EWR SOP: Difference between revisions

Latest revision as of 00:53, 24 June 2026

New York ARTCC

Standard Operating Procedure — Newark TRACON

Rev. 5 — Revised: 2026-06-24

Area at a glance

ICAO Code	Airport Name	Airspace
KEWR	Newark Liberty International Airport	B
KCDW	Caldwell Airport	D
KMMU	Morristown Municipal Airport	D
KTEB	Teterboro Airport	D

       Uncontrolled Fields
       [Show]

Purpose: This document prescribes the procedures to be utilized for providing air traffic control services at Newark Air Traffic Control Tower (ATCT) and any of the positions within the Newark Area of New York TRACON (N90) and the airports it serves. The procedures described herein are supplemental to the New York ARTCC Standard Operating Procedures and FAA Order JO 7110.65.

Distribution: This order is distributed to all New York ARTCC personnel.

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

Operational Positions

Position	Callsign	Radio Name	Frequency	Identifier
Clearance Delivery	EWR_DEL	Newark Clearance Delivery	118.850
Ground Control	EWR_GND	Newark Ground	121.800
Local Control	EWR_TWR	Newark Tower	118.300	4Z
Class Bravo Airspace (CBA)	EWR_B_TWR	Newark Tower	127.850	4B
ATIS	KEWR_ATIS		134.825

Position	Callsign	Radio Name	Frequency	Identifier
Clearance Delivery	CDW_DEL	Caldwell Clearance Delivery	121.100
Ground Control	CDW_GND	Caldwell Ground	121.900
Local Control	CDW_TWR	Caldwell Tower	119.800	41
ATIS	KCDW_ATIS		135.500

Position	Callsign	Radio Name	Frequency	Identifier
Clearance Delivery	MMU_DEL	Morristown Clearance Delivery	128.600
Ground Control	MMU_GND	Morristown Ground	134.200
Local Control	MMU_TWR	Morristown Tower	118.100	45
ATIS	KMMU_ATIS		124.250

Position	Callsign	Radio Name	Frequency	Identifier
Clearance Delivery	TEB_DEL	Teterboro Clearance Delivery	128.050
Ground Control	TEB_GND	Teterboro Ground	121.900
Local Control	TEB_TWR	Teterboro Tower	119.500	4J
ATIS	KTEB_ATIS		132.025

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

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

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

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

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

ATCT

Clearance Delivery

Exit Gates
Exit Gate	Exit	Scratchpad	Radial (4s)	Radial (22s)
West	SBJ	SBJ
	BIGGY	BIG	SBJ237
	LANNA	LAN	PTW 059	SBJ 274
	PARKE	PAR	BWZ 250	SBJ302
	ZIMMZ	ZIM	RNAV only
	ELIOT	ELI	SAX 252	ETX
	NEWEL	NWL	SAX 264
North	SAX	SAX
	COATE	COA	SAX 311
	NEION	NEI	LGA 322
	HAAYS	HAY	HUO 145
	GAYEL	GAY	DPK 320
	BREZY	BRE	IGN 217
East	GREKI	GRE	CMK 057
	MERIT	MER	LGA 055
	BAYYS	BAY	BDR 054
	BDR	BDR
South	DIXIE	DIX	COL 192
South	WHITE	WHI	COL 204

Notes

While it is recommended that aircraft be rerouted to comply with turbojet and props only departure gates, it is not required.
ZIMMZ is for use by RNAV equipped turbojet aircraft only.
For aircraft using DIXIE or WHITE as their exit, change the route to read as ELVAE NECCK DIXIE or ELVAE NECCK WHITE, respectively. If an aircraft files COL instead of NECCK, you do not need to reroute them. The scratchpad entry will still be selected based on the exit, using the table on the right.
BREZY is only a valid exit if either followed by V39 CMK GREKI/MERIT/BAYYS/BDR or when the destination is within the LaGuardia sector of N90 (i.e. LGA, HPN or DXR).
Prop east gate departures shall always be routed BREZY V39 CMK (East Gate Fix/VOR)
SHIPP and WAVEY are only used for EWR and TEB departures.
When using PORTT# DP, the scratchpad entries for BIGGY, LANNA, PARKE and ELIOT should be changed to PBY, PLA, PPE and PET, respectively.
RNAV equipped aircraft are aircraft with the equipment suffix /Z, /L, /Y, /I ,/V, /S OR /G.

Departure Frequencies
Position	Frequency	Code
EWR_DEP	119.2	4N
EWR_APP	128.55	4P
NY_CTR	125.32	N56

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

Note that this table only serves as a guide. The actual departure frequency has to be determined based on coordination with the other online controllers since the combination of DEP and/or APP sectors is allowed.

If the aircraft is an East Gate, SHIPP, or WAVEY departure, and EWR DEP is offline, but LGA DEP and EWR TWR are online or covered by another controller, departure frequency will be 120.400 (or the frequency of whichever position is covering LGA DEP).

If there is no other controller online that would accept departures from EWR, a departure frequency should not be provided. Instead, inform aircraft "Departure offline" as part of their clearance. When leaving your jurisdiction simply inform the aircraft "change to advisory frequency approved."

Airway	Join
V3	BIGGY V3
V6	SBJ V6
V16	ELVAE NECCK DIXIE V16
V30	LANNA V30
V188	BAYYS SEALL V188
V252	HAAYS HUO V252
J6	PARKE J6
J48	LANNA J48
J60	NEWEL J60
J64	NEWEL J60 DANNR RAV J64
J95	GAYEL J95
J132	NEION J223 CORDS J132
J223	NEION J223
Q22	BAYYS Q22
Q42	ZIMMZ Q42
Q75	North: GREKI Q75 South: BIGGY Q75
Q409	ELVAE NECCK WHITE Q409
Q436	COATE Q436
Q480	North: GREKI BAF Q480 South: ZIMMZ Q42 SPOTZ Q480
Q812/Q818	GAYEL Q812/Q818
Y481/Y482	ELVAE NECCK DIXIE Y481/Y482

Filed Exit	From KEWR
ARD	BIGGY
BOS	MERIT HFD PUT BOS
CFB	GAYEL J95 CFB
CYN	ELVAE NECCK WHITE T224 CYN
DIXIE	ELVAE NECCK DIXIE
EMI	LANNA J48 EMI
ENE	GREKI JUDDS MARTN ENE
ETX	LANNA V30 ETX
HFD	MERIT HFD
HNK	GAYEL Q812 HNK
HUO	HAAYS HUO
JUDDS	GREKI JUDDS
KINGG	ELVAE NECCK DIXIE Y481 KINGG
LRP	PARKE J6 LRP
MARTN	GREKI JUDDS MARTN
MXE	BIGGY Q75 MXE
OWENZ	ELVAE NECCK DIXIE Y481 OWENZ
PSB	NEWEL J60 PSB
PTW	LANNA J48 PTW
PUT	MERIT HFD PUT
RBV	West: BIGGY South: ELVAE NECCK WHITE
RAV	NEWEL J60 DANNR RAV
SQUAD	ELVAE NECCK DIXIE Y482 SQUAD
WHITE	ELVAE NECCK WHITE

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

Departure Procedure	Departing	Initial Altitude
EWR #	4L/R or 11	Climb Via SID
	22L/R	2,500
	29	3,000
DEVIL #	4L/R	2,000
PORTT #	22L/R	2,500

The initial altitude for IFR departures is determined based on the table on the right.
When LGA is landing ILS 13 and EWR is on Northeast flow, aircraft should be assigned the DEVIL# departure procedure.
In all other configurations, aircraft should be assigned the EWR# departure procedure.
For EWR, EWR SAT east gate prop departures, BREZY V39 CMK route shall be used.

The standard departure procedure for EWR. It should only be assigned if the pilot indicates the possession of charts, otherwise no departure procedure should be assigned and the pilot should be cleared to their destination via radar vectors to a proper EWR exit.

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

For runways 4L/R and 11:
PHRASEOLOGY — climb via SID
For all other runways:
PHRASEOLOGY — maintain (initial altitude)

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

The DEVIL# departure must be assigned when LGA is landing ILS 13 and EWR is northeast flow.

This departure procedure does not have any published altitude restrictions, so all aircraft should be assigned 2,000.

PHRASEOLOGY — Cleared to (clearance limit), DEVIL # departure, radar vectors (exit), then as filed; Maintain 2,000, expect (final altitude) one zero minutes after departure...

The PORTT# departure may be issued only upon verbal pilot request for RNAV equipped aircraft departing runway 22L/R.

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

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

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

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

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

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

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

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

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

EWR is located inside New York Class Bravo Airspace. All VFR traffic must be issued a discrete squawk code, and a clearance into the Class Bravo Airspace. The following table lists the Standard VFR Departure routes (SVD) and clearance instructions for VFR aircraft departing EWR.

Standard VFR Departure routes (SVD)
Operation	Departure Runway	Direction	Departure Instructions	Altitude	Departure Frequency
VFR w/ Flight Following (SVD) (Mandatory for Jets)	4L/4R	All	Turn right heading 060°, at 2,000', turn left heading 290°	2,500'	119.200 (Departure) (see Note 1 below)
	22L/22R	All	Turn left heading 190°, at 2,000', turn right heading 220°
	11	All	Turn left heading 060°, at 2,000', turn left heading 290°
	29	All	Turn left heading 265°
VFR w/o Flight Following	All	All	Fly heading 240°	1,400'	127.850 (Newark Tower) (sees Notes 2 & 3 below)
Skyline	All	North/South	Via radar vectors Skyline Route (direction)-bound	N/A (given by local)
Helicopters	Any	Any	None (see Note 3 below)	1,000'

Note 1: SVD departures will always use the same frequency as IFR departures so refer to the Departure Frequency tab if 4N is offline.

Note 2: When Newark CBA Tower (4B) is not online, use 118.300 (4Z) or whichever controller is controlling Newark Tower top down.

Note 3: Newark Tower will assign departure headings to helicopters with their takeoff clearance.

FLIGHT FOLLOWING PHRASEOLOGY-

CLEARED THROUGH (THE NEW YORK) BRAVO AIRSPACE VIA (departure instructions), MAINTAIN (altitude), DEPARTURE FREQUENCY (frequency), SQUAWK (code).

NO FLIGHT FOLLOWING PHRASEOLOGY-

CLEARED OUT OF (THE NEW YORK) BRAVO AIRSPACE VIA (departure instructions), MAINTAIN VFR AT OR BELOW (altitude), DEPARTURE FREQUENCY (frequency), SQUAWK (code).

Skyline Route

When a VFR aircraft will be departing EWR to enter the Skyline Route, the aircraft will be cleared with similar phraseology as above, except the controller will omit an initial altitude.

"(Callsign), Newark Clearance Delivery, cleared through Bravo airspace via radar vectors Skyline Route (Northbound/Southbound), departure frequency 127.850, squawk ____."

Example:

(Pilot) Newark Clearance Delivery, Skyhawk 172FW is at the GA Ramp and we'd like the Skyline Route Northbound with Alpha.

(ATC) Skyhawk 172FW, Newark Clearance Delivery, cleared through Bravo Airspace via radar vectors Skyline Route Northbound, departure frequency 127.850, squawk 0301.

(Pilot) Cleared into the Bravo via radar vectors for the Skyline Route Northbound, departure is on 127.85, and we'll squawk 0301 for Skyhawk 2FW.

(ATC) Skyhawk 2FW, readback correct, contact Ground on 121.800 when ready for taxi.

(Pilot) Ground .8, 2FW, we'll see ya!

Introduction

Linden (LDJ) is a non-towered airport in close proximity to Newark. Since it is a non-towered airport, the Clearance Delivery position at Newark issues IFR clearances to aircraft departing Linden, using the same exits as other Newark satellites. When checking the PRD for routes, first use KTEB as the departure airport, then if there is nothing, try KEWR. The following sections detail how to handle these aircraft.

Initial Contact

When an aircraft calls for an IFR clearance out of LDJ, ensure you do the following:

Ask the aircraft their requested runway for departure
Say the clearance is on request and to standby (As long as the clearance still needs to be looked over and/or some coordination still needs to take place)
- If the pilot requests departure of Runway 9, you must request a direction of turn from EWR DEP

The Clearance

Once you have checked the clearance as you would for any aircraft out of TEB/EWR and coordinated with EWR DEP as needed, advise the aircraft their clearance is ready
- Like other EWR Satellites, all aircraft filing for GREKI, MERIT, BAYYS, CMK, or BDR should be re-routed via BREZY V39 CMK direct to the exit point then as filed. For aircraft without charts, just use BREZY direct CMK direct exit point.
Give the clearance as usual, except instead of the EWR4 departure, the aircraft will be given this as instructions for departure and to hold for release at the end:
"Cleared to ______, via enter controlled airspace heading 290, radar vectors (exit fix) (route). Maintain 2,000' … Hold for release."
- When Runway 9 is requested use the following phraseology depending on if a left or right turn was given by EWR DEP
  "Cleared to ______, via enter controlled airspace turn (left/right) heading 290, radar vectors (exit fix) (route). Maintain 2,000' … Hold for release."
Assuming the readback is correct, advise the pilot this, ask them to advise number one ready for departure, and change them to advisory frequency

Coordinating a Release

Once the aircraft is number one and ready for departure, advise them to standby
Request a release from EWR DEP with the runway and direction of turn (if needed)
- If able, EWR DEP will give a release and a time the pilot needs to be off by. For example "_____ is released for departure, he needs to be off in 5 minutes" or "______ is released for departure, he needs to be off by (XXXX) Zulu."
- If traffic deems the aircraft may not be released, EWR DEP will give an approximate time for delay. For example "I can't release him yet, I won't be able to get him out for another 15 minutes or so."

Releasing the Aircraft

Due to the proximity of Linden to the arrival and departure flows to and from Newark, it is practically impossible to advise the pilot of a specific departure time and leave it to the pilot to depart. Because of this, there is a very small window to get them airborne and will often occur during breaks in traffic into and out of Newark.
If the aircraft is not released, then inform him of such, and do not release the aircraft:
"Hold for release, expect XX minute departure delay."
If the aircraft is released, advise them of their release time and any instructions/changes with the release, including their approved runway for departure:
"(Callsign), released for departure off Runway (9/27) at Linden, clearance void if not off by (XXXX) Zulu (or if not off in _ minutes), time now (YYYY) Zulu. If not off by (XXXX) Zulu (or if not off in _ minutes), advise this frequency of intentions. Contact Departure on 119.2 when airborne. Change to advisory frequency approved."
- XXXX and YYYY in the example above are times in UTC. They are pronounced digit by digit; XXXX is the clearance void time and YYYY is the current time. For example: ... clearance void if not off by one six three zero Zulu, time now one six zero zero Zulu ...

       A Sample Departure
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Ground Control

Gate	Exit Fixes
North	COATE, NEION, HAAYS, GAYEL, SAX
East	GREKI, MERIT, BAYYS, BDR
West	NEWEL, ELIOT, ZIMMZ, PARKE, LANNA, BIGGY, SBJ
South	WHITE, DIXIE, SHIPP, WAVEY

Departure sequencing

Aircraft should be sequenced to depart in the following order:

By alternating gate group;
If not the above, then by alternating exit.
If not the above, then by aircraft type largest to smallest.

Intersection Departures and Usable Runway Lengths

Configuration		Primary departure point
Depart	Land	Primary departure point
22R	22L	22R @ W (10,150')
22R	29	22R @ Y (9,850')
4L	Any	Full length

Newark Ground must use intersection W for all departures from runway 22R, when EWR lands runway 22L. Full length can be used only if requested for performance or operational necessity.
Newark Ground must use intersection Y for all departures from runway 22R, when EWR lands runway 29. Full length can be used only if requested for performance or operational necessity. Runway 22R at W can be used while landing runway 29 so long as jet blast advisories are issued and departures are staggered as to not interfere with runway 29 arrival traffic.
Newark Ground must issue FULL LENGTH runway 4L for all departures when EWR departs runway 4L. Intersections can be used only if requested or for operational necessity.
Since departures can come from taxiways Alpha or Bravo, the sequencing for intersection departures is a bit more involved as it will require Ground Control to properly push flight strips to the tower controller in the correct order.
Departures should be issued taxi instructions using the hold method at all times, with the final hold point being short of the departure intersection.
PHRASEOLOGY
Runway Two Two Right at Whiskey, taxi left on Bravo, Romeo, hold short of Whiskey

For intersection departures, state the usable runway length on pilot request. Below is a list of usable runway lengths from common intersections. If the numbers are not divisible by 50, you must round them down to the nearest 50 feet before providing the information to the pilot.
PHRASEOLOGY
Runway Two Two Right at Whiskey, taxi via left on Bravo, hold short of Foxtrot. Runway Two Two Right at Whiskey intersection departure, one-zero thousand one hundred fifty feet available.

4L	4R	11	22R	22L	29
AA (11,000')	P1 (10,000')	W/Z1 (6,700')	Z (11,000')	Z (10,000')	Z (6,500')
BB (10,550')	V (9,000')	W2 (5,500')	11/29 (10,600')	11/29 (9,600')	4R/22L (6,000')
CC (10,050')	N (7,700')	U (4,700')	W (10,150')	W (8,950')	P (5,400')
V (9,150')	P2 (6,650')	T (3,800')	Y (9,850')	M (8,150')	4L/22R (4,950')
N (8,400')	E (5,750')	S (3,000')	M (9,500')	P4 (7,200')	R (4,500')
B4 (7,650')	G (5,150')	Q (2,650')	L (9,000')	K (7,150')	Q (4,050')
C (7,150')	J (4,600')	R (2,250')	K (8,500')	P3 (6,250')	S (3,700')
E (6,450')	P3 (3,700')	4L/22R (1,700')	B1 (8,200')	J (5,400')	T (2,850')
B3 (5,900')	K (2,800')	P (1,300')	J (7,700')	G (4,800')	U (2,000')
G (4,850')	P4 (2,700')	4R/22L (700')	B2 (6,900')	E (4,200')	W2 (1,000')
B2 (4,050')	M (1,800')		G (6,150')	P2 (3,300')
J (3,300')	W (1,000')		B3 (5,050')	N (2,250')
B1 (2,750')	11/29 (350')		E (4,500')	V (950')
K (2,450')			C (3,800')
L (1,950')			B4 (3,300')
M (1,450')			N (2,550')
Y (1,100')			V (1,800')
W (800')			CC (900')
11/29 (350')			BB (450')

Aircraft movement

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

       Terminal Map
       [Show]

Taxiway Restrictions

Do not use taxiway "R" for the crossing of wide-body aircraft for a Runway 22R at "Z" departure when RWY 11/29 is open. These aircraft must use taxiway "Q" or another taxiway further west.
A340, B747, and B777 are unable to taxi/tow on taxiway "Z" between taxiways "Z2" and "Z4"
B747-800s are unable to taxi on:
- Taxiway "A" between "S" and "RK" and all associated ramp exits between taxiways "A" and "B"
- Taxiway "P" between taxiways "V" and "P1"
- Taxiway "B" between taxiways "UP" and "RB"
- Taxiway "RB" between taxiways "B" and "PA"
- Taxiway "Z" west of taxiway "S" extending to Runway 11/29
- Taxiway "EE" south of taxiway "M" extending to Runway 22L/4R
- Taxiway "R" between taxiway "W" and Runway 11/29

       Aircraft Movement Chart
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       Suggested Terminal Parking Guide
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Local Control

Releases

Releases from Newark are automatic unless N90 requests individual releases.

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

Radar

Newark ATCT is equipped with a Remote ARTS Color Display (RACD) and is LRAC (Limited Radar Approach Control) certified.
Departing IFR aircraft will be radar identified by the TRACON.
VFR aircraft on the SVD (flight following and all jets) will be radar identified by the TRACON.
All other VFR aircraft will be radar identified by the EWR 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 EWR 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.

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

Parallel runway operations

During overflow operations, Newark can land simultaneously on runways 4L and 4R. Refer to TRACON section of this SOP for further information.
Runways 4L and 4R are 950' apart, therefore, these parallel runways are considered the same runway, as far as wake turbulence is concerned. Further information on same runway separation is available at FAA Order JO 7110.65 § 3-9-6.

Intersecting runway operations

Newark Tower can land runway 22L and runway 11 simultaneously. Separation over the intersection will be provided by TRACON initially, but monitored and adjusted by Tower as necessary using S-turns and speed control.
Newark Tower can land runway 4R and runway 11 simultaneously so long as runway 4R arrivals land and hold short of runway 11.
Simultaneous operations can be conducted on Runway 22R at Taxiway Whiskey and Runway 29 provided that the aircraft on Runway 22R is not a heavy jet.
When circling from runway 4R to runway 29, the BRIDGE VISUAL approach should be used.
When circling from runway 22L to runway 29, the STADIUM VISUAL approach should be used.
Simultaneous arrival to runways 29 and 4R is permitted provided that:
- A runway 29 arrival must be through the intersection of runway 4R prior to the runway 4R arrival reaching a point no closer than 5,000 feet from the intersection of both runways
- Weather conditions must be a ceiling at or above 2,500 feet and visibility greater than four (4) miles
Ensure that large turbojet aircraft and heavy jets commence takeoff roll from either runway 22R full length or from taxiway W prior to a runway 29 arrival reaching a one (1) mile final.

Line Up and Wait Operations (LUAW)

Only one aircraft may LUAW at a time

An aircraft can be issued a LUAW instruction after an aircraft has been issued a landing clearance as long as the weather is not less than a ceiling of 800 ft or visibility less than 2 miles

This is assuming EWR is either in a one-runway configuration or using a departure-only runway for an arrival.

Land And Hold Short Operations (LAHSO)

LAHSO may be conducted as long as these conditions are met:

At least 3 miles visibility
At least 1,000' ceiling
No wind shear has been reported
An announcement shall be made in the ATIS (Example: "LAHSO in effect")

LAHSO may be conducted with these configurations:

Land runway 4R, hold short of Runway 11 for a Runway 11 arrival. Available landing distance (ALD) 8,100 feet.
Land runway 4R, hold short Runway 29 for Runway 29 departure. ALD 8,100 feet.
Land runway 4L, hold short of Runway 11 for a Runway 11 arrival. ALD 7,750 feet.
Land runway 4L, hold short of runway 29 for a Runway 29 departure. ALD 7,750 feet.
Land runway 11, hold short of runway 4R for a Runway 4R arrival. ALD 5,700 feet.
Land runway 11, hold short of runway 22L for a Runway 22L departure. ALD 5,700 feet.

       LAHSO Operations by Aircraft Type
       [Show]

Runway Selection

Wind Speed	Direction	Configuration
Wind Speed	Direction	Depart	Land
0-4	Any	22R @ W	22L
5-15	130-309	22R @ W	22L
5-15	310-129	4L	4R
+15	130-269	22R @ W	22L
	270-309	22R @ Y	22L circle 29
	310-329	4L	4R circle 29
	330-129	4L	4R
Any	*Regardless of the wind speed or direction, when the ceiling is less than 200' or the RVR is less than 1,800' then switch to the 4's. This situation is normally recognized by an RVR value in the METAR, or for the valid runway in the real-time RVR table.

Overflow Procedures

The use of the ILS Runway 11 or RNAV (GPS) X Runway 29 approaches are only allowed with the TMU's approval.

N90 Interaction Chart

JFK	LGA	EWR
ILS 13L for winds or weather	ILS 13 due to airspace constraints (or RNAV 13 with TMU approval) Runway 13 departures must fly runway heading (Flushing climb).	On SW flow, TEB may do VOR/DME runway 24
ILS 13L for winds or weather		On NE flow, TEB departures maintain 1,700'. EWR departures fly runway heading to 4 DME.
Any approach to runway 4L/R or VOR 22L	Runway 13 departures: Whitestone and Coney climbs	EWR departing runway 22L/R: Owns 6,000’ to SUL
Any approach to runway 4L/R or VOR 22L	Maspeth climb	Climbs 1 1/2 nm from SUL
ILS 22L/R Owns Belmont airspace 3,000’ and below	ILS 22 required if departing runway 13. Flushing climb: Props only Maspeth and Coney climbs: All types If on runway 4, can not depart runway 13.	Climbs 1 1/2 nm from SUL
Must be on runway 31L/R if:	LOC 31	Climbs 1 1/2 nm from SUL
	Runway 4, Expressway 31, River 13	Climbs 3 nm from SUL
	Must be using LOC 31 if:	EWR is utilizing RNAV (GPS) X RWY 29 for overflow arrivals. TEB utilizes RNAV (GPS) X RWY 6.

Departure Headings

Runway	Heading
4L/R	060
11	060
22L/R	190
29	265

Select the departure heading based on the table on the right, only if the aircraft is not on a Departure Procedure. Otherwise, just clear the aircraft for takeoff as usual and ensure they fly the departure.

For runway 22R/L departures, issuing heading 190. As soon as the departure is established on the 190 heading, issue heading 220 and instruct the aircraft to contact departure.
- If the pilot fails to comply with the initial 190 heading, runway heading is acceptable.
- Prior to releasing subsequent runway 22R departures, Newark Tower must observe aircraft turning in the correct direction.
For runway 4L/R or 11 departures, issue heading 060. As soon as the departure is established on the 060 heading (leaving approximately 1,500'-2,000'), issue left turn heading 290 and instruct the aircraft to contact departure.
- If the pilot fails to comply with the initial 060 heading on runway 4L/R, runway heading is acceptable. Once TEB runway 6 arrival traffic is no factor, issue left turn heading 290 and instruct the aircraft to contact departure.
- If the pilot fails to comply with the initial 060 heading on runway 11, you must instruct the aircraft to turn left heading 060 in order to not conflict with LGA aircraft
- Prior to releasing subsequent runway 4L departures, Newark Tower must observe aircraft turning in the correct direction.
- Exception: for East Gates departures, leave the departure on heading 060 and handoff immediately to Departure Control.
Special procedures when LGA is using ILS runway 13:
- When LGA is using the ILS approach to runway 13, runway 4L and 11 departures must be assigned the following climb procedure:
  "Fly heading 040, at 4 DME turn left heading 290. Maintain 2,000'."
- If the pilot is unable to comply with this procedure, which will most likely be the case, Newark Tower must issue radar vectors to emulate this procedure. The 290 heading can be issued prior to 4 DME so long as traffic is no factor. Hand off to Departure Control after the 290 heading has been issued.

For aircraft both on a Departure Procedure and not

If EWR_DEP is offline and not covered by any controller and LGA_DEP is online or covered by any controller and there is a departure going to an East Gate, SHIPP, or WAVEY:
- Departing RWY 4L/4R: At around 4 DME or leaving approximately 1,500'-2,000', advise the aircraft to turn left heading 040 and to contact departure (LGA_DEP)
- Departing RWY 22L/22R: Once established on the 190 heading, instruct the aircraft to turn right heading 040 and to contact departure (LGA_DEP)
  - Ensure the aircraft makes a right turn either by giving an intermediate heading or by stressing the right turn, and seeing the aircraft turning right
- Departing RWY 11: At around 4 DME or leaving approximately 1,500'-2,000', advise the aircraft to turn left heading 040 and to contact departure (LGA_DEP)
- Departing RWY 29: Once established on the 265 heading, instruct the aircraft to turn right heading 060 and to contact departure (LGA_DEP)

Missed Approach

Runway	Heading	Altitude
4R	060	2,500'
11	Departing 4L or 11: 060	2,500'
11	Departing 22R: 220	2,500'
22L	190	2,500'
29	Runway heading	3,000'

Missed approaches or go-arounds must fly runway heading or track the localizer until reaching the departure end of the runway, then be issued a heading in accordance with the table unless the controller determines that it would be advantageous to delay or initiate a turn early.
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.
In order to prevent increased workload on the TRACON, consider issuing missed approaches or go-arounds speed restrictions in accordance with FAA Order JO 7110.65 § 4-8-9.
Coordinate with TRACON as soon as possible and hand off when Local Control traffic is not a factor.
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 TRACON frequency.
When a runway 22L missed approach is simultaneous to a runway 22R departure, the departure's heading should be amended to runway heading.
When a runway 4R missed approach is simultaneous to a runway 4L departure, the departure's heading should be amended to runway heading.

VFR Procedures

Departures

All departures whose destination is LGA, JFK, TEB, CDW, MMU, HPN, FRG, or ISP ("New York Metros") should remain on the ground until an Approval Request (APREQ) is sent to and approved by the destination Tower, indicating they are able to accept the aircraft into their airspace.

Aircraft departing EWR without flight following should end up on about a 240° heading towards LDJ. Depending on the departing runway, Newark Tower should give radar vectors to ensure the aircraft is clear of any local traffic, including potential TEB ILS 6 arrivals, before issuing the 240° heading.

Aircraft departing EWR that will join the Skyline Route should be given a vector towards the east (within Tower's airspace) as well as an altitude (since we did not give them an altitude to expect in their clearance).

- In lieu of a heading, controllers may opt to issue an instruction to join the Skyline route to expedite the departure out of the airspace (traffic permitting)

"... Fly heading ___, maintain VFR at (1500/2000) ... or ... Proceed direct (a landmark), join the skyline route (Northbound/Southbound), maintain VFR at (1500/2000) ..."

Example 1:

(Pilot) Tower, Skyhawk 172FW is ready to go runway 4L.

(ATC) Skyhawk 172FW, Newark Tower, turn right heading 120, maintain VFR at 2000, wind 030 at 8, runway 4L, cleared for takeoff!

(Pilot) Alrighty, heading 120 on departure, we'll maintain VFR at 2000, and we're cleared for takeoff runway 4L, Skyhawk 2FW.

Once the Skyhawk is established on the heading and traffic permitting:

(ATC) Skyhawk 2FW, proceed direct the statue, join the Skyline Route Northbound

(Pilot) Direct the statue for the Skyline to the North, 2FW.

Example 2:

(Pilot) Tower, Piper 9020S is ready to go runway 11.

(ATC) Piper 9020S, Newark Tower, proceed direct the statue, join the Skyline Route Northbound, maintain VFR at 2000, wind 090 at 8, runway 11, cleared for takeoff!

(Pilot) Awesome, direct the statue to join the Skyline Northbound, we'll maintain VFR at 2000, and we're cleared for takeoff runway 11, Piper 20S.

Over-flights and Runway 11/29 Arrivals

Vector the over-flights as shown in the diagram below.
No over-flights are permitted when circle to land operations are in effect.

Pattern Work

All runways at EWR have left traffic patterns.
Helicopters should be at 500', props at 1,000', and jets at 1,500'. Adjust these altitudes when necessary to avoid over-flights or normal IFR traffic flow.

New York Special Flight Rules Area (SFRA)

Floor of New York Class B airspace above the Hudson and East Rivers is 1,300'. EWR Tower owns 1,301'-2,000', but standard altitudes to transition the Bravo on the Skyline Route are 1,500' and 2,000'.
Aircraft transiting the entire length of the Hudson River Class B Exclusion Zone (transient operations) will operate between 1,000'-1,300'.
Aircraft within the Hudson River Exclusion Zone that are conducting sightseeing, electronic news gathering, law enforcement, landing, etc. (local operations) will operate below 1,000'.
Expect aircraft to fly along the west shoreline of the Hudson River when southbound and along the east shoreline of the Hudson River when northbound (i.e., staying to the right).

Skyline Route

The Skyline Route is a VFR Transition Route that lies above the Hudson River between the Verrazzano Bridge and the Alpine Tower. Operations in the Skyline Route require a Class Bravo clearance from ATC. Aircraft requesting this route should be handled as follows:

Northbound Aircraft: Will contact EWR ATCT prior to the Verrazzano Bridge, should be cleared into the CBA at 1,500'/2,000', and will fly along the east bank of the Hudson River until the Alpine Tower.
Southbound Aircraft: Will contact LGA ATCT prior to the Alpine Tower, should be cleared into the CBA at 1,500'/2000', and will fly along the west bank of the Hudson River until the Verrazzano Bridge.
- LGA ATCT will handoff to EWR ATCT around the Lincoln Tunnel. If LGA ATCT is offline, aircraft will contact EWR ATCT prior to the Lincoln Tunnel, should be cleared into the CBA at 1,500'/2,000', and will fly along the east bank of the Hudson River until the Alpine Tower.

SFRA/Skyline airspace delegation

SFRA/Skyline flow

Airspace Delegation

Local Jurisdiction

Local (4Z) controls all local traffic who are landing or departing Newark Airport, as well as CBA's traffic when CBA is not staffed
Local shall transfer all VFR departures not on a SVD to CBA once clear of local traffic.
Class Bravo Airspace (4B), also known as CBA, controls all other traffic
- CBA shall transfer all fixed wing aircraft landing at Newark Airport to Local, at least 5 nm from the airport
- CBA shall transfer all helicopters landing at Newark Airport to Local, at least 3 nm from the airport
- CBA shall retain control of all other aircraft within 4 nm of EWR airport but must coordinate these aircraft with Local until:
  - IFR Cancellation (outside of Bravo Airspace); or
  - Leaving the Bravo Airspace; or
  - Landing assured

Airspace Delegated from N90

TRACON

General Information

Callsign

When EWR APP is combined (i.e. Yardley is the only EWR approach controller) the callsign should be EWR_P_APP
Whenever a controller handles a departure, they must use the radio name "Newark Departure" when referring to themselves on frequency.
Whenever a controller handles an arrival or enroute traffic, they must use the radio name "Newark 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.

Point Outs: When using an automated point out, verbal (or textual) approval must be obtained before an aircraft may enter another controller's airspace. An automated point out not accompanied by a verbal or textual description does NOT constitute a valid point out.

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

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'.
- Clear the scratchpad.
- 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

General Arrival Procedures

Coordinate each visual approach, verbally or via scratchpad entry.
1. Use "VAA" in scratchpad for an arrival that has been cleared for a visual approach to the airport
2. Use "VAP" in scratchpad for and aircraft following traffic to the airport.
Separation between arrivals may be reduced to 2.5 NM in-trail on the final approach course within 10 NM.
Inform Newark Tower of the first or last arrival when a runway change is requested.
Obtain approval from Newark Tower for use of a secondary arrival runway. Indicate the landing runway in the scratchpad.
Provide automated handoff to Newark Tower (4Z) for any arrivals not using the primary runway.
The designated point of transfer of communications and control of IFR/VFR arrivals to Newark tower is 8NM from EWR airport.

Parallel Runway Arrivals

When conducting parallel visual approaches to RWYs 4R/4L, apply the following procedures:
1. Heavy jets will be sequenced to RWY 4R. Normally, this traffic will be 1,000' below traffic landing RWY 4L.
2. Do not allow a larger weight class type aircraft to overtake a smaller weight class type aircraft on final.
3. Final Vector 4 will enter "R4L" in the scratchpad to notify EWR TWR which aircraft are sequenced for that runway.
4. In the event that RWY 4L traffic cannot apply visual separation from RWY 4R aircraft, FV4 will climb the aircraft on RWY 4L to 4,000', heading 040 degrees and advise EWR TWR to stop departures until advised to resume.

Circle to Land 29

Circling to runway 29 must be conducted in VMC conditions. Circle-to-land operation must be conducted via the STADIUM VISUAL approach or the BRIDGE VISUAL approach only (see above). Note that because these are visual approaches, you must first establish that the pilot has the airport (or another charted obstacle) in sight. For example:

"United 123, Teterboro airport is at 12 o'clock, 6 miles, report in sight."

Once the pilot confirms the visual, you can issue clearance for charted visual approach, such as:

"United 123, proceed direct Teterboro, cross Teterboro at 3,000', cleared STADIUM VISUAL runway 29 approach."

Use of Runway 11 for Overflow Operations

At the TMU's discretion, Runways 11 and 22L may be used for arrivals in conjunction with the use of CRDA in event of an arrival heavy flow. This configuration may not be used solely on the basis of weather and must be approved by the TMU.
METRO has sequence authority for all EWR Runway 11 overflow arrivals
The CRDA airspace will be given to METRO from EWR Departure and is outlined below the typical METRO airspace delegation on the Southwest flow.
ARD will handoff EWR Runway 11 traffic at or descending to 5,000'
Unless otherwise coordinated, EWR Runway 11 will be used only for arrivals from ARD and RBV areas
A Description of Converging Runway Display Aid (CRDA)
1. The CRDA is an automation tool available for CRC users ONLY that allows air traffic controllers to precisely establish and maintain a stagger distance between two aircraft approaching on different runways. The basic function of CRDA is to project position information of an aircraft approaching one runway onto the final approach course of the other runway of the pair known as "ghost" targets.
  - Common Point. Point of intersection of converging approaches. The common point is the runway intersection when runways intersect and the point of the extended centerlines when the runways do not intersect. This is the common point or points used by the CRDA software to project the ghost target. The distance from the actual aircraft to the common point is equal to the distance from the common point to the ghost target depiction on the converging runway.
  - Ghost Target. An image of an aircraft depicted at a position other than the actual location of the aircraft. The ghost target and the actual target are equidistant from a common point.
  - Stagger Mode. The distance between a real track and the runway is the same as the distance between the corresponding ghost track and the other "converging" runway.
  - Tie Mode. The ghost track is positioned using the same distance as "stagger mode" plus an adapted offset distance. (0-10 NM).
2. The following runway pair configurations can be used for simultaneous arrival only when CRDA is in use by the approach controller:
  - Runway 22L / Runway 11 (No offset provided, Stagger Mode suggested)
3. Optimally, aircraft landing Runway 11 should be on top of or up to 1/2 mile behind the ghost target of the aircraft landing Runway 22L.
4. The procedures in this Order must only be used during VFR weather conditions. These procedures do not relieve controllers of the responsibility to apply standard separation as prescribed by JO 7110.65.
If an aircraft requests an approach into Runway 11 and overflow operations are not in use, this request may be granted as long as proper coordination ensues with all affected controllers

Use of Runway 29 for Overflow Operations

At the TMU's discretion, Runways 29 and 4R may be used for arrivals in conjunction in event of an arrival heavy flow. This configuration may not be used solely on the basis of weather and must be approved by the TMU.
EWR shall use the ILS Runway 4R approach and the RNAV (GPS) X Runway 29 approach as an overflow runway. RNAV (GPS) X Runway 29 approach may only be used when Runway 29 is being used for overflow.
EWR TWR will be given RNAV (GPS) X Runway 29 approach airspace from EMPYR, shown below the EWR TWR and NFI airspace delegations
While EWR is utilizing the RNAV (GPS) X Runway 29 approach, TEB must use the RNAV (GPS) X Runway 6 approach and LGA must use the LOC Runway 31 approach
When utilizing the RNAV (GPS) X Runway 29 approach, ARD will normally assign aircraft from ARD and/or RBV the RNAV (GPS) X Runway 29 approach. Aircraft must be fed to NFI at 5,000' with a scratchpad of "R29" in sequence with Runway 4R traffic.
The designated point of transfer of communication and control for aircraft on the RNAV (GPS) X Runway 29 approach to EWR TWR is ZIAAA at 180kts
If an aircraft requests the RNAV (GPS) X Runway 29 approach and overflow operations are not in use, this request may be granted as long as proper coordination ensues with all affected controllers

Noise Abatement

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

General (in effect 24 hrs a day):
1. During periods of light traffic or whenever the opportunity presents, use the following Community Environmental Guidelines:
  1. Maximize the use of random vectors in lieu of established ground tracks.
  2. Retain arrival aircraft at higher altitudes as long as feasible.
  3. Coordinate with other controllers to issue higher altitudes to departures earlier than normal.
2. Arrival:
  1. Ensure turbojet aircraft conducting uncharted visual approaches are vectored so as to intercept the final approach course outside the respective outer markers, and are instructed to maintain at or above 2,000 until on final.
  2. Vector arrivals so as to avoid overflying the BWZ VOR and maintain 7,000 until abeam the VOR.
  3. The Rt. 80 Visual Approach to Morristown RWY 23 is the preferred noise abatement approach.
3. Departure:
  1. RWY 22L/R
    1. Ensure jet departures follow EWR SID's except when necessary to vector because of traffic or weather.
    2. Vector props at or above 1,500.
    3. When operationally feasible, vector North and East jets inside of LDJ. This turn may be made prior to 2,000 if other departure traffic, traffic landing RWY 11, or traffic released off RWY 29 is not a factor.
    4. When operationally feasible, turn ELIOT departures northwest bound (i.e. 310 heading) at or after LDJ.
  2. RWY 4L/R
    1. Ensure jet departures follow the EWR SID and vector at or above 2,000.
    2. Vector props at or above 1,500.
Additional procedures for the midnight shift (2300-0700 Local):
1. PENNS Arrivals will be cleared by ZNY to maintain 9,000 and should not be cleared below that altitude until at least abeam the BWZ VOR.
2. Departures
  1. RWYs 22L/R
    1. ZIMMZ/NEWEL/ELIOT departures must transition the SBJ Gate, climbing to 11,000.
    2. Turn WEST jet departures between 5 and 8 DME.
  2. RWY's 4L/R
    1. Vector departures at or above 2,500.
  3. Non-standard turns off EWR are not permitted unless traffic, weather, or equipment difficulties exist. If the pilot requests one, inform him/her that it is not a noise abatement approved procedure.
    1. Example: No right turns for RWY 4L/R southbound departures or left turns for RWY 22L/R eastbound departures.
  4. Teterboro
    1. Approve a departure climb off RWY's 19 and 24 to 3,000' whenever arrival traffic is not a factor. This approval may be given for each aircraft at the time of departure roll, a series of aircraft, or a specified time frame. Advised TEB Tower to amend the TEB# SID to read "except maintain 3,000'".
    2. When departing RWY's 1 and 6, and LGA is not using ILS 13, approve a departure climb to 3,000'. This approval may be given for each aircraft at the time of departure roll, a series of aircraft, or a specified time frame. Advised TEB Tower to amend the IFR clearance to read "maintain 3,000'".
    3. RWY 19/24 arrivals on visual approach should follow the normal flight path, overhead the airport for left traffic.

Satellite Departures

Departures from Non-towered Fields

Airport	Route
N07	Heading 180 … maintain 2,000.
LDJ	Heading 290 … maintain 2,000.
39N (primary)	PRINC# departure then radar vectors to … maintain 2,000.
39N (alternate), 47N, N51, SMQ	Direct SBJ then radar vectors to … maintain 2,000.
FWN, 4N1	Direct SAX then radar vectors to … maintain 3,000.
12N, 13N, N05	Direct BWZ then radar vectors to … maintain 3,000.

Pilots should be issued altitudes as indicated in the table on the right, and must be advised to expect requested/assigned altitude 10 minutes after departure.

Satellite Departure Control

When working departures out of minor airports, merge with traffic with EWR and/or TEB traffic
1. LIB West departures should utilize the most expeditious gate, traffic and weather permitting. If traffic levels are high and the West and/or SBJ Gates are saturated with EWR traffic, all satellite departures should utilize the Satellite Gate
MUGZY has control responsibility for the following airports: TEB, CDW, MMU, N07, 4N1
1. Unless otherwise coordinated:
  1. On the NE flow, MUGZY will release airspace around CDW to EWR Departure
  2. EWR Departure will have control for departures out of TEB, CDW, N07, and MMU
  3. EWR Departure shall cover TWR services and below for TEB, CDW, and/or MMU when the respective TWR is offline
  4. EWR Departure will point out all departures out of CDW, N07, and MMU to MUGZY with the following exceptions:
    1. On a SW flow, MMU RWY 23 releases are not required from MUGZY
    2. When CRDA is in use, request release of MMU RWY 23 departures from METRO
2. On a NE flow, EWR Departure must point out runway 29 departures to MUGZY
3. MUGZY has sequence authority for all EWR overflow runways on a northeast flow
4. MUGZY shall instruct Lincoln Park (N07) arrivals to contact CDW TWR to cancel IFR
METRO has control responsibility for the following airports: N05, SMQ, N51, 47N, 39N
1. On a northeast flow, Central Jersey Regional arrivals must be coordinated with MUGZY
2. METRO has sequence authority for all EWR overflow runways on a southwest flow
3. Assign the PRINC# (Princeton #) SID to 39N departures when practical
4. On a SW flow, METRO has sequence authority for IFR LDJ arrivals. METRO shall point out these aircraft to EWR Departure and EWR TWR and advise them of IFR cancellation, landing, or missed approach
5. On a NE flow, Final Vector 4 has sequence authority for IFR LDJ arrivals. Final Vector 4 shall point out an IFR LDG arrival to EWR TWR and MUGZY and advise them of IFR cancellation, landing, or missed approach
ZEEBO has control responsibility for the following airports: 12N, 13N, N05, FWN, 1N7.
1. Obtain a block of airspace 3,000' and below at or west of STW for an approach to 12N or the VOR RWY 25 approach to Blairstown (1N7), as per the N90/ABE LOA. Blairstown departures are handled by Allentown TRACON.
2. Point out Sussex approaches to MUGZY.

Departure Chart

From	Through	To	Route	Altitude	Hand-off	Frequency	Type
Departures through N90
EWR 4		LGA	Hdg 110º - 140º between EWR & Rwy 4 FAF	50	1D (EMPYR)	127.3	All
EWR 22		LGA	Hdg 090º - 130º between Rwy 4 FAF & 10 DME	40	1D (EMPYR)	127.3	All
EWRN/EWRS		LGA	Hdg 110º - 140º between EWR & Rwy 4 FAF	50	1D (EMPYR)	127.3	All
EWR/EWRN/EWRS		HPN/DXR	BREZY	30	1Y (NYACK)	120.55	All
*EWR 4/22/29, EWRN/EWRS**	LGAN	JFK/FRG/ISP	BREZY	60	1Y (NYACK)	120.55	All
EWR/EWRN/EWRS	LIBH	SWF	SAX R-022 MANEE	40	5H (Catskill)	132.75	All
EWR/EWRN/EWRS	LIBH	SWF Sats	SAX V213 HELON	40	5H (Catskill)	132.75	All
EWR 4	LGA	LIBE	East Gate (100º - 150º) Hdg 040º	50	1L (LGA Departure)	120.4	Jets
EWR 22	LGA	LIBE	Hdg 040º	60	1L (LGA Departure)	120.4	Jets
EWR 29	LGA	LIBE	Hdg 060º	60	1L (LGA Departure)	120.4	Jets
EWR	LGAN	LIBE	IGN R-217 BREZY V39	60	1Y (NYACK)	120.55	Props
EWRN/EWRS	LGAN	LIBE	IGN R-217 BREZY V39	60	1Y (NYACK)	120.55	All
EWRN/EWRS	LGAN	LIBE	IGN R-219 V39	70	1Y (NYACK)	120.55	Jets/HPTP
EWR 4		LIBW	NEWEL/ZIMMZ/ELIOT/PARKE/LANNA/BIGGY via EWR Gate (250º -270º)	100	5W (Liberty West)	120.85	All
EWR 22		LIBW	ZIMMZ/ELIOT/NEWEL via EWR Gate (280º - 300º)	100	5W (Liberty West)	120.85	Jets
EWR 22		LIBW	PARKE/LANNA/BIGGY via SBJ Gate (280º - 290º)	110	5W (Liberty West)	120.85	Jets
EWR 22		LIBW	NEWEL/ZIMMZ/ELIOT/PARKE/LANNA/BIGGY via EWR Gate (280º - 300º)	100	5W (Liberty West)	120.85	Props
EWR 29		LIBW	NEWEL/ZIMMZ/ELIOT via EWR Gate (270º - 300º)	100	5W (Liberty West)	120.85	Jets
EWR 29		LIBW	NEWEL/ZIMMZ/ELIOT via EWR Gate (270º - 330º)	100	5W (Liberty West)	120.85	Props
EWR 29		LIBW	PARKE/LANNA/BIGGY via SBJ Gate (280º - 290º)	110	5W (Liberty West)	120.85	Jets
EWR 29		LIBW	PARKE/LANNA/BIGGY via SAT Gate (270º - 330º)	100	5W (Liberty West)	120.85	Props
EWR/EWRN/EWRS		LIBS	DIXIE/WHITE via ELVAE/COL R-350	50/60	5S (Liberty South)	124.75	All
EWR/EWRN/EWRS		LIBN	GAYEL/HAAYS/NEION/COATE via North Gate (330º - 360º)	90/100	5T (Liberty North)	118.17	All
Departures through ZNY
EWR		ZNY	SBJ V30 LANNA	90	C92 (ZNY Pottstown)	124.625	All
Departures through other TRACONs
EWR		ABE	BWZ or SBJ	40	Δ41D	124.45	All
EWR	ABE		SBJ V6/V30 ETX	40/60/80	Δ41D	124.45	All
EWR		PHLN	SBJ ARD	40	Δ21Y	123.8	All
EWR		WRI	COL R-350	20	Δ51Y	126.475	All

Area Airport List

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

Arrival Chart

From	Through	To	Route	Altitude	Hand-off	Frequency	Type
Departures through N90
LGA/HPN/BDL/PVD	LGAN	EWR/EWRN/EWRS	EWR Arrival Gate (270º - 310º) or Vector SAX V623	40/50	4S (ZEEBO)	123.77	All
N90 Airports	LGAN	EWR/EWRN/EWRS	CMK R-275 SAX R-039	40/50	4S (ZEEBO)	123.77	All
N90 Airports	LIBN	ABE/PHL	SAX V249 SBJ	80	4H (METRO)	132.8	All
LIBH		EWR/EWRN/EWRS	HUO V489 COATE	50	4S (ZEEBO)	123.77	All
ZBW		EWR	SHAFF	70	4A (North Arrival)	120.15	All
ZBW		EWRN/EWRS	LEMOR	60	4S (ZEEBO)	123.77	All
ZNY		EWR	PENNS	70	Northeast: 4A (North Arrival)	120.15	All
ZNY		EWR	PENNS	70	Southwest: 4P (Yardley)	128.55	All
ZNY		EWRN/EWRS	MUGZY	60	4S (ZEEBO)	123.77	All
ZDC		EWR	ARD DYLIN	80	4P (Yardley)	128.55	Jets
PHL		EWR	RBV	70	4P (Yardley)	128.55	Jets/HPTP
PHL		EWR	ARD	50	4P (Yardley)	128.55	Props <210K
PHL		EWRN	JAKIE Arrival	90 ↓ 70	4H (METRO)	132.8	Jets
PHL		EWRN	MAZIE Arrival	90 ↓ 70	4H (METRO)	132.8	Props
PHLN		EWR/EWRN/EWRS	ARD V214 METRO	30	4H	132.8	All
PHL		EWRN/EWRS	V3 SBJ	40	4H (METRO)	132.8	All
ABE		EWR	BWZ R-302 or FJC BWZ	60	Northeast: 4A (North Arrival)	120.15	All
ABE		EWR	BWZ R-302 or FJC BWZ	60	Southwest: 4P (Yardley)	128.55	All
ABE		EWRN	STW	50	4S (ZEEBO)	123.77	All
ABE		EWRS	V30 or V6 SBJ	50	4H (METRO)	132.8	All
ABE	METRO	LGA/JFK/ISP/ISPE	V30 or V6 SBJ	50	4H (METRO)	132.8	Props <210K
ABE	ZEEBO	LGAN	STW SAX BREZY	50	4S (ZEEBO)	123.77	≥210K
WRI		EWR	RBV V249 METRO	60	4P (Yardley)	128.55	Jets
WRI		EWR	RBV V249 METRO	30/40	4H (METRO)	132.8	Props
WRI		EWRN/EWRS	RBV V249 METRO	30/40	4H (METRO)	132.8	All
WRI	EWR	LGA	RBV V123 TYKES	40	4H (METRO)	132.8	All
WRI	EWR	LGAN	RBV V249 SAX	40	4H (METRO)	132.8	All

Area Airport List

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

Letter of Agreement

New York TRACON (N90) & Newark Local (EWR)

Rev. 3 - 19 April 2021

Purpose: This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between New York TRACON (N90) and Newark Local (EWR).

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

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

General Procedures

Coordination

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

Position Combining/Decombining

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

Conflicting Flows

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

Airspace Delegations

EWR Local is delegated its airspace from the N90 TRACON and therefore the airspace delegated from N90 depends on the runway configuration
The airspace delegated to EWR Local can be found in the Airspace Delegation in the Local Control section of the EWR SOP.

Newark Departure Procedures

EWR Local shall:
- Select the runway configuration and notify the N90 TRACON prior to the change. When this selection conflicts with other airports, N90 TRACON has final approval authority for runway configurations.
- Identify to N90 TRACON the last aircraft that will depart prior to a runway configuration change. Tower shall then obtain a release from TRACON for the first departure in the new configuration.
- Obtain releases for aircraft not using the standard departure runway(s).
- Ensure complete and accurate flight plans for all VFR departures. If the departure will be handled by TRACON, do not radar identify but handoff in a timely fashion.
- Handoff departing traffic to TRACON after observing a turn towards the assigned climb or heading. Ensure the handoff is accomplished in a timely fashion.

Newark Arrival Procedures

New York TRACON Shall:
- Use the proper approach indicator (as per the table below) in the aircraft’s scratchpad if the assigned approach differs from the approach advertised in the ATIS.
- The scratchpad entries for Visual Approaches are used when the approach is not for the arriving runway. If the Visual Approach is being conducted to the standard arriving runway, use "VAA" as the scratchpad entry for a visual approach to the airport, while "VAP" should be used for an aircraft following traffic ahead.
- Not turn departures until they reach 1,500'.

**Table 1** - Scratchpad entries for different types of approach to EWR
Approach	4L	4R	22L	22R	11	29
ILS	I4L	I4R	I2L	I2R	I11	–
GLS	G4L	G4R	G2L	G2R	G11	–
GPS	R4L	R4R	R2L	R2R	R11	R29
RNP	–	P4R	P2L	–	–	PY9/PZ9
Visual	4L	4R	22L	22R	11	29
Bridge Visual	–	–	–	–	–	B29
Stadium Visual	–	–	–	–	–	S29
Circle to Land	–	–	C2L	C2R	C11	C29
VFR Arrivals	VFR	VFR	VFR	VFR	VFR	VFR

Letter of Agreement

Newark TRACON (EWR) & Liberty TRACON (LIB)

Rev. 1 - 1 Jan 2021

Purpose: This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between Newark TRACON (EWR) and Liberty TRACON (LIB).

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

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

General Procedures

EWR Departure may leave North props requesting 10,000' and above at 9,000' without coordination. Aircraft flight planned below 10,000' will be at 9,000'. LIBN does not have control for climbs for traffic at 9,000'.
For departures going to South Gate exits, EWR Departure will clear departures direct ELVAE at 6,000'/5,000' and release control for climbs to LIBS. LIBS is still responsible for coordination as required with LGA area and/or LIBW.
LIBN and LIBW have control for turns of EWR and EWR satellite departures not to exceed headings which transition the respective departure gates.
LIBW has control for turns on SBJ gate traffic no farther North than the extended centerline of EWR runway 11.
LIBN may handoff any V249 traffic at 8,000' or 9,000' to METRO if a significant speed difference exists, with a pointout to EWR Departure.
When EWR Satellite Departure is open EWR/EWR SAT jets may transition the North gate at 9,000' or 10,000', and should be at 10,000' when traffic permits.
When EWR Satellite Departure is open, LIBN may turn no further East than 5½nm from the Western edge of the North Gate.
EWR/EWR SAT will provide 20 miles-in-trail departures via ELIOT.

Letter of Agreement

Newark TRACON (EWR) & LaGuardia TRACON (LGA)

Rev. 4 - 19 Feb 2021

Purpose: This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between Newark TRACON (EWR) and LaGuardia TRACON (LGA).

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

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

Introduction

Coordination

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

Position Combining/Decombining

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

Conflicting Flows

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

General Procedures

EWR area shall allow LGA area departures to exit the northern portion of the LGA West Departure Gate, climbing out of 10,000' with a pointout.
Traffic landing within the TRACON airspace should not be climbed to 7,000' on the BREZY route.
Faster traffic landing outside of the TRACON airspace departing via the BREZY route may be climbed to 7,000' if its speed is roughly 50+ knots faster than the preceding BREZY departure and there is a risk of it overtaking the other aircraft.
For traffic on the CMK R-275 or through the arrival gate:
- EWR has control for turns not to exceed headings to intercept the TEB ILS RWY 19 localizer from the East, and not to exceed heading 160 from the West of the localizer.
- EWR has control for descent reference Eastbound traffic, and is responsible for ensuring that conflicts with that traffic are resolved before descending.
LGA Area shall provide in-trail spacing of NYACK SAX traffic at 4,000' to ZEEBO. When a significant speed difference exists, SAX traffic ≥ 210 Kts may be handed off to ZEEBO at 5,000'.
EWR has control for turns at 5,000' in LGA Area #40 (EWR Area #5) for traffic handed off from LGA to EWR.

EWR East Gate Departures

EWR Depart 4L/R:
- LGA Departing Rwy 13/22 - departures shall be on hdg 040 at 5,000'.
- LGA Departing Rwy 31 or Rwy 4 w/ headings – vector the departure through the EWR east departure gate, headings of 100 to 150.

EWR Depart 22R/L
- Turboprops shall be on a 040 heading at 5,000'.
- Jets shall be on a 040 heading at 6,000'.

EWR Depart 29 over BAYYS/BDR:
- Turboprops shall be on a 060 heading at 5,000' unless LGA specifies that they should proceed through the East Departure Gate

LGA has control for climb to 10,000' and E/NE turns for East gate departures.
VFR aircraft shall be on a 040 heading OR through the East departure gate at 5,500'.

If Newark TRACON is offline and LaGuardia Departure is online or covered by another controller, Newark Local shall handoff to LaGuardia Departure:
- EWR Depart 4L/R or 11: Departures shall be on a left turn to heading 040.
- EWR Depart 29: Departures shall be on a right turn to heading 060.
- EWR Departure 22L/R: Departures shall be on a right turn to heading 040.

Special Use Line (SUL)

When EWR is 22L/R and LGA is landing ILS 22, ILS 13, LOC 31, or departing Coney climb, Whitestone climb or NTHNS/TNNIS/HOPEA/JUTES:
- EWR may climb RWY 22 departures to 6,000' along the Special Use Line (SUL).
- LGA shall remain 1 1/2nm East of SUL from 10,000' to 7,000' and 3nm East of SUL below 7,000'.
When EWR is 22L/R, and LGA is same as above and using Maspeth climb or GLDMN departure:
- EWR may climb RWY 22 departures when 1 1/nm West of SUL from 2,500' to 10,000'.
- LGA shall remain 1 1/2nm East of SUL from 10,000' to 3,500' and 3nm East of SUL below 3,500’.
When EWR is 22 L/R and LGA LND 4, Expressway 31, River 13:
- EWR may climb RWY 22 departures when 3nm West of SUL from 2,500' to 10,000'.
- LGA may descend along SUL from 10,000' to 3,500' and shall be 3nm East of SUL below 3,500'.
When EWR is landing 22L/R and Departing 29:
- If there is a departure demand for RWY 22L/R, then EWR Area should coordinate with EWR Tower to advertise the use of both runways for departure on the ATIS and coordinate this with LGA. EWR retains Areas #25 and #26 from 7,000' to 10,000'.
If the departure demand for RWY 22L/R will be light, then EWR Area has the option of delegating Areas #25 and #26 from 7,000' to 10,000' to LGA, and any EWR RWY 22 departures will climb only to 6,000' in those areas.
When EWR is departing runways 4L/R or 11, LGA may descend along the SUL (LGA Areas #13 and #14) from 10,000' to 4,000' and shall be 3nm east of the SUL below 4,000'.
The Newark departure controller may issue a climb above 2,500' when the following conditions have been met:
- Traffic which may be a factor in the adjacent airspace has been observed on a heading parallel to or diverging from the SUL.
- The Newark departure is observed diverging from the SUL by at least 15 degrees.

Procedures for when EWR lands 11/29

When EWR's primary approach is ILS runway 11, all LGA arrivals being vectored to the ILS runway 4 approach shall be kept at or above 2,700' until turning base leg. In the event of a EWR missed approach that has not established radio contact by the Verrazano Bridge, EWR will point out the aircraft.
When EWR utilizes RNAV (GPS) X RWY 29 for overflow traffic, LGA must use LOC 31 and EMPYR delegates Newark Local the airspace depicted in the Newark Local Airspace Delegation.

Procedures when LGA lands ILS runway 13

When LGA lands ILS runway 13 and EWR lands runway 22L:
- EWR shall release areas #19 and #20 (i.e. LGA areas #33 and #34) from 3000-2700 west of TEB and 2700-1800 east of TEB, after coordinating with Teterboro Local.
- TEB arrivals are in a TIMESHARE with LGA arrivals (i.e. TEB goes into airborne holding while LGA lands and vice versa). Traffic permitting, LGA will provide a gap for TEB arrivals to Rwy 1/6 departures.
- TEB departures are not affected.
- EWR intercepts ILS runway 22L at or above 3,000'. LGA intercepts ILS runway 13 at or below 2,000'.
When LGA lands ILS runway 13 and EWR lands runway 4L or 11:
- EWR shall release areas #19 and #20 (i.e. LGA areas #33 and #34) from 3000-2700 west of TEB and 2700-1800 east of TEB, after coordinating with Teterboro Local.
- Teterboro Local shall restrict runway 1 or 6 departures to 1,700'.
- TEB may conduct SVFR operations at or below 1,300' in EWR areas #18, #19 and #20 (i.e. LGA areas #22, #23 and #24).
- Newark Local to restrict departures to climb on heading 040 degrees to 4 DME, then turn left heading 290 degrees, maintain 2,000'
- EWR SAT Departure may climb the departure to 2,000' when its course diverges from the ILS runway 13 localizer. The departure must remain on a divergent heading or 3nm from the ILS runway 13 localizer until it is clear of ILS runway 13 airspace.
- TEB arrivals are in a TIMESHARE with EWR departures (i.e. TEB goes into airborne holding while EWR departs and EWR goes into a ground stop while TEB lands).
- TEB departures are not affected.
- LGA intercepts ILS runway 13 at or West of TEB at 3,000'. Descent on the glideslope is authorized.
- EWR East Gate departures are vectored west to gain altitude then are turned back east over top of the LGA ILS runway 13 traffic and handed to LaGuardia Departure.

Letter of Agreement

Newark TRACON (EWR) & Teterboro Tower (TEB)

Rev. 2 - 1 Mar 2019

Purpose: This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between Newark TRACON (EWR) and Teterboro Tower (TEB).

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

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

General Procedures

Class D Airspace:
- The TRACON may allow traffic inside Class D airspace at 2,500 feet MSL without prior coordination, except when the ILS RWY 19 approach is in use.
- EWR RWY 22 arrivals shall cross TEB at or above 2,500' and descend to cross 5nm Southwest between 1,800' and 1,500', except cross TEB at 3,000' when the ILS RWY 19 approach is in use.
Use of ILS RWY 19 approach: in the event of a missed approach, Teterboro Local will issue control instructions to separate the missed approach aircraft from B757/heavy jet traffic landing RWY 22L/R at EWR and climb the aircraft to 2,000' in the designated airspace.
Combining positions: each facility shall notify the other prior to combining/decombining positions and specify which position will assume responsibility.
Runway Configuration: Teterboro Local shall select the runway configuration and notify EWR TRACON prior to changes. When Local's selection conflicts with other airports, EWR TRACON has final authority for runway configuration.

Arrival Procedures

TRACON Shall:
- Inform Teterboro Local of the first and last aircraft for each approach/runway whenever a change of traffic flow occurs.
- Use the proper approach indicator (as per the table) in the aircraft’s scratchpad before the aircraft is 3nm from TEB Local airspace, if the assigned approach differs from the approach advertised in the ATIS.
- Obtain approval and provide handoff for arrivals approaching from other than the normal transfer point or landing on a non-service runway.
- Advise when Newark (EWR) RWY 22 and/or LaGuardia (LGA) ILS/DME RWY 13 approaches are in use.
- Retain responsibility for separation of TEB IFR arrivals and EWR RWY 4/11 departures and may enter Area B with EWR departure traffic above 1,000'.
Teterboro Local Shall:
- Advise of changes in the ATIS code and visibility/wind changes not shown in current weather observations.
- Inform of airport conditions, runway acceptance rates, and specify the separation required between successive arrivals.
- Coordinate control instructions affecting traffic under TRACON control (e.g., missed approaches, go-arounds, speed reductions).
- Advise TRACON of the landing runway if a circling approach is being made.
- Enter Area B descending out of 1,500' with VFR traffic landing runways 1 and 6 or climbing to 1,500' departing runways 19 and 24, with appropriate traffic advisories.
- Advise whenever a speed restriction is necessary for arrival aircraft.
- Notify of changes in RVR that may affect traffic under TRACON control.

Teterboro Local is authorized to clear aircraft for a visual approach as per FAA Order JO 7110.65 and shall advise TRACON when the clearance is issued.
Coordination: The controller receiving a point-out is responsible for completing all necessary internal coordination.

**Table 1** - Scratchpad entries for different types of approach to TEB
Approach	1	6	19	24
ILS	–	I6	I19	–
GPS	–	RX6/RY6	R19	–
RNP	–	P6	P19	–
Visual	1	6	19	24
VFR Arrivals	VFR	VFR	VFR	VFR

Departure Procedures

Teterboro Local Shall:
- Obtain releases for IFR departures.
- Provide visual separation between traffic on the VOR/DME-B Approach and traffic departing RWY 24.
- Inform TRACON of the departure sequence and ensure its integrity.
- Provide a “rolling call” to Departure position, which may consist of call sign only, per FAA Order JO 7110.65
- Following a runway change, inform of the last aircraft to depart prior to the change and the first after, and obtain release from TRACON.
- When automatic releases are in effect, obtain release for aircraft departing RWY 19. Re-coordinate release off RWY 24 after any RWY 19 departure.
- Depart no more than one (1) more aircraft after automatic releases are canceled if arrival traffic is a factor.
- Check release five (5) minutes before departure on traffic landing at EWR, Linden (LDJ), LGA, MMU, or CDW.

RWY 19 IFR Departures:
- Request an arrival gap in the EWR RWY 22L/R sequence.
- When Teterboro is IFR, TRACON will provide a gap of no less than 10nm.
- When feasible, arrival gaps are provided behind non-heavy aircraft.
- Teterboro Local ensures standard separation between a RWY 19 departure and aircraft identified in the RWY 22L/R arrival gap.

Attachment 1 – Airspace Allocation and Terminal Entry Points

Area	Restrictions
A	When LGA uses ILS 13: 1,000' and below When TEB uses ILS 19: 2,000' and below All other times: 1,700' and below
B	When TEB uses ILS 19: 2,000' and below All other times: 1,500' and below
C	When LGA uses ILS 13: 1,000' and below When TEB uses ILS 19: 1,700' and below All other times: 1,700' and below

Attachment 2 – Airspace Diagram

       TEB Airspace Diagram
       [Show]

Letter of Agreement

Newark TRACON (EWR) & McGuire RAPCON (WRI)

Rev. 1 - 2 Mar 2015

Purpose: This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between Newark TRACON (EWR) and McGuire RAPCON (WRI).

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

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

Coordination

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

Position Combining/Decombining

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

EWR arrivals from WRI airspace

WRI feeds ARD from RBV V249 METRO at 6,000' on EWR Jet/HPTP arrivals.
When N90 is unable to accept traffic landing EWR, N90 will delegate that portion of the RBV holding pattern north of V276 (i.e., EWR Area #36, WRI Area #12) at 6,000' to WRI.
WRI shall affect a radar handoff and transfer communications at least 2½nm from the airspace boundary lines. ARD has control for turns 30 degrees left or right of the inbound course.

Airspace Sectorization

Departure

Departure Flows

Use the Departure Chart above for heading and altitude restrictions for each gate.
BREZY departures must be vectored north to join IGN R-217 and must be pointed out to NOA if northwest of the radial.
SBJ departures must be cleared direct SBJ on a ground track between 250 and 330 that takes them through the SBJ Gate. Scratchpad must be cleared when clearing aircraft direct the exit.
ZIMMZ/NEWEL/ELIOT departures will transition through the SBJ Gate climbing to 11,000' between the hours of 2300 and 0700 local.
DIXIE/WHITE departures must be cleared direct ELVAE. Scratchpad must not be cleared.
NWK must request release from RWY 22 Final for TEB IFR RWY 19 departures
All other departures should be vectored and handed off according to the Departure Chart.

Departure Flows

BREZY departures must be vectored north to join IGN R-217 and must be pointed out to North Arrival if northwest of the radial.
SBJ departures must be cleared direct SBJ on a ground track between 250 and 330 that takes them through the SBJ Gate.
ZIMMZ/NEWEL/ELIOT departures will transition through the SBJ Gate climbing to 11,000' between the hours of 2300 and 0700 local.
DIXIE/WHITE departures must be cleared direct ELVAE.
Departure must request release from RWY 22 Final for TEB IFR RWY 19 departures.
All other departures should be vectored and handed off according to the departure chart.

Approach

General Procedures

ABE will feed Yardley EWR arrival traffic via BWZ or PENNS arrival at 6,000'.
Yardley feeds EWR arrivals to North Arrival at 6,000'. North Arrival has control for turns and descent to 5,000'.
When CRDA is in use, Yardley shall handoff arrivals from ARD/RBV descending to 5,000' on a heading towards Dover to METRO.

General Procedures

ZBW may clear SHAFF arrivals via direct SAX direct EWR so long as they arrive at SAX between the SAX R-360 and the SAX R-060 and be assigned 7,000'.
North Arrival has control for turns of up to 60 degrees left at 5nm north of HUO for all V489 traffic.
North Arrival has control for descent and turns up to 60 degrees left east of the V213 centerline within 15nm of SHAFF on EWR jets.
Yardley feeds North Arrival at 6,000'. North Arrival has control for turns and descent to 5,000'.
ZEEBO feeds North Arrival at 5,000' southeast of LEMOR and north of SAX.
North Arrival feeds EWR arrivals to Final Vector 22 at 5,000'. Final Vector 22 has control for turns with North Arrival.

General Procedures

North Arrival feeds Final Vector 22 at 5,000' and Final Vector 22 has control on contact for turn with North Arrival.
Final Vector 22 has sequence authority for EWR RWYs 22L/22R approaches.
When CRDA is in use, Final Vector 22 shall maintain at least a 3 mile final.
Final Vector 22 will instruct arrivals to maintain 2,500' until established on the final for RWY 22L/R when joining south of TEB VOR.

General Procedures

When landing RWYs 22L/R, Final Vector 11 may be opened to operate CRDA.
CRDA is used in VFR conditions only.
Final Vector 11 has sequence authority for traffic landing RWY 11 when the primary landing runway is RWY 22L and CRDA is in use.
Final Vector 11 has control with METRO for turns into Final Vector 11 airspace.
Advise Morristown Tower when CRDA is in use and of the position symbol to be used.
Final Vector 11 controls the release of RWY 23 departures off MMU.
Vector aircraft to be on top of or up to ½ mile behind the ghost target of the aircraft landing RWY 22L.

General Procedures

MUGZY has control responsibility for the following airports: TEB, CDW, MMU, N07, 4N1
MUGZY has control for turns and descent on contact for satellite arrival traffic handed off by ZEEBO.
MUGZY has control for turns on traffic handed off by METRO.

General Procedures

METRO has control responsibility for the following airports: N05, SMQ, N51, 47N, 39N
METRO will feed ZNY PTW sector non-jet aircraft overflying the V30 East Texas (ETX) area requesting 13,000' and below to cross LANNA intersection at 9,000'.
METRO has sequence authority for all EWR Runway 11 overflow when CRDA is closed.
METRO has sequence authority for IFR LDJ arrival aircraft and shall point out these aircraft to Newark Departure and Newark Tower. METRO will advise Newark Departure and Newark Tower of IFR cancellation, landing or missed approach.
Yardley will handoff EWR RWY 11 traffic at or descending to 5,000'.
MUGZY has control for turns with METRO.
When CRDA is in use, METRO hands off the arrival to Final Vector 11 descending to 3,000' on a heading that will enter Final Vector 11 airspace. Final Vector 11 has control for turns into Final Vector 11 airspace.

General Procedures

ZEEBO has control responsibility for the following airports: 12N, 13N, FWN, 1N7
ZEEBO shall point out Sussex arrivals to MUGZY, since the missed approach goes to SAX at 3,000'.
ZBW shall clear EWR/EWR SAT arrivals to LEMOR at 6,000'.
ZEEBO has control for turns up to 60 degrees left at 6,000' 5 NM north of HUO for all V489 traffic.
ZNY shall feed ZEEBO to cross MUGZY intersection at 6,000' with EWR Satellite Jets/HPTPs.
1. ZEEBO has control at MUGZY for turns not to exceed 30 degrees.
ZEEBO has control with ABE with traffic on a direct course to STW at 5,000' for a right turn up to a heading of 110 degrees.
ABE shall obtain approval prior to vectoring an aircraft landing Stroudsburg-Pocono (N53) for the VOR/DME or GPS-A approach. ZEEBO will block airspace west of STW, 3,000' and below.
ABE shall obtain approval prior to clearing an aircraft landing Blairstown (1N7) for the RNAV (GPS) RWY 7 approach. ZEEBO will block airspace west of STW, 4,000' and below. ABE shall obtain approval prior to releasing departures from 1N7. ZEEBO will block airspace west of STW, 4,000' and below. ZEEBO shall obtain approval from ABE prior to clearing an aircraft for an RNAV (GPS) RWY 25 or VOR RWY 25 approach. ABE will block airspace within a 7 NM radius of 1N7, 3,000' and below.
ZEEBO shall obtain approval prior to clearing an aircraft for an approach to Aeroflex-Andover (12N). ABE will block airspace within a 7 NM radius of STW, 3,000' and below.
Traffic on the CMK R-275 or through the arrival gate:
1. LGA shall feed ZEEBO at 5,000' for all EWR arrivals. Satellite traffic shall be fed at 4,000' with the exception that Satellite traffic with speeds greater than 210 kts. IAS is fed at 5,000' if needed.
2. ZEEBO has control for turns not to exceed headings to intercept the TEB ILS RWY 19 localizer from the east, and not to exceed heading 160 degrees from the west of the localizer.
ZEEBO feeds NORTH ARRIVAL EWR arrivals landing RWYs 22L/22R at 5,000' southeast of LEMOR and north of SAX.
ZEEBO feeds MUGZY at 4,000'. MUGZY has control for turns and descent on all traffic.
METRO feeds ZEEBO traffic at 4,000' west of SBJ towards SAX. ZEEBO has control for turns and descent.
In the event that MMU is using the RNAV (GPS) RWY 5 approach, ZEEBO will handoff those arrivals to METRO.

General Procedures

Yardley has control for turns not to exceed 30 degrees left of course on EWR arrivals at Yardley VORTAC.
North Arrival feeds Yardley at 6,000'. Yardley has control for turns and descent to 5,000'.
Yardley feeds EWR arrivals to Final Vector 4 at 5,000'. Final Vector 4 has control for turns with Yardley.

General Procedures

ZBW may clear SHAFF arrivals via direct SAX direct EWR so long as they arrive at SAX between the SAX R-360 and the SAX R-060 and be assigned 7,000'.
North Arrival has control for turns of up to 60 degrees left at 5nm north of HUO for all V489 traffic.
North Arrival has control for descent and turns up to 60 degrees left east of the V213 centerline within 15nm of SHAFF on EWR jets.
ABE will feed North Arrival EWR arrival traffic via BWZ or PENNS at 6,000'.
ZEEBO feeds North Arrival at 6,000' on a heading south between LEMOR and COATE. North Arrival has control for turns to the east and descent to 5,000'.
North Arrival feeds EWR arrivals to Yardley at 6,000'. Yardley has control for turns and descent to 5,000'.
When RWY 11 is in use, North Arrival will vector EWR arrivals from SHAFF and BREZY in-trail and handoff to ZEEBO at or descending to 5,000'.

General Procedures

Yardley feeds Final Vector 4 at 5,000' and Final Vector 4 has control for turn with Yardley
Final Vector 4 has sequence authority for EWR RWYs 4L/4R, RWY 29 approach and the LDJ GPS A apporoach.
The designated point of transfer of communication and control for the aircraft on the RNAV (GPS) X RWY 29 is ZIAAA at 180kts.
Final Vector 4 shall point out an IFR LDJ arrival aircraft to Newark Tower and MUGZY. Final Vector 4 will advise Newark Tower and MUGZY of IFR cancellation, land, or missed approach.

General Procedures

MUGZY has control responsibility for the following airports: TEB, CDW, MMU, N07, 4N1
MUGZY has control for turns and descent on traffic handed off by ZEEBO and METRO.
MUGZY will feed ABE Approach traffic landing ABE area from Broadway (BWZ) at 4,000' and point out this traffic to METRO if necessary.

General Procedures

METRO has control responsibility for the following airports: N05, SMQ, N51, 47N, 39N
METRO will feed ZNY PTW sector non-jet aircraft overflying the V30 East Texas (ETX) area requesting 13,000' and below to cross LANNA intersection at 9,000'.
Somerset (SMQ) and Solberg (N51) arrivals and departures and Central Jersey (47N) arrivals must be coordinated with MUGZY.
MUGZY has control for turns and descent on all traffic handed off by METRO.

General Procedures

ZEEBO has control responsibility for the following airports: 12N, 13N, FWN, 1N7
ZEEBO shall point out Sussex arrivals to MUGZY, since the missed approach goes to SAX at 3,000'.
ZBW shall clear EWR/EWR SAT arrivals to LEMOR at 6,000'.
ZEEBO has control for turns up to 60 degrees left at 6,000' 5 NM north of HUO for all V489 traffic.
ZNY shall feed ZEEBO to cross MUGZY intersection at 6,000' with EWR Satellite Jets/HPTPs.
1. ZEEBO has control at MUGZY for turns not to exceed 30 degrees.
ZEEBO has control with ABE with traffic on a direct course to STW at 5,000' for a right turn up to a heading of 110 degrees.
ABE shall obtain approval prior to vectoring an aircraft landing Stroudsburg-Pocono (N53) for the VOR/DME or GPS-A approach. ZEEBO will block airspace west of STW, 3,000' and below.
ABE shall obtain approval prior to clearing an aircraft landing Blairstown (1N7) for the RNAV (GPS) RWY 7 approach. ZEEBO will block airspace west of STW, 4,000' and below. ABE shall obtain approval prior to releasing departures from 1N7. ZEEBO will block airspace west of STW, 4,000' and below. ZEEBO shall obtain approval from ABE prior to clearing an aircraft for an RNAV (GPS) RWY 25 or VOR RWY 25 approach. ABE will block airspace within a 7 NM radius of 1N7, 3,000' and below.
ZEEBO shall obtain approval prior to clearing an aircraft for an approach to Aeroflex-Andover (12N). ABE will block airspace within a 7 NM radius of STW, 3,000' and below.
Traffic on the CMK R-275 or through the arrival gate:
1. LGA shall feed ZEEBO at 5,000' for all EWR arrivals. Satellite traffic shall be fed at 4,000' with the exception that Satellite traffic with speeds greater than 210 kts. IAS is fed at 5,000' if needed.
2. ZEEBO has control for turns not to exceed headings to intercept the TEB ILS RWY 19 localizer from the east, and not to exceed heading 160 degrees from the west of the localizer.
ZEEBO shall feed traffic landing RWY 4L/4R to North Arrival at 6,000', south bound between LEMOR and COATE. North Arrival has control for turns to the east and descent to 5,000'.
When using EWR RWY 11, North Arrival will feed ZEEBO at or descending to 5,000'. ZEEBO will sequence EWR RWY 11 arrivals with satellite traffic and hand off to MUGZY. MUGZY has control for turns and descent on all traffic.

From	4L	11	22R	22R at W	29 (4/22 open)	29 (4/22 closed)
RA	A, RB, D, AA	N, B, U, W	N, B, R, Z	N, B, R, W	N, B, R, Z	N, B, R, K, EE
RB	RB, D, AA	B, U, W	B, R, Z	B, R, W	B, R, Z	B, R, K, EE
RC, DK, RD, DL, RE, DM, RF	B, D, AA	B, U, W	B, R, Z	B, R, W	B, R, Z	B, R, K, EE
RG, RH, RJ, RK, RL	B, D, AA	B, U, W	B, K, R, Z	B, K, R, W	B, R, Z	B, R, K, EE
UP	B, RB, D, AA	B, U, W	B, R, Z	B, R, W	B, R, Z	B, R, K, EE
FE	RB, D, AA	RB, B, U, W	RB, B, R, Z	RB, B, R, W	RB, B, R, Z	RB, B, R, K, EE
CC, AA	D, AA	D, B, U, W	D, B, R, Z	D, B, R, W	D, B, R, Z	D, B, R, K, EE
West Park	Z, R, B, D, AA	Z	Z	Z, R, W	Z	Z

To	C	E	G	J	K	M	N	V	W	Y	Z
RA	RC, A	A	A	S, A	S, A	S, A	N, A	RB, A	S, A	S, A	S, A
RB	RC, A	A	A	S, A	S, A	S, A	N, A	RB	S, A	S, A	S, A
RC, DK, RD, DL, RE, DM, RF	RC, A	A	A	S, A	S, A	S, A	N, PA, A	PA, A	S, A	S, A	S, A
RG	N, PA, A	A	A	J	M, A	M, A	N, PA, A	PA, A	S, A	S, A	S, A
RH, RJ, RK, RL	N, PA, A	A	A	A	A	S, A	N, PA, A	V, A	S, A	S, A	S, A
UP	RC, A	A	A	S, A	S, A	S, A	N, PA, A	RB, A	S, A	S, A	S, A
FE	RC, A, PA, RB	A, PA, RB	A, PA, RB	S, A, PA, RB	S, A, PA, RB	S, A, PA, RB	PA, RB	RB	S, A, PA, RB	S, A, PA, RB	S, A, PA, RB
CC, AA	D, PA	A, PA	A, PA	S, A, PA	S, A, PA	S, A, PA	PA	PA	S, A, PA	S, A, PA	S, A, PA
West Park	RC, A, S	A, S	A, S	S	S	S	PA, A, S	PA, A, S	S	S	Z

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

Aircraft unable to land RWY 4R and Hold Short of RWY 11/29 (Group A)	Aircraft unable to land RWY 4L and Hold Short of RWY 11/29 (Group B)	Aircraft unable to land RWY 11 and Hold Short of RWY 22L/4R (Group C)
B747 (All series except -800)	A340 (All series)	Airbus (All series)
CV99	B720	BA11
LJ60	B707	BE40
	B737 (800/900 series and BBJ2)	B190
	B767 (All series)	B717 (All series)
	B777 (All series except L/W)	B727 (All series)
	C750	B737 (All series)
	LJ25	B748
	LJ35	B757 (All series)
	JCOM	B777 (B77L/B77W)
	L29B	B787
	L101	CL30/60
	DC8 (All series)	PAY3
	DC10/MD10	Citation (All series)
	MD11	Convair (All series)
	PD808	MU30
	All aircraft in Group A	D328
		BE60
		L188
		Embraer (All series)
		Falcon (All series)
		F28/F100
		GLEX
		GL5T
		Gulfstream (All Jet series)
		ASTR
		GALX
		H25B/H25C
		JS41
		BE9T/BE10/BE20/B350
		Lear (All series)
		MD80/MD90 (All series)
		PA34
		STAR
		CRJ/RJ (All series)
		Westwind (All series)
		All aircraft in Groups A and B

ICAO Code	Airport Name	Class	Region
KFWN	Sussex	G	North
KLDJ	Linden	G	South
KSMQ	Somerset	G	South
N05	Hackettstown	G	North
N07	Lincoln Park	G	North
N51	Solberg-Hunterdon	G	South
12N	Aeroflex-Andover	G	North
13N	Trinca	G	North
1N7	Blairstown	G	North
39N	Princeton	G	South
47N	Central Jersey Regional	G	South
4N1	Greenwood Lake	G	North