CDW SOP

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Revision as of 21:31, 30 January 2025 by [email protected] (talk | contribs) (→‎Operational Positions: Changed to use extracts)
New York ARTCC
Standard Operating Procedure — CDW

Rev. 6 — Revised: 2025-01-30

Area at a glance

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


Operational Positions

Position Callsign Radio Name Frequency Identifier
Clearance Delivery CDW_DEL Caldwell Clearance Delivery 121.100
Ground Control CDW_GND Caldwell Ground 121.900
Local Control CDW_TWR Caldwell Tower 119.800 41
ATIS KCDW_ATIS 135.500

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

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

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

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

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

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

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

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

ATCT

Clearance Delivery

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


Notes
  1. While it is recommended that aircraft be rerouted to comply with turbojet and props only departure gates, it is not required.
  2. ZIMMZ is for use by RNAV equipped turbojet aircraft only.
  3. For aircraft using DIXIE or WHITE as their exit, change the route to read as ELVAE COL DIXIE or ELVAE COL WHITE, respectively. The scratchpad entry will still be selected based on the exit, using the table on the right.
  4. BREZY is only a valid exit if either followed by V39 CMK GREKI/MERIT/BAYYS/BDR or when the destination is within the LaGuardia sector of N90 (i.e. LGA, HPN or DXR).
Position Frequency Code
EWR_DEP 119.200 4N
EWR_G_APP 127.600 4U
EWR_N_APP 120.150 4A
EWR_APP 128.550 4P
NY_CTR 125.325 N56
Note that this table only serves as a guide. The actual departure frequency has to be determined based on coordination with the other online controllers. Controllers identifying as NY_APP provide service for more than one N90 TRACON and may or may not provide coverage for EWR TRACON airspace. Coordinate with the controller to determine coverage.
Airway Join
V3 BIGGY V3
V6 SBJ V6
V16 ELVAE COL DIXIE V16
V30 LANNA V30
V188 BAYYS SEALL V188
V252 HAAYS HUO V252
J6 PARKE J6
J48 LANNA J48
J60 NEWEL J60
J64 NEWEL J60 DANNR RAV J64
J95 GAYEL J95
J132 NEION J223 CORDS J132
J223 NEION J223
Q22 BAYYS Q22
Q42 ZIMMZ Q42
Q75 North: GREKI Q75
South: BIGGY Q75
Q409 ELVAE COL WHITE Q409
Q436 COATE Q436
Q480 North:GREKI BAF Q480
South:ZIMMZ Q42 SPOTZ Q480
Q812 GAYEL Q812
Q818 GAYEL Q818
Y481 ELVAE COL DIXIE Y481
Y482 ELVAE COL DIXIE Y482
Filed Exit Amendment
ARD BIGGY
BAYYS BREZY V39 CMK BAYYS
BDR BREZY V39 CMK BDR
BOS MERIT HFD PUT BOS
CFB GAYEL J95 CFB
CYN ELVAE COL WHITE T224 CYN
DIXIE ELVAE COL DIXIE
EMI LANNA J48 EMI
ENE BREZY V39 CMK GREKI JUDDS MRTIN ENE
ETX LANNA V30 ETX
GREKI BREZY V39 CMK GREKI
HFD BREZY V39 CMK MERIT HFD
HNK GAYEL Q812 HNK
HUO HAAYS HUO
JUDDS BREZY V39 CMK GREKI JUDDS
KINGG ELVAE COL DIXIE Y481 KINGG
LRP PARKE J6 LRP
MARTN BREZY V39 CMK GREKI JUDDS MARTN
MERIT BREZY V39 CMK MERIT
MXE BIGGY Q75 MXE
OWENZ ELVAE COL DIXIE Y481 OWENZ
PSB NEWEL J60 PSB
PTW LANNA J48 PTW
PUT BREZY V39 CMK MERIT HFD PUT
RAV NEWEL J60 DANNR RAV
SQUAD ELVAE COL DIXIE Y482 SQUAD
WHITE ELVAE COL WHITE

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

General
  • The initial altitude for IFR departures of all types is 2,000’ whereas higher may be expected in 10 minutes after departure.
  • There is no published departure procedure out of Caldwell. All aircraft must be cleared to their destination via a right or left turn (depending on the runway(s) in use) to heading 180 and then radar vectors to a valid CDW exit.
  • In the event that N90 overrides the departure heading in the aircraft's release, use the following phraseology should be used (omit initial altitude from new departure instructions if unchanged):
PHRASEOLOGY
New departure instructions: On departure, turn left/right heading XXX, maintain XXXX.
  • Revised departure instructions may be included in an aircraft's takeoff clearance, but to give pilots the opportunity to amend their departure briefing, controllers should attempt to communicate changes as soon as possible.
East Gate Departures
Due to the complex airspace configuration, all aircraft filing for GREKI, MERIT, BAYYS, CMK, or BDR should be re-routed via BREZY V39 CMK direct to the exit point then as filed. For aircraft without charts, just use BREZY direct CMK direct exit point.
VFR Departures
  • Caldwell is located inside Class Delta Airspace but it is in close proximity to New York Class Bravo Airspace.
  • All VFR traffic must establish two-way radio communications.
  • CDW ATCT shall not authorize or approve flight following requests and instead must instruct the aircraft to pass on their request to the appropriate N90 frequency leaving the CDW Class D airspace.
See the VFR Operations document for detailed explanation of applicable VFR procedures.

Ground

Departure Sequencing
Exit Gate Exits
North COATE, NEION, HAAYS, GAYEL, SAX
East GREKI, MERIT, BAYYS, BDR
West NEWEL, ELIOT, ZIMMZ, PARKE, LANNA, BIGGY, SBJ
South WHITE, DIXIE
  1. Aircraft should be sequenced to depart in the following order:
    1. By alternating gate group.
    2. If not the above, then by alternating exit.
    3. If not the above, then by aircraft type largest to smallest.
  2. Coordinate with Local Control at the beginning of a shift if departures will “monitor” or “contact.” Also ensure to coordinate how Local Control would like departure sequence forwarded.
  3. Before switching departing aircraft to Local Control frequency, ensure the aircraft is aware of his or her number for takeoff. This is important for engine start and warm up times.
Runway Ownership and Crossings
  • Closed runways shall be owned by Ground Control. The only time runways will ever be closed is during events, and closures must be authorized by the TMU. We do not simulate runway closures on VATSIM during standard day-to-day operations.
  • Transfer of runway ownership, between Ground Control and Local Control, shall be accomplished verbally (or textually).
  • Ground Control is authorized to cross all active runways via coordination with Local Control.
Aircraft Movement
  • As the taxiway system is simple, there are no pre-defined routings.
  • When the above is not available, hold departures on the ramp until the inbound aircraft is clear of the outbound aircraft. You may use conditional taxi instructions to accomplish this.
  • Taxilane "H" is a portion of the ramp which has been delineated from the parking apron; it extends from Taxiway "D" to Taxiway "N". The ramp area is uncontrolled; a clearance need not be issued for use of Taxilane "H". However, aircraft operating on Taxilane "H" should be advised that it is uncontrolled and to use caution. Aircraft can be issued taxi instructions to enter and exit the ramp via Taxilane "H":
PHRASEOLOGY
N5255R, runway 28, taxi via H N.
Use of Intersection and Full Length Departures
  • 22@N is used for VFR departures remaining in the pattern or departing SE clockwise through SW
  • 28 is used for VFR departures departing any direction other than SE clockwise through SW
  • 22 full length is used for IFR departures (aircraft may sit between 28 and 22 on P without disrupting the flow while awaiting a release)
  • 4 full length is used for both VFR and IFR departures for all directions of flight when on a NE flow
  • 4@G may be used for VFR aircraft when aircraft are awaiting release at 4 (full length)
Intersection Departures and Usable Runway Lengths

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

PHRASEOLOGY
Runway two two at november, taxi via bravo, papa, november. Runway two two at november intersection departure, fower thousand feet takeoff distance available.
4 10 22 28
G (4300') B(north) (3300') 10/28 (4200') A (2700')
D (3000') B(south) (3250') N(west) (4000') P(north) (2550')
B (1650') 4/22 (1400') N(east) (3950') P(south) (2450')
P(south) (1250') B(west) (2950') 4/22 (2300')
P(north) (1100') B(east) (2850')

Tower

Tower Procedures

Releases
  • Releases from Caldwell is requested per aircraft unless N90 permits blanket releases.
  • In order to depart Caldwell under an IFR flight plan, TRACON must issue a release for departure. Departure restrictions such as release times and clearance void times are necessary to separate departures from other traffic in the airspace or to regulate the departure flow. Through land line communications, tower will obtain a release from TRACON for a specific flight after which tower can then issue any amended departure instructions and takeoff clearance.
  • Tower shall provide a “rolling call” to denote an aircraft's departure roll to Departure position, which may consist of call sign only, per FAA Order JO 7110.65 para 2-4-12. This can be waived by Departure controller.
Separation

The standard departure separation technique to be used is anticipated radar separation. Only use timed separation if the pilot requests it.

Radar

This tower uses a Radar ARTS Color Display (RACD) only and is not certified for any approach control services. By agreement with N90, this tower will not radar identify departing IFR aircraft and will instruct a departure to contact departure control once the aircraft appears to be clear of any traffic. CDW TWR may not radar identify aircraft. VFR aircraft wishing to transition CDW airspace must either receive flight following from N90 and be pointed out to CDW TWR, or will terminate flight following services and contact CDW TWR to transition without flight following.

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

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

PHRASEOLOGY
N172FW, IDENT observed..

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

A coast track may never be handed off to another controller since it is locally maintained and in no case should the term "radar contact" be used.
Runway Selection
  • There is no formal runway use program at CDW, but runway selection follows these criteria (in order)
    • Select the runway(s) most nearly aligned with the wind
    • When wind is calm, consider flows of adjacent airports
    • Avoid Runway 10/28 operations when not operationally advantageous and not requested by the pilot
  • Jets are restricted to using runway 4/22.
  • Regardless of the wind speed or direction, when the ceiling is less than 800' or the visibility is less than 2.25 SM and not landing runway 22, then you must switch to runway 22.
  • This visibility is calculated using category C aircraft which have a final approach speed of between 121 and 140 knots.
Use of Intersection and Full Length Departures
  • 22@N is used for VFR departures remaining in the pattern or departing SE through SW
  • 28 is used for VFR departures departing any direction other than SE through SW
  • 22 full length is used for IFR departures (aircraft may sit between 28 and 22 on P without disrupting the flow while awaiting a release)
  • 4 full length is used for both VFR and IFR departures for all directions of flight when on a NE flow
  • 4@G may be used for VFR aircraft when aircraft are awaiting release at 4 (full length)
Departure Heading (IFR)

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

PHRASEOLOGY
New departure instructions: On departure, turn left/right heading XXX, maintain XXXX.
Revised departure instructions may be included in an aircraft's takeoff clearance, but to give pilots the opportunity to amend their departure briefing, controllers should attempt to communicate changes as soon as possible.
Missed Approach

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

  • IFR aircraft should be offered the chance to cancel and remain in the VFR traffic pattern
  • If they choose to remain IFR (or are unable to cancel), CDW TWR must coordinate the missed approach with the appropriate N90 controller who can either:
    • Have CDW TWR issue "standard instructions" (as below)
    • Provide their own missed approach instructions
  • Unless otherwise coordinated instruct RNAV (GPS) RWY 22 and LOC RWY 22 missed approach aircraft to maintain 2,000' and instruct the RNAV (GPS) RWY 4 and the RNAV (GPS) RWY 10 missed approach aircraft to maintain 2,500, using the following phraseology:
PHRASEOLOGY
Fly the published missed approach, except maintain (altitude).
Airspace
  • Class Delta
  • Caldwell Tower owns 2,700' and below within a 5 mile radius of the airport, excluding the portion to the southwest where the Morristown Class Delta overlaps (except when that area is released by MMU), and excludes the south portion where the Class Bravo floor is 1,800’.
  • Caldwell airport is located under a Mode C Veil which requires all pilots operating within the circumference of the veil to have a transponder with automatic altitude reporting equipment.
  • The Morristown ILS, NDB, and GPS runway 23 approaches transit Essex County airspace. Traffic passes 2 miles west of the airport descending through 2,000’. When these approaches are in use, CDW must broadcast the following in their ATIS
PHRASEOLOGY
Traffic Advisory: MMU RWY 23 is in use, advise maintain VFR at or below 1,500', traffic passes north to west of CDW descending through 2,000'.
Flight Following
  • All aircraft should remain on the tower frequency unless the route of flight will or may impede the operations of N90 TRACON while operating inside the tower's Class Delta airspace, or the aircraft will leave the tower's delegated portion of the Class Delta airspace.
  • All aircraft requesting flight following shall be referred to the correct N90 controller. CDW TWR may not provide flight following services within their airspace. Aircraft may either transition the airspace without flight following services with CDW TWR or receive flight following from N90 and N90 must point out to CDW to provide flight following within CDW TWR's airspace.
VFR reporting points

Pilots will often report a geographical location or checkpoint to verify and announce their location and position in relation to the field. Most VFR checkpoints are depicted on the New York Terminal Area Charts.

Pattern Work

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

Runway Direction
4 Left
10 Left
22 Right
28 Right

TRACON

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

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