Narrative:

Wri approach had been having problems with their frequencies all day; as well as radar coverage. Due to no landlines between us (acy) and them (wri); they called on the telephone to point out two heavy dc-10s that would be southbound; climbing to 070 and 080 respectively. Another controller took the call and approved the point-out; then typed the codes into our system so that when they acquired; I would see them. We are used to this point out; as it happens every now and then. I gave the citation direct to blm airport; and descent to 050 from 070. Before I descended the citation; I observed the pointed out lead aircraft climbing through 4;000 approximately; and thought that the descent on my aircraft would help separate the two; as the tanker would continue their climb. The citation was in hand off; flash; status to wri approach during this process. As I noticed the H/dc-10 level off at 055 I heard from someone that had answered one of our telephone lines that wri was shut down; no radar; no landlines. I ensured that the citation turned due eastbound; 090 heading; and saw the heavy ten miles in front and left; about 11 o'clock; and also further descended the citation to 030. They were never closer than seven miles; but we were never told that the lead aircraft that was pointed out was going to level off. At some point during this ZDC (washington center) casino sector called and I approved the point out of the aircraft again; but they never said they'd be leveling. I was then told the only way the citation could get into blm would be to cancel and go on their own; which I relayed to the pilot. They said they'd discuss their intentions and get back to me; continuing on the 090 heading they were assigned; off of their route. About this time I observed the second pointed out aircraft entering our airspace at 020 ft level; then starting to climb once in our airspace. The citation then told me they'd like to cancel and head towards blm; approximately a 350 heading from their position. I observed some traffic east of the cyn (coyle) VOR and made the decision to work the citation VFR as far as I could into wri airspace since they wouldn't have anyone keeping an eye on them. I called the traffic to the citation and they reported the helicopter traffic in sight; then I terminated their service. Approximately 5 minutes later; we received a call about C-17; needing an IFR from wri airspace to dov; and to see what we could do. I made a transmission 'in the blind' to see if the C-17 was listening and they were. I told them to standby; as I was unsure of exactly what needed to be passed; and confirmed what was needed. The C-17 then told me they just wanted to go VFR to dov via the new jersey coastline southwest bound and was radar identified and handled normally. I received a call around this time from aircraft Z as well who I believe had departed blm or an airport near there; inside wri airspace. They had been trying to activate an IFR flight plan to mtn; via V16. The aircraft was observed on a VFR code over cyn VOR and I told them we'd work on putting them something into the system. My flight data controller who was extremely helpful through this entire ordeal put an IFR to mtn into the system and I delivered them a full route clearance via V1 at 060. During this evolution; I was told that anyone routed northbound; overflights; needed to go through phl approach as ZNY (new york center) manta and dixie sectors were not going to assume control of wri airspace as procedure is; to my knowledge. This made for a very difficult scenario to myself; and subsequent controllers who worked this problem. Ensure that procedures that are in effect to prevent 'holes' in the NAS are followed as soon as possible when a catastrophic failure of this kind happens. It seemed very unprofessional that no one was taking control of their airspace and presented an issue for aircraft and adjacent facilities alike. Myself and fellow controllers at acy were more than willing to work as much of their airspace that we could; given our knowledge of their airports closest to us; however we do not have a contingency plan to do so. If there is a way; enable acy to assume a portion of wri airspace in an ATC zero type event.

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Original NASA ASRS Text

Title: ACY Controller voiced concern regarding the lack of formal contingency plans for airspace controlled by WRI; describing a recent WRI ATC ZERO event when ATC services within the subject airspace were minimal and confused.

Narrative: WRI Approach had been having problems with their frequencies all day; as well as RADAR coverage. Due to no landlines between us (ACY) and them (WRI); they called on the telephone to point out two heavy DC-10s that would be southbound; climbing to 070 and 080 respectively. Another Controller took the call and approved the point-out; then typed the codes into our system so that when they acquired; I would see them. We are used to this point out; as it happens every now and then. I gave the Citation direct to BLM Airport; and descent to 050 from 070. Before I descended the Citation; I observed the pointed out lead aircraft climbing through 4;000 approximately; and thought that the descent on my aircraft would help separate the two; as the tanker would continue their climb. The Citation was in hand off; flash; status to WRI approach during this process. As I noticed the H/DC-10 level off at 055 I heard from someone that had answered one of our telephone lines that WRI was shut down; no RADAR; no landlines. I ensured that the Citation turned due eastbound; 090 heading; and saw the heavy ten miles in front and left; about 11 o'clock; and also further descended the Citation to 030. They were never closer than seven miles; but we were never told that the lead aircraft that was pointed out was going to level off. At some point during this ZDC (Washington Center) Casino Sector called and I approved the point out of the aircraft again; but they never said they'd be leveling. I was then told the only way the Citation could get into BLM would be to cancel and go on their own; which I relayed to the pilot. They said they'd discuss their intentions and get back to me; continuing on the 090 heading they were assigned; off of their route. About this time I observed the second pointed out aircraft entering our airspace at 020 FT level; then starting to climb once in our airspace. The Citation then told me they'd like to cancel and head towards BLM; approximately a 350 heading from their position. I observed some traffic east of the CYN (Coyle) VOR and made the decision to work the Citation VFR as far as I could into WRI airspace since they wouldn't have anyone keeping an eye on them. I called the traffic to the Citation and they reported the helicopter traffic in sight; then I terminated their service. Approximately 5 minutes later; we received a call about C-17; needing an IFR from WRI airspace to DOV; and to see what we could do. I made a transmission 'in the blind' to see if the C-17 was listening and they were. I told them to standby; as I was unsure of exactly what needed to be passed; and confirmed what was needed. The C-17 then told me they just wanted to go VFR to DOV via the New Jersey coastline southwest bound and was RADAR identified and handled normally. I received a call around this time from aircraft Z as well who I believe had departed BLM or an airport near there; inside WRI airspace. They had been trying to activate an IFR flight plan to MTN; via V16. The aircraft was observed on a VFR code over CYN VOR and I told them we'd work on putting them something into the system. My Flight Data Controller who was extremely helpful through this entire ordeal put an IFR to MTN into the system and I delivered them a full route clearance via V1 at 060. During this evolution; I was told that anyone routed northbound; overflights; needed to go through PHL Approach as ZNY (New York Center) MANTA and DIXIE sectors were not going to assume control of WRI airspace as procedure is; to my knowledge. This made for a very difficult scenario to myself; and subsequent controllers who worked this problem. Ensure that procedures that are in effect to prevent 'holes' in the NAS are followed as soon as possible when a catastrophic failure of this kind happens. It seemed very unprofessional that no one was taking control of their airspace and presented an issue for aircraft and adjacent facilities alike. Myself and fellow controllers at ACY were more than willing to work as much of their airspace that we could; given our knowledge of their airports closest to us; however we do not have a contingency plan to do so. If there is a way; enable ACY to assume a portion of WRI airspace in an ATC zero type event.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.