Part 2. AIR ROUTE TRAFFIC
CONTROL CENTERS
Chapter 6. En
Route Operations and Services
Section
1. General
6-1-1. AREAS OF
OPERATION
The control
room is divided into easily managed segments or areas of operation. An
area of operation consists of a group of sectors requiring the service
of ATCSs. The number of areas authorized is based on the ARTCC's
requirements and staffing needs. Vice President of En Route and
Oceanic Services approval must be obtained prior to changing the
number of areas of operation.
6-1-2. SECTORS
The basic unit
in each area of operation is the sector. Sectors are classified as
Radar, Non-Radar, or Oceanic and subclassified by altitude strata.
6-1-3. SECTOR
CONFIGURATION
a. The
size and configuration of sectors are determined by:
1. Traffic
volume.
2. Traffic
flow.
3. Types
of aircraft.
4. Location
and activity of terminals.
5. Special
operations/procedures.
6. Coordination
requirements.
7. Consolidation
capability.
8. Radar/radio
coverage.
9. Equipment
limitations.
10. Airway
alignments.
b. Accordingly:
1. Align
sector boundaries so as to contain the longest possible segments of
airways.
2. Align
sector consoles to conform with the primary traffic flow.
3. Distribute
the workload equitably among the sectors.
4. Provide
for a sector consolidation capability.
c. The
lateral boundaries of sectors in different altitude strata need not
coincide.
d. A LOA
must be prepared when adjacent sectors of two facilities are
stratified at different levels.
6-1-4. AREAS OF
SPECIALIZATION
ARTCC air
traffic managers must divide their control rooms into areas of
specialization as sector complexity dictates. ATCSs must be assigned
to one or more areas of specialization commensurate with individual
qualifications. An area of specialization is a group of interrelated
sectors on which an ATCS is required to maintain currency. ARTCC air
traffic managers should strive to make areas of specialization
coincident with areas of operation. There may be more than one area of
specialization in an area of operation. Avoid, if possible,
establishing an area of specialization encompassing portions of two
areas of operation. The En Route and Oceanic Service Area Office
should be notified of changes affecting the number and type of areas
of specialization.
6-1-5. OPERATING POSITION DESIGNATORS
a. The
following designators may be used to identify operating positions in
an ARTCC: (See TBL 6-1-1).
TBL 6-1-1
Operating Position Designators
|
Designator |
Position |
1.
|
A
|
Developmental
Controller |
2.
|
C
|
Coordinator
|
3.
|
D
|
Sector
Controller |
4.
|
DR
|
Radio
Controller |
5.
|
DSC
|
Data Systems
Coordinator |
6.
|
ERM
|
ERM Route
Metering |
7.
|
FDCS
|
Flight Data
Communications
Specialist |
8.
|
M
|
AMIS
Controller |
9.
|
MC
|
Mission
Coordinator |
10.
|
OM
|
Operations
Manager |
11.
|
OS
|
Operations
Supervisor |
12.
|
R
|
Radar
Controller |
13.
|
RH
|
Radar Handoff
|
14.
|
SDCS
|
Supervisory
Data Communications Specialist |
15.
|
STMCIC
|
Supervisory
Traffic Management Coordinator-in-Charge |
16.
|
TMC
|
Traffic
Management Coordinator |
17.
|
WC
|
Weather
Coordinator |
b. Facility
air traffic managers may use designators other than those listed to
accommodate local situations.
6-1-6. FLIGHT PROGRESS STRIP
USAGE
Air traffic
managers may authorize optional strip marking at specific sectors
provided all of the following are met:
a. The
sector/position is using an automated system with System Analysis
Recording (SAR) capabilities;
b. Computer
generated flight progress strips are being posted;
c. Radio
and interphone transmissions are being recorded;
d. Control
instructions or coordination not recorded on a voice recorder must be
documented on the flight progress strip;
e. Standard
strip marking procedures are used until the aircraft is in radar
contact, the hand-off has been accepted and direct radio
communications has been established, except where automated,
electronic strips or equivalent are in use (e.g., Ocean21);
f. The
members of the radar team concur and ensure no misunderstanding or
duplication of workload will exist;
NOTE-
Posting control information onto the flight progress strip serves as
an important nonverbal communications tool between members of the
control team.
g. Authorized
sectors and local optional strip marking procedures are documented in
a facility directive;
h. Standard
strip marking procedures must be used for aircraft requiring special
handling, such as, emergency, holding, etc.; and
i. When
training is being conducted at the sector, standard strip marking
procedures must be used.
6-1-7. DISPLAY OF TRAFFIC MANAGEMENT ADVISOR
(TMA) INFORMATION
Configure TMA delay information for single-center metering (SCM) or
adjacent-center metering (ACM) to display TMA schedule information
on the main display monitor (MDM). |