JO 7210.3 Facility Operation and AdministrationJO 7210.3EE · Change 3 · Effective 7/9/2026
Chapter 6 · Section 1
General
7 Paragraphs6-1-1–6-1-7
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. Approval from the Vice President of Air Traffic Services 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 one Radar and one Radar Associate, or one ATOP Position.
6-1-3 SECTOR CONFIGURATION
The size and configuration of sectors are determined by:
Traffic volume.
Traffic flow.
Types of aircraft.
Location and activity of terminals.
Special operations/procedures.
Coordination requirements.
Consolidation capability.
Radar/radio coverage.
Equipment limitations.
Airway alignments.
Accordingly:
Align sector boundaries so as to contain the longest possible segments of airways.
Align sector consoles to conform with the primary traffic flow.
Distribute the workload equitably among the sectors.
Provide for a sector consolidation capability.
The lateral boundaries of sectors in different altitude strata need not coincide.
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 Service Area Director of Air Traffic Operations should be notified of changes affecting the number and type of areas of specialization.
6-1-5 OPERATING POSITION DESIGNATORS
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 |
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:
The sector/position is using an automated system with System Analysis Recording (SAR) capabilities;
Computer generated flight progress strips are being posted;
Radio and interphone transmissions are being recorded;
Control instructions or coordination not recorded on a voice recorder must be documented on the flight progress strip;
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., ATOP);
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.
Authorized sectors and local optional strip marking procedures are documented in a facility directive;
Standard strip marking procedures must be used for aircraft requiring special handling, such as, emergency, holding, etc.; and
When training is being conducted at the sector, standard strip marking procedures must be used.
6-1-7 DISPLAY OF TIME-BASED FLOW MANAGEMENT (TBFM) INFORMATION
Configure the situation display to display TBFM schedule information when metering is active.