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
