FRG SOP: Difference between revisions

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{{SOPHeader
{{SOPHeader
|Facility=FRG
|Facility=Republic Airport (FRG)
|Version=5
|Version=5
}}
}}
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|-
|-
{{TableHeaders-Airports}}
{{TableHeaders-Airports}}
|-
| {{TableRow-Airport
| {{TableRow-Airport
|Ident=KFRG
|Ident=KFRG
|Name=Republic Airport
|Name=Republic Airport
|Class=D
|Class=D
|SqIFR=1501-1677
|SqVFR=0301-0377
}}
}}
|}
|}
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|SHIPP Y492 SQUAD
|SHIPP Y492 SQUAD
|}
|}
</div>
</div>


|-|LOA Routes=
|-|LOA Routes=


Routing to certain airports in ZNY, ZDC and ZBW ARTCCs is pre-coordinated through letters of agreement (LOA). These routes have been added to the '''Preferred Route Database(PRD)'''. Therefore, PRD must be referenced for all departures.
Routing to certain airports in ZNY, ZDC and ZBW ARTCCs is pre-coordinated through [[LOA|letters of agreement (LOA)]]. These routes have been added to the [[PRD|Preferred Route Database (PRD)]].




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{{phraseology|syntax=Cleared to (destination), Republic (Version #) Departure, radar vectors (exit); then, as filed..}}
{{phraseology|syntax=Cleared to (destination), Republic (Version #) Departure, radar vectors (exit); then, as filed..}}


Because this departure procedure does not have published altitude restrictions, the phrase "Maintain (initial altitude)" must be included in the IFR clearance, as explained in FAA Order JO 7110.65 para 4-3-2.
Because this departure procedure does not have published altitude restrictions, the phrase "Maintain (initial altitude)" must be included in the IFR clearance, as explained in {{Reference7110|chapter=4|section=3|reference=4-3-2}}.


====DEEZZ# ====
====DEEZZ# ====
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{{phraseology|syntax=Cleared to (clearance limit), DEEZZ (Version #) Departure, (climb procedure as applicable), (CANDR or TOWIN) transition; then, as filed..}}
{{phraseology|syntax=Cleared to (clearance limit), DEEZZ (Version #) Departure, (climb procedure as applicable), (CANDR or TOWIN) transition; then, as filed..}}


Off of runways 31L/R, the DEEZZ# has published altitude restrictions, meaning ''Climb via SID'' must be included in the clearance. On other configurations, no such restrictions exist. For more information, please refer to the usage of climb via SID in FAA Order JO 7110.65 para 4-3-2 and Climb via SID Phraseology SOP.
Because this departure procedure does not have published altitude restrictions, the phrase "Maintain (initial altitude)" must be included in the IFR clearance, as explained in {{Reference7110|chapter=4|section=3|reference=4-3-2}}.


====No SID ====
====No SID ====
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</tabber>
</tabber>
----


=== Ground ===
=== Ground ===
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* Advise LC when helicopters will operate on or adjacent to movement areas. Helicopter operations may be conducted at any point on the airport, in movement and non-movement areas, contingent upon traffic conditions, airport conditions, and the issuance of proper instructions to all aircraft affected.
* Advise LC when helicopters will operate on or adjacent to movement areas. Helicopter operations may be conducted at any point on the airport, in movement and non-movement areas, contingent upon traffic conditions, airport conditions, and the issuance of proper instructions to all aircraft affected.
* Maintain awareness of any aircraft that may have taxied into an Area of Non-Visibility from the Tower. The movement areas in this category are the run-up areas on Taxiway Alpha adjacent to the approach end of runways 14 and 32.
* Maintain awareness of any aircraft that may have taxied into an Area of Non-Visibility from the Tower. The movement areas in this category are the run-up areas on Taxiway Alpha adjacent to the approach end of runways 14 and 32.
* Assist LC to ensure all runway exiting is in accordance with FAAH 7110.65, para 3-10-9
* Assist LC to ensure all runway exiting is in accordance with {{Reference7110|chapter=3|section=10|reference=3-10-9}}
** Ensure that proper coordination is accomplished with LC to protect a taxiway/runway/ramp, if an aircraft is required to enter that intersection to clear the landing runway.
** Ensure that proper coordination is accomplished with LC to protect a taxiway/runway/ramp, if an aircraft is required to enter that intersection to clear the landing runway.
** GC may have to hold an aircraft short of the runway intersection, if it is known where an aircraft will be exiting the runway.
** GC may have to hold an aircraft short of the runway intersection, if it is known where an aircraft will be exiting the runway.
* Protect ILS Critical Area in accordance with FAAH 7110.65. Hold Position Lines and proper signage are located on the Charlie Taxiway defining the boundary of the Glide Slope Critical Area. The only critical area at Farmingdale is located on all of taxiway Echo, and taxiway Charlie between Echo and Runway 14-32.
* Protect ILS Critical Area in accordance with {{ExtLink_FAA7110}}. Hold Position Lines and proper signage are located on the Charlie Taxiway defining the boundary of the Glide Slope Critical Area. The only critical area at Farmingdale is located on all of taxiway Echo, and taxiway Charlie between Echo and Runway 14-32.
* Do not authorize aircraft operations in or over the area when an arriving aircraft inbound on the ILS 14 is inside the ILS OM (FRIKK - 3.9 DME from the runway threshold) unless the arriving aircraft has reported the runway in sight or is circling to land on another runway when the official weather observation indicates a ceiling of less than 800 feet or visibility less than 2 miles.
* Do not authorize aircraft operations in or over the area when an arriving aircraft inbound on the ILS 14 is inside the ILS OM (FRIKK - 3.9 DME from the runway threshold) unless the arriving aircraft has reported the runway in sight or is circling to land on another runway when the official weather observation indicates a ceiling of less than 800 feet or visibility less than 2 miles.
{{phraseology|syntax=Hold short of runway 14 ILS critical area.}}
{{phraseology|syntax=Hold short of runway 14 ILS critical area.}}
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* Missed approaches or go-arounds shall fly runway heading or track the localizer until reaching the departure end of the runway, then be issued a heading in accordance with the table unless the controller determines that it would be advantageous to delay or initiate a turn early.
* Missed approaches or go-arounds shall fly runway heading or track the localizer until reaching the departure end of the runway, then be issued a heading in accordance with the table unless the controller determines that it would be advantageous to delay or initiate a turn early.
* In order to prevent increased workload on Departure Control, consider issuing missed approaches or go-arounds speed restrictions in accordance with FAA Order JO 7110.65.
* In order to prevent increased workload on Departure Control, consider issuing missed approaches or go-arounds speed restrictions in accordance with {{ExtLink_FAA7110}}.
* Coordinate all IFR go arounds with N90/JFK sector as soon as possible and hand off when Local Control traffic is not a factor.
* Coordinate all IFR go arounds with N90/JFK sector as soon as possible and hand off when Local Control traffic is not a factor.
* Issue control instructions as necessary to establish separation and avoid arriving aircraft from overflying departing aircraft or aircraft on the runway. Consider wake turbulence, runway configuration, traffic pattern flows, weather conditions, slow rolling departures, and type of approach in use. Deviate as necessary from the following headings and altitudes if using them would compromise safety.
* Issue control instructions as necessary to establish separation and avoid arriving aircraft from overflying departing aircraft or aircraft on the runway. Consider wake turbulence, runway configuration, traffic pattern flows, weather conditions, slow rolling departures, and type of approach in use. Deviate as necessary from the following headings and altitudes if using them would compromise safety.
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</tabber>
</tabber>


==TRACON ==
==Letters of Agreement ==
<tabber>
<showhide title="New York TRACON (N90) & Republic Tower (FRG)">
 
{{:LOA/N90_FRG}}
|-|General Information=
 
====Callsign ====
# JFK TRACON positions are part of New York TRACON (N90).
# Whenever a controller handles a departure, they must use the radio name “New York Departure” when referring to themselves on frequency.
# Whenever a controller handles an arrival or enroute traffic, they must use the radio name “New York Approach” when referring to themselves on frequency.
# If talking to other controllers via land line, refer to yourself as the sector name for which you are controlling.
 
; Coordination
: Procedures contained in Letters of Agreement must apply at all times unless prior verbal (or textual) coordination between facilities has been affected otherwise.
 
; Runway Configuration (N90/JFK LOA only)
: JFK Tower must select the runway configuration and notify the N90 TRACON prior to the change. When this selection conflicts with other airports, TRACON has final approval authority for runway configurations.
 
; Position Combining/Decombining
: Coordinate prior to combining/decombining pertinent positions within facilities with any affected controllers.
 
; Point Outs
# When using a radar (automated) point out, verbal (or textual) approval must be obtained before an aircraft may enter another controller’s airspace. A radar point out not accompanied by a verbal or textual description does NOT constitute a valid point out.  The only instance in which verbal approval is not required is during pre-arranged coordination procedures (PACP). This only applies when using specified pre-arranged coordination areas (PACAs).
# During PACA usage, departure is responsible for separation between point out aircraft and other aircraft for which he/she has separation responsibility, and shall issue restrictions necessary to provide separation from other aircraft within his/her area of jurisdiction.
 
;Separation Minima
: Minimum radar separation between aircraft must be at least three miles (intra-TRACON) or five miles (TRACON-Center) constant or increasing when transfer of control is accomplished. Other factors such as wake turbulence separation and miles-in-trail requirements may increase this minimum.
 
;Conflicting Flows
: When the facilities for which the LOA pertains to must use conflicting traffic flows, they must do so alternately, governed by traffic volume and delays at each airport or airspace.
 
; Concorde Operations
* Departure
** After the initial departure heading/climb and around 4,000’-5,000’, speed restrictions were cancelled and SSTs were allowed to accelerate to approximately 400 knots below 10,000’. This was a special authorization from the Port Authority and FAA.
* Approach
** Like many other JFK Oceanic arrivals, SSTs were entering the N90 TRACON at CAMRN. SSTs operate at much higher approach speeds, so TRACON controllers must plan accordingly. The Concorde’s final approach speed is 170-180 knots because they have NO flaps. If you instruct them to reduce to minimum practical speed, do not expect anything less than 165 knots. Also, be advised that SSTs seem to come in ''hot'' (high and fast), but this is perfectly normal. The Concorde is not designed to fly subsonic and crews want to stay as high as possible to reduce drag and fuel burn.
 
; Approaches to Non-Parallel Runways
: Approaches to multiple non-parallel runways may be conducted to JFK Airport, after coordination has been effected between JFK Area and JFK Tower, when the ceiling is at least 2,000’ and visibility at least 3 miles.
 
; Approaches to Parallel Runways
: Instrument approaches to multiple parallel runways should be conducted with a 1.5 nm stagger on 31L/R and 1 nm stagger on 4L/R and 22L/R. Visual separation or final monitors (discussed below) can be applied to waive this requirement.
 
; Independent Simultaneous ILS RWY 31L/R Parallel Monitor Position
* The final controller shall be responsible for longitudinal separation of aircraft on the same final approach course in N90 airspace.
* When independent simultaneous ILS approaches are in progress, the Parallel Monitor Controllers (PMC’s) assume responsibility for lateral separation between arrival aircraft after the following conditions are met:
** The aircraft is established on the localizer.
** The aircraft is on the PMC’s scope.
** The aircraft is on the appropriate Local Control frequency.
* The PMC shall obtain a receiver/transmitter check prior to opening the position to ascertain that the appropriate local frequency override capability is operational.
* The PMC shall “Quick Look” the arrival sequence for their runway.
* The PMC shall advise if appropriate, Local Control, of any PMC initiated pullouts, as soon as feasible.
* When aircraft established on the localizer have not contacted the Tower by ZULAB (31R) or MEALS (31L), the PMC shall initiate coordination to have aircraft transferred to associated Local Control frequency.
* PMC radar monitoring terminates under one of the following conditions:
** Aircraft is 1NM from the runway.
** Aircraft reports approach lights or runway in sight.
** Visual separation by either local control, final vector or the pilot is applied. The PMC may also initiate visual separation.
** Do not inform aircraft when radar monitoring is terminated.
 
; Helicopter RNAV Approach Procedures
* Copter RNAV (GPS) 14 to Bethpage Heliport (6JY8)
** The ROBER controller will clear the helicopter for the approach.
** Transfer IFR 6JY8 arrival data to FRG (enter “BPA” in scratch pad). Verbally advise FRG of the arrival’s call sign if FRG does not accept the handoff prior to 10 miles from the airport.
** Advise the pilot to cancel IFR at or prior to JEPRI (MAP), and to contact FRG for cancellation of IFR.
** FRG shall forward cancellation information to the ROBER radar position as soon as possible.
** When LGA is on the LOC RWY 31 approach, the approach is available on an APREQ basis with LGA area.
** Helicopters on the Copter RNAV 027 Approach via BANKA and COVIR waypoints shall be pointed out to the EMPYR position prior to BANKA waypoint.
 
; Pre-Arranged Coordination with LIB SOUTH and LENDY for climb to 11,000' when departing 31L/R or 22 L/R
* LENDY shall protect for RBV/ARD aircraft on the CRI R-223, or on a heading to simulate the radial.
* DEPARTURE shall ensure that RBV or ARD is in the data block and that aircraft departing FRG, filed over RBV/ARD, must be at or below 7,000' until CRI VOR. After passing CRI and on the CRI R-223 or a heading to simulate the radial, the aircraft can be climbed above 7,000'.
* Note: LENDY is protecting for particular aircraft only, not relinquishing the airspace over the CRI R-223
 
; Transfer of Control
* When N90 Liberty Departure ''is staffed'' or is covered by another position (typically, New York Center), N90 departure controllers must handoff as specified in facility SOPs.
* When N90 Liberty Departure ''is NOT staffed'' or is not covered by another position (typically, New York Center), N90 departure controllers must accomplish ALL of the following before releasing the aircraft from frequency:
** Clear aircraft '''direct''' to the first fix or '''on course''' climbing to an altitude of:
*** For aircraft requesting 11,000' or higher, issue from 11,000'-17,000' (13,000'-17,000' for EAST GATE EXITS).
*** For aircraft requesting below 11,000', issue their cruise altitude.
*** For aircraft going to BDL, issue 10,000'.
** Provide separation from traffic coming from different airports and heading to the same fix, '''including those that are under the control of another controller.''' In this case, coordination is required.
** Transfer these aircraft to UNICOM prior to them reaching 17,000' unless traffic is a factor, except in the case of EAST GATE EXITS. In this case:
*** If Boston Center is online, then handoff directly to Boston Center.
*** If Boston Center is offline, then switch to UNICOM.
* When N90 Liberty Departure and New York Center ''are NOT staffed'' or covered by another position, N90 departure controllers shall hand off aircraft routed via Q409 or Q167 to Washington Center at the following altitudes, per the N90 ZDC LOA:
** WHITE Q409: FL240
** WAVEY EMJAY Q167: FL230
 
; Training Resources
Please see the following videos as reference training material:
* Final Box - ILS 4L/R https://www.youtube.com/watch?v=lORVlatmHso
* Final Box - RNAV 13L https://www.youtube.com/watch?v=mw4AUdXCWmc
* Final Box - RNAV 13L with RNAV 22L Overflow https://www.youtube.com/watch?v=-IMLMYjtHS4
* Final Box - ILS 22L/R, Scenario 1 https://www.youtube.com/watch?v=vULlGBIh2CY
* Final Box - ILS 22L/R, Scenario 2 https://www.youtube.com/watch?v=SQDzegvAXMs
* Final Box - Visual 31L and ILS 31R https://www.youtube.com/watch?v=zweW-Ohu630
 
|-|Airspace Delegation=
[[Image:Airspace-JFK-Tracon.png|1000px]]
{| class="table table-sop table-sop-compact"
! Block
! Unconditional
! Conditional
|-
| 1
| 17000'-16000'
| Highest altitude released by ZNY through FL180 for LENDY arrivals.
|-
| 2
| 17000'-13000'
| Highest altitude released by ZNY through FL180 for LENDY arrivals.
|-
| 3
| 17000'-13000'
| None
|-
| 4
| 17000'-13000'
| 3000’ and below when released from LGA to JFK for ILS 22L/R. (Belmont)
|-
| 5a
| 17000' and below
| 4000’-2000’ when released from JFK to LGA for LOC runway 31 approach or RNAV (GPS) Z runway 31 approach.<br>NOTE: 4000’-3000’ when FRG ILS runway 14 is in use.
|-
| 5b
| 17000' and below
| 4000’-1000’ when released from JFK to LGA for LOC runway 31 approach or RNAV (GPS) Z runway 31 approach.
|-
| 5c
| 17000' and below
| 3000’ to 1000’ when released from JFK to LGA for LOC runway 31 approach or RNAV (GPS) Z runway 31 approach.
|-
| 6
| 17000' and below
| 1500'-12000' released from JFK to LGA for Coney climb.
|-
| 7
| 17000' and below
| 2500'-10000' released from JFK to LGA and 11000'-12000' released from JFK to LIB for CONEY Climbs.<br>17000'-13000' released from JFK to LIB as per JFK/LIB LOA. (Coney)
|-
| 8
| 17000' and below
| 4000'-5000' released from JFK to LGA and 6000'-12000' released from JFK to LIB for CONEY climbs.<br>17000'-13000' released from JFK to LIB as per JFK/LIB LOA. (Coney)
|-
| 9
| 17000'-13000'
| 17000'-13000' released from JFK to LIB when JFK landing runways 4L/R or 13L/R.
|-
| 9a
| 17000'-13000'
| 3000' and below when released from LGA to JFK for ILS 13L.<br>17000'-13000' released from JFK to LIB when JFK landing runway 4L/R or 13L/R.
|-
| 10
| 17000'-13000'
| 3000' and below when released from LGA to JFK for ILS 13L.<br>Highest altitude released by ZNY through FL180 for LENDY arrivals.
|-
| 11
| None
| 3000' and below when released by LGA for JFK ILS 13L.
|-
| 12
| 4000' and below
| None
|-
| 13
| 4000'-3000'
| None
|-
| 14
| 17000' and below
| None
|-
| 15
| 10000' and below
| Highest altitude released by ZNY through 11000’ for CAMRN arrivals
|-
| 16
| 13000' and below
| None
|-
| 17
| 14000' and below
| None
|-
| 17a
| 14000'-3000'
| None
|-
| 18
| 13000'-3000'
| None
|-
| 19
| 12000' and below
| None
|-
| 20
| 12000'-4000'
| None
|-
| 21
| 12000'-5000'
| None
|-
| 22
| 12000'-7000'
| None
|-
| 23
| 12000'-9000'
| None
|-
| 24
| 10000'-9000'
| None
|-
| 25
| 11000'-9000'
| Highest altitude released by ZBW through 12000’ for ROBER arrivals.
|-
| 26
| 14000' and below
| Highest altitude released by ZNY through 15000’ for CAMRN arrivals.
|-
| 27
| Reserved
| None
|-
| 28
| 14000'-17000'
| None
|-
| 29
| 17000'-7000'
| None
|-
| 30
| None
| 3000’ and below as per JFK/LGA LOA. (Belmont Extension)
|-
|}
 
|-|Video Map=
{{Extract:TRACON-VideoMaps-JFK}}
 
|-|Noise Abatement=
 
'''The following noise abatement procedures are to be followed when traffic, weather, and workload permit.'''
 
* During periods of light traffic and whenever the opportunity exists, use the following Community Environmental Guideline:
** Retain arrival aircraft at higher altitudes as long as feasible.
* Arrivals (Turbo-Jet aircraft only). When JFK is landing runways 22L/R, the following noise abatement procedures will be followed if operational conditions, traffic volume, and workload permit:
** When vectoring to the ILS RWY 22L/R approach, clear aircraft to maintain 3,000’ until joining the glideslope if they intercept the localizer beyond 10NM from JFK.
** Ensure aircraft landing RWY 22L/R remain at or above 3,000’ until they are within 15 flying miles of JFK.
** These provisions do not apply to missed approaches.
** NOTE: This practice does not constitute a change to visual, staggered, and/or simultaneous approach requirements in accordance with JO 7110.65
* Departures (Turbo-Jet aircraft only):
** Departures should not be vectored off SID headings until above 2,500’.
** Allow RWY 31L/R departures to follow the SID’s track until south of the Rockaway Peninsula. Do not vector east of the Jamaica Bay/Riis Park map lines until over the ocean.
** Allow RWY 22L/R departures to maintain assigned headings until over the ocean.
** During the midnight shift, JFK Tower will issue:
*** BREEZY POINT CLIMB or SKORR (RNGRR transition) when landing RWY’s 4L/R and departing RWY’s 31L/R.
*** GATEWAY CLIMB when departing RWY’s 22 L/R and landing other than RWY’s 13 L/R.
** During the midnight shift, JFK Area shall ensure that:
*** BREEZY POINT, CANARSIE CLIMB and SKORR DEPARTURE aircraft are NOT vectored until crossing the Rockaway shoreline.
*** RBV/ARD departures remain east of Sandy Hook and New Jersey shoreline (eastern edge of JFK airspace Areas #12 and #13) until leaving 10,000’.
*** RWY 31L RBV departures remain on the CRI R-223 until Sandy Hook shoreline.
*** RWY’s 31L/R departures destined for north and east departure fixes remain south of the Long Island shoreline as long as feasible.
* Runway 22 Departures (all aircraft). Kennedy Tower shall issue RWY 22R departures runway heading for all fixes. When RWY 31L is not available for RBV/ARD/WHITE/DIXIE departures, after coordination with the TRACON, Tower will issue a heading of 250° to join CRI R-223, when LGA is not on CONEY CLIMBS and the RNAV RWY 13R/L approach is not in use.
* Midnight shift (between 2300-0700 local):
** Kennedy Tower will issue RWY 22R departures “intercept the JFK R-232 until 5 DME, then turn left heading 220 for vectors on course”.
** Runway 22L/R is not the preferred arrival configuration. If landing 22L/R is necessary, the following noise abatement procedures are recommended:
*** When vectoring to the ILS RWY 22L/R, when traffic and weather permit, clear aircraft to maintain 3,000’ feet until joining the glideslope if they intercept the localizer beyond 10 NM from JFK.
*** When traffic and weather permit, ensure aircraft landing RWY 22L/R remain at or above 3,000’ feet until they are within 15 flying miles of JFK.
*** These provisions do not apply to missed approaches.
** ILS RWY 22L/22R RNAV Transitions
*** RNAV transitions will only be used after 0000L until 0630L. There is no requirement to utilize the transitions during this time.
*** JFK Departure will be combined to ROBER as the transitions utilizes departure airspace.
* Republic Airport (Turbo-Jet aircraft only)
** Allow RWY 32 departures to remain on the departure procedure until 2,000’, traffic permitting.
 
|-|FRG Operations=
 
'''Class D Airspace'''
 
* Republic tower owns 2,600’ MSL and below within 5.3 miles of the airport on the northern half (clockwise from 270 degrees bearing to 065 degrees bearing), and within 4.2 miles on the southern half (clockwise from 065 degrees bearing to 270 degrees).
* TRACON should avoid vectoring in Republic Tower's airspace, and should advise VFR aircraft in the vicinity to remain outside of the Class D airspace.
 
; Coverage
* The airport is open from 0700 Local Time to 2300 Local Time. During other hours, the airport reverts into Class G airspace, with clearance delivery provided by NY TRACON and the airport treated as uncontrolled.
* If FRG tower is offline, top-down services should be covered by the Kennedy Satellite sector (normally combined with ROBER or CAMRN). Kennedy Departure never covers FRG.
 
; Departure Operations
* Releases from Republic are requested per aircraft, unless N90 permits blanket releases.
* IFR departures will be transferred to New York TRACON on heading 010-013 off of runways 1 and 32, and heading 220 off of runways 14 and 19. The initial altitude is 3,000', unless Kennedy is on the 22's configuration, where the initial altitude will become 2,000'. If Kennedy is on the 22's, the TRACON must advise the tower so 2,000' is assigned.
* IFR departures will be radar identified by the Kennedy Satellite sector (or whoever they are combined with), issued a coordinated heading and altitude in coordination with Kennedy Departure, and then transferred to Kennedy Departure so they can be merged into the primary flow.
 
; Arrival Operations
* FRG tower will select the arrival runway and approach type in use.
* Visual approaches are preferred, and will be used as long as the visibility is greater than 5 statute miles and ceilings are 2,100' or greater. All visual approach arrivals must be instructed during the approach clearance to "maintain 2,000 until advised by the tower." This can be omitted if FRG tower is covered top-down by the TRACON.
* IFR arrivals should be radar handed off to tower prior to 10 miles from the airport, and verbally handed off prior to the final approach fix or the aircraft entering the surface area.
* Aircraft on a missed approach will be issued heading 010 off of runways 1 and 32, and heading 220 off of runways 14 and 19, climbing to 2,000'.
 
; Practice Approaches
: TRACON should inform tower how the approach will terminate (i.e. full stop landing, touch and go, missed approach instructions, etc.) prior to 10 miles from the airport.
 
|-|Class B Operations=
 
'''Suggested Class B VFR Routes'''
* Landing Runway 4L/R
** 2,500’ or 3,500’
** Northeast bound:
*** Direct CRI until reaching the south shoreline of Long Island, then vector aircraft eastbound to Jones Beach. After the Jones Beach Monument, aircraft can proceed on course.
** Southwest bound:
*** Vector aircraft westbound along the south shoreline of Long Island to CRI R-223, then aircraft can proceed direct COL (or Sandy Hook). This procedure is not authorized if LGA is utilizing the Coney climb airspace.
* Landing Runway 13L/R or 22L/R
** 3,500’ or 4,500’
** Northeast bound:
*** Direct CRI, then vector aircraft north of JFK to proceed on an easterly heading. This procedure is not authorized if LGA is utilizing the Coney climb airspace.
** Southwest bound:
*** Vector aircraft north of JFK and when able clear them direct CRI direct COL (or Sandy Hook) then on course. This procedure is not authorized if LGA is utilizing the Coney climb airspace.
* Landing Runway 31L/R
** 2,500’ or 3,000’
** Vector aircraft southeast of JFK through JFK Departure airspace between the runway 31L/R markers and JFK VOR. (Point out suggested to Final if online)
* All Runways
** 5,500’, 6,500’
** Northeast bound:
*** Direct JFK then direct DPK.
** Southwest bound:
*** Direct JFK direct COL (or Sandy Hook).
*** If LGA is utilizing the Coney climb airspace then aircraft must proceed direct JFK. After JFK, aircraft must fly heading 220.
 
|-|N90 Interactions=
{{Extract:TRACON-N90Interactions-JFK}}
 
|-|Departure Chart=
{| class="table table-sop table-sop-compact ny-pull-left"
!From
!Through
!To
!Route
!Altitude
!Hand-off
!Frequency
!Type
|-
|LGA/N
|JFK
|LIBS
|V16/V229
|60
|2J
|135.9
|All
|-
|LGA/N
|JFK
|LIBS
|JFK V1 WHITE
|70
|2J
|135.9
|Props
|-
|LGA/N
|JFK
|
|SHIPP/WAVEY/BETTE
|80
|2J
|135.9
|All
|-
|LGA
|JFK
|
|COL(APREQ)
|30
|2G
|128.125
|Heli
|-
|JFK
|WRI
|EWR/S/N
|V16 V276 RBV V249 SBJ
|40
|MY
|126.475
|All
|-
|JFK
|LGA
|LIBN
|SAX V249/COATE
|80
|1L
|120.4
|Props
|-
|JFK
|LGA
|LIBN
|HAAYS/NEION/COATE
|80/90
|1L
|120.4
|All
|-
|JFK
|
|ISP/E
|GATE TRACK 090°
|30
|3H
|120.05
|Single Engine
|-
|JFK
|
|ISP/E
|GATE TRACK 040° - 080°
|40
|3H
|120.05
|Jets, T-props, Twins
|-
|JFK/FRG
|
|ISPN
|V229 BDR or Direct BDR
|30
|3Z
|124.075
|All
|-
|JFK/FRG
|
|LGA/N
|BDR
|30
|3Z
|124.075
|All
|-
|JFK
|
|LGA
|APREQ
|
|
|
|
|-
|JFK
|ISPN
|ISP
|BDR GATE TRACK 040° - 080°
|70, 80
|3R
|133.1
|All
|-
|rowspan=3 | FRG
|rowspan=3 | ISPN
|rowspan=3 | LGA<br>ISP<br>ISP
|rowspan=3 | BDR SAX V249/COATE<br>CCC BEADS (APREQ) ''Multi Eng. Gate when FRG on South flow''<br>CCC BEADS (APREQ) ''DPK when FRG on North flow''
|30
|3Z
|124.075
|All
|-
|40
|3H
|120.05
|Jets
|-
|50
|3H
|120.05
|Jets
|-
|rowspan=4 | JFK
|rowspan=4 | LIBE
|LIBE
|GREKI/MERIT/BAYYS/BDR ''GATE TRACK 020°-070°''
|90-110
|5E
|126.8
|All
|-
|Y90
|BDL ''GATE TRACK 020° - 070°''
|90-100
|5E
|126.8
|Jets/Props >210
|-
|LIBN
|GAYEL/HAAYS/COATE ''GATE TRACK 320° - 010°''
|120
|5E
|126.9
|Props
|-
|LIBN
|GAYEL/HAAYS/NEION/COATE/DEEZZ ''GATE TRACK 320° - 010°''
|120-170
|5E
|126.8
|Jets
|-
|JFK
|
|LIBS
|v16, v229 DIXIE
|60/70
|5S
|124.75
|Props/Jets
|-
|JFK
|
|LIBS
|V1 WHITE
|70
|5S
|124.75
|Props
|-
|JFK
|
|LIBS
|WHITE (during WWRS)
|110
|5S
|124.75
|Jets
|-
|JFK
|
|LIBS
|RBV/ARD
|70-110
|5S
|124.75
|Jets/Props
|-
|JFK
|
|WRI
|COL/V16
|30-40
|MY
|126.475
|All
|-
|JFK
|
|ZBW
|BETTE/HAPIE
|70-110
|B32
|135.8
|All
|-
|JFK
|
|ZNY
|SHIPP/WAVEY
|70-120
|N66
|128.3
|Jets
|-
|JFK
|
|ZNY
|SHIPP/WAVEY
|100
|N66
|128.3
|Props
|-
|FRG
|WRI(p/o)
|LGA/PinS Apchs
|V16, V229 DIXIE
|40
|1D
|127.3
|Helos
|-
|ISP/E
|JFK
|LGA
|LGA@90 ''GATE TRACK 260° - 290°''
|80
|2J
|135.9
|Jets
|-
|ISP<br>ISP E/N
|JFK
|LIBE
|GAYEL/HAAYS/NEION/COATE ''GATE TRACK 260° - 290°''
|80
|2J
|135.9
|All
|-
|ISP<br>ISP E/N
|JFK
|LIBS
|V16 DIXIE<br>V16 DIXIE (APREQ)
|60
|2J
|135.9
|Single Eng<br>Multi Eng
|-
|}
 
<showhide title="Area Airport List">
{| class="table table-sop table-sop-compact ny-pull-left"
!Area
!Airport Codes
|-
|LGA
|LGA
|-
|LGAN
|HPN, DXR
|-
|JFK
|JFK, FRG
|-
|EWR
|EWR
|-
|EWRN
|TEB, MMU, CDW, FWN, 12N, 13N, 4N1, N05, N07, 1N7, 3N5
|-
|EWRS
|47N, 39N, N51, SMQ, LDJ
|-
|ISP
|ISP, HWV, 23N
|-
|ISPE
|FOK, HTO, MTP, 03NY, 1N2, 21N, 87N
|-
|ISPN
|BDR, HVN, JSD, OXC, SNC, 42B
|-
|LIBH
|SWF, POU, MGJ, 44N, 46N, N69, N82, 06N, MSV, 20N, N89
|-
|}
</showhide>
</showhide>
|-|Arrival Chart=
{| class="table table-sop table-sop-compact ny-pull-left"
!From
!Through
!To
!Route
!Altitude
!Hand-off
!Frequency
!Type
|-
|LGA
|ISP
|JFK/FRG
|PUGGS CCC DPK
|40/30
|2K
|125.7
|All RNAV
|-
|LGA
|ISP
|JFK/FRG
|BDR CCC DPK
|40/30
|2K
|125.7
|All non-RNAV
|-
|ISP
|
|JFK/FRG
|DPK
|30
|2K
|125.7
|All
|-
|ISP E/N
|
|JFK
|DPK
|40
|2K
|125.7
|All
|-
|ISP E/N
|
|FRG
|DPK
|30
|2K
|125.7
|All
|-
|rowspan=2 | EWR *4/22/29, NS/SS
|rowspan=2 | ISPN
|JFK
|DPK
|40
|2K
|125.7
|All
|-
|FRG
|DPK
|30
|2K
|125.7
|All
|-
|ZBW
|
|JFK/FRG
|CCC R-229 ROBER
|120
|2K
|125.7
|All
|-
|ZNY
|
|JFK/ISP/ISP E/ FRG
|LENDY
|FL190
|2E
|128.125,125.7
|Jets, HPTP
|-
|ZNY
|
|JFK/ISP/ISP E/ FRG
|CAMRN
|110
|2G
|128.125
|Jets
|-
|ZNY
|
|JFK/LGA/FRG
|CAMRN
|90
|2G
|128.125
|Jets, HPTP
|-
|ZNY
|
|JFK/FRG/ISP/ISP E
|ZIGGI
|80
|2G
|128.125
|Props
|-
|WRI
|
|JFK/FRG/ISP/ISP N
|ZIGGI
|50
|2G
|128.125
|Jets/Twins
|-
|WRI
|LIBS
|JFK/FRG/ISP/ISP E/N
|DIXIE
|50
|2J
|135.9
|Single Eng
|-
|}
NOTE: EWR JET TRAFFIC ONLY OFF RWY 22R TO JFK, APREQ SOUTHERN ROUTE OVER COL VOR.
<showhide title="Area Airport List">
{| class="table table-sop table-sop-compact ny-pull-left"
!Area
!Airport Codes
|-
|LGA
|LGA
|-
|LGAN
|HPN, DXR
|-
|JFK
|JFK, FRG
|-
|EWR
|EWR
|-
|EWRN
|TEB, MMU, CDW, FWN, 12N, 13N, 4N1, N05, N07, 1N7, 3N5
|-
|EWRS
|47N, 39N, N51, SMQ, LDJ
|-
|ISP
|ISP, HWV, 23N
|-
|ISPE
|FOK, HTO, MTP, 03NY, 1N2, 21N, 87N
|-
|ISPN
|BDR, HVN, JSD, OXC, SNC, 42B
|-
|LIBH
|SWF, POU, MGJ, 44N, 46N, N69, N82, 06N, MSV, 20N, N89
|-
|}
</showhide>
|-|Letters of Agreement=
{{Extract:LOAs-JFK}}
</tabber>
==Airspace Sectorization ==
*'''Procedures'''
**'''Alternate:''' Preferred configurations: allow for the arrival flow to be brought under the departure flow.
**'''PACP:''' Pre-Arranged Coordination Procedures (automated point out, no verbal communication necessary). Preferred configurations: allow for the arrival flow to be brought under the departure flow.
**'''SOP:''' Standard Operating Procedures. Configurations should be avoided and only used for educational purposes.
**'''SUP:''' Seldom Use Procedure: designed for specific traffic volume circumstances.
*Except when using 4 airspace for Seldom Used Procedure (SUP) 13L/R and 4L/R operation, the airspace in use will conform to primary arrival runway.
*"A + B" means A is the primary runway and B is the overflow.
===Normal Operations===
{{Extract:JFK-Airspace-Normal}}
===Event Configurations===
{{Extract:JFK-Airspace-Event}}
==Appendix ==
===Severe Weather Avoidance Plan (SWAP) ===
<tabber>
|-|General=
Severe Weather Avoidance Plan (SWAP) is a contingency plan used during times of convective activity or severe weather in general within an ARTCC where normal routes or exit gates get shut down. This occurs primarily during the spring and summer months in the Northeast region but can happen anytime of the year.
When SWAP is in effect Traffic Management Unit (TMU) personnel will utilize any number of backup plan routes to mitigate the impact the weather currently has on our route structure. The weather can be a very quickly evolving or devolving situation, and thus many times reroutes need to occur while an aircraft is taxiing to the runway. Some of the route structure in place to help avoid severe weather includes:
* (CDRs) Coded Departure Routes
* (AFPs) Airspace Flow Program
* (FEAs/FCAs) Flow Evaluation Area & Flow Constrained Area
* Capping & Tunneling
* Playbook Routes
None of these routes should be normally filed until a SWAP statement is out and users are directed to utilize these routes. They should be aware of the potential for these routes and should fuel accordingly. Otherwise, this is normally assigned by ATC. SERMN Routes (SWAP Escape Route Metro New York) - These are initially much lower altitude escape routes (think 6,000 to 10,000ft) when ZNY cannot accept handoffs. Traffic will go from TRACON to TRACON until higher altitudes can be achieved, usually by the adjacent center (ZOB, ZBW, ZDC).
New York Center operates up to five (5) manual departure positions in a centralized Departure Complex (also known as The Pit). The Complex is overseen by the Departure Director (DD) which is a Traffic Management Coordinator (TMC) and issues clearances for traffic departing all New York and Philadelphia metro airports. Due to the proximity of high density airports and the commonality of route fixes, the centralization of the Complex provides the Departure Director with advance warning of route or fix saturation. Judicious and timely reroutes are employed to mitigate or avoid bottlenecks, eliminating or reducing departure delays. During periods of high airspace complexity or severe airspace constraint, the Complex is invaluable in rerouting aircraft.
|-|Line of Authority=
Rather than having an additional Traffic Management Officer (TMO) position to manage and direct the ZNY and N90 TMUs, the Supervisory Traffic Management Coordinator (STMC) assumes those responsibilities. Due to the unique setup of N90, it is treated as its own facility with an operational TMU. Likewise, ZNY has its own TMU, both of which interface with the vATCSCC. When traffic management related issues cannot be resolved by appropriate administrators, vATCSCC has final decision-making authority. In the absence of the STMC, the position may be delegated or fulfilled by the Events Coordinator, Air Traffic Manager (ATM), Deputy Air Traffic Manager (DATM), or otherwise delegated official. In the absence of all members and any potential delegate to the position, vATCSCC will assume traffic management responsibilities until no longer needed or until the appropriate roles can be filled.
|-|Clearance Delivery=
Clearance Delivery Responsibilities:
* Actively monitor the NAS Operations Dashboard (preferred) or the N90 Route Availability Planning Tool (RAPT) during events where Traffic Management Initiatives are being implemented. More info on these types of routes can be found in the National Severe Weather Playbook.
* Coordinate with the TMU when SWAP reroutes or Call For Release (CFR) are in place.
* Priority of service must be given to aircraft closest to the front of the departure queue.
* Added vigilance must also be used to verify that the most recent revision is being issued. Climb out requirements still apply.
|-|Ground Control=
Ground Control Responsibilities:
* Advise the aircraft that their route is shut down due to weather and should be moved away from the flow of traffic to an area where they can shut down their engines until a new route is formulated and they coordinate enough fuel with their company.
* Attempt to stage aircraft grouped by fix when that fix is severely constrained by SWAP
* Be aware of LC repositioning aircraft unable to depart due to SWAP, coordinate through CC if necessary.
* If necessary, coordinate with Local Control to use movement areas under their control for staging.
|-|ATIS Usage=
When SWAP is in effect, include the following on the ATIS broadcast:<br>"SWAP IN EFFECT, EXPECT REROUTES"
</tabber>
===Cab Coordinator(CC) ===
* The Cab Coordinator is responsible for performing interfacility/position coordination and to assist with any of the functions of the Tower Team which will aid in meeting situation objectives.
* Coordination includes but is not limited to:
** Missed Approaches
** Emergencies
** Assisting Ground Control with runway crossings by relaying authorization from Local Control when necessary
** Assist Ground Control in determining the departure sequence and with staging of aircraft
** Traffic
** Traffic flow
** Priority flights
** Unusual situations
** Provide Local Control and Class Bravo with radar handoffs/pointouts for non-standard arrivals and departures
** Ensure that all positions are notified of pertinent weather changes
** Post updated breaking action, wind shear, runway condition reports, and bird reports
* Advise FLM/CIC and TMC of the following:
** Emergencies, priority flights, departure stops, requests for medical assistance, or other unusual situations
** Missed Approaches
** Airport, runway condition changes
** When the reported RVR is less than 2000 feet
** When it appears that delays will reach 15 minutes and increases/decreases of 15-minute intervals thereafter
** Of departure stops/releases, and other circumstances that will adversely affect the departure flow or airport acceptance rate
** Of “fair”, “poor” or “nil” breaking action reports, and when braking action increases to “good”
** When tower visibility is less than four (4) miles, or when tower visibility increases to four (4) miles or more
** Other information as necessary
* Coordinate the following with N90:
** Inbound estimates and radar handoffs, when required
** Non-standard arrivals and departures
** Missed approaches and go arounds
** Departure releases
** Emergencies, priority flights, and unusual situations
** Aircraft with lost/not established communications
** In the case of simultaneous Runway 31L/31R ILS approaches, advise N90 when ready to conduct simultaneous ILS approaches. Receive the callsign and handoff for first aircraft to start, and last aircraft to finish the simultaneous procedure
** Frequencies in use at JFK Tower and N90
** Advise of runway closures/openings, and advise of taxiway closures affecting traffic flows
** Visibility whenever it changes from IFR to VFR and from VFR to IFR
** Pilot reported wind shear and other significant PIREP's
===Ground Metering ===
'''Purpose'''
: Ground Metering’s primary responsibility is to create a departure sequence before aircraft are taxied out for takeoff. Ground Metering sequences aircraft by alternating gate, exit, or type aircraft and then provides the active Ground controller with flight strips in that order. Kennedy’s Ground Metering frequency is 125.05. Ground metering operation must be authorized by the TMU
; Ground Metering Procedures and Phraseology
* Once aircraft are ready to taxi, they will call Ground Metering on the published Ground Control frequency that appears on the airport diagram (125.05).
* Aircraft calling Ground Metering should inform the controller of the following information; however, be aware that many pilots will call and advise “ready for taxi” and Ground Metering will have to find them on the field:
** Call-sign
** Location at the airport
** ATIS code
* The Ground Metering controller must inform the aircraft to hold short of the main outbound taxiway and monitor the active Ground Control frequency.
: {{phraseology|syntax=JetBlue Four Fifty-Two, Kennedy Ground, hold short of Alpha, monitor ground on one two one point six fife, wait for the controller to call you.}}
; Transfer of Control and Pushing Strips
After Ground Metering 125.05 has sequenced aircraft that have called for taxi, he or she must push the strip in the appropriate sequenced order to the active Ground controller on 121.65 (2E) and advise the pilot to monitor that frequency. Ground Control 121.65 (2E) will receive strips in the left hand column of the strip bay and then will move them to the right hand column, in the appropriate order, once taxi instructions have been given.
After additional taxi instructions are not required, the active Ground controller 121.65 (2E) must push the strip in sequenced order to Local Control and instruct the aircraft to monitor Kennedy Tower on the appropriate frequency.
===Changelog ===
{| class="table table-sop table-sop-compact ny-pull-left"
!Change
!Date
!Description
|-
|colspan=3 | NOTE: Change notices 1-11 were archived on NYARTCC forums
|-
|CHG12
|28 May 2011
|MAJOR REVISION. See a full list of updates on the ZNY ARTCC forum.
|-
|CHG13
|20 Oct 2011
|Updated to reflect changes commissioned by the Article 48 Workgroup in N90 order N7100.953. Departure flow diagrams and procedures revised.
|-
|CHG14
|26 Oct 2011
|Missed approach procedures revised for JFK and FRG.
|-
|CHG15
|8 Jan 2014
|Converted to Wiki format. Night time runway selection removed. Preferred routes updated. Class Bravo operations updated.
|-
|CHG16
|4 Sep 2014
|Distances of parallel runways were added.
|-
|CHG17
|28 Sep 2014
|FRG SOP was separated.
|-
|CHG18
|2 Nov 2014
|LOA routes section was replaced with a link to PRD. CAM frequency updated in Arrival Chart under #TRACON. IAP table removed. Stylistic changes.
|-
|CHG19
|3 Mar 2015
|Idlewild climb cannot be used if LGA is landing LOC 31. Position identifier for JFK Local Control was update. Bravo airspace floor over the south shoreline was revised to read as 501 feet and above. LOA with LGA was updated to include a mention of Flushing climb with regard to when JFK is landing ILS 13.
|-
|CHG20
|30 Jul 2015
|The MBI on N90 Departure Gate Procedures was merged with the SOP. SKORR# is the standard DP for RNAV departures off runways 31L/R.
|-
|CHG21
|17 Dec 2015
|Clarifying that BETTE/GREKI/MERIT/HAPIE are not RNAV only.
|-
|CHG22
|15 Jun 2016
|Wake turbulence separation recategorization
|-
|CHG23
|10 Sep 2017
|BETTE/GREKI/MERIT/HAPIE not used. South 1 and 2 renamed to Southwest and Water gates.
|-
|CHG24
|30 Nov 2018
|Major revisions to align the SOP with current airways, fixes and exits.
|-
|CHG25
|2 Apr 2020
|Revised ramp frequency allocation table, updated taxiway diagrams to reflect Runway 31R/13L width, added Historical Terminal Parking guide to assist with pilots who fly defunct carriers or ones that no longer serve JFK.
|-
|CHG26
|22 May 2020
|Amended the IFR Squawk Code Range.
|-
|CHG27
|22 Oct 2020
|Updated Common Amendments Table, added additional SID information, fixed Departure Chart to match Letters of Agreement and Flow Diagram
|-
|CHG28
|30 Dec 2020
|MAJOR REVISION. Fixed scratchpad for HAAYS. Updated SID selection flow chart to allow southwest props to be assigned the SKORR#. New climb out procedures tab, with new phraseology required on runways 4L and 13L/R. Information regarding taxiway ownership southwest of 4L/22R and phraseology for 22R departures. New ground information for taxi instructions to runway 22R via Charlie, and ownership southwest of 4L/22R based off of JFK configuration. New tower information for line up and wait operations, runway 13L/R headings, overflow procedures, and go arounds. TRACON section now has Training Resources section, linking several videos from real controllers working the CAMRN and Final sectors. Appendix now has information regarding SWAP operations, emergency procedures, and the responsibility of cab coordinators during events. Moved Concorde information into general SOP sections. Most changes listed above based on real world JFK Tower SOP. Updated hybrid SID phraseology for DEEZZ/NAR SIDs.
|-
|CHG29
|5 Mar 2021
|Fixed mistakes in the Concorde Section (for Clearance Delivery) and an incorrect airport name in the Climb Procedures examples under the table.
|-
|CHG30
|9 Aug 2021
|Updated to new N90 Callsigns. Added additional information to match changes relevant to FRG SOP, including new FRG-N90 LOA, procedures for visual approaches into FRG, and FRG IFR departure initial altitude information. Fixed incorrect ATIS usage regarding SWAP.
|-
|CHG31
|31 Aug 2021
|MAJOR REVISION. Airspace delegations completely redone, old configurations no longer in use - replaced by "PACP" and "Alternate" configurations. All TRACON JFK LOAs updated. Departure and arrival charts redone. New information about LGA interactions.
|-
|CHG32
|2 Feb 2022
|Updated clearance IFR departures section with the removal of NAR SIDs (2112 AIRAC). Added JFK DEP/ARR rate
|-
|CHG33
|11 Mar 2023
|Updated Departure Flow charts. Updated General Information tab in TRACON section for RBV departures off 31L/R
|-
|CHG34
|29 Aug 2023
|Amended JFK TRACON combined frequency to 125.700
|-
|CHG35
|3 Nov 2024
|Converted to new Wiki format
|-
|}

Latest revision as of 05:01, 13 January 2026

New York ARTCC
Standard Operating Procedure — Republic Airport (FRG)

Rev. 5 — Revised: 2026-01-13

Area at a glance

ICAO Code Airport Name Airspace
KFRG Republic Airport D
Purpose
This document prescribes the procedures to be utilized for providing air traffic control services at Republic Air Traffic Control Tower (ATCT). The procedures described herein are supplemental to the New York ARTCC Standard Operating Procedures and FAA Order JO 7110.65.
Distribution
This order is distributed to all New York ARTCC personnel.
Procedural Deviations
Exceptional or unusual requirements may dictate procedural deviations or supplementary procedures to this order. A situation may arise that is not adequately covered herein; in such an event use good judgment to adequately resolve the problem.


Operational Positions

Position Callsign Radio Name Frequency Identifier
Clearance Delivery FRG_DEL Republic Clearance Delivery 128.250 2P
Ground FRG_GND Republic Ground 121.600 2N
Tower FRG_TWR Republic Tower 118.800 2M
ATIS KFRG_ATIS 126.650

Sector Callsign Frequency Identifier Combined Sector
LaGuardia Departure LGA_DEP 120.400 1L Primary Departure
HAARP LGA_V_APP 120.800 1V Primary Approach (LGA_APP when combined)
Final Vector LGA_F_APP 134.900 1F 1V
NYACK LGA_Y_DEP 120.550 1Y 1X (1L if NOBBI is not covered)
EMPYR LGA_D_APP 127.300 1D 1V
NOBBI LGA_X_APP 126.400 1X 1V

Sector Callsign Frequency Identifier Combined Sector
Final Vector JFK_A_APP 132.400 2A 2K
CAMRN JFK_G_APP 128.125 2G 2K
Kennedy Departure JFK_DEP 135.900 2J Primary Departure
ROBER JFK_K_APP 125.700 2K Primary Approach (JFK_APP when combined)
Kennedy Satellite JFK_M_APP 118.400 2M 2K

Sector Callsign Frequency Identifier Combined Sector
Calverton ISP_N_APP 120.050 3N Primary TRACON (ISP_APP if combined)
Islip ISP_H_APP 134.550 3H 3N
SEALL ISP_R_APP 133.100 3R 3N
VIKKY ISP_O_APP 128.625 3O 3N
LOVES ISP_Z_APP 124.075 3Z 3N
BEADS Low ISP_I_APP 118.950 3I 3N
BEADS High ISP_B_APP 125.975 3B 3N

Sector Callsign Frequency Identifier Combined Sector
Newark Departure EWR_DEP 119.200 4N Primary Departure
Yardley EWR_P_APP 128.550 4P Primary Approach (EWR_APP when combined)
Final Vector 22 EWR_M_APP 125.500 4M 4P
Final Vector 4 EWR_Q_APP 125.500 4Q 4P
North Arrival EWR_A_APP 120.150 4A 4P
MUGZY EWR_U_APP 127.600 4U 4P
ZEEBO EWR_S_APP 123.775 4S 4U
METRO EWR_H_APP 132.800 4H 4U

Sector Callsign Frequency Identifier Combined Sector
East NY_LE_DEP 126.800 5E 5W
West NY_LW_DEP 120.850 5W Primary TRACON (NY_L_APP when combined and covering Catskill)
North NY_LN_DEP 118.175 5T 5W
South NY_LS_DEP 124.750 5S 5W
Catskill SWF_APP 132.750 5H 5W

ATCT

Clearance Delivery

Exit Gate Exit Scratchpad Radial
North SAX SAX
COATE COA SAX 311
NEION NEI LGA 322
HAAYS HAY HUO 145
GAYEL GAY DPK 320
DEEZZ DEZ DPK 324
East GREKI GRE CMK 057
MERIT MER LGA 055
BAYYS BAY BDR 054
BDR BDR
Southwest
LGA refers to these as "South" 		DIXIE DIX JFK 222
WHITE WHI JFK 222
RBV RBV
ARD ARD
Water BETTE BET JFK 109
HAPIE HAP JFK 124
SHIPP SHI JFK 139
WAVEY WAV JFK 156


Notes
  1. Although JFK VOR is listed as a valid exit on REP# departure procedure, it can only be used in conjunction with a Southwest Gate exit, e.g. JFK V1 DIXIE...
Position Frequency Identifier
JFK_S_APP 118.400 2S
JFK_R_APP 125.700 2K
JFK_APP 128.125 2G
NY_CTR 125.325 N56

The table on the right lists the common frequencies used as departure frequency by FRG Clearance Delivery. The first available controller in this list should be handling departures.

Note that this table only serves as a guide. The actual departure frequency has to be determined based on coordination with the other online controllers.

If there is no other controller online that would accept departures from FRG, advise the pilot that they should use the appropriate CTAF frequency upon departure.
Airway Join
T224 DIXIE T224
V249 SAX V249
V252 HAAYS HUO V252
V276 DIXIE V276
V30 SAX V249 SBJ V30
J110 RBV Q430 AIR J110
J132 NEION J223 CORDS J132
J223 NEION J223
J48 RBV Q430 BYRDD J48
J6 RBV Q430 SAAME J6
J60 DEEZZ# CANDR J60
J95 GAYEL J95
L453 SHIPP Y488 SAUCR L453
L454 SHIPP Y490 ROLLE ATUGI L454
L455 SHIPP Y489 RESQU SKPPR L455
L456 SHIPP Y482 SQUAD DARUX L456
L457 SHIPP Y489 RESQU SKPPR L457
L459 SHIPP Y482 SQUAD DARUX L459
L461 SHIPP Y487 KINGG KINER L461
L462 SHIPP Y483 ISLES KAYYT L462
Q167 WAVEY EMJAY Q167
Q409 WHITE Q409
Q430 RBV Q430
Q436 COATE Q436
Q480 RBV Q430 AIR Q480
Q75 RBV Q430 COPES Q75
Q812/Q818 GAYEL Q812/Q818
Y483/Y487/Y488/

Y489/Y490/Y492

SHIPP Y4##
Filed Exit Amendment
ACK BETTE ACK
BOS MERIT HFD PUT BOS
BYRDD RBV Q430 BYRDD
CFB GAYEL J95 CFB
COPES RBV Q430 COPES
EMI RBV Q430 BYRDD J48 EMI
EMJAY WAVEY EMJAY
ENE GREKI JUDDS MARTN ENE
HNK GAYEL Q812 HNK
HUO HAAYS HUO
JUDDS GREKI JUDDS
KINGG SHIPP Y487 KINGG
LRP RBV Q430 SAAME J6 LRP
MARTN GREKI JUDDS MARTN
MXE RBV Q430 COPES Q75 MXE
PSB DEEZZ# CANDR J60 PSB
PTW RBV Q430 BYRDD J48 PTW
PUT MERIT HFD PUT
RESQU SHIPP Y489 RESQU
ROLLE SHIPP Y490 ROLLE
SAAME RBV Q430 SAAME
SQUAD SHIPP Y492 SQUAD

The initial altitude for IFR departures is 3,000’. If Kennedy is on the 22's configuration, the initial altitude for IFR departures becomes 2,000'. Use the tabs below to access information about various departure procedures, their climbs, and proper initial altitude phraseology.

REP#

This is the default departure procedure to be used by aircraft departing Republic (pronounced Republic (Version #), such as Republic One). It should always be assigned, unless the pilot indicates not possessing charts, or they meet the requirements for the DEEZZ# departure.

PHRASEOLOGY
Cleared to (destination), Republic (Version #) Departure, radar vectors (exit); then, as filed..

Because this departure procedure does not have published altitude restrictions, the phrase "Maintain (initial altitude)" must be included in the IFR clearance, as explained in FAA Order JO 7110.65 § 4-3-2.

DEEZZ#

Airway Transition
J60 CANDR J60
J64 CANDR J60 DANNR RAV J64
Q480 CANDR Q480
J42 CANDR Q480 SPOTZ Q42
J6 TOWIN J6 (TMU only)

This DP is only used for RNAV equipped turbojet aircraft that are filed for J60, J64, Q480, Q42, or J6 (with a destination located south of the Potomac TRACON or to Cleveland-Hopkins International [KCLE] or Midway [KMDW]). Non-RNAV turbojet departures filed J6 (with a destination located south of the Potomac TRACON or to Cleveland-Hopkins International [KCLE] or Midway [KMDW]) should be routed via RBV SAAME J6.

The DEEZZ# has required climb instructions off of runways 4L and 13L/R - see the Climb Procedures tab for more information.

Note about J6: The DEEZZ# is only assigned to aircraft routed to J6 under the following conditions:

  1. A heavy flow of traffic simultaneously going to RBV
  2. Dangerous and/or severe weather in the vicinity of RBV Q430 SAAME (SWAP in effect, see appendix for more information).

TMU makes the final decision regarding J6 reroutes. Unless told otherwise by TMU, and during normal operations, the pilot should be routed via RBV Q430 SAAME J6 ...

This DP has two transitions: CANDR (which is on both J60 and Q480) and TOWIN (which is on J6). Aircraft should be routed to the appropriate transition, and route string if needed, according to the table on the right.

PHRASEOLOGY
Cleared to (clearance limit), DEEZZ (Version #) Departure, (climb procedure as applicable), (CANDR or TOWIN) transition; then, as filed..

Because this departure procedure does not have published altitude restrictions, the phrase "Maintain (initial altitude)" must be included in the IFR clearance, as explained in FAA Order JO 7110.65 § 4-3-2.

No SID

When a SID is not issued, assign the following headings:

RWY 32/1 - heading 010
RWY 14/19 - heading 220

PHRASEOLOGY
Cleared to (destination), fly heading (heading) for vectors to (exit); then as filed...

Departing FRG Airspace Into New York Class B

If an aircraft indicates that they would eventually like to be cleared into the New York Class Bravo airspace, then Republic Tower should instruct the pilot to depart to the north or south, remain clear of the Class Bravo airspace, and contact the appropriate New York Approach Control frequency.

Do NOT issue a New York Class Bravo clearance since FRG is not an authorized Class B controlling agency. While filing a flight plan is not required, it can be useful to later ATC. Request that the pilot file a quick VFR flight plan with the departure and arrival airports, requested VFR cruising altitude, and route of flight.

Pattern Work or Departure Outside New York Class B

No squawk code need be assigned to these aircraft. Even though a discreet squawk code is not required for aircraft operating in the pattern or outside of the New York Class Bravo, they must still Squawk Mode C as FRG resides within the 30 nm Mode C Veil.

Advise the pilot to contact Ground Control with his or her request. If the pilot’s plan is to depart the area, ensure they state requested direction of flight.

Ground

Departure Sequencing
Exit Gate Exits
North COATE, NEION, HAAYS, GAYEL, DEEZZ, SAX
East GREKI, MERIT, BAYYS, BDR
Southwest WHITE, DIXIE, RBV, ARD
West BETTE, HAPIE, SHIPP, WAVEY
  1. Aircraft should be sequenced to depart in the following order:
    1. By alternating gate group.
    2. If not the above, then by alternating exit.
    3. If not the above, then by aircraft type largest to smallest.
Duties and Procedures
  • Assist LC in scanning runways, especially during periods of heavy traffic, two runway operation, and unfamiliar aircraft taxiing in close proximity to the active runway.
  • Coordinate with LC to obtain specific approval prior to permitting an aircraft to cross or enter a runway designated as active.
  • Assign departure runways and intersection departures that will facilitate the most expeditious movement of traffic.
  • Advise LC when helicopters will operate on or adjacent to movement areas. Helicopter operations may be conducted at any point on the airport, in movement and non-movement areas, contingent upon traffic conditions, airport conditions, and the issuance of proper instructions to all aircraft affected.
  • Maintain awareness of any aircraft that may have taxied into an Area of Non-Visibility from the Tower. The movement areas in this category are the run-up areas on Taxiway Alpha adjacent to the approach end of runways 14 and 32.
  • Assist LC to ensure all runway exiting is in accordance with FAA Order JO 7110.65 § 3-10-9
    • Ensure that proper coordination is accomplished with LC to protect a taxiway/runway/ramp, if an aircraft is required to enter that intersection to clear the landing runway.
    • GC may have to hold an aircraft short of the runway intersection, if it is known where an aircraft will be exiting the runway.
  • Protect ILS Critical Area in accordance with FAA Order JO 7110.65. Hold Position Lines and proper signage are located on the Charlie Taxiway defining the boundary of the Glide Slope Critical Area. The only critical area at Farmingdale is located on all of taxiway Echo, and taxiway Charlie between Echo and Runway 14-32.
  • Do not authorize aircraft operations in or over the area when an arriving aircraft inbound on the ILS 14 is inside the ILS OM (FRIKK - 3.9 DME from the runway threshold) unless the arriving aircraft has reported the runway in sight or is circling to land on another runway when the official weather observation indicates a ceiling of less than 800 feet or visibility less than 2 miles.
PHRASEOLOGY
Hold short of runway 14 ILS critical area.


Tower

Tower Procedures

Releases
  • Releases from Republic are requested per aircraft, unless N90 permits blanket releases.
  • In order to depart Republic under an IFR flight plan, TRACON must issue a release for departure. Departure restrictions such as release times and clearance void times are necessary to separate departures from other traffic in the airspace or to regulate the departure flow. Through land line communications, tower will obtain a release from TRACON for a specific flight after which tower can then issue departure instructions and takeoff clearance.
Separation
The standard departure separation technique to be used is anticipated radar separation. Only use timed separation if the pilot requests it.
Radar
This tower uses a RACD radar only and is not certified for any approach control services. By agreement with New York TRACON, this tower will NOT radar identify departing IFR aircraft and will instruct a departure to contact departure control once the aircraft appears to be clear of any traffic. It is imperative that tower controllers observe departing traffic turning towards the assigned heading before handing off. VFR aircraft can and must be radar identified to receive flight following within the tower's airspace, otherwise it is not necessary.
Operating Hours
Normal opening time is 0700 Local time. Normal closing time is 2300 Local time.
Helipads
H1 located on Taxiway Bravo at the intersection of Taxiway Foxtrot. H2 located on Taxiway Bravo north of Taxiway Bravo-4.
Land and Hold Short Operations (LAHSO)

LAHSO may be conducted as long as these conditions are met:

  • At least 3 miles visibility
  • At least 1,000' ceiling
  • No wind shear has been reported
  • The LAHSO runway must be dry
  • The tailwind on the hold short runway must be calm (less than 3 knots)
  • An announcement shall be made in the ATIS (Example: "LAHSO in effect")
LAHSO may be conducted with this configuration
  • Land runway 32, hold short of Runway 01-19. ALD 3650’.
Line Up and Wait (LUAW) Operations

LUAW may be conducted as long as these conditions are met:

  • There are no emergencies inbound to the airport
  • The local position is not combined with a non-local position (i.e. ground control or clearance delivery)
  • No procedures that require a safety logic system - FRG does not have one
  • LUAW cannot be conducted at an intersection between sunset and sunrise
  • LUAW must not be conducted when the takeoff position is not visible from the tower or during IFR conditions
Aircraft Exiting the Runway
Instruct aircraft where to exit the runway after landing and, where appropriate, advise the aircraft to hold short of a runway or taxiway for traffic. Use caution in areas where the runway hold position markings are in close proximity to the runway (i.e. taxiways Bravo and Gulf).

Runway Selection

Wind Speed Direction Depart Land
0-4 Any 19 19
5+ 080-150 14 14
151-260 19 19
261-340 32 32
341-079 1 1
Departure Headings (IFR)
  • For IFR traffic that has filed REP# or DEEZZ# departure procedures, departure heading is published on the DP. Nevertheless, repeat the departure heading at the time you are clearing them for takeoff (see table below).
  • For IFR traffic that is not flying a REP# or DEEZZ#, issue the following headings as part of the takeoff clearance.
Runway Heading
1 010
14 220
19 220
32 010
Runway Heading Altitude
1 010 2000
14 220 2000
19 220 2000
32 010 2000
  • Missed approaches or go-arounds shall fly runway heading or track the localizer until reaching the departure end of the runway, then be issued a heading in accordance with the table unless the controller determines that it would be advantageous to delay or initiate a turn early.
  • In order to prevent increased workload on Departure Control, consider issuing missed approaches or go-arounds speed restrictions in accordance with FAA Order JO 7110.65.
  • Coordinate all IFR go arounds with N90/JFK sector as soon as possible and hand off when Local Control traffic is not a factor.
  • Issue control instructions as necessary to establish separation and avoid arriving aircraft from overflying departing aircraft or aircraft on the runway. Consider wake turbulence, runway configuration, traffic pattern flows, weather conditions, slow rolling departures, and type of approach in use. Deviate as necessary from the following headings and altitudes if using them would compromise safety.
  • The table indicates the heading and altitude that need to be assigned to a missed approach or go-around prior to release to Departure Control frequency.
Airspace
  • Class DELTA.
  • The tower owns 2,600’ MSL and below within 5.3 miles of the airport on the northern half (clockwise from 270 degrees bearing to 065 degrees bearing), and within 4.2 miles on the southern half (clockwise from 065 degrees bearing to 270 degrees).
  • Republic Airport is located under a Mode C Veil which requires all pilots operating within the circumference of the veil to have a transponder with automatic altitude reporting equipment.
    • Radar

    This tower uses DBRITE radar only and is not certified for any approach control services. The following are the uses of the DBRITE radar at Republic:

    • To determine an aircraft's exact location. This is accomplished by radar identifying the VFR aircraft through any of the techniques available to a radar position, such as having the aircraft squawk ident. Once identified, the aircraft's position and spatial relationship to other aircraft can be determined. Once initial radar identification of a VFR aircraft has been established and the appropriate instructions have been issued, radar monitoring may be discontinued; the reason being that the local controller's primary means of surveillance in VFR conditions is visually scanning the airport and local area.
    • To provide radar traffic advisories. Radar traffic advisories may be provided to the extent that the local controller is able to monitor the radar display. Local Control has primary control responsibilities to the aircraft operating on the runways, which will normally supersede radar monitoring duties.
    • To provide a direction or suggested heading. The local controller may provide pilots flying VFR with generalized instructions which will facilitate operations. The instructions are advisory aids to the pilot flying VFR and are not radar vectors.
    • To provide information and instructions to aircraft operating within Class B, Class C, and Class D surface areas. In an example of this situation, the local controller would use the radar to advise a pilot on an extended downwind when to turn base leg.
    Departures

    All departures whose destination is known to be JFK, LGA, EWR, TEB, or HPN should remain on the ground until an approval has been received from the destination tower that they are able to accept the aircraft into their airspace.

    VFR Reporting Points

    At airports like Republic, pilots will often report a geographical location or checkpoint to verify and announce their location and position in relation to the field. Most VFR checkpoints are depicted on sectional aeronautical and terminal area charts. Some of the reporting points for Republic are as follows:

    • From EAST: Belmont Lake
    • From NORTH: Northport Stacks / Walt Whitman Mall
    • From SOUTH: Captree Monument / Inner Shoreline
    Pattern Work

    NOTE: All helicopters should be at 600’, props at 1,100’, and jets at 1,600’.

    Runway Direction
    1 Right
    14 Left
    19 Left
    32 Right

    Visual approaches are the preferred approach type for FRG IFR arrivals. They should be run as long as the visibility is greater than 5 miles and ceilings are 2,100' or greater.

    IFR aircraft inbound on a visual approach will be instructed to "maintain 2,000 until advised by the tower." This is to allow the tower to sequence inbound IFR aircraft into the traffic pattern if it is too busy for aircraft to make a straight in for the runway.

    Examples:

    • "Republic Tower, Flexjet 426, inbound visual approach runway 19, maintaining 2,000 until advised"
    • "Flexjet 426, descend at your discretion, traffic to follow is a Cessna 172 on a 2 mile final for runway 19"
    • "Flexjet 426, Republic Tower, descend to 1,600, enter left downwind runway 19"
    Note: 1,600 is the pattern altitude for large and turbine powered airplanes at FRG

    Letters of Agreement

    New York TRACON (N90) & Republic Tower (FRG) [Show]
    Letter of Agreement
    Republic Airport (FRG) & New York TRACON (N90)
    Rev. 1 - 1 Aug 2021
    Purpose
    This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between Republic Airport (FRG) and New York TRACON (N90).
    Scope
    The procedures contained herein must apply unless prior coordination is effected.
    Disclosure
    vZNY and any other facilities mentioned in this document are affiliated with the Virtual Air Traffic Simulation (VATSIM) network. The procedures outlined in this document are intended exclusively for use in the VATSIM flight simulation environment and must never be used for actual flight or air traffic control operations. vZNY and any other facility mentioned in this document are not affiliated with the FAA in any manner.

    FRG Arrival Procedures

    N90 TRACON shall
    • Transfer IFR arrival data to the TOWER using the handoff function.
    • Verbally advise the TOWER of an IFR arrival’s call sign when FRG TOWER does not accept the handoff prior to 10 miles from the airport.
    • Verbally advise of arrival runway or approach, if other than the primary runway or approach in use.
    • Transfer communications to FRG TOWER prior to the final approach fix or prior to entering the surface area.
    • Restrict all visual approaches to "maintain 2000 until advised by the TOWER".
    • Not issue visual approaches when visibility is five miles or less.
    FRG TOWER shall
    • Forward the current ATIS code, runway usage, and approach information verbally.
    • Verbally advise and receive an acknowledgement for changes in ATIS and visibility, wind and altimeter changes not reflected in current weather observations.
    • Advise of airport conditions which may affect the movement of air traffic.
    • Not issue any instructions to aircraft which would disrupt the approach sequence established by N90 TRACON without prior coordination.
    • Advise of IFR aircraft utilizing a runway other than the primary arrival runway.
    • FRG TOWER is authorized to clear IFR arrivals for a visual approach in accordance with FAA Order JO 7110.65 § 7-4-3, and shall advise N90 TRACON whenever this option is exercised.

    FRG Departure Procedures

    N90 TRACON shall
    • Advise FRG TOWER to instruct departures to maintain 2,000’ when JFK is landing RWYs 22L and 22R.
    FRG TOWER shall
    • Advise N90 TRACON when an IFR aircraft is taxiing and include call sign, departure runway and sequence.
    • Obtain IFR releases from N90 TRACON.
    • Provide a “rolling call” to denote an aircraft’s departure roll to the ROBER position, which may consist of the call sign only, per FAA Order JO 7110.65 § 2-4-12.
    • Advise N90 TRACON of IFR aircraft utilizing other than the primary departure runway.
    • Restrict IFR departures to "maintain 3000, expect clearance to (requested altitude) 10 minutes after departure". When Standard Instrument Departure is not issued, assign the following headings "for vectors to (first route fix)":
      • RWY 32/1 - heading 010.
      • RWY 14/19 - heading 220.
    • FRG TOWER is authorized, after N90 TRACON release, to separate an IFR departure from an IFR arrival using visual separation in accordance with FAA Order JO 7110.65 § 7-2-1

    N90 TRACON shall, when conditions permit, allow departures to climb to 2,000 feet on their initial headings.

    Practice Instrument Approaches

    • N90 TRACON shall advise FRG TOWER how the approach will terminate (i.e. full stop landing, touch and go, missed approach instructions, etc.). This information shall be given when the aircraft is no closer than 10 miles from the airport.
    • FRG TOWER shall advise whenever they cannot approve approaches.

    Delegation of Authority

    Authorization and responsibility for the control of Special VFR operations at and below 1,500 feet within the Class D Surface Area is delegated to FRG Local Control.

    Special VFR Operations

    Upon request, N90 TRACON shall advise the TOWER when an IFR departure leaves Class D Airspace or reaches 2000, when the weather is IFR.

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