Any Unknown or Unlisted Aircraft Manufacturer
Air Traffic Control Fully Certified
Communication Breakdown
ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
General None Reported / Taken
Procedure; Airspace Structure; Human Factors
I was giving RADAR training at Sector 39 (PARKE). The majority of our traffic is one way. Most aircraft are departures out of the NY metro area over 3 west fixes; PARKE; ZIMMZ and NEWEL; which we climb to FL280. We also work IAD arrivals from ZBW and the NY TRACON which we descend and hand off to Area A (Sector 26) at FL200. This accounts for about 98% of our traffic. Once in awhile we will work a low aircraft (FL180 to FL280) opposite direction; Northeast bound; landing in ZBW airspace. We do not handle NY Metro aircraft for several reasons: 1. The sector in the NY TRACON that feeds us is designed as a departure sector and they will not take arrivals. 2. The arrivals going to the NY Metro area are already in trail and below my sector (130) and being worked by the arrival sectors in the NY TRACON. Sector 26 was trying to hand off a Lifeguard flight to us at FL230  against our traffic flow. The Controller never APREQed the aircraft with us and did not flash the aircraft until the boundary just as he was calling for a handoff. Their Supervisor never called our Supervisor to give a heads up that this aircraft was coming. This Area has been advised numerous times about doing this. I understand that Lifeguards do require priority; but this procedure by them to leave aircraft high and direct destination is a dangerous situation. The ZNY Facility is aware of the situation and has had a LIFEGUARD Letter of Agreement with the N90 (NY TRACON) for several years which clearly spells out procedures for them. They are to be cleared to an arrival fix and at the appropriate altitude; so that they can be safely handled with other arrivals by an arrival sector. This AREA thinks they are doing a great job by providing direct routing and no descent to the aircraft; but in reality they are causing mass chaos and a very bad safety situation for the Lifeguard and the departures climbing in their face. The aircraft was already approved by the supervisors (not ours) to be worked by the low sector (92) at a lower altitude along with the other arrival aircraft. The Controller at Sector 26 did not follow direction and decided to do his own thing. I advised the Controller that I was not going to take the aircraft and that per the LOA he needs to be over an arrival fix. I recommend that All the controllers in Area A be verbally briefed on the Lifeguard LOA. I do realize that there are times when we may not be busy (late hours or mid shifts) when we may be able to work something out with NY TRACON with more direct routing but this must all be coordinated prior to the aircraft flashing at the boundary. With enough warning and time anything can be worked out with coordination. This area almost loves the confrontation and intimidation they create with their actions.
Lifeguard aircraft was direct to destination at FL230 going through my sector. Handoff was flashing to Sector 39 for a couple of minutes. I called Sector 39 for a handoff when aircraft was nearing the boundary; the response I got from R39 was 'why didn't I call him about the lifeguard? I then issued a right turn to heading 280 to Lifeguard aircraft; so I could avoid Sector 39 airspace and figure out a route for the aircraft. Pilot responded with unable; we are not turning. I then asked [Sector 9] if they would take a point out while I descended him. They said point out approve but the aircraft was already in Sector 39 airspace. The flight was worked out with Sector 92 direct and descending to 170. I recommend taking a handoff on a lifeguard and giving them priority. Also; if you know you can't work an aircraft call the previous sector and let them know in a timely manner so a new route can be worked out without delaying a high priority flight.
ZNY controllers described the complications of handling a lifeguard aircraft with regards to interfacility coordination and procedures. The aircraft eventually received direct routing.