1. PURPOSE

2. ROLES AND RESPONSIBILITIES

•    This SOP was approved by Ian Elchitz, VATUSA5 on 11/26/03.

3.  DISTRIBUTION

4. BACKGROUND

5. PROCEDURES

a. Airspace and Sectorization Plans:

1. The Oakland Oceanic FIR shall own the airspace within the lateral limits depicted on this graphic, from surface to unlimited, except all airspace of underlying land based facilities when actively manned.

2. Only those sector files available on the "downloads" page of the Oakland Oceanic FIR web site are authorized for controlling Oakland Oceanic FIR positions.

3. Due to the length in the latitude axis of the airspace and the radio range of the FSS position, it is not possible to operate the entire airspace from one position. Controllers shall man either the the ZAK_W_FSS position or the ZAK_E_FSS position, using the appropriate sector file. These positions may be further subdivided as described below in 5(a)(7).

4. When sectorized, the highest ranking controller who logged on first shall be designated the "shift supervisor", and shall be responsible for subsequent staffing and sectorization decisions. If the KZAK Facility Leader logs on, he shall assume the role of shift supervisor.

5. The shift supervisor shall not deny a request by a properly certified oceanic controller to man a sector or sub-sector.

6. A controller requesting to sectorize, shall check in with the shift supervisor as an OBServer prior to logging into the position.

7. ZAK_E_FSS and ZAK_W_FSS may be divided  by the shift supervisor into up to four sub-sectors using the following procedures:

• When dividing a sector, use the communications instructions for callsigns and frequencies listed in 5(b)(4) below.
• Altitude stratification:  the airspace may be sectorized by dividing responsibility to altitude blocks.
• Route-based sectors: the airspace may be sectorized by dividing responsibility along a line determined by an oceanic route. For example ZAK_E1_FSS may be delegated the airspace including, and south of, R465 and A450.
  

b. Frequencies and  Callsigns

1. All KZAK FSS positions shall use voice callsign "San Francisco Radio".

2. When operating a "full sector" (ZAK_E_FSS or ZAK_W_FSS), use of the FSS facility type is required to insure adequate text radio range.

3. The west sector shall use 122.50 as its frequency and ZAK_W_FSS as text callsign.

4. The east sector shall use 131.95 as its frequency and ZAK_E_FSS as text callsign.

5. When subsectors are activated by the shift supervisor, the subsector shall add a numeral to the text callsign E/W element. For example: ZAK_W1_FSS. Frequencies for these subsectors will be assigned as follows:

c. Transponder and Altimeter Operation:

1. Aircraft entering the oceanic airspace shall be assigned the beacon code of 2000.

2. Aircraft shall use standard altimeter setting of 29.92 while in the oceanic FIR.

d. Control Transfer:

1. As the Oceanic FSS is not a radar facility, the radar handoff feature shall not be used between ARTCC/FIRs and the FSS for control transfer. Control transfer shall be coordinated as described below in 5(e) and 5(f).

2. For aircraft on oceanic routes, control transfer time estimates are based on aircraft arrival times over the transfer-of-control point (TCP) fix. These fixes are the route intersections closest to the ARTCC/FIR boundary, and are listed on the route table on the Oakland Oceanic web site. Control transfer shall occur no later than 5 minutes prior the aircrafts passage over the TCP.

3. For aircraft not on oceanic routes, control transfer time estimates are based on aircraft arrival times over the FIR-ARTCC/FIR boundary. Control transfer shall occur no later than the aircrafts passage over the boundary.

4. ZLA has an airspace "shelf" extending from a line from GALIP, DUETS, EDSEL, FOOTS, WEDES, DENNA, TONYS and HILCO from FL240 and above. The airspace up to and including the fixes shall be owned by LAX_CTR and are TCPs at these altitudes.

e. Oceanic Clearance and Inbound Coordination:

1. Adjacent ARTCC's are responsible for obtaining an Oceanic Clearance prior to departure for aircraft filing for oceanic routes, as well as for airborne aircraft that have arrived into the adjacent ARTCC from a further ARTCC.

2. When Oakland Oceanic (KZAK) is sectorized, the shift supervisor will confirm which subsectors are responsible for assigning oceanic clearances with the FSS positions and with adjacent facilities.

3. The request for clearance shall consist of the Callsign, TCP fix or Route Number, Cruise Altitude, and estimated time the flight will reach the TCP Fix or FIR boundary.

Examples:

• "AAL1028  R464  FL320  1715Z".
• "Reqst OC, AAL1028  SEDAR  FL350  2312Z" ("Reqst OC" or similar statement is optional)
• "AAL1028 56N52 FL310 0450Z" (aircraft will enter FIR at N56-00.0 W152-00.0)

4. The clearance shall consist of the Callsign, the controllers operating initials, and optionally a clearance time, if needed to delay arrival onto the oceanic track. The ARTCC/FIR shall then sequence control turnover of the flight  so as not to be before the clearance time. Example: "AAL1028, JC" or "AAL1028, 1730Z".

5. If the flight's estimated time of control turnover should become later than 5 minutes of the clearance time, the ARTCC/FIR must obtain a revised clearance. Example: "AAL1028, was SEDAR 1715, now 1720". The FSS may accept or amend the clearance as needed.

f. Outbound Coordination:

1. At the ARTCC's request, the FSS shall notify the ARTCC/FIR of all aircraft exiting the Oceanic FIR with an estimated time of control transfer. Control transfer shall occur at least 5 minutes prior to the aircraft passing the TCP. The ARTCC may request earlier control transfer as long as the aircraft is radar identified (e.g.: "AAL1028, request control"), and this may be granted conditions permitting.

2. The ARTCC/FIR may pass a beacon code to the FSS to be passed to the aircraft to facilitate radar identification.

g. VFR Flight:

1. VFR flight is not permitted at night.

2 . VFR flight must be at or below FL55 unless within 100nm of the shoreline.

h. IFR Routing and altitude:

1. IFR aircraft shall be assigned routes by the adjacent ARTCC/FIRs in accordance with the KZAK Operational Letter of Agreement.

2. Altitude assignments for IFR aircraft shall comply with the route tables listed on the Oakland Oceanic web site.

3. RVSM standards for altitude assignment are in use between FL290 thru FL390. Aircraft must indicate RVSM and/or RNP-10 equipment in the flight plan to be assigned these altitudes.

4. IFR aircraft requesting "random" routing (i.e. not on established oceanic routes) shall be assigned altitudes below FL220. Separate subsequent flights in the same area vertically.

i. SELCAL simulation:

1.  The FSS will simulate SELCAL for all voice (AVC) aircraft.  An aircraft that has passed a SELCAL check as described below may leave the voice room, so long as they return when summoned by SELCAL.

2.  The SELCAL message shall consist of phrase "SELCAL" transmitted on text (meaning "wish-to-talk").

3.  When a voice aircraft initially checks in on the FSS frequency they will be instructed to "standby for SELCAL check" and a SELCAL message shall be sent. The aircraft should reply "SELCAL check ok."

4. All subsequent communications on voice shall be prefaced by a SELCAL message. Allow the pilot to respond "answering SELCAL" before passing your message.

5.  Some pilots may be using a SELCAL simulation program.  If this is the case, ensure that you understand what needs to be done in order to successfully send a SELCAL tone to the pilot.  In some cases it will be nothing more than a specific code.  No matter what the case may be, test SELCAL functionality to be sure.

j. Position Reports:

1. IFR Aircraft are required to submit a properly formatted position report. All fixes on the oceanic tracks are mandatory reporting points. Position report elements include:

• Callsign
• Crossed fix, time and altitude crossed
• Current fix approaching, and estimated time to cross
• Next fix
• Mach number
• Groundspeed in knots
• Wind direction, speed, and outside air temperature. (Optional)
  

k. Separation:

1.  Aircraft on oceanic routes shall be separated on using one of the following methods:

• Vertical Separation.
• Longitudinal Separation.
• Lateral Separation.
• Composite Separation.

For specific procedures and information in applying these methods, refer to the controller tutorial on the Oakland Oceanic web site.

2. Controllers shall not use traditional radar methods for separation, and every effort shall be made to avoid dependence on the target plan display of the sector file.

l. Time Compression Procedures:

1.  To facilitate increased interest by pilots for the Oakland Oceanic FIR, special procedures for time compression flight shall be available to pilots, as follows.

2. Time compression shall be available only for RVSM equipped aircraft at the following altitudes:

• Westbound at 2x - FL390
• Westbound at 4x - FL410
• Eastbound at 2x - FL380
• Eastbound at 4x - FL400

Therefore, these altitude blocks are reserved for time compression flights, and shall not be assigned to aircraft on real time (1x) flight.

3. Pilots shall indicate time-compression in the flight plan comments (e.g.: "2x R464"), as well as indicating the proper cruise altitude.

4.  ATC may decline clearance to climb to the time-compression altitude, and change simulation rate due to congestion on the route.

5.  Each time-compression route shall have 1x segments at the beginning and end of the route, as listed on Route Table of the Oakland Oceanic web site. These 1x segments allow the FSS to facilitate sequencing. Pilots must change simulation rate as quickly as possible at the switch-over fixes.

6.  Aircraft shall be separated by 20 minutes between crossing the time-compression start fix. In addition, aircraft will be speed restricted to the slowest Mach number being used on the route.

7. Pilots shall not submit position reports while in time-compressed simulation rates.

8.  ATC shall not authorize a pilot request for step-up / step-down to other the time-compression altitudes, unless the requested routes/FLs are vacated.

9.  Upon resuming 1x simulation rate, pilots must set the simulator clock to actual time to insure accurate position reports.

10.  Simulation rates must be 1x on oceanic routes when not using the procedures outlined above.

11. Controllers may approve faster simulation rates for VFR operations conducted off the route system and at valid oceanic VFR altitudes (FL55 or lower).