| Position | Callsign | Radio Name | Frequency | Identifier |
|---|---|---|---|---|
| Ground | AVP_GND | Wilkes Barre Ground | 121.925 | WG |
| Tower | AVP_TWR | Wilkes Barre Tower | 120.100 | WL |
| ATIS | AVP_ATIS | 135.750 |
New York ARTCC
Standard Operating Procedure — Wilkes-Barre/Scranton ATCT and TRACON area
Rev. 1 — Revised: 2026-03-27
Area at a glance
| ICAO Code | Airport Name | Airspace |
|---|---|---|
| KAVP | Wilkes-Barre/Scranton International Airport | D |
Uncontrolled Fields
- Purpose
- This document prescribes the procedures to be utilized for providing air traffic control services at the Wilkes-Barre/Scranton Airport Traffic Control Tower (ATCT) and any of the positions within the Wilkes-Barre 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
Note: When the AVP TRACON is operated by one controller, the callsign AVP_APP must be used.
| Sector | Callsign | Frequency | Identifier | Combined Sector |
|---|---|---|---|---|
| South | AVP_S_APP | 126.300 | WE | Primary TRACON |
| North | AVP_N_APP | 120.950 | WB |
ATCT
Clearance Delivery
| Exit Gate | Exit | Scratchpad | Radial |
|---|---|---|---|
| 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 | WE |
| AVP_N_APP | 120.950 | WB |
| NY_CTR | 125.32 | N56 |
This table lists the common frequencies used as departure frequency by AVP Ground. 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 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, advise the pilot that Departure is offline.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 (PRD).
The initial altitude for all departures is 5,000'
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 § 4-3-2.
Wilkes-Barre is located inside Class Delta. All VFR traffic must establish two-way radio communications. See the VFR Operations SOP for a detailed explanation of applicable VFR procedures.
Ground Control
- 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:
- By alternating gate group.
- If not the above, then by alternating exit.
- If not the above, then by aircraft type largest to smallest.
- Runway Ownership and Crossings
- Closed runways must be owned by Ground Control. The only time runways will ever be closed is during events, and closures must be authorized by the TMU.
- Transfer of runway ownership, between Ground Control and Local Control, must be accomplished verbally (or textually).
- Ground Control is authorized to cross all active runways with coordination with Local Control.
- Aircraft Movement
- As the taxiway system is simple, there are no pre-defined routings.
- 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.
- 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.
Local Control
Tower Procedures
- 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 JO 7110.126B.
- 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 with flight following will be radar identified by the TRACON.
- 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 | 22 | 22 |
| >4 | 130-210 | 22 | 22 |
| 311-129 | 4 | 4 |
Departure Heading (IFR)
IFR aircraft must be given runway heading, unless otherwise coordinated with the departure controller.
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
- 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.
- 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.
- 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 § 3-9-3. Use best judgement to determine whether to keep the aircraft in the pattern or not.
- Additional Information
- 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.
- 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.
- Coordinate with TRACON as soon as possible and hand off when Local Control traffic is not a factor.
- In order to prevent increased workload on Departure Control, consider issuing missed approaches or go-arounds speed restrictions in accordance with FAA Order JO 7110.65.
- 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
| Runway | Direction |
|---|---|
| 4 | Left |
| 22 | Right |
| 10 | Right |
| 28 | Right |
- Airspace
- Class Delta.
- 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
TRACON
Callsign
- Whenever a controller handles a departure, they must use the radio name "Wilkes-Barre Departure" when referring to themselves on frequency.
- Whenever a controller handles an arrival or enroute traffic, they must use the radio name "Wilkes-Barre Approach" when referring to themselves on frequency.
- 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.
| Block | Unconditional | 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.
General
- All aircraft must be cleared to the destination airport via the routes depicted in Attachment 1. Routes other than those depicted in this LOA must be on an APREQ basis.
Transfer of Control Procedures
- Radar handoffs and transfer of communications must be accomplished prior to entering the receiving facility's airspace.
- 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.
- MDT and AVP are authorized to turn aircraft up to 30 degrees on initial contact.
VFR Procedures
- Automated VFR handoffs are optional between facilities. No verbal coordination is required.
- The receiving controller must be responsible for obtaining all pertinent information.
- Upon completion of a handoff, the aircraft may enter the receiving facility's airspace on the transferring facility's beacon code.
Coordination
- Regardless of which facility requests an altitude or route change that will affect additional sectors in the adjacent facility's area, each facility must complete all necessary internal coordination. For example, the AVP controller must coordinate with all appropriate AVP sectors.
- 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.
- 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 Depictions
Route Depictions
North Approach and South Approach
Appendix
Changelog
| Change | Date | Description |
|---|---|---|
| CHG1 | 31 Aug 2003 | Initial release. |
| CHG2 | 15 Aug 2020 | MAJOR REVISION. Converted to Wiki format. Added airspace delegation maps. Added new LOAs with neighboring facilities. |
| CHG3 | 12 Mar 2022 | Update ground frequency to AFV deconflicted frequency |
| CHG4 | 17 DEC 2024 | Converted to new Wiki format |