New York ARTCC
JFK SOP
Rev. 23 — 03 Mar 2019

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

Area at a glance

Operational Positions

Position Callsign Radio Name Frequency Voice Channel
Clearance Delivery JFK_DEL Kennedy Clearance Delivery 135.050 ZNY_2D
Ground JFK_GND Kennedy Ground 121.900 ZNY_2C
Ground (secondary) JFK_GND Kennedy Ground 121.650 ZNY_2E
Tower JFK_TWR Kennedy Tower 119.100 ZNY_2W
Tower (secondary) JFK_TWR Kennedy Tower 123.900 ZNY_29
Tower (class B) JFK_B_TWR Kennedy Tower 125.250 ZNY_27
ATIS KJFK_ATIS 128.720 KJFK_ATIS
Position Callsign Radio Name Frequency Voice Channel
Clearance Delivery FRG_DEL Republic Clearance Delivery 128.250 ZNY_2P
Ground FRG_GND Republic Ground 121.600 ZNY_2N
Tower FRG_TWR Republic Tower 118.800 ZNY_2M
ATIS KFRG_ATIS 126.650 KFRG_ATIS
Sector Callsign Frequency Identifier Tag Squawk Remarks
JFK Departure NY_KEN_DEP 135.900 2J J 1550 — 1577 Primary Departure
CAMRN NY_CAM_APP 128.120 2G G 1550 — 1577 Primary Approach
Final Vector NY_KFI_APP 132.400 2A A 1550 — 1577
ROBER NY_RBR_APP 125.700 2K K 1550 — 1577
JFK Satellite NY_ROS_APP 118.400 2S S 1550 — 1577
Sector Callsign Frequency Identifier Tag Squawk Remarks
LGA Departure NY_LSO_DEP 120.400 1L L 1150 — 1177 Primary Departure
HAARP NY_HRP_APP 120.800 1V V 1150 — 1177 Primary Approach
Final Vector NY_LFI_APP 134.950 1F F 1150 — 1177
NYACK NY_LNO_DEP 120.550 1Y Y 1150 — 1177
EMPYR NY_EMP_APP 127.300 1D D 1150 — 1177
NOBBI NY_NBI_APP 126.400 1X X 1150 — 1177
Sector Callsign Frequency Identifier Tag Squawk Remarks
EWR Departure NY_NWK_DEP 119.200 4N N 2350 — 2377 Primary Departure
Yardley NY_ARD_APP 128.550 4P P 2350 — 2377 Primary Approach
Final Vector NY_NFI_APP 125.500 4Q Q 2350 — 2377
North Arrival NY_NOA_APP 120.150 4A A 2350 — 2377
ZEEBO NY_ZBO_APP 123.770 4S S 2350 — 2377
METRO NY_MET_APP 132.800 4H H 2350 — 2377
MUGZY NY_MGZ_APP 127.600 4U U 2350 — 2377
Sector Callsign Frequency Identifier Tag Squawk Remarks
Islip NY_ISP_APP 120.050 3H H 1640 — 1677 Primary TRACON
Calverton NY_CCC_APP 118.000 3E E 1640 — 1677
SEALL NY_SEA_APP 133.100 3R R 1640 — 1677
VIKKY NY_VIK_APP 128.620 3Z Z 1640 — 1677
LOVES NY_LOV_APP 124.070 3I I 1640 — 1677
BEADS Low NY_BDL_APP 118.950 3N N 1640 — 1677
BEADS High NY_BDH_APP 125.970 3B B 1640 — 1677
Sector Callsign Frequency Identifier Tag Squawk Remarks
East NY_LBE_DEP 126.800 56 6 2630 — 2677 Primary
West NY_LBW_DEP 120.850 54 4 2630 — 2677
North NY_LBN_DEP 118.170 52 2 2630 — 2677
South NY_LBS_DEP 124.750 58 8 2630 — 2677
Catskill NY_CSK_APP 132.750 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_KEN_DEP 135.9 2J
NY_CAM_APP 128.12 2G
NY_CTR 125.32 B4

The table on the right 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.

If there is no other controller online that would accept departures from JFK, 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.

The initial altitude for IFR departures is 5,000’ except for Idlewild climb departures which is 2,000’. Some intra-TRACON flights also have initial altitudes that are non-standard. Use the tabs below to access information about various departure procedures and their climbs.

JFK1climbs.png

The standard Departure Procedure for JFK is the JFK# Departure (pronounced Kennedy (Version #), such as Kennedy Two), 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 ZNY flash classes.

PHRASEOLOGYCleared to (clearance limit), Kennedy (Version #) departure, (Canarsie, Breezy Point, Idlewild, or Gateway climb if required), radar vectors (exit); then, as filed...

The following table indicates when and to whom a climb should be assigned. The shaded cells designate special airport operations and should only be used when directed to do so by a TRACON or Center level controller. Initial altitude for all these climbs is published on the chart (you don't need to assign the initial altitude during clearance). The initial altitude is 5,000' for all climbs except for Idlewild climb which has an initial altitude of 2,000'.

Note: Idlewild climb cannot be used if LGA is landing LOC 31.

Departing Conditions Type Gates Assign Climb
22R 0700-2200 Local All All None
2200-0700 Local All All Gateway
22R 2200-0700 Local and landing 13L/R All All None
31L/R None Jets Southwest Breezy Point
Others Canarsie
Props Southwest Breezy Point
Others Idlewild
31L @ KE Departing 22R All Southwest Breezy Point
Departing 4L All Southwest (unless coordinated otherwise) Breezy Point (unless coordinated otherwise)
Not departing 22R, but landing both 22L & 22R All Southwest Breezy Point
Others Canarsie
DP Exit Routing
BETTE# BETTE ACK (Nantucket)
GREKI# GREKI JUDDS (transition)
HAPIE# HAPIE YAHOO
MERIT# MERIT PUT (Putnam) (transition)
These four DPs have returned to use. You should use them in place of the JFK# departure (but not in place of the SKORR#).


These DPs are only for aircraft that will join a North American Route (NAR). NARs are routes similar to jet airways and take the format N###A, where ‘#’ is a number and ‘A’ is a letter (e.g. N106B). The purpose of North American Routes is to connect the mainland to an oceanic entry point.

All of these four DPs have climbs. Their climbs are the same as JFK# (click on JFK# tab above, to see the climb selection chart). The initial altitudes for the climbs are also the same as what is used for JFK#.

All of these four DPs are hybrid: the pilot first receives radar vectors to the exit with the same name as the DP (e.g. for GREKI#, pilot first receives radar vectors to GREKI); then the pilot flies the pilot-nav part of the DP to a transition (see table). Because of that, you should mention both the exit and the transition in your clearance:

PHRASEOLOGYCleared to (destination), GREKI (Version #) Departure, (climb procedure as applicable), radar vectors GREKI, JUDDS transition; then, as filed...
Airway Transition
J60 CANDR J60
J64 CANDR J60 DANNR RAV J64
Q480 CANDR Q480
Q42 CANDR Q480 SPOTZ Q42
J6 TOWIN J6

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]) must be routed via RBV J230 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 according to the table on the right.

PHRASEOLOGYCleared to (destination), DEEZZ (Version #) Departure, radar vectors DEEZZ, (CANDR or TOWIN) transition; then, as filed...

! 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)

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.

This DP has to transitions: RNGRR (pronounced Ranger) and YNKEE (pronounced Yankee). Aircraft should be routed to the appropriate transition according to the table on the right.

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

! 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)

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.

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


Ground

Departure sequencing
Exit Gate Exits
North COATE, NEION, HAAYS, GAYEL, DEEZZ, SAX
East GREKI, MERIT, BAYYS, BDR
Southwest WHITE, DIXIE, RBV, ARD
Water BETTE, HAPIE, SHIPP, WAVEY
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
  1. 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. We do not simulate runway closures on VATSIM during standard day-to-day operations.
  2. Transfer of runway ownership, between Ground Control and Local Control, must be accomplished verbally (or textually).
  3. Ground Control is authorized to cross all active runways with coordination with Local Control except as follows:
    • Local Control is responsible, during ALL configurations, for crossing runway 31L with aircraft taxiing to runway 4L. Do not cross runway 31L at Kilo or on runway 4L until after a runway 31L jet departure commences its takeoff roll.
Obstructions to Arriving and Departing Aircraft
  1. This section is for reference purposes only.
  2. 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.
  3. 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.
A380 restrictions
  1. Simultaneous A380 operations on parallel taxiways Alpha & Bravo, Papa & Quebec, and Romeo & Sierra prohibited.
  2. A380 operations on taxiway Bravo between taxiways Victor-Alpha & Delta-Bravo prohibited during runway 13L CAT II operations.
  3. 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)
  4. Departures from runway 13L and arrivals to runway 31R prohibited.
  5. 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.
  6. 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.
  7. Local Control will clear the taxiway Kilo holding pad prior to A380 taxiing past on taxiway Kilo.
  8. 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.
  9. 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]

JFK TWY RESTRICTIONS.png

B748 restrictions
  1. Taxiway Alpha & Bravo bridges:
    • Simultaneous crossings of B748 and any aircraft prohibited.
  2. 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
  1. 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.
  2. 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 foxtrot, taxi left on bravo, hold short foxtrot
  3. 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.
    PHRASEOLOGYRunway 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 (9,600’) UA (9,470’) PD (13,800’) FB (11,350’) Y (13,100’) Y (8,700’)
13R/31L (7,500’) CB (8,750’) PC (13,300’) C (10,930’) 22R/4L (12,300’) 22R/4L (7,750’)
J (6,800’) V (7,600’) PA (10,800’) 13L/31R (10,500’) K (11,750’) ZA (7,000’)
H (5,450’) W (6,300’) N (9,250’) YA (10,100’) KD (11,300’) E (6,500’)
F (9,150’) KE (10,900’)
G (7,350’)

Terminal Maps [show]

JFK RAMP LOCATIONS.png
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.

Aircraft Movement Chart [show]

From/To 4L 13L 13R 22R 31L 31L at KE 31R at E
T1 B, K A, V, U N, P B, E B, J B B, E
T2 B, K A, V, U A, N, P B, E B, J B B, E
T4 (left) B, K A, V, U A, N, P B, E B, J B B, E
T4 (right) A, K B, U A, N, P B, E G/H, Z A B, E
T5 A, K B, U A, N, P E A, G, Z A B, E or A, F, E
T7 A, K B, U B, N, P A, D, C, E A, G, Z A A
T8 B, K A, V, U B, N, P A, V, C, E B, J B A, F, E
North Cargo C, D, A, K C C, CD/V, V, B, N, P C, E C, D, A, G, Z C, D, A C
West Cargo S, B, K S, A, V, U S, B, N, P S, A, V, C, E S, B, J S, B S, A
GA P, B, K P, N, A, V, U P P, B, E P, B, J P, B P, B

Suggested Terminal Parking Guide [show]

Terminal Oneworld SkyTeam Star Alliance Other/None
T1 Japan Airlines (JAL) Aeroflot (AFL) Air China (CCA) Air Italy (ISS)
Air France (AFR) Austrian Airlines (AUA) Azerbaijan Airlines (AHY)
Alitalia (AZA) Brussels Airlines (BEL) Cayman Airways (CAY)
China Eastern (CES) EVA Air (EVA) Fly Jamaica Airways (FJA)
Korean Air (KAL) Lufthansa (DLH) Norwegian (NAX/IBK/NRS)
Saudia (SAA) Turkish Airlines (THY) Philippine Airlines (PAL)
Royal Air Maroc (RAM)
TAME (TAE)
VivaAerobús (VIV)
WOW air (WOW)
T2 Delta Air Lines (DAL)
T4 AeroMéxico (AMX) Air India (AIC) Air Serbia (ASL)
Air Europa (AEA) Asiana (AAR) Caribbean Airlines (BWA)
China Airlines (CAL) Avianca (AVA) El Al (ELY)
China Southern (CSN) Avianca Brazil (ONE) Emirates (UAE)
Delta Air Lines (DAL) Copa (CMP) Etihad (ETD)
Kenya Airways (KQA) EgyptAir (MSR) JetBlue [arrivals] (JBU)
KLM Singapore Airlines (SIA) Kuwait Airways (KAC)
South African Airways (SAA) Sun Country (SCX)
Swissair (SWR) Thomas Cook (TCX)
Uzbekistan Airways (UZB)
Virgin Atlantic (VIR)
Volaris (VOI)
WestJet (WJA)
XiamenAir (CXA)
XL Airways (XLF)
T5 TAP Air Portugal (TAP) Aer Lingus (EIN)
Hawaiian Airlines (HAL)
JetBlue (JBU)
T7 British Airways (BAW) Aerolíneas Argentinas (ARG) All Nippon (ANA) Alaska Airlines (ASA)
Iberia (IBE) LOT Eurowings (EWG)
Qatar [AM] (QTR) Icelandair (ICE)
Interjet (AIJ)
Ukraine International (AUI)
T8 American Airlines (AAL)
Cathay Pacific (CPA)
Finnair (FIN)
LATAM (DSM/TAM/LAN/ARE/LNE/LAP/LPE)
Qantas (QFA)
Qatar [PM] (QTR)
Royal Jordanian (RJA)

Ramp Frequency Guide [show]

# Positions T1 T2 T4 T5 T7 T8 Cargo Sheltair
9 130.27 131.37 131.85 130.77 131.02 129.15 129.2 131.92 122.95
(N/MA) (M/LA/LL) (KF/KG) (HB/H/G) (F/DA/D/WA) (W/VA/VV/V) (TB-NB)
8 130.27 131.37 131.85 130.77 131.02 129.15 129.2 131.92
(N/MA) (M/LA/LL) (KF/KG) (HB/H/G) (F/DA/D/WA) (W/VA/VV/V) (TB-NB)
7 130.27 131.85 130.77 131.02 129.15 129.2 131.92
(N/MA/M/LA/LL) (KF/KG) (HB/H/G) (F/DA/D/WA) (W/VA/VV/V) (TB-NB)
6 130.27 131.85 130.77 129.15 129.2 131.92
(N/MA/M/LA/LL) (KF/KG) (HB/H/G) (F/DA/D/WA/W/VA/VV/V) (TB-NB)
5 130.27 131.85 130.77 129.15 129.2
(N/MA/M/LA/LL) (KF/KG) (HB/H/G) (F/DA/D/WA/W/VA/VV/V) (TB-NB)
4 130.27 131.85 130.77 129.2
(N/MA/M/LA/LL) (KF/KG) (HB/H/G/F/DA/D/WA) (W-NB)
3 131.85 130.77 129.2
(N/MA/M/LA/LL/KF/KG) (HB/H/G/F/DA/D/WA) (W-NB)
2 131.85 130.77
(N/MA/M/LA/LL/KF/KG) (HB-NB)
1 131.85
(ALL)

Tower

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 [1]
Radar (RACD)
  1. This tower is LRAC (Limited Radar Approach Control) certified.
  2. This 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.
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 and 22R are 3000' apart. Therefore, these parallel runways are not considered the same runway, as far as wake turbulence is concerned.
  • 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.
Runway Selection (normal operations)
Wind Speed Direction Configuration
Depart Land
0-4 Any 31L/R 31L/R
> 4 000-099 4L 4R
100-159 13L/R 13L/R
160-259 22R 22L
260-359 31L/R 31L/R
RVR less than 1,800’ but at or above 1,200’ (CAT II)
Any 000-099 4L 4R
100-159 13R 13L
160-259 22R 22L
260-309 31L 22L
310-359 31L 4R
RVR less than 1,200’ (CAT III)
Any 000-099 4L 4R
100-129 13L 4R
130-159 13R 22L
160-259 22R 22L
260-309 31L 22L
310-359 31L 4R
Best departure configuration
Land Depart Conditions Approaches AAR / ADR Separation
13L 13R VAPS VOR, GPS, or Parkway AAR 36-38 / ADR 44-48 No special procedure.
IAPS ILS AAR 28-32 / ADR 40-44
31R 31L VAPS ILS AAR 33-35 / ADR 38-42 No special procedure.
IAPS ILS
4R 4L VAPS ILS AAR 34-36 / ADR 36-38 4L departures fly heading 100 and 4R missed approaches fly heading 140.
IAPS ILS AAR 32-34 / ADR 32-34
Best arrival configuration
Land Depart Conditions Approaches AAR / ADR Separation
31R & 31L 31L VAPS ILS 31R & Visual 31L AAR 56-60 / ADR 22-24 No special procedure.
IAPS Simultaneous ILS AAR 56-60 / ADR 20-22 Simultaneous approaches authorized with a primary final monitor.
Staggered ILS AAR 44-52 / ADR 20-22 2 mile stagger required between 31R and 31L arrivals.
22L & 22R 22R VAPS Staggered ILS AAR 42-48 / ADR 28-32 1.5 mile stagger required between 22L & 22R arrivals.
IAPS Staggered ILS AAR 40-44 / ADR 28-32
4R & 4L 4L VAPS Staggered ILS AAR 42-46 / ADR 24-26 1.5 mile stagger required between 4R & 4L arrivals. Both 4L departures and missed approaches fly heading 100 while 4R missed approaches fly heading 140.
IAPS Staggered ILS AAR 40-42 / ADR 24-26
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 Type Gates or Exits Heading or Instruction
4L All All 100
Props Southwest Turn left direct CRI and CRI R-223
13R Jets Southwest 185
SHIPP and WAVEY 170
BETTE and HAPIE 155
North, East, and West 110
Props Southwest 185
SHIPP and WAVEY 170
13L Props BETTE and HAPIE 155
North, East, and West 090
22R All All Runway heading
Props North, East, and West 150
31L Jets North, East, West, Water 170
All Southwest 220
31R Props North, East, West, Water 090
  • For IFR traffic that is flying a published climb, do not assign a heading (this will override the climb); instead, instruct the pilot to fly the climb
    PHRASEOLOGYCactus123, fly the Canarsie climb, wind 330 at 10, runway 31L, cleared for takeoff
  • For IFR traffic that is not flying a published climb, issue the following headings as part of the takeoff clearance. The shaded cells should only be used when coordinated with a TRACON or Center level controller.
  • Heading 090 cannot be used for prop departures from runway 31R when LGA is landing LOC 31.
Southwest Props Departing Runway 4L
  1. JFK Tower can issue runway 4L prop departures left turns direct to CRI VOR as long as the following conditions are met:
    • The procedure must be coordinated with a TRACON or Center level controller.
    • The procedure can only be used when landing runway 4R and departing runway 4L. This procedure is NOT authorized when JFK is operating a combined configuration.
    • The prop departures must be filed over southwest fixes (RBV, DIXIE, WHITE, ARD).
    • LGA cannot be utilizing the Coney climb airspace.
  2. In order to standardize the procedure, the following must be adhered to when left turns are being issued to props departing runway 4L.
    • The aircraft must be told to turn left direct to CRI and intercept CRI R-223 for vectors.
    • Do not use the phraseology “Breezy Point climb” for a departure on runway 4L.
      PHRASEOLOGYTurn left direct Canarsie, Canarsie two two tree radial, radar vectors (fix or route), wind (wind), runway 4L, cleared for takeoff.
Runway 13R Departure Procedures (ILS 13L)
When the current airport configuration is utilizing the ILS runway 13L approach, only headings between 140 and 185 must be assigned to aircraft departing runway 13R. This is to protect runway 13R departures from a possible missed approach on runway 13L.
NOTE: If the current airport configuration is NOT utilizing the ILS runway 13L approach, but pilots are still requesting the ILS runway 13L for whatever reason, runway 13R departures are not bound by these heading restrictions.
Runway Type Gates or Exits Heading
13R Jets Southwest 185
SHIPP and WAVEY 170
BETTE, HAPIE, North, East, and West 155
Props Southwest 185
SHIPP and WAVEY 170
BETTE, HAPIE, North, East, and West 140
Runway Configuration Heading Altitude
4L Standard 100 3,000’
4R Standard 140 3,000’
Overflow landing 13R 110 3,000’
13L Standard 110 3,000’
Overflow landing 22L 140 3,000’
13R Standard 170 3,000’
Overflow landing 4R 140 3,000’
22L Standard 140 3,000’
Overflow landing 13L 170 3,000’
22R Standard 220 3,000’
31L Standard 170 3,000’
31R Standard 220 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 below 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 Departure Control, consider issuing missed approaches or go-arounds speed restrictions in accordance with FAA Order JO 7110.65.
  4. Coordinate with Departure Control 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 following 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.
Airspace
  1. Class BRAVO.
  2. The tower owns 2,000' and below within an 8 mile radius of the airport, except for portions south of the shoreline between the surface and above (but not including) 500’ and portions to the northwest owned by LaGuardia.
Radar
  1. This tower is LRAC (Limited Radar Approach Control) certified.
  2. VFR aircraft must be radar identified and will receive flight following within the tower's delegated portion of the Class Bravo airspace.
Departures
  1. 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.
  2. 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
  1. 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.
  2. 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)
  1. As this airfield resides in the airspace controlled by JFK Tower, aircraft (usually helicopters) should call JFK Tower 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.
  2. Use JFK altimeter and winds for NY22.
Purpose
In an effort to increase the Airport Acceptance Rate (AAR) and Airport Departure Rate (ADR) at JFK both during events and normal operations, combined configurations or “overflow procedures” are authorized under strict guidelines.
General Overflow Procedures
  1. Any sort of overflow procedure, whether it be visual or instrument conditions, MUST be coordinated between N90 and JFK Tower.
  2. In order to conduct overflow procedures, all of the following conditions must be met:
    • One or more controllers must be providing both approach and departure services to JFK.
    • JFK Tower must be online or be covered by whoever is controlling departure services to JFK.
    • There must be a demonstrated need, such as high traffic volume or predicted high traffic volume.
    • LGA, if departing runway 13, may only use the Flushing climb.
Overflow Runway Selection and Separation
  1. First decide which runway configuration would be used if no overflow procedure was being considered, this will be your PRIMARY runway configuration.
  2. After deciding on a PRIMARY runway configuration, choose an OVERFLOW based on traffic demand, winds, and weather.
  3. The following must be considered when selecting an overflow runway configuration:
    • The crosswind component of any overflow runway must not exceed 15 knots and the tailwind component must not exceed 7 knots. Use the headwind/crosswind diagram to determine appropriate wind components:
JFK Headwind/Crosswind Diagram
    • Weather minimums take precedence over any arrival option in the overflow table.
    • If any overflow runway selection should be in conflict with LGA operations and LGA is unable to adjust due to winds or weather, then that overflow selection must not be used.
  1. Visual Approaches (ceiling at or above 2,000’ and visibility at or above 3 statute miles)
    • Simultaneous instrument or visual approaches to different nonparallel runways are authorized as long as visual separation and/or target resolution is applied to all operations.
  2. Instrument Approaches (Those weather conditions not defined as visual)
    • Simultaneous instrument approaches to different nonparallel runways are authorized so long as radar separation is applied to all operations.
Best Overflow Departure Configurations
Primary Land Primary Depart Conditions Approaches Overflow Depart AAR / ADR Separation
22L 22R VAPS VOR/DME [email protected] AAR 34-38 / ADR 54-60 31L used for Southwest gates.
IAPS VOR/DME [email protected] AAR 32-34 / ADR 54-60
4R 4L VAPS ILS [email protected] AAR 34-36 / ADR 36-52 4L departures fly heading 100 and 4R missed approaches fly heading 140. 31L used for Southwest gates.
IAPS ILS [email protected] AAR 32-34 / ADR 32-40
22L & 22R 22R VAPS Staggered ILS [email protected] AAR 42-48 / ADR 44-50 1.5 mile stagger required between 22L & 22R arrivals. 31L used for Southwest gates.
IAPS Staggered ILS [email protected] AAR 40-44 / ADR 44-50
22L & 22R None VAPS Staggered ILS [email protected] AAR 42-48 / ADR 38-42 1.5 mile stagger required between 22L & 22R arrivals.
IAPS Staggered ILS [email protected] AAR 40-42 / ADR 38-42
Best Overflow Arrival Configurations
Primary Land Primary Depart Conditions Approaches Overflow Land AAR / ADR Separation
13L 13R VAPS VOR or GPS, Parkway Visual, RNAV (RNP), or RNAV Visual VOR/DME 22L AAR 54-60 / ADR 30-32 13R departure must roll prior to 22L arrival reaching a 3 mile final. If inside 3 miles, then 13R departure must wait until 22L arrival is on a 1 mile final.
IAPS VOR or GPS 13L or RNAV (RNP) 13L VOR/DME 22L AAR 54-60 / ADR 30-32
13R 13L All VOR or GPS, Parkway Visual, RNAV (RNP), or RNAV Visual ILS 4R AAR 54-60 / ADR 30-32 13L departure must roll prior to the 4R arrival reaching a 3 mile final. If inside 3 miles, then 13L departure must wait until 4R arrival is on a 1 mile final. Note: this is a "seldom used procedure"
  • Visual Approach Criteria (Ceiling at or above 2,000’ and visibility at or above 3 statute miles)
    Simultaneous instrument or visual approaches to different non-parallel runways are authorized as long as visual separation and/or target resolution is applied to all operations.
  • Instrument Approach Criteria (Those weather conditions not defined as visual)
    Simultaneous instrument approaches to different non-parallel runways are authorized so long as radar separation is applied to all operations.


Departure Heading or Climb Guide
Utilize the following guide when operating overflow procedures. When a situation arises that is not published, use your best judgment.
Departing Conditions Type Gates Heading or Climb
13R Landing 22L Jets Southwest and Water 170
Others 155
Props Southwest and Water 185
Others 155
13L Landing 4R Jets North, East, and West 090
Others 110
Props North, East, and West 070
Others 110
31L Departing 22R All Southwest RNGRR transition, Breezy Point, or 220
Departing 4L All Southwest
(unless coordinated otherwise)
RNGRR transition, Breezy Point, or 220
(unless coordinated otherwise)
Not departing 22R,
but landing both 22L & 22R
All Southwest RNGRR transition, Breezy Point, or 220
Others YNKEE transition, Canarsie, or 170
22R 2200-0700 local
and landing 13L/R
All All Runway Heading, NO Gateway
4L Any All All 100
Overflow Approach Selection
When selecting the overflow approaches to be used at JFK, LGA operations must be considered. If any overflow approach selection should be in conflict with LGA operations and LGA is unable to adjust due to winds or weather, then that overflow approach selection must not be used.
Special Considerations
Due to the jet blast produced from runway 31L intersection departures, apply the appropriate wake turbulence separation and advisories to aircraft operating on runways 4L/R and 22L/R.


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
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.
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.
Prearranged Coordination Airspace (PACA)
  1. JFK TRACON airspace includes areas designated as prearranged coordination airspace. The following conditions must be met before a TRACON controller can use the prearranged coordination airspace:
    1. Both positions that are subject to the prearranged coordination must be staffed and/or covered by an online controller. For example, Departure cannot use the PACA for runway 31 departures if he is the only controller online, but can use it if Approach is online or if Approach is covered by New York Center.
    2. Unless otherwise specified, the sector penetrating the PACA is responsible for maintaining the required separation from aircraft under the control of the other positions/sectors within the PACA. In addition, the sector penetrating the PACA must determine whether the lead aircraft is a heavy jet or B757 when separating aircraft directly behind, or directly behind and less than 1,000 feet below the heavy jet/B757.
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 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 this case:
      1. If Boston Center is online, then handoff directly to Boston Center.
      2. If Boston Center is offline, then switch to UNICOM.

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

  1. Kennedy Turbojet Departures
    1. Departures should NOT be vectored off DP headings until above 2,500’.
    2. Allow runway 31L departures to follow the DP’s track until south of the Rockaway Peninsula. Do not vector east of Jamaica Bay/Riis Park map lines until over the ocean.
    3. Allow runway 22R departures to maintain assigned headings until over the ocean.
  2. Kennedy Turbojet Arrivals
    1. Vector all runway 4L/R and 13L/R arrivals east of the New Jersey shoreline (Sandy Hook). The eastern boundary of JFK blocks #12 and #13 coincide with the New Jersey shoreline.
    2. Aircraft vectored for the VOR 13L/R approach must intercept CRI R-223 prior to ASALT. Vector these arrivals east of Sandy Hook or 2 nm north of the JFK 19 DME arc.
    3. Vector ILS 13L arrivals northeastward along the depicted track to keep the aircraft over the East River until the turn to final approach.
    4. Visual approaches to runway 13L/R should not be authorized if they will result in the aircraft deviating from the CRI R-223.
    5. Clear aircraft using the ILS 22L/R approach to maintain 3,000’ until joining the glide slope if they intercept the localizer beyond 10 nm from JFK.
    6. When traffic and weather conditions permit use the following approaches for runway 22L/R:
      • Between 0700-1400 local, use the ILS approach to either runway.
      • Between 1400-2200 local, use the VOR/DME 22L or visuals.
      • Runway 22L/R must not be used for arrival traffic between 2300 and 0700 local unless traffic, delays, or weather prevent the use of any other arrival runway.
  3. Farmingdale
    1. Traffic permitting, allow runway 32 departures to remain on the departure procedure until 2,000’.
Suggested Class B VFR Routes
  1. Landing Runway 4L/R
    1. 2,500’ or 3,500’
    2. 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.
    3. 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.
  1. Landing Runway 13L/R or 22L/R
    1. 3,500’ or 4,500’
    2. 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.
    3. 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.
  1. Landing Runway 31L/R
    1. 2,500’ or 3,000’
    2. 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)
  1. All Runways
    1. 5,500’, 6,500’
    2. Northeast bound:
      • Direct JFK then direct DPK.
    3. 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.
From Through To Route Altitude Hand-off Frequency Type
From JFK Area to N90 TRACON Areas
JFK LIBS V16, V229 DIXIE 60 58 124.75 Props
70 58 124.75 Jets
JFK LIBS V1 WHITE 70 58 124.75 Props
JFK LIBS RBV 070-110 58 124.75 Jets
ARD 070-110 58 124.75 Props
JFK LIBE LIBN GAYEL, HAAYS, NEION, COATE, DEEZZ
Gate track 320-010
120 56 126.8 Props
120-170 56 126.8 Jets
JFK LGAN DPK V483 CMK 20 1X 126.4 All
JFK LGA LIBN SAX V249, COATE 80 1L 120.4 Props
HAAYS, NEION, COATE 080-090 1L 120.4 All
JFK LIBE GREKI, MERIT, BAYYS, BDR
Gate track 020-070
090-110 56 126.8 All
JFK WRI EWR, EWRS, EWRN V16 DIXIE V276 RBV V249 SBJ 40 LA 124.15 All
JFK ISPE Gate track 090 30 3H 120.05 Singles
Gate track 040-085 40 3H 120.05 Jets, Turbos, Twins
JFK ISPN V229 BDR 30 3I 124.07 All
JFK ISPN BDR
Gate track 040-080
070-080 3R 133.1 All
FRG ISP CCC BEADS SWL (APREQ) Multi Eng. Gate 30 3H 124.05 Jets
FRG WRI LGA, LGAN V16, V229 DIXIE 40 1D 127.3 Heli
From JFK Area to Center/Other
JFK ZNY SHIPP, WAVEY 070-120 128.3 Jets
JFK ZNY SHIPP, WAVEY 100 128.3 Props
JFK ZBW BETTE, HAPIE 070-110 135.8 All
JFK LIBE Y90 BDL 090-100 56 126.8 Jets, Turbos
Gate track 020-070
JFK WRI COL, V16 030-040 LA 124.15 All
Through N90 TRACON JFK Area
LGA, LGAN JFK LIBS V16, V229 DIXIE 60 2J 135.9 All
LGA, LGAN JFK LIBS JFK V1 WHITE 70 2J 135.9 Props
LGA, LGAN JFK SHIPP, WAVEY, BETTE 80 2J 135.9 All
LGA JFK COL (APREQ) 30 2G 128.12 Heli
ISP, ISPE JFK LGA SAX 60 2J 135.9
ISP Gate track 260-290 Props
ISPE, ISPN JFK LIBE GAYEL, HAAYS, NEION, COATE 80 2J 135.9
ISP Gate track 260-290 >210 kts
ISPE, ISPN JFK LIBS DPK V16 DIXIE 60 2J 135.9
DPK V16 WHITE (APREQ) Singles
Multis
ZNY/N90 JFK LGA Vectors Sandy Hook NW 40 1D 127.3 All
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 Type
From Inside N90 TRACON Areas
EWR 22, EWRS JFK, FRG COL 040 2G 128.12 All
EWR 22, EWRS JFK ISP, ISPE COL 040 2G 128.12 All
LGA, EWR 4 ISP JFK BDR-248 CCC R-285 CCC 040 2K 125.7 All
FRG DPK 030
LGAN ISP JFK, FRG CMK V374 DENNA V44 DPK 050 2K 125.7 All
ISP JFK, FRG DPK 030 2K 125.7 All
ISPE, ISPN JFK DPK 040 2K 125.7 All
ISPE, ISPN FRG DPK 030 2K 125.7 All
From Outside N90 TRACON Areas
ZNY JFK, ISP, ISPE, FRG LENDY FL190 2G 128.12 All
2K 125.7
ZNY JFK, ISP, ISPE, FRG CAMRN 110 2G 128.12 Jets
ZNY JFK, LGA, FRG CAMRN 090 2G 128.12 Jets, Turboprops
ZNY JFK, FRG, ISP, ISPE ZIGGI 080 2G 128.12 Props
ZBW JFK, FRG CCC R-229 ROBER 120 2K 125.7 All
WRI JFK, FRG, ISP, ISPN ZIGGI 050 2G 128.12 Jets, Twins
WRI LIBS JFK, FRG, ISP, ISPE, ISPN DIXIE 050 2J 135.9 Singles
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) & Kennedy Tower (JFK)
Rev. 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 Kennedy Tower (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.
Kennedy Departure Procedures
  1. JFK Tower Shall
    1. 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.
    2. Obtain releases for aircraft not using the standard departure runway(s).
    3. 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.
    4. Handoff departing traffic to TRACON after observing a turn towards the assigned climb or heading. Ensure the handoff is accomplished in a timely fashion.
    5. During the midnight shift, JFK Tower 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
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 L3L L2L L1L L1R
VOR V4L V4R V3L V3R 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
  1. New York TRACON Shall
    1. Inform JFK Tower of the first and last aircraft for each runway whenever a change of traffic flow is agreed upon.
    2. Coordinate any approach other than that advertised in the ATIS by using scratchpad entries. In VRC, click INSERT text <asel> to set scratch pads where “text” would be one of the entries in Table 1. Make sure you use capital letters when inserting scratch pads.
    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) 28° approach.
    1. 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.
    2. During overflow procedures, coordinate with tower which TRACON position is controlling overflow traffic.
    3. Ensure transfer of communications to tower 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.
    4. During the midnight shift, JFK Area shall 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 fixes remain south of the Long Island shoreline as long as feasible.
  2. JFK Tower Shall
    1. 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.
    2. Verbally (or textually) advise of special changes in the airport configuration or weather.
    3. 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.
    4. 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.
    5. Ensure that aircraft on the ILS 13L approach do not proceed more than one half (1/2) mile northeast of the localizer.
    6. 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.
Letter of Agreement
John F Kennedy TRACON (JFK) & 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 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.
Kennedy Area Departure Procedures
Kennedy Area Arrival Procedures
Coney climb airspace
Narrows airspace
The following airspace releases fall under “arrival procedures” because they are technically being released from the JFK Area CAMRN sector to the Liberty Area. The JFK Area CAMRN sector is an arrival sector, but the information contained below is pertinent to all JFK Departure controllers.
  1. Coney Climb Airspace (JFK Area airspace released to LGA Area and Liberty Area)
    1. The following airspace release occurs when LGA is departing runway 13 and coordinates for Coney climbs.
    2. When JFK delegates the Coney climb airspace to LGA Departure, they shall also release the following airspace, with coordination, to Liberty South:
      • JFK block #7 from 11,000’ to 12,000’.
      • JFK block #8 from 6,000’ to 12,000’.
  2. Narrows Airspace and Narrows Extension (JFK Area airspace released to Liberty Area)
    1. Narrows Airspace:
      • When JFK is landing runway 4L/R or 13L/R, the JFK Area shall release, with coordination, the Narrows airspace (JFK blocks #9 and #9A) from 13,000’ through 17,000’ to Liberty South.
      • Liberty South has control for climb on Kennedy RBV, ARD, DIXIE jets, and WHITE departures and control for turns to the west on RBV/ARD departures.
    2. Narrows Extension:
      • When JFK is landing runway 4L/R, Liberty has the Narrows airspace, and LGA is making Coney climbs, JFK Area shall release, with coordination, the Narrows Extension (JFK blocks #7 and #8) from 13,000’ through 17,000’ to Liberty South.
Letter of Agreement
John F Kennedy TRACON (JFK) & LaGuardia TRACON (LGA)
Rev. 2 — 2 Mar 2015
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.
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.
Kennedy Area Departure Procedures
  1. Departures from JFK Area to LGA Area (Does not apply to intra-TRACON flights)
    1. Vector aircraft northwest bound to pass between Glen Cove and the Throgs Neck Bridge.
    2. Ensure aircraft are at or above 6,000’ 1.5 nm prior to the JFK/LGA boundary (JFK R-052).
  1. Departures from JFK Area to LGA Satellites (HPN and DXR)
    1. Traffic landing LGAN must have prior approval when HPN is landing runway 34.
LaGuardia Area Departure Procedures
Kennedy Area Arrival Procedures
Coney-Climb-Airspace.png
The Coney climb airspace release falls under “arrival procedures” because it is technically being released from the JFK Area CAMRN sector to the Liberty Area. The JFK Area CAMRN sector is an arrival sector, but the information contained below is pertinent to all JFK Departure controllers. The LGA localizer 31 release is a release by multiple JFK Area sectors, including JFK Departure, to the LGA Area for LGA arrivals.
  1. Coney Climb Airspace (JFK Area airspace released to LGA Area and Liberty Area)
    1. The following airspace release occurs when LGA is departing runway 13 and coordinates for Coney climbs.
    2. When JFK is landing 4L/R or 22L/R and departing 4L/R, 22L/R, or 13L/R, JFK Area must release, with coordination, the Coney climb airspace to LGA Area:
      • JFK block #6 from 1,500’ to 12,000’ (NOTE: 1,500’ to 2,000’ from JFK Tower).
      • JFK block #7 from 2,500’ to 10,000’.
      • JFK block #8 from 4,000’ to 5,000’.
  2. LaGuardia LOC runway 31 (JFK Area airspace released to LGA Area)
    1. JFK Area must release the following airspace, with coordination, to the LGA Area:
      • JFK block #5A from 4,000’ to 2,000’ (NOTE: 4,000’ to 3,000’ when FRG ILS 14 is in use).
      • JFK block #5B from 4,000’ to 1,000’.
      • JFK block #5C from 3,000’ to 1,000’.
    2. JFK is not authorized to conduct simultaneous instrument approaches to runways 31L/R during this configuration.
  3. Additional Kennedy Procedures
    1. Simultaneous use of JFK ILS 22L/R and VOR 13L/R when LGA is departing runway 13 is not authorized.
    2. JFK Area must not use any overflow procedures if they must conflict with the current LGA configuration.
LaGuardia Area Arrival Procedures
Belmont-and-Extension.png
  1. Kennedy ILS runway 13L (LGA Area airspace released to JFK Area)
    1. LGA will land ILS 13 or RNAV 13 and depart runway 4 or 13 (Flushing Climb only).
    2. LGA Area must release the following airspace, with coordination, to the JFK Area:
      • JFK blocks #9A, #10, and #11 from 3,000’ and below.
  2. Belmont Airspace vs. Belmont Extension (LGA Area airspace released to JFK Area)
    1. Belmont Airspace:
      • When the primary JFK approach is ILS 22L/R, LGA Area must release with coordination the Belmont airspace (JFK block #4) at and below 3,000’ to JFK Area.
    2. Belmont Extension:
      • LGA must delegate an extension of the Belmont airspace referred to as the Belmont Extension (JFK block #30) at and below 3,000’ when all of the following conditions exist:
        1. Weather is IFR.
        2. JFK is landing both ILS 22L/R approaches.
        3. LGA is landing ILS 22 and departing runway 13 (other than Flushing Climb).
        4. HPN is landing and departing other than runway 34.
Letter of Agreement
John F Kennedy TRACON (JFK) & Islip TRACON (ISP)
Rev. 2 — July 14, 2019
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).
Cancellation
John F Kennedy TRACON (JFK) and Islip TRACON (ISP) Letter of Agreement, dated Jan 2011, is hereby cancelled.
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.
Kennedy Area to Islip Area
Islip Area to Kennedy Area
Kennedy Area Airspace Released to Islip Area
  1. ROBER Airspace for ISP Eastbound Departures
    1. This procedure must only apply if coordination has been effected between the ISP Area, JFK Area, and ZBW ARTCC.
    2. Once the necessary coordination has been accomplished, the ISP Area can climb eastbound departures to 11,000’ within JFK blocks #21 (no further south than the Fire Island shoreline), #22, #23, and #25. This corresponds to ISP blocks #7, #9 (no further south then the Fire Island shoreline), and #15.
      • JFK Area (ROBER) is responsible for separation between coordinated ISP departures and other aircraft under ROBER control.
      • ISP Area must verbally coordinate with JFK Area (ROBER) prior to course reversal in the blocks aforementioned.
Letter of Agreement
New York TRACON (N90) & New York ARTCC (ZNY)
Rev. 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 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.
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.
      • Clear scratch pads once aircraft have been established direct SHIPP or WAVEY.
    2. Issue SHIPP and WAVEY departures 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’.
      • Turboprop aircraft shall be transferred to ZNY climbing to 10,000’.
    3. If unable to comply with the above altitude restrictions, verbally (or textually) notify ZNY of the altitude assigned.
    4. 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 aircraft enroute on V139 and SHIPP/WAVEY departures, ZNY shall instruct N90 to issue altitudes lower than 12,000’ for conflicting departures prior to accepting handoffs.
      • For turboprop departures, ZNY has control for climbs above 10,000’ on contact.
    3. ZNY has control for turns of departures as described in the table.
      1. NOTE: If aircraft are left on vectors, then ZNY may clear aircraft direct to SHIPP or WAVEY or vector them in compliance with the above table. In all cases, ZNY is responsible for separation from other N90 IFR traffic operating in N90 airspace.
Kennedy Arrival Procedures
  1. New York (ZNY) ARTCC Shall
    1. Route aircraft via the LENDY# (STW R-109 to LGA R-315), IGN# (IGN R-225 to LGA R-315), CAMRN# (DPK R-221), ZIGGI (JFK R-210), or radar vectors that emulate with the aforementioned criteria.
    2. Ensure that aircraft have been issued the appropriate fix crossing altitudes prior to releasing to N90 frequency per Table 1.
    3. Ensure that all aircraft do not exceed 250 knots Indicated Airspeed (IAS) at all arrival fixes. Higher IAS may be approved by N90.
    4. Ensure that arrivals to LENDY are established on LGA R-315 prior to LENDY or are proceeding direct LGA southwest of LGA R-315. If aircraft are cleared direct LGA, ensure they remain north of EWR at all times and cross 15 DME west of LGA at 250 knots IAS unless a higher airspeed is approved by N90.
    5. Unless coordinated otherwise, instruct CAMRN and ZIGGI arrivals to depart those respective fixes heading 040 prior to handing off to N90.
    6. Retain communications and control of arrivals in arrival holding patterns when in holding configuration (see Table 2).
  2. New York (N90) TRACON Shall
    1. Make every effort to not reduce the IAS of an arrival aircraft below 250 knots until the aircraft is within ten (10) miles of the arrival fix without prior coordination with ZNY.
    2. Advise ZNY as soon as possible prior to suspending airport clearances.
    3. N90 has control for turns on arrivals via the fixes listed in Table 3.
    4. Coordinate any non-standard crossing altitudes. All single engine propeller driven aircraft, other than turboprops to JFK and JFK satellites, shall be routed through 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


Departure

Step 1: Select the departure runway
Step 2: Select the arrival runway

KEN DEP airspace D4L L4s.png

KEN DEP flow D4L L4s.png

KEN DEP airspace D4L L4s.png

KEN DEP flow D4L L4s LGA D13.png

Step 2: Select the arrival runway

KEN DEP airspace D4L 31L L4R.png

KEN DEP flow D4L 31L L4R.png

Step 2: Select the arrival runway

KEN DEP airspace D4L L4s.png

KEN DEP flow D13L L4R 13R.png

Step 2: Select the arrival runway

KEN DEP airspace D13R L13L.png

KEN DEP flow D13R L13L.png

KEN DEP airspace D13R L13L.png

KEN DEP flow D13R L13L 22L.png

Step 2: Select the arrival runway

KEN DEP airspace D22R L22s.png

KEN DEP flow D22R L22s.png

KEN DEP airspace D22R L22s.png

KEN DEP flow D22R L22s LGA D13.png

Step 2: Select the arrival runway

KEN DEP airspace D22R L22s.png

KEN DEP flow D22R 31L L22s.png

Step 2: Select the arrival runway

KEN DEP airspace D22R L22s.png

KEN DEP flow D31L L22s.png

Step 2: Select the arrival runway

KEN DEP airspace D31s L31s.png

KEN DEP flow D31s L31s.png


Approach

Step 1: Select the configuration using the format departing runway(s)landing runway(s)
Step 2: Select approach sector

RBR-413.png RBR-flow-413.png

CAM-413.png CAM-KFI-flow-413.png

LENDY-413.png LENDY-flow-413.png

KFI-4LR.png CAM-KFI-flow-413.png

Step 2: Select approach sector

RBR-413.png RBR-flow-413.png

CAM-413.png CAM-KFI-flow-413.png

LENDY-413.png LENDY-flow-413.png

KFI-4R-31L-and-4L.png CAM-KFI-flow-413.png

Step 2: Select approach sector

RBR-413.png RBR-flow-413.png

CAM-413.png CAM-KFI-flow-413.png

LENDY-413.png LENDY-flow-413.png

KFI-4R-13R.png CAM-KFI-flow-413.png

Step 2: Select approach sector

RBR-413.png ROS-413.png RBR-flow-413.png

CAM-413.png CAM-KFI-flow-413.png

LENDY-413.png LENDY-flow-413.png

KFI-13LR.png CAM-KFI-flow-413.png

Step 2: Select approach sector

RBR-413.png ROS-413.png RBR-flow-413.png RBR-flow-1322.png

CAM-413.png CAM-KFI-flow-413.png

LENDY-413.png LENDY-flow-413.png

KFI-13LR.png KFI-13LR-22L.png CAM-KFI-flow-413.png

Step 2: Select approach sector

RBR-22LR.png ROS-22LR.png RBR-flow-22LR.png ROS-flow-22LR.png

CAM-22LR.png LEN-CAM-flow-22LR.png

KFI-22LR.png KFI-22LR-13LR.png RBR-flow-22LR.png ROS-flow-22LR.png

Step 2: Select approach sector

RBR-22LR.png RBR-flow-22LR.png ROS-flow-22LR.png

CAM-22LR.png LEN-CAM-flow-22LR.png

KFI-22LR.png RBR-flow-22LR.png ROS-flow-22LR.png

Step 2: Select approach sector

RBR-22LR.png RBR-flow-22LR.png

CAM-22LR.png LEN-CAM-flow-22LR.png

KFI-22LR.png RBR-flow-22LR.png ROS-flow-22LR.png

Step 2: Select approach sector

RBR-31LR.png RBR-flow-31LR.png ROS-flow-31LR.png

CAM-31LR.png LEN-CAM-KFI-flow-31LR.png

KFI-31LR.png LEN-CAM-KFI-flow-31LR.png


Appendix

Concorde Operations

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. The following documentation outlines some key differences between normal operations and Concorde operations. 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, and add the "heavy" suffix to the end of the callsign. Examples are:

  • BAW1 = “Speedbird Concorde One (Heavy)”
  • AFR4591 = “Air France Concorde Forty-Five Ninety-One (Heavy)”

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. 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.

PHRASEOLOGYSpeedbird Concorde One Heavy, cleared to London Heathrow, Kennedy (Version #) departure, Canarsie climb, radar vectors SHIPP, then as filed. Expect flight-level two niner zero one-zero minutes after departure, squawk (code).

British Airways parks at Terminal 7 and Air France parks at Terminal 1. 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.

Departure Runways
By agreement with the Port Authority, SSTs utilized departure runways in the following order 31L → 22R → 13R. Runway 4L was not used for SST departures. 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 HEAVY.
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.


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
  1. 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).
  2. 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
  3. The Ground Metering controller must inform the aircraft to hold short of the main outbound taxiway and monitor the active Ground Control frequency.
    PHRASEOLOGYJetBlue 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
Ground Metering VRC Procedural Settings
  • Because the metering operations require effective use of flight strips as control elements, the flight strip bay should be used and set up as follows:
    • Ground Control 121.65 (2E) should set the following options under Settings > General > Flight Strips:
      • Unchecked:
        • Auto-Add Arrival Strips
        • Auto-Add Departure Strips
        • Ignore Pushed Strips
      • Checked:
        • Delete Strip When Pushed Manually
    • Ground Metering 125.05 should set the following options under Settings > General > Flight Strips:
      • Unchecked:
        • Auto-Add Arrival Strips
        • Auto-Add Departure Strips
        • Ignore Pushed Strips
      • Checked:
        • Delete Strip When Pushed Manually
  • Both controllers will utilize the two-column flight strip bay (Settings > General > Flight Strips > Two-column Flight Strip Bay). Separators can be used for additional organization at the ATC’s discretion. Separators can be added by typing .sep NAME1|NAME2|NAME3 <Enter> (refer to VRC documentation for further details on separators).
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 08 Jan 2014 Converted to Wiki format. Night time runway selection removed. Preferred routes updated. Class Bravo operations updated.
CHG16 04 Sep 2014 Distances of parallel runways were added.
CHG17 28 Sep 2014 FRG SOP was separated.
CHG18 02 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 03 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.