Traffic Management Unit: Difference between revisions

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* The use of TEC within N90 requires the notification and approval of Local Control at any of the New York Metro airports and any TRACON sectors traversed.
* The use of TEC within N90 requires the notification and approval of Local Control at any of the New York Metro airports and any TRACON sectors traversed.
** The Local Controller, or the N90 TMDC at the request of the Local Controller, should coordinate with the Controllers at any other traversed facility.
** The Local Controller, or the N90 TMDC at the request of the Local Controller, should coordinate with the Controllers at any other traversed facility.
* TEC routes can be found in the [[https://www.fly.faa.gov/rmt/nfdc_preferred_routes_database.jsp| NFDC Preferred Routes Database]] by entering TEC into the Route Type field.
* TEC routes can be found in the [https://www.fly.faa.gov/rmt/nfdc_preferred_routes_database.jsp| NFDC Preferred Routes Database] by entering TEC into the Route Type field.


|-|Call for Release (CFR)=
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Revision as of 00:20, 15 February 2025

New York ARTCC
Traffic Management Unit

Rev. 6 — Revised: 2025-02-15

Area at a glance


Purpose

This order prescribes the procedures to be utilized by personnel providing traffic flow management services at ZNY and N90.

Distribution

This order is distributed to all ZNY and vATCSCC personnel.

Cancellation

ZNY Order 7210.23C, Traffic Flow Management Standard Operating Procedures, dated October 26, 2017, and all unincorporated changes to it are canceled.

Procedureal 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.


Operations

This document describes how traffic management can be implemented for ZNY when sufficient staffing exists to support TMU functions. This document includes highly detailed information as to who is responsible for what, how TMIs are implemented, and how ZNY is able to manage traffic management constraints. It does not serve as operational documentation, but instead gives insight into the numerous things TMU personnel should be aware of when running ZNY operations from a traffic management perspective.

Operational Positions

Position Callsign Combined at Voice Channel
ZNY STMC NY_TM_CTR Primary ZNY_TU
ZNY Enroute Coordinator NY_EC_CTR NY_TM_CTR (STMC) ZNY_EC
ZNY Arrival Coordinator NY_AC_CTR NY_EC_CTR ZNY_AC (ZNY_A1 when ABE_DEL is active)
ZNY Departure Coordinator NY_DC_CTR NY_EC_CTR ZNY_DC (ZNY_D1 when UNV_TWR is active)
ZNY Weather Coordinator NY_WX_CTR NY_TM_CTR (STMC) ZNY_WX
ZNY Military/Security Coordinator NY_MS_CTR NY_TM_CTR (STMC) ZNY_MS
ZNY Departure Director NY_DD_CTR NY_DC_CTR ZNY_DD (ZNY_DR when UNV_GND is active)
ZNY Departure Complex (57) NY_57_CTR Primary PIT > NY_DC_CTR ZNY_57
ZNY Departure Complex (59) NY_59_CTR Position 57 ZNY_59
ZNY Departure Complex (60) NY_60_CTR Secondary PIT > Position 57 ZNY_60
ZNY Departure Complex (62) NY_62_CTR Position 60 ZNY_62
ZNY Departure Complex (64) NY_64_CTR Position 57 ZNY_64
Position Callsign Combined at Voice Channel
N90 STMC NY_TMU_APP NY_TMU_CTR ZNY_N9
N90 Arrival Coordinator NY_ARR_APP NY_TMU_APP ZNY_NA
N90 Depature Coordinator NY_TMU_DEP NY_TMU_APP ZNY_ND
N90 NAS Coordinator NY_NAS_APP NY_TMU_APP ZNY_NN
N90 TBFM Coordinator NY_TBM_APP NY_ARR_APP ZNY_TB
Position Callsign Line Name IA Code [Type]
LaGuardia Coordinator LGA_COR L-T-COR 122 [OVR]
LaGuardia Flight Data LGA_FD L-T-F/D 123 [SHOUT]
LaGuardia Sequencer LGA_SEQ L-TSEQ 128 [SHOUT]
LaGuardia Tower Supervisor LGA_TS L-T-T/S 129 [SHOUT]
Westchester Coordinator HPN_COR H-T-F/D 140 [SHOUT]
Westchester Flight Data HPN_FD H-T-F/D 141 [SHOUT]
DXR/POU Line DXR-684 684 [SHOUT]
Kennedy Tower Supervisor JFK-TS C-CRT 220 [OVR]
Kennedy Coordinator JFK-COR J-T-COR 213 [OVR]
Kennedy Tower Supervisor Primary JFK-TS C-CRT 220 [OVR]
Kennedy Flight Data JFK-FD J-T-F/D 223 [SHOUT]
Kennedy Tower Supervisor Secondary JFK-T2 J-T-TS 223 [SHOUT]
Farmingdale Shout Line FRG-235 235 [SHOUT]
Islip Coordinator ISP-COR I-T-COR 879 [SHOUT]
Islip Flight Data ISP-FD I-T-F/D 877 [SHOUT]
Islip Tower Supervisor ISP-TS LIT-T/S 878 [SHOUT]
Suffolk Shout Line FOK-860 860 [SHOUT]
BDR/DXR/HVN/OXC/B-FSS Shout Line BDR-766 766 [SHOUT]
BDR/HVN/OXC Tower Common Line HVN-821 821 [SHOUT]
East Hampton Shout Line 378 378 [SHOUT]
Newark Coordinator Primary EWR_COR E-T-COR 424 [SHOUT]
Newark Coordinator Secondary EWR_CO2 E-T-CO2 423 [SHOUT]
Newark Flight Data EWR_FD E-T-FD 425 [SHOUT]
Newark Tower Supervisor Primary EWR_TS E-T-T/S 427 [SHOUT]
Newark Tower Supervisor Secondary EWR_T2 E-T-TS2 427 [SHOUT]
Teterboro Local/Coordinator TEB_COR TEB-801 801 [SHOUT]
Teterboro Flight Data TEB_FD TEB-638 638 [SHOUT]
CDW/MMU Tower Common Line CDR-048 048 [SHOUT]

Organizational Responsibilities

ZNY TMU


Supervisory Traffic Management Coordinator

  • Authorize and maintain daily traffic management responsibilities and all administrative duties associated with TM personnel.
  • Function as Traffic Management Controller-in-Charge (TMCIC) when designated as such by the Air Traffic Manager (ATM).
  • Participate in all planning telcons for the development of the Operations Plan and status of the airspace.
  • Keep the Operations Manager in Charge (OMIC), Front Line Manager (FLM), or Controller-in-Charge (CIC) informed of any actions that have a significant impact on operations.
  • Provide oversight and monitoring of all Traffic Management Coordinator (TMC) positions.
  • Monitor and delegate participation, as necessary, all required hotlines.
  • Assume the responsibilities of any traffic management positions which remain unstaffed.

Traffic Management Coordinator

  • Evaluate proposed TMIs to ensure appropriateness.
  • Develop, implement, monitor, and analyze facility specific TMIs.
  • Periodically analyze and review TM procedures to ensure effectiveness and adherence to TMIs.
  • Adjust or cancel TMIs promptly when no longer needed.
TMS

Enroute- Under general supervision of the STMC:

  • Perform pre-duty familiarization to acquire an acceptable level of situational awareness and to establish an idea of potential constraints on the system.
  • Advise all necessary areas of pertinent operational information.
  • Coordinate all vATCSCC Playbook, SWAP, advisory, and Ad Hoc reroutes and if necessary, forward them to the Departure Director.
  • Manage flows of traffic that traverse the facility.
  • Monitor and mitigate sector capacity.
  • Monitor the Diversion Recovery Tool (DRT) when necessary.
  • Provide enroute spacing for departing aircraft into overhead flow.
  • Ensure TMIs are operating effectively or coordinate TMI issues with relevant controllers and the STMC.
  • Log all TMU actions in NTML.


Arrival - This specialist manages arrival flows into the New York Metro Airports (JFK, LGA, EWR), PHL, and DC Metro (BWI, DCA, IAD).

  • Perform pre-duty familiarization to acquire an acceptable level of situational awareness and to establish an idea of potential constraints on arrival flows.
  • Analyze the arrival traffic flow, demand, capacity, runway configuration, overflow capabilities, and weather information. The specialist should notify the STMC whenever s/he believes there is potential for arrival impacts.
  • Implement arrival flow TMIs to reduce arrival delays on users without exceeding sector capacity.
  • Advised affected operational areas of time based metering including the arrival airport and metering period.
  • Monitor all appropriate traffic management tools as necessary in managing arrival flows.
  • Log all TMU actions in NTML.


Departure - This specialist manages departure flows from designated ZNY airports and PHL.

  • Perform pre-duty familiarization to acquire an acceptable level of situational awareness and to establish an idea of potential constraints on departure flows.
  • Analyze the departure traffic flow, demand, NAVAID usability, weather conditions, airport conditions, and delays.
  • Reroute traffic via alternate routes through designated sectors or centers as necessary and advise area managers (FLMs/CICs) of reroutes affecting their airspace.
  • Inform the STMC of TMIs.
  • Disseminate reroutes to the Departure Complex positions.
  • Coordinate with towers/N90/PHL TRACONs concerning fix balancing and reroutes.
  • Ensure throughput – balance arrivals and departures.
  • Initiate departure restrictions to manage sector volume and forward this information with the Enroute Coordinator.
  • Assist the Departure Complex with vATCSCC reroutes and Severe Weather Avoidance Plan (SWAP) implementation.
  • Monitor and ensure compliance with all TMIs, especially reroutes.
  • Log all TMU actions in NTML.


Military/Security - This specialist manages all military, special operations, and security initiatives in ZNY, ZWY, and other facilities.

  • Coordinate all Special Use Airspace.
  • Update the SUA Status Page.
  • Control sensitive and classified information.
  • Responsible for Mission Support.

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 [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.


Sector 57
  • Sector 57 issues amended routings to Philadelphia (PHL), McGuire (WRI), and satellites.
  • When directed, issue alternate route clearances for aircraft departing PHL/WRI and satellites.
  • Monitor all systems for routing errors and proactively issue correct route clearances.
NOTE: This is the primary Departure Complex position.
Sector 59
  • Sector 59 issues amended routings to Kennedy (JFK), Islip (ISP), and satellites.
  • When directed, issue alternate route clearances for aircraft departing JFK/ISP and satellites.
  • N90 will accept ISP and ISP Satellite departures via the following routes, in addition to those routes depicted in the ZNY/N90 LOA:
    • GREKI, BDR, MERIT
    • BEADS, SARDI
  • All other routes must be pre-coordinated with and approved by the N90 STMC, N90 Operations Manager, or his/her representative.
  • Monitor all systems for routing errors and proactively issue correct route clearances.

Notes

  • SIDs that are VECTOR or PILOT NAV require users file from the airport direct to the first fix, for all departure fixes.
  • This position combines at position 57.
OXC Waterbury-Oxford Procedures
  • Amend routings in accordance with ZNY Preferred Routes -- i.e., if a proposed flight plan requires a reroute over a North gate fix, amend the route accordingly. After this, your responsibility is complete.
  • It is the tower's responsibility to amend the flight plan and ensure the correct routing to the pilot.
Sector 60
  • Sector 60 issues amended routings to Newark (EWR), Teterboro (TEB), and satellites.
  • When directed, issue alternate route clearances for aircraft departing EWR/TEB.
  • Monitor all systems for routing errors and proactively issue correct route clearances.

    • Notes

    • SIDs that are VECTOR or PILOT NAV require users file from the airport direct to the first fix, for all departure fixes.
    • This is a second normal position during the day (the other being position 57) but combines at position 57 at night.
    Sector 62
  • Sector 62 issues amended routings to LaGuardia (LGA) and Westchester (HPN).
  • When directed, issue alternate route clearances for aircraft departing LGA/HPN.
  • Monitor all systems for routing errors and proactively issue correct route clearances.

    • Notes

    • SIDs that are VECTOR or PILOT NAV require users file from the airport direct to the first fix, for all departure fixes.
    • This position combines at position 60 during the day and position 57 at night.
    Sector 64
  • Sector 64 issues amended routings to Teterboro (TEB), Westchester (HPN), and Newark (EWR) satellites.
  • When directed, issue alternate route clearances for aircraft departing satellites.
  • Monitor all systems for routing errors and proactively issue correct route clearances.

    • Notes

    • SIDs that are VECTOR or PILOT NAV require users file from the airport direct to the first fix, for all departure fixes.
    • This position combines at position 57.

    N90 TMU

    Supervisory Traffic Management Coordinator
    • Maintain continuous awareness of traffic demands and TMIs.
    • Establish N90 Airports’ Arrival Rates (AAR) and Departure Rates (ADR).
    • Direct and support TMCs in resolving conflict.
    • Report equipment issues to the OMIC.
    • Provide an overview of anticipated demand, impacts, TMIs, and weather at all operational briefings.
    • Participate in the Strategic Planning Telcon (SPT) as required.
    • Log all TMU actions in NTML.

    Traffic Management Coordinator

  • Work under the general supervision of the N90 STMC.
  • Keep the STMC informed of the current and projected demand, TMIs, runway changes, and delays.
  • Notify the STMC when delays reach +15 minutes, and every 15-minute increment thereafter.
  • Maintain a record of traffic management actions.
  • Balance arrival and tower enroute flows through coordination with appropriate ARTCC TMUs and adjoining facilities to ensure that demand does not exceed system capacity.
  • Coordinate with towers and TRACONs to establish the AAR and assist the ARTCC and adjacent facilities in developing strategies to achieve the AAR.
  • Oversee departure fix balancing to ensure sector efficiency into downstream facilities' airspace.

    • NOTE The appropriate ARTCC shall be the focal point and mediator between terminal facilities. Further, N90 is uniquely situated between three ARTCCs, thus N90 should coordinate directly with the vATCSCC who will then conference the appropriate ARTCCs. In the case that the appropriate ARTCC TMU is unable to resolve a dispute, vATCSCC has the final decision-making authority.

    TMAC - Arrival Coordinator

    This position is responsible for ensuring smooth, orderly, and effective flows can be safely maintained for traffic arriving at N90 airports.

    • Work under the general supervision of the N90 STMC.
    • Analyze demand, airport capacity, runway configurations, overflow capabilities, and operational conflicts to determine the need for arrival TMIs.
    • Keep the STMC advised of all actions initiated to manage arrival aircraft and any arrival delays.
    • Balance delays among centers when in a holding situation.
    • Receive and disseminate any weather information affecting arrival routes.
    • Assist Area FLMs with volume or traffic related issues.
    • Log all TMU actions in NTML.
    TMDC - Departure Coordinator

    This position is responsible for ensuring smooth, orderly, and effective flows can be safely maintained for traffic departing N90 airports.

    • Work under the general supervision of the N90 STMC.
    • Monitor departure flows, weather conditions, NAVAID usability, and anticipated traffic demand to mitigate or avoid situations that could cause sector saturation or departure delays.
    • Advise STMCs of all applicable restrictions.
    • Inform affected areas when SWAP routes are in effect and their valid period.
    • Log all TMU actions in NTML.
    TBFM - TBFM Coordinator

    This position is responsible for regulating the flow of traffic into N90 airports using Time Based Metering (TBM).

    • Work under the general supervision of the N90 STMC.
    • Communicate metering start/stop information to the N90 STMC, ZNY STMC, vATCSCC, and areas/facilities.
    • Continually analyze the arrival flow, demand, current runway acceptance rates, airport capacity, pending * runway changes, and airport weather conditions.
    • Coordinate with the N90 STMC to initiate fix balancing to eliminate sector and/or fix overloading.
    • Advise/ensure ZBW, ZNY, and ZDC are monitoring and maintaining metering lists when active.
    • Advise the N90 STMC when delays reach or are expected to reach 15 minutes and increase/decrease in 15-minute increments.
    • Use TMA arrival timelines to determine release times for internal departures to the metered airports.
    • Monitor TMA timelines and advise adjacent facilities or the N90 STMC of non-compliance meeting TBM times.
    • Log all TMA actions in NTML.

    General

    Line of Authority

    • Rather than having an additional Traffic Management Officer (TMO) position to manage and direct the ZNY and N90 TMUs, the 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.

    Traffic Management Training

    Traffic management training may be accomplished via appropriate facility procedure or through a combination of facility-specific training and vATCSCC coursework. All certifications remain the sole responsibility of the traffic manager’s home facility.

    Inter-facility Communication

    • At all times, utilize to the extent practical, collaborative decision making techniques.
    • Maintain constant situational awareness and utilize all tools and resources available to you.

    Intra-facility Communication

    New York Area Hotline

    • Phone Numbers and Resources:
    • The objective of the Hotline is to provide rapid communications between air traffic facilities, customers, and other aviation interests when complex air traffic and airspace issues are being managed. Hotlines allow many participants the capability to problem-solve complicated issues and reduce the amount of coordination needed to implement collaborated strategies.
    • The STMC must initiate and participate in telcons and Hotlines with facilities and customers, as necessary, to obtain input and to provide operational information, as well as to manage other significant events affecting airspace.
    • Advise neighboring facilities if an operational Hotline is requested or active.
    • The Hotline will be used to communicate:
      • Airport and airspace capacity issues
      • Constraint/capacity mitigation strategies
      • Route availability information and route alternatives
      • Weather information
      • Equipment Outages
      • Customer preferences for initiatives and alternatives
      • Special circumstances, contingency requirements, and emergency events
    • All required coordination and information sharing necessary regarding the event.
    • All parties must leave their microphones muted while not speaking and identify themselves using proper interphone format when conversing.
    • Coordination that can be accomplished quickly and precisely with all parties. If an item requires extensive coordination, other communication sources may be used.

    Operations Plan

    The following is an Operational Planning Checklist and includes all the areas that must be covered in an OP:

    • Review the current weather constraints
    • Review pertinent facility topics
    • Input from the Areas
      • Staffing
      • Sector Combination
      • Anticipated Initiatives
      • Equipment Outages
      • Anticipated Traffic Volume
      • Constraints/Other
    • Input from Approaches and Towers
      • Current Configuration and AAR
      • Anticipated Configuration and AAR
      • Other
    • Miscellaneous
      • Special Events
      • Diversions
    • Current Traffic Management Initiatives
      • Specify Terminal constraints at facilities where delays are expected to be 15 minutes or greater
      • Enroute constraints when expanded miles-in-trail, deviations, and tactical reroutes may be required
      • Internal and external TMIs
      • Route closure/reroute information
    • Anticipated Traffic Management Initiatives
      • Alternatives
      • Triggers Needed
      • Exit Strategy Needed

    Traffic Management

    It is important to remember that TMU does not mean controlling traffic. Rather, it is managing traffic flow. It is not TMU's job to maintain safe separation, adhere to strict phraseology, or provide control instructions; however, it is responsible for the actions it takes.

    ZNY PIT positions are sometimes required to give amended route clearances and must use proper phraseology and air traffic control techniques.

    The entire traffic management effort must operate as one and constantly use collaborative decision making processes to ensure equitable solutions to traffic management problems. Equitable is different than equal in that the best solutions are used to combat problems rather than one solution applied to all users. Traffic management is a dynamic in nature and requires quick thinking, strong communication/collaboration abilities, and extensive knowledge of the airspace system.

    Traffic Management Initiatives

    Miles-in-trail (MIT)

    The number of miles required between aircraft that meet a specific criterion. The criterion or qualifier may be separation, airport, fix, altitude, sector, or route specific.

    Minutes-in-trail (MINIT)

    The number of minutes required between successive aircraft.

    Implementation
    • The ZNY Enroute Coordinator (EC), N90 TMDC (when departure restrictions are in effect), or N90 TMAC (when arrival restrictions are in effect) must notify the STMC, the providing sectors and affected controllers of the restriction.
      • Controllers must acknowledge with their operating initials.
    • The ZNY EC, N90 TMDC, or N90 TMAC should enter the restriction into the National Traffic Management Log (NTML) and, as appropriate send a message containing the restriction through the ATC Channel or other coordination channel.
    • The STMC will notify any affected neighboring facilities of the restrictions in place.
    Cancellation
    • The ZNY EC, N90 TMDC, or N90 TMAC must notify the STMC, the providing sectors and affected controllers of the cancellation.
      • Controllers must acknowledge with their operating initials.
    • The ZNY EC, N90 TMDC, or N90 TMAC should cancel the restriction through the NTML and as appropriate send a message containing the cancellation through the ATC Channel or other coordination channel.
    • The STMC will notify any affected neighboring facilities of the cancellation.
    NOTE: MIT of ten (10) nautical miles or less must not exceed four (4) hours.

    Utilized to segregate different flows of traffic, or to distribute the number of aircraft requesting access to a specified geographic region.

    • Colloquialisms:
      • Tunneling – term to indicate traffic will be descended prior to the normal descent point at the arrival airport to remain clear of an airspace situation; e.g., holding.
      • Capping – term to indicate aircraft will be cleared to an altitude lower than their requested altitude until they are clear of a particular region.
      • Low Altitude Arrival/Departure Routing (LAADR) – a set of routings with altitude expectations for usage during periods of severe weather.
    Implementation
    • The ZNY AC (tunneling or LAADR), ZNY DC (capping or LAADR), ZNY DD (capping or LAADR), N90 TMDC (capping or LAADR), or N90 TMAC (tunneling or LAADR) must notify the STMC, the providing sectors, and affected controllers.
    • The ZNY EC must advise the affected controllers of block altitudes to use for different fixes and may also assign specific aircraft altitudes.
    • Controllers must acknowledge with their operating initials.
    • The ZNY AC, ZNY DC, ZNY DD, N90 TMDC, or N90 TMAC must send a message to all facilities via the ATC Channel or other coordination channel advising that Tunneling, Capping, or LAADR is in effect, and should enter a restriction into the NTML as necessary.
    • The STMC will notify any affected neighboring facilities of the current restrictions.
    NOTE: Altitudes are subject to conforming traffic flows.
    Cancellation
    • The ZNY AC, ZNY DC, ZNY DD, N90 TMDC, or N90 TMAC must notify the STMC, the providing sectors, and affected controllers.
    • Controllers must acknowledge with their operating initials.
    • The ZNY AC, ZNY DC, ZNY DD, N90 TMDC, or N90 TMAC must send a message containing the cancellation through the ATC Channel or other coordination channel and should cancel the restriction through the NTML as appropriate.
    • The STMC will notify any affected neighboring facilities of the cancellation.

    Utilized to equitably distribute demand by assigning an aircraft a fix other than the one in the filed flight plan in the departure phase of flight.

    Implementation
    • The ZNY DD must notify the STMC, the providing sectors, or the N90 TMDC.
      • The ZNY DD (when N90 is not involved) or the N90 TMDC must coordinate fix balancing activities directly with affected Clearance Delivery positions.
      • The ZNY DD or N90 TMDC will either request the affected Towers to equitably distribute demand to different flows as appropriate, or the ZNY PIT positions will assign specific fixes to affected aircraft.
        • When using a shared flight list, identify flights for which a route is unavailable with “NRA” to indicate “no route available”. This will identify to the ZNY PIT positions that the flight is without a valid route.
        • When a pre-coordinated non-event route is available, it is not necessary to coordinate reroutes with ZNY DD or ZNY PIT positions unless specifically requested.
    Controllers must acknowledge each directive with his/her operating initials.
      • The ZNY DD and N90 TMDC must monitor and analyze sector volume in their sectors to ensure program efficacy and throughput.
      • The ZNY DD or N90 TMDC should enter any departure stops (STOP) into the NTML.
      • If a conflict cannot be resolved by appropriate officials, the vATCSCC holds final decision-making authority.
    Cancellation
    • The ZNY DD must notify the STMC, the providing sectors, or the N90 TMDC.
      • Controllers must acknowledge with their operating initials.
    • The ZNY DD (when N90 is not involved) or the N90 TMDC must notify affected Clearance Delivery positions and TRACON controllers of the status of the departure gates and should cancel any STOP restrictions through the NTML as appropriate.

    Planned aircraft holding may be utilized. This is normally done when the operating environment supports holding and the weather conditions are expected to improve shortly; this ensures aircraft are available to fill the capacity at the airport.

    Implementation
    • The ZNY AC (when N90 is not involved) or the N90 TMAC must notify the STMC, the providing sectors, and affected controllers to either randomly or selectively hold aircraft.
      • The ZNY AC or the N90 TMAC must specify to the applicable controllers the callsign(s) of the aircraft to be held.
      • The ZNY AC or the N90 TMAC will also provide the appropriate controller with a release time (RTIME) for each aircraft held or an approximate hold time for random aircraft.
      • For blanket hold times, a notification must include the following:
        • average hold time (in minutes) per aircraft; and,
        • approximate duration of holding period.
      • TMU must enter the restriction into the vATCSCC #ntml and, as appropriate, send a message containing the restriction through the ATC Channel.
      • Controllers must acknowledge each directive with his/her operating initials.
    • The STMC must notify any affected neighboring facilities of the constraints.
    Cancellation
    • The ZNY AC or N90 TMAC must notify the STMC, the providing, or affected controllers of the cancellation.
      • Controllers must acknowledge with their operating initials.
    • The STMC will notify any affected neighboring facilities of the cancellation.

    TEC may be used to relieve upper-level congestion by capping aircraft—preventing them from reaching the enroute stratum by keeping them at lower terminal altitudes—and handing them off from terminal sector to terminal sector instead of center to center.

    • The use of non-standard TEC routes during periods of high traffic density is subject to terminal congestion and conforming traffic.
    • The use of TEC within N90 requires the notification and approval of Local Control at any of the New York Metro airports and any TRACON sectors traversed.
      • The Local Controller, or the N90 TMDC at the request of the Local Controller, should coordinate with the Controllers at any other traversed facility.
    • TEC routes can be found in the NFDC Preferred Routes Database by entering TEC into the Route Type field.

    CFR is used when the enroute stream is heavy, restricting the ability of departures from joining the overhead flow or when it is desirable to have individual releases to manage traffic.

    Implementation
    • The ZNY DC, ZNY DD, or N90 TMDC must notify the STMC and Local Control of the affected facility.
    Controllers must acknowledge with their operating initials.
    • The ZNY DC, ZNY DD, or N90 TMDC must determine what filters will be selected to apply CFR. Filters include but are not limited to
      • Specific Route
        • e.g., PHL departures via PTW
      • Aircraft Type
        • e.g., All heavy jets
      • Destination
        • e.g., flights arriving MDT
    • Once the filters have been selected, the ZNY STMC or N90 STMC will notify all affected facilities that CFR is in place and include
      • anticipated program start time
      • anticipated program end time
      • associated restrictions
      • contact information (e.g., dial number, ATC Channel, Hotline)
      • remarks (optional)
    • If an external facility is requested to CFR for flights arriving ZNY or N90, the applicable ZNY AC, ZNY EC, or N90 TMAC will coordinate all CFR implementation.
    • The ZNY DC, ZNY AC, N90 TMDC, or N90 TMAC should create an entry in the NTML when CFR is in place.
    Cancellation
    • The ZNY DC, ZNY DD, ZNY AC, ZNY EC, N90 TMDC, or N90 TMAC must notify the STMC, providing sectors, and affected controllers of the cancellation.
      • Controllers must acknowledge with their operating initials.
    • The ZNY DC, ZNY AC, ZNY EC, N90 TMDC, or N90 TMAC should delete the NTML entry containing the CFR advisory.
    • The STMC will notify any affected neighboring facilities of the cancellation.

    Ground Delay Program and Ground Stop

    Ground Delay Program

    Aircraft are held on the ground to manage capacity and demand at a specific location by assigning arrival slots. The purpose of the program is to limit manage arrival volume and reduce arrival delays and holding.

    An Expect Departure Clearance Time (EDCT) is calculated based on the estimated time enroute and the assigned arrival slot.

    Ground Stop

    Aircraft that meet some specific criteria remain on the ground until demand stabilizes. The criteria might be operator, radius distance, specific equipment, ARTCC tier, airport, or some other parameter.

    For example, all departures to LaGuardia; or, all general aviation into Farmingdale (FRG). Ground stops are most often reactive, though they can be used strategically, in support of some other TMI. If a flight was or is assigned an EDCT valid during which a ground stop is in effect for that flight, the aircraft may not depart. The only aircraft that may depart during a ground stop are those which are explicitly exempt, or have been coordinated with the originating authority of the ground stop.

    GDPs and GS' may be used in the following situations:

    • when capacity is severely reduced
    • when anticipated arrival volume necessitates an arrival priority to prevent airborne holding
    • when surface congestion is anticipated to adversely affect throughput
    • when routings are unavailable due to severe weather or other major constraint
    • when a situation arises whereby a ground stop would aid in mitigating an airspace issue.
    NOTES
    • Helicopters are exempt from ground stops based on weather unless specifically included.
    • GS' override all other TMIs.

    AAR Calculation
    To calculate the AAR, calculate the maximum runway arrival capacity for each runway using the following methodology:
    • Determine the average ground speed crossing the runway threshold and the spacing interval required between successive arrivals.
    • Divide the ground speed by the spacing interval to determine the maximum runway arrival capacity.
    • Sum the AAR from each runway to obtain the total AAR.
    FORMULA
    Ground Speed at runway threshold [knots] / Spacing interval at runway threshold (miles)

    NOTES:
    • When the maximum runway arrival capacity is a fraction, round down to the next whole number.
    • Intersecting arrival/departure runways and/or LAHSO may reduce the maximum runway arrival capacity.
    EDCT Calculation
    To calculate EDCTs use the following methodology:
    • Determine the demand and AAR.
    • Subtract the AAR from the demand to find the backlog.
    • Add the backlog to the demand to find the actual demand in subsequent hours.
    • Divide the total backlog by the AAR and multiply the quotient by sixty (60) to find the delay time at the end of the hour.
    Formula
    • Demand minus AAR = Backlog
    • Backlog plus Demand = Demand in Subsequent Hours
    • (BacklogTOTAL / AAR) x 60 = Delay Time at the End of the Hour

    GDP Implementation

  • The vATCSCC or the vATCSCC through the ZNY STMC or N90 STMC must initiate a GDP and choose Delay Assignment (DAS), General Aviation Airport Program (GAAP), or Unified Delay Program (UDP).
    • DAS is used when specific flights are picked and assigned EDCTs.
    • GAAP is a method for assigning delays to GA aircraft based on arrival slot availability at the airport, when known demand is expected to, but does not currently, exceed capacity.
    • UDP is a combination of DAS and GAAP that assigns EDCTs to all aircraft in the flight list (/FL) but accounts for anticipated GA volume by reserving a set number of slots available per hour for use by “pop-ups” (PU) – those which were not “known” when the GDP was initially calculated.
  • The vATCSCC or the vATCSCC through the ZNY STMC or N90 STMC must utilize the AAR to calculate aircraft EDCTs, and determine the following prior to implementation (underlined parameters are required; italicized are optional):
    • Airport
    • Delay Assignment Mode
    • Program Type
    • Arrivals Estimated For
    • Program Rate
    • Flights Included (Aggregate Demand List [ADL])
    • Scope
    • Additional Facilities Included
    • Exempt Facilities
    • Canadian Airports Included (When applicable)
    • Delay Assignment Table Applies To (Optional)
    • Maximum Delay
    • Average Delay
    • Reason
    • Remarks
    • The vATCSCC or vATCSCC through the ZNY STMC or N90 STMC should create an entry on the NTML and either push EDCTs via NTML or otherwise disseminate a flight list to applicable facilities.
    • The ZNY STMC or N90 STMC must conference affected facilities, VATUSA personnel, and vATCSCC, providing them with EDCT information.
    • The ZNY STMC or N90 STMC must notify all internal and Tier 1 facility (ZNY1) controllers via the ATC Channel or other communication channel that a GDP is in effect. A Flight list will be provided through common channels and disseminated to applicable personnel (e.g., delivery, ramp, tower). Finally, a notice providing contact information for TMU personnel must be provided to account for flights requesting unscheduled departures and other requests.
    • Included facilities will be asked to assign EDCTs using the shared DA table on the webpage or otherwise coordinated channel to aircraft that did not receive an EDCT.
    • The ZNY STMC or N90 STMC must coordinate with affected facilities to ensure the GDP is adequately managing the demand.
    • The ZNY AC, ZNY DC, N90 TMAC, or N90 TMDC should obtain arrival and departure counts from affected facilities, as appropriate.
    • The ZNY STMC or N90 STMC must advise the appropriate terminal facility or controller after receiving a revised EDCT.
    • Clearance Delivery must place the EDCT as the first item in the route section of the flight plan, field 8 of the flight progress strip (CHHMM), or other coordinated system and inform the aircraft of the EDCT in the clearance.
    • Ground must ensure aircraft depart within five (5) minutes of their EDCT, and must contact the vATCSCC through the appropriate TMU as soon as possible for a new EDCT if an aircraft is anticipated to miss its current EDCT.
    GDP Example

    Before GDP, AAR=54


    GDP Proposal, Anticipated AAR = 36. 21Z, 22Z, 23Z hours all above capacity. 00Z hour at capacity.


    Actual GDP, AAR = 36, aircraft assigned EDCTs are brown.
    GS Implementation
    • Explore and implement alternative initiatives prior to implementing a GS, if feasible.
    • The vATCSCC, ZNY DC, or N90 TMDC must determine the following prior to implementation:
      • Airport
      • Facilities Included
      • Scope
      • Update Time
      • Reason
      • Probability of Extension (POE)
      • Flights Included
      • Remarks (Optional)
    • The ZNY STMC or N90 STMC must conference affected facilities, VATUSA, and vATCSCC personnel, providing them with this information.
    • The vATCSCC, ZNY STMC, or N90 STMC should create a GS entry in the NTML.
    • The ZNY STMC or N90 STMC must notify all internal and ZNY1 facilities via the ATC Channel or other communication channel that a Ground Stop is in effect for aircraft destined to the affected airport and to contact the ZNY AC, N90 TMDC, or the vATCSCC for special releases.
    • The ZNY STMC or N90 STMC must coordinate with affected facilities to ensure the GS is adequately managing the demand.
    • Ground may either taxi out included aircraft to the departure line or to a designated parking area to await their EDCT.
    Cancellation
    • When conditions no longer warrant ground delays the ZNY STMC or N90 STMC must:
      • Conference all affected facilities, VATUSA, and vATCSCC personnel, as appropriate.
      • Cancel any associated NTML entries.
      • Transmit a message on the ATC Channel or other communication channel advising that the GDP or GS has been terminated.
      • Notify facility personnel, as appropriate, of the cancellation.
    VFR Flights
    • VFR flights requesting a pop-up IFR clearance to a GDP airport should be handled as follows:
      • DAS – assign a delay from the DA table
      • GAAP – ZNY PIT will assign the EDCT
      • UDP – assign the aircraft an appropriate PU slot or assign a delay from the DA table
    • Aircraft requesting to remain VFR will be at the discretion of the terminal facility with the GDP, only if they can be accommodated without additional delay to IFR aircraft.
    Internal Ground Stop

    An Internal GS is implemented when conditions are not expected to last more than thirty (30) minutes. The Internal GS is implemented when the facilities impacted are wholly contained within ZNY’s or N90’s area of jurisdiction.

    National Ground Stop
    A National GS is implemented when conditions are expected to last more than thirty (30) minutes. The National GS is implemented when the facilities impacted are not wholly contained within ZNY’s or N90’s area of jurisdiction.

    Gate Hold Implementation

    • If an abundance of arriving aircraft significantly constrains an airport, and/or taxiway congestion becomes an issue, EDCTs may be assigned to departing aircraft, and a brief gate hold may be initiated.
    • This period will allow Ground to mitigate taxiway congestion while letting a few inbound aircraft arrive.
    • The following procedures must be used when EDCTs are in use and a GDP is not in effect:
      • If a gate hold is to be implemented the ZNY DC or N90 TMDC must instruct the Ground to not taxi out any departures.
      • The ZNY AC or N90 TMAC must identify a gap in the arrival flow, calculate the time the gap will reach the field, and assign departing aircraft an EDCT to meet the gap.
      • The vATCSCC, ZNY DC, ZNY DD, or N90 TMDC must inform Clearance Delivery of each departing aircraft’s EDCT, and controllers must place these times as the first item in the route section of the flight plan, field 8 of the flight progress strip (RHHMM), or other coordinated system.
      • Clearance Delivery must inform the affected aircraft of their EDCT when issuing the aircraft’s clearance.
      • Clearance Delivery must have the aircraft monitor the ramp frequency until the gate hold has been lifted, and which time the aircraft may be handed off to Ground.
    • If taxiway congestion is not an issue and a gate hold is not in effect, but constraining arrival volume is, departing aircraft will receive an EDCT from Clearance Delivery, and then be handed off to Ground.
    • Ground may either taxi them out into the departure line, or to a designated transient parking area to await their EDCT.
    • Aircraft assigned an EDCT must depart with +/- 5 minutes of that time.
    • If an aircraft misses its EDCT, ramp or Clearance Delivery must promptly notify vATCSCC through the appropriate TMU and receive a new EDCT.
    • If an EDCT is cancelled, vATCSCC will alert the appropriate STMC and notify the affected controllers to disregard EDCTs for destination airport.

    Severe Weather

    Severe Weather Avoidance Plan (SWAP)
    • During severe or adverse weather, a pre-planned alternate route package may be used by the facility in conjunction with flow restrictions to ensure a more orderly flow of traffic and to reduce delays. When SWAP is in operation, pilots may receive routes that deviate from the normal preferred routes.
    • The ZNY DD or ZNY DC may elect to have aircraft fly designated severe weather avoidance departure procedures.
    • In such an event, the ZNY DC must notify local control at any affected facilities.
    • Fast moving thunderstorms and areas of convective activity warrant the issuance of SWAP routes.
    • Before the initiation of a SWAP event the ZNY DD should create reroute entries in NTML and notify the vATCSCC and ZNY STMC of any anticipated reroutes.
    • The OIS should contain a list of destinations with individual reroutes for aircraft destined to specified airports.
    • During SWAP, any participating facility must include the phrase “Severe Weather Avoidance Plan in effect” in their voice ATIS following the runway configuration.
    • A typical SWAP advisory would look like the following:
    SWAP Statement [Show]

    THIS ADVISORY IS FOR PLANNING PURPOSES ONLY. CUSTOMERS ARE ENCOURAGED TO COMPLY WITH ALL vATCSCC ROUTE ADVISORIES. IF NO vATCSCC ROUTE ADVISORIES ARE IN EFFECT, CUSTOMERS ARE ENCOURAGED TO FILE PUBLISHED CDR'S AND NRP PROCEDURES AROUND KNOWN OR FORECASTED WEATHER.

    THE FOLLOWING DESTINATIONS ATL, CLT , MDW, ORD, AND DTW SHOULD FILE NORMAL ROUTES. ZNY/vATCSCC WILL PROVIDE ALTERNATE ROUTES TO THESE DESTINATIONS AS NEEDED.

    SWAP STATEMENT: SEVERE WEATHER AVOIDANCE PLANS ARE (POSSIBLE) FOR THE ZNY AREA (TODAY/ AFTER 2000Z).

    EXPECTED IMPACT AREA(S): EMBDD TS MV W-E ACROSS ZNY. IMPACTS PSBL TO J60/64/Q42/Q480 AND THE W GATES OF N90 AND PHL

    AZEZU-PAEPR-HANRI (L453-M201): IMPACTS ARE: NONE EXPECTED DITCH: IMPACTS ARE: NOT EXPECTED INTERNATIONAL DEPARTURES (EAST GATES) IMPACTS : NOT EXPECTED

    PLANNED ALTERNATE DEPARTURE ROUTES: POSSIBLE RERTES/CDR.S WILL BE PROVIDED AS NECESSARY.

    ADDITIONAL DEPARTURE REROUTES MAY BE POSSIBLE FOR IMPACTS TO EFFECTED AIRWAYS OUTSIDE ZNY.

    PLANNED ALTERNATE ARRIVAL ROUTES: POSSIBLE RERTES/CDR.S WILL BE PROVIDED AS NECESSARY

    PLANNED OVERFLIGHT ROUTES: POSSIBLE RERTES/CDR.S WILL BE PROVIDED AS NECESSARY

    FUEL ADVISORY: [FCAXXX-PLAN FUEL FOR FINAL ALTITUDE AOB FL230 FOR DESTINATIONS WITHIN XXX NM OR XXXX TIER

    ZNY HOTLINE PSBLE AFT 17Z : 111-222-3333 PIN 1234#

    TOMORROW MORNING SWAP OUTLOOK: NONE

    National Playbook

    The National Playbook is a traffic management tool developed to give air traffic facilities a common product for various route scenarios. The purpose of the National Playbook is to expedite route coordination during those periods of constraint on the NAS. The National Playbook contains common scenarios that occur during each severe weather season, and each includes the resource or flow impacted, facilities included, and specific routes for each facility involved. These routes may include any combination of the following NAS elements:

    • Navigation Reference System (NRS) waypoints
    • RNAV waypoints
    • RNAV fixes
    • NAVAIDs
    • SIDs
    • STARs
    Procedures
    • During SWAP, the ZNY STMC must:
      • Oversee the operation of SWAP and ensure necessary coordination of SWAP information with Operations Supervisors and other facilities.
      • Telcon relevant terminal facilities every sixty (60) to ninety (90) minutes to discuss actual and forecasted weather, traffic restrictions, stops, and to discuss plans for the next sixty to ninety minute period.
      • When necessary, adjust the Proposed Flight Plan Drop Interval (PFDI) to accomodate demand and notify ZBW and N90.
      • Participate in the SWAP planning telcon during the SWAP season. Facilities included should be ZOB, ZDC, ZBW, N90, and vATCSCC.
      • Activate the Hotline when requested by another facility or when ZNY determines it will be operationally advantageous.
      • Ensure that adjoining facilities are aware of closed routes and reroutes that are in effect.
      • Consult with N90 prior to cancelling SWAP.
    • The ZNY DD must:
      • Coordinate with terminal facilities to suspend or resume pre-coordinated silent departure clearance procedures.
      • Use of the NAS Operations Dashboard (NOD) (preferred) or the N90 Route Availability Planning Tool (RAPT) is sufficient given controllers are actively monitoring them.
      • Direct ZNY PIT positions to provide departure clearances that route aircraft around severe weather.
      • Notify and coordinate with intra-facility positions actions taken to effect the most efficient flow of departure.
      • Advise N90 prior to resuming traffic over a closed fix when ZNY has initiated the stop.
      • Increase or decrease the number of clearances issued to towers as deemed necessary.
      • Request the reasons for departure delays after twenty (20) minutes have elapsed from clearance delivery time.
      • Instruct facilities to exclude GREKI, MERIT, BAAYS, BETTE, HAPIE, SHIPP, and LINND during SWAP when weather conditions permit.
      • When possible, cancel APREQs over active fixes during SWAP.
    • ZNY PIT positions, at the direction of the ZNY DD, issues departure clearances to terminal facilities consistent with available weather avoidance routes and may also issue verbal clearances when needed to expedite departures.
      • When preferred routes are unavailable, weather avoidance routes must be coordinated by the ZNY DD through the vATCSCC. The ZNY DD will notify the terminal facilities when these routes are unavailable. If a flight has been called active prior to the route becoming unavailable, that flight will be placed into a suspended active status by the ZNY PIT.
    • N90 TMC must:
      • Serve as the focal point for notification and coordination of necessary data between their respective towers and ZNY.
      • Notify appropriate ZNY TMC/TMS of all weather conditions that affect route use between airports and departure/arrival route fix.
      • Notify and coordinate with appropriate ZNY TMC all departure/arrival restrictions and stops of significant duration.
      • Advise appropriate ZNY TMC/TMS when severe weather is no longer a factor to traffic flow.
    • N90 Data positions must:
      • After suspension of silent/pre-coordinated clearances, request individual clearances for aircraft from airports that do not directly obtain clearance for no more than the indicated number of aircraft from ZNY as specified:
        • N90 JFK: 1
        • N90 EWR: 5
        • N90 ISP: 5
        • N90 LGA: 1
        • N90 LIB: 3
      • After coordination with the N90 TMDC, the maximum number of clearances issued may be adjusted.
    • Towers must:
      • Ensure broadcast of SWAP information on ATIS frequencies.
      • After suspension of silent/pre-coordinated clearances, request individual clearances for no more than the indicated number of aircraft as specified:
        • JFK/LGA/EWR: 10 per tower
        • TEB/HPN: 7 per tower
        • ISP: 5
      • After coordination with the N90 TMDC, the maximum number of clearances issued may be adjusted.
      • Advise ZNY DD when an aircraft is in close proximity to takeoff position and does not have a departure clearance.
        • Include aircraft identification, aircraft computer identification, and destination.
      • Request ZNY DD to issue verbal clearances when it will expedite the movement of departure traffic.
      • Use the Reroute Request Page to accomplish full route or complex route clearances.
      • Use CAB position identification when communicating with ZNY PIT positions.
        • This will reduce confusion for ZNY personnel and improve communication.
    Abbreviations/Definitions
    • Active Taxi
    Aircraft have left the gate and are enroute to enter the actual departure sequence.
    • Suspended Active
    Aircraft previously activated for which no alternate route to the destination airport is available.
    • NRA
    Aircraft is in the departure sequence but does not have an valid route or is awaiting ZNY PIT issuing an amended clearance.
    SWAP Escape Routes Metro New York
    SERMN North
    • Destinations North, flights go from N90 to AVP, then ZNY.
    • Flight crews must comply with altitude restrictions. Do NOT request higher altitude until in contact with ZOB.
      • Jets = 100, Turboprops = 090, Props = 080.
    • Handoff procedures:
      • JFK > LGA at 080 with RALT of 080, 090, or 100
      • N90 > AVP at 080-100
    SERMN East
    • Destinations in New England.
    • ZNY does not work these flights.
    • All coordination for amending flights to SERMN East routing is accomplished by N90 TMDC, ZBW, and vATCSCC.
    • The ZNY PIT positions are expected to make the amendments and forward them to N90 and affected airports.
    • Handoff procedures:
      • N90 > LIBE at 100
      • ISPN > Y90 at 050, 070, or 090
    SERMN South
    • Destinations in ZDC and points South.
    • This advisory if for Turbojet aircraft only.
    • Flight crews must comply with altitude restrictions. Do NOT request higher altitude.
      • Initial altitude = 080.
      • Expect descent clearance to 060 with WRI Approach.
    • All coordination for amending flights to SERMN East routing is accomplished by N90 TMDC, ZDC, and vATCSCC.
    • The ZNY PIT positions are expected to make the amendments and forward them to N90 and affected airports.
    • Handoff procedures:
      • LGA/LGAN > JFK at 060
      • JFK > LIBS at 070
      • LIBS > WRI at 080
    SERMN Routes
    SERMN North [Show]

    SERMN East [Show]

    SERMN South [Show]

    SERBOS 1
    • Boston TRACON (A90) to New York Metro (N90)
    • Flight crews must comply with altitude restrictions. Do NOT request higher altitude.
      • Jets = 100
    • Handoff procedures:
      • JFK: HO to LIBS at 070
    • The A90 TMU or A90 TMU through vATCSCC will solicit user participation prior to issuing this advisory.
    SERBOS Route [Show]

    Depart Under Center Traffic
    • DUCT North
      • vATCSCC or vATCSCC through the ZNY STMC publishes an FYI advisory to prepare customers for route planning and to prepare Tier 1 facilities to facilitate the use of this route.
      • Operators should not file these routes but be prepared to use them.
        • Operators can expect climb to 160 in N90 airspace and further climb to FL220 within ZNY airspace.
        • Flight crews should notify ZOB of their actual requested altitude on initial contact and can expect higher 250 miles from their departure point in ZOB airspace which is after SLT.
      • Traffic is routed via ELIOT and stays below NEWEL and ZIMMZ flows by using requested altitude (RALT) -- i.e., final altitude -- 160.
        • ZNY Towers will only see 160 as the RALT but operators expect FL220 within ZNY.
        • The tower or delegated position will solicit ability to accept the route to the flight crew prior to asking the ZNY PIT to amend or accept the flight plan.
      • NOTES
        • Flight crews must NOT request a higher altitude.
        • ATC must NOT clear aircraft to a higher altitude.
    • DUCT West
      • vATCSCC or vATCSCC through the ZNY STMC publishes an FYI advisory to prepare customers for route planning and to prepare Tier 1 facilities to facilitate the use of this route.
      • Operators should not file these routes UNLESS authorization is given in a New York Center SWAP Statement or vATCSCC advisory.
      • Operators should file Final requested altitude but can expect clearance to FL220 within ZNY airspace.
        • Flight crews can expect higher 250 miles from their departure point in ZOB airspace which is after PSB.
      • Traffic is routed via NEION and stays below COATE and GAYEL flows by using requested altitude (RALT) -- i.e., final altitude -- FL220.
        • ZNY Towers will only see FL220 as the RALT.
        • The tower or delegated position will solicit ability to accept the route to the flight crew prior to asking the ZNY PIT to amend or accept the flight plan.
      • NOTES
        • Flight crews must NOT request a higher altitude.
        • ATC must NOT clear aircraft to a higher altitude.
    • ZNY West Capping
      • Similar to the DUCT routes except they are only applicable for ZID and ZOB destinations.
      • Jets are capped at 160 and turboprops at 140 to fly beneath the ZNY and ZOB enroute sectors.
      • NOTES
        • Flight crews must NOT request a higher altitude.
        • ATC must NOT clear aircraft to a higher altitude.
    DUCT and Capping Routes
    DUCT North [Show]

    DUCT West [Show]

    ZNY West Capping [Show]

    PHILLY SWAP Escape Routes
    PHLYER North
    • PHL Tower will file the route when needed or when requested.
    • Dispatchers are asked to validate and fuel only. The pilots should be briefed NOT to request a higher altitude unless required by MEA.
      • ATC must NOT clear aircraft to a higher altitude unless required by MEA.
        • Jets = 070, Props = 050 except where noted in the route remarks of the Playbook.
    • Destinations in ZBW and CZUL (Montreal).
    • Handoff procedures:
      • PHL to BTV: ALB > ZBW at 090
      • PHL to CYUL: ALB > ZBW at 090
    PHLYER South
    • Destinations in ZDC and ZTL.
    • vATCSCC or vATCSCC through ZNY PIT Position 57 (PHL/WRI & Satellites) or the ZNY DD will activate these routes.
    • Pilots should be briefed NOT to request a higher altitude.
      • ATC must NOT clear aircraft to a higher altitude.
      • Jets, Props=060, except where noted on alternate routes.
    • Handoff procedures:
      • PHL to CLT, ILM (alternate routes): prior coordination with ZDC required; for Jets only; altitude = 080
      • PHL to CHO, GSO, ROA (alternate routes): prior coordination with ZDC required; all types altitude = 080
    PHLYER West
    • Destinations in Upstate New York, CZYZ (Toronto), ZOB, and ZID.
    • vATCSCC or vATCSCC through ZNY PIT Position 57 (PHL/WRI & Satellites) or the ZNY DD will activate these routes.
    • Pilots should be briefed NOT to request a higher altitude until in contact with ZOB.
      • ATC must NOT clear aircraft to a higher altitude prior to entering ZOB airspace.
      • ZOB will not approve altitude requests above FL220.
      • Jets = 080, Props = 060
        • Except BUF/CYYZ and alternate routes for CAK/ELM: all types = 080.
    PHLYER Routes
    PHLYER North [Show]

    PHLYER South 1 [Show]

    PHLYER South 2 [Show]

    PHLYER West [Show]

    DQO Tunnel Routes

    Traffic is handed off to Potomac Approach by PHL and sequenced in with and handled like DC Metro departures. These routes are also available in the CDR database with the code PHLXXXDQ, replacing the XXX with the arrival airport.

    DQO Tunnel Southwest
    • Used when PHL departures are impacted.
    • ZDC TMU or vATCSCC should solicit stakeholder participation in these routes prior to implementing them.
    • Pilots should be briefed NOT to request a higher than 100 until MORTY or higher than 230 until RRSIN, KERRK, or WALCE, depending on destination.
      • ATC should retain discretion to issue higher when practical.
    • File normal route after last fix.
    DQO Tunnel West
    • Used when PHL departures are impacted.
    • ZDC TMU or vATCSCC should solicit stakeholder participation in these routes prior to implementing them.
    • Pilots should be briefed NOT to request a higher than 100 until MORTY or higher than 230 until RAMAY or OTTTO, depending on destination.
      • YYZ, BUF, and ROC arrivals can expect no higher than FL220.
      • ATC should retain discretion to issue higher when practical.
    • File normal route after last fix.
    DQO Tunnel Routes
    DQO Tunnel Southwest [Show]

    DQO Tunnel West [Show]

    Potomac Euro Tunnel
    • Used when PCT is unable to use SWANN/AGARD to access the NATs.
    • After BTV, users should file normal routes.
    • Expect FL210 until STENT, then FL230 until SYR.
    Potomac North Low
    • Used when PCT is unable to access ZBW and points North/East via SWANN/AGARD.
    • JETS only.
    • Altitude = 170.
    • Cannot be used in conjunction with the ZBW_MICAH playbook.
    LIMBO North
    • Used when ZNY or ZDC cannot accept enroute traffic landing in New York Metro airports.
    • All aircraft = 070.
    • Facilities included: ZDC ZNY N90 PCT ACY DOV WRI
    DCMETS Routes
    Potomac Euro Tunnel [Show]

    Potomac North Low [Show]

    LIMBO North [Show]

    GREKI 1
    • Used when North and West gates are impacted.
    • JETS only AOB FL220.
    • Routes North and West gate traffic through ZBW to avoid ZNY airspace impacts.
    • Destinations in Upstate New York and CYYZ (Toronto).
    GREKI 2
    • Used when North and West gates are impacted.
    • JETS only.
    • Routes North and West gate traffic through ZBW and CZYZ (Toronto) to avoid ZNY airspace impacts.
    • Destinations farther west than GREKI 1: ZOB, ZAU, ZMP.
    GREKI Routes
    GREKI1 [Show]

    GREKI2 [Show]

    ZOB to N90 through ZBW
    • Used when western arrival routes are impacted.
    • Coordination with ZBW should be effected to determine MIT
    • These routes could affect the following preferred routes:
      • Toronto to N90
      • Montreal to N90
      • Upstate NY (SYR, BUF, ROC) to N90
      • BOS to EWR & LGA
      • Europe to EWR & JFK via FLOSI# or IGN# arrival streams
    ZBW NATS Escape via HNK
    • These routes avoid N90 East Gates to join ZBW North Atlantic Tracks (NATS).
    • Aircraft filed via WHALE or south should file appropriate route to HNK, then direct BOS, direct oceanic entry point (OEP).
    • These routes can be used for overflight traffic as well.
    • N90 should monitor GAYEL and PHL should monitor PTW departures to avoid saturation of these routes by non-European traffic (e.g., destined MSP).
    ZBW NATS Escape via SYR
    • These routes avoid N90 East Gates to join ZBW North Atlantic Tracks (NATS).
    • Aircraft filed via WHALE or south should file appropriate route to SYR, then direct ALLEX, direct oceanic entry point (OEP).
    • IAD/BWI departures expect FL210 until STENT and FL230 until SYR.
    • These routes can be used for overflight traffic as well.
    • N90 should monitor GAYEL and PHL should monitor PTW departures to avoid saturation of these routes by non-European traffic (e.g., destined MSP).
    Escapes through ZBW
    ZOB to N90 through ZBW [Show]

    ZBW NATS Escape via HNK [Show]

    ZBW NATS Escape via SYR [Show]

    AZEZU
    • Used when ZDC is impacted.
    • Available for over 20 destinations.
    • Flights may file this route or the tower or delegated position will solicit ability to accept the route to the flight crew prior to asking the ZNY PIT to amend or accept the flight plan.
    VACAPES
    • Used when VACAPES (Giant Killer) releases the offshore warning areas to FAA.
    • Reduces inland volume in ZDC and ZJX.
    NASA LAUNCH AREA 1
    • Used when the Atlantic Routes (AR) are impacted.
    ATLANTIC
    • Used when VACAPES (Giant Killer) releases the offshore warning areas to FAA.
    • Reduces inland volume in ZDC and ZJX.
    Offshore Routes
    AZEZU [Show]

    VACAPES Northbound to the Northeast [Show]

    VACAPES Southbound from the Northeast [Show]

    Cape Canaveral Launch Area [Show]

    Atlantic Northbound to the Northeast [Show]

    Atlantic Southbound from the Northeast [Show]

    HARP
    • In anticipation of high Snowbird volume days, vATCSCC may request military agencies to arrange for the release of military airspace. These routes are coordinated each year prior to Snowbird season and form the Holiday Airspace Release Program Routes (HARP).
    • These are not published Playbook routes.
    HARP Routes
    ZSU Caribbean HARP North [Show]

    ZMA Caribbean HARP North [Show]

    Dominican Republic Caribbean HARP North [Show]

    Caribbean HARP South [Show]

    South to Canada via ZDC [Show]

    South to Philadelphia and Satellites [Show]

    South to New York Satellites [Show]

    South to Westchester [Show]

    Upstate New York and Canada via J61 and Q103 [Show]

    Atlanta to ZBW [Show]

    South to Washington Metro [Show]

    South to Buffalo, Rochester, Toronto [Show]

    Airway Closures
    • Often times, an airway or part of an airway is unusable due to traffic, weather, equipment, etc. Numerous plays combat this problem:
      • NO_J42 (3)
      • NO_J48 (3)
      • NO_J6 (3)
      • NO_J75 (2)
      • NO_J79_BOS_EAST (1)
      • NO_J80 (1)
      • NO_Q22 (3)
    International
    • Far East
      • Used when impacts in ZNY affect normal routings to East and Southeast Asia.
      • Traffic is routed via NEWEL, DEEZZ, COATE, NEION, GAYEL, GREKI, MERIT, and BETTE to avoid constraints in ZNY.
    • NY-PHL NATS Escape
      • Used when GREKI/MERIT or BETTE/HAPIE are impacted.
      • These routes should be coordinated and published as far in advance as possible due to customer fuel concerns.
      • Flights are routed via GAYEL, DIXIE, and SHIPP to their Inland Navigation Fix (INF) transition, determined by ZBW.
    Northeast to Florida
    • A wide range of impacts can affect routes from the Northeast to Florida. By utilizing alternate airway structure, different impacts can be avoided.
    • Available routes are the following (number in parentheses is the number of versions; e.g., NE_TO_FL_VIA_J121_1 & NE_TO_FL_VIA_J121_2):
    • NE_TO_FL_VIA
      • J121 (2)
      • J48 (3)
      • J6 (1)
      • J64 (3)
      • J75 (2)
      • Q480 (3)
      • NE_TO_ATL_CLT
      • SNOWBIRD_5
    Florida to Northeast
    • There are also a number of plays that cover routes from Florida to the Northeast.
    • Each variant is used for a certain constraint (e.g., western ZDC impacted, ARs impacted):
      • FLORIDA_TO_NE_1
      • FLORIDA_TO_NE_2
      • FLORIDA_TO_NE_3
      • FLORIDA_TO_NE_4
      • FLORIDA_TO_NE_5
      • FLORIDA_TO_NORTHEAST_ESCAPE
      • SNOWBIRD 7
    Coded Departure Routes

    CDR is a route capability that is designed to minimize readback error and reduce frequency congestion. Instead of (re-)clearing an aircraft to its destination via an entire revised route, CDR allows controllers to clear aircraft via a code that corresponds to the route. Route codes are named in the following format:

    DEPARR%%

    where DEP is the departure field, ARR is the arrival field, and %% is a two-character code consisting of letters and/or numbers. Sometimes the %% is intuitively named (e.g., JFKDFW36 route utilizing Q436), and other times it is random.

    PHRASEOLOGY
    AAL35, re-cleared to Los Angeles Airport via DEEZZ# departure, radar vectors to join J-F-K L-A-X 6-4. Climb via SID, rest of clearance unchanged.

    The vATCSCC or the vATCSCC through the ZNY DC, ZNY DD, or N90 TMDC will authorize the use of CDRs in support of SWAP through an advisory.

    • Flight crews are encouraged to utilize CDR to route around known or forecasted constraints. This will help the ZNY PIT with reducing the number of reroutes to issue.
      • Flights bound to ATL, CLT , MDW, ORD, and DTW should file normal routes. ZNY PIT or vATCSCC will provide alternate routes as needed.
    The CDR database is available from the FAA.
    Deicing
    • During winter weather operations aircraft may request taxi to a deicing pad. Ground Control may taxi aircraft to a designated or requested deicing pad prior to takeoff.
    • Aircraft are still responsible for complying with assigned EDCTs and will not be exempted from compliance with these times. However, once an aircraft has been deiced, it must be released unless a ground stop applicable to that aircraft is in effect.
    • The ZNY AC or N90 TMAC must balance the airport flow to accommodate demand by adjusting the AAR to reflect the departure rate.
    • These rates should reflect the number of operations expected to occur during deicing operations and minimize the amount of time aircraft spend on the ground after being deiced. They must also allocate the available departure slot capacity, when departure rates are reduced because of deicing, consistent with available resources.
    • The ZNY DC or N90 TMDC should consider the following unprioritized list of options when developing departure allocation procedures:
      • OPTION A: First come, first served. When departure demand exceeds capacity, the facility will minimize departure delays at the runway queue by using gate hold or an equivalent procedure.
      • OPTION B: The ZNY DC or N90 TMDC will determine the departure allocation based upon the departure rate and the expected demand during a specified period.
      • OPTION C: At airline run events the ZNY STMC or N90 STMC will determine the departure rate and inform the airline, who will allocate their departure slots accordingly.
    Facility Deicing
    Primary Deicing Pads

    Aircraft departing from T1, T2, T4, and T8 usually deice on the terminal ramp at temporary deicing facilities. JetBlue deices near T4 between taxiway Golf (G) and taxiway Foxtrot (F) on the ramp area west of taxiway Alpha (A).

    Secondary Deicing Pads By Hangar 19 on taxiway Quebec (Q) by taxiway Quebec-One (Q1). On taxiway Papa (P) west of taxiway November (N).

    Air carriers at LaGuardia normally deice on the ramp, but secondary deicing pads exist on the Transient Parking area located to the south of taxiway Echo (E) and taxiway Delta-Delta (DD) (Echo Pad) and on taxiway Delta (D) and taxiway Foxtrot (F) west of taxiway Bravo-Bravo (BB) (Delta/Foxtrot Pad).
    An additional deicing area exists south of taxiway A between Terminal C and Concourse A of the CTB.

    All aircraft deice at the Ball Park located to the south of taxiway Yankee (Y).

    Additional deicing takes place as needed at

    • Amelia, north of taxiway Alpha (A) between taxiway Romeo-Alpha (RA) and taxiway Romeo-Bravo (RB)
      • This area is only usable for Boeing 737 aircraft and Airbus A319/A320 aircraft.
    • Runway 4 run up pad northwest of the intersection of taxiway Victor (V) and taxiway Delta (D)
    • On taxiway Sierra (S) between taxiway Kilo (K) and taxiway Yankee (Y).

    All aircraft deice at the designated deicing apron located to the west of taxiway Zulu (Z). Some small aircraft may be able to deice on the East Pad, south of taxiway Juliet (J), west of taxiway Foxtrot (F), and north of taxiway Kilo (K).

    Airport Rates


    JFK

    Land Depart AAR ADR Notes
    ILS 4R/4L 4L VFR: 42-46
    IFR/MVFR: 40-42     		VFR: 24-26
    IFR/MVFR: 24-26     		Favors Arrivals
    1.5 mile stagger
    4L deps and 4R missed approach fly 100 degree heading
    ILS 4R/4L 4L & 31L@KE VFR: 34-36
    IFR/MVFR:32-34     		VFR:36-52
    IFR/MVFR:32-40     		Favors Departures
    31L used for DIXIE/WHITE/RBV departures
    31L deps not used when LGA 13 deps use Coney climb
    4L deps and 4R missed approach fly 100 degree heading
    ILS 4R 4L VFR: 34-36
    IFR/MVFR:36-38     		VFR: 32-34
    IFR/MVFR:32-34     		Favors Departures
    4L deps and 4R missed approach fly 100 degree heading
    RNAV 13L/22L 13R VFR: 54-60 VFR: 30-32 Favors Arrivals
    Best Airport Configuration
    13R departure roll prior to 22L arrival -3 mile final
    13R departure roll after 22L arrival -1 mile final
    VOR 13R & ILS 4R 13L VFR: 54-60 VFR: 30-32 Favors Arrivals
    Best Airport Configuration
    13L departure rate dependent on 4R arrivals
    RNAV 13L 13R MVFR/VFR: 36-38 MVFR/VFR: 44-48 Favors Departures
    ILS 13L 13R IFR: 26-28 IFR: 32-34 Favors Departures
    ILS 22L/R 22R VFR: 42-48
    IFR/MVFR: 40-44     		VFR: 28-32
    IFR/MVFR: 28-32     		Favors Arrivals
    1.5 mile stagger
    22R departure rate dependent on 22R arrival volume
    Belmont airspace delegated to JFK ILS restricts LGA ops
    ILS 22L/R 22R & 31L@KE VFR: 42-48
    IFR/MVFR: 40-44     		VFR: 44-50
    IFR/MVFR: 44-50     		Favors Departures
    1.5 mile stagger
    22R departure rate dependent on 22R arrival volume
    Belmont airspace delegated to JFK ILS restricts LGA ops
    ILS 22L/R 31L@KE VFR: 42-48
    IFR/MVFR: 40-44     		VFR: 38-42
    IFR/MVFR: 38-42     		Favors Departures
    1.5 mile stagger
    Belmont airspace delegated to JFK ILS restricts LGA ops
    RNAV 22L 22R & 31L@KE VFR: 34-48
    IFR/MVFR: 32-34     		VFR: 54-60
    IFR/MVFR: 54-60     		Favors Departures
    Best Departure Configuration
    ILS 31R & VA 31L 31L VFR: 56-60 VFR: 22-24 Favors Arrivals
    31L departure rate dependent on 31L arrival volume
    ILS 31R & ILS 31L Simo 31L IFR/MVFR: 56-60 IFR/MVFR: 20-22 Favors Arrivals
    31L departure rate dependent on 31L arrival volume
    Simo requires monitors
    ILS 31R & ILS 31L Staggered 31L IFR/MVFR: 44-52 IFR/MVFR: 20-22 Favors Arrivals
    31L departure rate dependent on 31L arrival volume
    2 mile stagger
    ILS 31R 31L All: 33-35 All: 38-42 Favors Departures
    All conditions; VFR, MVFR, IFR
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