CDW SOP

New York ARTCC

Standard Operating Procedure — CDW

Rev. 6 — Revised: 2026-01-13

Area at a glance

ICAO Code	Airport Name	Airspace
KCDW	Caldwell / Essex County	D

Purpose

This document prescribes the procedures to be utilized for providing air traffic control services at Caldwell 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	CDW_DEL	Caldwell Clearance Delivery	121.100
Ground Control	CDW_GND	Caldwell Ground	121.900
Local Control	CDW_TWR	Caldwell Tower	119.800	41
ATIS	KCDW_ATIS		135.500

Position	Callsign	Radio Name	Frequency	Identifier
Clearance Delivery	TEB_DEL	Teterboro Clearance Delivery	128.050
Ground Control	TEB_GND	Teterboro Ground	121.900
Local Control	TEB_TWR	Teterboro Tower	119.500	4J
ATIS	KTEB_ATIS		132.025

Position	Callsign	Radio Name	Frequency	Identifier
Clearance Delivery	MMU_DEL	Morristown Clearance Delivery	128.600
Ground Control	MMU_GND	Morristown Ground	134.200
Local Control	MMU_TWR	Morristown Tower	118.100	45
ATIS	KMMU_ATIS		124.250

Position	Callsign	Radio Name	Frequency	Identifier
Clearance Delivery	EWR_DEL	Newark Clearance Delivery	118.850
Ground Control	EWR_GND	Newark Ground	121.000
Local Control	EWR_TWR	Newark Tower	118.300	4Z
Class Bravo Airspace (CBA)	EWR_B_TWR	Newark Tower	127.850	4B
ATIS	KEWR_ATIS		134.825

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(4s)	Radial(22s)
West	SBJ	SBJ
	BIGGY	BIG	SBJ237
	LANNA	LAN	PTW 059	SBJ 274
	PARKE	PAR	BWZ 250	SBJ302
	ZIMMZ	ZIM	RNAV only
	ELIOT	ELI	SAX 252	ETX
	NEWEL	NWL	SAX 264
North	SAX	SAX
	COATE	COA	SAX 311
	NEION	NEI	LGA 322
	HAAYS	HAY	HUO 145
	GAYEL	GAY	DPK 320
	BREZY	BRE	IGN 217
East	GREKI	GRE	CMK 057
	MERIT	MER	LGA 055
	BAYYS	BAY	BDR 054
	BDR	BDR
South	DIXIE	DIX	COL 192
	WHITE	WHI	COL 204

Notes

1. While it is recommended that aircraft be rerouted to comply with turbojet and props only departure gates, it is not required.
2. ZIMMZ is for use by RNAV equipped turbojet aircraft only.
3. For aircraft using DIXIE or WHITE as their exit, change the route to read as ELVAE COL DIXIE or ELVAE COL WHITE, respectively. The scratchpad entry will still be selected based on the exit, using the table on the right.
4. BREZY is only a valid exit if either followed by V39 CMK GREKI/MERIT/BAYYS/BDR or when the destination is within the LaGuardia sector of N90 (i.e. LGA, HPN or DXR).

Position	Frequency	Code
EWR_DEP	119.200	4N
EWR_G_APP	127.600	4U
EWR_N_APP	120.150	4A
EWR_APP	128.550	4P
NY_CTR	125.325	N56

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. Controllers identifying as NY_APP provide service for more than one N90 TRACON and may or may not provide coverage for EWR TRACON airspace. Coordinate with the controller to determine coverage.

Airway	Join
V3	BIGGY V3
V6	SBJ V6
V16	ELVAE COL DIXIE V16
V30	LANNA V30
V188	BAYYS SEALL V188
V252	HAAYS HUO V252
J6	PARKE J6
J48	LANNA J48
J60	NEWEL J60
J64	NEWEL J60 DANNR RAV J64
J95	GAYEL J95
J132	NEION J223 CORDS J132
J223	NEION J223
Q22	BAYYS Q22
Q42	ZIMMZ Q42
Q75	North: GREKI Q75 South: BIGGY Q75
Q409	ELVAE COL WHITE Q409
Q436	COATE Q436
Q480	North:GREKI BAF Q480 South:ZIMMZ Q42 SPOTZ Q480
Q812	GAYEL Q812
Q818	GAYEL Q818
Y481	ELVAE COL DIXIE Y481
Y482	ELVAE COL DIXIE Y482

Filed Exit	Amendment
ARD	BIGGY
BAYYS	BREZY V39 CMK BAYYS
BDR	BREZY V39 CMK BDR
BOS	MERIT HFD PUT BOS
CFB	GAYEL J95 CFB
CYN	ELVAE COL WHITE T224 CYN
DIXIE	ELVAE COL DIXIE
EMI	LANNA J48 EMI
ENE	BREZY V39 CMK GREKI JUDDS MRTIN ENE
ETX	LANNA V30 ETX
GREKI	BREZY V39 CMK GREKI
HFD	BREZY V39 CMK MERIT HFD
HNK	GAYEL Q812 HNK
HUO	HAAYS HUO
JUDDS	BREZY V39 CMK GREKI JUDDS
KINGG	ELVAE COL DIXIE Y481 KINGG
LRP	PARKE J6 LRP
MARTN	BREZY V39 CMK GREKI JUDDS MARTN
MERIT	BREZY V39 CMK MERIT
MXE	BIGGY Q75 MXE
OWENZ	ELVAE COL DIXIE Y481 OWENZ
PSB	NEWEL J60 PSB
PTW	LANNA J48 PTW
PUT	BREZY V39 CMK MERIT HFD PUT
RAV	NEWEL J60 DANNR RAV
SQUAD	ELVAE COL DIXIE Y482 SQUAD
WHITE	ELVAE COL WHITE

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. Therefore, PRD must be referenced for all departures.

General

• The initial altitude for IFR departures of all types is 2,000’ whereas higher may be expected in 10 minutes after departure.
• There is no published departure procedure out of Caldwell. All aircraft must be cleared to their destination via a right or left turn (depending on the runway(s) in use) to heading 180 and then radar vectors to a valid CDW exit.
• In the event that N90 overrides the departure heading in the aircraft's release, use the following phraseology should be used (omit initial altitude from new departure instructions if unchanged):

PHRASEOLOGY
NEW DEPARTURE INSTRUCTIONS: ON DEPARTURE, TURN (left/right) HEADING (heading), MAINTAIN (altitude).

• Revised departure instructions may be included in an aircraft's takeoff clearance, but to give pilots the opportunity to amend their departure briefing, controllers should attempt to communicate changes as soon as possible.

East Gate Departures

Due to the complex airspace configuration, all aircraft filing for GREKI, MERIT, BAYYS, CMK, or BDR should be re-routed via BREZY V39 CMK direct to the exit point then as filed. For aircraft without charts, just use BREZY direct CMK direct exit point.

VFR Departures

• Caldwell is located inside Class Delta but it is in close proximity to New York Class Bravo Airspace.
• All VFR traffic must establish two-way radio communications.
• CDW ATCT shall not authorize or approve flight following requests and instead must instruct the aircraft to pass on their request to the appropriate N90 frequency leaving the CDW Class D airspace.

See the VFR Operations document for detailed explanation of applicable VFR procedures.

Ground Control

Departure Sequencing

Exit Gate	Exits
North	COATE, NEION, HAAYS, GAYEL, SAX
East	GREKI, MERIT, BAYYS, BDR
West	NEWEL, ELIOT, ZIMMZ, PARKE, LANNA, BIGGY, SBJ
South	WHITE, DIXIE

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.
2. Coordinate with Local Control at the beginning of a shift if departures will “monitor” or “contact.” Also ensure to coordinate how Local Control would like departure sequence forwarded.
3. Before switching departing aircraft to Local Control frequency, ensure the aircraft is aware of his or her number for takeoff. This is important for engine start and warm up times.

Runway Ownership and Crossings

• Closed runways shall be owned by Ground Control. The only time runways will ever be closed is during events, and closures must be authorized by the TMU. We do not simulate runway closures on VATSIM during standard day-to-day operations.
• Transfer of runway ownership, between Ground Control and Local Control, shall be accomplished verbally (or textually).
• Ground Control is authorized to cross all active runways via coordination with Local Control.

Aircraft Movement

• As the taxiway system is simple, there are no pre-defined routings.
• When the above is not available, hold departures on the ramp until the inbound aircraft is clear of the outbound aircraft. You may use conditional taxi instructions to accomplish this.
• Taxilane "H" is a portion of the ramp which has been delineated from the parking apron; it extends from Taxiway "D" to Taxiway "N". The ramp area is uncontrolled; a clearance need not be issued for use of Taxilane "H". However, aircraft operating on Taxilane "H" should be advised that it is uncontrolled and to use caution. Aircraft can be issued taxi instructions to enter and exit the ramp via Taxilane "H":

PHRASEOLOGY
N5255R, runway 28, taxi via H N.

Use of Intersection and Full Length Departures

• 22@N is used for VFR departures remaining in the pattern or departing SE clockwise through SW
• 28 is used for VFR departures departing any direction other than SE clockwise through SW
• 22 full length is used for IFR departures (aircraft may sit between 28 and 22 on P without disrupting the flow while awaiting a release)
• 4 full length is used for both VFR and IFR departures for all directions of flight when on a NE flow
• 4@G may be used for VFR aircraft when aircraft are awaiting release at 4 (full length)

Intersection Departures and Usable Runway Lengths

For intersection departures, state the usable runway distance if that distance is requested by the pilot. Below is a list of usable runway lengths from common intersections. If the numbers are not divisible to 50, you must round them down to the nearest 50 feet before providing the information to the pilot.

PHRASEOLOGY
Runway two two at november, taxi via bravo, papa, november. Runway two two at november intersection departure, fower thousand feet takeoff distance available.

4	10	22	28
G (4300')	B(north) (3300')	10/28 (4200')	A (2700')
D (3000')	B(south) (3250')	N(west) (4000')	P(north) (2550')
B (1650')	4/22 (1400')	N(east) (3950')	P(south) (2450')
	P(south) (1250')	B(west) (2950')	4/22 (2300')
	P(north) (1100')	B(east) (2850')

Local Control

Tower Procedures

Releases

• Releases from Caldwell is requested per aircraft unless N90 permits blanket releases.
• In order to depart Caldwell 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 any amended departure instructions and takeoff clearance.
• Tower shall provide a “rolling call” to denote an aircraft's departure roll to Departure position, which may consist of call sign only, per FAA Order JO 7110.65 § 2-4-12. This can be waived by Departure controller.

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 Radar ARTS Color Display (RACD) only and is not certified for any approach control services. By agreement with N90, 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. CDW TWR may not radar identify aircraft. VFR aircraft wishing to transition CDW airspace must either receive flight following from N90 and be pointed out to CDW TWR, or will terminate flight following services and contact CDW TWR to transition without flight following.

Aircraft inbound to and landing at CDW may be "tagged" using coast-track in lieu of excessive reporting points. This process is described in the following steps:

1. An aircraft calls outside of CDW airspace. You may either verify that the aircraft is the only applicable target in the reported area or ask them to IDENT. If using IDENT to correlate the track to the aircraft calling, you are still not providing radar services to the aircraft, therefore use the following phraseology when you observe the IDENT:

PHRASEOLOGY
(callsign) IDENT OBSERVED...

EXAMPLE
"N172FW, IDENT observed..."

2. Once you either verify the aircraft is the only applicable target in the area or observe the aircraft IDENTing, you may "track" the aircraft. vSTARS simulates this process, in which the controller may type in the aircraft's callsign and then slew the target to "track" the aircraft. If you are using another client, then you may track the aircraft as normal, except you should never assign a squawk code. In both cases, the controller is never providing radar services to the aircraft.

A coast track may never be handed off to another controller since it is locally maintained and in no case should the term "radar contact" be used.

Runway Selection

• There is no formal runway use program at CDW, but runway selection follows these criteria (in order)
  • Select the runway(s) most nearly aligned with the wind
  • When wind is calm, consider flows of adjacent airports
  • Avoid Runway 10/28 operations when not operationally advantageous and not requested by the pilot
• Jets are restricted to using runway 4/22.
• Regardless of the wind speed or direction, when the ceiling is less than 800' or the visibility is less than 2.25 SM and not landing runway 22, then you must switch to runway 22.
• This visibility is calculated using category C aircraft which have a final approach speed of between 121 and 140 knots.

Use of Intersection and Full Length Departures

• 22@N is used for VFR departures remaining in the pattern or departing SE through SW
• 28 is used for VFR departures departing any direction other than SE through SW
• 22 full length is used for IFR departures (aircraft may sit between 28 and 22 on P without disrupting the flow while awaiting a release)
• 4 full length is used for both VFR and IFR departures for all directions of flight when on a NE flow
• 4@G may be used for VFR aircraft when aircraft are awaiting release at 4 (full length)

Departure Heading (IFR)

Departures from all runways shall be assigned heading 180, unless N90 TRACON assigns a different heading in the IFR release. In the event that N90 overrides the departure heading in the aircraft's release, use the following phraseology should be used (omit initial altitude from new departure instructions if unchanged):

PHRASEOLOGY
NEW DEPARTURE INSTRUCTIONS: ON DEPARTURE, TURN (left/right) HEADING (heading), MAINTAIN (altitude).

Revised departure instructions may be included in an aircraft's takeoff clearance, but to give pilots the opportunity to amend their departure briefing, controllers should attempt to communicate changes as soon as possible.

Missed Approach

The first priority is ensuring separation from other aircraft in the CDW airspace (and control instructions are at the discretion of CDW TWR to accomplish that).

• IFR aircraft should be offered the chance to cancel and remain in the VFR traffic pattern
• If they choose to remain IFR (or are unable to cancel), CDW TWR must coordinate the missed approach with the appropriate N90 controller who can either:
  • Have CDW TWR issue "standard instructions" (as below)
  • Provide their own missed approach instructions
• Unless otherwise coordinated instruct RNAV (GPS) RWY 22 and LOC RWY 22 missed approach aircraft to maintain 2,000' and instruct the RNAV (GPS) RWY 4 and the RNAV (GPS) RWY 10 missed approach aircraft to maintain 2,500, using the following phraseology:

PHRASEOLOGY
FLY THE PUBLISHED MISSED APPROACH, EXCEPT MAINTAIN (altitude).

Airspace

• Class Class Delta
• Caldwell Tower owns 2,700' and below within a 5 mile radius of the airport, excluding the portion to the southwest where the Morristown Class Delta overlaps (except when that area is released by MMU), and excludes the south portion where the Class Bravo floor is 1,800’.
• Caldwell 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.
• The Morristown ILS, NDB, and GPS runway 23 approaches transit Essex County airspace. Traffic passes 2 miles west of the airport descending through 2,000’. When these approaches are in use, CDW must broadcast the following in their ATIS

PHRASEOLOGY
TRAFFIC ADVISORY: MORRISTOWN RUNWAY TWO THREE IS IN USE, ADVISE MAINTAIN VFR AT OR BELOW 1,500', TRAFFIC PASSES NORTH TO WEST OF CALDWELL DESCENDING THROUGH 2,000'.

Flight Following

• All aircraft should remain on the tower frequency unless the route of flight will or may impede the operations of N90 TRACON while operating inside the tower's Class Delta airspace, or the aircraft will leave the tower's delegated portion of the Class Delta airspace.
• All aircraft requesting flight following shall be referred to the correct N90 controller. CDW TWR may not provide flight following services within their airspace. Aircraft may either transition the airspace without flight following services with CDW TWR or receive flight following from N90 and N90 must point out to CDW to provide flight following within CDW TWR's airspace.

VFR reporting points

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 the New York Terminal Area Charts.

Pattern Work

Direction of traffic patterns at Caldwell is determined based on the table on the right, unless the pilot specifically requests something different or traffic warrants the use of right hand patterns.
NOTE: All light aircraft (including helicopters) should be at 1,027’ AGL, and large and turbojet aircraft should be at 1,527’ AGL.

Runway	Direction
4	Left
10	Left
22	Right
28	Right

TRACON

TRACON services for Caldwell are provided by EWR sector of N90 TRACON.