IPT SOP

New York ARTCC

Standard Operating Procedure — IPT

Rev. 1 — Revised: 2026-03-27

Area at a glance

ICAO Code	Airport Name	Airspace
KIPT	Williamsport Regional Airport	D

Purpose

This document prescribes the procedures to be utilized for providing air traffic control services at Williamsport Regional Airport (ATCT). 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	IPT_GND	Williamsport Ground	121.975	DB
Tower	IPT_TWR	Williamsport Tower	119.100	DL

Sector	Callsign	Frequency	Identifier	Combined Sector
Area A	NY_A_CTR	120.025	N26	Covers PHL
Area B	NY_B_CTR	125.325	N56	Covers N90; Primary Center
Area C	NY_C_CTR	132.175	N34
Area D	NY_D_CTR	127.725	N72
Area E/F	NY_F_CTR	133.500	N86

ATCT

Clearance Delivery

Exit	Scratchpad
FQM	FQM
MIP	MIP
SEG	SEG
PSB	PSB
HAR	HAR

Note

Other exits can also be filed besides these fixes.

Position	Frequency	Code
NY Center (Selingsgrove)	127.725	N72
NY Center (Elmira)	132.175	N34
NY Center (Kennedy)	125.325	N56

The above table lists the common frequencies used as departure frequency by IPT 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.

If there is no other controller online that would accept departures from IPT, advise the pilot that they should use the appropriate CTAF frequency (119.1) upon departure.

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 5,000’ whereas higher may be expected in 10 minutes after departure.
• There is no published departure procedure out of Williamsport. All aircraft must be cleared to their destination via radar vectors to an exit.

Williamsport is a Class Delta airport. All VFR traffic must establish two-way radio communication.

Ground Control

Departure Sequencing

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.
2. Coordinate with Local Control at the beginning of a shift if departures will “monitor” or “contact.” Also ensure to coordinate how Local would like the departure sequence forwarded.
3. Before switching departing aircraft to Tower frequency, ensure the aircraft is aware of their number for takeoff. This is important for planning for engine start and warm up.

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 possible, 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 Control

Tower Procedures

Releases

Williamsport Tower will request individual releases from NY Center for all IFR departures, unless previously coordinated..

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 is equipped with a Remote ARTS Color Display (RACD) and is LRAC (Limited Radar Approach Control) certified. By agreement with NY Center, this tower shall NOT radar identify departing IFR aircraft and shall instruct a departing aircraft to contact Departure Control once they appear to be clear of any traffic. It is imperative that local controllers observe departing traffic turning towards the assigned climb or heading before handing off. VFR aircraft must be radar identified to receive flight following within the tower's airspace, otherwise radar identification 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.

Wind Speed	Direction	Depart	Land
0-4	Any	9, 12	9
5-15	000-089	9	9
	090-149	9	9
	150-269	27	27
	270-359	27	27, 30
>15	060-239	9	9
	240-059	27	27

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
9	Runway heading	3,000’
12	Runway heading	3,000’
27	Runway heading	3,000’
30	Runway heading	3,000’

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 NY Center frequency.

Additional Information

1. In order to prevent increased workload on the NY Center, consider issuing missed approaches or go-arounds speed restrictions.
2. Coordinate with NY Center as soon as possible and hand off when Local Control traffic is not a factor.
3. 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.

VFR Procedures

Airspace

Williamsport is a Class Delta. The tower owns 3,000’ and below within a 5 mile radius of the airport.

RADAR

The tower is LRAC (Limited Radar Approach Control) certified.

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 NY Center 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.

Pattern Work

All aircraft wanting to perform pattern work at IPT, must be assigned left closed traffic.

All props should be at 2,000’ and jets at 2,500’. Simultaneous pattern work at both runways is not allowed.

TRACON

TRACON services are not available for Williamsport. Departure and Approach services are provided by New York Center.