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status and intentions of aircraft passing through a sector. Directions for the marking and
manipulation of flight progress strips are contained in the NAV CANADA Air Traffic Control
Manual of Operations (ATC MANOPS), Part 9, and in the Gander ACC Operations Manual, High
Level Domestic, Strip Writing Procedures.
The original flight planned routing for ACA870 was from North American route N49A to MIILS
direct to COLOR and then to latitude 47°N longitude 50°W (Oceanic Track “W”)
(see Appendix A, Figure 1). The original flight progress strip, designated D1 for ACA870, was
posted under the COLOR header in the flight progress board of the appropriate sector. When
the oceanic clearance was changed necessitating a reroute, the D1 strip was amended by the
data controller in the COLOR sector by stroking out the fix identifier COL ( COLOR) and
writing in the new fix identifier, RFN ( RAFIN), which is the fix associated with latitude 45°N
longitude 50°W. In accordance with the Gander ACC Operations Manual, article 4.1.6.2, the strip
was then passed to the affected sector, BANCS. Subsequently, a new oceanic clearance strip was
printed at 0138 together with an amended sector strip designated D2 and passed to the BANCS
sector for posting under the RAFIN header. There was no traffic on the route from RAFIN to
latitude 45°N longitude 50°W at FL 370 which conflicted with ACA870.
- 5 -
ACA870, now rerouted and known locally as a cutter, crossed several other active tracks,
including the WHALE-to- BANCS track which was very active on the night of the occurrence,
from the northwest to the southeast. ACA870 passed approximately 13 nm abeam BANCS, while
its closest approach to RAFIN was approximately 28 nm. There was no flight progress strip
printed for posting under the BANCS header. There is no requirement for such a posting in local
procedures, and there is no provision for the printing of an extra strip for this purpose. Aircraft
joining southern oceanic tracks from the North American Midwest generally cut southeastbound
across other established tracks, and are a relatively common occurrence for Gander
controllers.
The flight route of AFR033 took it directly over BANCS and on to latitude 46°N longitude 50°W
to follow Oceanic Track “X”. The flight progress strip for AFR033 was posted under the BANCS
header.
The Gander ACC Operations Manual, High Level Domestic, Strip Writing Procedures, article 2.6,
directs that “When aircraft are cleared direct and this results in the aircraft going abeam a fix, the
fix shall have “A/” written to the upper left of the affected fix ....” The flight progress strip used
by the BANCS and south sector for ACA870 was not marked with the “A/” to the upper left of
the fix indicator, RFN, on either the D1 or D2 strips. Article 2.4 specifies that “If a particular route
requires attention: ... the fixes to the right of the aircraft ident shall have a box placed around
them on all strips.” No box was placed around the fixes to the right of the aircraft identification
on either the D1 or D2 flight progress strips of ACA870. Article 8.3.2 directs that “If there is a
radar confliction also include fix under which the traffic is posted.” There were no other fixes
indicated on the flight progress strips of ACA870 to indicate that there might be a radar conflict
with traffic on the BANCS track.
1.10.2 Duties of Controllers
The Gander ACC Operations Manual, Part 4, High Domestic Sector Procedures, specifies the
responsibilities of controllers as follows:
4.1.2 Sector controller(s) is/are responsible for all IFR aircraft operating within the
airspace assigned to their sectors.
4.1.4 When a Radar and Data controller are assigned to the same sector, the radar
controller is primarily responsible for the flow of sector traffic. The sector workplan and
the overall strategy shall be determined jointly. It is recognized that during some traffic
situations one controller may not be immediately aware of all actions initiated by the
other - in this case each controller is responsible for his actions.
4.1.6 When assigned to a Sector, the data controller’s primary role is to facilitate the
flow of flight data between Radar sectors.
Prior to the occurrence, the data controller was fully occupied facilitating the flow of flight data
between sectors, and he was not aware of activities as they unfolded on the radar controller’s
radar indicator module (IM). The flight progress strips of the two aircraft were posted under
different coast-out fixes, and because the data controller’s primary responsibility was to facilitate
the flow of flight data between Radar sectors, he was not specifically aware of the proximity of
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