ZNY SOP: Difference between revisions

← Older edit

VisualWikitext

Latest revision as of 00:45, 27 March 2026

ZNY SOP

New York ARTCC

Standard Operating Procedure — ZNY

Rev. 5 — Revised: 2026-03-27

Bookmarks: Top Positions Introduction Airspace Sectorization New York Center Splits Crossing Restrictions

Area at a glance

ICAO Code	Airport Name	Airspace
KIPT	Williamsport Regional	D
KUNV	University Park	D

Purpose: This document prescribes the procedures to be utilized for providing air traffic control services at the New York ARTCC Facility (ZNY). 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

Sector	Callsign	Frequency	Identifier	Combined Sector
Area A	Lancaster	120.025	N26	Covers PHL
Area B	Kennedy	125.325	N56	Covers N90; Primary Center
Area C	Elmira	132.175	N34
Area D	Selinsgrove	127.725	N72
Area E/F	Atlantic	133.500	N86

Split Combinations

Combined Areas	Callsign	Frequency	Identifier	Remarks
A / C / D (West Combined)	NY_W_CTR	132.175	N34	Covers PHL; Independent operation allowed
A / D (Southwest)	NY_SW_CTR	120.025	N26	Covers PHL
B / E / F (East Combined)	NY_E_CTR	125.325	N56	Covers N90
B / C / E / F (Northeast)	NY_NE_CTR	125.325	N56	Covers N90
C / D (Northwest)	NY_NW_CTR	132.175	N34	Independent operation allowed

Callsigns and Telephony

The radio name for all mainland positions is New York Center.
Transmitters are defined for all Area and Combined Area callsigns (including relief callsigns). Single-frequency cross-couple ("XC") the primary station to provide continuous radio coverage across all ZNY airspace.

Split Policy

ZNY may be split between two online controllers at any time using one of the following splits:
- Standard East/West Split:
  - NY_E_CTR
  - NY_W_CTR
- Northwest Split:
  - NY_NW_CTR (C + D)
  - NY_CTR (all remaining sectors)
If a controller is already using the NY_CTR logon callsign, they do not need to change the callsign when splitting ZNY.

Partial Coverage

C1+ rated controllers with the requisite Area and Major Airport certifications may provide partial ZNY coverage independently. The following positions are approved for Partial Coverage:
- NY_W_CTR: Areas A + C + D and PHL TRACON
- NY_NW_CTR: Areas C + D
Controllers providing Partial Coverage must offer the maximum contiguous coverage for which they are certified. Controllers with partial ZNY coverage may not provide services at any N90 airport or within any N90 TRACON sector.
When:
- 1) Providing service to Area A, and
- 2) Area B is not covered by another controller:
  - If Boston Center is online:
    - Accept handoffs and provide service for overflights through sector 42.
    - Accept handoffs and provide service for Potomac arrivals through sectors 42, 39, and 55.
    - Coordinate with Boston Center to implement these procedures.
  - If N90 TRACON positions are online:
    - Accept handoffs and provide service for N90 west gate departures through sectors 39 and 55.
    - Accept handoffs and provide service for N90 RBV departures through sector 55.
    - Coordinate with N90 to implement these procedures.
C1+ rated controllers with any Area certifications may sign up for and be assigned to ZNY en-route shifts during events, at the discretion of the Events Coordinator and the ZNY Facility Coordinator.

Position	Callsign	Radio Name	Frequency	Identifier
Ground	IPT_GND	Williamsport Ground	121.975	BD
Tower	IPT_TWR	Williamsport Tower	119.100	DL

Position	Callsign	Radio Name	Frequency	Identifier
Ground	UNV_GND	University Park Ground	119.625	DD
Tower	UNV_TWR	University Park Tower	128.475	DC

Introduction

General Information

Although every effort has been made to ensure these procedures are close to reality, it is realized that the source used is now dated and even the FAA moves from time to time with regards to airspace and routings. However, given the amount of time it takes to train someone in just one area, it is generally understood that any changes made are relatively small, and therefore what is contained herein is very close to what is currently being used.

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.

Airspace Delegation Diagrams

Airspace delegation drawn on the diagrams are all unconditional except where noted.
To reduce clutter airspace delegations diagrams do not show airways, even though the majority of center airspace is modeled around airways.

Automated Information Transfer Procedures (AIT)

Where appropriate, the use of specified Automated Information Transfer Procedures is authorized as described in FAA Order JO 7110.65 § 5-4-9.
Any deviation from the specified procedure renders it invalid and requires the ATC to revert to the use of normal procedures described in this SOP.
Specific Automated Information Transfer Procedures are incorporated into the Airspace Sectorization chapter of this SOP and will be identified by the abbreviation AIT-nn/nn identifies the sectors involved. (e.g. AIT 26/92).

Airspace Sectorization

The ZNY airspace is divided into 31 subsectors, as shown in the table below. The individual subsectors are never staffed unless specifically directed by the Senior Staff for special event purposes. Only the primary (North, East, South, West and Mid) can be staffed individually, as explained in New York Center Splits. However, understanding the sectorization is of paramount importance in understanding the enroute operations.
The individual subsectors cannot be distributed to other areas in some obscure Center Split. For example, if the sector is in the South (Area A), then it has to remain under the control of whoever is covering services for NY_S_CTR.
NY_M_CTR is to be used ONLY when Mid (Area B) is individually manned and NOT combined with East (Area E MANTA).
High/low splits are completely prohibited.
Unless specifically coordinated otherwise, whoever is controlling services in the South Area will control any offline PHL TRACON sectors and whoever is controlling services in the Mid Area will control any offline N90 TRACON sectors (including Liberty).

Area	Sector Name	Frequency	Squawk	Staffed As	Primary Center
A	BRNAN (N08)	124.775	7101-7177	NY_A_CTR 120.025 N25	NY_CTR 125.325 N56
	Westminster (N09)	134.325
	Harrisburg (N10)	133.475
	Modena (N25)	135.450
	Lancaster (N26)	120.025
	Middletown (N27)	132.200
	PENSY FPA (N07)	-
B	PARKE (N39)	132.100	7101-7177	NY_B_CTR 125.325 N56
	East Texas (N42)	127.175
	Yardley (N55)	134.600
	Kennedy (N56)	125.325
	DIXIE (N68)	118.975
C	Elmira (N34)	132.175	7101-7177	NY_C_CTR 132.175 N34
	Huguenot (N35)	132.600
	Sparta (N36)	133.150
	Stony Fork (N49)	121.325
	Binghamton (N50)	133.350
	Lake Henry (N51)	134.450
	DGRAF FPA	-
D	Selingsgrove (N72)	127.725	7101-7177	NY_D_CTR 127.725 N72
	Philipsburg (N73)	132.875
	Broadway (N74)	132.150
	Milton (N75)	128.575
	Williamsport (N91)	134.800
	Pottstown (N92)	124.625
	Swissdale (N93)	123.625
E & F	JOBOC (N65)	125.925	2601-2777	NY_F_CTR 133.500 N86
	MANTA (N66)	128.300
	PAEPR (N82)	126.025
	HANRI (N83)	133.525
	OHRYN (N85)	121.125
	Atlantic (N86)	133.500

Airspace Sectorization

Step 1: Select Area

Sector 08 (BRNAN)

Sector 08 is a high altitude sector whose predominant traffic flow is west and southwest. This sector sequences New York Metro departures with enroute traffic on J6, J110, J230, Q42 and Q480 and hands off the traffic to Washington Center (ZDC) and Cleveland Center (ZOB). This sector also works overflight traffic from ZDC northbound via J220/227, overflight traffic from Sector 73 southeast bound via J61 and other random routes southbound to Sector 09 and ZDC. This sector will not normally work departures from Philadelphia TRACON (PHL).

Sector 09 (Westminster)

Sector 09 is a high altitude sector whose predominant traffic flow is southwest. This sector sequences New York Metro and PHL with enroute traffic on J48 and J75 and hands off this traffic to ZDC. KJFK departure traffic traverses westbound via J230 and is handed off to either Sector 08 or Sector 10.

Sector 10 (Harrisburg)

Sector 10 is a high altitude sector whose predominant traffic flow is west and southwest. This sector sequences New York Metro and PHL departures with enroute traffic on J6, J110, J230, Q42 and Q480 and hands off this traffic to ZDC and ZOB. This sector also works Washington Metro departures and overflight traffic from ZDC northbound via J220/227, overflight traffic from Sector 73 southeast bound via J61 and over random routes southbound to Sector 09 and ZDC.

Sector 25 (Modena)

Sector 25 is a low altitude sector whose predominant traffic flow is west and southwest. This sector climbs PHL departures via MXE and STOEN routed to J6, J48, J75 and J110 and hands off these flights to Sectors 09 and 10. Sector 25 sequences and descends jet traffic destined KBWI and KDCA from Sectors 26, 27 and 55 and hands off these flights to PCT. This sector descends turboprop aircraft to KBWI and KDCA and hands off these flights to PCT. Sector 25 establishes and monitors holding patterns at the TRISH and SKILS holding fixes. This sector descends KACY arrivals opposite direction to PHL departures and hands off these flights to ZDC.

Sector 26 (Lancaster)

Sector 26 is a low altitude sector whose predominant traffic flow is east and southwest. This sector descends aircraft destined PHL, McGuire RAPCON (WRI) and their satellites eastbound and hands off these flights to PHL. Sector 26 descends jet and turboprop aircraft destined KIAD southwest bound and hands off these flights to PCT. This sector descends KBWI jet and turboprop arrivals southbound and hands off these flights to and PCT. Sector 26 climbs Harrisburg TRACON (HAR) departures via VINNY southeast bound and hands off these flights to Sector 25. This sector climbs PCT departures via VINNY northeast and northwest bound and hands off these flights to Sectors 27 and 92. Sector 26 climbs KRDG and KABE departures south and southwest bound and hands off these flights to Sectors 09, 10, 25 and 27. This sector establishes and monitors holding patterns at the BUNTS holding fix for PHL and the BINNS holding fix for PCT.

Sector 27 (Middletown)

Sector 27 is a low altitude sector with no predominant traffic flow. This sector sequences and descends traffic destined PHL, WRI and their satellites from ZOB and Sector 73 and hands off these flights to Sector 26. This sector sequences and descends HAR arrivals from ZDC, ZOB and Sector 93 and hands off these flights to HAR. Sector 27 provides enroute service for KDCA jet arrivals southeast bound between Sectors 73 and 25. This sector climbs HAR departures northwest and southwest bound and hands off these flights to ZDC, ZOB and Sector 93. Sector 27 descends KIAD jet and turboprop arrivals from Sectors 73 and 93 and hands off these flights to PCT. This sector establishes and monitors the holding pattern at the DAFIX and PRTZL holding fixs for PCT. Sector 27 descends KACY arrivals eastbound and hands off these flights to Sector 25.

PENSY FPA

The PENSY Fix Posting Area (FPA) is Assignable Airspace designed to adjust traffic volume at Sectors 08, 09 and 10. This airspace must be assigned at all times to Sector 08, Sector 09 or Sector 10. The predominant traffic flow in the PENSY FPA is southwest bound. In this airspace New York Metro departures are sequenced with enroute traffic on J48 and J75. The function of the PENSY FPA is to allow increased departure capacity by adjusting sector configurations. This airspace will normally be assigned to Sector 09. The PENSY FPA may be assigned to Sector 08 and or Sector 10 as traffic demand dictates.

Sector Notes

Traffic permitting, KSYR arrivals must enter Area D at FL290; otherwise KSYR arrivals will enter Area D descending to FL290.
Traffic landing KSWF, KPOU, KMGJ and KMSV shall enter Area D via J220 J49 HNK DNY V483 FILPS at FL290 or below.
Sector 39 may clear J6 traffic/KIAD arrivals at or above FL180 direct to LRP from within the confines of Sector 39 airspace.
Sector 08 may clear aircraft routed via J220/227 direct VALLO without coordination.

Sector Notes

Sector 09 has control, from Sector 55, for left turns on aircraft cleared via J230 from within the confines of Sector 55 airspace.
Sector 55 may clear aircraft via J75/V3 direct MXE from within the confines of Sector 55 airspace.

Sector Notes

Traffic permitting, KSYR arrivals must enter Area D at FL290; otherwise KSYR arrivals will enter Area D descending to FL290.
Traffic landing KSWF, KPOU, KMGJ and KMSV must enter Area D via J220 J49 HNK DNY V483 FILPS at FL290 or below.
Sector 39 may clear J6 traffic/KIAD arrivals at or above FL180 direct to LRP from within the confines of Sector 39 airspace.
Sector 10 may clear aircraft routed via J220/227 direct VALLO without coordination.

Sector Notes

Sector 25 must coordinate traffic via V419 at 11,000 feet with Sector 26.
The following holding patterns can be used:

Fix	Direction	Turns	Leg Length	Max Speed	Altitudes
TRISH	Northeast	Right	1 min	210 KIAS	12,000' - 14,000'
SKILS	North	Right	1 min	210 KIAS	12,000' - 14,000'

Sector Notes

Part of Sector 26 intersects with Restricted Area R-5802. Refer to the FAA SUA site for Restricted Area hours and altitudes.
AIT-26/92: Accept transfer of radar identification from Sector 92 for aircraft landing at airports in the Harrisburg Approach area (MDT) and affect transfer of radar identification to MDT. Sector 92 will affect transfer of radio communications after transfer of radar identification is accepted by MDT. (As referenced in Order JO 7110.65 Para. 5-4-9).
Sector 92 may clear KIAD and KIAD satellite arrival aircraft direct LRP without coordination.
AIT-27/26: Accept transfer of radar identification from Sector 27 for prop aircraft landing KBWI/KDCA and Satellite airports and effect transfer of radar identification to Potomac TRACON (PCT). Sector 27 will affect a transfer of radio communications after transfer of radar identification is accepted by PCT. (As referenced in Order JO 7110.65 Para. 5-4-9).
Coordinate aircraft holding at BINNS with Sector 27.
Sector 26 has control for turns direct LRP or BAL on KBWI jet arrivals after RAV.
Sector 39 may clear J6 traffic/KIAD arrivals at or above FL180 direct to LRP from within the confines of Sector 39 airspace.
The following holding patterns can be used:

Fix	Direction	Turns	Leg Length	Max Speed	Altitudes
BUNTS	West	Left	1 min	210 KIAS	7,000' - 14,000'
BINNS	Northeast	Right	1.5 min	265 KIAS	15,000' - 17,000'

Sector Notes

Part of Sector 27 intersects with Restricted Area R-5802. Refer to the FAA SUA site for Restricted Area hours and altitudes.
AIT-27/93: For MDT/MDT Sat departures that will transition to Sector 73. Initiate a transfer of identification to Sector 93. Sector 27 will affect transfer of radio communications to Sector 73 after transfer of radar identification is accepted by Sector 73. (As referenced in FAA Order JO 7110.65 Para. 5-4-9).
Sectors 91/93 may clear KIAD/KIAD Satellite arrivals direct LEGGO without coordination.
Aircraft routed via J220/227 may be cleared direct VALLO without prior coordination.
Has control to turn PHL and WRI arrivals from Sector 73 direct LRP.
Has control to turn PHL/KDCA/KIAD and Satellite arrivals from Sector 73 right to a heading not to exceed 180° south of J64.
AIT 27/26: For prop arrivals landing KBWI/KDCA and satellite airports that are routed through Sector 26. Initiate a transfer of radar identification to Sector 26, and affect a transfer of radio communications to PCT after radar identification is accepted by PCT. (As referenced in FAA Order JO 7110.65 Para. 5-4-9).
AIT 27/91: Accept transfer of radar identification from Sector 91 for aircraft landing at airports in the HAR area and affect transfer of radar identification to HAR. Sector 91 will affect transfer of radio communications after transfer of radar identification is accepted by HAR. (As referenced in FAA Order JO 7110.65 Para. 5-4-9).
Non-RNAV aircraft holding at DAFIX must be coordinated with ZOB.
The following holding patterns can be used:

Fix	Direction	Turns	Leg Length	Max Speed	Altitudes
DAFIX	North	Left	1 min	210 KIAS	10,000' - 14,000'
PRTZL	North	Right	1 min	210 KIAS	9,000' - 12,000'

Overview

Sector 39 (PARKE)

Traffic flows mainly in a southwesterly direction via NEWEL J60 and via ZIMMZ SPOTZ Q480/Q42. Departure traffic is climbed to FL280 or requested altitude if lower, unless otherwise coordinated. IAD jet arrivals received from Sectors 42 and 55 must be sequenced with all IAD jet arrivals departing the New York Metro area and handed off to Sector 26 at or below FL200.

Sector 42 (East Texas)

Traffic flows mainly in a southwesterly direction. This is a high altitude enroute sector whose airspace lies directly above Sectors 35, 36, 39 and 55. The R-42 controller must ensure proper sequencing of traffic received from ZBW destined for IAD to Sector 39 and traffic destined for DCA and BWI to Sector 55. The sector receives numerous point outs, especially from the sectors that it overlies in order to allow departure aircraft from the New York Metro area to continue transition to requested altitude.

Sector 55 (Yardley)

Traffic flows mainly in a southwesterly and westerly direction via LANNA J48, BIGGY J75 and RBV J230. Departures are climbed to FL280 or requested altitude if lower, unless otherwise coordinated. BWI and DCA jet arrivals received from Sectors 42/56 must be sequenced with BWI and DCA jet arrivals departing the New York Metro area and handed off to Sector 25 at or below FL220 depending on destination.

Sector 56 (Kennedy)

Traffic flows mainly in a northeasterly direction, usually converging on JFK. Traffic landing BOS must be sequenced and handed off to ZBW at FL270 or below. Traffic landing ALB must be sequenced and handed off to ZBW at FL240. Other Northeast bound arrival traffic over flying DPK descends to FL230 or lower depending on destination.
Traffic also flows eastbound, southeast bound, northwest bound and southwest bound, usually at requested altitude. This sector consists of many crossing routes and "traps" that the controller must be aware of.

Sector 68 (DIXIE)

Traffic flows mainly in a northeasterly and southwesterly direction. This sector controls New York Metro traffic departing EWR, LGA and their respective satellites. N90 climbs the jet departures to 17,000 or requested altitude if lower and the prop departures to 11,000 or requested altitude if lower. The R-68 controller climbs the departures to FL240 or requested altitude if lower. These aircraft must be separated from traffic departing PHL and from HPN arrivals received from Washington Center’s Woodstown Sector.
Sector 68 controls the JFK jet arrivals, which must be sequenced to cross CAMRN at 11,000 at 250 knots and handed off to N90, as well as eastbound traffic via CYN.
Additionally, this sector controls aircraft departing PHL destined for airports in the northeastern United States, eastern Canada and Europe. PHL Approach climbs the jet departures to 12,000 and the prop departures to 9,000. The R-68 controller climbs PHL departures routed via J225 to FL240 or requested altitude if lower. PHL departures routed over CYN are climbed to FL230 or requested altitude if lower.

Sector Notes

Sector 39 may clear J6 traffic/IAD arrivals at or above FL180 direct to LRP from within the confines of Sector 39 airspace.
Sector 39 must ensure that IAD jet arrivals transitioning from flight levels are in trail and restricted to cross 20 DME northeast of LRP VORTAC at FL200 or below. Sector 39 must handoff Dulles prop arrivals to Sector 26 at the lowest usable flight level.
Sector 39 has control for turns on ELIOT props to remain west of J6/V457.
Sector 39 gives Sector 92 control to turn IAD prop. traffic direct to LRP on contact.
Sector 39 has control for left turns from Sector 36 for aircraft routed via the DEEZZ SID (wrap departures).
Sector 39 has control for descent southwest of BOTLS and left turns to remain west of J6 from Sector 42 on HYPER STAR arrivals.

Sector Notes

Sector 42 has control for left turns from Sector 36 for aircraft routed via the DEEZZ SID (wrap departures).
Sector 36 may clear DEEZZ departures direct CANDR without coordination.
Sector 39 has control for descent southwest of BOTLS and left turns to remain west of J6 from Sector 42 on HYPER STAR arrivals.

Sector Notes

Ensure that departures via RBV J230 cross 17 DME west of RBV at the lowest usable flight level or above.
Ensure that BWI/BWI satellites arrivals transitioning from flight levels cross 10 DME northeast of MXE VORTAC at the lowest usable flight level.
Sector 55 gives Sector 92 control to turn IAD prop traffic direct to LRP on contact.
All props landing DCA or BWI and satellites shall enter Sector 25 in trail at or below 170 and below all jet traffic.
Sector 55 may clear aircraft via J75/V3 direct MXE from within the confines of Sector 55 airspace.
Sector 9 has control for left turns on aircraft cleared via J230 from within the confines of Sector 55 airspace.

Sector Notes

Ensure that traffic transitioning to Danbury Sector via DPK VORTAC cross DPK at FL230 or below.
Sector 68 may clear aircraft direct LGA, JFK, NEWES, or DPK without coordination. Sector 56 has control for left turns
Due to the close proximity of the radar handoff point to the LENDY holding pattern, coordination must be accomplished prior to handoff for those flights entering Sector 36 at FL230 or below.
The following holding pattern can be used:

Fix	Direction	Turns	Leg Length	Max Speed	Altitudes
JFK230 5NM DME	Southwest	Left	1.5 min	265 KIAS	FL250-FL280

Note: JFK230 radial 5NM DME fix is not charted, and this pattern is not depicted on the MDM map (May be used for delay absorption when Boston Center is unable to accept traffic).

Sector Notes

Sector 68 may clear aircraft direct LGA, JFK, NEWES, or DPK without coordination. Sector 56 has control for left turns.
Sector 68 may clear aircraft direct OWENZ without coordination with Sector 66
Sector 68 may clear aircraft direct PLUME, HTO, or ACK without coordination. Sector 66 has control for left turns up 30°.
The following holding pattern can be used:

Fix	Direction	Turns	Leg Length	Max Speed	Altitudes
CAMRN	Southwest	Left(on DPK R-221)	1 min	210 KIAS	11,000'-14,000'

Overview

Sector 34 (Elmira)

The Elmira Sector receives New York Metropolitan departures from Sector 35 destined for DTW, MKE, MSP and the west coast. They own FL240 and above on J95, and at times acquire the DGRAF FPA. The sector also gets traffic bound for PIT from the Rockdale Sector in Boston Center at FL280 over HNK and, after sequencing them with the PIT arrivals from the New York Metropolitan area, hands them off to the BFD Sector in Cleveland Center at FL240. Sector 34 also handles arrivals to ALB, PVD, BOS, and other New England airports from PIT and airports east of PIT. The sector also handles some westbound flights from Boston Center on N.R.P. Routes. Sector 34 coordinates with Sectors 35, 49, 50, 36, 75, the Boston Center sectors Rockdale and Delancey, and the Cleveland sectors of Niagara, Geneseo, Dansville, Bradford and Steuben. Holding at this sector may be accomplished at the KONJE intersection from FL240-FL260. Sector 34 assumes all airspace from Area C on the midnight shift, including BGM and ELM approach control airspace. Traffic landing HPN, HVN, BDR, FRG, and OXC via HNK/CFB are delivered to the DNY Sector in Boston Center at or below FL270 descending to FL240. Trouble spots include: slow climbing departures that frequently need to be pointed out to Cleveland Center’s DSV and GEE Sectors; and sequencing of PIT arrivals from ZBW with New York Metropolitan departures to PIT.

Sector 35 (Huguenot)

The HUO Sector’s primary function is to accept aircraft from the Liberty North Sector in New York TRACON climbing to predetermined altitudes for further transitioning to enroute altitudes. The majority of this traffic is turbojet with some turboprops. It is an extremely fast-paced sector requiring radar vectors and climb clearances consistent with the flow of traffic. Coordination is accomplished with Sectors 36, 51, 50, 34, 49, the Boston Center sectors of SWF, IGN, DNY. Trouble spots include V374 traffic over GAYEL converging with Sector 51 traffic on T216/T212/V374. Also climbing departure traffic must top the altitude stratifications of Sectors 50 and 51. Additionally, in-trail spacing must be built in for flights destined to the same airports (including ORD). Sector 35 is combined at Sector 34 on midnight shifts. There is no established holding at Sector 35.

Sector 36 (Sparta)

The SAX sector (also known as LENDY) primarily controls arrival traffic to the New York TRACON airports from the west with some JFK arrivals over IGN from the north. The majority of the traffic is turbojets with some turboprops. The stratification of the sector is such that radar vectors to establish required in-trail spacing to JFK and JFK satellite airports is restricted to the width of the airway. In-trail spacing is a prerequisite and must be maintained and delivered to N90 at the LENDY intersection. Coordination is accomplished with the JFK Sector in N90 as well as Sectors 35, 49, 51, 56 and 75. JFK arrivals are delivered to N90 over LENDY at FL190 and at 250 knots.
JFK and JFK Satellite arrivals are held at the LENDY intersection from FL180-FL220 with right turns (published). Sector 36 combines with Sector 35 during off-peak hours. A major trouble spot is spacing JFK arrival traffic from the north in-trail with traffic from the west over LENDY. Late hand-off acceptance by N90 over LENDY requires constant vigilance. The Sparta Sector also accepts a limited number of departures on the DEEZZ SID (“JFK Wrap”). Aircraft from N90 will be handed off climbing to FL190. These aircraft will be climbed to FL220 to top the JFK arrivals from the north, which will be at FL200. These aircraft are eventually climbed to FL250 and handed off to Sector 42. Unless these aircraft are routed direct CANDR, a pointout to Sector 35 is necessary.

Sector 49 (Stony Fork)

The Stonyfork Sector handles JFK and EWR satellite jet traffic. It takes the traffic from Cleveland Center at altitude and descends them to cross LVZ at the lowest usable flight level for EWR satellites and to cross the JENNO intersection at FL230 for traffic to JFK and its satellites. The sector owns a little more than the width of J70 from the Cleveland Center boundary to LVZ at altitudes in the flight levels only, and at times acquires the DGRAF FPA. The sector also works north-south crossing traffic. Sector 49 has a published holding pattern, at JENNO intersection, that is used to hold JFK arrivals from FL270 to FL300. This traffic is held with left turns. Sectors 34 and 35 must be advised prior to holding. Additionally Sectors 75 and 42 should be advised. When warranted, Sector 49 is combined at Sector 34. This sector coordinates with the WRN & BFD sectors of Cleveland Center and Sectors 34, 36, 50, 51, and 75. Trouble spots include the lack of vectoring room to achieve the required sequencing to JFK and the EWR satellites.

Sector 50 (Binghamton)

The Binghamton Sector accommodates traffic at or below FL230, excluding approach control airspace. Traffic destined for BGM, ELM, and ITH is descended to our base altitude and handed-off to either BGM or ELM approach control, which are delegated airspace up to and including 080 MSL. Additionally, departures from these airports are handed-off to Sector 50 climbing to 080. Major flows in this sector include PIT arrivals departing BGM, ELM, ITH, SYR, and AVP which are handed-off to the BFD sector in Cleveland Center at or below FL200 and in-trail, the Rochester arrivals which are handed-off to the Rochester Sector of Cleveland Center at or below 160, SYR arrivals which are given to SYR approach control at 110. Sector 50 coordinates with the following Sectors: 51, 35, 34, 49, 91, 93, 74, 75, the Cleveland Center BFD and ROC sectors, the Boston Center HNK and DNY sectors, and the following approach controls: BGM, ELM, SYR, ROC and AVP. This sector also occasionally delegates airspace to the KINZUA MOA, typically FL180-FL220. Also DUKE MOA (080- below FL180) borders Sector 50 and it is sometimes in use concurrently with KINZUA. Coordination for both is done through our military liaison office. On midnight shifts, we acquire BGM and ELM approach control’s airspace and issue clearances into and out of their airports. Sector 50 itself combines at Sector 34 on midnight shifts. Holding at this sector is accomplished at 090 and 100 at CFB, ULW, and ITH. This holding is unpublished. Trouble spots for this sector include spacing to PIT, mixing of high and low speed aircraft climbing and descending through each other, a general lack of a cohesive flow through the airspace, and a high degree of coordination resulting from the stratification and the large amount of sectors abutting us.

Sector 51 (Lake Henry)

The Lake Henry sector owns airspace from 110 up to and including FL190. Its major flows are the EWR Satellite arrivals and the PHL arrival traffic from the New England area and upstate N.Y. Sector 51 receives EWR Satellite arrivals over LVZ at or below the lowest usable flight level, then delivers them to N90 at 6,000 feet over MUGZY. Preferred holding is at the MUGZY Intersection from 6,000 feet to 8,000 feet with left turns (published) and then at HARTY Intersection from 9,000 feet to 14,000 feet with left turns (published). Sector 51 works the PHL arrivals emanating from the New England area and sequences them with the upstate N.Y. arrivals to PHL while delivering them to Sector 92 at 120. Additionally, N.Y. Metropolitan prop departures requesting finals below flight levels are handed-off to Sector 51 from the Liberty North Sector in N90 at 120. Metro prop departures requesting flight levels or departing JFK (or satellites) and requesting 140 or above are handed- off at 140. Sector 51 also works the majority of flights into and out of the Catskill region (including SWF). The arrivals into the Catskill region are delivered to Boston Center at or below 130. Sector 51 coordinates with Liberty north in N90, Boston Center HNK and SWF sectors, as well as Sectors 35, 36, 49, 92, 74 and 50. Trouble spots include descending jet arrivals to EWR Satellites, PHL and SWF through slower moving crossing traffic to comply with altitude requirements. When Sector 51 is combined it is typically split so that the northwest portion of the airspace (FPA 5101) is acquired by Sector 50, the eastern portion (FPA5103) is acquired by Sector 35, and the southern portion (FPA5102) is acquired by Sector 36.

DGRAF FPA

The DGRAF Fix Posting Area (FPA) is Assignable Airspace designed to adjust traffic volume at Sector 34 and Sector 49. This airspace must be assigned at all times to either Sector 34 or Sector 49. The DGRAF FPA primarily receives Q436 departure traffic at or above FL240 destined for ORD, MKE, PIT, MSP, CVG and the west coast. The function of the DGRAF FPA is to allow increased departure capacity by adjusting sector configurations. During peak JFK and EWR Satellite arrival times, Sector 34 will normally acquire the DGRAF FPA. Most other times, the DGRAF FPA will be assigned to Sector 49.

Traffic flow from Area C to Area D

MDT, CXY, DCA, IAD, and BWI prop arrivals shall be given to Area D at or below 16,000'. BWI and IAD prop arrivals routed over ULW shall be given to Area D at or below 17,000'.
RDG arrivals shall be given to Area D at or below 12,000'.
PHL and PHL Satellite jet arrivals shall enter Area D at or below 12,000'.
ABE jet or prop arrivals must be routed via LAAYK/LVZ, and given to AVP Approach, except traffic originating west of V499, which may be routed direct FJC, and descended to 11,000 ft.
UNV arrivals shall be given to Area D at or below 16,000'.
AGC arrivals shall be given to Area D at or below FL280.
BWI and IAD jet arrivals via FQM shall be given to Area D at or below FL280. IAD jet arrivals via J59 shall be given to Area D at or below FL280.
DCA jet arrivals shall be given to Area D at or below FL280.
DOV and ACY arrivals:
- via HAR must be given to Area D at or below FL270;
- via LAAYK must be given to Area D at or below 17,000'.
- Note: DOV arrivals must be routed via LRP.V210.BUNTS..DOV

Sector Notes

When informed by sector 49 that holding is necessary at JENNO intersection at FL270 and above, ensure that departure aircraft on Q436 are not cleared above FL260 until clear of the JENNO HPASA.
Sector 35 is authorized to climb North Gate departures to FL250 with the Full Data Block (FDB) displaying requested altitude if higher. After Sector 34/49 accepts the handoff, Sector 35 will climb the aircraft to the requested altitude. Sector 34/49 shall advise Sector 35 prior to accepting the hand-off if other than the requested altitude indicated in the FDB is to be assigned. (As per FAA Order 7210.3, para. 8-2-7).
The following holding pattern can be used.

Fix	Direction	Turns	Leg Length	Max Speed	Altitudes
KONJE	East	Right(on HNK R-271)	1.5 min	265 KIAS	FL240-FL260

Note 1: Coordinate with Sector 49 and Cleveland Center prior to holding aircraft at the KONJE Intersection. Note 2: When DGRAF FPA is assigned to Sector 34, notify Sectors 35, 42 and adjacent ZOB sectors.

Sector Notes

When informed by Sector 49 that holding is necessary at JENNO intersection at FL270 and above, ensure that departure aircraft on Q436 are not cleared above FL260 until clear of the JENNO HPASA.
Sector 35 is authorized to climb North Gate departures to FL250 with the Full Data Block (FDB) displaying requested altitude if higher. After Sector 34/49 accepts the handoff, Sector 35 will climb the aircraft to the requested altitude. Sector 34/49 shall advise Sector 35 prior to accepting the handoff if other than the requested altitude indicated in the FDB is to be assigned. (As per FAA ORDER 7210.3, para.8-2-7).

Sector Notes

Sector 36 may clear DEEZZ departures direct CANDR (into Sector 42) without coordination.
Sectors 39 and 42 have control for left turns from Sector 36 for aircraft routed via the DEEZZ SID (wrap departures).
The following holding patterns can be used:

Fix	Direction	Turns	Leg Length	Max Speed	Altitudes
LENDY	Northwest	Right(on LGA R-315)	1.5 min	230 KIAS	FL180-FL220

Sector Notes

When DGRAF FPA is assigned to Sector 49, notify Sector 35, 42 and adjacent ZOB sectors.
Sector 35 is authorized to climb North Gate departures to FL250 with the Full Data Block (FDB) displaying requested altitude if higher. After Sector 34/49 accepts the handoff, Sector 35 will climb the aircraft to the requested altitude. Sector 34/49 shall advise Sector 35 prior to accepting the handoff if other than the requested altitude indicated in the FDB is to be assigned. (As per FAA ORDER 7210.3).
Sector 49 will clear LENDY arrivals to cross JENNO at FL230.
The following holding pattern can be used:

Fix	Direction	Turns	Leg Length	Max Speed	Altitudes
JENNO	West (on STW R-305)	Left	1.5 min	230 KIAS	FL270-FL300

Note: Coordinate with Sectors 34 and 35 prior to holding aircraft at JENNO intersection (do not hold below FL270).

Sector Notes

The following holding patterns can be used:

Fix	Direction	Turns	Leg Length	Max Speed	Altitudes
CFB	Southwest	Left(on CFB R-256)	1 min	210 KIAS	9,000'-10,000'
ITH	West	Left(on ITH R-315)	1 min	210 KIAS	9,000'-10,000'

Sector Notes

The following holding patterns can be used:

Fix	Direction	Turns	Leg Length	Max Speed	Altitudes
MUGZY	West	Left(on STW R-305)	1 min	210 KIAS	6,000'-8,000'
HARTY	West	Left(on STW R-305)	1 min	210 KIAS	9,000'-14,000'

Overview

Sector 72 (Selinsgrove)

This is a super high altitude sector. The traffic flow in this sector is multi-directional in the vicinity of the PSB VORTAC. This sector sequences New York Metro area departures routed via J60, J64 and Q62 with over flight traffic from ZBW on J60 and J64 as well as other over flight traffic from ZBW routed via J49 to PSB and hands off this traffic to ZOB. This sector works random route over flight traffic north and northeast bound as well as south and southwest bound.

Sector 73 (Philipsburg)

This is a high altitude sector. The traffic flow in this sector is multi-directional in the vicinity of the PSB VORTAC. The other predominate traffic flows in this sector are westbound via J60, J64, Q62 and random routes north and southbound between Area A and Area C. This sector sequences New York Metro area departures routed via J60 and J64, with over flight traffic from ZBW on J60 and J64, as well as other over flight traffic from ZBW routed via J49 to PSB and PHL departures routed via J60, J64 and Q62 and hands off this traffic to ZOB. Additional westbound flights departing ABE must also be sequenced on J60 and J64. This sector works eastbound departures from ZOB enroute to LGA (TON PSB MIP MIP STAR) and ZBW e.g.: KBOS, KBDL and KSWF via PSB.J49.

Sector 74 (Broadway)

The traffic flow in this sector is primarily west to east and is predominantly comprised of KEWR and KLGA arrivals. The KEWR arrivals are routed via FQM/FQM STAR and the KLGA arrivals are routed via MIP/MIP STAR. This traffic must be descended and sequenced for the New York TRACON.

Sector 75 (Milton)

The predominant traffic flow of this sector is west to east. Additional random route traffic north and southbound traverse this sector between Area A and Area C. This sector must sequence and descend eastbound arrival traffic to KEWR and KLGA and hand off these flights to Sector 74. The KEWR traffic is received from ZOB routed via SLT FQM/FQM STAR KEWR. The KLGA traffic is received from ZOB and Sector 73 routed via ETG or PSB MIP/MIP STAR KLGA. This sector must establish and maintain holding aircraft at MIP and FQM as necessary. This sector also works northeast traffic enroute to ZBW e.g.: KBOS, KBDL, and KHPN via J49 and southwest bound traffic from ZBW also on J49 and J59.

Sector 91 (Williamsport)

Traffic flow in this sector is diverse with a moderate workload involving arrivals and departures in and out of ten airports. A number of the airports within the sector are not served by an approach control or tower. This sector provides service to a significant number of enroute aircraft. The majority of traffic consists of general aviation and small commuters arriving and departing KIPT and KUNV. The aircraft arrive from all directions and must be sequenced.

Sector 92 (Pottstown)

This sector handles PHL departures routed via PTW in addition to KABE and KAVP arrivals and departures. Departures are received at 13,000′or 12,000′ (from PHL) and 8,000′ (from KABE and KAVP) and climbed to 17,000′. KABE arrivals are delivered Allentown TRACON at 9,000′ over FJC VOR and departures received at 8,000′ via ETX VOR. Southbound traffic includes KBWI, KDCA and KIAD turbo-prop arrivals. This sector also handles PHL turbojet arrivals via SPUDS. This sector usually has a moderate to heavy workload with most of these arrivals and departures transitioning through each other.

Sector 93 (Swissdale)

This is a low altitude sector. The traffic flow is in all directions with a diverse mix of aircraft types. A large percentage of this traffic must be climbed or descended, including turbojets in and out of HAR, AVP and ABE. In addition, when Sector 91 is closed, KIPT and KUNV arrivals and departures are handled at this sector. Most of the enroute traffic consists of KIAD and KBWI turbo-props routed via FQM to HAR.

Traffic flow from Area D to Area C

KSYR arrivals shall be given to Area C at or below FL230.
KROC arrivals shall be given to Area C at or below FL220.
KELM, KITH, KBGM and KPEO arrivals shall be given to Area C at or below 17,000'.
KBGM arrivals east of V499 shall be given directly to AVP Approach Control from Area D.
KOIC arrivals shall be given to Area C at or below FL230.
KALB/KSCH arrivals via DNY must be routed LVZ LAAYK DNY and transferred to Area C at or below 17,000′.
KALB/KSCH arrivals at flight levels must be given to Area C at or below FL290 and be routed:
- via J220.MICAH..CFB.J190.RKA..ALB or
- via J227.BABEE..CFB.J190.RKA..ALB or
- via PSB..CFB.J190.RKA..ALB
KPSF arrivals at flight levels must be routed HNK..KPSF and must be transferred to Area C at or below FL290.
KHPN, KHVN, KDXR, KOXC, and KBDR arrivals must be transferred to Area C descending to FL290.
MUGZY jet arrivals routed via J49..J70.LVZ must be transferred to Area C descending to FL270.
KABE jets to KJFK via the LENDY STAR will be upon approval request basis only with Sector 35/36 between the hours of 1430 to 2030 local.
KSWF prop arrivals via LAAYK must be transferred to Area C at or below 13,000′.

Sector Notes

Coordinate with Sectors 73 to comply with miles in trail restrictions.

Sector Notes

After accepting a handoff from sector 92 on PHL departures climbing to 17,000 feet, R73 shall be responsible for any necessary coordination with sector 93.
Aircraft landing DCA/IAD/PHL and Satellites shall be handed off to Area A at the lowest usable flight level.
NOTE: In the case of simultaneous arrivals to two or more different destinations of the three destinations cited in section b, flights may be separated vertically in the following order:
- IAD/IAD Satellite arrivals at the lowest usable flight level.
- PHL/PHL Satellite arrivals 1,000 ft. above IAD/IAD Satellite arrivals.
- DCA/DCA Satellite arrivals 1,000 ft. above PHL/PHL Satellite and/or IAD/IAD Satellite arrivals.
Area A shall have control to clear PHL/PHL Satellite arrivals direct LRP.
Area A shall have control to turn DCA/IAD/PHL and Satellite arrivals right to a heading not to exceed 180° south of J64.
Aircraft landing ACY shall be handed off to Area A at or below FL230.
Aircraft landing ORF or RIC shall be handed off to Area A descending to FL310.
Coordinate with Sector 72 to comply with miles in trail restrictions.

Sector Notes

The following holding patterns can be used:

Fix	Direction	Turns	Leg Length	Max Speed	Altitudes
BILEY	Northwest	Left(on MIP R-117)	1 min or 5NM	210 KIAS	13,000'-14,000'
LIZZI	Northwest	Right(on SBJ R-295)	1 min or 5NM	210 KIAS	10,000'-12,000'
PENNS	Northwest	Right(on BWZ R-302)	1 min or 4NM	210 KIAS	7,000'-8,000'
PENNS	Northwest	Right(on BWZ R-302)	1 min or 6NM	210 KIAS	9,000'-13,000'

Sector Notes

Ensure aircraft landing UCA enter sector 50 at or below FL230.
Ensure that aircraft landing SWF/SWF satellites enter Area C at or below FL230 via J49 HNK DNY V483 FILPS.
The following holding patterns can be used:

Fix	Direction	Turns	Leg Length	Max Speed	Altitudes
FQM	West	Right(on FQM R-290)	1.5 min or 14NM	265 KIAS	FL180-FL200
MIP	West	Left(on MIP R-289)	1.5 min or 17NM	265 KIAS	FL180-FL260

Sector Notes

Issue advance approach information to aircraft landing at airports for which you provide approach control services.
AIT 91/92: Transfer of radar identification to Sector 92 for aircraft entering the AVP approach control area (AVP). Sector 91 will effect transfer of radio communications to AVP approach after transfer of radar identification is accepted by AVP approach. (As referenced in ATP 7110.65 Para. 5-4-9).
AIT 27/91: For aircraft landing within the Harrisburg Approach Control area (MDT) that are routed through Sector 27, initiate transfer of radar identification to Sector 27 and initiate transfer of radio communications to MDT after radar identification is accepted by MDT. (As referenced in ATP 7110.65 Para. 5-4-9).
Sector 91 may clear KIAD/KIAD Satellite arrivals direct LEGGO without coordination.
The following holding patterns can be used:

Fix	Direction	Turns	Leg Length	Max Speed	Altitudes
PSB	Northwest	Right(on PSB R-312)	1 min	210 KIAS	4,000'-8,000'
PIX NDB	Northeast	Left(on PIX HDG 266 inbound)	1.5 min	230 KIAS	4,000'-7,000'

Sector Notes

Coordinate with Sector 26 for southbound traffic between PTW and MXE on V29 at 14,000 through 17,000 feet.
Sector 92 climb PHL departures requesting flight levels to 17,000 feet and handoff to Sector 73. After acceptance of handoff R73 will be responsible for any necessary coordination with Sector 93.
Sector 92 shall ensure that Dulles prop arrivals via LRP at or below 17,000 feet are in-trail with the Dulles prop arrivals from Sector 39. Sector 92 may elect to reroute their arrivals via SEG/RAV/HAR.
AIT 26/92: For aircraft landing within the Harrisburg Approach Control area (MDT) that are routed through Sector 26, initiate a transfer of radar identification to Sector 26, and effect a transfer of radio communications to MDT after radar identification is accepted by MDT. (As referenced in ATP 7110.65 Para. 5-4-9).
Sector 92 has control for turns direct LRP on IAD prop traffic from Sectors 39 and 55.
AIT 91/92: Accept transfer of radar identification from Sector 91 for aircraft entering the AVP approach control area (AVP) and effect transfer of radar identification to AVP. Sector 91 will effect transfer of radio communications to AVP approach after transfer of radar identification is accepted by AVP. (As referenced in ATP 7110.65 Para. 5-4-9).
AIT 93/92: Accept transfer of radar identification from Sector 93 for aircraft entering Sector 26 routed via V170..V499 or V170..V210 and effect transfer of radar identification to Sector 26. Sector 93 will effect transfer of radio communications to Sector 26 after transfer of radar identification is accepted by Sector 26. (As referenced in ATP 7110.65 Para. 5-4-9).
Sector 26 has control for turns direct LRP or BAL on BWI jet arrivals after RAV.
The following holding pattern can be used:

Fix	Direction	Turns	Leg Length	Max Speed	Altitudes
SPUDS	Northwest	Right(on ETX R-133)	1 min	210 KIAS	10,000'-13,000'

Sector Notes

AIT 93/92: Transfer of radar identification to Sector 92 for aircraft entering Sector 26 routed via V170..V499 or V170..V210. Sector 93 will effect transfer of radio communications to Sector 26 after transfer of radar identification is accepted by Sector 26. (As referenced in ATP 7110.65 Para. 5-4-9).
Sector 26 has control for turns direct LRP or BAL on BWI jet arrivals after RAV.
AIT 27/93: Accept transfer of radar identification from Sector 27 on MDT/SAT departures that will transition to Sector 73 through *Sector 93 and effect transfer of radar identification to Sector 73. Sector 27 will effect transfer of radio communications to Sector 73 after transfer of radar identification is accepted by Sector 73. (As referenced in FAA Order JO 7110.65 Para. 5-4-9).
Sector 93 may clear KIAD/KIAD Satellite arrivals direct LEGGO without coordination.

Overview

Sector 65 (JOBOC)

Sector 65 is both a high and low altitude offshore oceanic radar sector. This sector transitions radar to non-radar traffic and vice versa for flights between Europe and North America; sequences traffic inbound to the New York Metropolitan area for Boston Center and Sector 86; and issues oceanic clearances on VHF for Trans-Atlantic flights. The predominant flow is east/west with mostly commercial jet traffic.
Sector 65 is delegated to ZNY when online. When ZNY is offline, ZWY may provide radar services in this sector.

Sector 66 (MANTA)

This sector is a low altitude sector position at New York Center encompassing airspace south of John F. Kennedy International Airport (JFK) excluding the New York Terminal Radar Approach Control (TRACON) facility, McGuire (WRI) and Atlantic City (ACY) Approach Control airspace. The sector handles a multitude of traffic flows on V139, J121 and J174 as well as arrival and departure traffic from JFK, WRI, ACY, Philadelphia (PHL), Newark (EWR), Islip (ISP) and White Plains (HPN). Due to its complex stratification of airspace, restriction of airspace due to coastal Warning Areas, mix of light single and twin engine aircraft, turboprops and turbojets, the sector routinely results in moderate to heavy traffic and complexity.

Sector 82 (PAEPR)

Sector 82 is a high altitude offshore oceanic radar sector. This sector transitions radar to non-radar traffic and vice versa for flights between North America and the Caribbean, South America, and Europe; issues oceanic clearances on VHF for flights not on ATS routes; and shares use of coastal warning areas. The predominant flow is north/south and northeast/southwest with mostly commercial jet traffic.
Sector 82 is delegated to ZNY when online. When ZNY is offline, ZWY may provide radar services in this sector.

Sector 83 (HANRI)

Sector 83 is a high altitude offshore oceanic radar sector. This sector transitions radar to non-radar traffic and vice versa for flights between North America and the Caribbean, South America, and Europe; issues oceanic clearances on VHF for flights not on ATS routes; and shares use of coastal warning areas. The predominant flow is northeast/southwest with mostly commercial jet traffic.
Sector 83 is delegated to ZNY when online. When ZNY is offline, ZWY may provide radar services in this sector.

Sector 86 (Atlantic)

Sector 86 is both a high and low altitude offshore oceanic radar sector. This sector transitions radar to non-radar traffic and vice versa for flights between North America and the Caribbean and South America; sequences traffic inbound to the New York metropolitan area for Sector 66; issues oceanic clearances on VHF for flights not on ATS routes; sets up aerial refueling along AR777; and shares use of coastal warning areas. The predominant flow is north/south with mostly commercial jet traffic.
Sector 86 is delegated to ZNY when online. When ZNY is offline, ZWY may provide radar services in this sector.