View source for JFK SOP

JFK SOP

{{SOPHeader
|Facility=Kennedy ATCT and N90 TRACON JFK Area
|Version=30
}}

== Area at a glance ==

{| class="table table-sop table-sop-airports"
|-
{{TableHeaders-Airports}}
|-
| {{TableRow-Airport
|Ident=KJFK
|Name=John F Kennedy International Airport
|Class=B
|SqIFR=1501-1677
|SqVFR=0301-0377
}}
| {{TableRow-Airport
|Ident=KFRG
|Name=Republic Airport
|Class=D
|SqIFR=1501-1677
|SqVFR=0301-0377
}}
|}

{{Layout-PullRight
|[[Image:TraconOverview-JFK.png|500px|right]]
}}
{{SOPBoilerplate
|Facility=Kennedy Air Traffic Control Tower (ATCT) and any of the positions within the Kennedy Area of New York TRACON (N90) and the airports it serves}}
{{Layout-Clearfix}}

=== Operational Positions ===

<tabber>
|-|JFK ATCT=

{| class="table table-sop table-sop-operational-positions"
|-
{{TableHeaders-OperPos}}
|-
| {{TableRow-OperPos
|PosDesc=Clearance Delivery
|Callsign=JFK_DEL
|RadioName=Kennedy Clearance Delivery
|Freq=135.050
|Ident=2D
}}
| {{TableRow-OperPos
|PosDesc=Ground
|Callsign=JFK_GND
|RadioName=Kennedy Ground
|Freq=121.900
|Ident=2C
}}
| {{TableRow-OperPos
|PosDesc=Ground (secondary)
|Callsign=JFK_E_GND
|RadioName=Kennedy Ground
|Freq=121.650
|Ident=2E
}}
| {{TableRow-OperPos
|PosDesc=Tower
|Callsign=JFK_TWR (JFK_A_TWR when split)
|RadioName=Kennedy Tower
|Freq=119.100
|Ident=2W
}}
| {{TableRow-OperPos
|PosDesc=Tower (Secondary)
|Callsign=JFK_D_TWR
|RadioName=Kennedy Tower
|Freq=123.900
|Ident=29
}}
| {{TableRow-OperPos
|PosDesc=Tower (class B)
|Callsign=JFK_B_TWR
|RadioName=Kennedy Tower
|Freq=125.250
|Ident=27
}}
| {{TableRow-OperPos
|PosDesc=ATIS
|Callsign=JFK_ATIS
|RadioName=
|Freq=128.725
|Ident=
}}
|}


|-|FRG ATCT=

{| class="table table-sop table-sop-operational-positions"
|-
{{TableHeaders-OperPos}}
|-
| {{TableRow-OperPos
|PosDesc=Clearance Delivery
|Callsign=FRG_DEL
|RadioName=Republic Clearance Delivery
|Freq=128.250
|Ident=2P
}}
| {{TableRow-OperPos
|PosDesc=Ground
|Callsign=FRG_GND
|RadioName=Republic Ground
|Freq=121.600
|Ident=2N
}}
| {{TableRow-OperPos
|PosDesc=Tower
|Callsign=FRG_TWR
|RadioName=Republic Tower
|Freq=118.800
|Ident=2M
}}
| {{TableRow-OperPos
|PosDesc=ATIS
|Callsign=KFRG_ATIS
|RadioName=
|Freq=126.650
|Ident=
}}
|}


|-|N90 TRACON=
{{Extract:OperPositions-N90|Area=JFK}}

</tabber>

== ATCT ==

=== Clearance Delivery ===

<tabber>
|-|Valid Exits=

<div class="ny-pull-right" style="width: 40%">
{| class="table table-sop table-sop-compact"
! Exit Gate
! Exit 
! Scratchpad
! Radial
|-
| rowspan=6 | '''North'''
| SAX 
| SAX 
| 
|-
| COATE 
| COA 
| SAX 311 
|-
| NEION 
| NEI 
| LGA 322
|-
| HAAYS 
| HAY 
| HUO 145
|-
| GAYEL 
| GAY 
| DPK 320
|-
| DEEZZ 
| DEZ 
| DPK 324
|-
| rowspan=4 | '''East'''
| GREKI 
| GRE 
| CMK 057
|-
| MERIT 
| MER 
| LGA 055
|-
| BAYYS 
| BAY
| BDR 054
|-
| BDR 
| BDR 
| 
|-
| rowspan=4 | '''Southwest'''<br>LGA refers to these as "South"
| DIXIE 
| DIX 
| JFK 222 
|-
| WHITE 
| WHI 
| JFK 222
|-
| RBV 
| RBV 
| 
|-
| ARD 
| ARD 
| 
|-
| rowspan=4 | '''Water'''
| BETTE 
| BET 
| JFK 109
|-
| HAPIE 
| HAP 
| JFK 124
|-
| SHIPP 
| SHI 
| JFK 139
|-
| WAVEY 
| WAV 
| JFK 156
|}
</div>

[[File:ExitGateDiagram-JFK.png|550px]]


===== Notes =====
# While it is recommended that aircraft be rerouted to comply with turbojet and props only departure gates, it is not required.
# RNGRR and YNKEE are valid transitions on the '''''SKORR#''''' departure and must only be assigned to aircraft on that DP.
# DEEZZ is for use by RNAV equipped turbojet aircraft only.


|-|Departure Frequency=

{| class="table table-sop"
! Position
! Frequency
! Code
|-
| JFP_DEP
| 135.900
| 2J
|-
| JFK_R_APP
| 125.700
| 2K
|-
| JFK_APP
| 128.125
| 2G
|-
| NY_CTR
| 125.325
| N56
|}

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

Note that this table only serves as a guide. The actual departure frequency has to be determined based on coordination with the other online controllers.  Controllers using the callsign NY_APP provide service at more than one N90 facility.  Coordinate to determine whether they provide coverage for JFK.

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


|-|Common Amendments= 

<div class="ny-flex">

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

{| class="table table-sop table-sop-compact ny-pull-right"
! Filed Exit
! Amendment
|-
|ACK
|BETTE ACK
|-
|BOS
|MERIT HFD PUT BOS
|-
|BYRDD
|RBV Q430 BYRDD
|-
|CFB
|GAYEL J95 CFB
|-
|COPES
|RBV Q430 COPES
|-
|EMI
|RBV Q430 BYRDD J48 EMI
|-
|EMJAY
|WAVEY EMJAY
|-
|ENE
|GREKI JUDDS MARTN ENE
|-
|HNK
|GAYEL Q812 HNK
|-
|HUO
|HAAYS HUO
|-
|JUDDS
|GREKI JUDDS
|-
|KINGG
|SHIPP Y487 KINGG
|-
|LRP
|RBV Q430 SAAME J6 LRP
|-
|MARTN
|GREKI JUDDS MARTN
|-
|MXE
|RBV Q430 COPES Q75 MXE
|-
|PSB
|DEEZZ# CANDR J60 PSB
|-
|PTW
|RBV Q430 BYRDD J48 PTW
|-
|PUT
|MERIT HFD PUT
|-
|RESQU
|SHIPP Y489 RESQU
|-
|ROLLE
|SHIPP Y490 ROLLE
|-
|SAAME
|RBV Q430 SAAME
|-
|SQUAD
|SHIPP Y492 SQUAD
|}

</div>


|-|LOA Routes=

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


|-|IFR Departures=

{{Extract:IFRDepartures-JFK}}


|-|VFR Departures=

The following table lists the Standard VFR Departure routes (SVD) and clearance instructions for VFR aircraft departing JFK.
{| class="table table-sop"
! Operation
! Departure<br>Runway
! Direction
! Departure Instructions
! Altitude
! Departure<br>Frequency
|-
| rowspan=8 | VFR w/Flight Following<br>(mandatory for jets)(SVD)
| 4L/4R
| SW/NE
| Turn right heading 100
| rowspan=8 | 2000'
| rowspan=8 | 135.900 (NY Departure) (see Note 2 below)
|-
| 22L/22R
| SW/NE
| Fly runway heading
|-
| rowspan=2 | 13L/13R
| N/E
| '''Props:''' Turn left heading 090 (see Note 1 below)<br>'''Jets:''' Turn left heading 110 (See Note 1 below)
|-
| S/W
| '''All:''' Turn right heading 185
|-
| rowspan=2 | 31L/31R<br>(LGA not LOC31)
| N/E
| '''Props:''' Turn right heading 090<br>'''Jets:''' Turn left heading 170
|-
| S/W
| '''All:''' Turn left heading 220
|-
| rowspan=2 | 31L/31R<br>(LGA LOC31)
| N/E
| Turn left heading 170
|-
| S/W
| Turn left heading 220
|-
| rowspan=4 | VFR w/o Flight Following<br>(props only)
| 4L/4R
| E/W
| Turn right heading 180
| rowspan=4 | 1400'
| rowspan=6 | 125.250 (Kennedy Tower) (see Note 3 below)
|-
| 22L/22R
| E/W
| Fly runway heading
|-
| 13L/13R
| E/W
| Turn right heading 180
|-
| 31L/31R
| E/W
| Turn left heading 170
|-
| Helicopter
| Any
| Any
| None (see Note 4 below)
| 1000'
|-
|}
''Note 1: If Overflow 22L is in use, departure headings off of the 13s should be coordinated with N90''

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

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

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

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


'''FLIGHT FOLLOWING PHRASEOLOGY'''
{{phraseology|syntax=Cleared through (the New York) Bravo Airspace via ('''departure instructions'''), maintain ('''altitude'''), Departure frequency ('''frequency'''), squawk (code).}}

'''NO FLIGHT FOLLOWING PHRASEOLOGY'''
{{phraseology|syntax=Cleared out of (the New York) Bravo Airspace via ('''departure instructions'''), Maintain VFR at or below ('''altitude'''), Departure frequency ('''frequency'''), squawk (code).}}

</tabber>
----

=== Ground ===
; Departure Sequencing

<div style="width:40%; float:right;">
{| class="table table-sop table-sop-compact"
! class=nowrap | Exit Gate
! Exits
|-
|'''North'''
|COATE, NEION, HAAYS, GAYEL, DEEZZ, SAX
|-
|'''East'''
|GREKI, MERIT, BAYYS, BDR
|-
|'''Southwest'''
|WHITE, DIXIE, RBV, ARD
|-
|'''West'''
|BETTE, HAPIE, SHIPP, WAVEY
|-
|}
</div>

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

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

; Pushback onto Taxiways
: Certain gates (notably at Terminal 7) are configured such that aircraft pushing back off these gates will necessarily enter a taxiway that is under Ground’s jurisdiction. Use caution and ensure these aircraft request and then receive authorization for this prior to pushing. (Engine start remains at pilot’s discretion.)
{{phraseology|syntax=..Shamrock 107 heavy, pushback onto taxiway Alpha approved, face east. Advise ready for taxi..}}

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

; Runway 22R via Taxiway Charlie
For departures taxiing to the full-length of Runway 22R via taxiway Charlie, issue detailed taxi instructions that include taxiways leading to the full length.
{{phraseology|syntax=...Taxi via Charlie and Echo}}
{{phraseology|syntax=...Taxi via Charlie, Delta Bravo, Foxtrot Bravo, and Echo}}


<div class="mw-collapsible mw-collapsed" style="margin:0.5em 0;">
<div class="mw-collapsible-toggle" style="font-weight:bold; color:#3b82f6; cursor:pointer;">Obstructions to Arriving and Departing Aircraft [Show]</div>
<div class="mw-collapsible-content">
* This section is for reference purposes only.
* The areas of consideration at JFK airport where a taxiing aircraft could become a potential obstacle to departing or arriving aircraft are as follows:
** Aircraft taxiing or rolling out on runway 4R/22L:
*** Could conflict with aircraft departing runways 13L/R.
***Could conflict with aircraft arriving on runways 31L/R.
** Aircraft utilizing taxiway Echo:
*** Could conflict with aircraft departing runway 4L.
*** Could conflict with aircraft arriving runway 22R.
*** Aircraft cannot be held on taxiway Echo when IFR departures are using runway 4L. Traffic should be routed via Yankee and whatever other taxiway is necessary or else departures must be held.
** Aircraft utilizing taxiway Foxtrot-Bravo:
*** Could conflict with aircraft departing runway 13L.
*** Could conflict with aircraft arriving runway 31R.
* Controllers must ensure that taxiing aircraft operating on non-intersecting runways do not become potential obstacles to arriving and departing aircraft.
</div>
</div>

; Aircraft Exiting the Runway
: Arriving aircraft must be issued a turn onto one of the taxiways adjacent to the landing runway to ensure the aircraft continues its taxi away from the runway exit. Ground Control will receive the handoff after the aircraft starts taxiing away from the active runway. Local Control will coordinate with Ground Control, as needed, to determine the traffic flow on the taxiways.

;Helicopter restrictions
: Air taxi clearances to helicopters are prohibited per Port Authority regulations.

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

; A380 restrictions
* Simultaneous A380 operations on parallel taxiways Alpha & Bravo, Papa & Quebec, and Romeo & Sierra '''prohibited'''.
* A380 operations on taxiway Bravo between taxiways Victor-Alpha & Delta-Bravo '''prohibited''' during runway 13L CAT II operations.
* Normal taxiway operations '''prohibited''' on
** Bravo between taxiways November & Victor-Alpha (clockwise)
** Quebec-# (all) note: normal operations permitted on taxiway Papa-Bravo
** Ramp entries Kilo-Foxtrot, Kilo-Golf, Lima-Lima, Lima-Alpha, Mike, November-Bravo, November-Charlie, Sierra, Tango, Tango-Alpha, Tango-Bravo, Victor, Victor-Victor, Victor-Alpha, Whiskey, Delta, Delta-Alpha, and Foxtrot
** All runway 13L/31R taxiway crossings North and West of and including taxiway Victor
** Taxiways Delta & Whiskey, perpendicular exits (high-speed exits allowed)
* Departures from runway 13L and arrivals to runway 31R '''prohibited'''.
* Departures from runway 31R ''restricted'' and require coordination with Local Control.
** In the event of an aborted takeoff, the pilot must remain on the runway and the runway will be closed.
* Simultaneous crossings of the taxiway Alpha & Bravo bridges is '''prohibited''' with an A380 and any aircraft.
: Local Control will instruct aircraft to hold short at intersections prior to each bridge:
** Northbound will hold short of taxiway November-Alpha & taxiway Tango-Bravo;
** Southbound will hold short of taxiway November-Bravo & taxiway Victor.
* Local Control will clear the taxiway Kilo holding pad prior to A380 taxiing past on taxiway Kilo.
* One A380 is allowed on
** Taxiway Kilo south of runway 31L/13R when arriving runway 4L;
** Taxiway Yankee-Alpha when arriving runway 31R;
** Taxiway Charlie between runway 22R/4L and taxiway Delta-Bravo when arriving runway 31R.
* An A380 must be established on the centerline of taxiways Alpha, Bravo, Charlie, Kilo, Papa, Yankee-Alpha, and Zulu-Alpha to be considered clear of the parallel runway or taxiway.



<div class="mw-collapsible mw-collapsed" style="margin:0.5em 0;">
<div class="mw-collapsible-toggle" style="font-weight:bold; color:#3b82f6; cursor:pointer;">Taxiway Restrictions Map (A380) [Show]</div>
<div class="mw-collapsible-content">
[[Image:APD-JFK-A380.png|1000px]]
</div>
</div>


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

; Runway 13L/R and Runway 31L/R Departures
To efficiently utilize these runways when active, send departures to the runway indicated in the following table based on type, exit direction, or climb if on a DP climb procedure.
{| class="table table-sop table-sop-compact"
! Departure<br>Runways
! Type
! Gate
! Climb
! Runway
|-
| rowspan=3 | '''13L/R'''
| Jet
| All
|
| 13R
|-
| Prop
| Southwest, SHIPP or WAVEY
|
| 13R
|-
| Prop
| Other
|
| 13L
|-
| rowspan=3 | '''31L/R'''
| Jet
| All
| All
| 31L
|-
| Prop
| Southwest
| Breezy Point
| 31L
|-
| Prop
| Other
| Idlewild
| 31R
|-
|}

; Intersection Departures and Usable Runway Lengths
* Since departures can come from taxiways Alpha or Bravo, the sequencing for intersection departures is a bit more involved as it will require Ground Control to properly push the strip to the tower controller in the correct order.
* Departures should be issued taxi instructions using the hold method at all times, with the final hold point being short of the departure intersection.
{{phraseology|syntax=Runway two two right at foxtrot, taxi left on bravo, hold short foxtrot.}}

* Below is a list of usable runway lengths from common intersections. If the numbers are not divisible to 50, you must round them '''down''' to the nearest 50 feet before providing the information to the pilot.
{{phraseology|syntax=Runway two two right at foxtrot, taxi via left on bravo, hold short foxtrot. Runway two two right at foxtrot intersection departure, niner thousand one hundred and fifty feet available.}}

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


<div class="mw-collapsible mw-collapsed" style="margin:0.5em 0;">
<div class="mw-collapsible-toggle" style="font-weight:bold; color:#3b82f6; cursor:pointer;">Terminal Maps [Show]</div>
<div class="mw-collapsible-content">
[[Image:APD-JFK-Terminals.png|1000px]]
</div>
</div>

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

=== Tower ===

<tabber>

|-|Tower Procedures=

==== Tower Procedures ====

; Releases
: Releases from Kennedy are automatic unless N90 requests individual releases.

; Separation
* The standard departure separation technique to be used is anticipated radar separation. When wake turbulence is a factor, use timed separation in accordance with [https://www.faa.gov/documentLibrary/media/Order/JO_7110.126A.pdf| FAA JO 7110.126A].

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

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

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

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

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

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

; Aircraft Exiting the Runway
: Arriving aircraft must be issued a turn onto one of the taxiways adjacent to the landing runway to ensure the aircraft continues its taxi away from the runway exit. Handoff to Ground Control after the aircraft starts taxiing away from the active runway. Local Control will coordinate with Ground Control, as needed, to determine the traffic flow on the taxiways.

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


|-|Runway Selection=


==== Runway Selection ====

{| class="table table-sop"
! width="25%" | Wind Speed (kts)
! width="25%" | Direction (°M)
! width="15%" | Depart
! width="15%" | Land
|-
|'''0-4'''
|Any
|31L/R
|31L/R
|-
| rowspan=4 | '''>4'''
|000-099
|4L
|4L/R
|-
|110-159
|13L/R
|13L+22L
|-
|160-259
|22R
|22L/R
|-
|260-359
|31L/R
|31L/R
|-
| colspan=4 style="text-align:center" | '''RVR less than 1,800’ but at or above 1,200’ (CAT II)'''
|-
| rowspan=3 | '''Any'''
|310-099
|4L
|4R
|-
|100-159
|13R
|13L
|-
|150-309
|22R
|22L
|-
| colspan=4 style="text-align:center" | '''RVR less than 1,200’ (CAT III)'''
|-
| rowspan=2 | '''Any'''
|310-129
|4L
|4R
|-
|130-309
|22R
|22L
|-
|}


<div class="mw-collapsible mw-collapsed" style="margin:0.5em 0;">
<div class="mw-collapsible-toggle" style="font-weight:bold; color:#3b82f6; cursor:pointer;">JFK Configuration Departure/Arrival Rates [Show]</div>
<div class="mw-collapsible-content">
{| class="table table-sop"
! width="15%" | Land
! width="10%" | Depart
! width="16%" | AAR
! width="16%" | ADR
! width="60%" | Notes
|-
| ILS 4R/4L
| 4L
| VFR: 42-46<br>IFR/MVFR: 40-42
| VFR: 24-26<br>IFR/MVFR: 24-26
| Favors Arrivals<br>1.5 mile stagger<br>4L deps and 4R missed approach fly 100 degree heading
|-
| ILS 4R/4L
| 4L & 31L@KE
| VFR: 34-36<br>IFR/MVFR: 32-34
| VFR: 36-52<br>IFR/MVFR: 32-40
| Favors Departures<br>31L used for DIXIE/WHITE/RBV departures<br>31L deps not used when LGA 13 deps use Coney climb<br>4L deps and 4R missed approach fly 100 degree heading
|-
| ILS 4R
| 4L
| VFR: 34-36<br>IFR/MVFR: 36-38
| VFR: 32-34<br>IFR/MVFR: 32-34
| Favors Departures<br>4L deps and 4R missed approach fly 100 degree heading
|-
| RNAV 13L/22L
| 13R
| VFR: 54-60
| VFR: 30-32
| Favors Arrivals<br>Best Airport Configuration<br>13R departure roll prior to 22L arrival -3 mile final<br>13R departure roll after 22L arrival -1 mile final
|-
| VOR 13R & ILS 4R
| 13L
| VFR: 54-60
| VFR: 30-32
| Favors Arrivals<br>Best Airport Configuration<br>13L departure rate dependent on 4R arrivals
|-
| RNAV 13L
| 13R
| MVFR/VFR: 36-38
| MVFR/VFR: 44-48
| Favors Departures
|-
| ILS 13L
| 13R
| IFR 26-28
| IFR 32-34
| Favors Departures
|-
| ILS 22L/22R
| 22R
| VFR: 42-48<br>IFR/MVFR: 40-44
| VFR: 28-32<br>IFR/MVFR: 28-32
| Favors Arrivals<br>1.5 mile stagger<br>22R departure rate dependent on 22R arrival volume<br>Belmont airspace delegated to JFK ILS restricts LGA ops
|-
| ILS 22L/22R
| 22R & 31L@KE
| VFR: 42-48<br>IFR/MVFR: 40-44
| VFR: 44-50<br>IFR/MVFR: 44-50
| Favors Departures<br>1.5 mile stagger<br>22R departure rate dependent on 22R arrival volume<br>Belmont airspace delegated to JFK ILS restricts LGA ops
|-
| ILS 22L/22R
| 31L@KE
| VFR: 42-48<br>IFR/MVFR: 40-44
| VFR: 38-42<br>IFR/MVFR: 38-42
| Favors Departures<br>1.5 mile stagger<br>Belmont airspace delegated to JFK ILS restricts LGA ops
|-
| RNAV 22L
| 22R & 31L@KE
| VFR: 34-48<br>IFR/MVFR: 32-34
| VFR: 54-60<br>IFR/MVFR: 54-60
| Favors Departures<br>Best Departure Configuration
|-
| ILS 31R & VA 31L
| 31L
| VFR: 56-60
| VFR: 22-24
| Favors Arrivals<br>31L departure rate dependent on 31L arrival volume
|-
| ILS 31R & ILS 31L Simo
| 31L
| IFR/MVFR: 56-60
| IFR/MVFR: 20-22
| Favors Arrivals<br>31L departure rate dependent on 31L arrival volume<br>Simo requires monitors
|-
| ILS 31R & ILS 31L Staggered
| 31L
| IFR/MVFR: 44-52
| IFR/MVFR: 20-22
| Favors Arrivals<br>31L departure rate dependent on 31L arrival volume<br>2 mile stagger
|-
| ILS 31R
| 31L
| All: 33-35
| All: 38-42
| Favors Departures<br>All conditions; VFR, MVFR, IFR
|-
|}
</div>
</div>


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

; Non-SID Jets Departing Runway 4L
* Aircraft should be assigned runway heading if there is traffic landing simultaneously landing on runway 4R. Once traffic is not a factor, the departure should be issued heading 100 and switched to the departure frequency.

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

{| class="table table-sop"
! Runway
! Conditions
! Type
! Gates or Exits
! Heading or Instruction
|-
| '''4L/R'''
| All
| All
| All
| 100
|-
| rowspan=16 | '''13L/R'''
| rowspan=5 | Normal Operations
| Props
| North, East
| 090
|-
| Jets
| North, East
| 110
|-
| rowspan=3 | All
| HAPIE, BETTE
| 155
|-
| SHIPP, WAVEY
| 170
|-
| Southwest
| 185
|-
| Between the hours of 2300 and 0700 local time
| All
| All
| 185
|-
| rowspan=2 | Overflow 22L
| Props
| North, East
| 140
|-
| Jets
| North, East
| 155
|-
| rowspan=2 | Overflow 4R
| Props
| North, East
| 070
|-
| Jets
| North, East
| 090
|-
| All
| Other
| 110
|-
| rowspan=5 | ILS 13L in use
| Props
| North, East
| 140
|-
| Jets
| North, East
| 155
|-
| rowspan=3 | All
| HAPIE, BETTE
| 155
|-
| SHIPP, WAVEY
| 170
|-
| Southwest
| 185
|-
| rowspan=2 | '''22L/R'''
| rowspan=2 | All
| All
| All
| Runway Heading
|-
| Props
| North, East
| 150 (''see Note 1'')
|-
| rowspan=2 | '''31L'''
| rowspan=2 | All
| Jets
| North, East, Water
| 170
|-
| All
| Southwest
| 220
|-
| '''31R'''
| All
| Props
| North, East, Water
| 090
|-
|}
''Note 1: 150 heading needs to be coordinated with N90 to be authorized.''




|-|Missed Approach=

<div style="float:right; width:50%; margin-left:1em;">
{| class="table table-sop table-sop-compact" 
! width="10%" | Runway
! width="30%" | Configuration
! width="10%" | Heading
! width="10%" | Altitude
|-
|'''4L'''
|Standard
|100
|3000’
|-
| rowspan=2 |'''4R'''
|Standard
|140
|3000’
|-
|Overflow landing 13R
|110
|3000’
|-
| rowspan=2 |'''13L'''
|Standard
|110
|3000’
|-
|Overflow landing 22L
|140
|3000’
|-
| rowspan=2 |'''13R'''
|Standard
|170
|3000'
|-
|Overflow landing 4R
|140
|3000’
|-
| rowspan=2 |'''22L'''
|Standard
|140
|3000’
|-
|Overflow landing 13L
|170
|3000’
|-
|'''22R'''
|Standard
|220
|3000’
|-
|'''31L'''
|Standard
|170
|3000’
|-
|'''31R'''
|Standard
|220
|3000'
|-
|}
</div>

* Any go-around or missed approach regardless of runway configuration will automatically '''STOP''' departures off any and all runways
* Any departure already rolling when a go-around or missed approach is initiated will continue to depart at the discretion of the tower
* If a departure is in position and will cause further missed approaches, the tower must coordinate a release for that departure with the N90 sector. If the release is not received in a timely manner and time permits, the local controller must taxi the departure in position off the runway to avoid another missed approach.
* Coordination between N90 and tower is required to resume departures.
* Missed approaches or go-arounds must fly runway heading or track the localizer until reaching the departure end of the runway, then be issued a heading in accordance with the table below unless the controller determines that it would be advantageous to delay or initiate a turn early.
* Local control positions are responsible for separation with all other known/observed traffic. Coordinate with CBA to ensure separation between missed approach/go around aircraft and CBA traffic.
* Separation must be based on altitude initially during all missed approaches or go-arounds. Prior to issuing a climb to 3,000’, interval altitudes such as 2,000’ may be utilized to prevent converging targets from losing separation.
* Coordinate with Departure Control as soon as possible and hand off when Local Control traffic is not a factor.
* In order to prevent increased workload on Departure Control, consider issuing missed approaches or go-arounds speed restrictions in accordance with FAA Order JO 7110.65.
* Sound judgment must be exercised when dealing with go-arounds or missed approaches. Deviate as necessary from the following headings and altitudes if using them would compromise safety.
* The table indicates the heading and altitude that need to be assigned to a missed approach or go-around prior to release to Departure Control frequency. The shaded cells designate special airport operations and should only be used when those types of operations have been authorized by a TRACON or Center level controller.

|-|Concorde Operations=

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

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

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

|-|VFR Procedures=

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

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

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

; Pattern Work
<div style="float:right; width:30%">
{| class="table table-sop table-sop-compact" style="width:50%"
! |Runway
! |Direction
|-
|'''4L/R'''
|Right
|-
|'''13L'''
|NA
|-
|'''13R'''
|Right
|-
|'''22L/R'''
|Left
|-
|'''31L'''
|Left
|-
|'''31R'''
|NA
|}
</div>

: Use the following as a guide for pilots wanting to perform pattern work at JFK. Although some runways are denoted as "NA" or not authorized, that does not limit VFR arrivals or departures from utilizing said runway so long as they are not conducting pattern work.

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

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

; Special VFR (SVFR) Procedures
: In accordance with Federal Air Regulations, fixed wing special VFR operations are not permitted in the Kennedy Airport Class B airspace.

|-|Airspace Delegation=
{{Extract:AirspaceDelegation-TWR-JFK}}

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

Here are some important NOTAMs to be aware of:

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

</tabber>

==TRACON ==
<tabber>

|-|General Information=

====Callsign ====
# JFK TRACON positions are part of New York TRACON (N90).
# Whenever a controller handles a departure, they must use the radio name “New York Departure” when referring to themselves on frequency.
# Whenever a controller handles an arrival or enroute traffic, they must use the radio name “New York Approach” when referring to themselves on frequency.
# 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 a radar (automated) point out, verbal (or textual) approval must be obtained before an aircraft may enter another controller’s airspace. A radar point out not accompanied by a verbal or textual description does NOT constitute a valid point out.  The only instance in which verbal approval is not required is during pre-arranged coordination procedures (PACP). This only applies when using specified pre-arranged coordination areas (PACAs).
# During PACA usage, departure is responsible for separation between point out aircraft and other aircraft for which he/she has separation responsibility, and shall issue restrictions necessary to provide separation from other aircraft within his/her area of jurisdiction.

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

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

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

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

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

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

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

; Pre-Arranged Coordination with LIB SOUTH and LENDY for climb to 11,000' when departing 31L/R or 22 L/R
* LENDY shall protect for RBV/ARD aircraft on the CRI R-223, or on a heading to simulate the radial.
* DEPARTURE shall ensure that RBV or ARD is in the data block and that aircraft departing FRG, filed over RBV/ARD, must be at or below 7,000' until CRI VOR. After passing CRI and on the CRI R-223 or a heading to simulate the radial, the aircraft can be climbed above 7,000'.
* Note: LENDY is protecting for particular aircraft only, not relinquishing the airspace over the CRI R-223

; Scratchpad Usage for Arrivals
* In order to maximize the effectiveness of the CRC client's ATPA capability, JFK APP controllers are recommended to set scratchpads for '''all arrivals regardless of configuration or volume'''. The scratchpad entries are defined in the [[:LOA/N90 JFK|N90-JFK LOA]] which is also available in the Letters of Agreement found in this SOP.
* Additionally, if multiple controllers are online covering any combination of JFK TWR/APP/DEP positions using the CRC STARS module, the following new procedures are required:
** If approaches are in use to multiple runways, all arrivals shall have scratchpads set for the expected approach.
** Any JFK N90 area or Local controller may direct that all arrivals have scratchpads set.
** If applicable, the first N90 controller advising an arrival of the expected approach shall set the appropriate scratchpad entry.
* ''Note'': If a ZNY Center controller is providing top-down services to the JFK N90 area with the CRC ERAM module, the scratchpad functionality will not be available. In this case, these procedures do not apply.

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

; Training Resources
Please see the following videos as reference training material:
* Final Box - ILS 4L/R https://www.youtube.com/watch?v=lORVlatmHso
* Final Box - RNAV 13L https://www.youtube.com/watch?v=mw4AUdXCWmc
* Final Box - RNAV 13L with RNAV 22L Overflow https://www.youtube.com/watch?v=-IMLMYjtHS4
* Final Box - ILS 22L/R, Scenario 1 https://www.youtube.com/watch?v=vULlGBIh2CY
* Final Box - ILS 22L/R, Scenario 2 https://www.youtube.com/watch?v=SQDzegvAXMs
* Final Box - Visual 31L and ILS 31R https://www.youtube.com/watch?v=zweW-Ohu630

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

|-|Video Map=
{{Extract:TRACON-VideoMaps-JFK}}

|-|Noise Abatement=

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

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

|-|FRG Operations=

'''Class D Airspace'''

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

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

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

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

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

|-|Class B Operations=

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

|-|N90 Interactions=
{{Extract:TRACON-N90Interactions-JFK}}

|-|Departure Chart=
{| class="table table-sop table-sop-compact ny-pull-left"
!From
!Through
!To
!Route
!Altitude
!Hand-off
!Frequency
!Type
|-
|LGA/N
|JFK
|LIBS
|V16/V229
|60
|2J
|135.9
|All
|-
|LGA/N
|JFK
|LIBS
|JFK V1 WHITE
|70
|2J
|135.9
|Props
|-
|LGA/N
|JFK
|
|SHIPP/WAVEY/BETTE
|80
|2J
|135.9
|All
|-
|LGA
|JFK
|
|COL(APREQ)
|30
|2G
|128.125
|Heli
|-
|JFK
|WRI
|EWR/S/N
|V16 V276 RBV V249 SBJ
|40
|MY
|126.475
|All
|-
|JFK
|LGA
|LIBN
|SAX V249/COATE
|80
|1L
|120.4
|Props
|-
|JFK
|LGA
|LIBN
|HAAYS/NEION/COATE
|80/90
|1L
|120.4
|All
|-
|JFK
|
|ISP/E
|GATE TRACK 090°
|30
|3H
|120.05
|Single Engine
|-
|JFK
|
|ISP/E
|GATE TRACK 040° - 080°
|40
|3H
|120.05
|Jets, T-props, Twins
|-
|JFK/FRG
|
|ISPN
|V229 BDR or Direct BDR
|30
|3Z
|124.075
|All
|-
|JFK/FRG
|
|LGA/N
|BDR
|30
|3Z
|124.075
|All
|-
|JFK
|
|LGA
|APREQ
|
|
|
|
|-
|JFK
|ISPN
|ISP
|BDR GATE TRACK 040° - 080°
|70, 80
|3R
|133.1
|All
|-
|rowspan=3 | FRG
|rowspan=3 | ISPN
|rowspan=3 | LGA<br>ISP<br>ISP
|rowspan=3 | BDR SAX V249/COATE<br>CCC BEADS (APREQ) ''Multi Eng. Gate when FRG on South flow''<br>CCC BEADS (APREQ) ''DPK when FRG on North flow''
|30
|3Z
|124.075
|All
|-
|40
|3H
|120.05
|Jets
|-
|50
|3H
|120.05
|Jets
|-
|rowspan=4 | JFK
|rowspan=4 | LIBE
|LIBE
|GREKI/MERIT/BAYYS/BDR ''GATE TRACK 020°-070°''
|90-110
|5E
|126.8
|All
|-
|Y90
|BDL ''GATE TRACK 020° - 070°''
|90-100
|5E
|126.8
|Jets/Props >210
|-
|LIBN
|GAYEL/HAAYS/COATE ''GATE TRACK 320° - 010°''
|120
|5E
|126.9
|Props
|-
|LIBN
|GAYEL/HAAYS/NEION/COATE/DEEZZ ''GATE TRACK 320° - 010°''
|120-170
|5E
|126.8
|Jets
|-
|JFK
|
|LIBS
|v16, v229 DIXIE
|60/70
|5S
|124.75
|Props/Jets
|-
|JFK
|
|LIBS
|V1 WHITE
|70
|5S
|124.75
|Props
|-
|JFK
|
|LIBS
|WHITE (during WWRS)
|110
|5S
|124.75
|Jets
|-
|JFK
|
|LIBS
|RBV/ARD
|70-110
|5S
|124.75
|Jets/Props
|-
|JFK
|
|WRI
|COL/V16
|30-40
|MY
|126.475
|All
|-
|JFK
|
|ZBW
|BETTE/HAPIE
|70-110
|B32
|135.8
|All
|-
|JFK
|
|ZNY
|SHIPP/WAVEY
|70-120
|N66
|128.3
|Jets
|-
|JFK
|
|ZNY
|SHIPP/WAVEY
|100
|N66
|128.3
|Props
|-
|FRG
|WRI(p/o)
|LGA/PinS Apchs
|V16, V229 DIXIE
|40
|1D
|127.3
|Helos
|-
|ISP/E
|JFK
|LGA
|LGA@90 ''GATE TRACK 260° - 290°''
|80
|2J
|135.9
|Jets
|-
|ISP<br>ISP E/N
|JFK
|LIBE
|GAYEL/HAAYS/NEION/COATE ''GATE TRACK 260° - 290°''
|80
|2J
|135.9
|All
|-
|ISP<br>ISP E/N
|JFK
|LIBS
|V16 DIXIE<br>V16 DIXIE (APREQ)
|60
|2J
|135.9
|Single Eng<br>Multi Eng
|-
|}


<div class="mw-collapsible mw-collapsed" style="margin:0.5em 0;">
<div class="mw-collapsible-toggle" style="font-weight:bold; color:#3b82f6; cursor:pointer;">Area Airport List [Show]</div>
<div class="mw-collapsible-content">
{| class="table table-sop table-sop-compact ny-pull-left"
!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
|-
|}
</div>
</div>

|-|Arrival Chart=
{| class="table table-sop table-sop-compact ny-pull-left"
!From
!Through
!To
!Route
!Altitude
!Hand-off
!Frequency
!Type
|-
|LGA
|ISP
|JFK/FRG
|PUGGS CCC DPK
|40/30
|2K
|125.7
|All RNAV
|-
|LGA
|ISP
|JFK/FRG
|BDR CCC DPK
|40/30
|2K
|125.7
|All non-RNAV
|-
|ISP
|
|JFK/FRG
|DPK
|30
|2K
|125.7
|All
|-
|ISP E/N
|
|JFK
|DPK
|40
|2K
|125.7
|All
|-
|ISP E/N
|
|FRG
|DPK
|30
|2K
|125.7
|All
|-
|rowspan=2 | EWR *4/22/29, NS/SS
|rowspan=2 | ISPN
|JFK
|DPK
|40
|2K
|125.7
|All
|-
|FRG
|DPK
|30
|2K
|125.7
|All
|-
|ZBW
|
|JFK/FRG
|CCC R-229 ROBER
|120
|2K
|125.7
|All
|-
|ZNY
|
|JFK/ISP/ISP E/ FRG
|LENDY
|FL190
|2E
|128.125,125.7
|Jets, HPTP
|-
|ZNY
|
|JFK/ISP/ISP E/ FRG
|CAMRN
|110
|2G
|128.125
|Jets
|-
|ZNY
|
|JFK/LGA/FRG
|CAMRN
|90
|2G
|128.125
|Jets, HPTP
|-
|ZNY
|
|JFK/FRG/ISP/ISP E
|ZIGGI
|80
|2G
|128.125
|Props
|-
|WRI
|
|JFK/FRG/ISP/ISP N
|ZIGGI
|50
|2G
|128.125
|Jets/Twins
|-
|WRI
|LIBS
|JFK/FRG/ISP/ISP E/N
|DIXIE
|50
|2J
|135.9
|Single Eng
|-
|}
NOTE: EWR JET TRAFFIC ONLY OFF RWY 22R TO JFK, APREQ SOUTHERN ROUTE OVER COL VOR.


<div class="mw-collapsible mw-collapsed" style="margin:0.5em 0;">
<div class="mw-collapsible-toggle" style="font-weight:bold; color:#3b82f6; cursor:pointer;">Area Airport List [Show]</div>
<div class="mw-collapsible-content">
{| class="table table-sop table-sop-compact ny-pull-left"
!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
|-
|}
</div>
</div>

|-|LOA: JFK ATCT=
{{:LOA/N90 JFK}}
|-|LOA: FRG=
{{:LOA/JFK FRG}}
|-|LOA: LIB=
{{:LOA/JFK LIB}}
|-|LOA: LGA=
{{:LOA/JFK LGA}}
|-|LOA: ISP=
{{:LOA/JFK ISP}}
|-|LOA: ZNY=
{{:LOA/JFK ZNY}}
</tabber>

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

===Normal Operations===
{{Extract:JFK-Airspace-Normal}}

===Event Configurations===
{{Extract:JFK-Airspace-Event}}


==Appendix ==

===Severe Weather Avoidance Plan (SWAP) ===
<tabber>

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

When SWAP is in effect Traffic Management Unit (TMU) personnel will utilize any number of backup plan routes to mitigate the impact the weather currently has on our route structure. The weather can be a very quickly evolving or devolving situation, and thus many times reroutes need to occur while an aircraft is taxiing to the runway. Some of the route structure in place to help avoid severe weather includes:
* (CDRs) Coded Departure Routes
* (AFPs) Airspace Flow Program
* (FEAs/FCAs) Flow Evaluation Area & Flow Constrained Area
* Capping & Tunneling
* Playbook Routes

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

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

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

|-|Clearance Delivery=
Clearance Delivery Responsibilities:

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

|-|Ground Control=
Ground Control Responsibilities:

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

|-|ATIS Usage=
When SWAP is in effect, include the following on the ATIS broadcast:<br>"SWAP IN EFFECT, EXPECT REROUTES"

</tabber>

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

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

; Ground Metering Procedures and Phraseology
* Once aircraft are ready to taxi, they will call Ground Metering on the published Ground Control frequency that appears on the airport diagram (125.05).
* Aircraft calling Ground Metering should inform the controller of the following information; however, be aware that many pilots will call and advise “ready for taxi” and Ground Metering will have to find them on the field:
** Call-sign
** Location at the airport
** ATIS code
* The Ground Metering controller must inform the aircraft to hold short of the main outbound taxiway and monitor the active Ground Control frequency.
: {{phraseology|syntax=JetBlue Four Fifty-Two, Kennedy Ground, hold short of Alpha, monitor ground on one two one point six fife, wait for the controller to call you.}}

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

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