New York ARTCC
EWR SOP
Rev. 35 — 25 Apr 2019

Bookmarks: TopATCT ( DEL | GND | TWR ) • TRACON ( Departure | Approach )

Area at a glance

Operational Positions

Position Callsign Radio Name Frequency Voice Channel
Clearance Delivery EWR_DEL Newark Clearance Delivery 118.850 ZNY_4D
Ground EWR_GND Newark Ground 121.800 ZNY_4C
Tower (Primary) EWR_TWR Newark Tower 118.300 ZNY_4Z
Tower (Class Bravo) EWR_B_TWR Newark Tower 127.850 ZNY_4B
ATIS KEWR_ATIS 134.820 KEWR_ATIS
Position Callsign Radio Name Frequency Voice Channel
Clearance Delivery CDW_DEL Caldwell Clearance Delivery 121.100 ZNY_4W
Ground CDW_GND Caldwell Ground 121.900 ZNY_4V
Tower CDW_TWR Caldwell Tower 119.800 ZNY_4T
ATIS KCDW_ATIS 135.500 KCDW_ATIS
Position Callsign Radio Name Frequency Voice Channel
Clearance Delivery MMU_DEL Morristown Clearance Delivery 126.800 ZNY_4M
Ground MMU_GND Morristown Ground 121.700 ZNY_4E
Tower MMU_TWR Morristown Tower 118.100 ZNY_4K
ATIS KMMU_ATIS 124.250 KMMU_ATIS
Position Callsign Radio Name Frequency Voice Channel
Clearance Delivery TEB_DEL Teterboro Clearance Delivery 128.050 ZNY_4G
Ground TEB_GND Teterboro Ground 121.900 ZNY_4F
Tower TEB_TWR Teterboro Tower 119.500 ZNY_4J
ATIS KTEB_ATIS 132.020 KTEB_ATIS
Sector Callsign Frequency Voice Channel Tag Squawk Remarks
JFK Departure NY_KEN_DEP 135.900 ZNY_2J J 1550 — 1577 Primary Departure
CAMRN NY_CAM_APP 128.120 ZNY_2G G 1550 — 1577 Primary Approach
Final Vector NY_KFI_APP 132.400 ZNY_2A A 1550 — 1577
ROBER NY_RBR_APP 125.700 ZNY_2K K 1550 — 1577
JFK Satellite NY_ROS_APP 118.400 ZNY_2S S 1550 — 1577
Sector Callsign Frequency Voice Channel Tag Squawk Remarks
LGA Departure NY_LSO_DEP 120.400 ZNY_1L L 1150 — 1177 Primary Departure
HAARP NY_HRP_APP 120.800 ZNY_1V V 1150 — 1177 Primary Approach
Final Vector NY_LFI_APP 134.950 ZNY_1F F 1150 — 1177
NYACK NY_LNO_DEP 120.550 ZNY_1Y Y 1150 — 1177
EMPYR NY_EMP_APP 127.300 ZNY_1D D 1150 — 1177
NOBBI NY_NBI_APP 126.400 ZNY_1X X 1150 — 1177
Sector Callsign Frequency Voice Channel Tag Squawk Remarks
EWR Departure NY_NWK_DEP 119.200 ZNY_4N N 2350 — 2377 Primary Departure
Yardley NY_ARD_APP 128.550 ZNY_4P P 2350 — 2377 Primary Approach
Final Vector NY_NFI_APP 125.500 ZNY_4Q Q 2350 — 2377
North Arrival NY_NOA_APP 120.150 ZNY_4A A 2350 — 2377
ZEEBO NY_ZBO_APP 123.770 ZNY_4S S 2350 — 2377
METRO NY_MET_APP 132.800 ZNY_4H H 2350 — 2377
MUGZY NY_MGZ_APP 127.600 ZNY_4U U 2350 — 2377
Sector Callsign Frequency Voice Channel Tag Squawk Remarks
Islip NY_ISP_APP 120.050 ZNY_3H H 1640 — 1677 Primary TRACON
Calverton NY_CCC_APP 118.000 ZNY_3E E 1640 — 1677
SEALL NY_SEA_APP 133.100 ZNY_3R R 1640 — 1677
VIKKY NY_VIK_APP 128.620 ZNY_3Z Z 1640 — 1677
LOVES NY_LOV_APP 124.070 ZNY_3I I 1640 — 1677
BEDAS Low NY_BDL_APP 118.950 ZNY_3N N 1640 — 1677
BEADS High NY_BDH_APP 125.970 ZNY_3B B 1640 — 1677
Sector Callsign Frequency Voice Channel Tag Squawk Remarks
East NY_LBE_DEP 126.800 ZNY_56 6 2630 — 2677 Primary
West NY_LBW_DEP 120.850 ZNY_54 4 2630 — 2677
North NY_LBN_DEP 118.170 ZNY_52 2 2630 — 2677
South NY_LBS_DEP 124.750 ZNY_58 8 2630 — 2677
Catskill NY_CSK_APP 132.750 ZNY_5H 9 2630 — 2677


ATCT

Clearance Delivery

! RNAV equipped aircraft are aircraft with the equipment suffix /Z, /L, /Y, /C, /I, /V, /S, or /G (and formerly /E, /F, /J, /K, /Q or /R)

Position Frequency Code
NY_NWK_DEP 119.2 4N
NY_ARD_APP 128.55 4P
NY_CTR 125.32 B4

The table on the right lists the common frequencies used as departure frequency by EWR Clearance Delivery. The first available controller in this list should be handling departures.

Note that this table only serves as a guide. The actual departure frequency has to be determined based on coordination with the other online controllers.

If there is no other controller online that would accept departures from EWR, use UNICOM frequency (122.8).

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

Departure Procedure Departing LGA configuration Initial Altitude
EWR # 4L/R or 11 ILS 13 2,000
Other 3,000
22L/R N/A 2,500
29 N/A 5,000
PORTT # 22L/R N/A 2,500
  • The initial altitude for IFR departures is determined based on the table on the right.
  • When LGA is using the ILS approach to runway 13, EWR departures from runway 4L and 11 must be assigned the following climb procedure: Fly heading 040, at 4 DME turn left heading 290... Maintain 2,000'. For example:
    PHRASEOLOGYCleared to (clearance limit), Newark (Version #) Departure except fly heading 040, at 4 DME turn left heading 290, radar vectors (exit), then as filed. Maintain 2,000.
  • Use the tabs below to access information about various departure procedures and their climbs.
EWR1DP.png

The standard departure procedure for EWR is the EWR# Departure (pronounced Newark (Version #)) except for RNAV aircraft departing runway 22L/R where PORTT# is the standard departure procedure. It should only be assigned if the pilot indicates the possession of charts, otherwise no departure procedure should be assigned and the pilot should be cleared to their destination via radar vectors to a proper EWR exit. If pilots file a different departure procedure, attempt to amend to the EWR# Departure.


This departure procedure has published altitude restrictions for runways 4R, 4L, and 11. Use the initial altitude table above and the following as a guide:

  • For runways 4R, 4L, and 11 when LGA is NOT landing ILS 13:
    PHRASEOLOGYclimb via SID except maintain (initial altitude)
  • For all other runways:
    PHRASEOLOGYmaintain (initial altitude)

The usage of climb via SID is explained in FAA Order JO 7110.65 para 4-3-2 and Climb via SID Phraseology.

PORTT2DP.png

This departure procedure is the standard departure procedure for RNAV equipped aircraft departing runway 22L/R.

This departure procedure has four transitions: ELIOT, LANNA, PARKE, BIGGY. For all other exits, it will be treated as a "radar vector" departure procedure, where the departure controller will provide radar vectors to the exit. Here are two examples for the phraseology used to provide clearance for an aircraft that will fly the PORTT# Departure:

  • Aircraft going to LANNA:
    PHRASEOLOGYCleared to (clearance limit), PORTT # departure, LANNA transition, then as filed.
  • Aircraft going to MERIT:
    PHRASEOLOGYCleared to (clearance limit), PORTT # departure, radar vectors MERIT, then as filed.

Because this departure procedure does not have published altitude restrictions, the phrase "Maintain (initial altitude)" must be included in the IFR clearance, as explained in FAA Order JO 7110.65 para 4-3-2.

! RNAV equipped aircraft are aircraft with the equipment suffix /Z, /L, /Y, /C, /I, /V, /S, or /G (and formerly /E, /F, /J, /K, /Q or /R)

LIB2climbs.png

The Liberty# should be avoided. The information below is provided for educational purposes only.

This departure procedure should be assigned to aircraft departing runway 22R/L only. This procedure has named climbs that should be assigned as per the table.

PHRASEOLOGYCleared to (clearance limit), Liberty # departure, (Bud, Parkway, or Turnpike) climb, radar vectors (exit), then as filed .

Because this departure procedure does not have published altitude restrictions, the phrase "Maintain (initial altitude)" must be included in the IFR clearance, as explained in FAA Order JO 7110.65 para 4-3-2.

Climb Exit
Turnpike DIXIE, WHITE
Parkway West Gate
Bud North Gate, East Gate, WAVEY, SHIPP

EWR 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.

See VFR Operations#Class B VFR Operations for detailed explanation of VFR procedures.

Introduction
Linden (LDJ) is a non-towered airport in close proximity to Newark. Since it is a non-towered airport, the Clearance Delivery position at Newark issues IFR clearances to aircraft departing Linden, using the same exits as other Newark satellites. The following sections detail how to handle these aircraft.
Route Clearance
Each aircraft must be cleared using the following phraseology:
PHRASEOLOGY... via enter controlled airspace direct Chatham (CAT) NDB, radar vectors (exit fix) (route). Maintain 2,000’ … Hold for release.
After a successful readback, the aircraft should be told to contact Delivery again when number one for departure to allow for coordination of IFR release:
PHRASEOLOGY (Callsign), readback correct. Hold for release, report this frequency when number one for departure for the active runway. Change to advisory frequency approved.
Coordination
Once the pilot reports number one for the departure runway, tell the aircraft to hold for release and coordinate a release time with the appropriate departure sector.
Release Time
  1. Once coordination has been achieved, advise the aircraft of release time:
    PHRASEOLOGY(Callsign), released for departure, clearance void if not off by (XXXX) Zulu, time now (YYYY) Zulu. If not off by (XXXX) Zulu, advise this frequency of intentions. Contact New York Departure on 119.2 when airborne. Change to advisory frequency approved.
    1. XXXX and YYYY in the example above are times in UTC. They are pronounced digit by digit; XXXX is the clearance void time and YYYY is the current time. For example: ... clearance void if not off by one six three zero Zulu, time now one six zero zero Zulu ...
  2. If the departure sector indicates long delays, then inform the pilot of such, and do not release them for departure:
    PHRASEOLOGYHold for release, expect XX minute departure delay.
  3. Due to the proximity of Linden to the arrival and departure flows to and from Newark, it is practically impossible to advise the pilot of a specific departure time and leave it to the pilot to depart. Because of this, there is a very small window to get them airborne and will often occur during breaks in traffic into and out of Newark.
Taxi and take-off
As Linden is a non-towered airport, taxi and takeoff will be the pilot's responsibility. Once the aircraft is released for departure, advise them to monitor UNICOM:
PHRASEOLOGYChange to advisory frequency approved.


Ground

Exit Gate Exits
North COATE, NEION, HAAYS, GAYEL, SAX
East GREKI, MERIT, BAYYS, BDR
West NEWEL, ELIOT, ZIMMZ, PARKE, LANNA, BIGGY, SBJ
South WHITE, DIXIE, SHIPP, WAVEY
Departure sequencing
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.
Intersection Departures and Usable Runway Lengths
Configuration Primary departure point
Depart Land
22R 22L 22R @ W (10,150')
22R 29 22R @ Y (9,850')
4L Any Full length
  1. Newark Ground must use intersection W for all departures from runway 22R, when EWR lands runway 22L. Full length can be used only if requested for performance or operational necessity.
  2. Newark Ground must use intersection Y for all departures from runway 22R, when EWR lands runway 29. Full length can be used only if requested for performance or operational necessity. Runway 22R at W can be used while landing runway 29 so long as jet blast advisories are issued and departures are staggered as to not interfere with runway 29 arrival traffic.
  3. Newark Ground must issue FULL LENGTH runway 4L for all departures when EWR departs runway 4L. Intersections can be used only if requested or for operational necessity.
  4. 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 flight strips to the tower controller in the correct order.
  5. Departures should be issued taxi instructions using the hold method at all times, with the final hold point being short of the departure intersection.
    PHRASEOLOGYRunway Two Two Right at Whiskey, taxi left on Bravo, Romeo, hold short of Whiskey
  6. For intersection departures, state the usable runway length 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 by 50, you must round them down to the nearest 50 feet before providing the information to the pilot.
    PHRASEOLOGYRunway Two Two Right at Whiskey, taxi via left on Bravo, hold short of Foxtrot. Runway Two Two Right at Whiskey intersection departure, one-zero thousand one hundred fifty feet available.
4L 4R 11 22R 22L 29
AA (11,000') P1 (10,000') W/Z1 (6,700') Z (11,000') Z (10,000') Z (6,500')
BB (10,550') V (9,000') W2 (5,500) 11/29 (10,600') 11/29 (9,600') 4R/22L (6,000')
CC (10,050') N (7,700') U (4,700') W (10,150') W (8,950) P (5,400')
V (9,150') P2 (6,650') T (3,800') Y (9,850') M (8,150') 4L/22R (4,950')
N (8,400') E (5,750') S (3,000') M (9,500') P4 (7,200') R (4,500')
B4 (7,650') G (5,150') Q (2,650') L (9,000') K (7,150') Q (4,050')
C (7,150') J (4,600') R (2,250') K (8,500') P3 (6,250') S (3,700')
E (6,450') P3 (3,700') 4L/22R (1,700') B1 (8,200') J (5,400') T (2,850')
B3 (5,900') K (2,800') P (1300') J (7,700') G (4,800') U (2,000')
G (4,850') P4 (2,700') 4R/22L (700') B2 (6,900') E (4,200') W2 (1,000')
B2 (4,050') M (1,800') G (6,150') P2 (3,300')
J (3,300') W (1,000') B3 (5,050') N (2,250')
B1 (2,750') 11/29 (350') E (4,500') V (950')
K (2,450') C (3,800')
L (1,950') B4 (3,300')
M (1,450') N (2,550')
Y (1,100') V (1,800')
W (800') CC (900')
11/29 (350') BB (450')

Terminal Map [show]

EWR-airport-gate-map.png

Aircraft movement
  • Taxiway Alpha is the primary route to use for inbound aircraft, and taxiway Bravo is the primary route for outbound aircraft.
  • Note that taxiways Alpha, Bravo, Sierra, and Zulu are bidirectional.
  • When using runway 22R for departure, outbound aircraft are merged at the intersection of taxiways Romeo and Kilo. To allow for safe merging, all aircraft via taxiway Romeo hold short of taxiway Juliet, and all aircraft via taxiway Kilo hold short of taxiway Sierra.


Aircraft Movement Chart [show]

Suggested Departure Taxi Routes
From 4L 11 22R 22R at W 29 (4/22 open) 29 (4/22 closed)
RA A, RB, D, AA N, B, U, W N, B, R, Z N, B, R, W N, B, R, Z N, B, R, K, EE
RB RB, D, AA B, U, W B, R, Z B, R, W B, R, Z B, R, K, EE
RC, DK, RD, DL, RE, DM, RF B, D, AA B, U, W B, R, Z B, R, W B, R, Z B, R, K, EE
RG, RH, RJ, RK, RL B, D, AA B, U, W B, K, R, Z B, K, R, W B, R, Z B, R, K, EE
UP B, RB, D, AA B, U, W B, R, Z B, R, W B, R, Z B, R, K, EE
FE RB, D, AA RB, B, U, W RB, B, R, Z RB, B, R, W RB, B, R, Z RB, B, R, K, EE
CC, AA D, AA D, B, U, W D, B, R, Z D, B, R, W D, B, R, Z D, B, R, K, EE
West Park Z, R, B, D, AA Z Z Z, R, W Z Z
Suggested Arrival Taxi Routes
To C E G J K M N V W Y Z
RA RC, A A A S, A S, A S, A N, A RB, A S, A S, A S, A
RB RC, A A A S, A S, A S, A N, A RB S, A S, A S, A
RC, DK, RD, DL, RE, DM, RF RC, A A A S, A S, A S, A N, PA, A PA, A S, A S, A S, A
RG N, PA, A A A J M, A M, A N, PA, A PA, A S, A S, A S, A
RH, RJ, RK, RL N, PA, A A A A A S, A N, PA, A V, A S, A S, A S, A
UP RC, A A A S, A S, A S, A N, PA, A RB, A S, A S, A S, A
FE RC, A, PA, RB A, PA, RB A, PA, RB S, A, PA, RB S, A, PA, RB S, A, PA, RB PA, RB RB S, A, PA, RB S, A, PA, RB S, A, PA, RB
CC, AA D, PA A, PA A, PA S, A, PA S, A, PA S, A, PA PA PA S, A, PA S, A, PA S, A, PA
West Park RC, A, S A, S A, S S S S PA, A, S PA, A, S S S Z

Suggested Terminal Parking Guide [show]

ICAO Airlines Terminal ICAO Airlines Terminal ICAO Airlines Terminal
AAL American A CPA Cathay Pacific B POE Porter Airlines B
ACA Air Canada A DAL Delta B SWA Southwest A
AIC Air India B DLH Lufthansa B SWR Swiss B
ASA Alaska Airlines A EGF American Eagle A TAP TAP Portugal B
AVA Avianca B ELY El Al B UAL United A, B, C
AWE US Airways A ICE Icelandair B VIR Virgin Atlantic B
BAW British Airways B JAI Jet Airways B VRD Virgin America A
BOS OpenSkies B JBU Jet Blue A

Tower

Releases
Releases from Newark 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 7110.659B
Radar
  1. Newark ATCT is equipped with a Remote ARTS Color Display (RACD) and is LRAC (Limited Radar Approach Control) certified.
  2. Newark Tower must NOT radar identify departing IFR aircraft and must instruct a departing aircraft to contact Departure Control once they appear to be clear of any traffic. It is imperative that Tower Controllers observe departing traffic turning towards the assigned climb or heading before handing off.
  3. VFR aircraft must be radar identified and will receive flight following within the Tower's delegated portion of the Class Bravo airspace.
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 runway operations
  1. During overflow operations, Newark can land simultaneously on runways 4L and 4R. Refer to TRACON section of this SOP for further information.
  2. Runways 4L and 4R are 950' apart, therefore, these parallel runways are considered the same runway, as far as wake turbulence is concerned. Further information on same runway separation is available at FAA Order JO 7110.65 para 3-9-6.
Intersecting runway operations
  1. Newark Tower can land runway 22L and runway 11 simultaneously. Separation over the intersection will be provided by TRACON initially, but monitored and adjusted by Tower as necessary using S-turns and speed control.
  2. Newark Tower can land runway 4R and runway 11 simultaneously so long as runway 4R arrivals land and hold short of runway 11.
  3. Simultaneous operations can be conducted on Runway 22R at Taxiway Whiskey and Runway 29 provided that the aircraft on Runway 22R is not a heavy jet.
  4. When circling from runway 4R to runway 29, the BRIDGE VISUAL approach should be used.
  5. When circling from runway 22L to runway 29, the STADIUM VISUAL approach should be used.
  6. Simultaneous arrival to runways 29 and 4R is permitted provided that:
    1. A runway 29 arrival must be through the intersection of runway 4R prior to the runway 4R arrival reaching a point no closer than 5,000 feet from the intersection of both runways
    2. Weather conditions must be a ceiling at or above 2,500 feet and visibility greater than four (4) miles
  7. Ensure that large turbojet aircraft and heavy jets commence takeoff roll from either runway 22R full length or from taxiway W prior to a runway 29 arrival reaching a one (1) mile final.
Land And Hold Short Operations (LAHSO)
LAHSO may be conducted for the following operations, as long as there exists at least 3 miles visibility and 1,000' ceiling, and no wind shear has been reported:
  1. Land runway 4R, hold short of Runway 11 for a Runway 11 arrival. Available landing distance (ALD) 8,100 feet.
  2. Land runway 4R, hold short Runway 29 for Runway 29 departure. ALD 8,100 feet.
  3. Land runway 4L, hold short of Runway 11 for a Runway 11 arrival. ALD 7,750 feet.
  4. Land runway 4L, hold short of runway 29 for a Runway 29 departure. ALD 7,750 feet.
Wind Speed Direction Configuration
Depart Land
0-4 Any 22R @ W 22L
5-15 130-309 22R @ W 22L
310-129 4L 4R
+15 130-269 22R @ W 22L
270-309 22R @ Y 22L circle 29
310-329 4L 4R circle 29
330-129 4L 4R
Any
  • Regardless of the wind speed or direction, when the ceiling is less than 200' or the RVR is less than 1,800' then switch to the 4's. This situation is normally recognized by an RVR value in the METAR, or for the valid runway in the real-time RVR table.
N90 Interaction Chart
JFK LGA EWR
ILS 13L for winds or weather ILS 13 due to airspace constraints (or RNAV 13 with TMU approval)

Runway 13 departures must fly runway heading (Flushing climb).

On SW flow, TEB may do VOR/DME runway 24
On NE flow, TEB departures maintain 1,700'. EWR departures fly runway heading to 4 DME.
Any approach to runway 4L/R or VOR 22L Runway 13 departures: Whitestone and Coney climbs All the following pertains to EWR departing runway 22L/R:

Owns 6,000’ to SUL

Maspeth climb Climbs 1 1/2 nm from SUL
ILS 22L/R

Owns Belmont airspace 3,000’ and below

ILS 22 required if departing runway 13.

Flushing climb: Props only

Maspeth and Coney climbs: All types

If on runway 4, can not depart runway 13.

Climbs 1 1/2 nm from SUL
Must be on runway 31L/R if: LOC 31 Climbs 1 1/2 nm from SUL
Runway 4, Expressway 31, River 13 Climbs 3 nm from SUL
Runway Heading
4L/R 060
11 060
22L/R 190
29 265
  • Select the departure heading based on the table on the right.
  • For runway 22R/L departures, issuing heading 190. As soon as the departure is established on the 190 heading, issue heading 220 and instruct the aircraft to contact departure.
    • If the pilot fails to comply with the initial 190 heading, runway heading is acceptable.
    • Prior to releasing subsequent runway 22R departures, Newark Tower must observe aircraft turning in the correct direction.
  • For runway 4L/R departures, issue heading 060. As soon as the departure is established on the 060 heading (leaving approximately 1,500'-2,000'), issue left turn heading 290 and instruct the aircraft to contact departure.
    • If the pilot fails to comply with the initial 060 heading, runway heading is acceptable. Once TEB runway 6 arrival traffic is no factor, issue left turn heading 290 and instruct the aircraft to contact departure.
    • Prior to releasing subsequent runway 4L departures, Newark Tower must observe aircraft turning in the correct direction.
    • Exception: for East Gates departures, leave the departure on heading 060 and handoff immediately to Departure Control.
  • Special procedures when LGA is using ILS runway 13:
    • When LGA is using the ILS approach to runway 13, runway 4L and 11 departures must be assigned the following climb procedure:
      PHRASEOLOGYFly heading 040, at 4 DME turn left heading 290. Maintain 2,000'.
    • If the pilot is unable to comply with this procedure, which will most likely be the case, Newark Tower must issue radar vectors to emulate this procedure. The 290 heading can be issued prior to 4 DME so long as traffic is no factor. Hand off to Departure Control after the 290 heading has been issued.
Runway Heading Altitude
4R 060 2,500’
11 Departing 4L or 11: 060 2,500’
Departing 22R: 220
22L 190 2,500’
29 Runway heading 3,000’
  1. 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 unless the controller determines that it would be advantageous to delay or initiate a turn early.
  2. 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.
  3. In order to prevent increased workload on the TRACON, consider issuing missed approaches or go-arounds speed restrictions in accordance with FAA Order JO 7110.65 para 4-8-9.
  4. Coordinate with TRACON as soon as possible and hand off when Local Control traffic is not a factor.
  5. 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.
  6. The table indicates the heading and altitude that need to be assigned to a missed approach or go-around prior to release to TRACON frequency.
  7. When a runway 22L missed approach is simultaneous to a runway 22R departure, the departure's heading should be amended to runway heading.
  8. When a runway 4R missed approach is simultaneous to a runway 4L departure, the departure's heading should be amended to runway heading.
Airspace
EWR-TWR.png
  1. Class BRAVO.
  2. The diagram on the right describes airspace owned by Newark Tower.
  3. Newark Tower owns 2,000' and below within a 4 mile radius of the airport.
  4. Newark Tower owns between 501’ and 2,000’ within a 6.5 mile radius of the airport, except:
    1. In the exclusion zone to the east, which is part of Skyline Route, Newark Tower only owns 1,301' to 2,000'.
    2. In the exclusion zones to the south, the floor of airspace owned by Newark Tower starts at 501', 801' or 1,201' as shown on the diagram.
  5. When TEB is using ILS Runway 6, Newark Tower airspace ownership changes as follows:
    1. In areas less than 1.5 miles east of TEB Runway 6 extended centerline and areas west of TEB Runway 6 extended centerline, Newark Tower airspace will be capped at 1,000'.
    2. The dotted yellow line in the diagram is located 1.5 miles east of TEB Runway 6 extended centerline.
Departures
  1. All departures whose destination is LGA, JFK, TEB, CDW, MMU, HPN, FRG, or ISP (“New York Metros”) should remain on the ground until an Approval Request (APREQ) is sent to and approved by the destination Tower – indicating that they are able to accept the aircraft into their airspace.
  2. Aircraft should be given the most expeditious way out of the airspace, which should be away from the IFR flow.
Flight Following
All aircraft should remain on the Tower Controller's frequency unless the route of flight will or may impede the operations of N90 while operating inside Newark Tower's delegated portion of the Class Bravo, or if the aircraft will leave the Tower's delegated portion of the Class Bravo.
Over-flights and Runway 11/29 Arrivals
  1. Vector the over-flights as shown in the diagram below.
  2. No over-flights are permitted when circle to land operations are in effect.

EWR overflights.png

Pattern Work
  1. All runways at EWR have left traffic patterns.
  2. Helicopters should be 500', props at 1,000’, and jets at 1,500’. Adjust these altitudes when necessary to avoid over-flights or normal IFR traffic flow.
New York Special Flight Rules Area (SFRA)
  1. Floor of New York Class B airspace above the Hudson and East Rivers is 1,300’.
  2. Aircraft transiting the entire length of the Hudson River Class B Exclusion Zone (transient operations) will operate between 1,000’-1,300’.
  3. Aircraft within the Hudson River Exclusion Zone that are conducting sightseeing, electronic news gathering, law enforcement, landing, etc. (local operations) will operate below 1,000’.
  4. Expect aircraft to fly along the west shoreline of the Hudson River when southbound, and along the east shoreline of the Hudson River when northbound (i.e., staying to the right).
Skyline Route
The Skyline Route is a VFR Transition Route that lies above the Hudson River between the Verrazzano Bridge and the Alpine Tower. Operations in the Skyline Route require a Class Bravo clearance from ATC. Aircraft requesting this route should be handled as follows:
  1. Northbound Aircraft: Will contact EWR ATCT prior to the Verrazzano Bridge, should be cleared into the CBA between 1,300’-2,000’, and will fly along the east bank of the Hudson River until the Alpine Tower.
  2. Southbound Aircraft: Will contact LGA ATCT prior to the Alpine Tower, should be cleared into the CBA between 1,300’-2000’, and will fly along the west bank of the Hudson River until the Verrazzano Bridge.
SFRA/Skyline airspace delegation
SFRA delegation.png
SFRA/Skyline flow
SFRA flow.png


TRACON

Callsign
  1. EWR 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.
Point Outs
When using an automated point out, verbal (or textual) approval must be obtained before an aircraft may enter another controller’s airspace. An automated point out not accompanied by a verbal or textual description does NOT constitute a valid point out.
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.
Departures from Non-towered Fields
Airport Route
N07 Direct CAT then radar vectors to … maintain 2,000.
LDJ Direct CAT then radar vectors to … maintain 2,000.
39N, 47N, N51, SMQ Direct SBJ then radar vectors to … maintain 2,000.
FWN, 4N1 Direct SAX then radar vectors to … maintain 3,000.
12N, 13N, N05 Direct BWZ then radar vectors to … maintain 3,000.
Pilots should be issued altitudes as indicated in the table on the right, and must be advised to expect requested/assigned altitude 10 minutes after departure.
Transfer of Control
  1. 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.
  2. 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 initiating handoff and releasing the aircraft from frequency:
    1. Clear aircraft direct to the first fix or on course climbing to an altitude of:
      1. For aircraft requesting 11,000' or higher, issue from 11,000'-17,000' (13,000'-17,000' for EAST GATE EXITS).
      2. For aircraft requesting below 11,000', issue their cruise altitude.
      3. For aircraft going to BDL, issue 10,000'.
    2. Clear the scratchpad.
    3. 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.
    4. 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 which case do the following:
      1. If Boston Center is online, then handoff directly to Boston Center.
      2. If Boston Center is offline, then switch to UNICOM.
General Arrival Procedures
  1. RWY 4 Final has sequence authority for EWR RWY 4L/4R approaches and LDJ GPS-A approach. Point out LDJ approaches to MUGZY.
  2. RWY 22 Final has sequence authority for EWR RWY 22L/R approaches. RWY 22 Final will ensure that EWR arrivals cross TEB VOR at 3,000 when TEB is on the ILS RWY 19 Approach.
  3. MUGZY has sequence authority for all runway configurations at TEB, MMU, and CDW, and for EWR overflow runways on a northeast flow.
  4. METRO has sequence authority for EWR overflow runways on a southwest flow.
  5. Final has control on contact for turns and descents.
Parallel Runway Arrivals
  1. Final is responsible for maintaining standard and wake turbulence separation until obtaining visual separation, and for exchanging traffic as appropriate. Heavy jets will be sequenced for RWY 4R. Normally this traffic will be 1,000 below traffic landing RWY 4L.
  2. Traffic on RWY 4L should be 12 miles-in-trail (MIT) and speeds should be compatible with traffic on RWY 4R final approach course.
  3. In the event that RWY 4L traffic cannot apply visual separation from RWY 4R aircraft, Final will climb the aircraft on RWY 4L to 4,000 heading 040. Advise EWR Tower to stop departures until advised to resume.
  4. Final will enter the appropriate scratchpad to notify EWR Tower which aircraft are sequenced for which runway.
Circle to Land 29
Circling to runway 29 must be conducted in VMC conditions. Circle-to-land operation must be conducted via the STADIUM VISUAL approach or the BRIDGE VISUAL approach only (see above). Note that because these are visual approaches, you must first establish that the pilot has the airport (or another charted obstacle) in sight. For example:
PHRASEOLOGYUnited 123, Teterboro airport is at 12 o'clock, 6 miles, report in sight.
Once the pilot confirms the visual, you can issue clearance for charted visual approach, such as:
PHRASEOLOGYUnited 123, proceed direct Teterboro, cross Teterboro at 3,000', cleared STADIUM VISUAL runway 29 approach.
Converging Runway Display Aid (CRDA)
  1. The CRDA is an automation tool available for vSTARs users ONLY that allows air traffic controllers to precisely establish and maintain a stagger distance between two aircraft approaching on different runways. The basic function of CRDA is to project position information of an aircraft approaching one runway onto the final approach course of the other runway of the pair known as "ghost" targets.
    • Common Point. Point of intersection of converging approaches. The common point is the runway intersection when runways intersect and the point of the extended centerlines when the runways do not intersect. This is the common point or points used by the CRDA software to project the ghost target. The distance from the actual aircraft to the common point is equal to the distance from the common point to the ghost target depiction on the converging runway.
    • Ghost Target. An image of an aircraft depicted at a position other than the actual location of the aircraft. The ghost target and the actual target are equidistant from a common point.
    • Stagger Mode. The distance between a real track and the runway is the same as the distance between the corresponding ghost track and the other “converging” runway.
    • Tie Mode. The ghost track is positioned using the same distance as “stagger mode” plus an adapted offset distance. (0-10 NM).
  2. The following runway pair configurations can be used for simultaneous arrival only when CRDA is in use by the approach controller:
    • Runway 22L / Runway 11 (No offset provided, Stagger Mode suggested)
  3. Optimally, aircraft landing Runway 11 should be on top of or up to 1/2 mile behind the ghost target of the aircraft landing Runway 22L.
  4. The procedures in this Order must only be used during VFR weather conditions. These procedures do not relieve controllers of the responsibility to apply standard separation as prescribed by JO 7110.65.

EWR Airspace Delegation.png

The following are recommended procedures and must only be used when traffic, weather, and workload permit their use.

  1. General (in effect 24 hrs a day):
    1. During periods of light traffic or whenever the opportunity presents, use the following Community Environmental Guidelines:
      1. Maximize the use of random vectors in lieu of established ground tracks.
      2. Retain arrival aircraft at higher altitudes as long as feasible.
      3. Coordinate with other controllers to issue higher altitudes to departures earlier than normal.
    2. Arrival:
      1. Ensure turbojet aircraft conducting uncharted visual approaches are vectored so as to intercept the final approach course outside the respective outer markers, and are instructed to maintain at or above 2,000 until on final.
      2. Vector arrivals so as to avoid overflying the BWZ VOR and maintain 7,000 until abeam the VOR.
      3. The Rt. 80 Visual Approach to Morristown RWY 23 is the preferred noise abatement approach.
    3. Departure:
      1. RWY 22L/R
        1. Ensure jet departures follow EWR SID’s except when necessary to vector because of traffic or weather.
        2. Vector props at or above 1,500.
        3. When operationally feasible, vector North and East jets inside of LDJ. This turn may be made prior to 2,000. if other departure traffic, traffic landing RWY 11, or traffic released off RWY 29 is not a factor.
        4. When operationally feasible, turn ELIOT departures northwest bound (i.e. 310 heading) at or after LDJ.
      2. RWY 4L/R
        1. Ensure jet departures follow the EWR SID and vector at or above 2,000.
        2. Vector props at or above 1,500.
  2. Additional procedures for the midnight shift (2300-0700 Local):
    1. PENNS Arrivals will be cleared by ZNY to maintain 9,000 and should not be cleared below that altitude until at least abeam the BWZ VOR.
    2. Departures
      1. RWYs 22L/R
        1. ELIOT departures must transition the SBJ Gate, climbing to 11,000.
        2. Turn WEST jet departures between 5 and 8 DME.
        3. RWY’s 4L/R: Vector departures at or above 2,500.
      2. Non-standard turns off EWR are not permitted unless traffic, weather, or equipment difficulties exist. If the pilot requests one, inform him/her that it is not a noise abatement approved procedure.
        1. Example: No right turns for RWY 4L/R southbound departures or left turns for RWY 22L/R eastbound departures.
      3. Teterboro
        1. Approve a departure climb off RWY’s 19 and 24 to 3,000' whenever arrival traffic is not a factor. This approval may be given for each aircraft at the time of departure roll, a series of aircraft, or a specified time frame. Advised TEB Tower to amend the TEB# SID to read "except maintain 3,000'".
        2. When departing RWY’s 1 and 6, and LGA is not using ILS 13, approve a departure climb to 3,000'. This approval may be given for each aircraft at the time of departure roll, a series of aircraft, or a specified time frame. Advised TEB Tower to amend the IFR clearance to read "maintain 3,000'".
        3. RWY 19/24 arrivals on visual approach should follow the normal flight path, overhead the airport for left traffic.
Satellite Departure Control
  1. Newark Departure (NWK) has control responsibility for the following airports: CDW, LDJ, MMU, TEB
    1. Departure must request release from RWY 22 Final for TEB IFR RWY 19 departures.
  2. MUGZY has control responsibility for the following airports: N07, 4N1
    1. MUGZY has sequence authority for all EWR overflow runways on a northeast flow.
    2. When EWR is landing RWY’s 22L/R, point out to DEPARTURE all overflow runway arrivals originating in other than METRO's airspace.
  3. METRO has control responsibility for the following airports: 47N, 39N, N51, SMQ.
    1. On a northeast flow, Central Jersey Regional arrivals must be coordinated with MUGZY.
    2. When vectoring to either VOR approach at N51, the .T. on the video map denotes the point at which the aircraft is within protected airspace for the approach and descent is authorized.
    3. METRO has sequence authority for all EWR overflow runways on a southwest flow.
    4. When EWR is landing RWY’s 22L/R, point out to DEPARTURE all overflow runway arrivals originating in METRO airspace.
    5. Assign the PRINC# (Princeton #) SID to 39N departures when practical.
  4. ZEEBO has control responsibility for the following airports: 12N, 13N, N05, FWN, 1N7.
    1. Obtain a block of airspace 3,000' and below at or west of STW for an approach to 12N or the VOR RWY 25 approach to Blairstown (1N7), as per the N90/ABE LOA. Blairstown departures are handled by Allentown TRACON.
    2. Point out Sussex approaches to MUGZY.
    3. ZEEBO - North Arrival:
      1. On a southwest flow, hand off traffic landing RWY 22L/R to NORTH ARRIVAL at 5,000 southeast of LEMOR and north of SAX.
      2. On a northeast flow, hand off traffic landing RWY 4R/L to NORTH ARRIVAL at 6,000, southeast bound from between LEMOR and COATE.
Satellite Departure Gate
  1. Satellite departure gate is only used during overflow operations. This gate is only used for West departures from CDW, MMU, TEB and N07. West departures from these airports will be directed to West Gate during normal operations.
From Through To Route Altitude Hand-off Frequency
Departures to Liberty direct and through N90 TRACON sectors
EWR, EWR Sats LIBS DIXIE/WHITE via COL R-350 50/60 58 (Lib South) 124.75
EWR 22's LIBW NEWEL/ELIOT/ZIMMZ
(Gate track 280-300)
100 54 (Lib West) 120.85
EWR 22's LIBW PARKE/LANNA/BIGGY
SBJ Gate
100
80 (PHL)
54 (Lib West) 120.85
EWR 29
SW Flow
LIBW NEWEL/ELIOT/ZIMMZ/PARKE/LANNA via SAT gate 100 54 (Lib West) 120.85
BIGGY via EWR SBJ gate
Gate track 250-330
100 54 (Lib West) 120.85
EWR 29
NE Flow
LIBW NEWEL/ELIOT/ZIMMZ/PARKE/LANNA/BIGGY via EWR West gate
Gate track 270-300
100 54 (Lib West) 120.85
EWR 4's LIBW NEWEL/ELIOT/ZIMMZ/PARKE/LANNA/BIGGY via EWR West gate
Gate track 270-300
100 54 (Lib West) 120.85
EWR Sats LIBW NEWEL/ELIOT/ZIMMZ/PARKE/LANNA/BIGGY via SAT gate
Gate track 300-330 (SW Flow)
Gate track 270-300 (NE Flow)
100 54 (Lib West) 120.85
EWR, EWR Sats LIBN COATE/NEION/GAYEL/HAAYS
Gate track 330-360
100 (Jets)
90 (Props)
52 (Lib North) 118.17
EWR 4's (Jets) LGA LIBE Hdg 040
Hdg 100 to 150 through East Gate
50 1L (LSO) 120.40
EWR 22's (Jets) LGA LIBE Hdg 040
BAYYS/BDR
60 (Jets)
50 (Props)
1L (LSO) 120.40
EWR 29 (Jets) LGA LIBE Hdg 060
BAYYS/BDR
50 1L (LSO) 120.40
EWR LGAN LIBE IGN R-217 BREZY V39 CMK 60 1Y (LNO) 120.55
EWR (Props), EWR Sats LGAN LIBE IGN R-217 BREZY V39 CMK 60 1Y (LNO) 120.55
Departures with N90/PHL as Destination
EWR 4's LGA Hdg 110-140
between EWR and Rwy 4 Outer Marker, intercepting V123
50 1D (EMPYR) 127.3
EWR 22's LGA Hdg 090-130
between Rwy 4 Outer Marker and 10 DME, intercepting V123
40 1D (EMPYR) 127.3
EWR Sats LGA Hdg 110-140
between EWR and Rwy 4 Outer Marker, intercepting V123
50 1D (EMPYR) 127.3
EWR Sats LGAN BREZY 30 1Y (LNO) 120.55
EWR 22's
EWR South Sats
JFK/FRG COL R-350 COL 40 2G (CAM) 128.12
EWR 4's
EWR North Sats
JFK/FRG East Gate / Hdg 040 50 1L (LSO) 120.40
EWR LGAN ISP/ISPE/ISPN BREZY 60 1Y (LNO) 120.55
EWR 4's LGA ISP/ISPE/ISPN East Gate / Hdg 040 50 1L (LSO) 120.40
EWR 22's JFK ISP/ISPE COL 40 2G (CAM) 128.12
EWR 22's LGA ISPN East Gate / Hdg 040 60 (Jets)
50 (Props)
1L (LSO) 120.40
EWR 29 LGAN ISPN BREZY 60 1Y (LNO) 120.55
EWR North Sats LGAN ISP/ISPE/ISPN BREZY 60 1Y (LNO) 120.55
EWR South Sats LGAN ISP BREZY 60 1Y (LNO) 120.55
EWR South Sats JFK ISPE/ISPN COL 40 2G (CAM) 128.12
EWR, EWR Sats LIBH SWF SAX R-022 MANEE 40 5H (Lib Cat) 132.75
EWR, EWR Sats LIBH SWF Sats SAX V213 HELON 40 5H (Lib Cat) 132.75
EWR, EWR Sats PHLN BIGGY 40 6Y (ARD) 123.80
EWR, EWR Sats PHLS BIGGY 80 6H (PHL H) 126.07
Departures with WRI/ABE as Destination
EWR, EWR Sats ABE SBJ 40 GB (N_APP) 199.65
EWR, EWR Sats ABE SBJ V6 60 GA (S_APP) 124.45
V30 ETX 80
EWR, EWR Sats WRI, WRI Sats COL R-350 COL 20 LA (WRI) 124.15
Area airport list
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
ZNY EWR PENNS 70 NE: 4A (NOA) 120.15
SW: 4P (ARD) 128.55
ZNY EWR Sats MUGZY 60 4W (ZEEBO) 123.77
ZBW EWR SHAFF 70 4A (NOA) 120.15
ZBW EWR, EWR Sats LEMOR (Props) 60 4W (ZEEBO) 123.77
EWR Sats LEMOR (Jets) 70
ZDC EWR ARD DYLIN 80 4P (ARD) 128.55
JFK EWR, EWR Sats COL R-232 SBJ 50 NE: 4Q (NFI) 125.5
SW: 4P (ARD) 128.55
LGA/PVD/BDL LGAN EWR, EWR Sats EWR arrival gate 40 4W (ZEEBO) 123.77
Hdg 270-310 vector to SAX 50
N90 EWR CMK R-275 SAX R-039 40 4W (ZEEBO) 123.77
EWR Sats 50
PHL EWR RBV (>210 KIAS) 70 4P (ARD) 128.55
ARD (<210 KIAS) 50
PHL EWR North Sats JAKIE / V3 SBJ 70 4H (METRO) 132.80
PHL EWR South Sats V3 SBJ 40 4H (METRO) 132.80
PHLN EWR, EWR Sats ARD 30 4H (METRO) 132.80
LIBH EWR, EWR Sats HUO 50 4W (ZEEBO) 123.77
ABE EWR BWZ R-302
FJC BWZ
60 SW: 4A (NOA) 120.15
NE: 4P (ARD) 128.55
ABE EWR BWZ R-302
FJC BWZ
60 SW: 4A (NOA) 120.15
NE: 4P (ARD) 128.55
ABE EWR North Sats STW 60 4W (ZEEBO) 123.77
ABE EWR South Sats V30 or V6 SBJ 50 4H (METRO) 132.80
ABE METRO LGA/JFK/ISP/ISPE V30 or V6 SBJ 50 4H (METRO) 132.80
ABE ZEEBO LGAN STW SAX BREZY 50 4W (ZEEBO) 123.77
WRI EWR RBV V249 METRO (Jets) 60 4P (ARD) 128.55
RBV V249 METRO (Props) 40 4H (METRO) 132.80
WRI EWR Sats RBV V249 METRO 40 4H (METRO) 132.80
WRI LGA RBV V123 TYKES 40 4P (ARD) 128.55
WRI LGAN RBV V249 SAX 40 4H (METRO) 132.80
Area airport list
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) & Newark Tower (EWR)
Rev. 2 — March 2019
Purpose
This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between New York TRACON (N90) and Newark Tower (EWR).
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.
Coordination
Procedures contained in Letters of Agreement shall apply at all times unless prior verbal (or textual) coordination between facilities has been affected otherwise.
Position Combining/Decombining
Coordinate prior to combining/decombining pertinent positions within facilities with any affected controllers.
Conflicting Flows
When the facilities for which the LOA pertains to must use conflicting traffic flows, they shall do so alternately, governed by traffic volume and delays at each airport or airspace.
Newark Departure Procedures
  1. EWR Tower Shall
    1. 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.
    2. Identify to TRACON the last aircraft that will depart prior to a runway configuration change. Tower shall then obtain a release from TRACON for the first departure in the new configuration.
    3. Obtain releases for aircraft not using the standard departure runway(s).
    4. Ensure complete and accurate flight plans for all VFR departures. If the departure will be handled by TRACON, radar identify and handoff in a timely fashion.
    5. Handoff departing traffic to TRACON after observing a turn towards the assigned climb or heading. Ensure the handoff is accomplished in a timely fashion.
Newark Arrival Procedures
Table 1 - Scratchpad entries for different types of approach to EWR
Approach 4L 4R 22L 22R 11 29
ILS I4L I4R I2L I2R I11
VOR V11
GLS G4L G4R G2L G2R G11
GPS R4L R4R R2L R2R R11 R29
RNP P4R P2L PY9/PZ9
Visual 4L 4R 22L 22R 11 29
Bridge Visual B29
Stadium Visual S29
Circle to Land C2L C2R C11 C29
VFR Arrivals VFR VFR VFR VFR VFR VFR
  1. New York TRACON Shall
    1. Use the proper approach indicator (as per the table) in the aircraft’s scratchpad if the assigned approach differs from the approach advertised in the ATIS or Status Information Area of the IDS.
    2. Not turn departures until they reach 1,500'.
Letter of Agreement
Newark TRACON (EWR) & Liberty TRACON (LIB)
Rev. 1 — Jan 2011
Purpose
This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between Newark TRACON (EWR) 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.
General Procedures
  1. EWR Departure has the option to leave North props requesting 10,000 and above at 9,000 without coordination. Aircraft flight planned below 10,000 will be at 9,000'. LIB-N does NOT have control for climb on traffic at 9,000'.
  2. For departures going to the South Gate exits, EWR departure clears departures direct ELVAE at 6,000/5,000 and releases control for climb to LIB-S. LIB-S is still responsible for coordination as required with LGA area and/or LIB-W.
  3. LIB-N and LIB-W have control for turns of EWR and EWR satellite departures not to exceed headings which transition the respective departure gates.
  4. LIB-W has control for turns on SBJ gate traffic no farther north than the extended centerline of EWR runway 11.
  5. LIB-N has the option to handoff to METRO any V249 traffic at 8,000 and 9,000 if a significant speed difference exists, with a pointout to EWR departure.
  6. When EWR Satellite Departure is open EWR/EWR SAT jets may transition the NORTH gate at 9,000 or 10,000, and should be at 10,000 when traffic permits.
  7. When EWR Satellite Departure is open, LIB-N may turn no further east than 5 ½ NM from the western edge of the North Gate.
  8. EWR/EWR SAT will provide 20 miles-in-trail departures via ELIOT.
Letter of Agreement
Newark TRACON (EWR) & LaGuardia TRACON (LGA)
Rev. 3 — 16 Feb 2015
Purpose
This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between Newark TRACON (EWR) 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.
Coordination
Procedures contained in Letters of Agreement shall apply at all times unless prior verbal (or textual) coordination between facilities has been affected 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 shall do so alternately, governed by traffic volume and delays at each airport or airspace.
General Procedures
  1. EWR area shall allow LGA area departures to exit the northern portion of the LGA WEST DEPARTURE GATE, climbing out of 10,000 with a pointout.
  2. Traffic landing with TRACON airspace should not be climbed to 7,000 on the BREZY route.
  3. Faster traffic landing outside of TRACON airspace via the BREZY route may be climbed to 7,000 whenever an approximate 50 knot overtake situation exists.
  4. For traffic on the CMK R-275 or through the arrival gate:
    1. EWR has control for turns not to exceed headings to intercept the TEB ILS RWY 19 localizer from the east, and not to exceed heading 160 from the west of the localizer.
    2. EWR has control for descent reference eastbound traffic, and is responsible for ensuring that conflicts with that traffic are resolved before descending.
  5. LGA Area shall provide in-trail spacing of LGAN SAX traffic at 4,000' to ZEEBO. When a significant speed difference exists, SAX traffic ≥ 210 Kts may be handed off to ZEEBO at 5,000'.
  6. EWR has control for turns at 5,000' in LGA Area #40 (EWR Area #5) on traffic handed off from LGA to EWR.
EWR Eastbound Departures
  1. EWR Depart 4L/R:
    1. LGA Departing Rwy 13/22 - departures shall be on hdg 040 at 5,000
    2. LGA Departing Rwy 31 or Rwy 4 w/ headings – vector the departure through the EWR east departure gate, headings of 100 to 150.
  2. EWR Depart 22R/L:
    1. Turboprops shall be on a 040 heading at 5,000
    2. Jets shall be on a 040 heading at 6,000
  3. EWR Depart 29 over BAYYS/BDR:
    1. Turboprops shall be on a 060 heading at 5,000 unless LGA specifies them to proceed through the East Departure Gate
  4. LGA has control for climb to 10,000 and E/NE turns for east departures
  5. VFR aircraft shall be on a 040 heading OR through the east departure gate at 5,500'.
Special Use Line (SUL)
  1. When EWR is 22L/R and LGA is LND 22, ILS 13, LOC 31, CONEY climb, WHITESTONE climb or NTHNS/TNNIS/HOPEA/JUTES departure:
    1. EWR may climb RWY 22 departures to 6,000' along the Special Use Line (SUL).
    2. LGA shall remain 1 1/2NM east of SUL from 10,000' to 7,000' and 3NM east of SUL below 7,000'.
  2. When EWR is 22L/R, and LGA is same as above and using MASPETH climb or GLDMN departure:
    1. EWR may climb RWY 22 departures when 1 1/2NM west of SUL from 2,500' to 10,000'.
    2. LGA shall remain 1 1/2NM east of SUL from 10,000' to 3,500' and 3NM east of SUL below 3,500’.
  3. When EWR is 22 L/R and LGA LND 4, Expressway 31, River 13:
    1. EWR may climb RWY 22 departures when 3NM west of SUL from 2,500' to 10,000'.
    2. LGA may descend along SUL from 10,000' to 3,500' and shall be 3NM east of SUL below 3,500'.
  4. When EWR is landing 22L/R and Departing 29:
    1. If there is a departure demand for RWY 22L/R, then EWR Area should coordinate with EWR Tower to advertise the use of both runways for departure on the ATIS and coordinate this with LGA. EWR retains Areas #25 and #26 from 7,000 to 10,000.
  5. If the departure demand for RWY 22L/R will be light, then EWR Area has the option of delegating Areas #25 and #26 from 7,000 to 10,000 to LGA, and any EWR RWY 22 departures will climb only to 6,000 in those areas.
  6. When EWR is departing runways 4L/R or 11, LGA may descned along the SUL (LGA Areas #13 and #14) from 10,000' to 4,000' and shall be 3NM east of the SUL below 4,000'.
  7. The Newark departure controller may issue a climb above 2,500 when the following conditions have been met:
    1. Traffic which may be a factor in the adjacent airspace has been observed on a heading parallel to or diverging from the SUL.
    2. The Newark departure is observed diverging from the SUL by at least 15 degrees.
Procedures when LGA lands ILS runway 13
  1. When LGA lands ILS runway 13 and EWR lands runway 22L:
    1. EWR shall release areas #19 and #20 (i.e. LGA areas #33 and #34) from 3000-2700 west of TEB and 2700-1800 east of TEB, after coordinating with TEB Tower.
    2. TEB arrivals are in a TIMESHARE with LGA arrivals (i.e. TEB goes into airborne holding while LGA lands and vice versa). Traffic permitting, LGA will provide a gap for TEB arrivals to Rwy 1/6 departures.
    3. TEB departures are not effected.
    4. EWR intercepts ILS runway 22L at or above 3,000'. LGA intercepts ILS runway 13 at or below 2,000'.
  2. When LGA lands ILS runway 13 and EWR lands runway 4L or 11:
    1. EWR shall release areas #19 and #20 (i.e. LGA areas #33 and #34) from 3000-2700 west of TEB and 2700-1800 east of TEB, after coordinating with TEB Tower.
    2. TEB Tower shall restrict runway 1 or 6 departures to 1,700'.
    3. TEB may conduct SVFR operations at or below 1,300' in EWR areas #18, #19 and #20 (i.e. LGA areas #22, #23 and #24).
    4. EWR Tower to restrict departures to climb on heading 040 degrees to 4 DME, then turn left heading 290 degrees, maintain 2,000
    5. EWR SAT Departure may climb the departure to 2,000' when its course diverges from the ILS runway 13 localizer. The departure must remain on a divergent heading or 3 NM from the ILS runway 13 localizer until it is clear of ILS runway 13 airspace.
    6. TEB arrivals are in a TIMESHARE with EWR departures (i.e. TEB goes into airborne holding while EWR departs and EWR goes into a ground stop while TEB lands).
    7. TEB departures are not effected.
    8. LGA intercepts ILS runway 13 at or west of TEB at 3,000'. Descent on the glideslope is authorized.
    9. EWR East Gates departures are vectored west to gain altitude then are turned back east over top of the LGA ILS runway 13 traffic and handed to LSO Departure.
Procedures for when EWR lands ILS 11
  1. When EWR's primary approach is ILS runway 11, all LGA arrivals being vectored to the ILS runway 4 approach shall be kept at or above 2,700' until turning base leg. In the event of a EWR missed approach that has not established radio conact by the Verrazano Bridge, EWR will point out the aircraft.
Letter of Agreement
Newark TRACON (EWR) & Teterboro Tower (TEB)
Rev. 2 — March 2019
Purpose
This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between Newark TRACON (EWR) and Teterboro Tower (TEB).
Scope
The procedures contained herein must apply unless prior coordination is effected.
Disclosure
vZNY and any other facilities mentioned in this document are affiliated with the Virtual Air Traffic Simulation (VATSIM) network. The procedures outlined in this document are intended exclusively for use in the VATSIM flight simulation environment and must never be used for actual flight or air traffic control operations. vZNY and any other facility mentioned in this document are not affiliated with the FAA in any manner.
General Procedures
  1. CLASS D AIRSPACE:
    1. The TRACON may enter Class D airspace at 2,500 feet MSL without prior coordination, except when the ILS RWY 19 approach is in use.
    2. EWR RWY 22 arrivals shall cross TEB at or above 2,500 feet and descend to cross 5NM southwest between 1,800 feet and 1,500 feet, except cross TEB at 3000 feet when the ILS RWY 19 approach is in use.
  2. USE OF ILS RWY 19 APPROACH: In the event of a missed approach, TOWER will issue control instructions to separate the missed approach aircraft from B757/heavy jet traffic landing RWY 22L/R at EWR, and climb the aircraft to 2,000 feet in the designated airspace.
  3. COMBINING POSITIONS: Each facility shall notify the other prior to combining/decombining positions and shall specify the position which will assume responsibility.
  4. RUNWAY CONFIGURATION: TOWER shall select the runway configuration and notify TRACON prior to change. When this selection conflicts with other airports, TRACON has final authority for runway configuration.
Arrival Procedures
Table 1 - Scratchpad entries for different types of approach to JFK
Approach 1 6 19 24
ILS I6 I19
VOR V6 V24
VOR/DME-B VOB VOB VOB VOB
GPS RX6/RY6 R19
RNP P6 P19
Visual 1 6 19 24
VFR Arrivals VFR VFR VFR VFR
  1. TRACON Shall
    1. Inform TOWER of the first and last aircraft for each approach/runway whenever a change of traffic flow occurs.
    2. Use the proper approach indicator (as per the table) in the aircraft’s scratchpad before the aircraft is 3NM from TOWER airspace, if the assigned approach differs from the approach advertised in the ATIS or Status Information Area of the IDS.
    3. Obtain approval and provide handoff for arrivals that approach from other than the normal transfer point or will land on other than the service runway.
    4. Advise when Newark (EWR) RWY 22 and/or LaGuardia (LGA) ILS/DME RWY 13 approaches are in use.
    5. Retain responsibility for separation of TEB IFR arrivals and EWR RWY 4/11 departures, and be able to enter Area B with EWR departure traffic above 1,000 feet.
  2. TOWER shall:
    1. Advise of changes in the ATIS code, and of visibility and wind changes not shown in current weather observations.
    2. Advise of airport conditions and changes in runway acceptance rates and specify the separation required between successive arrivals.
    3. Coordinate control instructions that will affect traffic under TRACON control, i.e., missed approaches, go-arounds and speed reductions.
    4. Advise TRACON of the landing runway if a circling approach is being made.
    5. Be able to enter Area B descending out of 1,500 feet with VFR traffic landing RWY’s 1 and 6, or climbing to 1,500 feet departing RWY’s 19 and 24, provided appropriate traffic advisories are issued on the traffic under TRACON’s control.
    6. Advise whenever a speed restriction is necessary for arrival aircraft.
    7. Advise of changes in the RVR which may affect traffic under TRACON’s control.
  3. TOWER is authorized to clear aircraft for a visual approach in accordance with FAA Order JO 7110.65 para 7-4-3 and shall advise TRACON when the clearance is issued.
  4. COORDINATION: The controller receiving a point-out shall be responsible to complete all necessary internal coordination.
Departure Procedures
  1. Tower shall:
    1. Obtain releases for IFR departures.
    2. Provide visual separation between traffic on the VOR/DME-B Approach and traffic departing RWY 24.
    3. Advise TRACON of the departure sequence and ensure its integrity.
    4. Provide a “rolling call” to denote an aircraft's departure roll to Departure position, which may consist of call sign only, per FAA Order JO 7110.65 para 2-4-12.
    5. Whenever a runway change occurs, forward the identification of the last aircraft that will depart prior to the change and the first aircraft after the change, and obtain release from TRACON.
    6. When automatic releases are in effect, obtain release for aircraft departing RWY 19. Re-coordinate release off RWY 24 following any RWY 19 departure.
    7. Be able to depart one (1) more aircraft after automatic releases have been cancelled, only if arrival traffic is a factor.
    8. Use the Information Dissemination System (IDS-4) to determine the approach in use at Morristown (MMU) and Caldwell (CDW) and issue MMU/CDW arrivals “Radar Vectors to (approach in use)” without coordination.
    9. Check release five (5) minutes before departure on traffic landing EWR, Linden (LDJ), LGA, MMU, or CDW.
  2. RWY 19 IFR DEPARTURES:
    1. TOWER shall request an arrival gap in the EWR RWY 22L/R sequence.
    2. When Teterboro is IFR, TRACON shall provide an arrival gap of no less than 10 NM.
    3. When feasible, arrival gaps will be provided behind non-heavy aircraft.
    4. TOWER is responsible for standard separation between a RWY 19 departure and aircraft identified as the RWY 22L/R arrival gap.
Attachment 1 – Airspace Allocation and Terminal Entry Points
Area Restrictions
A
  • When LGA uses ILS 13: 1,000' and below
  • When TEB uses ILS 19: 2,000' and below
  • All other times: 1,700' and below
B
  • When TEB uses ILS 19: 2,000' and below
  • All other times: 1,500' and below
C
  • When LGA uses ILS 13: 1,000' and below
  • When TEB uses ILS 19: 1,700' and below
  • All other times: 1,700' and below
TEB Airspace.png
Letter of Agreement
Newark TRACON (EWR) & McGuire RAPCON (WRI)
Rev. 1 — 2 Mar 2015
Purpose
This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between Newark TRACON (EWR) and McGuire RAPCON (WRI).
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.
Coordination
Procedures contained in Letters of Agreement shall apply at all times unless prior verbal (or textual) coordination between facilities has been affected otherwise.
Position Combining/Decombining
Coordinate prior to combining/decombining pertinent positions within facilities with any affected controllers.
EWR arrivals from WRI airspace
  1. WRI feeds ARD from RBV V249 METRO at 6,000' on EWR Jet/HPTP arrivals.
  2. When N90 is unable to accept traffic landing EWR, N90 will delegate that portion of the RBV holding pattern north of V276 (i.e. EWR Area #36, WRI Area #12) at 6,000' to WRI.
  3. WRI shall affect a radar handoff and transfer communications at least 2½ miles from the airspace boundary lines. ARD has control for turns 30 degrees left or right of the inbound course.


Departure

Step 1: Select the direction of operations

EWR DEP SW Flow.png

EWR DEP NE Flow.png


Approach

Step 1: Select the direction of operations
Step 2. Select approach sector

ZBO-NE.png

MGZ-NE.png

NOA-NE.png

MET-NE.png

NFI-NE.png

EWR-APP-NE-Flow.png


Appendix

Changelog

Change Date Description
CHG1 22 Apr 2003 Initial Release
CHG2 28 Apr 2003 Added taxi routing maps
CHG3 29 Apr 2003 Added helicopter route descriptions
CHG4 30 Apr 2003 Added non-DP headings
CHG5 02 Jun 2003 Added TRACON procedures
CHG6 09 Jun 2003 Added CDW, MMU, TEB tower procedures, updated interaction chart
CHG7 12 Jun 2003 Added WAVEY as an exit for EWR and TEB
CHG8 15 Jun 2003 Added TRACON video map and legend
CHG9 19 Jun 2003 Added instrument and charted visual approach procedures
CHG10 23 Jun 2003 Added arrival and departure flow guides
CHG11 24 Aug 2003 Amended Newark’s squawk code range (2300-2337)
CHG12 31 Aug 2003 Added routing to airways chart
CHG13 25 Sep 2003 Added Linden IFR operation instructions
CHG14 14 Dec 2003 Updated conditional airspace delegation for Block #24
CHG15 27 Dec 2003 Updated unconditional airspace delegation for Blocks #32 and #33, and arrival traffic chart
CHG16 29 May 2004 Merged common pages for Clearance Delivery and Ground, updated Newark taxi routes
CHG17 18 Jan 2005 Split Block #26 to create Block #37 to accommodate PHL TRACON JAIKE arrivals
CHG18 21 Nov 2005 Updated airport diagrams, Clearance Delivery procedures, arrival flow diagrams
CHG19 15 Oct 2006 Updated instrument approach information
CHG20 09 Feb 2007 Updated airspace, positions, flow diagrams, LOA’s, and numerous pen and ink changes
CHG21 20 Jul 2007 Numerous pen and ink changes
CHG22 31 Jul 2007 Added Liberty1 Departure, Runway 11 vectoring diagrams, and scratchpad entries
CHG23 22 Apr 2009 Updated taxi route diagrams and table
CHG24 01 Aug 2010 Updated SIDs and STARs
CHG25 20 Oct 2011 Major revision to comply with NY/NJ/PHL Airspace Redesign. See MBI.
CHG26 22 Jan 2012 Updated initial altitudes for EWR operations to comply with initial altitudes on DP’s.
CHG27 25 Feb 2012 Updated initial altitudes for EWR operations to comply with initial altitudes on DP’s.
CHG28 06 Sep 2014 MAJOR REVISION Converted to Wiki format. Incorporated the MBI into the SOP. Revised TWR and TRACON general procedures, updated parallel and intersection runway operations, and updated the LOAs and diagrams.
CHG29 02 Nov 2014 Runway selection guide was updated; when departing 22R, intersection W is the default intersection (full length can be assigned by request), except when runway 29 is used for landing in which case intersection Y is the default intersection for departure. Missed approach procedures were updated. Stylistic changes.
CHG30 16 Feb 2015 LOA with LGA was amended. Missed approach table and procedures were updated. VFR overflight operations were amended to suggest an altitude of 1,500'. Tower section was revised with regard to circle-to-land operations and the use of BRIDGE VISUAL 29. Operational Positions were updated.
CHG31 30 Jul 2015 LDJ clearance phraseology was updated. Departure charts were updated with regard to EWR Props going to the East gate. MBI on N90 Departure Gate Procedures was merged with the SOP.
CHG32 17 Dec 2015 New scratchpad entries for EWR Approach: S29 for stadium visual 29, B29 for bridge visual 29. Circle-to-land to runway 29 must be done using STADIUM or BRIDGE VISUAL approach only.
CHG33 22 Jul 2018 Wake turbulence separation recategorization.
CHG34 22 Aug 2018 Changes on PORTT4 Top Altitude Chart.
CHG35 26 Apr 2019 IFR Departures Top Altitude Chart changed, climb via SID phraseology updated to reflect EWR4 top altitude change, PORTT4 phraseology changed, Usable Runway Lengths Table updated, Aircraft Movement Chart new RA ramp entry, LGA Hudson River Downwind procedures removed, Updated runway 11 missed approach headings, LDJ release phraseology updated, Approach scratchpad entries updated, Added new 39N SID