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AVP SOP

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Revision as of 00:53, 24 June 2026 by Admin (talk | contribs) (Sync from wiki.nyartcc.org (production) — src rev 2026-03-29T01:58:47Z)
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New York ARTCC
Standard Operating Procedure — Wilkes-Barre ATCT and AVP TRACON

Rev. 3 — Revised: 2026-06-24

Area at a glance

ICAO Code Airport Name Airspace
KAVP Wilkes-Barre/Scranton International Airport D 
       Uncontrolled Fields
       [Show]
Purpose
This document prescribes the procedures to be utilized for providing air traffic control services at Wilkes Barre Air Traffic Control Tower (ATCT) and any of the positions within the Wilkes Barre 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
Ground AVP_GND Wilkes Barre Ground 121.925
Tower AVP_TWR Wilkes Barre Tower 120.100 1T
ATIS KAVP_ATIS 120.275
Sector Callsign Frequency Identifier Tag Remarks
South AVP_S_APP 126.300 1S S Primary TRACON
North AVP_N_APP 120.950 1N N

ATCT

Clearance Delivery

Exit Gate Exit Scratchpad
North CFB CFB
ULW ULW
South FQM FQM
SEG SEG
DIANO DIA
LVZ LVZ
FJC FJC
ETX ETX
LRP LRP
STW STW
BWZ BWZ

Note

While strict exit direction points are not required at AVP, the guide above may come in handy for directing pilots to proper exits for departing the area.

Position Frequency Code
AVP_S_APP 126.300 1S
AVP_N_APP 120.950 1N
NY_CTR (Elmira 34) 132.175 C34
NY_CTR 125.325 C56

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

If both AVP_S_APP and AVP_N_APP sectors are online, assign AVP_S_APP frequency for all departing aircraft routed via the south gate and assign AVP_N_APP frequency for all departing aircraft heading routed via the north gate.

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.

If there is no other controller online that would accept departures from AVP, use UNICOM frequency (122.8).

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

The initial altitude for all IFR departures is 5,000'.

AVP#

This is the default departure procedure to be used by aircraft departing Wilkes-Barre (pronounced Scranton (Version #), such as Scranton Eight). It should always be assigned, unless the pilot indicates not possessing charts, in which case no departure procedure should be assigned and the pilot should be cleared to their destination via radar vectors to a proper AVP exit.

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 para 4-3-2.

Wilkes-Barre is located inside Class Delta Airspace. All VFR traffic must establish two-way radio communications.

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

Ground

Departure Sequencing
Exit Gate Exits
North CFB, ULW
South FQM, SEG, DIANO, LVZ, FJC, ETX, LRP, STW, BWZ

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. Since there are no parallel taxiways, you may use each taxiway as a two-way road whereby aircraft may be taxied in the opposite direction on the same taxiway at the same time. When you do this, ensure that both aircraft are told to watch out for the other. This procedure is only available to single engine props during daylight hours as they are narrow enough to be able to fit two abreast.
  3. When the above is not available, hold departures on the ramp until the inbound aircraft is clear of the outbound aircraft. You may use conditional taxi instructions to accomplish this.

Tower

Releases

Releases from Wilkes Barre are automatic unless the AVP 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 Order JO 7110.65 para 3-9-6.
Radar
This tower uses a DBRITE radar only and is not certified for any approach control services. By agreement with Wilkes Barre TRACON, this tower will NOT radar identify departing IFR aircraft and will instruct a departure to contact approach 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 Direction Configuration
Depart Land
0-4 Any 22 22
> 4 130-310 22 22
311-129 4 4

Note: Runway 10 must not be used for IFR departures due to obstacles.

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.

Note: Runway 10 must not be used for IFR departures due to obstacles.

Runway Heading Altitude
4 Runway Heading 4,000'
22 250 4,000'
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 para 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 4,000', interval altitudes such as 3,000' 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.
  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.

Airspace

  1. Class DELTA.
  2. The tower owns 3,500' 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.
Flight Following
All aircraft should remain on the tower frequency unless the route of flight will or may impede the operations of AVP TRACON while operating inside the tower's delegated portion of the Class Delta, or the aircraft will leave the tower's delegated portion of the Class Delta.
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 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.
Runway Direction
4 Left
22 Right
10 Right
28 Right

TRACON

Callsign

  1. Whenever a controller handles a departure, they must use the radio name "Wilkes Barre Departure" when referring to themselves on frequency.
  2. Whenever a controller handles an arrival or enroute traffic, they must use the radio name "Wilkes Barre 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/Decombining
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.

Section Altitudes Conditional
A 10,000' and below
B 10,000' to 6,000'
C 10,000' to 7,000'
D 10,000' to 8,000'
E 10,000' to 9,000' Between the hours of 0000 and 0600 Local or if BGM approach control is closed, reverts to ZNY airspace.
F 10,000' to 9,000'
G 8,000' and below At and below the highest altitude released by ZNY for arrival aircraft. AVP must ensure aircraft leave the holding pattern airspace at or below 8,000'. At and below the highest altitude released by ZNY.
H 6,000' and below
I 4,000' and below

Letter of Agreement
Wilkes Barre TRACON (AVP) & Harrisburg TRACON (MDT)
Rev. 2 – August 15, 2020
Purpose
This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between Wilkes Barre TRACON (AVP) and Harrisburg TRACON (MDT).
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.
Procedures
  1. All aircraft must be cleared to the destination airport via the routes described in Attachment 1. Routes other than those depicted in this LOA must be on an APREQ basis.
  2. Transfer of Control Procedures:
    1. Radar handoffs and transfer of communications must be accomplished prior to entering the receiving facility's airspace.
    2. The tower implementing flow control restrictions must advise the other tower which routes are affected and the time when normal operations are expected to resume.
    3. MDT and AVP are authorized to turn aircraft up to 30 degrees on initial contact.
  3. VFR Procedures:
    1. Automated VFR handoffs are optional between facilities. No verbal coordination is required.
    2. It is suggested to inhibit MSAW alerts (vSTARS client) on all targets.
    3. The receiving controller must be responsible for obtaining all pertinent information.
    4. Upon completion of a handoff, the aircraft may enter the receiving facility's airspace on the transferring facility's beacon code.
  4. Coordination Procedures:
    1. Regardless of which facility requests an altitude or route change, which will affect additional sectors in the adjacent facility's area, each facility must be responsible to complete all necessary internal coordination, e.g., the AVP controller must be responsible for coordination with all appropriate AVP sectors.
    2. Wilkes-Barre Approach must coordinate for an airspace block of 4000 feet and below prior to authorizing a Copter VOR DME Approach to Danville (Geisinger Heliport). Notification must also be given when the approach has been completed and the airspace is returned to Harrisburg TRACON.
    3. Either facility can coordinate for an airspace block of 4000 feet and below prior to authorizing a GPS RWY 26 approach to Shamokin/Northumberland County (N79). This approach starts at the DIANO intersection, Harrisburg TRACON will advise Wilkes-Barre Approach when the aircraft is clear of Wilkes-Barre airspace or has canceled IFR.
       Attachment 1 — Route Descriptions
       [Show]
Letter of Agreement
Wilkes Barre TRACON (AVP) & New York TRACON (N90)
Rev. 1 – August 15, 2020
Purpose
This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between Wilkes Barre TRACON (AVP) and New York TRACON (N90).
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
  1. All aircraft must be cleared to the destination airport via the routes and altitudes described in Attachment 1 and Attachment 2. Routes and altitudes other than those depicted in this LOA must be on an APREQ basis.
  2. Transfer points are 5nm from the boundary.
  3. Aircraft to and from the Catskill area may be vectored 45 degrees left or right of course by receiving facility upon communications transfer.
  4. The Catskill controller has control for turns direct to any Catskill airport and descent on contact for traffic landing in the Catskill area.
  5. Catskill controllers may clear overflight aircraft routed via T295 cleared direct LAAYK without further coordination.
  6. Traffic restrictions must be applied when delays exceed or are anticipated to exceed 15 minutes. Adequate advance notice must be given to avoid or minimize airborne delays.
  7. All departures from MSV and N37 airports routed over RAGER or LAAYK will be handed off to AVP climbing to 6,000 feet. This traffic can be cleared direct LAAYK without further coordination.
  8. AVP must protect 5NM from the common boundary line and Liberty North must be allowed to go up to the common boundary in anticipation of handoff acceptance of Liberty North departures via COATE 8,000 - 10,000 feet and HAAYS 9,000 - 10,000 feet.
VFR Procedures
  1. Automated VFR handoffs are optional between facilities. No verbal coordination is required.
  2. It is suggested to inhibit MSAW alerts (vSTARS client) on all targets.
  3. The receiving controller must be responsible for obtaining all pertinent information.
  4. Upon completion of a handoff, the aircraft may enter the receiving facility's airspace on the transferring facility's beacon code.
       Attachment 1 — Route Descriptions
       [Show]

       Attachment 2 — Liberty North Departure Chart & Route Descriptions
       [Show]

       Attachment 3 — Area Airport Listings
       [Show]
Letter of Agreement
Wilkes Barre TRACON (AVP) & Binghamton TRACON (BGM)
Rev. 1 – August 15, 2020
Purpose
This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between Wilkes Barre TRACON (AVP) and Binghamton TRACON (BGM).
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.
Procedures
  1. All aircraft must be cleared to the destination airport via the routes and altitudes described in Attachment 1. Routes and altitudes other than those depicted in this LOA must be on an APREQ basis.
  2. Traffic may be vectored 45 degrees left or right of course by the receiving facility upon communications transfer.
  3. Transfer of control and communications points must be five (5) miles from the boundary for traffic entering either facility's airspace at 8000 feet or below.
  4. Traffic inbound to Binghamton airspace or landing ITH from Section E airspace (as depicted on Attachment 2) will be handed off to BGM at the AVP-BGM 8000 feet boundary descending to 9000 feet. Binghamton has control for descent in Section E.
  5. Traffic departing BGM landing PHL must be assigned 8,000 feet as a final cruise altitude.
  6. Traffic departing BGM landing PHL must be routed via LVZ V29 PTW.
  7. Traffic landing Newark must be routed via direct LVZ V613 BWZ302 BWZ EWR.
  8. Traffic landing Newark Satellites must be routed via direct LVZ V226 MUGZY STW direct (TEB, MMU, CDW, FWN, 4N1, N07, 12N, 1N7).
  9. Aircraft routed over the LVZ VOR may be cleared direct without prior coordination.
  10. Aircraft routed direct DNY VOR must be at 7000 feet.
  11. BGM has control for descent for aircraft landing N27.
  12. Traffic landing 47N, LDJ, 39N, N51 and SMQ must be routed via DIRECT LVZ..FJC..SBJ DESTINATION.
VFR Procedures
  1. Automated VFR handoffs are optional between facilities. No verbal coordination is required.
  2. It is suggested to inhibit MSAW alerts (vSTARS client) on all targets.
  3. The receiving controller must be responsible for obtaining all pertinent information.
  4. Upon completion of a handoff, the aircraft may enter the receiving facility's airspace on the transferring facility's beacon code.
       Attachment 1 — Route Descriptions
       [Show]

       Attachment 2 — Wilkes-Barre Approach Control Boundary
       [Show]
Letter of Agreement
Wilkes Barre TRACON (AVP) & New York ARTCC (ZNY)
Rev. 1 – August 15, 2020
Purpose
This agreement prescribes transfer of control procedures, radar handoff procedures, route/altitude assignments, and delegation of airspace between Wilkes Barre TRACON (AVP) and New York ARTCC (ZNY).
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
  1. Minimum radar separation between aircraft when transfer of control is accomplished must be at least five (5) nautical miles (NM) constant or increasing.
Arrival Control
  1. AVP must not descend aircraft below the Lowest Assignable Altitude (LAA) or alter the flight path of such aircraft until established above the lateral confines of AVP delegated airspace as depicted on Attachment 1 without prior authorization of ZNY.
  2. Traffic landing KMPO will be cleared to LAAYK Intersection/Waypoint or LVZ VORTAC.
  3. AVP has control for descent on all traffic from the northwest (via ZNY Sector 50 [Binghamton]), when established within the lateral confines of the AVP delegated airspace as depicted on Attachment 1. The tower must be responsible for any further point-outs to sectors within New York Center.
  4. Non turbojet aircraft en-route to KEWR and KEWR Satellite airports:
    1. routed via FQM must be cleared to cross the HAYED at 9,000'. AVP must ensure that these aircraft cross V29 at or below 8,000'.
    2. routed via LVZ must be cleared to cross 10 NM from LVZ at the lowest ZNY altitude. AVP must ensure that these aircraft cross five (5) NM southeast of the LVZ VORTAC at or below 8,000'.
  5. Traffic landing Allentown (KABE) routed via LAAYK must be cleared to cross five (5) NM north of LAAYK at 11,000'. AVP must be responsible for any further point-outs to sectors within ZNY.
  6. Non turbojet aircraft enroute to KPHL and KPHL Satellites must be cleared to cross 5 NM north of LAAYK at 11,000'. AVP must be responsible for any further point-outs to sectors within ZNY. AVP must ensure that these aircraft cross 16 NM south of LVZ at or below 8,000'.
  7. KAVP arrival aircraft from the southeast routed via T218 must cross 10 NM southeast of LAAYK at 11,000'.
  8. Upon notification by AVP of an instrument approach to N13 or 79PN, ZNY must block 4,000' and below at MIP until advised of arrival or cancellation.
  9. Non-turbojet KSWF and Satellite arrivals, KMSV and N37 arrivals must be handed off to AVP at 11,000'.
Departure Control
  1. ZNY must advise AVP when departure clearances will be on APREQ basis only.
  2. AVP must clear departures routed via CFB, ULW, FQM, SEG and ETX direct to those fixes prior to transfer of control to ZNY.
  3. Except as noted above, AVP must establish departure aircraft on assigned routes depicted on Attachment 3 prior to transfer of control to ZNY.
  4. Aircraft on the same route must not be vectored inside a preceding departure without prior approval of ZNY if the preceding aircraft has been transferred to ZNY control.
  5. AVP must clear departure aircraft to altitudes within the Approach Control area.
  6. AVP must ensure that traffic proceeding via LAAYK and any airways north of T216 must cross T216 at 10,000' or below.
  7. Aircraft requesting altitude/flight level above the initial clearance altitude must be informed by AVP to expect further clearance to requested altitude/flight level 10 minutes after departure.
  8. AVP must inform ZNY of any change to the requested altitude prior to transfer of control.
Midnight Operations
  1. ZNY assumes control of the airspace depicted as Section E on Attachment 1 between the hours of 0000 to 0600 local.
       Attachment 1 — Delegated Airspace
       [Show]

       Attachment 2 — Arrival Routes
       [Show]

       Attachment 3 — Departure Routes
       [Show]

North Approach and South Approach

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