Narrative:

I was working sector 39 and saw an 'auto-pop' of traffic management coordinator (tmc) data block that read 170t140 just north of my boundary with sector 92. I read out the aircraft to see who had track control on it. Sector 92 had the track control. I immediately called 92 and asked if they were working him he said I think so. He asked if I would take a point out on the aircraft. I said approved. The aircraft had been routed sbj.V30.lanna..etx.V39.lrp.V499.balance..ZZZ. From further investigation; it was found out that the routing was on its 4th amendment. The pit [traffic management unit nick name] had dropped the altitude to 060 and gave the aircraft a tec routing because there were heavy restrictions in place because of weather to the south of new york center (ZNY). Communication/communication: part of the issue was there was training at liberty west of N90 which is the sector that feeds sector 39. The aircraft were left on headings and the frequency changes often occurred late. Additionally; if the pit is going to drop the altitude of an aircraft and issue tower en-route clearance (tec) routing; it should be coordinated with N90 and all other facilities so the aircraft on the tec routings remain at tec altitudes and are not climbed into regular IFR altitudes. Airspace procedures: again; if this is being used as an escape route from the ny metro area; then it needs to be a procedure that both the controllers and the pilots involved are aware of. Weather: this was being done because of the weather that was affecting the departure routes and flow controls. Complexity: anytime reroutes and closures because of weather affect the airspace the complexity automatically increases.the use of tec escape routes should be reevaluated and maybe even re briefed to all controllers involved.

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Original NASA ASRS Text

Title: A New York Center (ZNY) Controller reports of an aircraft altitude being displayed on his scope. The Controller finds out who is working the aircraft and then accepts a point out on it. The Controller reports that the aircraft's route was on its fourth amendment and on a Tower En-route Clearance (TEC) due to the Traffic Management Unit (TMU) dropping the altitude to 6;000 feet due to heavy restrictions caused by weather.

Narrative: I was working sector 39 and saw an 'auto-pop' of Traffic Management Coordinator (TMC) data block that read 170T140 just north of my boundary with sector 92. I read out the aircraft to see who had track control on it. Sector 92 had the track control. I immediately called 92 and asked if they were working him he said I think so. He asked if I would take a point out on the aircraft. I said approved. The aircraft had been routed SBJ.V30.LANNA..ETX.V39.LRP.V499.BAL..ZZZ. From further investigation; it was found out that the routing was on its 4th amendment. The PIT [Traffic Management Unit nick name] had dropped the altitude to 060 and gave the aircraft a TEC routing because there were heavy restrictions in place because of weather to the south of New York Center (ZNY). Communication/Communication: Part of the issue was there was training at Liberty West of N90 which is the sector that feeds Sector 39. The aircraft were left on headings and the frequency changes often occurred late. Additionally; if the PIT is going to drop the altitude of an aircraft and issue Tower En-route Clearance (TEC) routing; it should be coordinated with N90 and all other facilities so the aircraft on the TEC routings remain at TEC altitudes and are not climbed into regular IFR altitudes. Airspace Procedures: Again; if this is being used as an escape route from the NY Metro area; then it needs to be a procedure that both the controllers and the pilots involved are aware of. Weather: This was being done because of the weather that was affecting the departure routes and flow controls. Complexity: Anytime reroutes and closures because of weather affect the airspace the complexity automatically increases.The use of TEC escape routes should be reevaluated and maybe even re briefed to all controllers involved.

Data retrieved from NASA's ASRS site 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.