b -
Reduction of Route Protected Airspace, at and above
8-4-4a1 - Same
8-4-4a2 - Same
(7) Subpara 8-4-4c -
(8) Para 8-5-4 - Same Direction.
(9) Para 8-6-3 - Temporary
Moving Airspace Reservations.
(10) Para 8-8-5 - VFR Climb and
b. Additional Decision Support Tools: These
support tools include: range/bearing, time of passing,
intercept angle, the aircraft situation display (ASD)
and electronic flight data.
1. The results provided by these additional
decision support/controller tools can be used by the
controller for maintaining situational awareness and
monitoring flight profile information, and for
establishing and maintaining separation standards
not supported by probe, or when probe is unavailable.
2. Under no circumstances must the controller
utilize any of the additional decision support tools to
override probe results when the applicable separation
standard is supported by probe and none of the other
conditions for overriding probe apply.
13-2-3. INFORMATION MANAGEMENT
a. Currency of Information: The sector team is
responsible for ensuring that manually entered data is
accurate and timely. Ensure that nonconformant
messages are handled in a timely manner and that the
flight's profile is updated as necessary.
Conflict probe accuracy requires timely updates of data
used to model each flight's trajectory. If this data is not
current, the aircraft flight profile and probe results may be
b. Data Block Management.
1. Ensure that the data block reflects the most
current flight information and controller applied
indicators as specified in facility directives.
2. Ensure that appropriate and timely action is
taken when a special condition code is indicated in the
c. Electronic Flight Strip Management.
1. Electronic flight strips must be maintained in
accordance with facility directives and the following:
(a) Annotations. Ensure that annotations are
kept up to date.
(b) Reduced Separation Flags. Ensure the
flags listed below are selected appropriately for each
(1) M- Mach Number Technique (MNT).
(2) R- Reduced MNT.
(3) D- Distance-based longitudinal.
(4) W- Reduced Vertical Separation Minimum (RVSM).
(c) Degraded RNP. Select when an aircraft
has notified ATC of a reduction in navigation
capability that affects the applicable separation
(d) Restrictions. Ensure restrictions accurately reflect the cleared profile.
d. Queue Management.
1. Manage all sector and coordination queues in
accordance with the appropriate message priority and
the controller's priority of duties.
2. In accordance with facility directives, ensure
that the messages directed to the error queue are
processed in a timely manner.
e. Window/List Management.
1. Ensure that the situation display window title
bar is not obscured by other windows and/or lists.
The title bar changes color to denote when priority
information on the ASD is being obscured or is out of view.
2. In accordance with facility directives, ensure
that designated windows and/or lists are displayed at
13-2-4. CONTROLLER PILOT DATA LINK
a. Means of communication.
1. When CPDLC is available and CPDLC
connected aircraft are operating outside of VHF
coverage, CPDLC must be used as the primary means
2. Voice communications may be utilized for
CPDLC aircraft when it will provide an operational
advantage and/or when workload or equipment
3. When CPDLC is being utilized, a voice
backup must exist (e.g., HF, SATCOM, Third party).
4. When a pilot communicates via CPDLC, the
response should be via CPDLC.
5. To the extent possible, the CPDLC message
set should be used in lieu of free text messages.
The use of the CPDLC message set ensures the proper
“closure” of CPDLC exchanges.
b. Transfer of Communications to the Next
1. When the receiving facility is capable of
CPDLC communications, the data link transfer is
automatic and is accomplished within facility
2. When a receiving facility is not CPDLC
capable, the transfer of communications must be
made in accordance with local directives and Letters
of Agreement (LOAs).
c. Abnormal conditions.
1. If any portion of the automated transfer fails,
the controller should attempt to initiate the transfer
manually. If unable to complete the data link transfer,
the controller should advise the pilot to log on to the
next facility and send an End Service (EOS) message.
2. If CPDLC fails, voice communications must
be utilized until CPDLC connections can be
3. If the CPDLC connection is lost on a specific
aircraft, the controller should send a connection
request message (CR1) or advise the pilot via backup
communications to log on again.
4. If CPDLC service is to be canceled, the
controller must advise the pilot as early as possible to
facilitate a smooth transition to voice communications. Workload permitting, the controller should also
advise the pilot of the reason for the termination of
5. Assume that all unanswered CPDLC messages have not been delivered. On initial voice
contact with aircraft, preface the message with the
(Call Sign) CPDLC Failure, (message).
In addition to the requirements set forth in
Chapter 8, Offshore/Oceanic Procedures, Section 2, Coordination,
automated coordination must constitute complete
coordination between Ocean21 sectors, both internally and between sectors across adjacent Ocean21
a. When the aircraft is in conflict with another in
the receiving sector, or
b. When otherwise specified in facility directives
13-2-6. TEAM RESPONSIBILITIES -
MULTIPLE PERSON OPERATION
a. When operating in a multiple controller
operation at a workstation, ensure all ATC tasks are
completed according to their priority of duties.
b. Multiple controller operation must be accomplished according to facility directives.