Oceanic Controlling Tutorial

Basic Concepts and Non-Radar Procedures

The Oakland Oceanic FIR is a large region over the Pacific Ocean. The ATC position you will be working is actually considered a Flight Service Station or FSS. Your primary task is sequence aircraft along the oceanic routes by placing a proper interval between them. The way to set the interval is through the use of "Oceanic Clearances" (OCs) that control when aircraft can join the route. The way to check that intervals are maintained is through position reports. The way to maintain intervals are through four separation methods to be covered below.

Oceanic controlling is quite different from traditional controlling on VATSIM. The goal of our efforts separate aircraft using 7110.65 non-radar techniques. We use the oceanic sector file and radar client program (ASRC) or (VRC) primarily to facilitate communications with aircraft. A true oceanic controller will not need to look at the radar program to separate his aircraft. This also means you can not issues "radar vectors". You may issue heading assignments under certain conditions, but these should be based on a "mental picture" of where the aircraft are. To help with this, an excel spreadsheet, called a "route planning sheet" is available (see "tools" below).

As new controller, be sure to read each item under the controller info section on this web site carefully, and especially the KZAK SOP, after reading this tutorial. The Letter of Agreement that covers coordination between the FIR and its neighbors is the "Operational LOA". The Letter of Agreement between VATUSA and those who administrate the FIR, and sets major policy items is the "Administrative LOA". Changes to polices and procedures for controllers are announced as "Facility Bulletins" and can be found from that link.

"Sectorization", Callsigns, and Frequencies

The airspace is too wide to be handled by one controller. Even when using the FSS setting on the radar client (600 miles) will not provide enough radio range to facilitate communications across the whole airspace. Therefore, the airspace is divided into a West sector and and East sector.

ZAK_W_FSS handles the airspace near Japan, Asia, Australia, Guam and other pacific islands up to 180° longitude (a.k.a. the International Dateline). ZAK_E_FSS handles the airspace adjacent to the US west coast to 180° Longitude. An additional sector ZAK_C_FSS could be used, to handle from 180° Longitude to Hawaii and have ZAK_E_FSS cover from Hawaii to the US west coast.

Primary Radio Frequency
ZAK East Sector operates on 131.95 and connects as ZAK_E_FSS Additional radio frequencies are listed in the section that follows.

Subdivisions
The shift supervisor, described below, can split the East or West sectors even further during any session. When dividing the sector, text callsigns will be assigned with a numeral - example: ZAK_E1_FSS, ZAK_E2_FSS. A sector can be split by altitude range, for example, ZAK_E1_FSS could be defined as surface to, but not including FL240, leaving ZAK_E_FSS with FL240 to unlimited. Or the sectors may be divided laterally, using the oceanic routes as boundaries. For example, ZAK_E1_FSS could be defined as all airspace south of R464 to the Honolulu ARTCC airspace, and including and south of B450.

Up to four such divisions may be implemented. The following frequencies shall be assigned to the sub sectors:

1st subsector - 122.60
2nd subsector - 122.55
3rd subsector - 122.65
4th subsector - 131.90

When the sectors are divided, it is imperative that the shift supervisor insures that all adjacent FIR/ARTCCs know which sectors are responsible for the routes that service their airspace, so that handoffs and OC requests occur with the correct FSS subsector.

Shift Supervisor

The current controller logged in, is the "shift supervisor". If a new controller wants to work a sub-sector, he must check in with the shift supervisor as an observer (OBS) before logging onto the sub-sector. The shift supervisor can not deny the new controller a position if he is oceanic-certified, but he can assign the new controller to one a particular sub-sector, based on which makes most sense with traffic conditions. If the new controller is a higher grade, he becomes the shift supervisor. If he same grade or less, the first controller remains as shift supervisor. If the Facility Leader logs on, he becomes the shift supervisor.

Transponder & Altimeter Operation, VFR flight

Aircraft entering the Oceanic Airspace should set their altimeters to 29.92, regardless of altitude, unless and until they are executing an approach to one of the island fields within the FIR, at which time a local altimeter, if available should be issued. Remember that all altitude assignments in the FIR, while using 29.92 will be Flight Level assignments.

Aircraft entering the FIR should have been instructed to squawk 2000 by the adjacent center prior to handoff. All aircraft in the FIR squawk 2000.

VFR Flight is prohibited at night. VFR flight more than 100nm from any shoreline must be below FL55 (5500' MSL).

Oceanic Routes and Random Routes

Almost all of your traffic will be using the Central Pacific (CEP) Route system. Understanding the route system is critical. The oceanic routes are designated with a letter and three digits, such as A331. The routes consist of usually less than 10 fixes or waypoints. Some routes are bi-directional, some are one-way. Some routes support Reduced Vertical Separation Minimums (RVSM) and will not use the standard IFR altitudes used over the continental US. Certain routes have usable flight level restrictions above FL290. Many of the routes extend out of the Oceanic FIR to allow connections to SIDs/STARs in the adjacent center. Almost always, there is an intersection at or close the border between the FIR and the adjacent Center. This fix will be designated as the Transfer-of-Control-Point or TCP, since that is where handoffs between the FSS and CTR will occur. All of this info is available on the Route page of this web site.

You may also clear IFR traffic along "random" routings, i.e. not along the established oceanic tracks, however, the primary means to separate this traffic from the oceanic routes shall be vertical separation. This traffic shall be issued altitudes from FL220 and below. In other words, a pilot who insists on a flight direct from KSFO to PHNL shall be assigned FL220. A subsequent flight asking for a similar routing shall be issued FL210.

Oceanic Clearances

As stated above, Oceanic Clearances (OCs) will be the main tool to set initial spacing between traffic on the oceanic routes. Adjacent Centers are responsible to contact you for an OC well before the flight is going to enter the FIR. The oceanic clearance consists of a five minute window that an aircraft may arrive over the TCP. In assigning OCs, you should apply the "15 minute rule". For example, if you clear issue and OC for aircraft 1 to cross SEDAR on A331 at FL350 at 16:00Z, then then next OC you can issue for A331 at FL350 can be no earlier than 16:15Z.

Lets cover the whole procedure with a few examples:

SEA_CTR: "Reqst OC, AAL1028, FL350, SEDAR at 15:22Z" (Seattle Center is requesting an OC for AAL1028 to enter the FIR at SEDAR on A331 at 15:22Z).

ZAK_FSS: "AAL1028, jc" (JC are the "operating initials" of the FSS Controller. The FSS will not use or assign formal operating initials. Controllers may choose their own. Sending his initials indicates he has approved the request, thus issuing the OC).

...or... KZAL_FSS:"AAL1028, 15:30Z" (The OC is issued for 15:30 only. SEA_CTR will need to delay the flights entry into the FIR by 8 minutes).

The FSS should now record the OC including the callsign, fix, and the clearance crossing time. As the flight progresses, an amended OC may be requested if it appears the flight will not make the 5 minute around the OC Time.

SEA_CTR: "AAL1028, FL350, was SEDAR at 15:22Z, now 15:35Z" (Seattle Center is requesting to amend AAL1028s OC to a later time).

ZAK_FSS: "AAL1028, jc" (Controller "JC" has approved the request, thus amending the OC).

or...

SEA_CTR: " AAL1028, FL350, was SEDAR at 15:22Z, now 15:35Z"

ZAK_FSS: "AAL1028, 15:39Z" (The FSS cannot accept the aircraft before 15:39, this is the new OC).

or...

SEA_CTR: " AAL1028, FL350, was SEDAR at 15:22Z, now 15:07Z" (Seattle Center is requesting to amend AAL1028s OC to an earlier time).

ZAK_FSS: "AAL1028, unable" (The request can not be approved. The OC is still 15:2Z. SEA_CTR will need to delay the arrival of AAL1028 over SEDAR until 15:22Z).

Receiving Aircraft - SELCAL Check

The adjacent Center will hand control of aircraft to you no later than 5 minutes from the TCP. You will NOT get a "radar handoff", as you are not a "radar position". The pilot will simply "check in" by submitting his first position report - as he will be passing over the TCP. While in the FIR, position reports are mandatory when crossing over each waypoint on the route. Record the position report. If using the Excel-based route planning sheet, enter the appropriate information. Add 15 minutes to the actual TCP time to derive the earliest time for your next OC.

When receiving voice aircraft, conduct a SELCAL check. Oakland Oceanic uses a simulation of the Selective Calling or SELCAL system. In the real world, due to the inherit static and congestion on the oceanic HF frequencies, the SELCAL system was devised to free pilots from having to monitor the HF frequency over the long over water flight. Aircraft are assigned a unique SELCAL code when the SELCAL equipment is installed in the aircraft. The code is an electronic "out-of-band" signal that is transmitted on the HF frequencies. The aircraft is equipped with a SELCAL decoder that recognizes its assigned SELCAL code and alerts the pilot with a "ding" sound. The pilot then turns up the radio and listens for a message to him.

We use the "attention" sound of squawkbox, to simulate SELCAL. SELCAL will be used only with aircraft on voice. This allows voice pilots to leave the voice room, so long as they remain tuned the FSS frequency on text, monitor for SELCAL alerts, and tune back to the voice channel when called. Whenever you want to raise a voice pilot, send the text message "SELCAL".

Test that the pilot is ready to use SELCAL as follows:

ZAK_FSS: "AAL1028, San Francisco Radio. Standby for SELCAL Check."

on text: "SELCAL" <ding>

AAL1028: "San Francisco Radio, AAL1028. SELCAL check OK."

ZAK_FSS: "AAL1028, San Francisco Radio, copy SELCAL check OK."

From now on, the pilot may leave the voice room. If you need to talk to an aircraft, send a SELCAL message to the pilot. He should re-tune the voice room and reply:

AAL1028: "San Francisco Radio, AAL1028, answering SELCAL."

Some pilots may inform you that they are using the FSSELCAL program (or another similar program). Each pilot will have a unique SELCAL code, which they will give you. To call a a pilot using FSSELCAL, select the aircraft and send that specified code to them. This will notify the pilot with SELCAL tones. If they are using another program, you will need to get the proper code(s) from the pilot and ask if there are any special procedure you need to follow. Don't forget to test!

Leaving So Soon ? - Arranging for Handoffs at the Last Fix.

Since aircraft need to be handed off 5 minutes prior to the TCP, you will need to arrange for control transfer prior to an aircraft arriving at the TCP, as follows:

AAL1028: "AAL1028 is position ZAALE at 17:15 Zulu, FL360. Estimating ZURIC at 17:55 Zulu, ZIGIE next. Mach point 84, ground speed 510. Over.

ZAK_C_CTR: "AAL1028, San Francisco Radio, copy position. Advise 5 minutes prior to ZURIC."

...

AAL1028: "San Francisco Radio, AAL1028.

ZAK_C_CTR: "AAL1028, go ahead."

AAL1028: "AAL1028, advising 5 minutes to ZURIC."

ZAK_C_CTR: "AAL1028, Leaving my airspace. Contact Honolulu Center on 124.10"

Position Reports

Aircraft will be calling you frequently to report positions. Enter the information into your route planning sheet. Using this, there are several checks you should perform after each position report. Compute the actual groundspeed from the last reported groundspeed and not any trends. Is the aircraft averaged groundspeed typically below or above the reported figure ? This would be the case with changing winds aloft. The most important check is to verify that you still have 15 minute spacing between to aircraft approaching the same fix & FL. If you do not, use the separation methods below.

Here is an example position report sequence:

AAL1028: "San Francisco Radio, AAL1028. Position on 131.95."

ZAK_FSS: "AAL1028, San Francisco Radio. Go ahead."

AAL1028: "AAL1028 is position DEROK at 17:15 Zulu, FL360. Estimating DANKA at 17:55 Zulu, DUFFE next. Mach point 84, ground speed 510. Over.

ZAK_FSS: "AAL1028, San Francisco Radio, copy position."

You can of course ask for a position report on demand, to check your estimate of an aircrafts progress.

AAL1028: "San Francisco Radio, AAL1028. Answering SELCAL."

ZAK_FSS: "AAL1028, San Francisco Radio. Report Position."

AAL1028: "AAL1028 is position 23 from DEROK, FL360. Estimating DEROK at 17:15 Zulu, DANKA next. Mach point 84, ground speed 510. Over.

ZAK_FSS: "AAL1028, San Francisco Radio, copy position 23 from DEROK, FL360. Estimating DEROK at 1715 Zulu, DANKA next. Mach point 84, ground speed 510 knots. Over."

Maintaining Separation

Technically, there are a few methods of non-radar separation, however, some will be needed far less frequently and will not be covered in this tutorial. Lets got through them:

Vertical Separation is simple to understand. This is simply staggering flights by altitude. Feel free to amend pilot's cruise altitudes or Oceanic Clearances to keep get maximum use of your available altitudes.

Longitudinal Separation is separating aircraft on the same route and altitude by putting space in between them. A goal is to use the "15 minute rule" to put 15 flyable minutes between two aircrafts estimated crossing times over a fix. You can accomplish this by putting the burden on the pilot as follows:

ZAK_FSS: "ACA301, cross ZIBUD at or after 2104Z"

ACA301: "Slowing to cross ZIBUD 21:04Z."

Instead of the "15 minute rule" the Mach Number Method can be used as follows:

If aircraft 2 is M0.02 slower than aircraft 1, make sure they cross 9 minutes apart.
If aircraft 2 is M0.03 slower than aircraft 1, make sure they cross 8 minutes apart.
If aircraft 2 is M0.04 slower than aircraft 1, make sure they cross 7 minutes apart.
If aircraft 2 is M0.05 slower than aircraft 1, make sure they cross 6 minutes apart.
If aircraft 2 is M0.06 slower than aircraft 1, make sure they cross 5 minutes apart.

This rule is sometime referred to as the 11 Rule, it's an easy way to remeber the above information. 2 + 9, 3 + 8...

On the common routes to Hawaii you do not have to worry about aircraft crossing routes, but you need to be careful for aircraft converging on A332 and R463 at ABSOL. Aircraft must not converge at this fix inside of a 15 minute window.

On the lesser used routes to South Pacific Islands another issue to watch for are aircraft potentially crossing paths. For example A220 cuts across numerous routes out of Southern California. This will not be easy to sort out, as there are few common fixes. Attempt to use vertical separation.

Lateral Separation is separating the aircraft sideways. The simplest form of this is to use different routes when able. For instance, R576 and R578 can both be assigned for westbound flights.

A tricky form of Lateral Separation is track separation. Since this requires a NAVAID, it will not be discussed here. Read about track separation here.

Also, composite separation is also discussed in the reading material, this is used in the development of airways and route systems.

There are many ways to separate aircraft, your focus should be on these methods listed above:

Vertical separation - using the prescribed altitudes for the airways
Lateral separation - Placing aircraft on different airways as needed
Longitudinal separation - Using the 15-minute rule, mach number method or 11 rule.