HPN SOP: Difference between revisions

From New York ARTCC
VisualWikitext
(Initial commit)
 
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| '''W''' (6,550')
| '''W''' (6,550')
|-
|-
|'''Y''' <small>at B</small> (6,500')
|'''Y''' (6,500')
|'''R''' (5,400')
|'''R''' (5,400')
|'''13''' (4,850')
|'''13''' (4,850')
|'''V''' (6,050')
|'''V''' (6,050')
|-
|-
| '''Y''' <small>at AA</small> (6,050')
| '''Y''' (6,050')
| '''S''' (4,750')
| '''S''' (4,750')
| '''P''' (4,400')
| '''P''' (4,400')
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|
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|}
==== Terminals ====
# LaGuardia has three main terminals:
## Terminal A (also known as the Marine Air Terminal, or MAT) is located on the west side of Runway 4, and is used by Spirit Airlines.
## Terminal B is the main terminal, which is used by all airlines except Spirit and Delta.
## Terminal C is located on the far east side of the airport and is used by Delta Air Lines.
==== Aircraft Movement ====
Taxiways A and B are generally utilized in opposite directions, which shall be determined by taking into consideration the airport configuration, and where landing aircraft are expected to exit the runway.  Ground and Local shall coordinate how landing aircraft will taxi away from the runway before handoff to Ground, in order to keep the turnoffs clear.
===== Preferred Taxi Routes =====
The following preferred taxi routes are to be used as a guide. It is important to weigh all options in a given situation, and issue instructions accordingly.
{| class="table table-sop
!colspan=2|Configuration
!colspan=2|To/From East Side
!colspan=2|To/From West Side
|-
!Depart!!Land!!Inbound Route!!Outbound Route!!Inbound Route!!Outbound Route
|-
|rowspan=3|4||4||rowspan=2|B||rowspan=2|A, E, B||If aircraft roll through Runway 13 intersection:</br>R, B, cross at E, D, or CY||rowspan=3|AA
|-
|13||B, P
|-
|31||B, E, A||B||A, G
|-
|rowspan=3|13||4||B||rowspan=2|A, E||If aircraft roll through Runway 13 intersection:</br>R, B, cross at E, D, or CY||rowspan=3|AA or BB, to sequence with aircraft from east side
|-
|13||A ||A, E, cross Runway 4 at F, E, D, or CY
|-
|22||B, E, A||B, P||AA (Local Control may coordinate to taxi aircraft to the MAT)
|-
|rowspan=3|31||4||A||B||If aircraft roll through Runway 13 intersection:</br>R, B, cross at E, D, or CY||E, B
|-
|22||B, E, A||B||AA (Local Control may coordinate to taxi aircraft to the MAT)||P, B
|-
|31||B, E, A||A or B||B, E||E, A
|}
|}


Line 190: Line 155:
|-|Procedures=
|-|Procedures=
==== Releases ====
==== Releases ====
Releases from LaGuardia are automatic unless N90 requests individual releases.
Releases from Westchester are automatic unless N90 requests individual releases.
==== Separation ====
==== Separation ====
The standard departure separation technique to be used is anticipated radar separation.  
The standard departure separation technique to be used is anticipated radar separation.  
==== Radar ====
==== Radar and Airspace ====
LaGuardia ATCT is Limited Radar Approach Control certified.
Westchester ATCT owns below 3,000' within a 4 mile radius of the airport.  The tower also owns below 3,000' up to 6 miles from the airport along the runway 16/35 extended centerline, which laterally extends 1.5 miles on each side.
# VFR aircraft with flight following and all IFR aircraft will be radar identified by N90.
 
# VFR aircraft without flight following will be radar identified by the LGA ATCT Class Bravo Airspace (CBA) controller, or the Local controller if CBA is not staffed.
Westchester ATCT is Limited Radar Approach Control certified.
# Local Control shall switch communications on departing aircraft to the TRACON departure controller or the LGA CBA controller, as appropriate, after departure. It is imperative that Local Control observe departing traffic turning towards the assigned climb, heading, or visual reporting point before handing off.
#This tower shall NOT radar identify departing IFR aircraft and shall instruct a departing aircraft to contact Departure Control once they appear to be clear of any traffic. It is imperative that Local Control observe departing traffic turning towards the assigned climb, heading, or visual reporting point before handing off.
#Tower MAY radar identify VFR aircraft if necessary for identification and separation/sequencing in the Class D.


==== Aircraft Exiting the Runway ====
==== Aircraft Exiting the Runway ====
Line 203: Line 169:


==== Intersecting runway operations ====
==== Intersecting runway operations ====
Arrivals to intersecting runways are never permitted at LaGuardia.
Due to the close proximity of the runway 29 displaced threshold and the edge of runway 16/34 it is necessary to increase separation standards for runway 29 arrivals when runway 16/34 is being used simultaneously. Therefore, for the purpose of separation, Local Control shall ensure that an aircraft arriving runway 29 does not cross the “original” threshold of runway 29 until:
#The aircraft landing runway 16/34 has passed the intersection of runway 29 or has completed landing roll and will hold short of the runway 29 intersection, or
#The aircraft departing runway 16/34 has passed the intersection of runway 29 or is airborne and turning to avoid conflict.
 
For all other situations, apply FAA Order 7110.65 handbook standards and use the runway 29 displaced threshold as the separation point.
 
==== Land and Hold Short (LAHSO) ====
LAHSO may only be utilized on the following runway configurations:
#Land runway 16 to hold short of runway 11/29. ALD is 4,000 feet and aircraft groups 1,2,3, and 4 are authorized.
#Land runway 11 to hold short runway 16/34. ALD is 2,500 feet and only group 1 aircraft are authorized.
 
LAHSO may only be conducted under daylight VFR conditions (ceiling 100' and visibility 3 miles) and the Available Landing Distance (ALD) of the LAHSO runway must be dry. Dry is defined as no visible moisture.
 
==== VFR Pattern Work ====
Aircraft conducting pattern work on runway 11/29 shall be instructed to make their downwind over the numbers of runway 16 or 34 as appropriate for the current configuration, to separate pattern work aircraft from IFR arrivals.
 
{{Phraseology|syntax=MAKE YOUR DOWNWIND OVER THE RUNWAY (runway) NUMBERS.
|example=MAKE LEFT CLOSED TRAFFIC, MAKE YOUR DOWNWIND OVER THE RUNWAY 34 NUMBERS, RUNWAY 29, CLEARED FOR TAKEOFF.}}


==== Land And Hold Short Operations (LAHSO) ====
LAHSO is not authorized at LaGuardia.
|-|Runway Selection=
|-|Runway Selection=
<ol>
The calm wind configuration is landing and departing runways 34 and 29. When the wind is in excess of 4 knots, select the runway configuration most operationally advantageous and aligned with the wind.
<li>If any primary runway selection should be in conflict with JFK, then make the necessary adjustment if JFK is unable to adjust due to wind and/or weather.</li>
 
<li>Avoid departing runway 22 to the maximum extent practical.</li>
IFR traffic must use runway 16/34 only.
<li>If JFK is landing ILS runway 13L, then LGA must land ILS runway 13.</li>
 
</ol>
{| class="table table-sop
!rowspan=2|Wind Speed
!rowspan=2|Direction
!colspan=3|Configuration
|-
!Depart!!Land VMC!!Land IMC
|-
|0-4||Any||13||colspan=2|ILS 22
|-
|rowspan=6|5-14||rowspan=2|315-044||4||RNAV X 31||RNAV Z 31</br>&gt;=600/1.75SM
|-
|31||N/A||ILS 4</br>&gt;=300/1SM
|-
|rowspan=2|045-134||13||colspan=2|ILS 4</br>&gt;=300/1SM
|-
|4||N/A||ILS 13</br>&lt; 300/1SM
|-
|135-259||13||colspan=2|ILS 22
|-
|260-314||31||colspan=2|ILS 22
|-
|rowspan=6|15-27||rowspan=2|315-044||4||RNAV X 31||RNAV Z 31</br>&gt;=600/1.75SM
|-
|31||N/A||ILS 4</br>&gt;=300/1SM||
|-
|rowspan=2|045-134||13||colspan=2|ILS 4</br>&gt;=300/1SM
|-
|4||N/A||ILS 13</br>&lt; 300/1SM
|-
|135-224||13||colspan=2|ILS 22
|-
|225-314||31||colspan=2|ILS 22
|-
|rowspan=4|28+||360-089||4||colspan=2|ILS 4</br>&gt;=300/1SM
|-
|090-179||13||RNAV Y 13||ILS 13</br>&lt; 300/1SM
|-
|180-269||22||colspan=2|ILS 22
|-
|270-359||31||colspan=2|RNAV Z 31</br>&gt;=600/1.75SM
|-
|colspan=5|'''RVR less than 2,400' but at or above 1,200' (CAT II)'''
|-
|0-4||Any||rowspan=2|13||rowspan=3|ILS 22
|-
|rowspan=2|5+||045-224
|-
|225-044||31
|-
|colspan=5|'''RVR less than 1,200' (CAT III)'''
|-
|colspan=5|LaGuardia Airport Closed
|}
|-|Departure Heading (IFR)=
|-|Departure Heading (IFR)=
<ol>
 
<li>If the aircraft received a heading, climb, or RNAV SID in their clearance, the Tower does not have to repeat it when clearing them for takeoff. The Tower may repeat it if they feel it is necessary due to the pilot's competency or time since the clearance. If the heading the aircraft should fly has changed, the Tower shall notify the aircraft prior to departure and/or give the new heading in the takeoff clearance.
IFR departures will fly the assigned SID. No additional phraseology is necessary to ensure this.
<ol><li>All headings, climbs, and RNAV SIDS given on departure that are not meant to emulate a SID can be found in the IFR Departures under the Clearance Delivery section</li></ol></li>
{{Phraseology|CLEARED FOR TAKEOFF.}}
<li>If the aircraft was unable to fly any SID and therefore was cleared via radar vectors to their exit gate, use the table below for the heading to give on departure and any applicable instructions after departure.</li>
 
</ol>
IFR departures not assigned or unable to fly the assigned SID must be released on a heading provided by NY TRACON.
{| class="table table-sop table-sop-compact
 
!SID/LGA#Climb
!Heading(s) to emulate
|-
|BRONX||360
|-
|PELHAM||040
|-
|SOUND||055
|-
|FLUSHING||Runway heading</br>At ~2 DME: 050
|-
|CONEY||180</br>At ~4 DME: 220 (Towards CRI VOR)
|-
|WHITESTONE||180</br>At ~2 DME: 040
|-
|MASPETH||180</br>At ~4 DME: 340
|-
|LGA# on 22||rowspan=2|070
|-
|JUTES#
|-
|HOPEA||190</br>Coordinate with Departure
|}
|-|Missed Approach=
|-|Missed Approach=
<div class="ny-pull-right" style="width: 50%">
{| class="table table-sop table-sop-compact"
{| class="table table-sop table-sop-compact
! width="20%" | Runway
!colspan=2|LGA Configuration
! width="20%" | Heading
!rowspan=2|Heading
! Altitude
!rowspan=2|Altitude
!rowspan=2|Handoff Procedure
|-
!Land
!Depart
|-
|rowspan=3|'''4'''||4||HDG 340||2,000'</br>(or coordinate 3,000')||DEPARTURE</br><i>Stop LGA departures</i>
|-
|13||RWY HDG||2,000'</br>(or coordinate 3,000')||HAARP
|-
|31||RWY HDG||2,000'</br>(or coordinate 3,000')||HAARP
|-
|rowspan=2|'''13'''||4||RWY HDG||2,000'</br>(or coordinate 3,000')||DEPARTURE</br><i>Stop LGA departures</i>
|-
|13||HDG 080||2,000'</br>(or coordinate 3,000')||DEPARTURE</br><i>Stop LGA departures</i>
|-
|-
|rowspan=3|'''22'''||13||RWY HDG||2,000'</br>(or coordinate 3,000')||EMPYR</br><i>Stop LGA departures when Maspeth or GLDMN in use</i>
|11
|090
|2200'
|-
|-
|22||RWY HDG||2,000'</br>(or coordinate 3,000')||EMPYR</br><i>Stop LGA departures</i>
|16
|090
|2200'
|-
|-
|31||RWY HDG||2,000'</br>(or coordinate 3,000')||EMPYR</br><i>Stop LGA departures</i>
|29
|340
|2000'
|-
|-
|rowspan=2|31||4||HDG 340||3,000'||DEPARTURE</br><i>Stop LGA departures</i>
|34
|340
|2000'
|-
|-
|31||HDG 040||3,000'||FINAL</br><i>Stop LGA departures</i>
|}
|}
</div>
#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 below unless the controller determines that it would be advantageous to delay or initiate a turn early.
#Separation must be based on altitude initially during all missed approaches or go-arounds. Prior to issuing a climb to 3,000’, interval altitudes such as 2,000’ may be utilized to prevent converging targets from losing separation.
#In order to prevent increased workload on the TRACON, consider issuing missed approaches or go-arounds speed restrictions in accordance with FAA Order JO 7110.65.
#Coordinate with TRACON as soon as possible and hand off when Local Control traffic is not a factor.
#Sound judgment must be exercised when dealing with go-arounds or missed approaches. Deviate as necessary from the following headings and altitudes if using them would compromise safety.
#The following table indicates the heading and altitude that need to be assigned to a missed approach or go-around prior to release to TRACON frequency.
|-|VFR Procedures=
==== Departures ====
<ol>
<li>All departures whose destination is EWR, JFK, TEB, HPN (“New York Metros”) should remain on the ground until an Approval Request (APREQ) is sent to and approved by the destination Tower – indicating that they are able to accept the aircraft into their airspace.</li>
<li>Aircraft departing LGA that will join the Skyline Route should be given a vector towards the river (within Tower's airspace) as well as an altitude (since we did not give them an altitude to expect in their clearance).
<ol><li>In lieu of a heading, controllers may opt to issue an instruction to join the Skyline route to expedite the departure out of the airspace (traffic permitting)</li></ol>
{{Phraseology|syntax=FLY HEADING (heading), MAINTAIN (Altitude between 1300-2000...)}}
{{Phraseology|syntax=PROCEED DIRECT (landmark), JOIN THE SKYLINE ROUTE (direction)-BOUND. MAINTAIN (Altitude between 1300-2000...)|example=
Proceed direct G-W-B, join the Skyline route southbound, maintain 2,000.}}
</li>
<li>VFR departures should be handed off to the appropriate departure controller as soon as they begin turning on course, traffic permitting.
<ol><li>Aircraft departing the LGA ATCT airspace vertically should be handed off to the N90 controller handling IFR departures out of LGA.</li>
<li>Aircraft departing the LGA ATCT airspace laterally should be handed off to, and radar identified by, the LGA CBA controller (1Q) if that position is staffed, or remain on the Local Control frequency.{{Phraseology|syntax=CONTACT LAGUARDIA TOWER, 126.05.}}</ol>
</li></ol>
==== Over-flights ====
<ol>
<li>Always aim to have aircraft cross the active runway’s numbers at 1,000’, 1,500’, or 2,000’. If the flight then takes the aircraft towards another active runway, then have the aircraft cross those active numbers before proceeding on course.</li>
<li>Never allow the aircraft to fly inbound or outbound along the extended arrival runway centerline or the extended departure runway centerline.</li>
</ol>
==== Pattern Work ====
<div class="ny-pull-right" style="width: 35%">
{| class="table table-sop table-sop-compact
!Runway
!Direction
|-
|4||Right
|-
|13||Left
|-
|22||NA
|-
|31||Right
|}
</div>
#Use the following as a guide for pilots wanting to perform pattern work at LGA. Although some runways are denoted as "NA" or not authorized, that does not limit VFR arrivals or departures from utilizing said runway so long as they are not conducting pattern work.
#Helicopters should be 500', props at 1,000’ and jets at 1,500’. Adjust these altitudes when necessary to avoid over-flights or normal IFR traffic flow.
==== New York Special Flight Rules Area ====
<ol>
#Floor of New York Class B airspace above the Hudson and East Rivers is 1,300’
#Aircraft transiting the entire length of the Hudson River Class B Exclusion Zone (transient operations) will operate between 1,000’-1,300’
#Aircraft within the Hudson River Exclusion Zone that are conducting sightseeing, electronic news gathering, law enforcement, landing, etc. (local operations) will operate below 1,000’
#Expect aircraft to fly along the west shoreline of the Hudson River when southbound, and along the east shoreline of the Hudson River when northbound (i.e. staying to the right)
</ol>
==== Skyline Route ====
The Skyline Route is a VFR Transition Route that lies above the Hudson River between the Verrazano Bridge and the Alpine Tower. Operations in the Skyline Route requires a Class Bravo clearance from ATC. Aircraft requesting this route should be handled as follows:
#Northbound Aircraft: Will contact EWR ATCT prior to the Verrazano Bridge, should be cleared into the CBA between 1,300’-2,000’, and will fly along the east bank of the Hudson River until the Alpine Tower.
#Southbound Aircraft: Will contact LGA ATCT prior to the Alpine Tower, should be cleared into the CBA between 1,300’-2000’, and will fly along the west bank of the Hudson River until the Verrazano Bridge.
|-|Airspace Delegation=
====Airspace====
<div class="ny-pull-right" style="width: 35%">
[[Image:Airspace-LGA-TWR.png|500px|right]]
[[Image:Airspace-LGA-TWR-BRAVO.png|500px|right]]
</div>
# Class [[VFR_Operations#Airspace_Classification|Bravo]]
#The diagram on the right describes airspace owned by LaGuardia Tower:
##LaGuardia Tower owns 2,000' and below in Area 1 at all times.
##LaGuardia Tower owns 2,000’ and below in Area 2 except when JFK is landing ILS 22L/R, in which case that airspace is delegated to Kennedy Tower and JFK area of N90 TRACON.
##LaGuardia Tower owns 2,000' and below in Area 3 except when JFK is landing ILS 13L, in which case that airspace is delegated to Kennedy Tower and JFK area of N90 TRACON.
##LaGuardia Tower owns 2,000' and below in Area 4 except when JFK is landing ILS 13L, in which case LaGuardia Tower only owns 1,000' and below and can only use it for VFR traffic in the Class B airspace; the airspace between 1,001' and 2,000' is delegated to JFK area of N90 TRACON.
##Exceptions
###Parts of the airspace described above are uncontrolled airspace; these include the East River, Throgs Neck and Flushing areas.
###The Hudson River area is considered uncontrolled airspace below 1,300'. Between 1,300' and 2,000' it is part of the Special Flight Rules Area (SFRA). SFRA operations are described in VFR Procedures.
=====Class Bravo Jurisdiction=====
#Local Control (1I) controls all local traffic who are landing or departing LaGuardia Airport, as well as CBA's traffic when CBA is not staffed
#Local Control shall transfer all VFR departures not on a SVD to CBA once clear of local traffic.
# Class Bravo Airspace (1Q), also known as CBA, controls all other traffic
##CBA shall transfer all fixed wing aircraft landing at LaGuardia Airport to Local, at least 5 nm from the airport
##CBA shall transfer all helicopters landing at LaGuardia Airport to Local, at least 3 nm from the airport. Helicopters landing at LaGuardia arriving over Manhattan shall be transferred before Bowery Bay
##CBA shall retain control of all other aircraft within 1 nm of LGA airport's Final Approach Course, and departure centerline, but must coordinate these aircraft with Local until:
###IFR Cancellation (outside of Bravo Airspace); or
###Leaving the Bravo Airspace; or
###Landing assured
</tabber>
</tabber>

Revision as of 22:32, 22 June 2025

New York ARTCC
Standard Operating Procedure — Westchester ATCT

Rev. 3 — Revised: 2025-06-22

Area at a glance

KHPN Westchester County D
Purpose
This document prescribes the procedures to be utilized for providing air traffic control services at the Westchester County 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 HPN_DEL Westchester Clearance Delivery 127.250
Ground Control HPN_GND Westchester Ground 121.825
Local Control HPN_TWR Westchester Tower 118.575 1W
ATIS KHPN_ATIS 133.800

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 Radial
North SAX
COATE SAX 311 / HUO 207
NEION LGA 322
HAAYS HUO 145
GAYEL DPK 320
East GREKI CMK 057
MERIT LGA 055
BAAYS BDR 054
CMK
BDR
South DIXIE JFK 221
WHITE JFK 221
SHIPP JFK 139
WAVEY JFK 136
West SBJ
BIGGY SBJ 237
LANNA PTW 059 / SBJ 274
PARKE BWZ 250
ELIOT SAX 252
NEWEL SAX 264
ZIMMZ SAX 250
Position Frequency
NYACK 120.550
NOBBI 126.400
HAARP 120.800
New York Center (Sector 56) 125.325
LGA Departure 120.400

The table on the right lists the common frequencies used as departure frequency by HPN 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 HPN, advise the pilot that Departure is offline.
Airway Join
L454/L455/L457/L459 WAVEY OWENZ ..
J6 PARKE J6
J37 GREKI ALB J37
J42 MERIT HFD J42
J48 LANNA J48
J60 NEWEL J60
J63 HAAYS HUO Q812
J64 NEWEL J60 DANNR RAV J64
J70 SAX LVZ J70
J79 East: BDR HOFFI J79
South: WHITE Q409 VILLS J79
J95 GAYEL J95
J106 SAX LVZ J106
J146 PARKE FJC J146
J174 WAVEY EMJAY J174
J222 GREKI J222
J223 NEION J223
J225 BDR RAALF J225
J584 SAX LVZ FQM J584
Q42 ZIMMZ Q42
Q75 North: GREKI Q75
South: BIGGY Q75
Q409 WHITE Q409
Q436 COATE Q436
Q480 ZIMMZ SPOTZ Q480
Filed Exit From KLGA
ARD BIGGY
BOUND WAVEY
CCC DPK
COL WHITE
ETX PARKE
FJC PARKE
GEDIC WAVEY GEDIC
HFD MERIT HFD
HOFFI BDR HOFFI
HTO BDR HOFFI HTO
HUO HAAYS
IGN GREKI
JOANI WHITE
LAURN WHITE
MARIO MERIT
NEWES MERIT
OWENZ WAVEY OWENZ
PACER MERIT
PNE BIGGY PNE
PUT MERIT
RAALF MERIT
RBV West: BIGGY
South: WHITE
STW SAX

The initial altitude for IFR departures is 3,000'. None of the SIDs at HPN have published altitude restrictions, so "maintain phraseology" must be used.

PHRASEOLOGY
MAINTAIN (altitude).

The HPN# Departure (pronounced Westchester #, such as Westchester Eight) is the standard departure procedure for HPN departures, and should be assigned to all aircraft.

The PROP# Departure is valid only for runway 16 departures, when requested by NY TRACON. It must not be issued otherwise.

HPN is located inside the Westchester County Class Delta Airspace.

VFR aircraft are NOT required to obtain a clearance before departing, but may request flight following.

Issue the following instructions to aircraft requesting flight following on the ground:

  1. Advisory to remain outside New York Class Bravo Airspace.
  2. Initial altitude "at or below 2,500".
  3. Departure control frequency in use.
  4. Squawk code.
PHRASEOLOGY
REMAIN OUTESIDE BRAVO AIRSPACE.

EXAMPLE
"N825BT, remain outside Bravo Airspace. Maintain VFR at or below two thousand five hundred. Departure frequency 120.55, squawk 0205."

Ground Control

Departure Sequencing

Aircraft should be sequenced to depart in the following order:

  1. By alternating gate.
  2. If not the above, then by alternating exit fix.
  3. If not the above, then by aircraft performance, fastest to slowest.

Intersection Departures and Usable Runway Lengths

The location of taxiway "Hotel" at the intersection of runways 11/29 and 16/34 has led to confusion for pilots requesting an intersection departure. As a safety measure, intersection departures on any runway from "Hotel" may not be approved.

Below is a list of usable runway lengths from intersections which may be used for intersection departures. Issue the measured distance from the intersection to the runway end to any pilot who requests and to all military aircraft. Intersection distances need not be issued to non-military pilots who do not request them.

PHRASEOLOGY
RUNWAY (number) AT (taxiway designator) INTERSECTION DEPARTURE (remaining length) FEET AVAILABLE.

FAA Order JO 7110.65 § 3-7-1(d)

4 13 22 31
YY (6,500') 22 (5,700') U (5,600') W (6,550')
Y (6,500') R (5,400') 13 (4,850') V (6,050')
Y (6,050') S (4,750') P (4,400') M (4,800')
CY (5,400') J (3,000') G (4,200') L (3,800')
D (4,250') Q (3,700')
E (3,700') E/F (3,200')
G (2,800') D (2,600')
P (2,600')

Local Control

Releases

Releases from Westchester are automatic unless N90 requests individual releases.

Separation

The standard departure separation technique to be used is anticipated radar separation.

Radar and Airspace

Westchester ATCT owns below 3,000' within a 4 mile radius of the airport. The tower also owns below 3,000' up to 6 miles from the airport along the runway 16/35 extended centerline, which laterally extends 1.5 miles on each side.

Westchester ATCT is Limited Radar Approach Control certified.

  1. This tower shall NOT radar identify departing IFR aircraft and shall instruct a departing aircraft to contact Departure Control once they appear to be clear of any traffic. It is imperative that Local Control observe departing traffic turning towards the assigned climb, heading, or visual reporting point before handing off.
  2. Tower MAY radar identify VFR aircraft if necessary for identification and separation/sequencing in the Class D.

Aircraft Exiting the Runway

Arriving aircraft shall be issued a turn onto one of the taxiways parallel to the landing runway to ensure the aircraft continues its taxi away from the runway exit. Handoff to Ground Control after the aircraft starts taxiing away from the active runway. Local Control will coordinate with Ground Control, as needed, to determine the traffic flow on the taxiways.

Intersecting runway operations

Due to the close proximity of the runway 29 displaced threshold and the edge of runway 16/34 it is necessary to increase separation standards for runway 29 arrivals when runway 16/34 is being used simultaneously. Therefore, for the purpose of separation, Local Control shall ensure that an aircraft arriving runway 29 does not cross the “original” threshold of runway 29 until:

  1. The aircraft landing runway 16/34 has passed the intersection of runway 29 or has completed landing roll and will hold short of the runway 29 intersection, or
  2. The aircraft departing runway 16/34 has passed the intersection of runway 29 or is airborne and turning to avoid conflict.

For all other situations, apply FAA Order 7110.65 handbook standards and use the runway 29 displaced threshold as the separation point.

Land and Hold Short (LAHSO)

LAHSO may only be utilized on the following runway configurations:

  1. Land runway 16 to hold short of runway 11/29. ALD is 4,000 feet and aircraft groups 1,2,3, and 4 are authorized.
  2. Land runway 11 to hold short runway 16/34. ALD is 2,500 feet and only group 1 aircraft are authorized.

LAHSO may only be conducted under daylight VFR conditions (ceiling 100' and visibility 3 miles) and the Available Landing Distance (ALD) of the LAHSO runway must be dry. Dry is defined as no visible moisture.

VFR Pattern Work

Aircraft conducting pattern work on runway 11/29 shall be instructed to make their downwind over the numbers of runway 16 or 34 as appropriate for the current configuration, to separate pattern work aircraft from IFR arrivals.

PHRASEOLOGY
MAKE YOUR DOWNWIND OVER THE RUNWAY (runway) NUMBERS.

EXAMPLE
"MAKE LEFT CLOSED TRAFFIC, MAKE YOUR DOWNWIND OVER THE RUNWAY 34 NUMBERS, RUNWAY 29, CLEARED FOR TAKEOFF."

The calm wind configuration is landing and departing runways 34 and 29. When the wind is in excess of 4 knots, select the runway configuration most operationally advantageous and aligned with the wind. IFR traffic must use runway 16/34 only.

IFR departures will fly the assigned SID. No additional phraseology is necessary to ensure this.

PHRASEOLOGY
CLEARED FOR TAKEOFF.
IFR departures not assigned or unable to fly the assigned SID must be released on a heading provided by NY TRACON.

Runway Heading Altitude
11 090 2200'
16 090 2200'
29 340 2000'
34 340 2000'
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