Narrative:

A new airport; halifax-northhampton county regional (ixa) opened in southern virginia. The airport lies within the confines of the franklin (W33) sector of washington ARTCC (ZDC). 2 of the instrument approaches both have aifs that are labeled on the radar video map as boxes; instead of the required plus signs. Boxes on radar video maps are for depicting airports; and only airports. These box-fixes are to be changed; according to a memo. I feel this is a potential hazard; as a controller may confuse one of the boxes for an airport -- especially during an inflight emergency; where a pilot asks for vectors to the nearest airport. This was a known problem before the video map was changed. Additionally; no controller is aware if any of these approaches were flight checked for suitable radar and/or radio coverage. All 3 approaches have initial approach altitudes of 2;000 ft. 2 of the 3 missed approaches have an altitude of 2;000 ft; and one 2;500 ft. It has been my experience that 2;000 ft in the vicinity of this airport provides marginal frequency and radar coverage. No procedures are in place to deal with this potential problem. Lastly; this new airport lies close to an adjacent sector a procedure was put out that requires the adjacent sector to issue the approach clearance on 2 of the 3 published instrument approaches. Both missed approaches are in the sector where the airport is located. Having 2 different sectors handle the approach service for 1 airport is unconventional and potentially problematic. An added concern is that the approach plate shows only the ATC frequency for the sector where the airport lies; even though the adjacent sector might be working the aircraft on 1 of 2 approaches starting in their airspace. Should the aircraft go missed approach; will the pilot look on the chart and call the other sector; or will he remember the previous frequency he was on and go back to it? If he chooses to go with the one on the approach plate;. Then that controller now has to coordinate with the previous controller -- something that is not spelled out in the procedure bulletin that was distributed.

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Original NASA ASRS Text

Title: ZDC Controller voiced concern regarding ATC coordination procedures established for the new IXA airport.

Narrative: A new airport; Halifax-Northhampton County Regional (IXA) opened in southern Virginia. The airport lies within the confines of the Franklin (W33) Sector of Washington ARTCC (ZDC). 2 of the instrument approaches both have AIFs that are labeled on the radar video map as boxes; instead of the required plus signs. Boxes on radar video maps are for depicting airports; and only airports. These box-fixes are to be changed; according to a memo. I feel this is a potential hazard; as a Controller may confuse one of the boxes for an airport -- especially during an inflight emergency; where a pilot asks for vectors to the nearest airport. This was a known problem before the video map was changed. Additionally; no Controller is aware if any of these approaches were flight checked for suitable radar and/or radio coverage. All 3 approaches have initial approach altitudes of 2;000 FT. 2 of the 3 missed approaches have an altitude of 2;000 FT; and one 2;500 FT. It has been my experience that 2;000 FT in the vicinity of this airport provides marginal frequency and radar coverage. No procedures are in place to deal with this potential problem. Lastly; this new airport lies close to an adjacent sector A procedure was put out that requires the adjacent sector to issue the approach clearance on 2 of the 3 published instrument approaches. Both missed approaches are in the sector where the airport is located. Having 2 different sectors handle the approach service for 1 airport is unconventional and potentially problematic. An added concern is that the approach plate shows only the ATC frequency for the sector where the airport lies; even though the adjacent sector might be working the aircraft on 1 of 2 approaches starting in their airspace. Should the aircraft go missed approach; will the pilot look on the chart and call the other sector; or will he remember the previous frequency he was on and go back to it? If he chooses to go with the one on the approach plate;. Then that Controller now has to coordinate with the previous Controller -- something that is not spelled out in the Procedure Bulletin that was distributed.

Data retrieved from NASA's ASRS site as of April 2012 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.