Order ZNY 7210 - nyartcc.org · ATM Air Traffic Management STMP Special Traffic Management Program AWC Aviation Weather Center SWAP Severe Weather Avoidance Plan CCFP Collaborative

VATSIM Network United States Division

Order ZNY 7210.23B

Traffic Management Unit Standard Operating Procedures

December 1, 2010

Distribution: New York ARTCC Initiated By: Alex Evins

Traffic Management Coordinator Property of the New York ARTCC operating on the VATSIM Network. This document should ONLY be used for online

simulation. In addition, if obtained via ANY link other than one from http://www.nyartcc.org, you are participating in Copyright violation and action will be taken.

Copyright © 2010. All Rights Reserved.

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RECORD OF CHANGES DIRECTIVE NO. ZNY 7210.23B

CHANGE

DATE

CHANGE

DATE

TO DESCRIPTION OF CHANGES TO DESCRIPTION OF CHANGES

BASIC BASIC

CHG1 12 15 08 Updated EWR TFM TIPS TMU Line of Authority

CHG2 4 22 09 LGA Ground Metering Freq. New York Area Hotline

CHG3 12 01 10 7210.23B

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Traffic Management Unit Standard Operating Procedures

ZNY 7210.23B

Foreword This order provides direction and guidance for day-to-day traffic flow management operations at facilities and offices under the administrative jurisdiction of the New York Air Route Traffic Control Center (NYARTCC). All concerned personnel shall familiarize themselves with the provisions pertaining to their responsibilities. When a situation arises that is not adequately covered, exercise good judgment. Alex Evins Traffic Management Coordinator, New York ARTCC Date: 12/01/2010

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Table of Contents

Chapter 1. General

Section 1. Introduction Paragraph Page

1-1-1. PURPOSE ..................................................................................................................................... 6

1-1-2. DISTRIBUTION ............................................................................................................................. 6

1-1-3. CANCELLATION ........................................................................................................................... 6 1-1-4. EFFECTIVE DATE ........................................................................................................................ 6 1-1-5. PROCEDURAL DEVIATIONS ....................................................................................................... 6 1-1-6. WORD MEANINGS ....................................................................................................................... 6 1-1-7. ABBREVIATIONS .......................................................................................................................... 7

Section 2. Organizational Responsibilities, Duties, and Line of Authority

1-2-1. TRAFFIC MANAGEMENT UNIT (TMU) MISSION ........................................................................ 8

1-2-2. RESPONSIBILITIES ...................................................................................................................... 8 1-2-3. LINE OF AUTHORITY ................................................................................................................... 9 1-2-4. TRAFFIC MANAGEMENT TRAINING .......................................................................................... 9 1-2-5. COORDINATION ........................................................................................................................... 9 1-2-6. COMMUNICATION ...................................................................................................................... 10 1-2-7. OPERATIONS PLAN ................................................................................................................... 11

Chapter 2. Traffic Management – Center, and Terminal

Section 1. Traffic Management Initiatives

2-1-1. IN-TRAIL RESTRICTIONS .......................................................................................................... 13

2-1-2. ALTITUDE RESTRICTIONS ....................................................................................................... 13 2-1-3. FIX BALANCING ......................................................................................................................... 14 2-1-4. AIRBORNE HOLDING................................................................................................................. 15 2-1-5. TOWER ENROUTE CONTROL (TEC) ....................................................................................... 16

Section 2. Ground Delay Programs and Ground Stops

2-2-1. GENERAL .................................................................................................................................... 17

2-2-2. CRITERIA .................................................................................................................................... 17 2-2-3. CALCULATIONS ......................................................................................................................... 17 2-2-4. PROCEDURES ........................................................................................................................... 18 2-2-5. VFR FLIGHTS ............................................................................................................................. 22 2-2-6. LOCAL GROUND STOPS ........................................................................................................... 22 2-2-7. NATIONAL GROUND STOPS .................................................................................................... 22

Section 3. Severe Weather Management

2-3-1. DE-ICING/ANTI-ICING ................................................................................................................ 23

2-3-2. SEVERE WEATHER AVOIDANCE PLAN (SWAP) .................................................................... 26 2-3-4. ZNY NATIONAL PLAYBOOK ROUTES ...................................................................................... 27

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Section 4. Special Traffic Management Programs

2-4-1. SPECIAL EVENT PROGRAMS .................................................................................................. 29

2-4-2. COORDINATION ......................................................................................................................... 29 2-4-3. IMPLEMENTATION ..................................................................................................................... 29

Section 5. Ground Control and Movement Area Operations

2-5-1. GROUND METERING ................................................................................................................. 30

2-5-2. OVERFLOW PARKING ............................................................................................................... 31

Chapter 3. Facility Specific Procedures

Section 1. John F Kennedy (JFK) 3-1-1. TRAFFIC MANAGEMENT TIPS .................................................................................................. 32

3-1-2. AIRPORT ACCEPTANCE RATES .............................................................................................. 34 3-1-3. AIRBORNE HOLDING CAPACITIES .......................................................................................... 35 3-1-4. ARRIVAL FLOWS ........................................................................................................................ 35 3-1-5. CATEGORY MINIMUMS ............................................................................................................. 35 3-1-6. TRANSIENT AND OVERFLOW PARKING ................................................................................. 35

Section 2. LaGuardia (LGA) 3-2-1. TRAFFIC MANAGEMENT TIPS .................................................................................................. 36


Section 3. Newark (EWR)

3-3-1. TRAFFIC MANAGEMENT TIPS .................................................................................................. 42


Section 4. Philadelphia (PHL)

3-4-1. TRAFFIC MANAGEMENT TIPS .................................................................................................. 47


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Chapter 4. Transfer of Control

Section 1. Position Relief 4-1-1. COMMUNICATION ...................................................................................................................... 50

4-1-2. COORDINATION ......................................................................................................................... 50 4-1-3. POSITION RELIEF BRIEFING .................................................................................................... 50 4-1-4. POSITION COMBINING AND DE-COMBINING (SECTOR COMBINATION) ............................ 51

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Chapter 1. General

Section 1. Introduction

1-1-1. PURPOSE

This order prescribes the procedures to be utilized by personnel providing Traffic Flow Management services at New York ARTCC (NYARTCC). 1-1-2. DISTRIBUTION

This order is distributed to all NYARTCC personnel. 1-1-3. CANCELLATION

ZNY Order 7210.23A, Traffic Flow Management Standard Operating Procedures, dated June 15, 2008, and all unincorporated changes to it are canceled. 1-1-4. EFFECTIVE DATE

This order is effective December 1, 2010. 1-1-5. PROCEDURAL DEVIATIONS Exceptional or unusual requirements may dictate procedural deviations or supplementary procedures to this order. A situation may arise that is not adequately covered herein; in such an event use good judgment to adequately resolve the problem. 1-1-6. WORD MEANINGS As used in this order:

a. Shall, or an action verb in the imperative sense, means a procedure is mandatory.

b. Should means a procedure is recommended.

c. May and need not mean a procedure is optional.

d. Will indicates futurity, not a requirement for the application of a procedure.

e. Singular words include the plural, and plural words include the singular.

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1-1-7. ABBREVIATIONS. As used in this order, the following abbreviations have the meanings indicated: (See TBL 1-1-1).

TBL 1-1-1

ABBREVIATIONS

Abbreviation Meaning Abbreviation Meaning

AAR Airport Acceptance Rate NRP North American Route Program

ACID Aircraft Identification NYARTCC New York ARTCC

ADL Aggregate Demand List OIS Operational Information System

ADR Airport Departure Rate OP Operations Plan

AOJ Area of Jurisdiction PDC Pre-Departure Clearance

APREQ Approval Request PHL Philadelphia International Airport

ARPT Airport PIREP Pilot Report

ARTCC Air Route Traffic Control Center PM Private Message

ASP Arrival Sequencing Program RLSD Released

ATC Air Traffic Control RVR Runway Visual Range

ATCS Air Traffic Control Specialist(s) RWY Runway

ATCT Air Traffic Control Tower SIGMET Significant Meteorological Information

ATIS Automated Terminal Information Service STMC Supervisory Traffic Management Coordinator

ATM Air Traffic Management STMP Special Traffic Management Program

AWC Aviation Weather Center SWAP Severe Weather Avoidance Plan

CCFP Collaborative Convective Forecast Product TEC Tower Enroute Control

CD Clearance Delivery TFM Traffic Flow Management

CDR Coded Departure Route(s) TFR Temporary Flight Restriction

CIC Controller-in-charge TM Traffic Management

CWA Center Weather Advisory TMC Traffic Management Coordinator

DAS Delay Assignment TMI Traffic Management Initiative

DATM Deputy Air Traffic Manager TMO Traffic Management Officer

DSP Departure Sequencing Program TMS Traffic Management Specialist

DVRSN Diversion TMU Traffic Management Unit

EC Events Coordinator TRACON Terminal Radar Approach Control

EDCT Expect Departure Clearance Time UTC Coordinated Universal Time

ESP Enroute Spacing Program VMC Visual Meteorological Conditions

EWR Newark Liberty International Airport VFR Visual Flight Rules

FP Flight Plan VTML VATSIM Traffic Management Log

FRC Full Route Clearance WX Weather

FSS Flight Service Station ZNY New York ARTCC

GA General Aviation ZNY1 ZNY Neighboring ARTCCs

GAAP General Aviation Airport Program

GC Ground Control

GDP Ground Delay Program

GENOT General Notice

GM Ground Metering

GS Ground Stop

HIWAS Hazardous In-Flight Weather Advisory Service

HPN Westchester County Airport

IAW In Accordance With

IFR Instrument Flight Rules

JFK John F Kennedy International Airport

LAADR Low Altitude Alternate Departure Routing

LADP Local Airport De-icing Plan

LAHSO Land and Hold Short Operations

LC Local Control

LCH LAMP-CCFP Hybrid

LGA LaGuardia Airport

LLWS Low Level Wind Shear

LOA Letter of Agreement

MIS Meteorological Impact Statement

MIT Miles-in-trail

MINIT Minutes-in-trail

N90 New York TRACON

NAS National Airspace System

NM Nautical Mile

NOTAM Notice to Airmen

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Section 2. Organizational Responsibilities, Duties, and Line of Authority

1-2-1. TRAFFIC MANAGEMENT UNIT MISSION The Traffic Management Unit’s mission is to balance air traffic demand with system capacity to ensure the maximum efficient utilization of New York ARTCCs airspace. A safe, orderly, and expeditious flow of traffic while minimizing delays is fostered through continued analysis, coordination, and dynamic utilization of TM initiatives and programs. The TMU monitors and balances traffic flows within their area of responsibility in accordance with TM directives.

1-2-2. RESPONSIBILITIES

a. Traffic Management Coordinator (TMC) Responsibilities:

1. Be the final approving authority regarding all interfacility TM initiatives.

2. Evaluate proposed TM initiatives to ensure appropriateness.

3. Actively coordinate and communicate traffic management actions with adjacent ARTCCs and VATUSA.

4. In conjunction with ATCS develop, implement, monitor, and analyze TM programs, procedures, and initiatives that are specific to the facility's area of responsibility.

5. Periodically analyze and review TM procedures to ensure effectiveness and adherence to programs/initiatives and, when necessary, make adjustments. Cancel TM initiatives promptly when no longer needed.

6. Function as Controller-in-Charge (CIC) when designated as such by the Air Traffic Manager (ATM).

7. Establish and maintain effective and cooperative communication with intra/interfacility personnel.

b. Traffic Management Unit (TMU) Responsibilities:

1. Balance the arrival flow and the tower enroute flow by coordinating with the appropriate ATCS and/or adjoining terminal facility(s) to ensure that demand does not exceed current capabilities.

2. Through coordination with the tower and TRACON, establish the Airport

Acceptance Rate (AAR) and assist the ARTCC and adjacent terminal facility(s) in the development of strategies to achieve the AAR.

3. Implement arrival strategies and deliver arrival aircraft to achieve the AAR.

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4. Oversee departure fix balancing to ensure sector efficiency into the next facility's airspace.

5. Implement gate hold procedures as required to reduce airport surface congestion.

6. Ensure optimum airspace/runway configurations are being used.

7. Notify the appropriate facilities concerning local TM initiatives. 1-2-3. LINE OF AUTHORITY

a. The Traffic Management Coordinator (TMC) at NYARTCC functions as the Supervisory Traffic Management Coordinator (STMC) and Traffic Management Officer (TMO), and supervises all Traffic Flow Management (TFM) activities as well as all Traffic Management Specialists (TMS), and/or other facility Traffic Management (TM) personnel. The Traffic Management Unit (TMU) refers to all active Traffic Management personnel collectively.

b. In the TMCs absence or at those TRACONs and/or towers where TMSs are not authorized, the individuals designated to perform TM functions are the Air Traffic Manager (ATM) and Deputy Air Traffic Manager (DATM).

1-2-4. TRAFFIC MANAGEMENT TRAINING

Traffic Management Specialist (TMS) training and certification shall be accomplished in accordance with Order ZNY 3120.4A.

1-2-5. COORDINATION

a. Coordinate through verbal and automated methods. At times, it may be required to utilize both methods to ensure complete communication and situational awareness.

b. TMUs shall:

1. Communicate and coordinate events that may have an impact on the NAS.

2. Consult with weather information providers to ensure the receipt of timely weather forecasts (including the Collaborative Convective Forecast Product), observed terminal weather sequences, and any weather data that may have a significant impact on NYARTCCs Area of Jurisdiction (AOJ).

3. Monitor the TMIs of other ARTCCs.

4. Advise neighboring ARTCCs of situations and conditions that require implementation of TM initiatives and the initiatives implemented.

5. Notify neighboring ARTCCs if a significant change in capacity is expected or has occurred.

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6. Advise ARTCC facilities of TMIs in place or planned implementation of TMIs.

1-2-6. COMMUNICATION

a. When time permits, utilize communication techniques that emphasize collaboration and consensus decision-making. Use tools that provide for common situational awareness to the extent possible.

b. INTRA-ARTCC COMMUNICATION

1. The TMC must ensure that an operational briefing is conducted at the beginning of an event or high traffic density period. Discussion at this meeting should include:

(a) Operations Plan (OP).

(b) Center Weather Advisories (CWA) and Meteorological Impact Statements (MIS).

(c) Topics pertinent to the facility.

2. Timely coordination between the facilities and the TMU is paramount in not only implementing TM initiatives, but also in evaluating the effectiveness of any initiatives.

3. Timely coordination is imperative in order to manage the efficiency of the tower enroute control (TEC) environment. Any TM initiatives imposed between two (2) or more adjacent terminals that could have an impact on the capacity of any airport, sector, or ARTCC must be coordinated by the TMU.

c. EXTRA-ARTCC COMMUNICATION

1. New York Area Hotline

(a) Phone number: (631) 619-5800

(b) The objective of the Hotline is to provide rapid communications between

air traffic facilities, customers, and other aviation interests when complex air traffic and airspace issues are being managed. Hotlines allow many participants the capability to problem-solve complicated issues and reduce the amount of coordination needed to implement collaborated strategies.

(c) The TMU shall initiate and operationally maintain TELECONs and Hotlines with facilities and customers, as necessary, to obtain input and to provide operational information, as well as other significant events affecting airspace.

(d) Advise neighboring ARTCCs if an operational Hotline is requested or

active.

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(e) Indicate on the ZNY Operational Information System (OIS) that the

Hotline is active by placing the phone number on the web-page.

(f) The Hotline will be used to communicate:

1. Airport and airspace capacity issues.

2. Constraint/capacity mitigation strategies.

3. Route availability information and route alternatives.

4. Weather information.

5. Equipment Outages.

6. Customer preferences for initiatives and alternatives.

7. Special circumstances, contingency requirements, and emergency events.

8. All required coordination and information sharing necessary in

regard to the event.

9. Coordination that can be accomplished quickly and precisely with all parties. If an item requires extensive coordination, other communication sources may be used.

(g) All parties shall leave their microphones muted while not speaking and

identify themselves using proper interphone format when conversing. 1-2-7. OPERATIONS PLAN The following is an Operational Planning Checklist and includes all of the areas that shall be covered in an OP:

1. Review the current CCFP, CWA, and MIP

2. Review pertinent facility topics

3. Input from the Areas

(a) Staffing

(b) Sector Combination

(c) Anticipated Initiatives

(d) Equipment Outages

(e) Anticipated Traffic Volume

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(f) Constraints/Other

4. Input from Approaches and Towers

(a) Current Configuration and AAR

(b) Anticipated Configuration and AAR

(c) Other

5. Miscellaneous

(a) Special Events

(b) Diversions

6. Current Traffic Management Initiatives

(a) Specify Terminal constraints at facilities where delays are expected to be 15 minutes or greater

(b) En route constraints when expanded miles-in-trail, deviations, and tactical

reroutes may be required

(c) Internal and External Initiatives

(d) Route closure/reroute information

7. Anticipated Traffic Management Initiatives

(a) Alternatives

(b) Triggers Needed

(c) Exit Strategy Needed

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Chapter 2. Traffic Management – Center and Terminal

Section 1. Traffic Management Initiatives

2-1-1. IN-TRAIL RESTRICTIONS

a. Miles-in-trail (MIT). The number of miles required between aircraft that meet a specific criteria. The criteria, or qualifier, may be separation, airport, fix, altitude, sector, or route specific.

b. Minutes-in-trail (MINIT). The number of minutes required between successive aircraft.

c. Implementation

1. The TMU shall notify the providing sectors and ATCS of the restriction.

(a) ATCS must acknowledge with their operating initials.

2. The TMU shall enter the restriction into the VATSIM Traffic Management Log (VTML) and as appropriate send a message containing the restriction through the ATC Channel.

3. The TMC will notify any affected neighboring ARTCCs of the restrictions in place.

d. Cancelation

1. The TMU shall notify the providing sectors and ATCS of the cancelation.


2. The TMU shall cancel the restriction through the VTML and as appropriate send a message containing the cancellation through the ATC Channel.

3. The TMC will notify any affected neighboring ARTCCs of the cancelation. NOTE– MIT of ten (10) or less must not exceed four (4) hours.

2-1-2. ALTITUDE RESTRICTIONS

a. Utilized to segregate different flows of traffic, or to distribute the number of aircraft requesting access to a specified geographic region.

b. Colloquialisms:

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1. Tunneling- Term to indicate traffic will be descended prior to the normal descent point at the arrival airport to remain clear of an airspace situation; e.g., holding.

2. Capping- Term to indicate aircraft will be cleared to an altitude lower than their requested altitude until they are clear of a particular airspace.

3. Low Altitude Arrival/Departure Routing (LAADR)- A set of routings with altitude expectations for usage in times of severe weather.

c. Implementation

1. The TMU shall notify the providing sectors and ATCS (Clearance Deliver [CD], Departure sectors, and/or Enroute sectors).

(a) The TMU shall advise the ATCS of block altitudes to use for different fixes and may also assign specific aircraft altitudes.

(b) ATCS must acknowledge with their operating initials.

2. The TMU shall send a message to all ARTCC ATCS via the ATC Channel

advising that Tunneling, Capping, and/or LAADR is/are in effect, and enter a restriction into the VTML as necessary.

3. The TMC will notify any affected neighboring ARTCCs of the restrictions in place. NOTE– Altitudes are subject to conforming traffic flows.

d. Cancelation

1. The TMU shall notify the providing sectors and ATCS.


2. The TMU shall send a message containing the cancellation through the ATC Channel and cancel the restriction through the VTML as appropriate.

3. The TMC will notify any affected neighboring ARTCCs of the cancelation.

2-1-3. FIX BALANCING

a. Utilized to equitably distribute demand by assigning an aircraft a fix other than the one in the filed flight plan in the arrival or departure phase of flight.

b. Implementation

1. The TMU shall notify the providing sectors and ATCS (Clearance Deliver [CD], and/or Enroute sectors).

(a) The TMU shall coordinate fix balancing activities directly with CD.

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(b) The TMU will ask the ATCS to equitably distribute demand to different flows as appropriate, or the TMU will assign specific fixes to different aircraft.

(c) ATCS must acknowledge each directive with their operating initials.

2. The TMU shall monitor and analyze sector volume in the TRACON sectors to

ensure program efficacy and throughput.

3. The TMU shall enter any departure stops (STOP) into the VTML.

c. Cancelation

1. The TMU shall notify the providing sectors and ATCS.


2. The TMU shall notify CD and TRACON controllers of the status of the departure gates and cancel any STOP restrictions through the VTML as appropriate.

2-1-4. AIRBORNE HOLDING

a. Planned holding of aircraft may be utilized. This is normally done when the operating environment supports holding and the weather conditions are expected to improve shortly; this ensures aircraft are available to fill the capacity at the airport.

b. Implementation

1. The TMU shall notify the providing sectors and ATCS to either randomly or selectively hold aircraft.

(a) If using selective holding the TMU shall specify to the ATCS the call sign(s) of the aircraft to be held.

(b) The TMU will also provide the ATCS with a release time for each aircraft selectively held or an approximate hold time for random aircraft.

(c) ATCS must acknowledge each directive with their operating initials.

2. The TMU shall notify the TRACON ATCS of the airborne holding.

3. The TMU shall notify any affected neighboring ARTCCs of the constraints.

c. Cancelation

1. The TMU shall notify the providing and/or affected sectors and ATCS of the cancelation.


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2. The TMC will notify any affected neighboring ARTCCs of the cancelation. 2-1-5. TOWER ENROUTE CONTROL (TEC)

a. TEC may be used to relieve upper level congestion by capping some aircraft, preventing them from reaching the enroute stratum by keeping them at lower terminal altitudes, and handing them off from terminal sector to terminal sector vs. center to center.

b. The use of non-standard TEC routes during periods of high traffic density is subject to terminal congestion and conforming traffic.

1. The use of TEC within N90 requires the notification and approval of LC at any of the New York Metros or TRACON sectors traversed.

(a) The ATCS, or the TMU at the request of the ATCS, should coordinate with the ATCS at any traversed facility.

c. TEC routes can be found in the NFDC Preferred Routes Database by entering “TEC”

into the Route Type field and inputting the arrival and/or the departure fields.

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Section 2. Ground Delay Programs and Ground Stops

2-2-1. GENERAL

a. Ground Delay Program (GDP)- Aircraft are held on the ground in order to manage capacity and demand at a specific location by assigning arrival slots. The purpose of the program is to limit airborne holding. The Expect Departure Clearance Time (EDCT) is calculated based on the estimated time en route and the arrival slot.

b. Ground Stop (GS)- The GS is a process that requires aircraft that meet a specific criteria to remain on the ground. The criteria may be airport specific, airspace specific, or equipment specific; for example, all departures to LaGuardia or all Category I and II aircraft going to Islip. GSs normally occur with little or no warning, and are one of the most restrictive methods of traffic management; alternative initiatives shall be explored and implemented if appropriate.

2-2-2. CRITERIA

a. GDPs and GSs may be used in the following situations:

1. In severely reduced capacity situations.

2. To preclude extended periods of airborne holding.

3. To preclude sector/center reaching near saturation levels or airport grid lock.

4. When routings are unavailable due to severe weather.

NOTE– (1) Helicopters are exempt from ground stops based on weather unless specifically

included. (2) GSs override all other TMIs.

2-2-3. CALCULATIONS

a. Airport Acceptance Rate (AAR)

1. To calculate the AAR calculate the maximum runway arrival capacity for each runway using the following methodology:

(a) Determine the average ground speed crossing the runway threshold and the spacing interval required between successive arrivals.

(b) Divide the ground speed by the spacing interval or use TBL 2-2-1, Maximum Runway Capacity, to determine the maximum runway arrival capacity.

FORMULA: Ground Speed in knots at threshold / Spacing Interval at runway threshold in miles

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NOTE– (1) When the maximum runway arrival capacity is a fraction, round down to the next whole

number. (2) Intersecting arrival/departure runways and/or LAHSO may reduce the maximum runway

arrival capacity.

TBL 2-2-1

Maximum Runway Capacity

Threshold Ground Speed

Miles Between Aircraft

2.5 3 3.5 4 4.5 5 6 7 8 9 10

130 Knots 52 43 37 32 28 26 21 18 16 14 13

140 Knots 56 46 40 35 31 28 23 20 17 15 14

b. Expect Departure Clearance Time (EDCT)

1. To calculate EDCTs use the following methodology:

(a) Determine the demand and AAR.

(b) Subtract the AAR from the demand to find the backlog.

(c) Add the backlog to the demand to find the actual demand in subsequent hours.

(d) Divide the total backlog by the AAR and multiply the quotient by sixty (60) to find the delay time at the end of the hour.

FORMULAS: 1. Demand – AAR = Backlog 2. Backlog + Demand = Demand in Subsequent Hours 3. (BacklogTotal / AAR) x 60 = Delay Time at the End of the Hour 2-2-4. PROCEDURES

a. GDP Implementation

1. The TMU shall initiate a GDP and choose either Delay Assignment (DAS) or General Aviation Airport Program (GAAP) mode.

(a) GAAP is a method for assigning delays to GA aircraft based on arrival slot availability at the airport, when known demand is expected to, but does not currently, exceed capacity.

2. The TMU shall utilize the AAR to calculate aircraft EDCTs, and shall determine

the following prior to implementation:

(a) Airport

(b) Delay Assignment Mode

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(c) Program Type

(d) Arrivals Estimated For

(e) Program Rate

(f) Flights Included (Aggregate Demand List)

(g) Scope

(h) Additional Facilities Included

(i) Exempt Facilities

(j) Canadian Airports Included (When applicable)

(k) Delay Assignment Table Applies To (Optional)

(l) Maximum Delay or Delay Limit (As appropriate)

(m) Average Delay (Optional)

(n) Reason Remarks

3. The TMU shall create a GDP entry on, and push all aircraft EDCTs to the VTML.

4. The TMU shall conference affected facilities and VATUSA personnel and provide them with EDCT information.

5. The TMU shall notify all ARTCC and neighboring ARTCC (ZNY1) ATCS via the ATC Channel that a Ground Delay Program for (airport ID(s)) is now in effect, EDCTs will be provided and published at (webpage), please contact ZNY_TMU to obtain EDCTs for any aircraft not listed, pop-ups, or VFR aircraft.

(a) The TMU shall also send the EDCT webpage to all included facilities.

(b) Included facilities will be asked to assign an EDCT using the DAS table on the webpage to aircraft that did not receive an EDCT.

6. The TMU shall coordinate with affected facilities to ensure the GDP is adequately managing the demand.

7. The TMU shall obtain arrival and departure counts from affected facilities, as

appropriate.

8. The TMU shall advise the appropriate terminal facility or controller after receiving a revised EDCT.

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9. CD shall place the EDCT as the first item in the route section of the flight plan and inform the aircraft of the EDCT in the clearance.

10. GC shall ensure aircraft depart with +/- 5 minutes of their EDCT, and shall contact the TMU as soon as possible for a new EDCT if an aircraft is anticipated to miss its current EDCT.

b. Gate Hold Implementation

1. If an abundance of arriving aircraft significantly constrain an airport, and/or taxiway congestion becomes an issue, EDCTs may be assigned to departing aircraft, and a brief gate hold may be initiated.

2. This period will allow the ground controller to eliminate taxiway congestion while letting a number of inbound aircraft arrive.

3. The following procedures shall be used when EDCTs are in use and a GDP is not in effect:

(a) If a gate hold is to be implemented the TMU shall instruct the GC to not

taxi out any departures.

(b) The TMU shall identify a gap in the arrival flow, calculate the time the gap will reach the field, and assign departing aircraft an Expect Departure Clearance Time (EDCT) to meet the gap.

(c) The TMU shall inform CD of each departing aircraft’s EDCT, and the ATCS shall place these times as the first item in the route section of the flight plan.

(d) CD shall inform the affected aircraft of their EDCT when issuing the

aircrafts clearance.

(e) CD shall have the aircraft monitor the CD frequency until the gate hold has been lifted, and at that time the aircraft may be handed off to GC.

(f) If taxiway congestion is not an issue and a gate hold is not in effect, but constraining arrival volume is, departing aircraft will receive an EDCT from clearance delivery, and then be handed off to the ground controller.

(g) GC may either taxi them out into the departure line, or to a designated transient parking area (see section 2-5-2) to await their EDCT.

(h) Aircraft assigned an EDCT must depart with +/- 5 minutes of that time.

(i) If an aircraft misses, or is anticipated to miss its EDCT, CD shall promptly inform the TMU who will assign a new EDCT.

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(j) If an EDCT is cancelled the TMU will alert the affected ATCS that the/all aircraft has/have been released (RLSD).

c. GS Implementation

1. Explore and implement alternative initiatives prior to implementing a GS, if feasible.

2. The TMU shall determine the following prior to implementation:

(a) Airport

(b) Facilities Included / Scope

(c) Expect Update Time

(d) Reason

(e) Probability of Extension

(f) Flights Included

(g) Remarks (Optional)

3. The TMU shall conference affected facilities and VATUSA personnel and provide them with this information.

4. The TMU shall The TMU shall create a GS entry on the VTML.

5. The TMU shall notify all ZNY and ZNY1 ATCS via the ATC Channel that a Ground Stop is now in effect for aircraft destined to (airport ID), please contact ZNY_TMU to request special releases.

6. The TMU shall coordinate with affected facilities to ensure the GS is adequately managing the demand.

7. GC may either taxi out included aircraft to the departure line or to a designated parking area (see section 2-5-2) to await their EDCT.

d. Cancelation

1. When conditions no longer warrant ground delays the TMU shall:

(a) Conference all affected facilities and VATUSA personnel, as appropriate.

(b) Cancel any associated VTML entries.

(c) Transmit a message on the ATC Channel advising that the GDP or GS for (airport ID(s)) has been terminated.

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(d) Notify ARTCC personnel, as appropriate, of the cancellation. 2-2-5. VFR FLIGHTS

a. VFR flights requesting a pop-up IFR clearance to a GDP airport should be handled as follows:

1. DAS. Assign a delay from the DAS table.

2. GAAP. TMU will assign the EDCT.

b. Aircraft requesting to remain VFR will be at the discretion of the terminal facility with the GDP, only if they can be accommodated without additional delay to IFR aircraft.

2-2-6. LOCAL GROUND STOPS A Local GS is implemented when conditions are not expected to last more than thirty (30) minutes. The Local GS is implemented when the facilities impacted are wholly contained within ZNYs area of jurisdiction. 2-2-7. NATIONAL GROUND STOPS

A national GS is implemented when conditions are expected to last more than thirty (30) minutes. The National GS is implemented when the facilities impacted are not wholly contained within ZNYs area of jurisdiction.

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Section 3. Severe Weather Management 2-3-1. DE-ICING/ANTI-ICING

a. During winter weather operations aircraft may request taxi to a de-icing pad. GC may taxi aircraft to a designated or requested de-icing pad prior to takeoff.

1. Aircraft are still responsible for complying with issued EDCT times and will not be

exempted from compliance with these times. However, once an aircraft has been deiced/anti-iced, it shall be released unless a ground stop applicable to that aircraft is in effect.

b. The TMU shall balance the airport flow to accommodate demand by adjusting the AAR to reflect the departure rate.

1. These rates should reflect the number of operations expected to occur during deicing/anti-icing conditions and facilitate minimizing the amount of time an aircraft spends on the ground after being deiced/anti-iced. They must also allocate the available departure slot capacity, when departure rates are reduced because of deicing, consistent with available resources.

2. The TMU should consider the following unprioritized list of options when developing departure allocation procedures:

(a) OPTION A: First come, first served. When departure demand exceeds capacity, the facility will minimize departure delays at the runway queue by using gatehold or an equivalent procedure.

(b) OPTION B: The TMU will determine the departure allocation based upon the departure rate and the expected demand, during a specified time period.

(c) OPTION C: At airline run events the TMU will determine the departure rate and inform the airline, who will allocate their departure slots accordingly.

c. Facility De-Icing Pads

1. John F Kennedy (JFK)

(a) Primary De-Icing Pads

(1) Aircraft departing from T1, T2, T3, T4, and T8 usually de-ice on the terminal ramp at temporary de-icing facilities.

(2) JetBlue aircraft de-ice near T4 between taxiways Gulf (G) and Foxtrot (F) on the ramp area west of taxiway Alpha (A).

FIG 2-3-1

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(b) Secondary De-Icing Pads

(1) By Hanger 19 on taxiway Papa by taxiway Quebec-Delta (QD).

(2) On taxiway Papa (P) west of taxiway November (N).

FIG 2-3-2

2. LaGuardia (LGA)

(a) Air carriers at La Guardia normally de-ice on the ramp, but a secondary

de-icing pad also exists on the Transient Parking area located to the

south of taxiways Echo (E) and Delta-Delta (DD).

FIG 2-3-3

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3. Newark (EWR)

(a) All aircraft de-ice at the Ball Park located to the south of taxiway Yankee

(Y).

FIG 2-3-4

4. Philadelphia (PHL)

(a) All aircraft de-ice at the designated de-icing apron located to the west of

taxiway Zulu (Z).

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FIG 2-3-5

2-3-2. SEVERE WEATHER AVOIDANCE PLAN (SWAP)

a. During severe or adverse weather a preplanned alternate route package may be used by the ARTCC in conjunction with flow restrictions to ensure a more orderly flow of traffic and to reduce delays. When SWAP is in operation pilots may receive routes that deviate from the normal preferred routes.

b. The TMU may elect to have aircraft fly designated severe weather avoidance departure procedures.

1. In such an event the TMU shall notify the entire cab at any affected facilities.

2. Departure Procedures

(a) John F Kennedy – SEAVIEW2

(b) Newark – MARINER2

c. Fast moving thunderstorms and areas of convective activity warrant the issuance of

SWAP routes.

d. Before the initiation of a SWAP event the TMU may create reroute entries in VTML.

1. The OIS shall contain a list of destinations with individual reroutes for aircraft destined to specified airports.

e. During a SWAP event any participating facility shall include the phrase Severe Weather

Avoidance Plan in effect in their voice ATIS following the runway configuration.

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2-3-3. ZNY NATIONAL PLAYBOOK ROUTES

a. The National Playbook is a traffic management tool developed to give air traffic facilities a common product for various route scenarios. The purpose of the National Playbook is to aid in expediting route coordination during those periods of constraint on the NAS. The National Playbook contains common scenarios that occur during each severe weather season, and each includes the resource or flow impacted, facilities included, and specific routes for each facility involved. These routes may include any combination of the following NAS elements: Navigation Reference System (NRS) waypoints, RNAV waypoints, RNAV fixes, NAVAIDs, DPs, and STARs.

b. ZNY National Playbook Routes

1. SERMN North

(a) North Destinations, flights go from N90 to AVP, then ZNY.

(b) Maximum altitude 10,000 feet.

(c) Destinations from SYR southwest to CRW, in ZOB, ZAU and ZID.

2. SERMN East

(a) Destinations in New England.

(b) ZNY does not work these flights.

(c) All coordination for amending flights to SERMN East routing is accomplished by N90 and ZBW.

(d) ATCTs/N90 are expected to make the amendments. The TMU will mark these flights as TEC after the amendment is made.

3. SERMN South

(a) Destinations in ZDC and points south.

(b) ZNY does not work these flights.

(c) All coordination for amending flights to SERMN East routing is accomplished by N90 and ZDC.

(d) ATCTs/N90 are expected to make the amendments. The TMU will mark

these flights TEC after the amendment is made.

4. DUCT Routes

(a) Depart Under Center Traffic (DUCT).

(1) DUCT North – Impacted North Gates

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(2) DUCT West – Impacted West Gates

(b) Available for over 20 destinations

(c) Used when west gates (mainly ELIOT) are unavailable.

(d) Flights are expected to remain at FL220 until entering ZOB.

(e) Flights may file the DUCT route or CD will solicit pilot acceptance of the route before amending the route and altitude.

5. AZEZU Routes

(a) Used when WHITE and WAVEY are impacted.

(b) Available for over 20 destinations.

(c) Flights may file the AZEZU route or CD will solicit pilot acceptance of the route before amending the route.

6. Holiday Routes

(a) Routes commonly referred to as “ Holiday Routes” are actually the following playbook routes:

(1) VACAPES North/South

(2) ATLANTIC North/South

7. Additional Strategies

(a) SERMN West gate route provides for alternate escape from New York metros when SERMN North routes are unavailable.

(b) PHL escape route provides for when J60, J64, and J80 are unavailable.

(c) NO WHITE-NO WAVEY provides for when WHITE and WAVEY are impacted.

(d) NY NATS ESCAPE provides for when GREKI/MERIT and/or BETTE/HAPIE are impacted.

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Section 4. Special Traffic Management Programs

2-4-1. SPECIAL TRAFFIC MANAGEMENT PROGRAM (STMP) During ARTCC special events the TMC and the ECs may elect to use a Special Traffic Management Program (STMP) to assign aircraft departure and/or arrival slots. This slot system would require pilots to sign up on a designated website (e-STMP) and receive confirmation of their departure and/or arrival time. 2-4-2. COORDINATION

a. The TMC shall inform the ECs of the AAR(s) and/or ADR(s), and thus the number of slots available per hour.

b. The TMC shall take staffing into account when issuing slots.

c. The TMC shall request that if confirmation numbers are used, aircraft place that alphanumeric code in the remarks section of the flight plan.

2-4-3. IMPLEMENTATION

a. The TMU shall complete and distribute the following items prior the implementation of a STMP:

1. Reason for implementing special procedures.

2. Total number of additional flights expected.

3. Airport(s)/sector(s) to be controlled.

4. Capacity restraints by user category per hour per airport.

5. Hours program will remain in effect specified in both local time and in UTC.

6. Type of flight to be controlled (e.g., unscheduled, arrivals, departures, IFR,

VFR).

7. A draft copy of the associated directions for pilots.

8. IFR/VFR capacity at each airport/sector.

9. The number of slots to be allocated per airport, or group of airports, per time increment.

10. Coordination accomplished with other impacted ARTCCs and any unresolved issues.

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Section 5. Ground Control and Movement Area Operations

2-5-1. GROUND METERING

a. Ground Metering (GM) serves to sequence aircraft for departure, before they are taxied out by the active ground controller. The metering controller shall sequence aircraft and provide the ground controller with the flight strips of the aircraft in their sequenced order. When gate or taxiway congestion becomes a factor, the metering controller shall manipulate the order in which flight progress strips are placed to assist the ground controller in moving key aircraft first, and balancing demand with capacity.

1. Frequencies

(a) John F Kennedy – 121.650

(b) Philadelphia – 121.650

(c) Newark – 132.450

(d) LaGuardia – 121.850

b. Procedures

1. Once aircraft are ready to taxi, they will call ground on the published ground

frequency that appears on the airport diagram.

2. Aircraft calling ground (metering) will inform the controller of:

(a) Their call-sign

(b) Location on the airport

(c) ATIS code

3. The metering controller shall inform the aircraft to monitor the active ground frequency.

PHRASEOLOGY– Aircraft: Kennedy Ground, JetBlue 452, on Whisky-Alpha holding short of Alpha, with Bravo, ready to taxi. Controller: JetBlue 452, Kennedy Ground, hold short of Alpha, monitor ground on 121.65, wait for the controller to call you. Aircraft: Holding short of Alpha, monitoring 121.65, JetBlue 452. If the aircraft does not call in initially with the current ATIS, amend the transmission to:

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JetBlue 452, Kennedy Ground, hold short of alpha, ATIS information Charlie is current (please pick it up), monitor ground on 121.65, wait for the controller to call you.

4. Adding the phrase ’wait for the controller to call you’ reminds the pilot that monitor does not mean contact.

c. Procedural Settings

1. VRC Flight Strip Bay Settings

(a) Active GC shall turn off (uncheck) all “Auto-Add” options under the Flight

Strip tab in the General Settings box.

(b) GM shall turn on (check) the “Delete strip when manually pushed” option under the same tab.

(c) GM shall sequence aircraft that have called for taxi and shall push the flight strips in their sequenced order to GC.

(d) GC shall use a two-column Flight Strip Bay, and move an aircraft’s strip to the right column once the aircraft is taxied out. Pushed strips will automatically be placed in the left column.

2-5-2. OVERFLOW PARKING During periods of high traffic where TMIs are used aircraft may be held on the ground for extended periods of time. It is the responsibility of GC to taxi these aircraft to areas where they can wait until they’re released, without adversely affecting other traffic. GC may utilize inactive runways as well as designated overflow holding areas (See Chapter 3 for facility specific diagrams). GC is encouraged to allow aircraft to shut down their engines if delays anticipated are extensive.

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Chapter 3. Facility Specific Procedures

Section 1. John F Kennedy (JFK)

3-1-1. TRAFFIC MANAGEMENT TIPS

a. Departures

1. Take action to ensure that JFK tower is departing international traffic, when domestic departures are being severely restricted by weather.

b. Arrivals

1. If departure and arrival pushes overlap, holding can occur.

2. When weather and winds force JFK to utilize the ILS RWY13L approach, LGA

must change to an ILS RWY13 approach. In this runway configuration, due to wake turbulence, LGA must use extra spacing between arrivals to allow for LGA heavy jet departures.

(a) This will decrease the arrival acceptance rate at LGA.

(b) If traffic demand is light, you can expect the runway change to take less than 5 minutes.

(c) If the traffic demand is heavy, the runway change will take between 15

and 20 minutes to allow N90 to clear the airspace prior to conducting operations for the ILS RWY13L approach at JFK.

(1) During this transition you can expect holding delays for JFK and LGA.

c. Configuration Specific

TBL 3-1-1

John F Kennedy Configuration Specific Traffic Management Tips

Land Depart AAR Notes

VOR 13L & VOR 22L 13R VFR 54-60

Favors Arrivals

Best Airport Configuration

VFR 2,000ft and 3 miles

ADR 30-32

13R departure roll prior to 22L arrival -3 mile final

13R departure roll after 22L arrival -1 mile final

VOR 13R & ILS 4R 13L VFR 54-60

Favors Arrivals

Best Airport Configuration


ADR 30-32

13L departure rate dependent on 4R arrivals

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VOR 13L 13R MVFR/VFR

36-38

Favors Departures


ADR 44-48



ILS 13L 13R IFR 28-32

Favors Departures

ADR 40-44



ILS 31R & VAPs 31L 31L VFR 56-60

Favors Arrivals

ADR 22-24

31L departure rate dependent on 31L arrival volume

ILS 31R & ILS 31L Simultaneous

31L IFR/MVFR 56-

60

Favors Arrivals

ADR 20-22


Simultaneous approaches require a final sector

ILS 31R & ILS 31l Staggered

31L IFR/MVFR 44-

52

Favors Arrivals

ADR 20-22


2 mile stagger

ILS 31R 31L ALL 33-35

Favors Departures

All conditions: VFR, MVFR, IFR

ADR 38-42

ILS 22L & ILS 22R 22R VFR 42-48

Favors Arrivals

1 ½ mile stagger

ADR 28-32

22R departure rate dependent on 22R arrival volume

Belmont airspace delegated to JFK and restricts LGA ops

ILS 22L & ILS 22R 22R IFR/MVFR 40-

44

Favors Arrivals

1 ½ mile stagger

ADR 28-32



ILS 22L & ILS 22R 22R &

31L@KK VFR 42-48

Favors Departures

1 ½ mile stagger

ADR 44-50


31L used for DIXIE/WHITE/RBV departures


ILS 22L & ILS 22R 22R &

31L@KK IFR/MVFR 40-

44

Favors Departures

1 ½ mile stagger

ADR 44-50




ILS 22L & ILS 22R 31L@KK VFR 42-48

Favors Departures

1 ½ mile stagger

ADR 38-42


ILS 22L & ILS 22R 31L@KK IFR/MVFR 40-

44

Favors Departures

1 ½ mile stagger

ADR 38-42


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VOR/DME 22L 22R &

31L@KK VFR 34-38

Favors Departures

Best Departure Configuration

ADR 54-60

VOR/DME 22L 22R &

31L@KK IFR/MVFR 32-

34

Favors Departures

Best Departure Configuration

ADR 54-60

ILS 4R & ILS 4L 4L VFR 42-46

Favors Arrivals

1 ½ mile stagger

ADR 24-26

4L departures and 4R missed approach fly 100 degree heading

ILS 4R & ILS 4L 4L IFR/MVFR 40-

42

Favors Arrivals

1 ½ mile stagger

ADR 24-26


ILS 4R 4L & 31L@KK VFR 34-36

Favors Departures

ADR 36-52


31L departures not used when LGA 13 departures use Coney climb


ILS 4R 4L & 31L@KK IFR/MVFR 32-

34

Favors Departures

ADR 32-40


31L departures not used when LGA 13 departures use Coney climb


ILS 4R 4L VFR 34-36

Favors Departures

ADR 36-38


ILS 4R 4L IFR/MVFR 32-

34

Favors Departures

ADR 32-34


3-1-2. AIRPORT ACCEPTANCE RATES (AAR)

TBL 3-1-2

John F Kennedy Airport Acceptance Rates AAR

Land Depart VMC

(2000/3) Low VMC IMC Low IMC Notes

13L / 22L 13R 52 48 -- --

13L / 22L 22R 64 55 -- --

13R / 4R 13L 56 50 45 --

13L 13R / 13L 38 36 28 --

13L 13R -- -- 28 26 ILS 13L Impacts EWR/LGA/TEB

31L / 31R 31L 52 48 48 -- IFR Simultaneous Approaches

31R 31R 25 25 25 25

22L 22R / 31L 38 34 32 30

22L 22R / 31R 36 34 32 30

22L / 22R 22R / 31L 42 38 36 --

22L / 22R 22R 48 44 36 -- RWY 22R ILS Minimums 300- 3/4

22L / 22R 22R / 31R 46 44 42 --

22L / 22R 31R 48 44 36 --

4R 4R / 31L 38 34 32 28

4R 4R / 31R 36 34 32 28

4R / 4L 4L 48 44 38 --

4R / 4L 31R 48 44 38 --

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TBL 3-1-3

Islip Airport Acceptance Rates AAR

Land Depart VMC


06 06 31 30 22 23

15R / 15L 15R / 15L 30 27 20 --

33L / 33R 33L / 33R 30 27 20 --

24 / 28 24 / 28 32 30 23 23

28 28 26 25 20 --

3-1-3. AIRBORNE HOLDING CAPACITIES

TBL 3-1-4

John F Kennedy Arrival Fix Holding Capacities Holding Capacities

Fix Capacity

CAMRN 4

LENDY 4

ROBER 8

3-1-4. ARRIVAL FLOWS

TBL 3-1-5

John F Kennedy Arrival Flows Arrival Flows

Centers Fixes

ZNY, ZOB, ZID, ZAU, ZKC, ZMP, 6 WEST Jets: LENDY

ZDC, ZTL, ZJX, ZMA, ZME, ZFW, ZHU Jets: CAMRN

ZNY Intl Jets: OWENZ

Props: ZIGGY

ZBW / INTL Jets: ROBER

Props: LOVES

3-1-5. CATEGORY MINIMUMS

TBL 3-1-6

John F Kennedy Approach Category Minimums Category Minimums

Category RVR

I 1800 ft.

II 1200 ft.

IIIa 700 ft.

IIIb 150 ft.

IIIc 0 ft.

3-1-6. TRANSIENT AND OVERFLOW PARKING Due to the complexity of the taxiway layout at John F Kennedy airport, there are no designated overflow or transient parking areas, expect for inactive runways. Inactive runways are the primary overflow parking area for inbound aircraft awaiting a gate and outbound aircraft unable to join the departure line. GC should create a line of departures on one of the major taxiways to the departure runway in use. Aircraft may also be held on less congested taxiways on the field.

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Section 2. LaGuardia (LGA)


a. LaGuardia (LGA)

1. Intersecting Departure Runway

(a) LGA is comprised of 2 runways that intersect at a 90° angle each 7000 feet in length.

(b) In VMC conditions it would be unreasonable to believe that the airport could receive a 52 AAR (Runway22) without causing an adverse affect on the total airport operation. A more reasonable AAR of 43, which is reflected in the chart for runways 13, 31, and 04 would be operationally feasible with no adverse affects to the airport operation.

(c) Distance to runway intersection, depending on runway configuration would affect the AAR (i.e. land 22 depart 31, land 31 depart 04, land 04 depart 31) which would require at least 3 miles-in-trail for the arrivals inclusive of visual approaches to safely expedite departures.

(d) In IMC conditions the rates as depicted on the chart are also too high but will be addressed under meteorological conditions.

2. Dual Purpose Runways

(a) LGA will utilize a single runway operation when wind conditions dictate.

(b) Single runway operations dictated by high winds can be in both VMC and

IMC conditions.

(c) In either case, the AAR for all runways would have to be lowered to provide the necessary service.

3. High Speed Taxiways

(a) LGA has no true high-speed taxiways, although there is a least one

taxiway for each arrival runway that is utilized as such.

(b) However, if the aircraft misses that taxiway the next turn off is a 90° angle, which then increases runway occupancy time.

4. Airspace Limitations/Constraints

(a) LGA is limited in airspace on both the Tower and Approach Control sides.

Excessive arrival demand causes extended downwind, which can affect the operations of the surrounding facilities also increasing the possibility of go-arounds.

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(b) Although in certain runway configurations when the Tower has set a high arrival rate, it has been Approach Control that has lowered the AAR due to their airspace constraints and wind aloft.

5. Taxiway Layouts

(a) LGA has limited taxiways to accommodate both increased arrivals and a

steady departure demand.

(b) Taxiway space limitation can also be a factor on the AAR.

(c) Accepting more arrivals than GC can handle will only cause increased airport congestion, possibly leading to an arrival stop and airborne holding.

6. Meteorological Conditions

(a) Temperature, rain, visibility, and wind all affect the AAR.

(b) IMC operations would need to be lowered to a more feasible rate due to

the increased runway occupancy time as well as slower approach speeds.

b. Westchester County (HPN)

1. Intersecting Runways

(a) In VFR conditions, HPN uses intersecting runway operations.

(b) In IFR conditions, intersecting runways are rarely used due to departure procedures.

(c) Intersecting runways are used for VFR aircraft in MVFR conditions.

2. Dual Purpose Runways

(a) HPN ATCT uses both runway 16/34 and 11/29 for arrivals and departures.

(b) The landing distance for runway 11 is 4451 feet, and the landing distance for runway 29 is 3154 feet.

(c) The runway intersection on runway 11 is 2500 feet from the threshold, and the runway intersection on runway 29 is 1500 feet from the threshold.

(d) When intersecting operations are conducted, there is a significant increase in capacity; low ceilings and wind limit this.

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3. Land and Hold Short Operations (LAHSO)

(a) LAHSO has limited use at HPN on Runway 16/11 due to the available landing distances of 2500 feet for runway 11 and 4000 feet for runway 16.

(b) These distances compounded with aircraft non-participation make the use of LAHSO impractical.

4. High Speed Taxiways

(a) HPN does not have high-speed taxiways.

(b) There are two taxiways at less than 90 degree angles on the east side of

runway 16 that aircraft parking on the east side of the airport can utilize, although most aircraft park on the west side of the airport.

5. Procedural Limitations

(a) HPN has a single departure procedure for all IFR departures. All aircraft

fly the same heading and altitude, which significantly reduces the airport capacity.

6. Meteorological Conditions

(a) High temperature and humidity, wet runways, wind shear, cross winds, and icing conditions all reduce airport capacity.


TBL 3-2-1

LaGuardia Configuration Specific Traffic Management Tips


ILS 04 04 VFR/IFR 26-30

Poor runway configuration, but is used at times due to winds/runway closure or airspace conflictions

Final spacing is critical due to the distance between the hold line and the runway

Airspace confliction - if JFK needs ILS 22L/R, this requires LGA to give up the Belmont airspace

ADR 26-30

ILS 04 13 VFR 38-40 IFR 32-34

Good VFR runway configuration

This configuration can be a problem during MVFR and IFR conditions

Potential Issue: Headwind/tailwind components on final Typically a strong southwest wind at altitude and strong northeast winds at the surface will lower the arrival rate in IMC conditions to 28

ADR 34-36

ILS 04 31 VFR 36

One of the least efficient configurations due to the distance from the approach/departure ends of the runways to the intersection

Requires additional final spacing

ADR 30-32

ILS 13 04/13 IFR 26-32 This configuration is avoided due to its impacts on other area airports

Typically used when LGA is below minimums on the ILS 4, or when forced by JFK switching to the ILS 13L

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TEB departures are good on either flow

N90 will timeshare TEB/LGA arrivals to limit the impact on EWR's operations

If TEB arrivals are light: Northeast Flow - N90 may elect to timeshare them with EWR departures

Southwest Flow - N90 may elect to provide gaps in the LGA flow to accommodate the TEB arrivals

Arrivals need to be grouped and run periodically based on demand and delays, typically every 45-120 minutes

ADR 28-34

ILS/LDA 22 13 VFR 38-44

Optimum Configuration

Minimal arrival spacing required to get departures out

ADR 36-40

ILS/LDA 22 22 VFR/IFR 26-30

Poor runway configuration, but is used at times due to winds/runway closure

22 departure SID is an issue

IFR operation requires additional final spacing

ADR 26-32

ILS/LDA 22 31 VFR 38-43

Good runway configuration except for the heavy jet and B757 gaps that are needed

Large number of heavy jet and B757 departures could back up the arrivals due to arrival spacing requirements

ADR 36-40

LOC 31 04 VFR/IFR 36-38

Utilized during high wind conditions and/or low ceilings

Takes a portion of airspace from the JFK area and restricts JFK operations to 31s or 13s

JFK cannot run the simultaneous 31L/R operation

JFK 13 departure headings are restricted to 130 degrees and south

ADR 36-40

Expressway 31 04 VFR 38-40

Good Configuration

Potential Issue: Strong winds could create downwind to base leg compression in the tower's airspace

ADR 36-40

Expressway 31 31 VFR/IFR 32-34

Best single runway configuration

Tower needs to maintain one-for-one operation

JFK configurations are impacted by this operation

ADR 28-32


TBL 3-2-2

LaGuardia Airport Acceptance Rates AAR

Land Depart VMC

(3200/4) Low VMC IMC Low IMC

Suggested Program

Rate Notes

22 13 44 40 38 36 -- Best Configuration

22 31 40 38 38 36 28-30

22 22 30 30 28 24 --

13 04 34 30 28 26 -- RWY 13 ILS Minimums 300 - 1/2

13 13 36 36 32 28 ILS 20-22

04 31 30 30 28 28 24-26

04 04 30 30 28 28 IFR 18-20 VFR 22-24

04 13 38 38 34 32 --

31 04 34 32 30 -- --

31 31 34 32 30 -- --

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TBL 3-2-3

Westchester County Airport Acceptance Rates

Land Depart VMC


16 16 32 30 28 20

34 34 32 30 28 28


TBL 3-2-4

LaGuardia Arrival Fix Holding Capacities Holding Capacities

Fix Capacity

ARD Alt: 080-130

STACK

STEFE Alt: 110-140

STACK

DQO Alt: 110-140

STACK

LIZZY 6-8

VALRE 3-4

IGN 3-4


TBL 3-2-5

LaGuardia Arrival Flows Arrival Flows

Centers Fixes

ZDC, ZTL, ZJX, ZMA, ZME, ZFW, ZHU, ZKC (SELECT)

Jets: ARD Props: RBV through PHL

ZNY, ZOB, ZID, ZAU, ZMP, ZDV, ZKC (SELECT)

Jets: LIZZI Props: SBJ through ABE

ZBW Jets: VALRE

Props: NOBBI


TBL 3-2-6

LaGuardia Approach Category Minimums Category Minimums

Category RVR

I 1800 ft.

II 1200 ft.

IIIa 700 ft.

IIIb 150 ft.

IIIc 0 ft.

3-2-6. TRANSIENT AND OVERFLOW PARKING

a. Transient and overflow aircraft may be held in the following areas (see Fig 3-2-1)

1. Aircraft waiting to depart from runway 13 may be held on taxiways Alpha-Alpha

(AA), Bravo-Bravo (BB), and/or Charlie-Charlie (CC).

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2. Aircraft waiting to depart from runway 22 may be held to the north on the wide section of taxiway Romeo (R).

3. Aircraft waiting to depart from runway 31 may be held at the Transient Parking area by taxiway Mike (M).

4. If de-icing operations are not being conducted, inbound and outbound aircraft may be held at Transient Parking by taxiway Delta-Delta (D).

5. Inbound aircraft awaiting a gate could hold on the ramp area in-front of the “AIR CARRIER MAINTENANCE & BASE FACILITIES” by taxiway Echo (E).

FIG 3-2-1

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Section 3. Newark (EWR)


a. Departures

1. When the overflow runway 11/29 is available, EWR tower normally launches off of RWY 29. If TEB operations are being conducted on a northeast flow, the ILS 6 approach should be utilized in lieu of the charted visual approach. This operation is in direct conflict with EWR RWY 29 departures and, during heavy prop rushes, EWR will incur delays.

2. During departure operations on the primary runways, EWR tower should provide additional spacing between consecutive departures because of noise abatement procedures.

3. During periods of inclement weather or strong gusty winds, EWR operations can

be severely impacted, if TEB's runway configuration is not compatible with EWR's runway configuration.

4. When EWR is departing RWY 22R and LGA conducting either RWY 4 or RWY

31 approaches, the complexity increases dramatically for the EWR Departure Controller.

b. Arrivals:

1. EWR tower can utilize the overflow RWY 11/29 for arrivals, but the most

favorable operation is conducted to RWY 11.

2. TEB northeast operations generally have the same adverse impact on RWY 11 arrivals as it does on RWY 29 departures.

3. When EWR is arriving on the 4's, ZDC's RBV flow is on an extended RWY 4

final, and compaction can be a problem.

(a) If ZDC does not provide the MIT that N90 requires, ZDC will usually end up holding.

(b) EWR RWY 11 operations significantly increase the workload of the N90 satellite position.


TBL 3-3-1

Newark Configuration Specific Traffic Management Tips


ILS 4R 4L Low IFR 28-34 Ceilings or visibility restricted, overflow to 11/29 is not available

Low IFR conditions may require a lower rate when departure demand increases. tower must see or have landing assured for aircraft within 2 miles

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Heavy jet mix will move AAR within the range

Final compression issues may reduce the rate

ADR 32: Visibility 1 nm or less

ADR 36: Visibility 1 to 2 nm

ILS 4R 4L IFR 34-38

Tower visibility 2 to 3 miles

Ceilings or visibility restricted so that an overflow to 11/29 is not available

IFR conditions may require a lower rate when departure demand increases, tower must see or have landing assured for aircraft within 2 miles


ADR 38-40, LC visually separates arrivals and departures

Arrival volume has minimal impact on departure efficiency

ILS 4R 4L MVFR 38-42

MVFR, tower visibility greater than 3 miles

MVFR tower can see aircraft at least 3 miles from threshold

Ceilings or visibility restricted so that an overflow to 11/29 is not available

Visual approaches not available


ADR 42-44, LC visually separates arrivals and departures

Arrival volume has minimal impact on departure efficiency

ILS 4R CIR 29 29 VFR 32-36

One of the least efficient configurations

Tower may request a 5 mile final for departure slots

Very rarely used, in strong wind conditions


ADR 32-36

ILS 4R CIR 29 4L VFR 34-38

Slightly better than up and down 29, but still an inefficient configuration

Tower needs space for departure slots


ADR 34-36

ILS 4R VAPs 29 4L VFR 42-46

RWY 29 arrivals 20-25 MIT

MUGZY traffic must be monitored closely to keep this operation effective, if MUGZY traffic is a factor then RWY 4L may be used as an overflow. (See ILS 4R/VAPS 4L)

De-couple TEB ILS 6 by using VAP’s or RNAV 6

Must have aircraft available for RWY 29 to meet AAR


ADR 36-38

ILS 4R VAPs 4L 4L VFR 48-51+

This configuration could be utilized when TEB arrivals are busy and de-coupling TEB cannot be accomplished or when "hold short" is not available

MIT required for RWY 4L arrivals

TMU determines time period and MIT for RWY 4L

Departure Demand is a key element in determining RWY 4L AAR

ADR 32-34

ILS 4R VAPs 11 4L VFR 48+

Excellent arrival configuration

With hold short winds (4R), all types can utilize RWY 11

Some tailwind components will restrict the use of RWY 11 to B737-700 or regional jets and smaller

No LASHO conditions: 15-20 MIT on RWY 11

RWY 11 arrival affects 4L departures

ADR 34-38

ILS 22L CIR 29 22R or 29

VFR (AAR 38:L29 D22R / AAR 32: L29

D29)

Configuration typically in high winds, most aircraft will land runway 29, expect heavy jet arrivals which will land 22L

ADR 25-44 (low end of scale departing 29)

ILS 22L VAPs 11 22R VFR 46-52

Excellent arrival configuration

38-42 on RWY 22L and 8-10 on RWY 11

ADR 40-44

RWY 11 tailwind operation (up to 10 knots)

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AAR 40-46: 36-40 on RWY 22L and 4-6 on RWY 11.

ADR 38-42 Note: RWY 11 arrivals are typically restricted to 15 MIT and B737-700 and smaller aircraft, tailwind component can increase MIT to 20 MIT or more (RJ’s and smaller)

Aircraft landing on RWY 11 are required to be sequenced with RWY 22L landing traffic.

ILS 22L 22R Low IFR 28-34

Ceilings or visibility restricted, overflow to 11/29 is not available

Low IFR conditions may require a lower rate when departure demand increases, tower must see or have landing assured for aircraft within 2 miles


AAR Note: Strong wind and/or wet runways may reduce AAR

ZBW is typically first to hold on this configuration due to the proximity of the SHAFF arrival fix

ILS 22L 22R IFR 36-38

Ceilings or visibility restricted, overflow to 11/29 is not available


Final compression issues may reduce the rate

ADR 38-42 Note: Good operational configuration, strong wind and/or wet runways may reduce AAR

ZBW is typically first to hold on this configuration due to the proximity of the SHAFF arrival fix

High heavy jet volume moves AAR to low end of the range


TBL 3-3-2

Newark Airport Acceptance Rates AAR

Land Depart VMC


22L 22L 38 35 32 29

22R 22R 34 30 30 26

22L / 11 22R 52 46 -- --

22L CIR 29 29 42 36 -- --

22R CIR 29 4R / 9 42 36 -- --

4R 4L 42 38 37 34 2.5NM Final RWY 4R

4R / 11 4L 48 44 -- -- 2.5NM Final / LAHSO

4R / 4L 4L 46 -- -- --

4R / 29 4L 44 42 -- --

TBL 3-3-3

Teterboro Airport Acceptance Rates AAR

Land Depart VMC Low VMC IMC Low IMC Notes

19 24 32 28 28 24

06 01 32 30 24 24

24 19 32 28 24 --

01 06 32 24 -- --

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TBL 3-3-4

Newark Arrival Fix Holding Capacities Holding Capacities

Fix Capacity

CRANK 8

DYLIN 4

SWEET 4


TBL 3-3-5

Newark Arrival Flows Arrival Flows

From Fixes

SOUTH Jets: DYLIN/METRO/KORRY

Props: RBV through PHL

WEST Jets: SWEET Props: BWZ

NORTH Jets: CRANK


TBL 3-3-6

Newark Approach Category Minimums Category Minimums

Category RVR

I 1800 ft.

II 1200 ft.

IIIa 700 ft.

IIIb 150 ft.

IIIc 0 ft.



1. Aircraft waiting to depart from runway 4L may be held on taxiway Papa-Alpha (PA) between taxiways Zulu (Z) and Papa-Delta (PD).

2. Aircraft waiting to depart from runway 4L may also be placed in a separate line on taxiway Papa (P) between taxiways Gulf (G) and Papa-Delta (PD).

3. When de-icing operations are not being conducted both inbound and outbound aircraft may be held on the “BALL PARK”.

4. Aircraft departing from 29 may be held on the wide portion of taxiway Charlie-Charlie (CC).

5. Aircraft waiting to depart from runway 22R may be held at “AREA 340 AIRCRAFT PARKING” off of taxiway Zulu (Z) by taxiway Sierra (S).

6. Aircraft waiting to depart from runway 11 may be held on the wide portion of taxiway Whisky (W) between taxiways Romeo-Lima (RL) and Romeo-Mike (RM).

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7. Aircraft waiting to depart from runway 11 as well as GA aircraft may be held at “PARKING AREA 15” off of taxiway Zulu (Z) near taxiway Uniform-Bravo (UB).

8. Continental aircraft may hold at “WILBUR”, “AMELIA”, and “LINDY”.

FIG 3-3-1

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Section 4. Philadelphia (PHL)


a. Arrivals

1. Converging ILS approaches authorized to RWY9R and RWY17 only.

2. When PHL runs approaches to any other 2 runways, the tower must provide visual separation at some point, thus the WX must be conductive to visual application. LC makes the call.

3. Conducting simultaneous operations to RWY9R and RWY35 or simultaneous

operations to RWY27R and either RWY17 or RWY 35, requires that the tower provide visual separation. These operations must be authorized by LC.

b. General

1. During east operations, PHL lands RWY9R and departs RWY9L.

2. During west operations, PHL lands RWY27R and departs RWY27L.

3. PHL will offload arrival traffic to the departure runway to optimize capacity.

4. PHL has a lot of Tower Enroute (TEC) traffic.

5. PHL's parent center is ZNY, however, ZDC does have a direct traffic feed from

the south.

6. When ZNY holds for PHL, it may impact J220 which is often used by ZDC as an offload route to the New York metro airports.

7. PHL Tower can offload MXE departures to ZDC during times of high traffic

volume.

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TBL 3-4-1

Philadelphia Airport Acceptance Rates AAR

Land Depart VMC

(2300/3) Low VMC IMC Low IMC

Suggested Program

Rate Notes

27L / 27R / 17 27L 44 32 32 32 --

27R / 17 27L / 17 32 32 32 32 -- No LAHSO Affects RWY 17 AAR

27R / 35 / 26 27L / 35 60 60 32 32 26-30

27R 27L 32 32 32 32 26 Tower Requires Increased Arrival

Spacing during IMC

27R / 27L / 26 27L 44 32 32 32 --

26 / 27L 27R / 35 44 32 32 32 --

27L / 17 27R 32 32 32 32 --

9L / 9R / 17 9L / 9R/ 17 48 48 32 32 --

9R / 17 9L / 17 48 48 32 32 -- Converging Approach Minima is 600'

and Visibility of 2 Miles

9L / 9R / 35 9L 48 48 32 32 --

9R / 35 9L / 35/ 08 48 48 32 32 26-30

9R 9L / 08 32 32 32 32 26-28

27R / 26 27L 42 42 32 32 --

Single Runway 9L / 17 / 08 32 32 32 32 32-36


TBL 3-4-2

Philadelphia Arrival Fix Holding Capacities Holding Capacities

Fix Capacity

BUNTS 7

SPUDS 3

TERRI 3-4

VCN 3-4


TBL 3-4-3

Philadelphia Arrival Flows Arrival Flows

Centers Fixes

6 WEST, ZAU, ZMP, ZKC, ZOB BUNTS: WEST/NW

ZBW, ZOB, ZNY MAZIE: NORTH

ZFW, ZHU, ZID, ZTL, ZAB DUPONT (DQO): SW

ZDC, ZJX, ZMA, ZTL CEDAR LAKE (VCN): SE


TBL 3-4-4

Philadelphia Approach Category Minimums Category Minimums

Category RVR

I 1800 ft.

II 1200 ft.

IIIa 700 ft.

IIIb 150 ft.

IIIc 0 ft.

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1. Aircraft waiting to depart from runway 27L may be held on taxiway Sierra-Alpha (SA).

2. Aircraft wait to depart from runway 27L may be held on taxiway Papa (P) between taxiways November (N) and Uniform (U).

3. Both inbound and outbound aircraft may be held on the “EAST RAMP”.

4. Aircraft waiting to depart from runway 35 at intersection Kilo (K) or runway 17 may be held on taxiway Echo (E).

5. Either inbound or outbound aircraft may be held on taxiway Yankee (Y) between taxiways Kilo (K) and Sierra (S).

6. When de-icing operations are not being conducted both inbound and outbound aircraft may be held on taxiway Zulu (Z) and the “DEICING APRON”.

FIG 3-4-1

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Chapter 4. Transfer of Control

Section 1. Position Relief

4-1-1. COMMUNICATION

a. An ATCS in need of a relief period during a period of high traffic density or an event shall inform the supervising controller or TMU, and indicate that they need a break by utilizing the “.break” command.

b. The supervising controller or TMU shall find a replacement ATCS.

c. A verbal Position Relief Briefing must be conducted.

4-1-2. COORDINATION

a. All operational position responsibility assumptions require "duty familiarization", position relief, and transfer of responsibility.

b. The ATCS being relieved shall be responsible for ensuring that any pertinent status information of which he/she is aware is relayed to the relieving ATCS.

c. The relieving ATCS shall be responsible for ensuring that, prior to accepting responsibility for the position; any unresolved questions pertaining to the operation of the position are resolved.

d. The relieving ATCS and the ATCS being relieved shall share equal responsibility for the completeness and accuracy of the position relief briefing.

4-1-3. POSITION RELIEF BRIEFING

a. Prior to assuming responsibility for an operational position the relieving ATCS shall accomplish a "self-briefing". This “self-briefing” shall include the following information:

1. NOTAMS

2. OIS

3. Weather

4. Approach(s) In Use

5. Airport Special Activities

6. Flow Restrictions

7. Special Activities / Events

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8. Facility Information

9. Special Instructions

10. Sector Combination / Staffing

11. Training In Progress

b. The ATCS being relieved shall issue a verbal briefing to the relieving ATCS on the:

1. Runway Status

(a) Verbally state runway status (unavailable, closed, occupied).

(b) Current traffic

(c) Special considerations / emergencies

c. The relieving ATCS shall acknowledge receipt of position responsibility by stating his/her operating initials.

d. Upon completion of the above steps, the relieving specialist shall sign onto the position.

e. The specialist being relieved shall remain at the position and monitor for a minimum of two minutes to insure the relieving specialist is aware of the complete operational situation.

4-1-4. POSITION COMBINING AND DE-COMBINING (SECTOR COMBINATION)

When combining or de-combining a position, the controller shall accomplish all position configurations needed for a safe and orderly flow of traffic, as well as give or receive a Position Relief Briefing as appropriate.

Documents

Order ZNY 7210 - nyartcc.org · ATM Air Traffic Management STMP Special Traffic Management Program AWC Aviation Weather Center SWAP Severe Weather Avoidance Plan CCFP Collaborative