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TEST SITE (old.zjxar tcc.com on ) Welcome to ZJX, Daniel. It is currently 16:12:04 UTC on Nov 3. Home Forum Staff Roster Feedback Admin Log Out ZJX Information Home Page Staff Roster Statistics Forum Upcoming Events Feedback Archive Partner VA's Submit Feedback Is this the FAA site? Looking for NATCA? Website Support For Controllers Joining ZJX? ARTCC Policies SOPs & LOAs Reference Downloads Training Start Training Now Request Training For Pilots Resources & Info Downloads Preferred Routes Vatsim's Chart Finder For Instructors Instructor Forms Instructor's Files Latest Feedback Latest Train Notes Latest Admin. Notes For Events Staff Add News Item Edit News Items Add Event Edit Events Edit Event Position Master List Manage Site Images For Engineers Manage SOPs-LOAs Effective Date: 01 July 2006, 0400Z I. Scope: Letter of Agreement By and Between Miami ARTCC and Jacksonville ARTCC This agreement is made by and between Miami ARTCC (herein ZMA) and Jacksonville ARTCC (herein ZJX) of the VATUSA Division of the North American Region of VATSIM, and is entered into by the current Facility ATMs of each ARTCC. II. Purpose: This Letter of Agreement establishes a set of agreed upon Air Traffic Control procedures between ZMA and ZJX, and defines the limitations and coordination expectations of both ATC facilities. III. Cancellation The terms of this Letter of Agreement may be suspended only by agreement of both Facility ATMs of ZMA and ZJX, and with the explicit approval of the VATUSA Southern Regional Director or the Director of VATUSA. This agreement cancels all prior agreements between ZMA and ZJX. IV. Tampa TRACON and Tampa International Airport A. Tampa TRACON Lateral Boundaries. The lateral boundaries of the Tampa TRACON are described by the Latitude and Longitude coordinates contained in Appendix A. These coordinates shall not be altered by either ARTCC without the explicit agreement of the Facility Chiefs of both ZMA and ZJX. B. Tampa TRACON Vertical Boundaries. The vertical dimensions of the Tampa TRACON area shall be from the surface to, but not including, 15,000 ft. MSL. C. Delegation of Airspace, and Controlling Authority. The airspace of the Tampa TRACON and the airports contained within its lateral limits shall be considered a part of ZMA airspace. All operations within the Tampa TRACON shall fall under the jurisdiction of ZMA, and shall be governed by the Miami ARTCC Standard Operating Procedures and Agreements. Only members of ZMA shall be authorized to provide ATC service within the Tampa TRACON. D. Transfer of Control and Communication. ZMA controllers shall complete all transfers of radar control and communication to Enroute Center controllers or a controller staffing MCO_APP before an aircraft reaches an altitude of 15,000 ft. MSL or the lateral limits of the Tampa TRACON, whichever comes first. If a ZMA controller is not online staffing the position of TPA_APP or MIA_CTR, local controllers operating within the Tampa TRACON will advise pilots of the presence of a ZJX controller staffing the position of JAX_CTR or MCO_APP (whichever is appropriate) prior to the departure of an aircraft or the termination of service. V. Orlando TRACON and Orlando International Airport: A. Orlando TRACON Lateral Boundaries. The lateral boundaries of the Orlando TRACON are described by the Latitude and Longitude coordinates contained in Appendix B. These coordinates shall not be altered by either ARTCC without the explicit agreement of the Facility ATMs of both ZMA and ZJX. B. Orlando TRACON Vertical Boundaries. The vertical dimensions of the Orlando TRACON area shall be as set forth in the following diagram: For Staff Add News Item Edit News Items Add Event Edit Events Edit Event Position Master List Manage Site Images Manage Email 1/6

Templates Instructor's Files Proposed SOPs & Policies Latest Feedback Latest Train Notes Latest Admin. Notes For Admins Approve Users Menus Pagesetter Download Admin Edit ZJX Theme pnrender Settings Online There are 0 unlogged users and 1 registered user online. You are logged-in as 876594. You can: Logout Edit your user info, e-mail, and/or password The western area of the Orlando TRACON, shown in solid gray in the above diagram, shall be delegated the airspace within the lateral boundaries shown and from the surface to, but not including, 15,000 ft. MSL. The eastern area of the Orlando TRACON, shown as cross-hatched in the above diagram, shall be delegated the airspace within the lateral boundaries shown and from 5,500 MSL to, but not including, 15,000 MSL. C. Delegation of Airspace, and Controlling Authority. The airspace of the Orlando TRACON and the airports contained within the lateral limits of the western area shall be considered a part of ZJX airspace. All operations within the Orlando TRACON shall fall under the jurisdiction of ZJX, and shall be governed by Jacksonville ARTCC Standard Operating Procedures. Only ZJX controllers shall be authorized to provide ATC services within the Orlando TRACON. D. Transfer of Control and Communication. ZJX controllers shall complete all transfers of radar control and communication to Enroute Center controllers or a controller staffing TPA_APP before an aircraft reaches an altitude of 15,000 ft. MSL or the lateral limits of the Orlando TRACON, whichever comes first. If a ZJX controller is not online staffing the position of MCO_APP or JAX_CTR, local controllers operating within the Orlando TRACON will advise pilots of the presence of a ZMA controller staffing the position of MIA_CTR or TPA_APP (whichever is appropriate) prior to the departure of an aircraft or the termination of service. VI. Daytona TRACON and Daytona International and Melbourne International Airports A. Daytona TRACON Lateral Boundaries The lateral boundaries of the Daytona TRACON are described by the Latitude and Longitude coordinates contained in Appendix C. These coordinates shall not be altered by either ARTCC without the explicit agreement of the Facility ATMs of both ZMA and ZJX. B. Daytona TRACON Vertical Boundaries The vertical dimensions of the Daytona TRACON area shall be as set forth in the following diagram: 2/6

The northern area of the Daytona TRACON, shown as the northern solid gray in the above diagram, shall be delegated the airspace within the lateral boundaries shown and from the surface to, but not including, 11,000 MSL. This northern area is wholly within the ZJX ARTCC enroute center boundaries The southwestern area of Daytona TRACON, shown as crosshatched in the above diagram, shall be delegated the airspace within the lateral boundaries shown and from the surface to, but not including, 5,500 MSL. This area is located under the airspace delegated to the Orlando TRACON. The southeastern area of Daytona TRACON, shown as the southern solid gray area in the above diagram, shall be delegated the airspace within the lateral boundaries shown and from the surface to, but not including, 5,500 MSL. C. Delegation of Airspace, and Controlling Authority. The airspace of the Daytona TRACON and the airports contained within its lateral limits shall be considered a part of ZJX airspace. All operations within the Daytona TRACON shall fall under the jurisdiction of ZJX, and shall be governed by Jacksonville ARTCC Standard Operating Procedures. Only ZJX controllers shall be authorized to provide ATC services within the Daytona TRACON. D. Transfer of Control and Communication. ZJX controllers shall complete all transfers of radar control and communication to Enroute Center controllers before an aircraft reaches an altitude of 5,500 ft. MSL or the lateral limits of the Daytona TRACON, whichever comes first. If a ZJX controller is not online staffing the position of DAB_APP or JAX_CTR, local controllers operating within the Daytona TRACON will advise pilots of the presence of a ZMA controller staffing the position of MIA_CTR prior to the departure of an aircraft or the termination of service. VII. Procedures and Responsibilities for all Enroute Center Controllers: A. Transfer of Control and Communication. Enroute Center controllers (CTR) shall initiate the transfer of control of an aircraft which will enter the enroute airspace of the neighboring ARTCC no less than 10 NM from the ARTCC boundary, and at a distance no greater than 40 NM from the ARTCC boundary unless prior coordination has occurred. The transfer of control and communications must be completed before the aircraft crosses the ARTCC boundary. B. Separation of Enroute Aircraft. Aircraft which are enroute, established on the same airway and traveling in the same direction, shall enter the airspace of the neighboring ARTCC at a separation minimum of no less than 10 NM in trail unless prior coordination has occurred and the receiving controller has agreed to accept a separation distance of less than 10 NM. 3/6

the receiving controller has agreed to accept a separation distance of less than 10 NM. C. Separation of Terminal Area Aircraft. Aircraft which will be landing within the Orlando TRACON, the Daytona TRACON, or the Tampa TRACON and are established on the same airway or STAR, traveling in the same direction, shall enter the airspace of the TRACON at a separation minimum of no less than 10 NM in trail unless prior coordination has occurred and the receiving controller has agreed to accept a separation distance of less than 10 NM. D. Control Authority. A receiving Enroute Controller shall not alter the altitude or direction of flight of any aircraft which is still within the neighboring ARTCC unless prior coordination has occurred and the controller initiating the transfer of control has agreed to allow the receiving controller to maneuver the aircraft before it crosses the ARTCC boundary. E. Simulation Rate of Aircraft Transiting Boundaries. All aircraft crossing the ARTCC boundary shall be at a simulation rate of 1X unless prior coordination has occurred and the receiving controller has agreed to accept the aircraft at the increased simulation rate; no acceleration rate shall be permitted until the aircraft has crossed the ARTCC boundary. VIII. Procedures and Responsibilities for ZMA Controllers: A. Routing of Aircraft Arriving Into the Orlando TRACON. Miami Enroute Center controllers (MIA_CTR) and Tampa TRACON controllers (TPA_APP) shall facilitate the use of STAR procedures for aircraft which will land within the Orlando TRACON whenever possible and instruct all aircraft with filed STAR procedures to descend as follows: GOOFY arrival - KMCO landing south: Cross BAIRN at 11,000 MSL GOOFY arrival - all others: Cross BAIRN at 8,000 MSL MINEE arrival - KMCO landing south: Cross MOANS at 13,000 MSL MINEE arrival - all others: or ANDRO at 13,000 MSL Cross MOANS at 10,000 MSL and 250 kts or ANDRO at 13,000 MSL and 250 kts. MIA_CTR controllers and TPA_APP controllers will instruct all aircraft which will land within the Orlando TRACON, but have not filed a STAR procedure, to cross BAIRN, MOANS or ANDRO as specified above. B. Transfer of Control and Communications-Orlando TRACON MIA_CTR controllers and TPA_APP controllers will complete all handoffs and transfers of communication before an aircraft crosses BAIRN, MOANS or ANDRO, or otherwise crosses the lateral or vertical limits of the Orlando TRACON. C. Transfer of Control and Communications-Daytona TRACON Aircraft which will land at airfields within the Daytona TRACON shall be handed off to DAB_APP (when online) at or below 5,500 MSL before crossing the Daytona TRACON boundary, to DAB_APP (when online) at 5,500 MSL with the aircraft descending to maintain 4,000 MSL within 20nm of their destination, or to a ZJX Enroute controller (JAX_CTR) at the lateral points and altitudes described above if DAB_APP is offline. D. Transfer of Control and Communications-Aircraft Arriving KDAB Aircraft which will land at Daytona Beach International Airport (KDAB) shall be handed off to MCO_APP (when online) at or below 10,000 MSL before crossing the Orlando TRACON boundary, DAB_APP (when online and MCO_APP offline) at or below 10,000 MSL and above 5.500 MSL before crossing the ARTCC boundary, or to a ZJX Enroute controller (JAX_CTR) at or below 10,000 MSL before crossing the ARTCC boundary. E. Altitude Assignments-Cruise Below 15,000 MSL Aircraft departing the Tampa TRACON that have received a clearance for an enroute cruise altitude below 15,000 ft. MSL shall be cleared to their final cruise altitude before departing the boundaries of the Tampa TRACON. F. Altitude Assignments-Cruise At or Above 15,000 MSL Aircraft departing the Tampa TRACON that have received a clearance for an enroute cruise altitude above 15,000 ft. MSL shall be cleared to climb and maintain 15,000 ft. until radar control and communications have been transferred to an Enroute Center Controller. G. Initial Course Aircraft departing the Tampa TRACON shall be cleared to the first waypoint in their filed route unless prior coordination with the ZJX controller who will be accepting the handoff has occurred. H. Point-Outs for Westbound KTPA Departures Aircraft departing the Tampa TRACON to the west will cleared to the first waypoint in their filed route, and depart the Tampa TRACON on a heading direct to COVIA intersection. If the flight path of the aircraft will take the aircraft inside ZJX airspace, the Tampa TRACON controller, or ZMA Controller providing departure service, shall request a point-out from the ZJX Enroute controller to minimize the necessary transfers between facilities, and radio frequency changes that would be required by the pilot. IX. Procedures and Responsibilities for ZJX Controllers: A. Routing of Aircraft Arriving Into the Orlando TRACON. 4/6

A. Routing of Aircraft Arriving Into the Orlando TRACON. Jacksonville Enroute Center controllers (JAX_CTR) and Orlando TRACON controllers (MCO_APP) shall vector and/or instruct all aircraft which will land at an airport within the Tampa TRACON to cross one of the following intersections at 13,000 MSL: WALTR - KSRQ Arrivals only TABIR MARVI DADES B. Transfer of Control and Communications-Tampa TRACON JAX_CTR controllers and MCO_APP controllers will complete all handoffs and transfers of communication before an aircraft crosses WALTR, TABIR, MARVI or DADES, or otherwise crosses the lateral or vertical limits of the Tampa TRACON. C. Altitude Assignments-Cruise Below 15,000 MSL (Below 5.500 MSL for Daytona TRACON) Aircraft departing the Orlando TRACON that have received a clearance for an enroute cruise altitude below 15,000 ft. MSL shall be cleared to their final cruise altitude before departing the boundaries of the Orlando TRACON. Aircraft departing the Daytona TRACON that have received a clearance for an enroute cruise altitude below 5,500 ft. MSL shall be cleared to their final cruise altitude before departing the boundaries of the Daytona TRACON. D. Altitude Assignments-Cruise At or Above 15,000 MSL (At or Above 5,500 for Daytona TRACON) Aircraft departing the Orlando TRACON that have received a clearance for an enroute cruise altitude above 15,000 ft. MSL shall be cleared to climb and maintain 15,000 ft. until radar control and communications have been transferred to an Enroute Center Controller. Aircraft departing the Daytona TRACON that have received a clearance for an enroute cruise altitude above 5,500 ft. MSL shall be cleared to climb and maintain 5,000 ft. until radar control and communications have been transferred to an Enroute Center Controller. E. Initial Course Aircraft departing the Orlando or Daytona TRACONs shall be cleared to the first waypoint in their filed route unless prior coordination with the ZMA controller who will be accepting the handoff has occurred. This Letter of Agreement has been agreed upon and entered into on 01 July 2006 at 0400Z by: ZMA Facility ATM -Francisco Vargas on behalf of Miami ARTCC ZJX Facility ATM -Robert Burkhead on behalf of Jacksonville ARTCC VATUSA Director Air Traffic-Southern Region -Paul Biderman Appendix A-Lateral Definitio n o f the Tampa TRACON T P A _ A P P N 0 2 8. 4 4. 3 0. 0 0 0 W 0 8 2. 4 3. 0 0. 0 0 0 N 0 2 8. 3 8. 0 0. 0 0 0 W 0 8 2. 0 2. 3 0. 0 0 0 ; J A X T P A _ A P P N 0 2 8. 3 7. 5 4. 4 0 4 W 0 8 2. 0 2. 2 8. 4 9 4 N 0 2 8. 3 3. 4 5. 1 7 4 W 0 8 1. 5 7. 2 9. 8 1 9 ; M C O T P A _ A P P N 0 2 8. 3 3. 4 5. 1 7 4 W 0 8 1. 5 7. 2 9. 8 1 9 N 0 2 8. 2 2. 1 3. 8 6 1 W 0 8 1. 5 8. 1 6. 0 5 4 ; M C O T P A _ A P P N 0 2 8. 2 2. 1 3. 8 6 1 W 0 8 1. 5 8. 1 6. 0 5 4 N 0 2 8. 0 5. 5 0. 2 2 1 W 0 8 1. 5 3. 3 1. 8 9 2 ; M C O T P A _ A P P N 0 2 8. 0 5. 5 0. 2 2 1 W 0 8 1. 5 3. 3 1. 8 9 2 N 0 2 8. 0 0. 3 3. 5 1 4 W 0 8 1. 5 0. 0 1. 6 8 6 ; M C O T P A _ A P P N 0 2 8. 0 0. 3 3. 5 1 4 W 0 8 1. 5 0. 0 1. 6 8 6 N 0 2 7. 5 5. 5 8. 0 1 0 W 0 8 1. 5 0. 0 1. 6 8 6 ; M C O T P A _ A P P N 0 2 7. 5 5. 5 8. 0 1 0 W 0 8 1. 5 0. 0 1. 6 8 6 N 0 2 7. 4 7. 0 0. 1 7 0 W 0 8 1. 5 8. 5 2. 5 9 9 T P A _ A P P N 0 2 7. 4 7. 0 0. 1 7 0 W 0 8 1. 5 8. 5 2. 5 9 9 N 0 2 7. 4 6. 0 1. 3 6 4 W 0 8 2. 0 3. 5 7. 8 8 5 T P A _ A P P N 0 2 7. 4 6. 0 1. 3 6 4 W 0 8 2. 0 3. 5 7. 8 8 5 N 0 2 7. 1 4. 4 9. 7 7 3 W 0 8 2. 2 0. 0 1. 3 2 2 T P A _ A P P N 0 2 7. 1 4. 4 9. 7 7 3 W 0 8 2. 2 0. 0 1. 3 2 2 N 0 2 7. 1 0. 5 7. 1 0 2 W 0 8 2. 4 3. 5 2. 5 9 9 T P A _ A P P N 0 2 7. 1 0. 5 7. 1 0 2 W 0 8 2. 4 3. 5 2. 5 9 9 N 0 2 7. 1 9. 0 3. 6 6 5 W 0 8 2. 4 6. 5 3. 7 8 9 T P A _ A P P N 0 2 7. 1 9. 0 3. 6 6 5 W 0 8 2. 4 6. 5 3. 7 8 9 N 0 2 7. 1 9. 3 1. 4 8 8 W 0 8 3. 1 3. 5 9. 0 8 5 T P A _ A P P N 0 2 7. 1 9. 3 1. 4 8 8 W 0 8 3. 1 3. 5 9. 0 8 5 N 0 2 7. 2 9. 5 7. 4 4 3 W 0 8 3. 0 6. 2 8. 5 4 6 T P A _ A P P N 0 2 7. 2 9. 5 7. 4 4 3 W 0 8 3. 0 6. 2 8. 5 4 6 N 0 2 8. 1 3. 0 6. 8 6 2 W 0 8 3. 0 5. 5 4. 3 6 0 T P A _ A P P N 0 2 8. 1 3. 0 6. 8 6 2 W 0 8 3. 0 5. 5 4. 3 6 0 N 0 2 8. 1 8. 1 2. 4 6 8 W 0 8 3. 1 0. 3 1. 0 9 8 T P A _ A P P N 0 2 8. 1 8. 1 2. 4 6 8 W 0 8 3. 1 0. 3 1. 0 9 8 N 0 2 8. 3 5. 2 6. 3 9 0 W 0 8 2. 5 6. 1 9. 2 8 5 T P A _ A P P N 0 2 8. 3 5. 2 6. 3 9 0 W 0 8 2. 5 6. 1 9. 2 8 5 N 0 2 8. 3 8. 0 4. 8 5 2 W 0 8 2. 5 3. 1 5. 6 9 3 T P A _ A P P N 0 2 8. 3 8. 0 4. 8 5 2 W 0 8 2. 5 3. 1 5. 6 9 3 N 0 2 8. 4 4. 3 0. 0 0 0 W 0 8 2. 4 3. 0 0. 0 0 0 Appendix B-Lateral Definitio n o f the Orlando TRACON M C O _ A P P N 0 2 8. 3 8. 0 0. 0 0 0 W 0 8 2. 0 2. 3 0. 0 0 0 N 0 2 8. 4 3. 4 5. 0 0 0 W 0 8 1. 5 6. 3 0. 0 0 0 ; J A X M C O _ A P P N 0 2 8. 4 3. 4 5. 0 0 0 W 0 8 1. 5 6. 3 0. 0 0 0 N 0 2 8. 5 1. 3 6. 0 0 0 W 0 8 1. 4 6. 4 2. 0 0 0 ; J A X M C O _ A P P N 0 2 8. 5 1. 3 6. 0 0 0 W 0 8 1. 4 6. 4 2. 0 0 0 N 0 2 9. 0 0. 0 0. 0 0 0 W 0 8 1. 4 2. 3 0. 0 0 0 ; J A X M C O _ A P P N 0 2 9. 0 0. 0 0. 0 0 0 W 0 8 1. 4 2. 3 0. 0 0 0 N 0 2 9. 0 0. 0 0. 0 0 0 W 0 8 1. 3 0. 0 0. 0 0 0 ; J A X M C O _ A P P N 0 2 9. 0 0. 0 0. 0 0 0 W 0 8 1. 3 0. 0 0. 0 0 0 N 0 2 8. 5 7. 5 5. 0 0 0 W 0 8 1. 2 8. 2 5. 0 0 0 ; D A B _ S M C O _ A P P N 0 2 8. 5 7. 5 5. 0 0 0 W 0 8 1. 2 8. 2 5. 0 0 0 N 0 2 8. 5 6. 1 7. 0 0 0 W 0 8 1. 1 8. 5 8. 0 0 0 ; D A B _ S M C O _ A P P N 0 2 8. 5 6. 1 7. 0 0 0 W 0 8 1. 1 8. 5 8. 0 0 0 N 0 2 8. 5 6. 2 2. 0 0 0 W 0 8 1. 0 5. 1 3. 0 0 0 ; D A B _ S M C O _ A P P N 0 2 8. 5 6. 2 2. 0 0 0 W 0 8 1. 0 5. 1 3. 0 0 0 N 0 2 8. 5 4. 4 4. 3 0 0 W 0 8 1. 0 2. 0 9. 1 0 0 ; D A B _ S M C O _ A P P N 0 2 8. 5 4. 4 4. 3 0 0 W 0 8 1. 0 2. 0 9. 1 0 0 N 0 2 8. 4 1. 2 9. 1 9 0 W 0 8 0. 5 6. 4 5. 4 8 0 ; D A B _ S M C O _ A P P N 0 2 8. 4 1. 2 9. 1 9 0 W 0 8 0. 5 6. 4 5. 4 8 0 N 0 2 8. 3 4. 5 8. 0 0 0 W 0 8 0. 5 6. 2 8. 0 0 0 ; D A B _ S M C O _ A P P N 0 2 8. 3 4. 5 8. 0 0 0 W 0 8 0. 5 6. 2 8. 0 0 0 N 0 2 8. 2 3. 4 0. 0 0 0 W 0 8 0. 5 6. 0 0. 0 0 0 ; D A B _ S M C O _ A P P N 0 2 8. 2 3. 4 0. 0 0 0 W 0 8 0. 5 6. 0 0. 0 0 0 N 0 2 8. 1 4. 2 5. 9 0 0 W 0 8 0. 5 5. 3 7. 4 0 0 ; D A B _ S M C O _ A P P N 0 2 8. 1 4. 2 5. 9 0 0 W 0 8 0. 5 5. 3 7. 4 0 0 N 0 2 8. 0 6. 3 1. 0 0 0 W 0 8 1. 0 2. 0 6. 0 0 0 ; D A B _ S M C O _ A P P N 0 2 8. 0 6. 3 1. 0 0 0 W 0 8 1. 0 2. 0 6. 0 0 0 N 0 2 8. 0 0. 0 0. 0 0 0 W 0 8 1. 0 2. 3 0. 0 0 0 ; D A B _ S M C O _ A P P N 0 2 9. 0 0. 0 0. 0 0 0 W 0 8 1. 3 0. 0 0. 0 0 0 N 0 2 9. 0 0. 0 0. 3 0 0 W 0 8 0. 5 3. 3 5. 4 0 0 ; D A B S H E L F M C O _ A P P N 0 2 9. 0 0. 0 0. 3 0 0 W 0 8 0. 5 3. 3 5. 4 0 0 N 0 2 9. 0 0. 0 1. 0 0 0 W 0 8 0. 4 8. 1 4. 0 0 0 ; D A B S H E L F M C O _ A P P N 0 2 9. 0 0. 0 1. 0 0 0 W 0 8 0. 4 8. 1 4. 0 0 0 N 0 2 9. 0 0. 0 0. 0 0 0 W 0 8 0. 3 5. 4 4. 0 0 0 ; D A B S H E L F M C O _ A P P N 0 2 9. 0 0. 0 0. 0 0 0 W 0 8 0. 3 5. 4 4. 0 0 0 N 0 2 8. 5 6. 1 5. 0 0 0 W 0 8 0. 3 2. 2 5. 0 0 0 ; D A B S H E L F M C O _ A P P N 0 2 8. 5 6. 1 5. 0 0 0 W 0 8 0. 3 2. 2 5. 0 0 0 N 0 2 8. 3 7. 0 2. 0 0 0 W 0 8 0. 2 6. 0 0. 0 0 0 ; D A B S H E L F M C O _ A P P N 0 2 8. 3 7. 0 2. 0 0 0 W 0 8 0. 2 6. 0 0. 0 0 0 N 0 2 8. 1 4. 4 4. 0 0 0 W 0 8 0. 2 7. 4 6. 0 0 0 ; D A B S H E L F M C O _ A P P N 0 2 8. 1 4. 4 4. 0 0 0 W 0 8 0. 2 7. 4 6. 0 0 0 N 0 2 8. 0 6. 2 4. 0 0 0 W 0 8 0. 3 0. 3 7. 0 0 0 ; D A B S H E L F 5/6

M C O _ A P P N 0 2 8. 0 6. 2 4. 0 0 0 W 0 8 0. 3 0. 3 7. 0 0 0 N 0 2 8. 0 6. 2 4. 0 0 0 W 0 8 0. 4 7. 3 2. 0 0 0 ; D A B S H E L F M C O _ A P P N 0 2 8. 0 6. 2 4. 0 0 0 W 0 8 0. 4 7. 3 2. 0 0 0 N 0 2 8. 0 0. 0 0. 0 0 0 W 0 8 1. 0 2. 3 0. 0 0 0 ; D A B S H E L F M C O _ A P P N 0 2 8. 0 0. 0 0. 0 0 0 W 0 8 1. 0 2. 3 0. 0 0 0 N 0 2 8. 0 0. 0 0. 0 0 0 W 0 8 1. 1 8. 1 4. 4 0 0 M C O _ A P P N 0 2 8. 0 0. 0 0. 0 0 0 W 0 8 1. 1 8. 1 4. 4 0 0 N 0 2 8. 0 0. 0 0. 0 0 0 W 0 8 1. 2 2. 3 9. 0 9 7 M C O _ A P P N 0 2 8. 0 0. 0 0. 0 0 0 W 0 8 1. 2 2. 3 9. 0 9 7 N 0 2 7. 5 6. 5 9. 1 1 2 W 0 8 1. 3 9. 5 0. 1 1 5 M C O _ A P P N 0 2 7. 5 6. 5 9. 1 1 2 W 0 8 1. 3 9. 5 0. 1 1 5 N 0 2 7. 5 5. 5 8. 0 1 0 W 0 8 1. 5 0. 0 1. 6 8 6 M C O _ A P P N 0 2 7. 5 5. 5 8. 0 1 0 W 0 8 1. 5 0. 0 1. 6 8 6 N 0 2 8. 0 0. 3 3. 5 1 4 W 0 8 1. 5 0. 0 1. 6 8 6 ; T P A M C O _ A P P N 0 2 8. 0 0. 3 3. 5 1 4 W 0 8 1. 5 0. 0 1. 6 8 6 N 0 2 8. 0 5. 5 0. 2 2 1 W 0 8 1. 5 3. 3 1. 8 9 2 ; T P A M C O _ A P P N 0 2 8. 0 5. 5 0. 2 2 1 W 0 8 1. 5 3. 3 1. 8 9 2 N 0 2 8. 2 2. 1 3. 8 6 1 W 0 8 1. 5 8. 1 6. 0 5 4 ; T P A M C O _ A P P N 0 2 8. 2 2. 1 3. 8 6 1 W 0 8 1. 5 8. 1 6. 0 5 4 N 0 2 8. 3 3. 4 5. 1 7 4 W 0 8 1. 5 7. 2 9. 8 1 9 ; T P A M C O _ A P P N 0 2 8. 3 3. 4 5. 1 7 4 W 0 8 1. 5 7. 2 9. 8 1 9 N 0 2 8. 3 8. 0 0. 0 0 0 W 0 8 2. 0 2. 3 0. 0 0 0 ; T P A Appendix B-Lateral Definitio n o f the Dayto na TRACON D A B _ A P P N 0 2 9. 5 1. 1 9. 0 0 0 W 0 8 1. 0 1. 4 3. 0 0 0 N 0 2 9. 4 6. 1 2. 5 7 2 W 0 8 0. 5 8. 3 3. 2 7 8 D A B _ A P P N 0 2 9. 4 6. 1 2. 5 7 2 W 0 8 0. 5 8. 3 3. 2 7 8 N 0 2 9. 3 2. 4 9. 1 2 8 W 0 8 0. 5 3. 5 6. 4 3 6 D A B _ A P P N 0 2 9. 3 2. 4 9. 1 2 8 W 0 8 0. 5 3. 5 6. 4 3 6 N 0 2 9. 2 0. 1 9. 1 0 1 W 0 8 0. 4 8. 5 2. 5 8 5 D A B _ A P P N 0 2 9. 2 0. 1 9. 1 0 1 W 0 8 0. 4 8. 5 2. 5 8 5 N 0 2 9. 1 6. 0 4. 0 0 5 W 0 8 0. 4 6. 1 7. 2 8 4 D A B _ A P P N 0 2 9. 1 6. 0 4. 0 0 5 W 0 8 0. 4 6. 1 7. 2 8 4 N 0 2 9. 0 7. 5 1. 2 5 4 W 0 8 0. 4 2. 1 7. 5 7 9 D A B _ A P P N 0 2 9. 0 7. 5 1. 2 5 4 W 0 8 0. 4 2. 1 7. 5 7 9 N 0 2 9. 0 4. 3 9. 3 8 7 W 0 8 0. 3 9. 4 9. 0 3 0 D A B _ A P P N 0 2 9. 0 4. 3 9. 3 8 7 W 0 8 0. 3 9. 4 9. 0 3 0 N 0 2 9. 0 0. 0 0. 0 0 0 W 0 8 0. 3 5. 4 4. 0 0 0 D A B _ A P P N 0 2 9. 0 0. 0 0. 0 0 0 W 0 8 0. 3 5. 4 4. 0 0 0 N 0 2 9. 0 0. 0 1. 0 0 0 W 0 8 0. 4 8. 1 4. 0 0 0 ; M C O D A B _ S D A B _ A P P N 0 2 9. 0 0. 0 1. 0 0 0 W 0 8 0. 4 8. 1 4. 0 0 0 N 0 2 9. 0 0. 0 0. 3 0 0 W 0 8 0. 5 3. 3 5. 4 0 0 ; M C O D A B _ S D A B _ A P P N 0 2 9. 0 0. 0 0. 3 0 0 W 0 8 0. 5 3. 3 5. 4 0 0 N 0 2 9. 0 0. 0 0. 0 0 0 W 0 8 1. 3 0. 0 0. 0 0 0 ; M C O D A B _ S D A B _ A P P N 0 2 9. 0 0. 0 0. 0 0 0 W 0 8 1. 3 0. 0 0. 0 0 0 N 0 2 9. 1 2. 3 1. 0 0 0 W 0 8 1. 2 9. 5 9. 0 0 0 ; J A X _ G D A B _ A P P N 0 2 9. 1 2. 3 1. 0 0 0 W 0 8 1. 2 9. 5 9. 0 0 0 N 0 2 9. 2 2. 5 0. 0 0 0 W 0 8 1. 3 1. 2 0. 0 0 0 ; J A X _ G D A B _ A P P N 0 2 9. 2 2. 5 0. 0 0 0 W 0 8 1. 3 1. 2 0. 0 0 0 N 0 2 9. 2 2. 5 0. 0 0 0 W 0 8 1. 3 1. 1 0. 0 0 0 ; J A X _ G D A B _ A P P N 0 2 9. 2 2. 5 0. 0 0 0 W 0 8 1. 3 1. 1 0. 0 0 0 N 0 2 9. 3 6. 2 0. 0 0 0 W 0 8 1. 3 2. 3 0. 0 0 0 ; J A X _ G D A B _ A P P N 0 2 9. 3 6. 2 0. 0 0 0 W 0 8 1. 3 2. 3 0. 0 0 0 N 0 2 9. 4 4. 4 0. 0 0 0 W 0 8 1. 3 3. 2 0. 0 0 0 ; J A X _ G D A B _ A P P N 0 2 9. 4 4. 4 0. 0 0 0 W 0 8 1. 3 3. 2 0. 0 0 0 N 0 2 9. 4 9. 2 5. 0 0 0 W 0 8 1. 3 4. 0 0. 0 0 0 ; J A X _ G D A B _ A P P N 0 2 9. 4 9. 2 5. 0 0 0 W 0 8 1. 3 4. 0 0. 0 0 0 N 0 2 9. 5 0. 1 5. 0 0 0 W 0 8 1. 1 9. 2 0. 0 0 0 ; J A X D A B _ A P P N 0 2 9. 5 0. 1 5. 0 0 0 W 0 8 1. 1 9. 2 0. 0 0 0 N 0 2 9. 5 1. 1 9. 0 0 0 W 0 8 1. 0 1. 4 3. 0 0 0 ; J A X D A B _ S _ A P P N 0 2 9. 0 0. 0 0. 0 0 0 W 0 8 1. 3 0. 0 0. 0 0 0 N 0 2 9. 0 0. 0 0. 3 0 0 W 0 8 0. 5 3. 3 5. 4 0 0 ; M C O D A B D A B _ S _ A P P N 0 2 9. 0 0. 0 0. 3 0 0 W 0 8 0. 5 3. 3 5. 4 0 0 N 0 2 9. 0 0. 0 1. 0 0 0 W 0 8 0. 4 8. 1 4. 0 0 0 ; M C O D A B D A B _ S _ A P P N 0 2 9. 0 0. 0 1. 0 0 0 W 0 8 0. 4 8. 1 4. 0 0 0 N 0 2 9. 0 0. 0 0. 0 0 0 W 0 8 0. 3 5. 4 4. 0 0 0 ; M C O D A B D A B _ S _ A P P N 0 2 9. 0 0. 0 0. 0 0 0 W 0 8 0. 3 5. 4 4. 0 0 0 N 0 2 8. 5 6. 1 5. 0 0 0 W 0 8 0. 3 2. 2 5. 0 0 0 ; M C O D A B _ S _ A P P N 0 2 8. 5 6. 1 5. 0 0 0 W 0 8 0. 3 2. 2 5. 0 0 0 N 0 2 9. 0 0. 0 0. 0 0 0 W 0 8 0. 1 2. 0 0. 0 0 0 D A B _ S _ A P P N 0 2 9. 0 0. 0 0. 0 0 0 W 0 8 0. 1 2. 0 0. 0 0 0 N 0 2 8. 5 0. 0 0. 0 0 0 W 0 8 0. 1 0. 0 0. 0 0 0 D A B _ S _ A P P N 0 2 8. 5 0. 0 0. 0 0 0 W 0 8 0. 1 0. 0 0. 0 0 0 N 0 2 8. 1 1. 2 8. 0 0 0 W 0 8 0. 1 0. 0 0. 0 0 0 D A B _ S _ A P P N 0 2 8. 1 1. 2 8. 0 0 0 W 0 8 0. 1 0. 0 0. 0 0 0 N 0 2 8. 0 2. 1 0. 0 0 0 W 0 8 0. 1 0. 0 0. 0 0 0 D A B _ S _ A P P N 0 2 8. 0 2. 1 0. 0 0 0 W 0 8 0. 1 0. 0 0. 0 0 0 N 0 2 8. 0 1. 0 0. 0 0 0 W 0 8 0. 1 0. 0 0. 0 0 0 D A B _ S _ A P P N 0 2 8. 0 1. 0 0. 0 0 0 W 0 8 0. 1 0. 0 0. 0 0 0 N 0 2 7. 5 5. 0 0. 0 0 0 W 0 8 0. 2 3. 0 0. 0 0 0 D A B _ S _ A P P N 0 2 7. 5 5. 0 0. 0 0 0 W 0 8 0. 2 3. 0 0. 0 0 0 N 0 2 7. 5 6. 0 0. 0 0 0 W 0 8 0. 5 5. 3 0. 0 0 0 D A B _ S _ A P P N 0 2 7. 5 6. 0 0. 0 0 0 W 0 8 0. 5 5. 3 0. 0 0 0 N 0 2 8. 0 0. 0 0. 0 0 0 W 0 8 1. 0 2. 3 0. 0 0 0 D A B _ S _ A P P N 0 2 8. 0 0. 0 0. 0 0 0 W 0 8 1. 0 2. 3 0. 0 0 0 N 0 2 8. 0 6. 3 1. 0 0 0 W 0 8 1. 0 2. 0 6. 0 0 0 ; M C O D A B _ S _ A P P N 0 2 8. 0 6. 3 1. 0 0 0 W 0 8 1. 0 2. 0 6. 0 0 0 N 0 2 8. 1 4. 2 5. 9 0 0 W 0 8 0. 5 5. 3 7. 4 0 0 ; M C O D A B _ S _ A P P N 0 2 8. 1 4. 2 5. 9 0 0 W 0 8 0. 5 5. 3 7. 4 0 0 N 0 2 8. 2 3. 4 0. 0 0 0 W 0 8 0. 5 6. 0 0. 0 0 0 ; M C O D A B _ S _ A P P N 0 2 8. 2 3. 4 0. 0 0 0 W 0 8 0. 5 6. 0 0. 0 0 0 N 0 2 8. 3 4. 5 8. 0 0 0 W 0 8 0. 5 6. 2 8. 0 0 0 ; M C O D A B _ S _ A P P N 0 2 8. 3 4. 5 8. 0 0 0 W 0 8 0. 5 6. 2 8. 0 0 0 N 0 2 8. 4 1. 2 9. 1 9 0 W 0 8 0. 5 6. 4 5. 4 8 0 ; M C O D A B _ S _ A P P N 0 2 8. 4 1. 2 9. 1 9 0 W 0 8 0. 5 6. 4 5. 4 8 0 N 0 2 8. 5 4. 4 4. 3 0 0 W 0 8 1. 0 2. 0 9. 1 0 0 ; M C O D A B _ S _ A P P N 0 2 8. 5 4. 4 4. 3 0 0 W 0 8 1. 0 2. 0 9. 1 0 0 N 0 2 8. 5 6. 2 2. 0 0 0 W 0 8 1. 0 5. 1 3. 0 0 0 ; M C O D A B _ S _ A P P N 0 2 8. 5 6. 2 2. 0 0 0 W 0 8 1. 0 5. 1 3. 0 0 0 N 0 2 8. 5 6. 1 7. 0 0 0 W 0 8 1. 1 8. 5 8. 0 0 0 ; M C O D A B _ S _ A P P N 0 2 8. 5 6. 1 7. 0 0 0 W 0 8 1. 1 8. 5 8. 0 0 0 N 0 2 8. 5 7. 5 5. 0 0 0 W 0 8 1. 2 8. 2 5. 0 0 0 ; M C O D A B _ S _ A P P N 0 2 8. 5 7. 5 5. 0 0 0 W 0 8 1. 2 8. 2 5. 0 0 0 N 0 2 9. 0 0. 0 0. 0 0 0 W 0 8 1. 3 0. 0 0. 0 0 0 ; M C O PRINT THIS SEND THIS EDIT THIS Contact Us Ter ms of use Pr ivacy policy Br owser Infor mation This is the web site of the Jacksonville (ZJX) ARTCC that is par t of the VATUSA division of the VATSIM simulated air tr affic contr ol networ k. 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