Draft:BGM SOP

New York ARTCC

Standard Operating Procedure — BGM

Rev. 2 — Revised: 2026-01-13

Area at a glance

ICAO Code	Airport Name	Airspace
KBGM	Greater Binghamton Airport	D (TRSA)

       Uncontrolled Fields
       [Show]

ICAO Code	Airport Name	Airspace	Area
KCZG	Tri-Cities Airport	E	BGML (Low)
4N7	Greene Airport	E	BGML

Purpose

This document prescribes the procedures to be utilized for providing air traffic control services at Binghamton Terminal Radar Approach Control (TRACON) 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	BGM_DEL	Binghamton Clearance Delivery	120.050	BC
Ground	BGM_GND	Binghamton Ground	121.900	BG
Tower	BGM_TWR	Binghamton Tower	119.300	BK
ATIS	KBGM_ATIS		128.150

Sector	Callsign	Frequency	Identifier	Combined Sector
Low Approach Radar	BGM_L_APP	118.600	BL	Primary TRACON
High Approach Radar	BGM_H_APP	127.550	BH

ATCT

Clearance Delivery

Note:

While strict north/south exit point usage is not required at BGM, the guide above may be useful for directing pilots to proper exits for departing the area.

Position	Frequency	Code
BGM_L_APP	118.600	BL
NY_CTR (Elmira 34)	132.175	N34
NY_CTR (Kennedy 56)	125.325	N56

The table on the right lists the common frequencies used as departure frequency by BGM 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.

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

Notes

• The initial altitude for IFR departures of all types is 4,000’ whereas higher may be expected in 10 minutes after departure.
• There is no published departure procedure out of Binghamton. All aircraft must be cleared to their destination via radar vectors to a BGM exit.

PHRASEOLOGY
Cleared to (clearance limit), via radar vectors (exit), then as filed. Maintain 4,000, expect (final altitude) one zero minutes after departure. Departure frequency (frequency), squawk (code).

Binghamton is a Class D airport.

As BGM is located within a TRSA, VFR departures are assumed to desire flight following and radar services unless they state otherwise in their initial call.

See the VFR Operations document for detailed explanation of applicable VFR procedures.

Ground Control

Departure Sequencing

Exit Gate	Exits
North	LAMMS, GTOWN, EXTOL, TRAAD, RKA
South	CFB, LVZ, DNY, HNK, LAAYK

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

Runway Ownership and Crossings

1. Closed runways shall be owned by Ground Control. The only time runways will ever be closed is during events, and closures must be authorized by the TMU. We do not simulate runway closures on VATSIM during standard day-to-day operations.
2. Transfer of runway ownership, between Ground Control and Local Control, shall be accomplished verbally (or textually).
3. Ground Control is authorized to cross all active runways with coordination with Local Control.

Aircraft Movement

1. As the taxiway system is simple, there are no pre-defined routings.
2. If there is an imminent conflict between arriving and departing aircraft, hold departures on the ramp until the inbound aircraft is clear of the outbound aircraft.

Intersection Departures and Usable Runway Lengths

1. Since departures can come from multiple taxiways, the sequencing for intersection departures is a bit more involved as it will require Ground Control to properly push the strip to the tower controller in the correct order.
2. For intersection departures, state the usable runway distance if that distance is not broadcast in the ATIS. Below is a list of usable runway lengths from common intersections. If the numbers are not divisible to 50, you must round them down to the nearest 50 feet before providing the information to the pilot.

   PHRASEOLOGY
   RUNWAY ONE ZERO AT ALPHA, TAXI VIA FOXTROT, GOLF, ALPHA. RUNWAY ONE ZERO AT ALPHA INTERSECTION DEPARTURE, ONE THOUSAND SEVEN HUNDRED FEET AVAILABLE

10	34	28	16
B2 (3350')	10/28 (5750')	B2 (1600')	10/28 (1550')
A (1700')	B (5450')	A (3250')	B (1850')
34/16 (1350')	F (3850')	34/16 (3600')	F (3450')
	D (2300’)		D (5000')
	C (1150')		C (6150')

Local Control

Tower Procedures

Releases

Releases from Binghamton are automatic unless the BGM TRACON 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 JO 7110.126B.

Radar (RACD)

This tower uses a DBRITE radar only and is not certified for any approach control services. By agreement with Binghamton TRACON, this tower will NOT radar identify departing IFR aircraft and will instruct a departure to contact departure control once the aircraft appears to be clear of any traffic. It is imperative that tower controllers observe departing traffic turning towards the assigned heading before handing off. VFR aircraft can and must be radar identified to receive flight following within the tower's airspace, otherwise it is not necessary.

Aircraft Exiting the Runway

Arriving aircraft shall 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.

Runway Selection

Wind Speed (kts)	Direction (°M)	Depart	Land
0-4	Any	34	34
>4	250-070	34	34
	071-249	16	16

Note

Runway 10/28 is available for use at controller discretion if it is operationally advantageous or weather requires it, as well as at pilot request.

IFR aircraft must be given runway heading, unless otherwise coordinated with the departure controller.

PHRASEOLOGY
FLY RUNWAY HEADING, WIND (wind), RUNWAY (runway), CLEARED FOR TAKEOFF.

Runway	Heading	Altitude
10	100	4000’
28	280	4000'
16	160	4000’
34	340	4000’

Missed Approach Procedures

1. 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, unless the controller determines that it would be advantageous to delay or initiate a turn early.
2. The table to the right indicates the heading and altitude that need to be assigned to a missed approach or go-around prior to release to TRACON frequency.
3. If the conditions are VMC (Visual Meteorological Conditions), then the Tower may keep the aircraft in the pattern and clear the aircraft for a visual approach in accordance with FAA Order JO 7110.65 § 7-4-3. Use best judgement to determine whether to keep the aircraft in the pattern or not.

Additional Information

1. Separation must be based on altitude initially during all missed approaches or go-arounds. Prior to issuing a climb to 4000’, interval altitudes such as 3000’ may be utilized to prevent converging targets from losing separation.
2. 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 § 5-7.
3. Coordinate with TRACON as soon as possible and hand off when Local Control traffic is not a factor.
4. Sound judgment must be exercised when dealing with go-arounds or missed approaches. Deviate as necessary from the headings and altitudes listed on the table if using them would compromise safety. (Exercise due caution for terrain and associated MVAs in the vicinity of BGM, which are more impactful at this airport than most in ZNY.)

Airspace

• Class D.
• The tower owns 4,100' and below within a 5 mile radius of the airport.

Departures

Aircraft should be given the most expeditious way out of the airspace, which should be away from the IFR flow

Over-flights

Allow overflight aircraft to cross over the numbers of the active runway. Make sure to give traffic advisories as necessary.

Pattern Work

• All aircraft wanting to perform pattern work at BGM must be assigned left closed traffic.
• All helicopters should be at 500' AGL, props at 1,000’ AGL and jets at 1,500’ AGL. Adjust these altitudes when necessary to avoid over-flights or IFR traffic flow.

TRACON

General

General Information

Callsign

1. Whenever a controller handles a departure, they must use the radio name “Binghamton Departure” when referring to themselves on frequency.
2. Whenever a controller handles an arrival or enroute traffic, they must use the radio name “Binghamton Approach” when referring to themselves on frequency.
3. If talking to other controllers via land line, refer to yourself as the sector name for which you are controlling.

Coordination

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

Position Combining/De-combining

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

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.

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.

LOA/BGM ELM

LOA/BGM AVP

LOA/N90 BGM

LOA/ZNY BGM

Airspace Sectorization