ZWY SOP

New York ARTCC

Standard Operating Procedure — ZWY

Rev. 5 — Revised: 2026-03-27

DISCLAIMER! This document is NOT to be USED FOR REAL WORLD NAVIGATION!

This document is published by the VIRTUAL New York ARTCC for VATSIM and we are in no way associated with the FAA or the real New York ARTCC or New York Oceanic sector.

None of the information on this page should ever be used for real world navigation!

Bookmarks: Top Positions Oceanic Airspace Oceanic Procedures Bermuda TMA (TXKF SOP)

Area at a glance

ICAO Code	Airport Name	Airspace
TXKF	L. F. Wade International Airport	D

Purpose: This document prescribes the procedures to be utilized for providing air traffic control services at ZNY. The procedures described herein are supplemental to the New York ARTCC Standard Operating Procedures and FAA Order JO 7110.65.

Distribution: This order is distributed to all New York ARTCC personnel.

Procedural Deviations: Exceptional or unusual requirements may dictate procedural deviations or supplementary procedures to this order. A situation may arise that is not adequately covered herein; in such an event use good judgment to adequately resolve the problem.

Operational Positions

Audio for VATSIM (AFV) Procedures: Due to current HF implementation limitations in AFV, there are operational overrides to the base procedures. Information that is stricken-through should not be used.

For VHF (radar) only positions, follow normal AFV usage.

When opening an HF (non-radar) ZWY position, follow these steps:

Log into VATSIM using the position callsign or relief position callsign.
Set your primary frequency in the controller client to the VHF alias of the HF frequency for your callsign (e.g., logging on as NY_CL_FSS, set frequency to 130.000).
Add the "ZWY" position in the AFV VCCS panel, which will populate all HF and VHF positions.
Enable the relevant HF position in the VCCS for your logon. Verify that the VHF alias shown matches the primary frequency in your controller client.
Enable any necessary VHF positions. The primary VHF frequency for ZWY is 128.50 (HILDY). Use the table below to determine which VHF position to enable.
Single frequency cross-coupling between VHF and HF does not work currently.

Radar Sector Coverage	VHF Position Name	VHF Position Frequency	PAEPR (82)	HANRI (83)	JOBOC (65)	Atlantic (86)	COCOA (80)	HILDY (81)
All radar sectors	ZWY_VHF	128.50	Y	Y	Y	Y	Y	Y
West Radar + BDA	ZWY_W_VHF	128.50	Y	Y	N	N	Y	Y
East Radar + BDA	ZWY_E_VHF	128.50	N	N	Y	Y	Y	Y
West Radar Only	NY_82_CTR	126.02	Y	Y	N	N	N	N
East Radar Only	NY_86_CTR	133.50	N	N	Y	Y	N	N
BDA Only	BDA_CTR	128.50	N	N	N	N	Y	Y

NOTES

Use the callsign NY_CL_FSS when only one Oceanic position is online.
Positions providing radar service should be named New York Center; those for non-radar service should be named New York Radio.
Bermuda sectors (80 and 81) can be staffed independently. Unless otherwise coordinated, Area F controls the Bermuda sectors.
Aside from East/West (Area E and F), there are no predefined sector splits. Frequencies should align with sectorization tables for any custom splits.

Position	Callsign (Relief)	Radio Name	Frequencies	VHF Alias	IFR Beacon Code	VFR Beacon Code	Remarks
Area E (West)	NY_CL_FSS (NY_CL1_FSS)	New York Radio	5550	130.00	2601–2777	--	Oceanic and Area E Primary
Area E (West High)	NY_CH_FSS (NY_CH1_FSS)	New York Radio	6577	130.05	2601–2777	--	Oceanic and Area E High Primary
Area F (East)	NY_ML_FSS (NY_ML1_FSS)	New York Radio	17946	130.60	2601–2777	--
Area F (East High)	NY_MH_FSS (NY_MH1_FSS)	New York Radio	21925	130.65	2601–2777	--
HILDY 81 (Bermuda High)	BDA_CTR (BDA_1_CTR)	New York Center	128.50	--	2601–2777	0701–0771	BDA Primary
COCOA 80 (Bermuda Low)	BDA_C_CTR (BDA_C1_CTR)	New York Center	119.10	--	2601–2777	0701–0771	BDA Secondary
New York ARINC	--	New York Radio	129.90, 130.70	--	--	--	Not in use on VATSIM

Sectorization

Sector	Callsign (Relief)	Radio Name	Frequency	VHF Alias	Remarks
PAEPR (82)	NY_82_CTR (NY_82A_CTR)	New York Center	126.02	--	Delegated to ZNY when online
HANRI (83)	NY_83_CTR (NY_83A_CTR)	New York Center	133.52	--	Delegated to ZNY when online
CHAMP (87) Low	NY_CL_FSS (NY_CL1_FSS)	New York Radio	5550	130.00	Oceanic and Area E Primary
CHAMP (87) High	NY_CH_FSS (NY_CH1_FSS)	New York Radio	6577	130.05	Oceanic and Area E High Primary
BACUS (88) Low	NY_BL_FSS (NY_BL1_FSS)	New York Radio	2887	130.10
BACUS (88) High	NY_BH_FSS (NY_BH1_FSS)	New York Radio	8846	130.15
KRAFT (89) Low	NY_KL_FSS (NY_KL1_FSS)	New York Radio	5520	130.20
KRAFT (89) High	NY_KH_FSS (NY_KH1_FSS)	New York Radio	8918	130.25
GRATX (90) Low	NY_XL_FSS (NY_XL1_FSS)	New York Radio	6586	130.30
GRATX (90) High	NY_XH_FSS (NY_XH1_FSS)	New York Radio	11330	130.35

Sector	Callsign (Relief)	Radio Name	Frequency	VHF Alias	Remarks
JOBOC (65)	NY_65_CTR (NY_65A_CTR)	New York Center	125.92	--	Delegated to ZNY when online
OHRYN (85)	NY_85_CTR (NY_85A_CTR)	New York Center	121.12	--	Delegated to ZNY when online
Atlantic (86)	NY_86_CTR (NY_86A_CTR)	New York Center	133.50	--	Delegated to ZNY when online
COCOA (80)	BDA_C_CTR (BDA_C1_CTR)	New York Center	119.10	--
HILDY (81)	BDA_CTR (BDA_1_CTR)	New York Center	128.50	--	BDA Primary
Apollo (16-17) Low	NY_AL_FSS (NY_AL1_FSS)	New York Radio	11309	130.40
Apollo (16-17) High	NY_AH_FSS (NY_AH1_FSS)	New York Radio	17952	130.45
Gemini (18-20) Low	NY_GL_FSS (NY_GL1_GSS)	New York Radio	13354	130.50
Gemini (18-20) High	NY_GH_FSS (NY_GH1_GSS)	New York Radio	21964	130.55
Mercury (21-24) Low	NY_ML_FSS (NY_ML1_FSS)	New York Radio	17946	130.60	Area F Primary
Mercury (21-24) High	NY_MH_FSS (NY_MH1_FSS)	New York Radio	21925	130.65	Area F High Primary

Oceanic Airspace

PAEPR

The last radar sector prior to entry into oceanic airspace must assign a Mach number to all turbojet aircraft cleared through oceanic airspace. Enter Mach number assignments into the scratchpad. Any subsequent Mach numbers must also be entered into the scratchpad. All Mach number assignments must be coordinated verbally or via text.
Sector R82 must ensure that aircraft filing a coordinate/fix north of 44N/50W are routed via M201 CARAC or M202 LOMPI through Moncton airspace. Aircraft filed 44N/50W and south may remain on filed route.
Sector R82 must clear northeast bound L453 aircraft into Sector R86 at FL 320 / 340 / 360 / 380 / 400 / 430.
Warning Areas: Sector 82 intersects with the following warning areas. Refer to the FAA SUA site for Warning Area hours.
- W-72B (SFC-UNLTD)
- W-110 (SFC-FL230)
- W-122 (SFC-UNLTD)

HANRI

The last radar sector prior to entry into oceanic airspace must assign a Mach number to all turbojet aircraft cleared through oceanic airspace. Enter Mach number assignments into the scratchpad. Any subsequent Mach numbers must also be entered into the scratchpad. All Mach number assignments must be coordinated verbally or via text.
Sector R83 must ensure that aircraft filing a coordinate/fix north of 44N/50W are routed via M201 CARAC or M202 LOMPI through Moncton airspace. Aircraft filed 44N/50W and south may remain on filed route.
Warning Areas: Sector 83 intersects with the following warning areas. Refer to the FAA SUA site for Warning Area hours.
- W-122 (SFC-UNLTD)

CHAMP

Provide air traffic control services to all aircraft operating at or above FL055 and flight information and alerting service to known aircraft below FL055.
Effect proper coordination on aircraft movements with external sectors and adjacent sectors concerned.
Forward to adjacent facilities information on all traffic operating within one half of the applicable lateral separation criteria.
Coordinate aircraft crossing the common intracenter radar sector boundaries no less than 15 minutes, or as soon as practicable, prior to the aircraft's estimate for the common boundary.
L453 and M201 are not useable beneath Sector 82 at FL300 and below.
Sector 87 is not required to coordinate with Sector 82 information on traffic proceeding on or east of L454
Sector 87 is not required to coordinate information on RNP4/10 aircraft proceeding on or north of M204 and on or west of L456 with Area F Sector 81.
Flight Data between R86 and D87: The R86 controller must pass the boundary fix estimates to the D87 controller. Revisions of three minutes or more must be forwarded as per the 7110.65. There is no requirement to pass next fix estimates unless the D87 controller requests them.
Flight Data between R81 and D87: The R81 controller must pass the boundary fix estimates to the D87 controller. Revisions of three minutes or more must be forwarded as per the 7110.65. There is no requirement to pass next fix estimates unless the D87 controller requests them.
Coordinate northbound aircraft routed BOVIC - KAYYT with R65 (JOBOC).
Warning Areas: Sector 87 intersects with the following warning areas. Refer to the FAA SUA site for Warning Area hours.
- W-72B (SFC-UNLTD)

BACUS

Provide air traffic control services to all aircraft operating at or above FL055 and flight information and alerting service to known aircraft below FL055.
Effect proper coordination on aircraft movements with external sectors and adjacent sectors concerned.
Forward to adjacent facilities information on all traffic operating within one half of the applicable lateral separation criteria.
Coordinate aircraft crossing the common intracenter radar sector boundaries no less than 15 minutes, or as soon as practicable, prior to the aircraft's estimate for the common boundary.
L453 and M201 are not useable beneath Sector 82 at FL300 and below.
Sector 88 is not required to coordinate with Sector 82 information on traffic proceeding on or east of L454, and on or south of routing JAINS direct GOUGH or GOUGH direct JAINS.
Sector 88 is not required to coordinate with Sector 83 information on traffic proceeding on or south of M326, and on or south of routing JAINS direct GOUGH or GOUGH direct JAINS.
Warning Areas: Sector 88 intersects with the following warning areas. Refer to the FAA SUA site for Warning Area hours.
- W-72B (SFC-UNLTD)
- W-110 (SFC-FL230)
- W-122 (SFC-UNLTD)

KRAFT

Provide air traffic control services to all aircraft operating at or above FL055 and flight information and alerting service to known aircraft below FL055.
Effect proper coordination on aircraft movements with external sectors and adjacent sectors concerned.
Forward to adjacent facilities information on all traffic operating within one half of the applicable lateral separation criteria.
Coordinate aircraft crossing the common intracenter radar sector boundaries no less than 15 minutes, or as soon as practicable, prior to the aircraft's estimate for the common boundary.
Sector 89 is not required to coordinate information on RNP4/10 aircraft proceeding on or west of L456 with Area F Sector 81.
Flight Data between R81 and D89: The R81 controller must pass the boundary fix estimates to the D89 controller. Revisions of three minutes or more must be forwarded as per the 7110.65. There is no requirement to pass next fix estimates unless the D89 controller requests them.

GRATX

Provide air traffic control services to all aircraft operating at or above FL055 and flight information and alerting service to known aircraft below FL055.
Effect proper coordination on aircraft movements with external sectors and adjacent sectors concerned.
Forward to adjacent facilities information on all traffic operating within one half of the applicable lateral separation criteria.
Coordinate aircraft crossing the common intracenter radar sector boundaries no less than 15 minutes, or as soon as practicable, prior to the aircraft's estimate for the common boundary.

JOBOC

Pass the boundary fix estimates to the receiving non-radar controller. Revisions of three minutes or more must be forwarded as per the 7110.65, Chapter 8, Offshore/Oceanic Procedures. There is no requirement to pass next fix estimates unless the receiving controller requests them.
The last radar sector prior to entry into oceanic airspace must assign a Mach number to all turbojet aircraft cleared through oceanic airspace. Enter Mach number assignments into the scratchpad. Any subsequent Mach numbers must also be entered into the scratchpad. All Mach number assignments must be coordinated verbally or via text.
Coordinate southbound aircraft routed KAYYT/BOVIC with the first oceanic sector.
Warning Areas: Sector 65 intersects with the following warning areas. Refer to the FAA SUA site for Warning Area hours.
- W-105A (SFC-FL500)
- W-506 (SFC-FL500)

Atlantic

Pass the boundary fix estimates to the receiving non-radar controller. Revisions of three minutes or more must be forwarded as per the 7110.65, Chapter 8, Offshore/Oceanic Procedures. There is no requirement to pass next fix estimates unless the receiving controller requests them.
The last radar sector prior to entry into oceanic airspace must assign a Mach number to all turbojet aircraft cleared through oceanic airspace. Enter Mach number assignments into the scratchpad. Any subsequent Mach numbers must also be entered into the scratchpad. All Mach number assignments must be coordinated verbally or via text.
Clear arrival aircraft via OWENZ..CAMRN to cross OWENZ (or 40NM southeast of CAMRN if cleared direct CAMRN) at 14000.
Clear arrival aircraft via OWENZ.CYN100.CYN..GXU..RBV to cross OWENZ (or 60NM southeast of RBV if cleared direct RBV) at 10000.
Sector 86 shall handoff aircraft to sector 82 (PAEPR) at least 20 miles north of the common boundary.
Sector 86 shall clear southbound L453 aircraft to Sector 82 at FL 310 / 330 / 350 / 370 / 390 / 410.
Sector 66 has control for descent 20 miles east of OWENZ from Sector 86 on all Metro New York, WRI/Sats, ACY and PNE/Satellites arrival aircraft.
When W107 is released to FAA
- Sector 86 may clear aircraft direct RBV, CAMRN, and BRIGS.
- Sector 66 may clear aircraft direct ROLLE, RESQU, SQUAD, KINGG, SAVIK, MARIG, or OKONU.
Warning Areas: Sector 86 intersects with the following warning areas. Refer to the FAA SUA site for Warning Area hours.
- W-105A (SFC-FL500)
- W-105A (SFC-FL180)
- W-107A (SFC-UNLTD)
- W-386 (SFC-UNLTD)
- W-387A (SFC-FL240)
- W-387B (FL240-UNLTD)

COCOA

Apply Enroute and Terminal procedures as described in FAA Order 7110.65.
Apply non-radar procedures as described in FAA Order 7110.65.
Coordinate all arrival aircraft with Bermuda tower as per the New York Center/Bermuda Tower Letter of Agreement.
The TXKF METAR is reported in ICAO METAR format. Visibility shall be read in meters and the altimeter shall be read in hectopascals. Q1016 is read as QNH 1016 (pronounced "cue-enn-aitch one zero one six")

HILDY

Apply enroute procedures as described in FAA Order 7110.65.
Apply non-radar procedures as described in FAA Order 7110.65.
Ensure Bermuda departure traffic entering New York oceanic airspace has received a full route clearance prior to FIR/CTA boundary, except WATRS traffic on ATS routes.
Pass the boundary fix estimates to the receiving non-radar controller. Revisions of three minutes or more must be forwarded as per the 7110.65, Chapter 8, Offshore/Oceanic Procedures. There is no requirement to pass next fix estimates unless the receiving controller requests them.
The last radar sector prior to entry into oceanic airspace must assign a Mach number to all turbojet aircraft cleared through oceanic airspace. Enter Mach number assignments into the scratchpad. Any subsequent Mach numbers must also be entered into the scratchpad. All Mach number assignments must be coordinated verbally or via text.
Coordinate northbound aircraft routed BOVIC/KAYYT with Sector D87.
Area E Sector 87 is not required to coordinate information on RNP4/10 aircraft proceeding on or north of M204 with Area F Sector 81.
Area E Sectors 87/89 are not required to coordinate information on RNP4/10 aircraft proceeding on or west of L456 with Area F Sector 81.
Area F Sector 21 is not required to coordinate information on RNP4/10 aircraft proceeding on or north of M204 with Area F Sector 81.
Coordinate traffic in section C (as depicted on the Sector 81 SOP map) with an affected adjacent non-radar sector if:
- in inbound aircraft's course or altitude is changed.
- a previously coordinated outbound aircraft's course or altitude is changed.
- an aircraft not covered in (i) or (ii) enters section C.

Apollo

Provide air traffic control services to all aircraft operating at or above FL055 and flight information and alerting service to known aircraft below FL055.
Effect proper coordination on aircraft movements with external sectors and adjacent sectors concerned.
Forward to adjacent facilities information on all traffic operating within one half of the applicable lateral separation criteria.
Coordinate aircraft crossing the common intracenter radar sector boundaries no less than 15 minutes, or as soon as practicable, prior to the aircraft's estimate for the common boundary.
Ensure routing to Sector 81’s outbound fix on westbound aircraft overflying Sector 81’s airspace.

Gemini

Provide air traffic control services to all aircraft operating at or above FL055 and flight information and alerting service to known aircraft below FL055.
Effect proper coordination on aircraft movements with external sectors and adjacent sectors concerned.
Forward to adjacent facilities information on all traffic operating within one half of the applicable lateral separation criteria.

Coordinate aircraft crossing the common intracenter radar sector boundaries no less than 15 minutes, or as soon as practicable, prior to the aircraft's estimate for the common boundary.

Ensure routing to Sector 81’s outbound fix on westbound aircraft overflying Sector 81’s airspace.

Mercury

Provide air traffic control services to all aircraft operating at or above FL055 and flight information and alerting service to known aircraft below FL055.
Effect proper coordination on aircraft movements with external sectors and adjacent sectors concerned.
Forward to adjacent facilities information on all traffic operating within one half of the applicable lateral separation criteria.
Coordinate aircraft crossing the common intracenter radar sector boundaries no less than 15 minutes, or as soon as practicable, prior to the aircraft's estimate for the common boundary.
Ensure routing to Sector 81’s outbound fix on westbound aircraft overflying Sector 81’s airspace.
Area F Sector 21 is not required to coordinate information on RNP4/10 aircraft proceeding on or north of M204 with Area F Sector 81.

Oceanic Procedures

General Airspace Information

RVSM

All of ZWY is RVSM airspace. Non-RVSM aircraft are not permitted in RVSM airspace unless they meet the criteria of excepted aircraft and are previously approved by the ATS unit having authority for the airspace.

Radar Coverage

Most of ZWY is non-radar. In non-radar sectors, provide service in accordance with 7110.65 Chapters 6 and 8. ZWY simulates the use of ADS-C and CPDLC in non-radar airspace. See the Communications and Surveillance tabs for more information. All non-radar airspace is oceanic airspace.
In radar sectors, provide radar service in accordance with 7110.65 Chapter 5. Radar airspace is non-oceanic airspace. The following sectors are radar airspace:
- Sectors 82 and 83 in Area E (delegated to ZNY when online).
- Sectors 65 and 86 in Area F (delegated to ZNY when online).
- Sectors 80 and 81 (Bermuda TMA). There is no primary radar at Bermuda. All service must be provided using secondary surveillance radar.

OCA and FIR

New York Oceanic serves both as an Oceanic Control Area (OCA) and a Flight Information Region (FIR). In most sectors, air traffic control services are provided to all aircraft flying at or above FL055. Flight information and alerting services only are provided to known aircraft flying below FL055.
The transition altitude in non-radar airspace is FL055

OCA West / WATRS

The West Atlantic Route System is a high complexity fixed set of tracks which experiences peaks of high traffic density. The WATRS or OCA West airspace in ZWY consists of all of the non-radar airspace south of 38.5 N and west of 60 W. The primary air traffic flows in the WATRS airspace are between Northeast and Mid-Atlantic US airports and Caribbean and South American destinations. This primary flow is regularly crossed by the flow of traffic transitioning to and from the Southeast US / Caribbean and the North Atlantic and New York OCA East airspace.
Altitude assignments in WATRS generally follow the normal FAA assignments based on flight direction. Final altitude assignment will be determined dynamically based on traffic and operational conditions.
Aircraft should file odd flight levels when operating:
- South and Southeast bound on on L451, L452, L453, L454, L455, L456, L457, L459, L461, and L462.
- Northeast bound on M201, M202, M203, M204.
- East or Northeast on L375, L435, M325, M326, M327, M328, M329, M330, M331, M593, M594, M595, M596, M597, and M525.
Aircraft should file even flight levels when operating in the opposite direction of the above routes.

OCA East

All non-radar airspace excluding WATRS is part of the OCA East airspace. OCA East airspace north of 28N is also in the North Atlantic High Level Airspace (NAT HLA). The NAT HLA consists of the airspace from FL285 to FL420 within its lateral boundaries. RNP4 or RNP10 are required.

ICAO North America, North Atlantic, and Caribbean Regions

New York Offshore radar airspace is in the North American ICAO Region.
New York OCA airspace
- North of 27N is in the North Atlantic ICAO Region.
- South of 27N is in the Caribbean ICAO Region.

General Operational Information

IFR/VFR Operations

Flights in oceanic airspace must be conducted under Instrument Flight Rule (IFR) procedures when operating:

Between sunset and sunrise.
At or above Flight Level (FL) 055 when operating within the New York Oceanic Flight Information Region (FIR).

Beacon Codes: All aircraft transitioning into the West Atlantic Route System (WATRS) via fixed ATS routes must remain on the last ATC-assigned beacon code.

All aircraft entering or leaving WATRS via OCA East must:

Be assigned a unique beacon code 30 minutes prior to entering WATRS airspace.
Be assigned code 2000 30 minutes after leaving WATRS airspace.

NAT HLA Oceanic Clearances: There are three components to an Oceanic Clearance: (1) route; (2) altitude; and (3) speed. New York ARTCC will use multiple methods to comply with the NAT requirement to issue the three elements of an Oceanic Clearance.

Aircraft entering the New York ARTCC Oceanic CTA from a FAA facility:

The airport clearance which an aircraft receives on the ground at its departure aerodrome is considered to be the route portion of the Oceanic Clearance. Altitude and speed assignment will occur prior to entry into the New York ARTCC Oceanic CTA.
Unsolicited en-route route, altitude or speed amendments may occur due to changing traffic situations. At all times, the last assigned route, altitude and speed are to be maintained and should be considered the new oceanic profile.

North American (NAM) region departures:

Aircraft departing airports close to an oceanic boundary will receive the route portion of their Oceanic Clearance from Clearance Delivery.
Once airborne and within United States offshore RADAR airspace, aircraft will be assigned an oceanic altitude and Mach number. The oceanic altitude may or may not be the aircraft's current cleared altitude.

Caribbean/South American (CAR/SAM) region departures:

For aircraft originating from airports within the CAR/SAM region, New York ARTCC will utilize the procedures outlined in 5.6 of NAT Doc 007 to fulfill the requirements of the route portion of an oceanic clearance. Once airborne and within United States offshore RADAR airspace, the aircraft will be assigned its oceanic altitude and Mach number.

If a route, speed or altitude change en-route is desired, then aircraft should make a request from the ATC unit in which they are operating. At all times, the last assigned route, altitude and speed are to be maintained.

Aircraft Speeds: Assign speeds in increments of 0.01 Mach. At typical jet cruising altitudes, a 0.01 Mach difference corresponds to approximately a 6 kt difference in ground speed.

Crossing Restrictions: Aircraft landing in Moncton and Gander Domestic must cross the border at or below FL400.

When Area F radar (JOBOC and Atlantic) is controlled by the oceanic controller, apply the following crossing restrictions.

Airport	Route Segment	Aircraft Type	Waypoint	Instructions	Handoff
BOS	ACK or LFV	Any	Boundary	P/D FL280	Boundary
EWR, TEB, WRI	OWENZ CYN	Any	OWENZ	10,000	Boundary
JFK, LGA, ISP	OWENZ CAMRN	Any	OWENZ	14,000	Boundary
PHL	OWENZ PREPI V312 DRIFT V139 BRIGS JIIMS#	Any	OWENZ	FL220	Boundary
PHL	B24 DASHA JIIMS#	Any	WICKE	16,000	Boundary

Communications and Surveillance

All information in this section applies to non-radar, oceanic airspace.

Aircraft Performance: Apply the following performance assumptions when providing air traffic control service in ZWY.

All aircraft flying on VATSIM are assumed to be:

Equipped with a transponder and ADS-B Out capable
Equipped with a VHF radio and HF radio, and/or CPDLC (text)

All aircraft flying in ZWY may be assumed to be the following unless notified by the pilot:

RNP 4 authorized
Equipped with ADS-C with a <= 10 minute reporting interval

Voice Communications: Oceanic voice communications are performed over HF radio. Use phraseology in accordance with FAA 7110.65 Chapter 6, Non-Radar and ICAO NAT007 Chapter 6, Communications and Position Reporting Procedures. See the HF Phraseology tab for specific examples.

Controller Pilot Data Link Communications (CPDLC): CPDLC is a text communications link between the controller and the pilot. CPDLC in ZWY is simulated via the on-frequency text chat and private text chat.

Automatic Dependent Surveillance - Broadcast (ADS-B): Space-based ADS-B is not in use at ZWY. An ADS-B ITP adaptation for use in ZWY on VATSIM is in development. Do not apply ADS-B ITP.

Automatic Dependent Surveillance - Contract (ADS-C): ADS-C uses various systems on board the aircraft to automatically provide aircraft position, altitude, speed, intent and meteorological data, which can be sent in a report to an ATS unit or AOC facility ground system for surveillance and route conformance monitoring.

One or more reports are generated in response to an ADS contract, which is requested by the ground system. An ADS contract identifies the types of information and the conditions under which reports are to be sent by the aircraft. Some types of information are included in every report, while other types are provided only if specified in the ADS contract request. The aircraft can also send unsolicited ADS-C emergency reports to any ATS unit that has an ADS connection with the aircraft.

An ATS unit system may request multiple simultaneous ADS contracts to a single aircraft, including one periodic and one event contract, which may be supplemented by any number of demand contracts. Up to five separate ground systems may request ADS contracts with a single aircraft.

All aircraft flying on VATSIM continuously send aircraft position, altitude, and speed data to VATSIM servers are are available to the controller in the ATC client. ADS-C is simulated by using the "track" function of the ATC client.

HF Phraseology

Initial Contact and SELCAL Checks

Pilots make initial contact on HF by requesting a SELCAL check and stating the next oceanic facility if applicable.

[Radio Station Name], [Radio Station Name], [Aircraft Callsign] on [Radio Frequency], SELCAL check [SELCAL Code], (Next oceanic facility if needed).

The radio operator responds with secondary frequencies (currently not used on VATSIM), instructions to contact the next facility if applicable, states that position reports are not required for ADS-C, and sends a SELCAL.

[Aircraft Callsign], [Radio Station Name], [Instructions for next facility]. Position reports not required.

After receiving the SELCAL, the pilot responds with "SELCAL OK" and reads back any additional instructions.

[Radio Station Name], [Aircraft Callsign], [Readback of instructions].

**Example**: AAL123 is flying through New York Oceanic and will enter Gander Oceanic next. The radio is tuned to 130.0.

AAL123: New York Radio, New York Radio, American 123 on 130.0, SELCAL check AC-CD, Gander next.
ZWY_CTR: American 123, New York Radio, at 45 North, contact Gander Radio on 131.5. Position reports not required.
ZWY_CTR sends a SELCAL, and after AAL123 receives it.
AAL123: New York Radio, American 123, SELCAL OK, at 45 North, contact Gander Radio on 131.5.

When Able Higher (WAH) Reports: Solicit When Able Higher reports for aircraft entering the NAT HLA and when it would provide an operational advantage.

The radio operator asks the aircraft to say when able higher.

[Aircraft Callsign], [Radio Station Name], say When Able Higher.

The pilot responds with a WAH report that includes altitudes and the time they are able to climb to that altitude.

[Radio Station Name], [Aircraft Callsign], able [Flight Level] at [Zulu Time], able [Flight Level] at [Zulu Time], etc.

**Example**: DAL123 is at FL330.

ZWY_CTR: Delta 123, New York Radio, say When Able Higher.
DAL123: New York Radio, Delta 123, able FL340 at 1300, able FL350 at 1415, able FL370 at 1545.

**Note**: Information about the ability to climb does not constitute a climb request to ATC. Pilots requesting a higher altitude will replace "able" with "request" in the WAH report.

**Example**: DAL123 is at FL330 and requests FL350 at 1415.

ZWY_CTR: Delta 123, New York Radio, say When Able Higher.
DAL123: New York Radio, Delta 123, able FL340 at 1300, request FL350 at 1415, able FL370 at 1545.

Requests

Pilots request changes to their oceanic clearance by making a "request clearance" call.

[Radio Station Name], [Aircraft Callsign], request clearance on [Radio Frequency].

The radio operator acknowledges the request clearance call and lets the pilot make their request.

[Aircraft Callsign], [Radio Station Name].

The pilot then makes an altitude or speed request.

[Radio Station Name], [Aircraft Callsign], request [New altitude or speed].

**Example**:

BAW123: New York Radio, Speedbird 123, request clearance on 130.0.
ZWY_CTR: Speedbird 123, New York Radio.
BAW123: New York Radio, Speedbird 123, request FL350.
or
BAW123: New York Radio, Speedbird 123, request Mach .82.

Position Reports: With ADS-C simulation, position reports are generally not required. If voice or CPDLC (text) position reports are required, pilots must only report compulsory fixes. On a random route segment, all fixes are compulsory. On airways, compulsory fixes are indicated on sectional charts.

Pilots make position reports by making a "position" call.

[Radio Station Name], [Aircraft Callsign], position on [Radio Frequency].

The radio operator acknowledges the position call and allows the pilot to report.

[Aircraft Callsign], [Radio Station Name].

The pilot reports their position in ICAO 4444 format.

[Radio Station Name], [Aircraft Callsign], [Position] at [Zulu Time], [Flight Level], [Mach Number], estimating [Next Position] at [Zulu Time], next [Ensuing Position].

The radio operator reads the report back, and the pilot confirms with "readback correct" or makes corrections.

[Aircraft Callsign], [Radio Station Name] copies [Position] at [Zulu Time], [Flight Level], [Mach Number], estimating [Next Position] at [Zulu Time], next [Ensuing Position].

**Example**:

UAL123: New York Radio, United 123, position on 130.0.
ZWY_CTR: United 123, New York Radio.
UAL123: New York Radio, United 123, ONGOT at 1354, FL340, Mach .82, estimating MUNEY at 1446, next 41 North 060 West.
ZWY_CTR: United 123, New York Radio copies ONGOT at 1354, FL340, Mach .82, estimating MUNEY at 1446, next 41 North 060 West.
UAL123: New York Radio, United 123, readback correct.

Pilots report revised estimates using the same procedure, stating "revised estimate" in the initial call and reporting only the fix and revised time.

Separation

Separation Minima

The separation minima in the entire New York OCA are:

Vertical Separation (in accordance with 7110.65 4-5-1)

1000 ft up to and including FL410
2000 ft at or above FL290 between non-RVSM aircraft and all other aircraft at or above FL290
2000 ft above FL410, except:
- 4000 ft above FL450 between a supersonic and any other aircraft
- 5000 ft above FL600 between military aircraft

Longitudinal Separation (in accordance with 7110.65 8-3, 8-4, 8-7, and 8-8)

Apply minima based on distance using ADS-C.
Use the following minima between aircraft on the same track:
- 30 NM for RNP 4-approved aircraft with direct controller/pilot communications (via voice or CPDLC) and ADS-C with a maximum reporting interval of 10 minutes
- 50 NM for RNP 4-approved aircraft with direct controller/pilot communications (via voice or CPDLC) and ADS-C with a maximum reporting interval of 32 minutes
- 50 NM for RNP 10-approved aircraft with direct controller/pilot communications (via voice or CPDLC) and ADS-C with a maximum reporting interval of 27 minutes
Aircraft on reciprocal tracks may be cleared to climb or descend to or through the altitude(s) occupied by another aircraft provided:
- An ADS-C position report on at least one of the aircraft has been received beyond the passing point, and
- The aircraft have passed each other by the applicable separation minimum
Apply ADS-B ITP and ADS-C CDP Reduced Separation Climb/Descent Procedures as detailed in the next section.
Refer to 7110.65 8-7 and 8-8 for non-ADS-C separation minima.

**Lateral Separation** (in accordance with 7110.65 8-4, 8-5, 8-7, and 8-8)

30 NM for RNP 4-approved aircraft with direct controller/pilot communications (via voice or CPDLC) and ADS-C
50 NM for RNP 4 and RNP 10-approved aircraft
60 NM or 1 degree latitude between:
- Supersonic aircraft operating above FL275
- Aircraft with NAT HLA authorization that operate within, transit to/from, or partially operate within NAT HLA
90 NM or 1.5 degrees latitude between aircraft not approved for RNP 4 or RNP 10 that:
- Operate on routes or in areas within WATRS
- Operate between points in the US or Canada, and Bermuda
- Operate west of 55 W between the US, Canada, or Bermuda and points in the Caribbean ICAO Region
120 NM or 2 degrees latitude between aircraft not covered above

Offshore/Oceanic Transition Procedures: Apply procedures in accordance with 7110.65 8-4 and 8-8.

**Lateral Separation Methods**

Lateral separation exists for non-intersecting flight paths when aircraft are crossing an oceanic boundary and entering an airspace with a larger lateral minimum than the airspace being exited, provided:
- The smaller separation exists at the boundary; and
- Flight paths diverge by 15 degrees or more until the larger minimum is established.

**Course Divergence**

When aircraft enter oceanic airspace, separation will exist when:
- Aircraft are established on courses that diverge by at least 15 degrees until oceanic lateral separation is established; and
- The aircraft are horizontally radar-separated with increasing separation at the edge of radar coverage.

**Radar Identification Application**

Radar separation standards may be applied between radar-identified aircraft and another aircraft not yet identified that is transiting from oceanic airspace or non-radar offshore airspace into an area of radar coverage, provided:
- Direct radio communications are maintained with one of the aircraft involved, and there is an ability to communicate with the other;
- The transiting aircraft is RNAV-equipped;
- Radar separation standards are maintained between the radar-identified aircraft and any other observed targets until the transitioning aircraft is radar-identified or non-radar separation is established;
- **Exception**: This procedure is not authorized if there is insufficient time to establish other approved separation, considering factors such as aircraft performance, type, speed, weather, traffic conditions, workload, and frequency congestion.

Reduced Separation Climb/Descent Procedures

There are two reduced separation procedures for climbing and descending aircraft:

Automatic Dependent Surveillance - Broadcast (ADS-B) In-Trail Procedure (ITP)
Automatic Dependent Surveillance - Contract (ADS-C) Climb/Descend Procedure (CDP)

ADS-B ITP: The ITP allows ADS-B In-equipped aircraft in non-surveillance oceanic airspace to perform FL changes previously unavailable with procedural separation minima. This enables flight crews to execute FL changes to improve comfort, avoid weather, or obtain favorable winds for fuel economy and arrival times. The ITP is only available within the Anchorage, Oakland, and New York Oceanic Flight Information Regions (FIR).

**Note**: An ADS-B ITP adaptation for use in ZWY on VATSIM is in development. Do **not** apply ADS-B ITP.

ADS-C CDP: The ADS-C CDP is designed to enhance service for properly equipped aircraft by allowing an oceanic air traffic controller to grant an altitude change request when other standard separations (such as ADS-C distance-based 30 NM longitudinal separation minima) prevent a climb or descent. The CDP is available within the Anchorage, Oakland, and New York Oceanic FIRs.

Apply ADS-C CDP in accordance with 7110.65 8-7 and 8-8. CDP may only be used when there is exactly one conflicting aircraft in the climb or descent. CDP cannot be used with multiple conflicting aircraft.

Aircraft on the same track may be cleared to climb or descend through the level of another aircraft if:
- The longitudinal distance between the aircraft is determined from near-simultaneous ADS-C demand reports and meets the following conditions:
  - 15 NM when the preceding aircraft is at the same speed or faster than the following aircraft; or
  - 25 NM when the following aircraft is no more than Mach 0.02 faster than the preceding aircraft
- The altitude difference between the aircraft is no more than 2000 ft;
- The clearance is for a climb or descent of 4000 ft or less;
- Both aircraft are single flights, not in formation with other aircraft;
- Both aircraft are in level flight at a single altitude;
- Both aircraft are moving in the same direction;
- Neither aircraft is on a weather deviation;
- Neither aircraft has an open CPDLC request for a weather deviation;
- Neither aircraft is on an offset with a rejoin clearance; and
- The clearance includes a restriction ensuring vertical separation is re-established within 15 minutes from the first demand report request.

Offshore/Oceanic Transition Procedures

Oceanic Clearance: There are three components to an Oceanic Clearance: (1) route; (2) altitude; and (3) speed. Pilots entering ZWY do not need to contact ZWY for oceanic clearance. All oceanic clearnace will be handled by ATC coordination. See the NAT HLA Oceanic Clearances section of the General Operational Information tab.

Oceanic Entry Coordination

The last radar controller before oceanic entry must coordinate with the first non-radar oceanic controller. The radar controller must pass the following information to the non-radar controller

Callsign
Estimate over oceanic entry fix (next fix estimates not required unless the non-radar controller requests them)
Requested altitude
Requested Mach number

The non-radar controller either approves the request as is or makes necessary adjustments for traffic or other operational needs and passes the information back to the radar controller. The radar controller then assigns and instructs the aircraft to follow the approved oceanic clearance. The last radar sector prior to entry into oceanic airspace must assign a Mach number to all turbojet aircraft cleared through oceanic airspace. Enter Mach number assignments into the scratchpad. Any subsequent Mach numbers must also be entered into the scratchpad.

Offshore/Oceanic Separation: See the Offshore/Oceanic Transition section of the Separation tab for details.

Bermuda Terminal Control Area (TMA)

General

The Bermuda AIP is available from the Bermuda Airport Authority
The Bermuda TMA consists of the COCOA and HILDY sectors.
Provide radar service in accordance with the 7110.65.
Issue the Bermuda altimeter or QNH setting to aircraft below FL180. FL180 is the transition level in the Bermuda TMA.
Bermuda Airport is a Class D airport.
Bermuda Tower is open from 0700 - 2300 local time (AST UTC-4 or ADT UTC-3).
Bermuda CTAF when Bermuda Tower is closed is 122.8.

SIDs/STARs

Bermuda has two SIDs and two STARs. During Bermuda radar outages, SID and STAR assignment are required. SID and STAR usage when radar service is provided is optional.