FRG SOP: Difference between revisions

From New York ARTCC
VisualWikitext
Line 675: Line 675:




|-|Airspace Delegation=
|-|IFR Visual Approaches=
{{Extract:AirspaceDelegation-TWR-JFK}}
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.


|-|ATIS Usage=
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.
There are several NOTAM messages available in the vATIS profile for Kennedy. Controllers are strongly suggested to mimic NOTAM usage to the real ATIS, which is updated in live time here


Here are some important NOTAMs to be aware of:
Examples:
 
* "Republic Tower, Flexjet 426, inbound visual approach runway 19, maintaining 2,000 until advised"
* GROUND METERING IN EFFECT: More information can be found in the Appendix. Occurs most frequently during events.
* "Flexjet 426, descend at your discretion, traffic to follow is a Cessna 172 on a 2 mile final for runway 19"
* WIND SHEAR ADVZYS IN EFCT: Should be published when weather information indicates the possibility of wind shear near JFK airport or a pilot has reported encountering it in the vicinity.
* "Flexjet 426, Republic Tower, descend to 1,600, enter left downwind runway 19"
* HAZD WX INFO FOR JFK AREA AVBL ATC FREQ BY RQST: This information is normally available through FSS in the real world (which we do not have on VATSIM), so it is available on pilot request to be deciphered by ATC. If there is hazardous weather covering the NY area, this should be published. Information regarding communicating hazardous weather information can be found in the 7110.65.
Note: 1,600 is the pattern altitude for large and turbine powered airplanes at FRG
* SWAP IN EFFECT, EXPECT REROUTES: Should be published whenever SWAP is being used, see the Appendix for more information


</tabber>
</tabber>

Revision as of 15:02, 2 February 2025

New York ARTCC
Standard Operating Procedure — FRG

Rev. 5 — Revised: 2025-02-02

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

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.

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 para 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..

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.

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 FAAH 7110.65, para 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 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.
  • 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

    TRACON

    Callsign

    1. JFK TRACON positions are part of New York TRACON (N90).
    2. Whenever a controller handles a departure, they must use the radio name “New York Departure” when referring to themselves on frequency.
    3. Whenever a controller handles an arrival or enroute traffic, they must use the radio name “New York Approach” when referring to themselves on frequency.
    4. 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
    1. 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).
    2. 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:

    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.
    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.
    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.
    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.
    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.
    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)

    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.
    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.
    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.

    Departures from/through JFK Area

    Departures from/ through the JFK Area flight planned through the LGA Area shall be vectored NW bound to pass between Glen Cove and the Throgs Neck Bridge, and shall be at or above 6,000’, 1 1/2NM prior to the JFK/LGA boundary.

    Departures from/through LGA Area
    • Departures from/through the LGA Area flight planned through the JFK Area shall be issued direct JFK, to pass between CRI and JFK ILS RWY 22L FAF.
    • JFK Area has control for climb and turns from 140° to 210° not to exceed the gate.
    • DIXIE traffic shall be direct JFK VOR, at or above 5,000’ to maintain 6,000’ , 1 1/2NM prior to the JFK/LGA boundary.
    • WHITE prop traffic shall be direct JFK VOR, at or above 6,000’ to maintain 7,000’, 1 1/2 NM prior to the JFK/LGA boundary.
    • WAVEY/SHIPP traffic shall be direct JFK VOR, direct the respective fix (WAVEY, SHIPP), at or above 7,000’ to maintain 8,000’, 1 1/2NM prior to the JFK/LGA boundary.
    • When LGA is using CONEY Airspace, LGA WAVEY/SHIPP/DIXIE jet traffic shall be routed via the CONEY Climb airspace, WAVEY/SHIPP traffic unrestricted to 8,000’ and DIXIE jet traffic unrestricted to 6,000’. JFK Area has control for climb and turns to the east on contact.
    Belmont Airspace [Show]

    • Under the following conditions, the LGA Area will release “Belmont Airspace” (JFK Area #4), after coordination, at and below 3,000’ to the JFK Area:
      • The primary JFK approach is ILS or RNAV (GPS) RWY 22L, or any approach to 22R.
      • LGA Airport is closed to fixed wing aircraft or the LGA Area does not require the use of the Belmont Airspace.
    Belmont Extension [Show]

    • After coordination, LGA Area may delegate this airspace (JFK Area #30) at and below 3,000’, to JFK Area. The airspace shall be delegated upon request when the following conditions are met:
      • Weather is IFR.
      • JFK is landing instrument approaches to both RWY 22L and 22R .
      • LGA is landing ILS RWY 22 and departing RWY 13 (other than Flushing Climb).
      • HPN is landing and departing any runway other than RWY 34.
    • LGA shall retain this airspace when landing RWY 22 and departing RWY 31, or when HPN is landing RWY 34.
    Coney Airspace [Show]

    • When LGA is departing RWY 13 or 22 and coordinates for CONEY, NTHNS or HOPEA Climbs, and JFK is:
      • Landing RWYs 4L/R or 22L/R
      • Departing RWYs 4L/R or 22L/R or RWY 13
      • Not landing RWY 13
      • Not landing or departing RWYs 31L/R, JFK Area shall release the following airspace to LGA Area:
        • JFK Area #6 from 1,500’ to 12,000’. NOTE: 1,500’ to 2,000’ from JFK Tower.
        • JFK Area #7, from 2,500’ to 10,000’.
        • JFK Area #8, at 4,000’ and 5,000’.
    JFK ILS 13L Approach [Show]

    LGA will use ILS RWY 13 Approach, depart RWY 4 or 13 and release, with coordination, JFK Areas #9A, 10 and 11, to JFK Area, at 3,000’ and below.
    JFK ILS 22L/R & RNAV 13L
    Simultaneous use of JFK ILS 22L/R and RNAV13L when LGA is departing RWY 13 is authorized only when LGA Jets and T - Props are on TNNIS climbs and props are on Flushing Climb.
    LGA Localizer RWY 31 or RNAV (GPS) Z RWY 31 [Show]

    • When JFK is not on 4s or 22s, JFK Area shall release the following airspace, with coordination, to LGA Area:
      • JFK Area #5A from 4,000’ to 2,000’; 4,000’ to 3,000’ when FRG ILS 14 is in use.
      • JFK Area #5B from 4,000’ to 1,000’.
      • JFK Area #5C from 3,000’ to 1,000’.
    • When LGA is utilizing the LOC RWY 31 approach or RNAV (GPS) Z RWY 31, JFK will not conduct any instrument approach to RWY 13L/R, due to a conflicting missed approach. The JFK Parkway Visual RWY 13L/R approach can be used with the LGA LOC RWY 31 approach.
    • Independent simultaneous instrument approaches to RWYs 31L/R are not authorized.
    LGA TNNIS Climbs
    • When LGA is using this climb, visual approaches on RWY 22R are not authorized unless the aircraft is east of or established on an instrument approach course (ILS, RNAV).
    • LGA Area controllers shall notify JFK Area controllers when they are using the TNNIS or JUTES Climb.
    EWR RNAV (GPS) X RWY29
    The LGA Area will coordinate the use of the EWR RNAV (GPS) X RWY 29 approach with the JFK Area. The JFK Area will coordinate the use of the EWR RNAV (GPS) X RWY 29 approach with JFK Tower. After coordination, any point outs necessary will be made to EWRT.
    Helicopters
    Helicopters on the Copter RNAV 027 Approach via BANKA and COVIR waypoints shall be pointed out to the EMPYR position prior to BANKA waypoint.
    Departures from/through JFK Area planned over GAYEL/HAAYS/NEION/COATE
    • Departures from/through the JFK Area flight planned over GAYEL/HAAYS/NEION/COATE at or above 12,000’, shall be at or above 11,000’, 1 1/2NM prior to the JFK/LIB boundary.
    • Props shall maintain 12,000’ and LIB Area has control for climb to requested altitude on contact.
    • Jets filed for flight levels shall climb to 17,000’.
    • Jets filed 14,000’-17,000’ shall climb to 16,000’ and jets filed for 12,000’ should be left at 12,000’.
    Departures from/through JFK Area planned over GREKI/MERIT/BAYYS/BDR
    • Departures from/through JFK Area flight planned over GREKI/MERIT/BAYYS/BDR, at or above 10,000’ shall be at or above 9,000’ climbing to 11,000’ (10,000’ for BDL, CEF, or BAF arrivals), 1 1/2NM prior to the JFK/LIB boundary.
    • JFK has the option to leave props at 9,000’ without coordination.
    • EAST has control on contact for climbs to 17,000’ (13,000’ on the east side of the ZBW/ZNY boundary) and for turns not to exceed headings needed to transition the combined NORTH and EAST Departure Gate, reference known traffic in JFK DEPARTURE. airspace still on JFK DEPARTURE frequency.
    Departures from/through the JFK Area planned over RBV/ARD/WHITE
    • RWY 4 RBV departures shall be issued direct RBV and ARD departures shall be vectored towards RBV. When LGA is on Coney Climbs, both RBV and ARD departures will be issued 9,000’. SOUTH has control for climb and turns to the west.
    • RWY 13 RBV departures shall be issued direct RBV and ARD departures shall be vectored towards RBV, both climbing to 11,000’. SOUTH has control for climbs and turns to the west.
    • RWY 22 departures shall remain on the assigned heading or route with coordination. SOUTH has control for climb from 7,000’ to 11,000’ 1-1/2 NM SW of the JFK 15 NM arc. SOUTH has control for turns to the west.
    • RWY 31 RBV and WHITE departures shall remain on the SID. With coordination, JFK will climb to 11,000’, otherwise, SOUTH has control for climb from 7,000’ to 11,000’ 1-1/2 NM SW of the JFK 15 NM arc. SOUTH has control for turns to the west.
    • When LIB owns the Narrows, SOUTH has control for climb on JFK DIXIE jets and WHITE departures.
    WHITE/WAVEY Route SWAP (WWRS)
    • Hand off JFK WHITE jet departures to LIB at the coordinated RBV departure altitude.
    • JFK WHITE prop departures and overflights remain routed via V1.
    • DCA traffic may remain over WAVEY, no higher than 16,000’ or be filed/re-routed over WHITE.
    • APREQ FRG BEADS
    • LGA hands off all WAVEY and SHIPP jet departures direct JFK to pass between CRI and JFK ILS RWY 22L FAF, direct appropriate fix at 8,000’. JFK Area has control on contact for climb and turns from 140° to 210° not to exceed the gate.
    Coney Climb Airspace [Show]

    • When JFK delegates the airspace for CONEY climbs to LGA DEPT, the following areas shall also be released, after coordination, to LIB SOUTH:
      • JFK Area #7 at 11,000’ and 12,000’.
      • JFK Area #8 from 6,000’ to 12,000’.
    Narrows Airspace [Show]

    • When JFK is landing RWY 4L/R or 13L/R, JFK shall release, with coordination, JFK Area #9 & 9A, from 13,000’ through 17,000’ to SOUTH.
    • SOUTH has control for climb on JFK RBV, ARD, DIXIE jets, and WHITE departures and control for turns to the west on RBV/ARD departures.
    Narrows Extension [Show]

    When JFK is landing RWY 4 L/R, and LIB has the Narrows AND LGA is making CONEY Climbs, JFK shall release, with coordination, Areas #7 and #8 to SOUTH, from 13,000’ to 17,000’.
    Departures from/through the ISP Area
    • Departures from/through the ISP Area flight planned over GAYEL/HAAYS/NEION/COATE/LGA@90, shall be vectored through the JFK/ISP Departure Gate on a track between 260 to 290 degrees.
    • GAYEL/HAAYS/NEION/COATE/LGA@90 traffic shall be at or above 6,000’ to maintain 8,000’ 1-1/2NM prior to the ISP/JFK boundary.
    • JFK Area has control on contact for turns not to exceed headings needed to transition the gate.
    • Traffic below 6,000’ will be pointed out to ROBER.
    Single Engine Aircraft from/through the ISP Area
    • Single engine aircraft from/through the ISP Area flight planned V16, shall be established on V16 and at 6,000’ 1-1/2NM prior to the ISP/JFK boundary.
    • Traffic below 6,000’ will be pointed out by ISP to ROBER.
    Departures from/through the JFK Area over BDR
    • Departures from/through the JFK Area flight planned over BDR below 10,000’ shall be climbed to 7,000’ or 8,000’.
    • ISP has control for turns not to exceed headings needed to transition the East Departure Gate.
    ISP and ISP East Single Engine Arrivals
    • Use the single engine arrival gate for ISP and ISP East single engine arrivals.
    • The JFK Area shall hand off these aircraft on a 090° heading at 3000’.
    ISP and ISP East Turbo Prop, Twin Engine, and Jet Arrivals
    • Use the jet, turbo prop and twin engine arrival gate for ISP and ISP East jets, turbo props and twin engine arrivals.
    • JFK Area shall vector jet, turbo prop and twin engine aircraft through the arrival gate at 4000’, on a track between 040° and 085°.
    • ISP Area has control on contact for turns not to exceed headings necessary to transit the gate.
    FRG BEADS departures
    The JFK Area will handoff the FRG BEADS departures to the ISP Area through the ISP multi-engine gate at 4000’, or if the aircraft departs FRG to the north, towards DPK climbing to 5000’.
    JFK Area to LGA North
    Traffic from the JFK Area to LGA North airports shall be handed off to LOVES through the ISPN gate direct BDR at 3,000’
    JFK/FRG arrivals over DPK
    SATELLITE/ROBER has control on contact for turns 30 degrees right of course for all JFK and FRG arrivals routed over DPK from ISP Area.
    JFK Southeast Arrivals

    The following procedures may be applied for JFK Southeast Arrivals:

    • JFK area shall provide an automated point out of JFK arrivals to the VIKKY position .
    • Acceptance of the point out constitutes approval for the aircraft to transition JFK Area 24 southwest corner no further northeast than the extended centerline of ISP RWY 33L as low as 9,000’.
    • ISP is responsible for separation between point out aircraft and other aircraft under ISP control and shall issue restrictions necessary to provide separation from other aircraft within ISP area of Jurisdiction.
    ISP Eastbound Departures

    The following procedures may be applied for ISP Eastbound Departures:

    • ISP Area shall provide an automated point out of ISP departures to the JFK ROBER position.
    • Acceptance of the point out constitutes approval for the aircraft to transition JFK Areas 21 (no further south than the Fire Island shore line)/22/23/25 and climb to 11,000’ after ISP Area coordination with ZBW.
    • ROBER is responsible for separation between point out aircraft and other aircraft under ROBER control, and shall issue restrictions necessary to provide separation from other aircraft within ROBER area of jurisdiction.
    • ISP must verbally coordinate with ROBER prior to course reversal in JFK Areas 21/22/23/25.
    JFK & FRG ROBER Arrivals

    The following procedures may be applied to JFK and FRG ROBER arrivals:

    • JFK area shall provide an automated point out of JFK and FRG arrivals to the ISLIP position
    • Acceptance of the point out constitutes approval for the aircraft to transition JFK Areas 25, 23, 22 as low as 4,000’.
    • ISP is responsible for separation between point out aircraft and other aircraft under ISP control and shall issue restrictions necessary to provide separation from other aircraft within ISP area of Jurisdiction.
    FRG RNAV (GPS) RWY 32

    When the FRG RNAV (GPS) RWY 32 is in use, JFK will determine which of the following procedures they will use to work the FRG arrival traffic through ISP airspace.

    • Automated Point Out. JFK will initiate an automated point out to ISP when a FRG RNAV (GPS) RWY 32 is inbound. Upon acceptance of the point out, JFK will ensure that the aircraft remains on or west of the FAC. The point out terminates when the aircraft leaves ISP airspace. JFK will make an additional point out in the event of a missed approach.
    • Conditional Airspace. After coordination, ISP may delegate the Captree Block (JFK Block # 20) to JFK at and below 2,000’. When the Captree Block is delegated to JFK, aircraft established on ISP ILS 6 localizer may not descend below 3,000’ until east of the RNAV (GPS) RWY 32 FAC. JFK will coordinate with ISP to return the conditional airspace.
    HPN Arrivals Over BOUNO

    The following procedures may be applied for HPN arrivals over BOUNO:

    • ISP Area shall provide an automated point out of BOUNO arrivals to the JFK ROBER position.
    • Acceptance of the point out constitutes approval for the aircraft to transition the JFK Areas 24, eastbound and descend below 11,000’.
    • ROBER is responsible for separation between point out aircraft and other aircraft under ROBER control, and shall issue restrictions necessary to provide separation from other aircraft within ROBER area of jurisdiction

    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
    FRG ISPN LGA
    ISP
    ISP     		BDR SAX V249/COATE
    CCC BEADS (APREQ) Multi Eng. Gate when FRG on South flow
    CCC BEADS (APREQ) DPK when FRG on North flow     		30 3Z 124.075 All
    40 3H 120.05 Jets
    50 3H 120.05 Jets
    JFK 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
    ISP E/N     		JFK LIBE GAYEL/HAAYS/NEION/COATE GATE TRACK 260° - 290° 80 2J 135.9 All
    ISP
    ISP E/N     		JFK LIBS V16 DIXIE
    V16 DIXIE (APREQ)     		60 2J 135.9 Single Eng
    Multi Eng
    Area Airport List [Show]
    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
    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
    EWR *4/22/29, NS/SS 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.

    Area Airport List [Show]
    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

    Letter of Agreement
    New York TRACON (N90) & Kennedy Local (JFK)
    Rev. 1 - 1 Jan 2011
    Purpose
    This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between New York TRACON (N90) and John F Kennedy TRACON (JFK).
    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.

    Local Control Procedures

    • JFK Local shall:
      • Ensure that affected TRACON controllers are aware of the current ATIS code, runways in use, and approach information either by verbal (or textual) or automated coordination.
      • Verbally (or textually) advise of changes in the airport configuration or weather.
      • Advise the departure controller as soon as practical of any missed approaches and go-arounds. When a missed approach or go-around will be re-sequenced by TRACON, stop departures and coordinate release of successive departures.
      • When simultaneous ILS runway 31L/R approaches are in use, tower is responsible for the lateral separation between aircraft on the same final approach course within tower’s airspace.
      • Ensure that aircraft on the ILS 13L approach do not proceed more than one half (1/2) mile Northeast of the localizer.
      • Ensure that aircraft on the ILS 31R approach do not proceed more than one half mile (1/2) Northeast of the localizer when LGA lands LOC 31.

    Kennedy Departure Procedures

    • JFK Local shall:
      • Identify to TRACON the last aircraft that will depart prior to a runway configuration change. Local shall then obtain a release from TRACON for the first departure in the new configuration.
      • Obtain releases for aircraft not using the standard departure runway(s).
      • Ensure complete and accurate flight plans for all VFR departures. If the departure will be handled by TRACON, do not radar identify but handoff in a timely fashion.
      • Handoff departing traffic to TRACON after observing a turn towards the assigned climb or heading. Ensure the handoff is accomplished in a timely fashion.
      • During the midnight shift, JFK will issue:
        • RNGRR transition / Breezy Point climb when landing 4L/R and departing 31L.
        • Gateway climb when departing 22R and landing other than 13L/R.

    Kennedy Arrival Procedures

    • New York TRACON shall:
      • Inform JFK Local of the first and last aircraft for each runway whenever a change of traffic flow is agreed upon.
      • Coordinate any approach other than that advertised in the ATIS by using the scratchpad entries in Table 1.
        • NOTE: Use “VAP” in the scratchpad to indicate that an arrival is following traffic to the active runway. Use “CRA” in the scratchpad to indicate a helicopter executing the Copter RNAV (GPS) 027 approach.
      • Verbally (or textually) obtain approval for use of a runway not designated as active for arrivals. Coordinate each arrival that will approach from a nonstandard transfer point or will land on a non-standard arrival runway. Approval for these approaches may be granted for an individual aircraft, a series of aircraft, or for a specified time frame.
      • During overflow procedures, coordinate with local which TRACON position is controlling overflow traffic.
      • Ensure transfer of communications to local NO later than the points specified.
        • Instrument Approaches: On the final approach course at JFK 8.5 DME for all approaches except the ILS 13L which needs to occur no later than JFK 6.1 DME.
        • Visual Approaches: Outer marker or 5-mile final, whichever is greater.
        • Overflow Procedures: Prior to 10 miles from the landing runways 4R or 22L with concurrent departures on runways 13L/R.
      • During the midnight shift, ensure that:
        • RNGRR transition / Breezy Point and Bridge climb 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 blocks #12 and #13) until leaving 10,000’.
        • Runway 31L RBV departures remain on the CRI R-223 until the Sandy Hook shoreline.
        • Runway 31L departures destined for North and East departure gates remain south of the Long Island shoreline as long as feasible.


    Table 1 - Scratchpad entries for different types of approach to JFK
    Approach 4L 4R 13L 13R 22L 22R 31L 31R
    ILS I4L I4R I3L – I2L I2R I1L I1R
    LOC L4L L4R L3L – L2L L2R L1L L1R
    VOR – V4R – – V2L – V1L –
    GPS or RNP R4L R4R R3L R3R R2L R2R R1L R1R
    Visual 4L 4R 13L 13R 22L 22R 31L 31R
    Parkway Visual – – PVA PVA – – – –
    Belmont Visual – – – – BVA – – –
    Letter of Agreement
    John F Kennedy TRACON (JFK) & Liberty TRACON (LIB)
    Rev. 1 - 1 Jan 2016
    Purpose
    This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between John F Kennedy TRACON (JFK) and Liberty TRACON (LIB).
    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.

    Departure Procedures

    Departures from/through JFK Area planned over GAYEL/HAAYS/NEION/COATE
    • Departures from/through the JFK Area flight planned over GAYEL/HAAYS/NEION/COATE at or above 12,000’ shall be at or above 11,000’, 1.5nm prior to the JFK/LIB boundary.
    • Props shall maintain 12,000’, and LIB Area has control for climb to requested altitude on contact.
    • Jets filed for flight levels shall climb to 17,000’.
    • Jets filed for 14,000’-17,000’ shall climb to 16,000’, and jets filed for 12,000’ should be left at 12,000’.
    Departures from/through JFK Area planned over GREKI/MERIT/BAYYS/BDR
    • Departures from/through JFK Area flight planned over GREKI/MERIT/BAYYS/BDR at or above 10,000’ shall be at or above 9,000’ climbing to 11,000’ (10,000’ for BDL, CEF, or BAF arrivals), 1.5nm prior to the JFK/LIB boundary.
    • JFK may leave props at 9,000’ without coordination.
    • LIBE has control on contact for climbs to 17,000’ (13,000’ on the east side of the ZBW/ZNY boundary) and for turns not to exceed headings needed to transition the combined North and East Departure Gate, referencing known traffic in JFK Departure airspace still on JFK Departure frequency.
    Departures from/through the JFK Area planned over RBV/ARD/WHITE
    • RWY 4 RBV departures shall be issued direct RBV, and ARD departures shall be vectored towards RBV. When LGA is on Coney Climbs, both RBV and ARD departures will be issued 9,000’. LIBS has control for climb and turns to the west.
    • RWY 13 RBV departures shall be issued direct RBV, and ARD departures shall be vectored towards RBV, both climbing to 11,000’. LIBS has control for climbs and turns to the West.
    • RWY 22 departures shall remain on the assigned heading or route with coordination. LIBS has control for climb from 7,000’ to 11,000’, 1.5nm Southwest of the JFK 15nm arc. LIBS has control for turns to the West.
    • RWY 31 RBV and WHITE departures shall remain on the SID. With coordination, JFK will climb to 11,000’, otherwise, LIBS has control for climb from 7,000’ to 11,000’, 1.5nm Southwest of the JFK 15nm arc. LIBS has control for turns to the West.
    • When LIB owns the Narrows, LIBS has control for climb on JFK DIXIE jets and WHITE departures.
    WHITE/WAVEY Route SWAP (WWRS)
    • Hand off JFK WHITE jet departures to LIBS at the coordinated RBV departure altitude.
    • JFK WHITE prop departures and overflights remain routed via V1.
    • DCA traffic may remain over WAVEY, no higher than 16,000’, or be filed/re-routed over WHITE.
    • APREQ FRG BEADS
    • LGA hands off all WAVEY and SHIPP jet departures direct JFK to pass between CRI and JFK ILS RWY 22L FAF, direct to the appropriate fix at 8,000’. JFK Area has control on contact for climb and turns from 140 to 210 not to exceed the gate.

    Airspace Delegation

    Coney Climb Airspace [Show]
    • When JFK delegates the airspace for Coney Climbs to LGA DEP, the following areas shall also be released, after coordination, to LIB-S:
      • JFK Area #7 at 11,000’ and 12,000’
      • JFK Area #8 from 6,000’ to 12,000’
    Narrows Airspace [Show]
    • When JFK is landing RWY 4L/R OR 13L/R, JFK shall release to LIB-S, with coordination:
      • JFK Area #9, from 13,000’ through 17,000’
      • JFK Area #9A, from 13,000’ through 17,000’
    • LIB-S has control for climb on JFK RBV, ARD, DIXIE jets, and WHITE departures, with control for turns to the West on RBV/ARD departures.
    Narrows Extension [Show]
    • When JFK is landing RWY 4L/R, AND LIB has the Narrows AND LGA is making CONEY Climbs, JFK shall release to LIB-S, with coordination:
      • JFK Areas ##8, from 13,000’ to 17,000’
      • JFK Areas #7, from 13,000’ to 17,000’
    Letter of Agreement
    John F Kennedy TRACON (JFK) & LaGuardia TRACON (LGA)
    Rev. 3 - 31 Aug 2021
    Purpose
    This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between John F Kennedy TRACON (JFK) and LaGuardia TRACON (LGA).
    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.

    General Procedures

    Coordination

    • Procedures contained in Letters of Agreement must apply at all times unless prior verbal (or textual) coordination between facilities has been effected otherwise.

    Position Combining/Decombining

    • Coordinate prior to combining/decombining pertinent positions within facilities with any affected controllers.

    Conflicting Flows

    • When the facilities to which the LOA pertains must use conflicting traffic flows, they must do so alternately, governed by traffic volume and delays at each airport or airspace.

    Departure Procedures

    Departures from/through JFK Area

    • Departures from/ through the JFK Area flight planned through the LGA Area shall be vectored NW bound to pass between Glen Cove and the Throgs Neck Bridge, and shall be at or above 6,000’, 1 1/2nm prior to the JFK/LGA boundary.

    Departures from/through LGA Area

    • Departures from/through the LGA Area flight planned through the JFK Area shall be issued direct JFK, to pass between CRI and JFK ILS RWY 22L FAF.
    • JFK Area has control for climb and turns from 140 to 210 not to exceed the gate.
    • DIXIE traffic shall be direct JFK VOR, at or above 5,000’ to maintain 6,000’ , 1 1/2nm prior to the JFK/LGA boundary.
    • WHITE prop traffic shall be direct JFK VOR, at or above 6,000’ to maintain 7,000’, 1 1/2nm prior to the JFK/LGA boundary.
    • WAVEY/SHIPP traffic shall be direct JFK VOR, direct the respective fix (WAVEY, SHIPP), at or above 7,000’ to maintain 8,000’, 1 1/2nm prior to the JFK/LGA boundary.
    • When LGA is using Coney Airspace, LGA WAVEY/SHIPP/DIXIE jet traffic shall be routed via the Coney Climb airspace, WAVEY/SHIPP traffic unrestricted to 8,000’ and DIXIE jet traffic unrestricted to 6,000’. JFK Area has control for climb and turns to the East on contact.

    Airspace Delegation

    Belmont

    Belmont Airspace [Show]
    • Under the following conditions, the LGA Area will release “Belmont Airspace” (LGA Area#23/JFK Area #4), after coordination, at and below 3,000’ to the JFK Area:
      • The primary JFK approach is ILS or RNAV (GPS) RWY 22L, or any approach to 22R.
      • LGA Airport is closed to fixed wing aircraft or the LGA Area does not require the use of the Belmont Airspace.

    Belmont Extension

    Belmont Extension Airspace [Show]
    • After coordination, LGA Area may delegate this airspace (JFK Area #30) at and below 3,000’, to JFK Area. The airspace shall be delegated upon request when the following conditions are met:
      • Weather is IFR.
      • JFK is landing instrument approaches to both RWY 22L and 22R.
      • LGA is landing ILS RWY 22 and departing RWY 13 (other than the Flushing Climb).
      • HPN is landing and departing any runway other than RWY 34.
    • LGA shall retain this airspace when landing RWY 22 and departing RWY 31, or when HPN is landing RWY 34.

    Coney

    Coney Airspace [Show]
    • When LGA is departing RWY 13 or 22 and coordinates for CONEY, NTHNS or HOPEA departures, and JFK is:
      • Landing RWYs 4L/R or 22L/R
      • Departing RWYs 4L/R or 22L/R or RWY 13
      • Not landing RWY 13
      • Not landing or departing RWYs 31L/R, JFK Area shall release the following airspace to LGA Area:
        • JFK Area #6/ LGA Area #17 from 1,500’ to 12,000’ (NOTE: 1,500’ to 2,000’ from JFK Tower)
        • JFK Area #7/ LGA Area #16, from 2,500’ to 10,000’
        • JFK Area #8/ LGA Area #15, at 4,000’ and 5,000’

    Approaches

    JFK ILS 13L Approach

    JFK ILS 13L Approach Airspace Delegation [Show]
    • LGA will use ILS RWY 13 Approach, depart RWY 4 or 13 and release, with coordination, LGA Areas # 14 and 18/ JFK Areas #9A, 10 and 11, to JFK Area, at 3,000’ and below.

    JFK ILS 22L/22R & RNAV 13L

    • Simultaneous use of JFK ILS 22L/R and RNAV 13L when LGA is departing RWY 13 is authorized only when LGA jets and turboprops are on the TNNIS departure and props are on the Flushing Climb.

    LGA Localizer RWY 31 or RNAV (GPS) Z RWY 31

    LGA Localizer RWY 31 or RNAV (GPS) Z RWY 31 Airspace Delegation [Show]
    • When JFK is not on 4s or 22s, JFK Area shall release the following airspace, with coordination, to LGA Area:
      • JFK Area #5A/ LGA Area #26 from 4,000’ to 2,000’; 4,000’ to 3,000’ when FRG ILS 14 is in use
      • JFK Area #5B/ LGA Area #25 from 4,000’ to 1,000’
      • JFK Area #5C/ LGA Area #24 from 3,000’ to 1,000’
    • When LGA is using the LOC RWY 31 approach or RNAV (GPS) Z RWY 31, JFK will not conduct any instrument approach to RWY 13L/R, due to a conflicting missed approach. The JFK Parkway Visual RWY 13L/R approach can be used with the LGA LOC RWY 31 approach.
    • Independent simultaneous instrument approaches to RWYs 31L/R are not authorized.

    LGA TNNIS Departures

    • When LGA is using this departure procedure, visual approaches on RWY 22R are not authorized unless the aircraft is East of or established on an instrument approach course (ILS, RNAV).
    • LGA Area controllers shall notify JFK Area controllers when they are using the TNNIS or JUTES Departures.

    EWR RNAV (GPS) X RWY29

    • The LGA Area will coordinate the use of the EWR RNAV (GPS) X RWY 29 approach with the JFK Area. The JFK Area will coordinate the use of the EWR RNAV (GPS) X RWY 29 approach with JFK Tower. After coordination, any point outs necessary will be made to EWRT.

    Helicopters

    • Helicopters on the Copter RNAV 027 Approach via BANKA and COVIR waypoints shall be pointed out to the EMPYR position prior to the BANKA waypoint.
    Letter of Agreement
    John F Kennedy TRACON (JFK) & Islip TRACON (ISP)
    Rev. 3 - 31 Aug 2021
    Purpose
    This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between John F Kennedy TRACON (JFK) and Islip TRACON (ISP).
    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.

    Departures from/through the ISP Area

    • Departures from/through the ISP Area flight planned over GAYEL/HAAYS/NEION/COATE/LGA at 9,000' shall be vectored through the JFK/ISP Departure Gate on a track between 260 to 290 degrees.
    • GAYEL/HAAYS/NEION/COATE/LGA at 9,000' traffic shall be at or above 6,000’ to maintain 8,000’ 1-1/2nm prior to the ISP/JFK boundary.
    • JFK Area has control on contact for turns not to exceed headings needed to transition the gate.
    • Traffic below 6,000’ will be pointed out to ROBER.

    Single Engine Aircraft from/through the ISP Area

    • Single engine aircraft from/through the ISP Area flight planned V16, shall be established on V16 and at 6,000’ 1-1/2nm prior to the ISP/JFK boundary.
    • Traffic below 6,000’ will be pointed out by ISP to ROBER.

    Departures from/through the JFK Area over BDR

    • Departures from/through the JFK Area flight planned over BDR below 10,000’ shall be climbed to 7,000’ or 8,000’.
    • ISP has control for turns not to exceed headings needed to transition the East Departure Gate.

    ISP and ISP East Single Engine Arrivals

    • Use the single engine arrival gate for ISP and ISP East single engine arrivals.
    • The JFK Area shall hand off these aircraft on a 090 heading at 3,000’.

    ISP and ISP East Turbo Prop, Twin Engine, and Jet Arrivals

    • Use the jet, turbo prop and twin engine arrival gate for ISP and ISP East jets, turbo props and twin engine arrivals.
    • JFK Area shall vector jet, turbo prop and twin engine aircraft through the arrival gate at 4,000’, on a track between 040 and 085.
    • ISP Area has control on contact for turns not to exceed headings necessary to transit the gate.

    FRG BEADS departures

    • The JFK Area will handoff the FRG BEADS departures to the ISP Area through the ISP multi-engine gate at 4,000’, or if the aircraft departs FRG to the north, towards DPK climbing to 5,000’.

    JFK Area to LGA North

    • Traffic from the JFK Area to LGA North airports shall be handed off to LOVES through the ISPN gate direct BDR at 3,000’.

    JFK/FRG arrivals over DPK

    • SATELLITE/ROBER has control on contact for turns 30 degrees right of course for all JFK and FRG arrivals routed over DPK from ISP Area.

    JFK Southeast Arrivals

    • JFK area may provide an automated point out of JFK arrivals to the VIKKY position. If the point out is accepted:
    • Aircraft may transition JFK Area 24/ ISP Area 16 Southwest corner no further Northeast than the extended centerline of ISP RWY 33L as low as 9,000’.
    • ISP is responsible for separation between the aircraft and other aircraft under ISP control and shall issue restrictions necessary to provide separation from other aircraft within ISP area of Jurisdiction.

    ISP Eastbound Departures

    • ISP Area may provide an automated point out of Eastbound ISP departures to the JFK ROBER position. If the point out is acepted:
    • Aircraft may transition JFK Areas 21 (no further South than the Fire Island shoreline)/22/23/25, ISP Areas 7/9 (no further South than the Fire Island shoreline)/15 and climb to 11,000’ after ISP Area coordination with ZBW.
    • ROBER is responsible for separation between the aircraft and other aircraft under ROBER control, and shall issue restrictions necessary to provide separation from other aircraft within ROBER area of jurisdiction.
    • ISP must verbally coordinate with ROBER prior to course reversal in ISP Areas 7/9/15 (JFK Areas 21/22/23/25).

    JFK & FRG ROBER Arrivals

    • JFK area may provide an automated point out of JFK and FRG arrivals to the ISLIP position. If the point out is accepted:
    • Aircraft may transition JFK Areas 25, 23, 22 and 21/ ISP Areas 7, 9 and 15 as low as 4,000’.
    • ISP is responsible for separation between the aircraft and other aircraft under ISP control and shall issue restrictions necessary to provide separation from other aircraft within ISP area of Jurisdiction.

    FRG RNAV (GPS) RWY 32

    • When the FRG RNAV (GPS) RWY 32 is in use, JFK will determine which of the following procedures they will use to work the FRG arrival traffic through ISP airspace:
      • Automated Point Out: JFK will initiate an automated point out to ISP when a FRG RNAV (GPS) RWY 32 is inbound. Upon acceptance of the point out, JFK will ensure that the aircraft remains on or west of the FAC. The point out terminates when the aircraft leaves ISP airspace. JFK will make an additional point out in the event of a missed approach.
      • Conditional Airspace: after coordination, ISP may delegate the Captree Block (ISP Block # 10, JFK Block # 20) to JFK at and below 2,000’. When the Captree Block is delegated to JFK, aircraft established on ISP ILS 6 localizer may not descend below 3,000’ until east of the RNAV (GPS) RWY 32 FAC. JFK will coordinate with ISP to return the conditional airspace.

    HPN Arrivals Over BOUNO

    • ISP Area may provide an automated point out of BOUNO arrivals to the JFK ROBER position. If the point out is accepted:
    • The aircraft may transition the JFK Area 24, Eastbound and descend below 11,000’.
    • ROBER is responsible for separation between the aircraft and other aircraft under ROBER control, and shall issue restrictions necessary to provide separation from other aircraft within ROBER area of jurisdiction.
    Letter of Agreement
    New York TRACON (N90) & New York ARTCC (ZNY)
    Rev. 1 - 1 Jan 2011
    Purpose
    This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between John F Kennedy TRACON (JFK) and New York ARTCC (ZNY).
    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.

    Kennedy Departure Procedures

    Exits Altitudes ZNY Control Authority Headings
    SHIPP / WAVEY Below 12,000’ East of DPK R-221 Any that remain east of DPK R-221
    At or above 12,000’ 5 DME west of the DPK R-221 Right to 190 max
    1. New York (N90) TRACON Shall
      1. Clear aircraft direct SHIPP or WAVEY or establish departures on a vector to intercept JFK R-139 or JFK R-156 respectively prior to release to ZNY frequency.
      2. Clear scratch pads once aircraft have been established direct SHIPP or WAVEY.
      3. Issue SHIPP and WAVEY departures at 12,000’ prior to release to ZNY frequency if the requested final altitude is 12,000’ or higher. If the requested final altitude is lower, ensure aircraft are between 7,000’ and 12,000’.
      4. Turboprop aircraft shall be transferred to ZNY climbing to 10,000’.
      5. If unable to comply with the above altitude restrictions, notify ZNY of the altitude assigned.
      6. Ensure transfer of communications to Center NO later than Deer Park (DPK) R-211 for SHIPP and WAVEY departures.
    2. New York (ZNY) ARTCC Shall
      1. Receive departures on a course that will intercept SHIPP and WAVEY from N90 between 7,000’ to 12,000’.
      2. ZNY has control for climbs above 12,000’ on contact. When there is a possible conflict between enroute aircraft on V139 and SHIPP/WAVEY departures, ZNY shall instruct N90 to issue altitudes lower than 12,000’ for conflicting departures prior to accepting handoffs.
      3. For turboprop departures, ZNY has control for climbs above 10,000’ on contact.
      4. ZNY has control for turns of departures as described in the table.

    NOTE: If aircraft are left on vectors, ZNY may clear aircraft direct to SHIPP or WAVEY or vector them in compliance with the above table. ZNY is responsible for separation from other N90 IFR traffic in N90 airspace.

    Kennedy Arrival Procedures

    1. New York (ZNY) ARTCC shall
      1. Route aircraft via LENDY#, IGN#, CAMRN#, ZIGGI, or radar vectors that emulate these routes.
      2. Ensure aircraft have been issued the appropriate fix crossing altitudes per Table 1 before releasing to N90 frequency.
      3. Ensure all aircraft do not exceed 250 knots IAS at all arrival fixes, unless higher IAS is approved by N90.
      4. Ensure LENDY arrivals are established on LGA R-315 prior to LENDY or are proceeding direct LGA southwest of LGA R-315. Keep aircraft North of EWR and cross 15 DME West of LGA at 250 knots IAS unless higher speed is approved by N90.
      5. Unless coordinated, instruct CAMRN and ZIGGI arrivals to depart those fixes heading 040 before handoff to N90.
      6. Retain communications and control of arrivals in holding patterns when holding (see Table 2).
    2. New York (N90) TRACON shall
      1. Avoid reducing IAS of arrivals below 250 knots within 10 miles of the arrival fix unless coordinated with ZNY.
      2. Advise ZNY before suspending airport clearances.
      3. N90 has control for turns on arrivals via fixes in Table 3.
      4. Coordinate any non-standard crossing altitudes. All single-engine props to JFK and JFK satellites shall be routed via the TEC environment at 7,000’ or below.
    Table 1 – Fix crossing altitudes
    Entry STAR or Route Aircraft Types Altitudes
    LENDY LENDY#, IGN#, or LGA R-315 All aircraft capable of FL190 and 250 knots or greater FL190 or FL180 (if the altimeter permits its use)
    CAMRN CAMRN# Turbojets 11,000’
    DPK R-221 Turbojets 11,000’
    Turboprops 8,000’
    RBV R-121 from OWENZ Turbojets and turboprops 9,000’
    ZIGGI Direct or JFK R-210 Overflow JFK turboprops or single-engine ISP turboprops 8,000’
    Table 2 – Arrival holding patterns
    Entry Hold Turns Altitudes
    LENDY West of LGA R-315 at 14 DME Right FL180-FL230
    CAMRN South of DPK R-221 at 53 DME Left 11,000’-14,000’
    ZIGGI South of JFK R-210 at 37 DME Right 7,000’-8,000’
    Table 3 – Areas delegated to N90 TRACON for arrivals
    Entry STAR or Route N90 Control Authority Headings
    LENDY LENDY#, IGN#, or LGA R-315 East of IGN R-225 and south of SAX R-103 120-160
    CAMRN CAMRN#   On Contact 360-060
    DPK R-221
    RBV R-121 from OWENZ 5 DME west of V139 60 degrees right
    ZIGGI Direct or JFK R-210 On Contact 030-090

    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

    • Depart 4L, Land 4R - PACP: [Show]
    • Depart 13L/R, Land 13L - PACP: [Show]
    • Depart 22R, Land 22L/R - Alternate: [Show]
    • Depart 31L/R, Land 31L/R: [Show]

    Event Configurations

    • Depart 4L, Land 4L/R - SOP: [Show]
    • Depart (4L + 31L@KE), Land 4L/R - PACP: [Show]
    • Depart (4L + 31L@KE), Land 4L/R - SOP: [Show]
    • Depart 31L/R, Land 4R - PACP: [Show]
    • Depart 31L/R, Land 4R - SOP: [Show]
    • Depart 4L or (4L + 13R) or 13R, Land (4R + 13L) - PACP: [Show]
    • Depart 4L or (4L + 13R) or 13R, Land (4R + 13L) - SOP: [Show]
    • Depart 13L/R, Land 13L - PACP: [Show]
    • Depart 22R, Land 22L/R - SOP: [Show]
    • Depart (22R + 31L@KE), Land 22L/R - SOP: [Show]
    • Depart 22R, Land (22L + 13L) - SOP: [Show]


    Appendix

    Severe Weather Avoidance Plan (SWAP)

    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.

    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 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 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.

    When SWAP is in effect, include the following on the ATIS broadcast:
    "SWAP IN EFFECT, EXPECT REROUTES"

    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
    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

    Change Date Description
    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
    Retrieved from "https://wiki-dev.nyartcc.org/index.php?title=FRG_SOP&oldid=1849"