FRG SOP

New York ARTCC

Standard Operating Procedure — FRG

Rev. 5 — Revised: 2025-02-02

Area at a glance

ICAO Code	Airport Name	Airspace	KFRG	Republic Airport	D

Purpose

This document prescribes the procedures to be utilized for providing air traffic control services at Republic Air Traffic Control Tower (ATCT). The procedures described herein are supplemental to the New York ARTCC Standard Operating Procedures and FAA Order JO 7110.65.

Distribution

This order is distributed to all New York ARTCC personnel.

Procedural Deviations

Exceptional or unusual requirements may dictate procedural deviations or supplementary procedures to this order. A situation may arise that is not adequately covered herein; in such an event use good judgment to adequately resolve the problem.

Operational Positions

Position	Callsign	Radio Name	Frequency	Identifier
Clearance Delivery	FRG_DEL	Republic Clearance Delivery	128.250	2P
Ground	FRG_GND	Republic Ground	121.600	2N
Tower	FRG_TWR	Republic Tower	118.800	2M
ATIS	KFRG_ATIS		126.650

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

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

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

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

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

ATCT

Clearance Delivery

Exit Gate	Exit	Scratchpad	Radial
North	SAX	SAX
	COATE	COA	SAX 311
	NEION	NEI	LGA 322
	HAAYS	HAY	HUO 145
	GAYEL	GAY	DPK 320
	DEEZZ	DEZ	DPK 324
East	GREKI	GRE	CMK 057
	MERIT	MER	LGA 055
	BAYYS	BAY	BDR 054
	BDR	BDR
Southwest LGA refers to these as "South"	DIXIE	DIX	JFK 222
	WHITE	WHI	JFK 222
	RBV	RBV
	ARD	ARD
Water	BETTE	BET	JFK 109
	HAPIE	HAP	JFK 124
	SHIPP	SHI	JFK 139
	WAVEY	WAV	JFK 156

Notes

1. Although JFK VOR is listed as a valid exit on REP# departure procedure, it can only be used in conjunction with a Southwest Gate exit, e.g. JFK V1 DIXIE...

Position	Frequency	Code
JFP_DEP	135.900	2J
JFK_R_APP	125.700	2K
JFK_APP	128.125	2G
NY_CTR	125.325	N56

This table lists the common frequencies used as departure frequency by JFK 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. Controllers using the callsign NY_APP provide service at more than one N90 facility. Coordinate to determine whether they provide coverage for JFK.

If there is no other controller online that would accept departures from JFK, advise the pilot that they should use the appropriate CTAF frequency upon departure.

Airway	Join
T224	DIXIE T224
V249	SAX V249
V252	HAAYS HUO V252
V276	DIXIE V276
V30	SAX V249 SBJ V30
J110	RBV Q430 AIR J110
J132	NEION J223 CORDS J132
J223	NEION J223
J48	RBV Q430 BYRDD J48
J6	RBV Q430 SAAME J6
J60	DEEZZ# CANDR J60
J95	GAYEL J95
L453	SHIPP Y488 SAUCR L453
L454	SHIPP Y490 ROLLE ATUGI L454
L455	SHIPP Y489 RESQU SKPPR L455
L456	SHIPP Y482 SQUAD DARUX L456
L457	SHIPP Y489 RESQU SKPPR L457
L459	SHIPP Y482 SQUAD DARUX L459
L461	SHIPP Y487 KINGG KINER L461
L462	SHIPP Y483 ISLES KAYYT L462
Q167	WAVEY EMJAY Q167
Q409	WHITE Q409
Q430	RBV Q430
Q436	COATE Q436
Q480	RBV Q430 AIR Q480
Q75	RBV Q430 COPES Q75
Q812/Q818	GAYEL Q812/Q818
Y483/Y487/Y488/ Y489/Y490/Y492	SHIPP Y4##

Filed Exit	Amendment
ACK	BETTE ACK
BOS	MERIT HFD PUT BOS
BYRDD	RBV Q430 BYRDD
CFB	GAYEL J95 CFB
COPES	RBV Q430 COPES
EMI	RBV Q430 BYRDD J48 EMI
EMJAY	WAVEY EMJAY
ENE	GREKI JUDDS MARTN ENE
HNK	GAYEL Q812 HNK
HUO	HAAYS HUO
JUDDS	GREKI JUDDS
KINGG	SHIPP Y487 KINGG
LRP	RBV Q430 SAAME J6 LRP
MARTN	GREKI JUDDS MARTN
MXE	RBV Q430 COPES Q75 MXE
PSB	DEEZZ# CANDR J60 PSB
PTW	RBV Q430 BYRDD J48 PTW
PUT	MERIT HFD PUT
RESQU	SHIPP Y489 RESQU
ROLLE	SHIPP Y490 ROLLE
SAAME	RBV Q430 SAAME
SQUAD	SHIPP Y492 SQUAD

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

Please refer to the tabs below for information about the Kennedy departure procedures.

Steps to determine the proper SID to assign:

1. Use the flow chart to determine the proper SID based off of the aircraft type, route, and JFK configuration (click to enlarge).
2. Refer to the tabs to determine the proper climb, initial altitude, and/or transition to assign to the aircraft, if appropriate.
3. If a climb procedure is needed, issue the heading/climb/transition as part of the clearance. For example:

PHRASEOLOGY
Cleared to (clearance limit), Kennedy(version #) Departure, except fly runway heading to the Kennedy 1.5 DME, then turn right heading 100, radar vectors (exit); then as filed..

Climb Procedures

Departure Runway	Arrival Runway	Departure Procedures	Conditions	Aircraft Types	Gates	Climb Procedure Phraseology
4L	4R	All	All	All	All	Except fly runway heading to the Kennedy 1.5 DME, then turn right heading 100
13L/R	All	All	All	All	All	Heading (heading from table)
22L/R	Not 13L/R	JFK#	Between the hours of 2300 and 0700 local time	All	All	Gateway Climb
31L/R	All	JFK#	All	Jets	Southwest	Breezy Point Climb
					Other	Canarsie Climb
				Props	Southwest	Breezy Point Climb
					Other	Canarsie Climb

Runway 13L/R Headings

Conditions	Aircraft Types	Gates	Heading
Normal Operations	Props	North, East	090
	Jets	North, East	110
	All	HAPIE, BETTE	155
		SHIPP, WAVEY	170
		Southwest	185
Between the hours of 2300 and 0700 local time	All	All	185
Overflow 22L	Props	North, East	140
	Jets	North, East	155
	All	HAPIE, BETTE	155
		SHIPP, WAVEY	170
		Southwest	185
Overflow 4R	Props	North, East	070
	Jets	North, East	090
	All	Other	110
ILS 13L in use	Props	North, East	140
	Jets	North, East	155
	All	HAPIE, BETTE	155
		SHIPP, WAVEY	170
		Southwest	185

Notes

• If a pilot cannot accept a SID, they should not be assigned a climb. Tower will manually issue the instructions with the takeoff clearance.
• If a configuration is missing, it means no climb assignment is necessary (can be omitted entirely from clearance). Be careful – there might still be a transition needed. Refer to the individual SID tabs to determine this.
• The Idlewild Climb cannot be assigned under any conditions if LaGuardia is landing LOC 31. Use the Canarsie Climb or SKORR# departure instead.
• Charts say the Gateway Climb should be assigned after 2200 local, not 2300 local. 2300 local is the correct time – use it as the cutoff when 22R is active.
• When operating ILS 13L between the hours of 2300 and 0700 local time, the ILS 13L headings shall take priority.
• Table applies to intersection departures and/or overflow operations.

Examples:

PHRASEOLOGY
Cleared to Washington National Airport, Kennedy# Departure, Breezy Point Climb, radar vectors Robbinsville, then as filed..

PHRASEOLOGY
Cleared to Nantucket Airport, Kennedy# Departure, Idlewild Climb, radar vectors Bridgeport, then as filed..

PHRASEOLOGY
Cleared to Miami International Airport, Kennedy# Departure, Gateway Climb, radar vectors WAVEY, then as filed..

PHRASEOLOGY
Cleared to Boston Logan Airport, Kennedy# Departure, except fly runway heading to the Kennedy 1.5 DME, then turn right heading 100, radar vectors MERIT, then as filed..

PHRASEOLOGY
Cleared to Chicago Midway Airport, DEEZZ# Departure, CANDR transition, heading 110, radar vectors DEEZZ, then as filed..

The initial altitude for all IFR departures is 5,000’ except for Idlewild climb departures which is 2,000’. Some procedures and climbs have crossing restrictions. Please see the following table for a summary of proper initial altitude phraseology:

Departure Procedure	Configuration	Initial Altitude Phraseology
JFK#	Breezy Point Climb	Climb via SID
	Canarsie Climb	Climb via SID
	Idlewild Climb	Maintain 2000
	Other	Maintain 5000
SKORR#	All	Climb via SID
DEEZZ#	31 L/R	Climb via SID
	Other	Maintain 5000

The standard Departure Procedure for JFK is the JFK# Departure (pronounced Kennedy (Version #), such as Kennedy Five), except for RNAV departures from Runways 31L/R where SKORR# is the standard Departure Procedure. It should always be assigned, unless the pilot indicates not possessing charts, in which case no DP should be assigned and the pilot should be cleared to their destination via radar vectors to a proper JFK exit.

Climb procedures are used when departing runways 31L/R and runway 22R. Climbs are pilot navigated courses flown from wheels up to 5,000’ or 2,000’, depending on the climb procedure. The primary objective of using climbs at JFK is to keep the departure traffic flows separated from other New York area airports including EWR and LGA. The climbs are assigned by controllers depending on the current runway configuration, type of aircraft, departure exit, and traffic demand. For more information on climbs, reference the Climb Procedures tab on the left.

PHRASEOLOGY
Cleared to (clearance limit), Kennedy(Version #) Departure, (climb procedure as applicable), radar vectors (exit); then, as filed..

Off of runways 31L/R, some climbs have published altitude restrictions, meaning Climb via SID must be included in the clearance. On other configurations, no such restrictions exist. For more information, please refer to the usage of climb via SID in FAA Order JO 7110.65 para 4-3-2 and Climb via SID Phraseology SOP.

Airway	Transition
J60	CANDR J60
J64	CANDR J60 DANNR RAV J64
Q480	CANDR Q480
J42	CANDR Q480 SPOTZ Q42
J6	TOWIN J6 (TMU only)

This DP is only used for RNAV equipped turbojet aircraft that are filed for J60, J64, Q480, Q42, or J6 (with a destination located south of the Potomac TRACON or to Cleveland-Hopkins International [KCLE] or Midway [KMDW]). Non-RNAV turbojet departures filed J6 (with a destination located south of the Potomac TRACON or to Cleveland-Hopkins International [KCLE] or Midway [KMDW]) should be routed via RBV SAAME J6.

The DEEZZ# has required climb instructions off of runways 4L and 13L/R - see the Climb Procedures tab for more information.

Note about J6: The DEEZZ# is only assigned to aircraft routed to J6 under the following conditions:

1. A heavy flow of traffic simultaneously going to RBV
2. Dangerous and/or severe weather in the vicinity of RBV Q430 SAAME (SWAP in effect, see appendix for more information).

TMU makes the final decision regarding J6 reroutes. Unless told otherwise by TMU, and during normal operations, the pilot should be routed via RBV Q430 SAAME J6 ...

This DP has two transitions: CANDR (which is on both J60 and Q480) and TOWIN (which is on J6). Aircraft should be routed to the appropriate transition, and route string if needed, according to the table on the right.

PHRASEOLOGY
Cleared to (clearance limit), DEEZZ (Version #) Departure, (CANDR or TOWIN) transition, (climb procedure as applicable), radar vectors DEEZZ, then as filed..

Off of runways 31L/R, the DEEZZ# has published altitude restrictions, meaning Climb via SID must be included in the clearance. On other configurations, no such restrictions exist. For more information, please refer to the usage of climb via SID in FAA Order JO 7110.65 para 4-3-2 and Climb via SID Phraseology SOP.

Gate	Transition
Southwest	RNGRR
Other	YNKEE

This DP is the standard Departure Procedure for RNAV equipped aircraft departing runway 31L/R. If other runways are in use, then replace SKORR# with JFK#. The transitions on the SKORR# are equivalent to the climbs on other DPs.

The SKORR# does not have any climb instructions that need to be issued. Instead, this DP has two transitions: RNGRR (pronounced Ranger) and YNKEE (pronounced Yankee). Aircraft should be routed to the appropriate transition according to the table on the right.

PHRASEOLOGY
Cleared to (destination), SKORR (Version #) departure, (YNKEE or RNGRR) transition, radar vectors (exit), then as filed.....

Because this departure procedure has published altitude restrictions, the phrase "climb via SID" must be included in the IFR clearance, as explained in FAA Order JO 7110.65 para 4-5-7.

The Concorde was a special aircraft capable of supersonic transport (SST) with special performance characteristics. The two SST operators, British Airways (BAW) and Air France (AFR), had a special letter of agreement with the Port Authority of New York and New Jersey to conduct operations at JFK. Although the Concorde does not fly in the real world, Concorde traffic is quite frequent at JFK on VATSIM. Add the phrase "Concorde" after the telephony name of the company for British Airways aircraft, and add the "heavy" suffix to the end of the callsign. Examples are:

• BAW1 = “Speedbird Concorde One (Heavy)”
• AFR1 = "Air France One (Heavy)"

"Concorde" is not included in the callsign because only British Airways has "Concorde" included in the callsign.

Concorde pilots file a flight plan that looks like this:

N0560F290 DCT C/SHIPP/M200F430F600 DCT LINND 3SN 4025N06700W NATSN 4941N01500W SL3 DECEL/M100F390 SL3 BARIX SL3 PITEM UP2 NIGIT OCK2F

It seems complicated but we only care about two things: the filed exit and altitude. Concorde should be assigned the JFK# departure procedure. The exit is SHIPP in almost 99% of the time. If the departure runway at JFK is 31L, Concordes will fly the Canarsie climb. If you look at the cruise flight level in VRC, most of the time you'll see FL600. Do not clear them to FL600, however, because this is the upper limit of supersonic block altitude. The Concorde will maintain a much lower flight level until they reach the supersonic acceleration point. The altitude Clearance Delivery controllers are concerned with is this lower altitude. In the route section of the flight plan notice “N0560F290.” This is the ICAO format for saying that initially the planned altitude is FL290 and the TAS will be 560 knots. In this case, clear them to flight level 290.

PHRASEOLOGY
Speedbird Concorde One, Kennedy Clearance Delivery, cleared to London Heathrow Airport, Kennedy (Version #) departure, (Climb if Appropriate), radar vectors SHIPP, then as filed. (Climb via SID or Maintain fife thousand), expect flight-level two niner zero one-zero minutes after departure, departure frequency one tree fife point niner, squawk (code).

The following table lists the Standard VFR Departure routes (SVD) and clearance instructions for VFR aircraft departing JFK.

Operation	Departure Runway	Direction	Departure Instructions	Altitude	Departure Frequency
VFR w/Flight Following (mandatory for jets)(SVD)	4L/4R	SW/NE	Turn right heading 100	2000'	135.900 (NY Departure) (see Note 2 below)
	22L/22R	SW/NE	Fly runway heading
	13L/13R	N/E	Props: Turn left heading 090 (see Note 1 below) Jets: Turn left heading 110 (See Note 1 below)
		S/W	All: Turn right heading 185
	31L/31R (LGA not LOC31)	N/E	Props: Turn right heading 090 Jets: Turn left heading 170
		S/W	All: Turn left heading 220
	31L/31R (LGA LOC31)	N/E	Turn left heading 170
		S/W	Turn left heading 220
VFR w/o Flight Following (props only)	4L/4R	E/W	Turn right heading 180	1400'	125.250 (Kennedy Tower) (see Note 3 below)
	22L/22R	E/W	Fly runway heading
	13L/13R	E/W	Turn right heading 180
	31L/31R	E/W	Turn left heading 170
Helicopter	Any	Any	None (see Note 4 below)	1000'

Note 1: If Overflow 22L is in use, departure headings off of the 13s should be coordinated with N90

Note 2: SVD departures will always use the same frequency as IFR departures so refer to the Departure Frequency tab if 2J is offline.

Note 3: When Kennedy CBA Tower (27) is not online, use 119.100 (2W) or whichever controller is controlling Kennedy Tower top down.

Note 4: Tower will assign departure headings to helicopters with their takeoff clearance.

JFK is located inside New York Class Bravo Airspace. All VFR traffic must be issued a discrete squawk code, and a clearance into the Class Bravo Airspace.

FLIGHT FOLLOWING PHRASEOLOGY

PHRASEOLOGY
Cleared through (the New York) Bravo Airspace via (departure instructions), maintain (altitude), Departure frequency (frequency), squawk (code).

NO FLIGHT FOLLOWING PHRASEOLOGY

PHRASEOLOGY
Cleared out of (the New York) Bravo Airspace via (departure instructions), Maintain VFR Aat or below (altitude), Departure frequency (frequency), squawk (code).

---

Ground

Departure Sequencing

Exit Gate	Exits
North	COATE, NEION, HAAYS, GAYEL, DEEZZ, SAX
East	GREKI, MERIT, BAYYS, BDR
Southwest	WHITE, DIXIE, RBV, ARD
West	BETTE, HAPIE, SHIPP, WAVEY

1. Aircraft should be sequenced to depart in the following order:
   1. By alternating gate group.
   2. If not the above, then by alternating exit.
   3. If not the above, then by aircraft type largest to smallest.

Runway Ownership and Crossings

• Closed runways must be owned by Ground Control. The only time runways will ever be closed is during events, and closures must be authorized by the TMU.
• Transfer of runway ownership, between Ground Control and Local Control, must be accomplished verbally (or textually).

Pushback onto Taxiways

Certain gates (notably at Terminal 7) are configured such that aircraft pushing back off these gates will necessarily enter a taxiway that is under Ground’s jurisdiction. Use caution and ensure these aircraft request and then receive authorization for this prior to pushing. (Engine start remains at pilot’s discretion.)

PHRASEOLOGY
..Shamrock 107 heavy, pushback onto taxiway Alpha approved, face east. Advise ready for taxi..

Taxiway Ownership Southeast of Runway 4L/22R

When runways 4L/22R and 4R/22L are both active, all taxiways southeast of runway 4L/22R (includes Y, Z, etc.) are delegated to local control. In any other configurations, those taxiways are delegated to ground control. On the 31L/R configuration, taxiway Z should be used for departure sequencing - aircraft should be instructed to either contact or monitor tower once in line.

Runway 22R via Taxiway Charlie

For departures taxiing to the full-length of Runway 22R via taxiway Charlie, issue detailed taxi instructions that include taxiways leading to the full length.

PHRASEOLOGY
...Taxi via Charlie and Echo

PHRASEOLOGY
...Taxi via Charlie, Delta Bravo, Foxtrot Bravo, and Echo

Obstructions to Arriving and Departing Aircraft

• This section is for reference purposes only.
• The areas of consideration at JFK airport where a taxiing aircraft could become a potential obstacle to departing or arriving aircraft are as follows:
  • Aircraft taxiing or rolling out on runway 4R/22L:
    • Could conflict with aircraft departing runways 13L/R.
    • Could conflict with aircraft arriving on runways 31L/R.
  • Aircraft utilizing taxiway Echo:
    • Could conflict with aircraft departing runway 4L.
    • Could conflict with aircraft arriving runway 22R.
    • Aircraft cannot be held on taxiway Echo when IFR departures are using runway 4L. Traffic should be routed via Yankee and whatever other taxiway is necessary or else departures must be held.
  • Aircraft utilizing taxiway Foxtrot-Bravo:
    • Could conflict with aircraft departing runway 13L.
    • Could conflict with aircraft arriving runway 31R.
• Controllers must ensure that taxiing aircraft operating on non-intersecting runways do not become potential obstacles to arriving and departing aircraft.

Aircraft Exiting the Runway

Arriving aircraft must be issued a turn onto one of the taxiways adjacent to the landing runway to ensure the aircraft continues its taxi away from the runway exit. Ground Control will receive the handoff 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.

Helicopter restrictions

Air taxi clearances to helicopters are prohibited per Port Authority regulations.

Concorde Operations

During taxi you must make sure to give jet blast advisories to following traffic since during the taxi Concorde crews perform safety checks such as reverse thrust and idle-engagement of the afterburners.

A380 restrictions

• Simultaneous A380 operations on parallel taxiways Alpha & Bravo, Papa & Quebec, and Romeo & Sierra prohibited.
• A380 operations on taxiway Bravo between taxiways Victor-Alpha & Delta-Bravo prohibited during runway 13L CAT II operations.
• Normal taxiway operations prohibited on
  • Bravo between taxiways November & Victor-Alpha (clockwise)
  • Quebec-# (all) note: normal operations permitted on taxiway Papa-Bravo
  • Ramp entries Kilo-Foxtrot, Kilo-Golf, Lima-Lima, Lima-Alpha, Mike, November-Bravo, November-Charlie, Sierra, Tango, Tango-Alpha, Tango-Bravo, Victor, Victor-Victor, Victor-Alpha, Whiskey, Delta, Delta-Alpha, and Foxtrot
  • All runway 13L/31R taxiway crossings North and West of and including taxiway Victor
  • Taxiways Delta & Whiskey, perpendicular exits (high-speed exits allowed)
• Departures from runway 13L and arrivals to runway 31R prohibited.
• Departures from runway 31R restricted and require coordination with Local Control.
  • In the event of an aborted takeoff, the pilot must remain on the runway and the runway will be closed.
• Simultaneous crossings of the taxiway Alpha & Bravo bridges is prohibited with an A380 and any aircraft.

Local Control will instruct aircraft to hold short at intersections prior to each bridge:

• • Northbound will hold short of taxiway November-Alpha & taxiway Tango-Bravo;
  • Southbound will hold short of taxiway November-Bravo & taxiway Victor.
• Local Control will clear the taxiway Kilo holding pad prior to A380 taxiing past on taxiway Kilo.
• One A380 is allowed on
  • Taxiway Kilo south of runway 31L/13R when arriving runway 4L;
  • Taxiway Yankee-Alpha when arriving runway 31R;
  • Taxiway Charlie between runway 22R/4L and taxiway Delta-Bravo when arriving runway 31R.
• An A380 must be established on the centerline of taxiways Alpha, Bravo, Charlie, Kilo, Papa, Yankee-Alpha, and Zulu-Alpha to be considered clear of the parallel runway or taxiway.

Taxiway Restrictions Map (A380) [Show]

B748 restrictions

• Taxiway Alpha & Bravo bridges:
  • Simultaneous crossings of B748 and any aircraft prohibited.
• During runway 13L CAT II operations:
  • Taxiway Uniform (portion parallel to runway 13L)
  • Taxiway Charlie (portion parallel to runway 13L)
  • Taxiway Bravo between taxiways Victor & Echo
  • Taxiway Yankee-Alpha (portion parallel to runway 13L)

Runway 13L/R and Runway 31L/R Departures

To efficiently utilize these runways when active, send departures to the runway indicated in the following table based on type, exit direction, or climb if on a DP climb procedure.

Departure Runways	Type	Gate	Climb	Runway
13L/R	Jet	All		13R
	Prop	Southwest, SHIPP or WAVEY		13R
	Prop	Other		13L
31L/R	Jet	All	All	31L
	Prop	Southwest	Breezy Point	31L
	Prop	Other	Idlewild	31R

Intersection Departures and Usable Runway Lengths

• Since departures can come from taxiways Alpha or Bravo, the sequencing for intersection departures is a bit more involved as it will require Ground Control to properly push the strip to the tower controller in the correct order.
• Departures should be issued taxi instructions using the hold method at all times, with the final hold point being short of the departure intersection.

PHRASEOLOGY
Runway two two right at foxtrot, taxi left on bravo, hold short foxtrot.

• For intersection departures, state the usable runway distance if that distance is not broadcast in the ATIS. 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 right at foxtrot, taxi via left on bravo, hold short foxtrot. Runway two two right at foxtrot intersection departure, niner thousand one hundred and fifty feet available.

4L	13L	13R	22R	31L	31R
K2 (9600')	UA (9470')	PD (13800')	FB (11350')	Y (13100')	Y (8700')
13R/31L (7500')	CB (8750')	PC (13300')	C (10930')	22R/4L (12300')	22R/4L (7750')
J (6800')	V (7600')	PA (10800')	13L/31R (10500')	K (11750')	ZA (7000')
H (5450')	W (6300')	N (9250')	YA (10100')	KD (11300')	E (6500')
			F (9150')	KE (10900')
			G (7350')

Terminal Maps [Show]

Aircraft Movement

Taxiway Alpha must be used for clockwise' movement of traffic, whereas taxiway Bravo must be used for counter-clockwise movement of traffic. This procedure must be utilized at all times unless operational necessity dictates otherwise.

Tower

Tower Procedures

Releases

Releases from Kennedy are automatic unless N90 requests individual releases.

Separation

• The standard departure separation technique to be used is anticipated radar separation. When wake turbulence is a factor, use timed separation in accordance with FAA Order JO 7110.659C.

Radar

• This tower is LRAC (Limited Radar Approach Control) certified.
• IFR aircraft will be radar identified by the TRACON.
• VFR aircraft with flight following will be radar identified by the TRACON.
• VFR aircraft not with flight following will be radar identified by the JFK ATCT Class Bravo Airspace (CBA) controller, or the Local controller if CBA is not staffed.
• Local control shall switch communications on departing aircraft to the TRACON departure controller or the JFK CBA controller, as appropriate, once they appear to be clear of any traffic. It is imperative that Tower Controllers observe departing traffic turning towards the assigned climb, heading, or visual reporting point before handing off.

Split Local Control

When Kennedy Tower is split:

• Local control (2W) handles traffic to the designated arrival runways.
• Local control (29) handles all traffic to the designated departure runways.
• The controller working departures (29) shall be responsible for separation between all arrivals and departures.
• Class B Tower (27) is responsible for all Kennedy Tower airspace other than the published arrival, departure and missed approach courses for the runways in use.

Approaches to Non-Parallel Runways

When landing runways 13L and 22L and departing runway 13R, the departure roll for an aircraft on 13R should occur prior to a 22L arrival reaching 3 mile final or after the 22L arrival passes a 1 mile final.

Approaches to Parallel Runways

Instrument approaches to multiple parallel runways should be conducted with a 1.5 nm stagger on 31L/R and 1 nm stagger on 4L/R and 22L/R over the runway threshold. Visual separation or final monitors can be applied to waive this requirement.

Reduced Separation on Final

Runways 4R, 13L, and 22L are the only runways permitted to be ran with a reduced 2.5 nm final (excluding the use of visual separation)

Line up and Wait

• The following conditions must be met in order to issue a landing clearance with a departure issued a LUAW instruction or holding in position, or to issue a LUAW instruction with the next arrival cleared to land:
  • The reported ceiling must be 800' or higher
  • The reported visibility must be 2 miles or more
• Do not utilize LUAW at runway 22R at taxiway C, when runway 13L/31R is being used for arrivals or departures, due to runway geometry.
• Provisions for LUAW usage between sunset and sunrise:
  • Subject runway is used as departure-only
  • Only one aircraft at a time is permitted to LUAW on the same runway
  • Departures are not permitted from any intersections, with the following exceptions being allowable:
    • Runway 13R at taxiways PE or PD
    • Runway 22R at taxiways C, YA, or F
    • Runway 31L at taxiway KE
    • Runway 31R at taxiway ZA

Aircraft Exiting the Runway

Arriving aircraft must be issued a turn onto one of the taxiways adjacent 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.

Parallel runways

• Runways 22L/4R and 22R/4L are 3000' apart. Therefore, these parallel runways are not considered the same runway, as far as wake turbulence is concerned. Aircraft established on instrument approaches to these parallel runways should maintain at least a 1 nm stagger until the threshold. Visual separation can be applied to waive this requirement.
• Runways 31L and 31R are 1.27 miles (approximately 6700') apart. Therefore, these parallel runways are not considered the same runway, as far as wake turbulence is concerned. Aircraft established on instrument approaches to these parallel runways should maintain at least a 1.5 nm stagger until the threshold (excluding the use of final monitors). Visual separation can be applied to waive this requirement.

Runway Selection

Wind Speed (kts)	Direction (°M)	Depart	Land
0-4	Any	31L/R	31L/R
>4	000-099	4L	4L/R
	110-159	13L/R	13L+22L
	160-259	22R	22L/R
	260-359	31L/R	31L/R
RVR less than 1,800’ but at or above 1,200’ (CAT II)
Any	310-099	4L	4R
	100-159	13R	13L
	150-309	22R	22L
RVR less than 1,200’ (CAT III)
Any	310-129	4L	4R
	130-309	22R	22L

JFK Configuration Departure/Arrival Rates [Show]

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/22R	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/22R	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/22R	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

Departure Headings (IFR)

• Headings only need to be assigned in a takeoff clearance to pilots who were not assigned a SID with the clearance. In most cases, clearance will have assigned a proper climb procedure and tower need not reassign headings or climbs.
• The chart is for reference purposes. It does not need to be used by the tower for daily operations.
• Heading 090 cannot be used for prop departures from runway 31R when LGA is landing LOC 31.

Non-SID Jets Departing Runway 4L

• Aircraft should be assigned runway heading if there is traffic landing simultaneously landing on runway 4R. Once traffic is not a factor, the departure should be issued heading 100 and switched to the departure frequency.

Runway 13L/R Operations

• There are multiple non-standard headings issued during unusual operations such as arriving ILS 13L and overflow operations. Please refer to the table for such scenarios.
• When landing 13L/R and overflowing 22L, the heading for Props North or East shall be 140 and Jets North or East shall be 155.
• When operating ILS 13L between the hours of 2300 and 0700 local time, the ILS 13L headings shall take priority.

Runway	Conditions	Type	Gates or Exits	Heading or Instruction
4L/R	All	All	All	100
13L/R	Normal Operations	Props	North, East	090
		Jets	North, East	110
		All	HAPIE, BETTE	155
			SHIPP, WAVEY	170
			Southwest	185
	Between the hours of 2300 and 0700 local time	All	All	185
	Overflow 22L	Props	North, East	140
		Jets	North, East	155
	Overflow 4R	Props	North, East	070
		Jets	North, East	090
	All	Other	110
	ILS 13L in use	Props	North, East	140
		Jets	North, East	155
		All	HAPIE, BETTE	155
			SHIPP, WAVEY	170
			Southwest	185
22L/R	All	All	All	Runway Heading
		Props	North, East	150 (see note 1)
31L	All	Jets	North, East, Water	170
		All	Southwest	220
31R	All	Props	North, East, Water	090

Note 1: 150 heading needs to be coordinated with N90 to be authorized.

Runway	Configuration	Heading	Altitude
4L	Standard	100	3000’
4R	Standard	140	3000’
	Overflow landing 13R	110	3000’
13L	Standard	110	3000’
	Overflow landing 22L	140	3000’
13R	Standard	170	3000'
	Overflow landing 4R	140	3000’
22L	Standard	140	3000’
	Overflow landing 13L	170	3000’
22R	Standard	220	3000’
31L	Standard	170	3000’
31R	Standard	220	3000'

• Any go-around or missed approach regardless of runway configuration will automatically STOP departures off any and all runways
• Any departure already rolling when a go-around or missed approach is initiated will continue to depart at the discretion of the tower
• If a departure is in position and will cause further missed approaches, the tower must coordinate a release for that departure with the N90 sector. If the release is not received in a timely manner and time permits, the local controller must taxi the departure in position off the runway to avoid another missed approach.
• Coordination between N90 and tower is required to resume departures.
• Missed approaches or go-arounds must 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.
• Local control positions are responsible for separation with all other known/observed traffic. Coordinate with CBA to ensure separation between missed approach/go around aircraft and CBA traffic.
• 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.
• Coordinate with Departure Control as soon as possible and hand off when Local Control traffic is not a factor.
• In order to prevent increased workload on Departure Control, consider issuing missed approaches or go-arounds speed restrictions in accordance with FAA Order JO 7110.65.
• 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 table indicates the heading and altitude that need to be assigned to a missed approach or go-around prior to release to Departure Control frequency. The shaded cells designate special airport operations and should only be used when those types of operations have been authorized by a TRACON or Center level controller.

Departure Runways

By agreement with the Port Authority, SSTs utilized departure runways in the following order 31L → 22R → 13R. Runway 4L was only used if no other runway was available, and put severe weight restrictions on Concorde, requiring a fuel-stop in Halifax. Approximately 80% of the SSTs were departing 31L, 15% 22R, and 5% 13R.

Arrival Runways

By order of preference, these runways were used: 31L → 31R (in LVP) → 22R, 13L, 4L. Runway 22L/4R was not used for SST arrivals.

Wake turbulence

For wake turbulence separation, just remember that the SST is a category C.

Departures

• Class BRAVO.
• All departures whose destinations are LGA, EWR, TEB, FRG or HPN should remain on the ground until an approval has been received from the destination tower that they are able to accept the aircraft into their airspace.
• Aircraft should be given the most expeditious way out of the airspace, which should be away from the IFR flow. In most cases they can be told to fly south towards the shoreline before resuming course, or sent over Jamaica Bay towards Coney Island.

Flight Following

All aircraft should remain on the tower frequency unless the route of flight will or may impede the operations of N90 while operating inside the tower's delegated portion of the Class Bravo, or the aircraft will leave the tower's delegated portion of the Class Bravo.

Over-flights

• When 4L/R are in use, over-flights may be directed towards the JFK VOR at 1,000’, 1,500’ or 2,000’, then east or west.
• In all other situations, it is usually wise to have the aircraft proceed east/west along the shoreline at or below 500’. After they have cleared the arrival/departure path, then they may be cleared to climb in to the Class Bravo up to 2,000’.

Pattern Work

Runway	Direction
4L/R	Right
13L	NA
13R	Right
22L/R	Left
31L	Left
31R	NA

Use the following as a guide for pilots wanting to perform pattern work at JFK. 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.

NOTE: All props should be at 1,000’ and jets at 1,500’. Adjust these altitudes when necessary to avoid over-flights or normal IFR traffic flow. Be especially alert to potential conflicts with IFR departures when using 13L/R or 31L/R.

Floyd Bennett Field (NY22 / CGAS)

• As this airfield resides in the airspace controlled by JFK Tower, aircraft (usually helicopters) should call CBA for clearance into the Class Bravo airspace. When able, release the aircraft for departure and notify them of all applicable traffic departing or arriving JFK.
• Traffic at or below 500' does not require a pointout to Local (from CBA)
• Use JFK altimeter and winds for NY22.

Special VFR (SVFR) Procedures

In accordance with Federal Air Regulations, fixed wing special VFR operations are not permitted in the Kennedy Airport Class B airspace.

Local Jurisdiction

• Local (2W) controls all local traffic who are landing or departing Kennedy Airport, as well as CBA's traffic when CBA is not staffed.
• Local shall transfer all VFR departures not on a SVD to CBA once clear of local traffic.
• Class Bravo Airspace (27), also known as CBA, controls all other traffic.
  • CBA shall transfer all fixed wing aircraft landing at Kennedy Airport to Local, at least 5 nm from the airport.
  • CBA shall transfer all helicopters landing at Kennedy Airport to Local, at least 3 nm from the airport.
  • CBA shall retain control of all other aircraft within 4 nm of Kennedy airport but must coordinate these aircraft with Local until:
    • IFR Cancellation (outside of Bravo Airspace); or
    • Leaving the Bravo Airspace; or
    • Landing assured
  • CBA is not required to coordinate aircraft on the South Shore route with Local, unless the aircraft are of concern to any local traffic.
  • CBA is not required to point out Floyd Bennett (NY22) traffic at or below 500' to Local.

Airspace Delegated from N90

Area	Configuration	Owns
1	Any	2000' and below
2	LGA Depart 13	1,500' and below 1,500' to 2,000' Class B aircraft only
	Else	2000' and below
3	LGA Depart 13	1,000' and below Class B aircraft only
	Else	2000' and below
4	ILS 22L/R RNAV 22R RNAV Y 22L	2000' and below
	Else	None
5	LGA ILS 4 LGA Park/RNAV X 31	None
	LGA Depart 13	1,500' and below 1,500' to 2,000' Class B aircraft only
	Else	2000' and below

Airspace

• 2,000' and below in the enclosed area.
• Local shall insure that aircraft on ILS 13L do not proceed more than 1/2 mile northeast of the localizer.

Airspace

• Area 1: 500' and below for helicopters.
• Area 2: 2,000' and below.
• Local shall insure that aircraft on ILS 31R do not proceed more than 1/2 mile northeast of the localizer.

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

Here are some important NOTAMs to be aware of:

• GROUND METERING IN EFFECT: More information can be found in the Appendix. Occurs most frequently during events.
• WIND SHEAR ADVZYS IN EFCT: Should be published when weather information indicates the possibility of wind shear near JFK airport or a pilot has reported encountering it in the vicinity.
• HAZD WX INFO FOR JFK AREA AVBL ATC FREQ BY RQST: This information is normally available through FSS in the real world (which we do not have on VATSIM), so it is available on pilot request to be deciphered by ATC. If there is hazardous weather covering the NY area, this should be published. Information regarding communicating hazardous weather information can be found in the 7110.65.
• SWAP IN EFFECT, EXPECT REROUTES: Should be published whenever SWAP is being used, see the Appendix for more information

TRACON

Callsign

1. JFK TRACON positions are part of New York TRACON (N90).
2. Whenever a controller handles a departure, they must use the radio name “New York Departure” when referring to themselves on frequency.
3. Whenever a controller handles an arrival or enroute traffic, they must use the radio name “New York Approach” when referring to themselves on frequency.
4. If talking to other controllers via land line, refer to yourself as the sector name for which you are controlling.

Coordination

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

Runway Configuration (N90/JFK LOA only)

JFK Tower must select the runway configuration and notify the N90 TRACON prior to the change. When this selection conflicts with other airports, TRACON has final approval authority for runway configurations.

Position Combining/Decombining

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

Point Outs

1. When using a radar (automated) point out, verbal (or textual) approval must be obtained before an aircraft may enter another controller’s airspace. A radar point out not accompanied by a verbal or textual description does NOT constitute a valid point out. The only instance in which verbal approval is not required is during pre-arranged coordination procedures (PACP). This only applies when using specified pre-arranged coordination areas (PACAs).
2. During PACA usage, departure is responsible for separation between point out aircraft and other aircraft for which he/she has separation responsibility, and shall issue restrictions necessary to provide separation from other aircraft within his/her area of jurisdiction.

Separation Minima

Minimum radar separation between aircraft must be at least three miles (intra-TRACON) or five miles (TRACON-Center) constant or increasing when transfer of control is accomplished. Other factors such as wake turbulence separation and miles-in-trail requirements may increase this minimum.

Conflicting Flows

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

Concorde Operations

• Departure
  • After the initial departure heading/climb and around 4,000’-5,000’, speed restrictions were cancelled and SSTs were allowed to accelerate to approximately 400 knots below 10,000’. This was a special authorization from the Port Authority and FAA.
• Approach
  • Like many other JFK Oceanic arrivals, SSTs were entering the N90 TRACON at CAMRN. SSTs operate at much higher approach speeds, so TRACON controllers must plan accordingly. The Concorde’s final approach speed is 170-180 knots because they have NO flaps. If you instruct them to reduce to minimum practical speed, do not expect anything less than 165 knots. Also, be advised that SSTs seem to come in hot (high and fast), but this is perfectly normal. The Concorde is not designed to fly subsonic and crews want to stay as high as possible to reduce drag and fuel burn.

Approaches to Non-Parallel Runways

Approaches to multiple non-parallel runways may be conducted to JFK Airport, after coordination has been effected between JFK Area and JFK Tower, when the ceiling is at least 2,000’ and visibility at least 3 miles.

Approaches to Parallel Runways

Instrument approaches to multiple parallel runways should be conducted with a 1.5 nm stagger on 31L/R and 1 nm stagger on 4L/R and 22L/R. Visual separation or final monitors (discussed below) can be applied to waive this requirement.

Independent Simultaneous ILS RWY 31L/R Parallel Monitor Position

• The final controller shall be responsible for longitudinal separation of aircraft on the same final approach course in N90 airspace.
• When independent simultaneous ILS approaches are in progress, the Parallel Monitor Controllers (PMC’s) assume responsibility for lateral separation between arrival aircraft after the following conditions are met:
  • The aircraft is established on the localizer.
  • The aircraft is on the PMC’s scope.
  • The aircraft is on the appropriate Local Control frequency.
• The PMC shall obtain a receiver/transmitter check prior to opening the position to ascertain that the appropriate local frequency override capability is operational.
• The PMC shall “Quick Look” the arrival sequence for their runway.
• The PMC shall advise if appropriate, Local Control, of any PMC initiated pullouts, as soon as feasible.
• When aircraft established on the localizer have not contacted the Tower by ZULAB (31R) or MEALS (31L), the PMC shall initiate coordination to have aircraft transferred to associated Local Control frequency.
• PMC radar monitoring terminates under one of the following conditions:
  • Aircraft is 1NM from the runway.
  • Aircraft reports approach lights or runway in sight.
  • Visual separation by either local control, final vector or the pilot is applied. The PMC may also initiate visual separation.
  • Do not inform aircraft when radar monitoring is terminated.

Helicopter RNAV Approach Procedures

• Copter RNAV (GPS) 14 to Bethpage Heliport (6JY8)
  • The ROBER controller will clear the helicopter for the approach.
  • Transfer IFR 6JY8 arrival data to FRG (enter “BPA” in scratch pad). Verbally advise FRG of the arrival’s call sign if FRG does not accept the handoff prior to 10 miles from the airport.
  • Advise the pilot to cancel IFR at or prior to JEPRI (MAP), and to contact FRG for cancellation of IFR.
  • FRG shall forward cancellation information to the ROBER radar position as soon as possible.
  • When LGA is on the LOC RWY 31 approach, the approach is available on an APREQ basis with LGA area.
  • Helicopters on the Copter RNAV 027 Approach via BANKA and COVIR waypoints shall be pointed out to the EMPYR position prior to BANKA waypoint.

Pre-Arranged Coordination with LIB SOUTH and LENDY for climb to 11,000' when departing 31L/R or 22 L/R

• LENDY shall protect for RBV/ARD aircraft on the CRI R-223, or on a heading to simulate the radial.
• DEPARTURE shall ensure that RBV or ARD is in the data block and that aircraft departing FRG, filed over RBV/ARD, must be at or below 7,000' until CRI VOR. After passing CRI and on the CRI R-223 or a heading to simulate the radial, the aircraft can be climbed above 7,000'.
• Note: LENDY is protecting for particular aircraft only, not relinquishing the airspace over the CRI R-223

Transfer of Control

• When N90 Liberty Departure is staffed or is covered by another position (typically, New York Center), N90 departure controllers must handoff as specified in facility SOPs.
• When N90 Liberty Departure is NOT staffed or is not covered by another position (typically, New York Center), N90 departure controllers must accomplish ALL of the following before releasing the aircraft from frequency:
  • Clear aircraft direct to the first fix or on course climbing to an altitude of:
    • For aircraft requesting 11,000' or higher, issue from 11,000'-17,000' (13,000'-17,000' for EAST GATE EXITS).
    • For aircraft requesting below 11,000', issue their cruise altitude.
    • For aircraft going to BDL, issue 10,000'.
  • Provide separation from traffic coming from different airports and heading to the same fix, including those that are under the control of another controller. In this case, coordination is required.
  • Transfer these aircraft to UNICOM prior to them reaching 17,000' unless traffic is a factor, except in the case of EAST GATE EXITS. In this case:
    • If Boston Center is online, then handoff directly to Boston Center.
    • If Boston Center is offline, then switch to UNICOM.
• When N90 Liberty Departure and New York Center are NOT staffed or covered by another position, N90 departure controllers shall hand off aircraft routed via Q409 or Q167 to Washington Center at the following altitudes, per the N90 ZDC LOA:
  • WHITE Q409: FL240
  • WAVEY EMJAY Q167: FL230

Training Resources

Please see the following videos as reference training material:

• Final Box - ILS 4L/R https://www.youtube.com/watch?v=lORVlatmHso
• Final Box - RNAV 13L https://www.youtube.com/watch?v=mw4AUdXCWmc
• Final Box - RNAV 13L with RNAV 22L Overflow https://www.youtube.com/watch?v=-IMLMYjtHS4
• Final Box - ILS 22L/R, Scenario 1 https://www.youtube.com/watch?v=vULlGBIh2CY
• Final Box - ILS 22L/R, Scenario 2 https://www.youtube.com/watch?v=SQDzegvAXMs
• Final Box - Visual 31L and ILS 31R https://www.youtube.com/watch?v=zweW-Ohu630

Block	Unconditional	Conditional
1	17000'-16000'	Highest altitude released by ZNY through FL180 for LENDY arrivals.
2	17000'-13000'	Highest altitude released by ZNY through FL180 for LENDY arrivals.
3	17000'-13000'	None
4	17000'-13000'	3000’ and below when released from LGA to JFK for ILS 22L/R. (Belmont)
5a	17000' and below	4000’-2000’ when released from JFK to LGA for LOC runway 31 approach or RNAV (GPS) Z runway 31 approach. NOTE: 4000’-3000’ when FRG ILS runway 14 is in use.
5b	17000' and below	4000’-1000’ when released from JFK to LGA for LOC runway 31 approach or RNAV (GPS) Z runway 31 approach.
5c	17000' and below	3000’ to 1000’ when released from JFK to LGA for LOC runway 31 approach or RNAV (GPS) Z runway 31 approach.
6	17000' and below	1500'-12000' released from JFK to LGA for Coney climb.
7	17000' and below	2500'-10000' released from JFK to LGA and 11000'-12000' released from JFK to LIB for CONEY Climbs. 17000'-13000' released from JFK to LIB as per JFK/LIB LOA. (Coney)
8	17000' and below	4000'-5000' released from JFK to LGA and 6000'-12000' released from JFK to LIB for CONEY climbs. 17000'-13000' released from JFK to LIB as per JFK/LIB LOA. (Coney)
9	17000'-13000'	17000'-13000' released from JFK to LIB when JFK landing runways 4L/R or 13L/R.
9a	17000'-13000'	3000' and below when released from LGA to JFK for ILS 13L. 17000'-13000' released from JFK to LIB when JFK landing runway 4L/R or 13L/R.
10	17000'-13000'	3000' and below when released from LGA to JFK for ILS 13L. Highest altitude released by ZNY through FL180 for LENDY arrivals.
11	None	3000' and below when released by LGA for JFK ILS 13L.
12	4000' and below	None
13	4000'-3000'	None
14	17000' and below	None
15	10000' and below	Highest altitude released by ZNY through 11000’ for CAMRN arrivals
16	13000' and below	None
17	14000' and below	None
17a	14000'-3000'	None
18	13000'-3000'	None
19	12000' and below	None
20	12000'-4000'	None
21	12000'-5000'	None
22	12000'-7000'	None
23	12000'-9000'	None
24	10000'-9000'	None
25	11000'-9000'	Highest altitude released by ZBW through 12000’ for ROBER arrivals.
26	14000' and below	Highest altitude released by ZNY through 15000’ for CAMRN arrivals.
27	Reserved	None
28	14000'-17000'	None
29	17000'-7000'	None
30	None	3000’ and below as per JFK/LGA LOA. (Belmont Extension)

The following noise abatement procedures are to be followed when traffic, weather, and workload permit.

• During periods of light traffic and whenever the opportunity exists, use the following Community Environmental Guideline:
  • Retain arrival aircraft at higher altitudes as long as feasible.
• Arrivals (Turbo-Jet aircraft only). When JFK is landing runways 22L/R, the following noise abatement procedures will be followed if operational conditions, traffic volume, and workload permit:
  • When vectoring to the ILS RWY 22L/R approach, clear aircraft to maintain 3,000’ until joining the glideslope if they intercept the localizer beyond 10NM from JFK.
  • Ensure aircraft landing RWY 22L/R remain at or above 3,000’ until they are within 15 flying miles of JFK.
  • These provisions do not apply to missed approaches.
  • NOTE: This practice does not constitute a change to visual, staggered, and/or simultaneous approach requirements in accordance with JO 7110.65
• Departures (Turbo-Jet aircraft only):
  • Departures should not be vectored off SID headings until above 2,500’.
  • Allow RWY 31L/R departures to follow the SID’s track until south of the Rockaway Peninsula. Do not vector east of the Jamaica Bay/Riis Park map lines until over the ocean.
  • Allow RWY 22L/R departures to maintain assigned headings until over the ocean.
  • During the midnight shift, JFK Tower will issue:
    • BREEZY POINT CLIMB or SKORR (RNGRR transition) when landing RWY’s 4L/R and departing RWY’s 31L/R.
    • GATEWAY CLIMB when departing RWY’s 22 L/R and landing other than RWY’s 13 L/R.
  • During the midnight shift, JFK Area shall ensure that:
    • BREEZY POINT, CANARSIE CLIMB and SKORR DEPARTURE aircraft are NOT vectored until crossing the Rockaway shoreline.
    • RBV/ARD departures remain east of Sandy Hook and New Jersey shoreline (eastern edge of JFK airspace Areas #12 and #13) until leaving 10,000’.
    • RWY 31L RBV departures remain on the CRI R-223 until Sandy Hook shoreline.
    • RWY’s 31L/R departures destined for north and east departure fixes remain south of the Long Island shoreline as long as feasible.
• Runway 22 Departures (all aircraft). Kennedy Tower shall issue RWY 22R departures runway heading for all fixes. When RWY 31L is not available for RBV/ARD/WHITE/DIXIE departures, after coordination with the TRACON, Tower will issue a heading of 250° to join CRI R-223, when LGA is not on CONEY CLIMBS and the RNAV RWY 13R/L approach is not in use.
• Midnight shift (between 2300-0700 local):
  • Kennedy Tower will issue RWY 22R departures “intercept the JFK R-232 until 5 DME, then turn left heading 220 for vectors on course”.
  • Runway 22L/R is not the preferred arrival configuration. If landing 22L/R is necessary, the following noise abatement procedures are recommended:
    • When vectoring to the ILS RWY 22L/R, when traffic and weather permit, clear aircraft to maintain 3,000’ feet until joining the glideslope if they intercept the localizer beyond 10 NM from JFK.
    • When traffic and weather permit, ensure aircraft landing RWY 22L/R remain at or above 3,000’ feet until they are within 15 flying miles of JFK.
    • These provisions do not apply to missed approaches.
  • ILS RWY 22L/22R RNAV Transitions
    • RNAV transitions will only be used after 0000L until 0630L. There is no requirement to utilize the transitions during this time.
    • JFK Departure will be combined to ROBER as the transitions utilizes departure airspace.
• Republic Airport (Turbo-Jet aircraft only)
  • Allow RWY 32 departures to remain on the departure procedure until 2,000’, traffic permitting.

Class D Airspace

• Republic tower owns 2,600’ MSL and below within 5.3 miles of the airport on the northern half (clockwise from 270 degrees bearing to 065 degrees bearing), and within 4.2 miles on the southern half (clockwise from 065 degrees bearing to 270 degrees).
• TRACON should avoid vectoring in Republic Tower's airspace, and should advise VFR aircraft in the vicinity to remain outside of the Class D airspace.

Coverage

• The airport is open from 0700 Local Time to 2300 Local Time. During other hours, the airport reverts into Class G airspace, with clearance delivery provided by NY TRACON and the airport treated as uncontrolled.
• If FRG tower is offline, top-down services should be covered by the Kennedy Satellite sector (normally combined with ROBER or CAMRN). Kennedy Departure never covers FRG.

Departure Operations

• Releases from Republic are requested per aircraft, unless N90 permits blanket releases.
• IFR departures will be transferred to New York TRACON on heading 010-013 off of runways 1 and 32, and heading 220 off of runways 14 and 19. The initial altitude is 3,000', unless Kennedy is on the 22's configuration, where the initial altitude will become 2,000'. If Kennedy is on the 22's, the TRACON must advise the tower so 2,000' is assigned.
• IFR departures will be radar identified by the Kennedy Satellite sector (or whoever they are combined with), issued a coordinated heading and altitude in coordination with Kennedy Departure, and then transferred to Kennedy Departure so they can be merged into the primary flow.

Arrival Operations

• FRG tower will select the arrival runway and approach type in use.
• Visual approaches are preferred, and will be used as long as the visibility is greater than 5 statute miles and ceilings are 2,100' or greater. All visual approach arrivals must be instructed during the approach clearance to "maintain 2,000 until advised by the tower." This can be omitted if FRG tower is covered top-down by the TRACON.
• IFR arrivals should be radar handed off to tower prior to 10 miles from the airport, and verbally handed off prior to the final approach fix or the aircraft entering the surface area.
• Aircraft on a missed approach will be issued heading 010 off of runways 1 and 32, and heading 220 off of runways 14 and 19, climbing to 2,000'.

Practice Approaches

TRACON should inform tower how the approach will terminate (i.e. full stop landing, touch and go, missed approach instructions, etc.) prior to 10 miles from the airport.

Suggested Class B VFR Routes

• Landing Runway 4L/R
  • 2,500’ or 3,500’
  • Northeast bound:
    • Direct CRI until reaching the south shoreline of Long Island, then vector aircraft eastbound to Jones Beach. After the Jones Beach Monument, aircraft can proceed on course.
  • Southwest bound:
    • Vector aircraft westbound along the south shoreline of Long Island to CRI R-223, then aircraft can proceed direct COL (or Sandy Hook). This procedure is not authorized if LGA is utilizing the Coney climb airspace.
• Landing Runway 13L/R or 22L/R
  • 3,500’ or 4,500’
  • Northeast bound:
    • Direct CRI, then vector aircraft north of JFK to proceed on an easterly heading. This procedure is not authorized if LGA is utilizing the Coney climb airspace.
  • Southwest bound:
    • Vector aircraft north of JFK and when able clear them direct CRI direct COL (or Sandy Hook) then on course. This procedure is not authorized if LGA is utilizing the Coney climb airspace.
• Landing Runway 31L/R
  • 2,500’ or 3,000’
  • Vector aircraft southeast of JFK through JFK Departure airspace between the runway 31L/R markers and JFK VOR. (Point out suggested to Final if online)
• All Runways
  • 5,500’, 6,500’
  • Northeast bound:
    • Direct JFK then direct DPK.
  • Southwest bound:
    • Direct JFK direct COL (or Sandy Hook).
    • If LGA is utilizing the Coney climb airspace then aircraft must proceed direct JFK. After JFK, aircraft must fly heading 220.

Departures from/through JFK Area

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

Departures from/through LGA Area

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

Belmont Airspace [Show]

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

Belmont Extension [Show]

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

Coney Airspace [Show]

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

JFK ILS 13L Approach [Show]

LGA will use ILS RWY 13 Approach, depart RWY 4 or 13 and release, with coordination, JFK Areas #9A, 10 and 11, to JFK Area, at 3,000’ and below.

JFK ILS 22L/R & RNAV 13L

Simultaneous use of JFK ILS 22L/R and RNAV13L when LGA is departing RWY 13 is authorized only when LGA Jets and T - Props are on TNNIS climbs and props are on Flushing Climb.

LGA Localizer RWY 31 or RNAV (GPS) Z RWY 31 [Show]

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

LGA TNNIS Climbs

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

EWR RNAV (GPS) X RWY29

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

Helicopters

Helicopters on the Copter RNAV 027 Approach via BANKA and COVIR waypoints shall be pointed out to the EMPYR position prior to BANKA waypoint.

Departures from/through JFK Area planned over GAYEL/HAAYS/NEION/COATE

• Departures from/through the JFK Area flight planned over GAYEL/HAAYS/NEION/COATE at or above 12,000’, shall be at or above 11,000’, 1 1/2NM prior to the JFK/LIB boundary.
• Props shall maintain 12,000’ and LIB Area has control for climb to requested altitude on contact.
• Jets filed for flight levels shall climb to 17,000’.
• Jets filed 14,000’-17,000’ shall climb to 16,000’ and jets filed for 12,000’ should be left at 12,000’.

Departures from/through JFK Area planned over GREKI/MERIT/BAYYS/BDR

• Departures from/through JFK Area flight planned over GREKI/MERIT/BAYYS/BDR, at or above 10,000’ shall be at or above 9,000’ climbing to 11,000’ (10,000’ for BDL, CEF, or BAF arrivals), 1 1/2NM prior to the JFK/LIB boundary.
• JFK has the option to leave props at 9,000’ without coordination.
• EAST has control on contact for climbs to 17,000’ (13,000’ on the east side of the ZBW/ZNY boundary) and for turns not to exceed headings needed to transition the combined NORTH and EAST Departure Gate, reference known traffic in JFK DEPARTURE. airspace still on JFK DEPARTURE frequency.

Departures from/through the JFK Area planned over RBV/ARD/WHITE

• RWY 4 RBV departures shall be issued direct RBV and ARD departures shall be vectored towards RBV. When LGA is on Coney Climbs, both RBV and ARD departures will be issued 9,000’. SOUTH has control for climb and turns to the west.
• RWY 13 RBV departures shall be issued direct RBV and ARD departures shall be vectored towards RBV, both climbing to 11,000’. SOUTH has control for climbs and turns to the west.
• RWY 22 departures shall remain on the assigned heading or route with coordination. SOUTH has control for climb from 7,000’ to 11,000’ 1-1/2 NM SW of the JFK 15 NM arc. SOUTH has control for turns to the west.
• RWY 31 RBV and WHITE departures shall remain on the SID. With coordination, JFK will climb to 11,000’, otherwise, SOUTH has control for climb from 7,000’ to 11,000’ 1-1/2 NM SW of the JFK 15 NM arc. SOUTH has control for turns to the west.
• When LIB owns the Narrows, SOUTH has control for climb on JFK DIXIE jets and WHITE departures.

WHITE/WAVEY Route SWAP (WWRS)

• Hand off JFK WHITE jet departures to LIB at the coordinated RBV departure altitude.
• JFK WHITE prop departures and overflights remain routed via V1.
• DCA traffic may remain over WAVEY, no higher than 16,000’ or be filed/re-routed over WHITE.
• APREQ FRG BEADS
• LGA hands off all WAVEY and SHIPP jet departures direct JFK to pass between CRI and JFK ILS RWY 22L FAF, direct appropriate fix at 8,000’. JFK Area has control on contact for climb and turns from 140° to 210° not to exceed the gate.

Coney Climb Airspace [Show]

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

Narrows Airspace [Show]

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

Narrows Extension [Show]

When JFK is landing RWY 4 L/R, and LIB has the Narrows AND LGA is making CONEY Climbs, JFK shall release, with coordination, Areas #7 and #8 to SOUTH, from 13,000’ to 17,000’.

Departures from/through the ISP Area

• Departures from/through the ISP Area flight planned over GAYEL/HAAYS/NEION/COATE/LGA@90, shall be vectored through the JFK/ISP Departure Gate on a track between 260 to 290 degrees.
• GAYEL/HAAYS/NEION/COATE/LGA@90 traffic shall be at or above 6,000’ to maintain 8,000’ 1-1/2NM prior to the ISP/JFK boundary.
• JFK Area has control on contact for turns not to exceed headings needed to transition the gate.
• Traffic below 6,000’ will be pointed out to ROBER.

Single Engine Aircraft from/through the ISP Area

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

Departures from/through the JFK Area over BDR

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

ISP and ISP East Single Engine Arrivals

• Use the single engine arrival gate for ISP and ISP East single engine arrivals.
• The JFK Area shall hand off these aircraft on a 090° heading at 3000’.

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

• Use the jet, turbo prop and twin engine arrival gate for ISP and ISP East jets, turbo props and twin engine arrivals.
• JFK Area shall vector jet, turbo prop and twin engine aircraft through the arrival gate at 4000’, on a track between 040° and 085°.
• ISP Area has control on contact for turns not to exceed headings necessary to transit the gate.

FRG BEADS departures

The JFK Area will handoff the FRG BEADS departures to the ISP Area through the ISP multi-engine gate at 4000’, or if the aircraft departs FRG to the north, towards DPK climbing to 5000’.

JFK Area to LGA North

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

JFK/FRG arrivals over DPK

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

JFK Southeast Arrivals

The following procedures may be applied for JFK Southeast Arrivals:

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

ISP Eastbound Departures

The following procedures may be applied for ISP Eastbound Departures:

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

JFK & FRG ROBER Arrivals

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

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

FRG RNAV (GPS) RWY 32

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

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

HPN Arrivals Over BOUNO

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

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

From	Through	To	Route	Altitude	Hand-off	Frequency	Type
LGA/N	JFK	LIBS	V16/V229	60	2J	135.9	All
LGA/N	JFK	LIBS	JFK V1 WHITE	70	2J	135.9	Props
LGA/N	JFK		SHIPP/WAVEY/BETTE	80	2J	135.9	All
LGA	JFK		COL(APREQ)	30	2G	128.125	Heli
JFK	WRI	EWR/S/N	V16 V276 RBV V249 SBJ	40	MY	126.475	All
JFK	LGA	LIBN	SAX V249/COATE	80	1L	120.4	Props
JFK	LGA	LIBN	HAAYS/NEION/COATE	80/90	1L	120.4	All
JFK		ISP/E	GATE TRACK 090°	30	3H	120.05	Single Engine
JFK		ISP/E	GATE TRACK 040° - 080°	40	3H	120.05	Jets, T-props, Twins
JFK/FRG		ISPN	V229 BDR or Direct BDR	30	3Z	124.075	All
JFK/FRG		LGA/N	BDR	30	3Z	124.075	All
JFK		LGA	APREQ
JFK	ISPN	ISP	BDR GATE TRACK 040° - 080°	70, 80	3R	133.1	All
FRG	ISPN	LGA ISP ISP	BDR SAX V249/COATE CCC BEADS (APREQ) Multi Eng. Gate when FRG on South flow CCC BEADS (APREQ) DPK when FRG on North flow	30	3Z	124.075	All
				40	3H	120.05	Jets
				50	3H	120.05	Jets
JFK	LIBE	LIBE	GREKI/MERIT/BAYYS/BDR GATE TRACK 020°-070°	90-110	5E	126.8	All
		Y90	BDL GATE TRACK 020° - 070°	90-100	5E	126.8	Jets/Props >210
		LIBN	GAYEL/HAAYS/COATE GATE TRACK 320° - 010°	120	5E	126.9	Props
		LIBN	GAYEL/HAAYS/NEION/COATE/DEEZZ GATE TRACK 320° - 010°	120-170	5E	126.8	Jets
JFK		LIBS	v16, v229 DIXIE	60/70	5S	124.75	Props/Jets
JFK		LIBS	V1 WHITE	70	5S	124.75	Props
JFK		LIBS	WHITE (during WWRS)	110	5S	124.75	Jets
JFK		LIBS	RBV/ARD	70-110	5S	124.75	Jets/Props
JFK		WRI	COL/V16	30-40	MY	126.475	All
JFK		ZBW	BETTE/HAPIE	70-110	B32	135.8	All
JFK		ZNY	SHIPP/WAVEY	70-120	N66	128.3	Jets
JFK		ZNY	SHIPP/WAVEY	100	N66	128.3	Props
FRG	WRI(p/o)	LGA/PinS Apchs	V16, V229 DIXIE	40	1D	127.3	Helos
ISP/E	JFK	LGA	LGA@90 GATE TRACK 260° - 290°	80	2J	135.9	Jets
ISP ISP E/N	JFK	LIBE	GAYEL/HAAYS/NEION/COATE GATE TRACK 260° - 290°	80	2J	135.9	All
ISP ISP E/N	JFK	LIBS	V16 DIXIE V16 DIXIE (APREQ)	60	2J	135.9	Single Eng Multi Eng

Area Airport List [Show]

Area	Airport Codes
LGA	LGA
LGAN	HPN, DXR
JFK	JFK, FRG
EWR	EWR
EWRN	TEB, MMU, CDW, FWN, 12N, 13N, 4N1, N05, N07, 1N7, 3N5
EWRS	47N, 39N, N51, SMQ, LDJ
ISP	ISP, HWV, 23N
ISPE	FOK, HTO, MTP, 03NY, 1N2, 21N, 87N
ISPN	BDR, HVN, JSD, OXC, SNC, 42B
LIBH	SWF, POU, MGJ, 44N, 46N, N69, N82, 06N, MSV, 20N, N89

From	Through	To	Route	Altitude	Hand-off	Frequency	Type
LGA	ISP	JFK/FRG	PUGGS CCC DPK	40/30	2K	125.7	All RNAV
LGA	ISP	JFK/FRG	BDR CCC DPK	40/30	2K	125.7	All non-RNAV
ISP		JFK/FRG	DPK	30	2K	125.7	All
ISP E/N		JFK	DPK	40	2K	125.7	All
ISP E/N		FRG	DPK	30	2K	125.7	All
EWR *4/22/29, NS/SS	ISPN	JFK	DPK	40	2K	125.7	All
		FRG	DPK	30	2K	125.7	All
ZBW		JFK/FRG	CCC R-229 ROBER	120	2K	125.7	All
ZNY		JFK/ISP/ISP E/ FRG	LENDY	FL190	2E	128.125,125.7	Jets, HPTP
ZNY		JFK/ISP/ISP E/ FRG	CAMRN	110	2G	128.125	Jets
ZNY		JFK/LGA/FRG	CAMRN	90	2G	128.125	Jets, HPTP
ZNY		JFK/FRG/ISP/ISP E	ZIGGI	80	2G	128.125	Props
WRI		JFK/FRG/ISP/ISP N	ZIGGI	50	2G	128.125	Jets/Twins
WRI	LIBS	JFK/FRG/ISP/ISP E/N	DIXIE	50	2J	135.9	Single Eng

NOTE: EWR JET TRAFFIC ONLY OFF RWY 22R TO JFK, APREQ SOUTHERN ROUTE OVER COL VOR.

Area Airport List [Show]

Area	Airport Codes
LGA	LGA
LGAN	HPN, DXR
JFK	JFK, FRG
EWR	EWR
EWRN	TEB, MMU, CDW, FWN, 12N, 13N, 4N1, N05, N07, 1N7, 3N5
EWRS	47N, 39N, N51, SMQ, LDJ
ISP	ISP, HWV, 23N
ISPE	FOK, HTO, MTP, 03NY, 1N2, 21N, 87N
ISPN	BDR, HVN, JSD, OXC, SNC, 42B
LIBH	SWF, POU, MGJ, 44N, 46N, N69, N82, 06N, MSV, 20N, N89

Letter of Agreement

New York TRACON (N90) & Kennedy Local (JFK)

Rev. 1 - 1 Jan 2011

Purpose

This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between New York TRACON (N90) and John F Kennedy TRACON (JFK).

Scope

The procedures contained herein must apply unless prior coordination is effected.

Disclosure

vZNY and any other facilities mentioned in this document are affiliated with the Virtual Air Traffic Simulation (VATSIM) network. The procedures outlined in this document are intended exclusively for use in the VATSIM flight simulation environment and must never be used for actual flight or air traffic control operations. vZNY and any other facility mentioned in this document are not affiliated with the FAA in any manner.

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Local Control Procedures

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

Kennedy Departure Procedures

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

Kennedy Arrival Procedures

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

Table 1 - Scratchpad entries for different types of approach to JFK

Approach	4L	4R	13L	13R	22L	22R	31L	31R
ILS	I4L	I4R	I3L	–	I2L	I2R	I1L	I1R
LOC	L4L	L4R	L3L	–	L2L	L2R	L1L	L1R
VOR	–	V4R	–	–	V2L	–	V1L	–
GPS or RNP	R4L	R4R	R3L	R3R	R2L	R2R	R1L	R1R
Visual	4L	4R	13L	13R	22L	22R	31L	31R
Parkway Visual	–	–	PVA	PVA	–	–	–	–
Belmont Visual	–	–	–	–	BVA	–	–	–

LOA/JFK FRG

Letter of Agreement

John F Kennedy TRACON (JFK) & Liberty TRACON (LIB)

Rev. 1 - 1 Jan 2016

Purpose

This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between John F Kennedy TRACON (JFK) and Liberty TRACON (LIB).

Scope

The procedures contained herein must apply unless prior coordination is effected.

Disclosure

vZNY and any other facilities mentioned in this document are affiliated with the Virtual Air Traffic Simulation (VATSIM) network. The procedures outlined in this document are intended exclusively for use in the VATSIM flight simulation environment and must never be used for actual flight or air traffic control operations. vZNY and any other facility mentioned in this document are not affiliated with the FAA in any manner.

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Departure Procedures

Departures from/through JFK Area planned over GAYEL/HAAYS/NEION/COATE

• Departures from/through the JFK Area flight planned over GAYEL/HAAYS/NEION/COATE at or above 12,000’ shall be at or above 11,000’, 1.5nm prior to the JFK/LIB boundary.
• Props shall maintain 12,000’, and LIB Area has control for climb to requested altitude on contact.
• Jets filed for flight levels shall climb to 17,000’.
• Jets filed for 14,000’-17,000’ shall climb to 16,000’, and jets filed for 12,000’ should be left at 12,000’.

Departures from/through JFK Area planned over GREKI/MERIT/BAYYS/BDR

• Departures from/through JFK Area flight planned over GREKI/MERIT/BAYYS/BDR at or above 10,000’ shall be at or above 9,000’ climbing to 11,000’ (10,000’ for BDL, CEF, or BAF arrivals), 1.5nm prior to the JFK/LIB boundary.
• JFK may leave props at 9,000’ without coordination.
• LIBE has control on contact for climbs to 17,000’ (13,000’ on the east side of the ZBW/ZNY boundary) and for turns not to exceed headings needed to transition the combined North and East Departure Gate, referencing known traffic in JFK Departure airspace still on JFK Departure frequency.

Departures from/through the JFK Area planned over RBV/ARD/WHITE

• RWY 4 RBV departures shall be issued direct RBV, and ARD departures shall be vectored towards RBV. When LGA is on Coney Climbs, both RBV and ARD departures will be issued 9,000’. LIBS has control for climb and turns to the west.
• RWY 13 RBV departures shall be issued direct RBV, and ARD departures shall be vectored towards RBV, both climbing to 11,000’. LIBS has control for climbs and turns to the West.
• RWY 22 departures shall remain on the assigned heading or route with coordination. LIBS has control for climb from 7,000’ to 11,000’, 1.5nm Southwest of the JFK 15nm arc. LIBS has control for turns to the West.
• RWY 31 RBV and WHITE departures shall remain on the SID. With coordination, JFK will climb to 11,000’, otherwise, LIBS has control for climb from 7,000’ to 11,000’, 1.5nm Southwest of the JFK 15nm arc. LIBS has control for turns to the West.
• When LIB owns the Narrows, LIBS has control for climb on JFK DIXIE jets and WHITE departures.

WHITE/WAVEY Route SWAP (WWRS)

• Hand off JFK WHITE jet departures to LIBS at the coordinated RBV departure altitude.
• JFK WHITE prop departures and overflights remain routed via V1.
• DCA traffic may remain over WAVEY, no higher than 16,000’, or be filed/re-routed over WHITE.
• APREQ FRG BEADS
• LGA hands off all WAVEY and SHIPP jet departures direct JFK to pass between CRI and JFK ILS RWY 22L FAF, direct to the appropriate fix at 8,000’. JFK Area has control on contact for climb and turns from 140 to 210 not to exceed the gate.

Airspace Delegation

Coney Climb Airspace [Show]

• When JFK delegates the airspace for Coney Climbs to LGA DEP, the following areas shall also be released, after coordination, to LIB-S:
  • JFK Area #7 at 11,000’ and 12,000’
  • JFK Area #8 from 6,000’ to 12,000’

Narrows Airspace [Show]

• When JFK is landing RWY 4L/R OR 13L/R, JFK shall release to LIB-S, with coordination:
  • JFK Area #9, from 13,000’ through 17,000’
  • JFK Area #9A, from 13,000’ through 17,000’
• LIB-S has control for climb on JFK RBV, ARD, DIXIE jets, and WHITE departures, with control for turns to the West on RBV/ARD departures.

Narrows Extension [Show]

• When JFK is landing RWY 4L/R, AND LIB has the Narrows AND LGA is making CONEY Climbs, JFK shall release to LIB-S, with coordination:
  • JFK Areas ##8, from 13,000’ to 17,000’
  • JFK Areas #7, from 13,000’ to 17,000’

Letter of Agreement

John F Kennedy TRACON (JFK) & LaGuardia TRACON (LGA)

Rev. 3 - 31 Aug 2021

Purpose

This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between John F Kennedy TRACON (JFK) and LaGuardia TRACON (LGA).

Scope

The procedures contained herein must apply unless prior coordination is effected.

Disclosure

vZNY and any other facilities mentioned in this document are affiliated with the Virtual Air Traffic Simulation (VATSIM) network. The procedures outlined in this document are intended exclusively for use in the VATSIM flight simulation environment and must never be used for actual flight or air traffic control operations. vZNY and any other facility mentioned in this document are not affiliated with the FAA in any manner.

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General Procedures

Coordination

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

Position Combining/Decombining

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

Conflicting Flows

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

Departure Procedures

Departures from/through JFK Area

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

Departures from/through LGA Area

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

Airspace Delegation

Belmont

Belmont Airspace [Show]

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

Belmont Extension

Belmont Extension Airspace [Show]

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

Coney

Coney Airspace [Show]

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

Approaches

JFK ILS 13L Approach

JFK ILS 13L Approach Airspace Delegation [Show]

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

JFK ILS 22L/22R & RNAV 13L

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

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

LGA Localizer RWY 31 or RNAV (GPS) Z RWY 31 Airspace Delegation [Show]

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

LGA TNNIS Departures

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

EWR RNAV (GPS) X RWY29

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

Helicopters

• Helicopters on the Copter RNAV 027 Approach via BANKA and COVIR waypoints shall be pointed out to the EMPYR position prior to the BANKA waypoint.

Letter of Agreement

John F Kennedy TRACON (JFK) & Islip TRACON (ISP)

Rev. 3 - 31 Aug 2021

Purpose

This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between John F Kennedy TRACON (JFK) and Islip TRACON (ISP).

Scope

The procedures contained herein must apply unless prior coordination is effected.

Disclosure

vZNY and any other facilities mentioned in this document are affiliated with the Virtual Air Traffic Simulation (VATSIM) network. The procedures outlined in this document are intended exclusively for use in the VATSIM flight simulation environment and must never be used for actual flight or air traffic control operations. vZNY and any other facility mentioned in this document are not affiliated with the FAA in any manner.

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Departures from/through the ISP Area

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

Single Engine Aircraft from/through the ISP Area

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

Departures from/through the JFK Area over BDR

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

ISP and ISP East Single Engine Arrivals

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

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

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

FRG BEADS departures

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

JFK Area to LGA North

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

JFK/FRG arrivals over DPK

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

JFK Southeast Arrivals

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

ISP Eastbound Departures

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

JFK & FRG ROBER Arrivals

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

FRG RNAV (GPS) RWY 32

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

HPN Arrivals Over BOUNO

• ISP Area may provide an automated point out of BOUNO arrivals to the JFK ROBER position. If the point out is accepted:
• The aircraft may transition the JFK Area 24, Eastbound and descend below 11,000’.
• ROBER is responsible for separation between the aircraft and other aircraft under ROBER control, and shall issue restrictions necessary to provide separation from other aircraft within ROBER area of jurisdiction.

Letter of Agreement

New York TRACON (N90) & New York ARTCC (ZNY)

Rev. 1 - 1 Jan 2011

Purpose

This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between John F Kennedy TRACON (JFK) and New York ARTCC (ZNY).

Scope

The procedures contained herein must apply unless prior coordination is effected.

Disclosure

vZNY and any other facilities mentioned in this document are affiliated with the Virtual Air Traffic Simulation (VATSIM) network. The procedures outlined in this document are intended exclusively for use in the VATSIM flight simulation environment and must never be used for actual flight or air traffic control operations. vZNY and any other facility mentioned in this document are not affiliated with the FAA in any manner.

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Kennedy Departure Procedures

Exits	Altitudes	ZNY Control Authority	Headings
SHIPP / WAVEY	Below 12,000’	East of DPK R-221	Any that remain east of DPK R-221
	At or above 12,000’	5 DME west of the DPK R-221	Right to 190 max

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

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

Kennedy Arrival Procedures

1. New York (ZNY) ARTCC shall
   1. Route aircraft via LENDY#, IGN#, CAMRN#, ZIGGI, or radar vectors that emulate these routes.
   2. Ensure aircraft have been issued the appropriate fix crossing altitudes per Table 1 before releasing to N90 frequency.
   3. Ensure all aircraft do not exceed 250 knots IAS at all arrival fixes, unless higher IAS is approved by N90.
   4. Ensure LENDY arrivals are established on LGA R-315 prior to LENDY or are proceeding direct LGA southwest of LGA R-315. Keep aircraft North of EWR and cross 15 DME West of LGA at 250 knots IAS unless higher speed is approved by N90.
   5. Unless coordinated, instruct CAMRN and ZIGGI arrivals to depart those fixes heading 040 before handoff to N90.
   6. Retain communications and control of arrivals in holding patterns when holding (see Table 2).
2. New York (N90) TRACON shall
   1. Avoid reducing IAS of arrivals below 250 knots within 10 miles of the arrival fix unless coordinated with ZNY.
   2. Advise ZNY before suspending airport clearances.
   3. N90 has control for turns on arrivals via fixes in Table 3.
   4. Coordinate any non-standard crossing altitudes. All single-engine props to JFK and JFK satellites shall be routed via the TEC environment at 7,000’ or below.

Table 1 – Fix crossing altitudes

Entry	STAR or Route	Aircraft Types	Altitudes
LENDY	LENDY#, IGN#, or LGA R-315	All aircraft capable of FL190 and 250 knots or greater	FL190 or FL180 (if the altimeter permits its use)
CAMRN	CAMRN#	Turbojets	11,000’
	DPK R-221	Turbojets	11,000’
		Turboprops	8,000’
	RBV R-121 from OWENZ	Turbojets and turboprops	9,000’
ZIGGI	Direct or JFK R-210	Overflow JFK turboprops or single-engine ISP turboprops	8,000’

Table 2 – Arrival holding patterns

Entry	Hold	Turns	Altitudes
LENDY	West of LGA R-315 at 14 DME	Right	FL180-FL230
CAMRN	South of DPK R-221 at 53 DME	Left	11,000’-14,000’
ZIGGI	South of JFK R-210 at 37 DME	Right	7,000’-8,000’

Table 3 – Areas delegated to N90 TRACON for arrivals

Entry	STAR or Route	N90 Control Authority	Headings
LENDY	LENDY#, IGN#, or LGA R-315	East of IGN R-225 and south of SAX R-103	120-160
CAMRN	CAMRN#	On Contact	360-060
	DPK R-221
	RBV R-121 from OWENZ	5 DME west of V139	60 degrees right
ZIGGI	Direct or JFK R-210	On Contact	030-090

Airspace Sectorization

• Procedures
  • Alternate: Preferred configurations: allow for the arrival flow to be brought under the departure flow.
  • PACP: Pre-Arranged Coordination Procedures (automated point out, no verbal communication necessary). Preferred configurations: allow for the arrival flow to be brought under the departure flow.
  • SOP: Standard Operating Procedures. Configurations should be avoided and only used for educational purposes.
  • SUP: Seldom Use Procedure: designed for specific traffic volume circumstances.
• Except when using 4 airspace for Seldom Used Procedure (SUP) 13L/R and 4L/R operation, the airspace in use will conform to primary arrival runway.
• "A + B" means A is the primary runway and B is the overflow.

Normal Operations

• Depart 4L, Land 4R - PACP: [Show]

  

  

  

  

  

  

  

  

  
• Depart 13L/R, Land 13L - PACP: [Show]

  

  

  

  

  

  

  

  

  
• Depart 22R, Land 22L/R - Alternate: [Show]

  

  

  

  

  

  

  

  

  
• Depart 31L/R, Land 31L/R: [Show]

  

  

  

  

  

  

  

  

  

Event Configurations

• Depart 4L, Land 4L/R - SOP: [Show]

  

  

  

  

  

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

  

  

  

  

  

  

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

  

  

  

  

  

  

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

  

  

  

  

  

  
• Depart 31L/R, Land 4R - SOP: [Show]

  

  

  

  

  

  
• Depart 4L or (4L + 13R) or 13R, Land (4R + 13L) - PACP: [Show]

  

  

  

  

  

  

  
• Depart 4L or (4L + 13R) or 13R, Land (4R + 13L) - SOP: [Show]

  

  

  

  

  

  

  
• Depart 13L/R, Land 13L - PACP: [Show]

  

  

  

  

  

  
• Depart 22R, Land 22L/R - SOP: [Show]

  

  

  

  

  

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

  

  

  

  

  

  

  
• Depart 22R, Land (22L + 13L) - SOP: [Show]

  

  

  

  

  

  

  

Appendix

Severe Weather Avoidance Plan (SWAP)

Severe Weather Avoidance Plan (SWAP) is a contingency plan used during times of convective activity or severe weather in general within an ARTCC where normal routes or exit gates get shut down. This occurs primarily during the spring and summer months in the Northeast region but can happen anytime of the year.

When SWAP is in effect Traffic Management Unit (TMU) personnel will utilize any number of backup plan routes to mitigate the impact the weather currently has on our route structure. The weather can be a very quickly evolving or devolving situation, and thus many times reroutes need to occur while an aircraft is taxiing to the runway. Some of the route structure in place to help avoid severe weather includes:

• (CDRs) Coded Departure Routes
• (AFPs) Airspace Flow Program
• (FEAs/FCAs) Flow Evaluation Area & Flow Constrained Area
• Capping & Tunneling
• Playbook Routes

None of these routes should be normally filed until a SWAP statement is out and users are directed to utilize these routes. They should be aware of the potential for these routes and should fuel accordingly. Otherwise, this is normally assigned by ATC. SERMN Routes (SWAP Escape Route Metro New York) - These are initially much lower altitude escape routes (think 6,000 to 10,000ft) when ZNY cannot accept handoffs. Traffic will go from TRACON to TRACON until higher altitudes can be achieved, usually by the adjacent center (ZOB, ZBW, ZDC).

New York Center operates up to five (5) manual departure positions in a centralized Departure Complex (also known as The Pit). The Complex is overseen by the Departure Director (DD) which is a Traffic Management Coordinator (TMC) and issues clearances for traffic departing all New York and Philadelphia metro airports. Due to the proximity of high density airports and the commonality of route fixes, the centralization of the Complex provides the Departure Director with advance warning of route or fix saturation. Judicious and timely reroutes are employed to mitigate or avoid bottlenecks, eliminating or reducing departure delays. During periods of high airspace complexity or severe airspace constraint, the Complex is invaluable in rerouting aircraft.

Rather than having an additional Traffic Management Officer (TMO) position to manage and direct the ZNY and N90 TMUs, the Supervisory Traffic Management Coordinator (STMC) assumes those responsibilities. Due to the unique setup of N90, it is treated as its own facility with an operational TMU. Likewise, ZNY has its own TMU, both of which interface with the vATCSCC. When traffic management related issues cannot be resolved by appropriate administrators, vATCSCC has final decision-making authority. In the absence of the STMC, the position may be delegated or fulfilled by the Events Coordinator, Air Traffic Manager (ATM), Deputy Air Traffic Manager (DATM), or otherwise delegated official. In the absence of all members and any potential delegate to the position, vATCSCC will assume traffic management responsibilities until no longer needed or until the appropriate roles can be filled.

Clearance Delivery Responsibilities:

• Actively monitor the NAS Operations Dashboard (preferred) or the N90 Route Availability Planning Tool (RAPT) during events where Traffic Management Initiatives are being implemented. More info on these types of routes can be found in the National Severe Weather Playbook.
• Coordinate with the TMU when SWAP reroutes or Call For Release (CFR) are in place.
• Priority of service must be given to aircraft closest to the front of the departure queue.
• Added vigilance must also be used to verify that the most recent revision is being issued. Climb out requirements still apply.

Ground Control Responsibilities:

• Advise the aircraft that their route is shut down due to weather and should be moved away from the flow of traffic to an area where they can shut down their engines until a new route is formulated and they coordinate enough fuel with their company.
• Attempt to stage aircraft grouped by fix when that fix is severely constrained by SWAP
• Be aware of LC repositioning aircraft unable to depart due to SWAP, coordinate through CC if necessary.
• If necessary, coordinate with Local Control to use movement areas under their control for staging.

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

Cab Coordinator(CC)

• The Cab Coordinator is responsible for performing interfacility/position coordination and to assist with any of the functions of the Tower Team which will aid in meeting situation objectives.
• Coordination includes but is not limited to:
  • Missed Approaches
  • Emergencies
  • Assisting Ground Control with runway crossings by relaying authorization from Local Control when necessary
  • Assist Ground Control in determining the departure sequence and with staging of aircraft
  • Traffic
  • Traffic flow
  • Priority flights
  • Unusual situations
  • Provide Local Control and Class Bravo with radar handoffs/pointouts for non-standard arrivals and departures
  • Ensure that all positions are notified of pertinent weather changes
  • Post updated breaking action, wind shear, runway condition reports, and bird reports
• Advise FLM/CIC and TMC of the following:
  • Emergencies, priority flights, departure stops, requests for medical assistance, or other unusual situations
  • Missed Approaches
  • Airport, runway condition changes
  • When the reported RVR is less than 2000 feet
  • When it appears that delays will reach 15 minutes and increases/decreases of 15-minute intervals thereafter
  • Of departure stops/releases, and other circumstances that will adversely affect the departure flow or airport acceptance rate
  • Of “fair”, “poor” or “nil” breaking action reports, and when braking action increases to “good”
  • When tower visibility is less than four (4) miles, or when tower visibility increases to four (4) miles or more
  • Other information as necessary
• Coordinate the following with N90:
  • Inbound estimates and radar handoffs, when required
  • Non-standard arrivals and departures
  • Missed approaches and go arounds
  • Departure releases
  • Emergencies, priority flights, and unusual situations
  • Aircraft with lost/not established communications
  • In the case of simultaneous Runway 31L/31R ILS approaches, advise N90 when ready to conduct simultaneous ILS approaches. Receive the callsign and handoff for first aircraft to start, and last aircraft to finish the simultaneous procedure
  • Frequencies in use at JFK Tower and N90
  • Advise of runway closures/openings, and advise of taxiway closures affecting traffic flows
  • Visibility whenever it changes from IFR to VFR and from VFR to IFR
  • Pilot reported wind shear and other significant PIREP's

Ground Metering

Purpose

Ground Metering’s primary responsibility is to create a departure sequence before aircraft are taxied out for takeoff. Ground Metering sequences aircraft by alternating gate, exit, or type aircraft and then provides the active Ground controller with flight strips in that order. Kennedy’s Ground Metering frequency is 125.05. Ground metering operation must be authorized by the TMU

Ground Metering Procedures and Phraseology

• Once aircraft are ready to taxi, they will call Ground Metering on the published Ground Control frequency that appears on the airport diagram (125.05).
• Aircraft calling Ground Metering should inform the controller of the following information; however, be aware that many pilots will call and advise “ready for taxi” and Ground Metering will have to find them on the field:
  • Call-sign
  • Location at the airport
  • ATIS code
• The Ground Metering controller must inform the aircraft to hold short of the main outbound taxiway and monitor the active Ground Control frequency.

PHRASEOLOGY
JetBlue Four Fifty-Two, Kennedy Ground, hold short of Alpha, monitor ground on one two one point six fife, wait for the controller to call you.

Transfer of Control and Pushing Strips

After Ground Metering 125.05 has sequenced aircraft that have called for taxi, he or she must push the strip in the appropriate sequenced order to the active Ground controller on 121.65 (2E) and advise the pilot to monitor that frequency. Ground Control 121.65 (2E) will receive strips in the left hand column of the strip bay and then will move them to the right hand column, in the appropriate order, once taxi instructions have been given.

After additional taxi instructions are not required, the active Ground controller 121.65 (2E) must push the strip in sequenced order to Local Control and instruct the aircraft to monitor Kennedy Tower on the appropriate frequency.

Changelog

Change	Date	Description
NOTE: Change notices 1-11 were archived on NYARTCC forums
CHG12	28 May 2011	MAJOR REVISION. See a full list of updates on the ZNY ARTCC forum.
CHG13	20 Oct 2011	Updated to reflect changes commissioned by the Article 48 Workgroup in N90 order N7100.953. Departure flow diagrams and procedures revised.
CHG14	26 Oct 2011	Missed approach procedures revised for JFK and FRG.
CHG15	8 Jan 2014	Converted to Wiki format. Night time runway selection removed. Preferred routes updated. Class Bravo operations updated.
CHG16	4 Sep 2014	Distances of parallel runways were added.
CHG17	28 Sep 2014	FRG SOP was separated.
CHG18	2 Nov 2014	LOA routes section was replaced with a link to PRD. CAM frequency updated in Arrival Chart under #TRACON. IAP table removed. Stylistic changes.
CHG19	3 Mar 2015	Idlewild climb cannot be used if LGA is landing LOC 31. Position identifier for JFK Local Control was update. Bravo airspace floor over the south shoreline was revised to read as 501 feet and above. LOA with LGA was updated to include a mention of Flushing climb with regard to when JFK is landing ILS 13.
CHG20	30 Jul 2015	The MBI on N90 Departure Gate Procedures was merged with the SOP. SKORR# is the standard DP for RNAV departures off runways 31L/R.
CHG21	17 Dec 2015	Clarifying that BETTE/GREKI/MERIT/HAPIE are not RNAV only.
CHG22	15 Jun 2016	Wake turbulence separation recategorization
CHG23	10 Sep 2017	BETTE/GREKI/MERIT/HAPIE not used. South 1 and 2 renamed to Southwest and Water gates.
CHG24	30 Nov 2018	Major revisions to align the SOP with current airways, fixes and exits.
CHG25	2 Apr 2020	Revised ramp frequency allocation table, updated taxiway diagrams to reflect Runway 31R/13L width, added Historical Terminal Parking guide to assist with pilots who fly defunct carriers or ones that no longer serve JFK.
CHG26	22 May 2020	Amended the IFR Squawk Code Range.
CHG27	22 Oct 2020	Updated Common Amendments Table, added additional SID information, fixed Departure Chart to match Letters of Agreement and Flow Diagram
CHG28	30 Dec 2020	MAJOR REVISION. Fixed scratchpad for HAAYS. Updated SID selection flow chart to allow southwest props to be assigned the SKORR#. New climb out procedures tab, with new phraseology required on runways 4L and 13L/R. Information regarding taxiway ownership southwest of 4L/22R and phraseology for 22R departures. New ground information for taxi instructions to runway 22R via Charlie, and ownership southwest of 4L/22R based off of JFK configuration. New tower information for line up and wait operations, runway 13L/R headings, overflow procedures, and go arounds. TRACON section now has Training Resources section, linking several videos from real controllers working the CAMRN and Final sectors. Appendix now has information regarding SWAP operations, emergency procedures, and the responsibility of cab coordinators during events. Moved Concorde information into general SOP sections. Most changes listed above based on real world JFK Tower SOP. Updated hybrid SID phraseology for DEEZZ/NAR SIDs.
CHG29	5 Mar 2021	Fixed mistakes in the Concorde Section (for Clearance Delivery) and an incorrect airport name in the Climb Procedures examples under the table.
CHG30	9 Aug 2021	Updated to new N90 Callsigns. Added additional information to match changes relevant to FRG SOP, including new FRG-N90 LOA, procedures for visual approaches into FRG, and FRG IFR departure initial altitude information. Fixed incorrect ATIS usage regarding SWAP.
CHG31	31 Aug 2021	MAJOR REVISION. Airspace delegations completely redone, old configurations no longer in use - replaced by "PACP" and "Alternate" configurations. All TRACON JFK LOAs updated. Departure and arrival charts redone. New information about LGA interactions.
CHG32	2 Feb 2022	Updated clearance IFR departures section with the removal of NAR SIDs (2112 AIRAC). Added JFK DEP/ARR rate
CHG33	11 Mar 2023	Updated Departure Flow charts. Updated General Information tab in TRACON section for RBV departures off 31L/R
CHG34	29 Aug 2023	Amended JFK TRACON combined frequency to 125.700
CHG35	3 Nov 2024	Converted to new Wiki format