Draft:Basic Control Procedures

New York ARTCC

Basic Control Procedures

Rev. 5 — Revised: 2026-03-27

Common Practices:

Commands to be typed into CRC or CRC areas to click on will be illustrated in bolded blue text. Something enclosed in < > indicates that the actual KEY is to be typed. For example, <F3> means to type the F3 key on the keyboard.
The term CALL in bold blue text refers to the complete call sign of an aircraft on the network.
Things to be typed or stated to an ATC or an aircraft will be written in green bold text.
Sometimes the term <enter> is used interchangeably with <aircraft select>. Please understand that you may need to use the "aircraft select" key when this document instructs "enter."

Signing On

ALWAYS sign on first as an observer via the connection window in CRC: select “Observer” from the “Rating” dropdown.
Check to see if the position you’re interested in is already taken. Relying on external programs can provide inaccurate information and is discouraged to use for reference.
If the position is available, coordinate with other pertinent controllers:
1. If the position you want to sign onto is a Clearance Delivery, Ground, or Local position, coordinate with the TRACON or Center controller currently covering that airport. The facility’s SOP will have a guide on common departure frequencies. If clarification is needed, coordinate with other online controllers.
  1. NOTE: Please refer to vZNY General Policy to understand how TRACON positions are combined.
2. If you want to sign onto an unstaffed TRACON position, coordinate with existing TRACON controllers and NY Center, following the LOAs between the respective positions.
If you are relieving a controller, see the section Transfer of Control.
Disconnect and reconnect using the appropriate position and rating.
1. If you are relieving a controller who is still online, CRC will assign you the backup callsign. For example, if JFK_TWR is online, it will sign you on as JFK_1_TWR.
Activate your session in CRC and connect to your position's audio frequency.
If you are a Center or TRACON controller, inform all controllers who need to know you are online and what area(s) you are covering.
1. This should include Tower and Clearance Delivery controllers of all airports you are now covering.
2. It is VITAL to alert Boston and Washington Centers of your coverage area(s) if they will be handing off aircraft to you: you may do so using the ATC Chat feature in CRC.
Do not post in ATC chat if logging onto a ‘cab’ position (Local, Ground, Clearance Delivery).
Do 'NOT attempt to contact airplanes on short finals or airplanes in the middle of their takeoff roll! Be courteous to pilots and understand that they must fly the airplane first. Right after you sign on, airplanes near your airport should be given no more than one “contact me”.

Signing Off

Give no less than 10-minute notice that you will be signing off to the appropriate controllers.
1. TRACON and Center controllers should notify nearby controllers that they are closing soon using ATC Chat.
2. Clearance Delivery, Ground, and Local controllers should never use ATC Chat but should coordinate via TeamSpeak.
If someone relieves you of your position, proceed to the section Transfer of Control.
Coordinate which, if any, position will assume the closing position. This is important for feeding controllers, such as ZBW and ZDC.
1. Do not accept any new handoff requests.
Advise pilots to switch to advisory frequency if no further services can be provided.

Controller Information

All controllers must provide information about their position in the textual format. You can edit your controller information by typing CTRL + P in CRC.

You are responsible for setting up this information before you log on and keeping it up to date while you are logged on. The format for controller information is explained below.

Structure of the Controller Information

Controller Information must be no more than 5 lines long, and each line must be LESS than 64 characters (including spaces).

Your Controller Information should read as follows:

Facility you are currently covering e.x. "Covering JFK, EWR Areas". This needs to be updated whenever your coverage changes.
Feedback & Socials nyart.cc

Line 1

In the first line of your Controller Information, type $radioname().

This will automatically populate your position name to other controllers and pilots. Examples include “Newark Ground” or “New York Approach.”

Lines 2-5

In the subsequent lines, include information about:

Which positions you are controlling (if you are controlling more than one position).
- For example, you are logged in as JFK_K_APP, and you are also providing approach service for ISP and its satellite airports, then your second line will read something like APP and DEP service at KJFK, KFRG, KISP, KHVN, KFOK, KOXC, and KBDR
- (Note: Only include the airports your position covers. Including airports not controlled will confuse the website.)
The last line of your controller information must include a link to the New York ARTCC link tree nyart.cc (do not include the http:// part in the link as some pilots may not be able to use the link).
- Here is an example of how the last line should look: Feedback & Socials: nyart.cc

Each line must be less than 64 characters in length.

Controllers are welcome to insert other information here as they see fit, such as links to corrected scenery packages for relevant airports or an estimated logoff time if known.

vATIS Standards

The ATIS shall be broadcast:
- For all airports with a Clearance Delivery, Ground, or Local controller online.
- For the primary airports covered by TRACON or Center controllers. (Note that VATSIM allows up to 4 vATIS connections per controller for this purpose.)
Controllers should coordinate the responsibility of the ATIS. The ATIS can be broadcast by any controller working at the airport.
If online, the Local controller is responsible for choosing the runways in use.
If online, the controller responsible for approach services chooses the approaches in use.
In all cases, the controller managing the ATIS is responsible for the accuracy of its content.

Policies and Procedures (vATIS)

Controllers setting up an ATIS broadcast should always use the New York ARTCC vATIS Profiles.
1. They are formatted to contain the most information for the pilots in the shortest time.
2. They take every configuration into account.
3. Controllers who are not facility engineers should not modify the ATIS configuration settings except under exceptional circumstances (e.g., a major event) and then only as specified in the event briefing.
vATIS broadcasts shall be on the appropriate ATIS frequencies designated in the facility SOPs.
vATIS has a feature where controllers can subscribe to an ATIS to receive automatic update notifications. On VATSIM, this is accomplished by sending the ATIS (e.g., KJFK_ATIS) a chat message with "subscribe."

Hazardous Weather Broadcast

Controllers can broadcast hazardous weather information on their primary frequency when applicable.

Hazardous weather information can be found by going to skyvector.com. Once there, SIGMETs and Convective SIGMETs should be displayed in blue and be clickable for detailed information. If they are not there, go to the top right corner and click on "Sigmets."

Below is an example of a Convective SIGMET from the Kansas/Nebraska area. Please note that New York ARTCC controllers should only broadcast advisories within 150 nm from the airport for which they are controlling. Information that should be broadcast is: SIGMETs, Convective SIGMETs, and Turbulence AIRMETs that contain information about moderate turbulence or greater. All other AIRMET information is not applicable and should not be broadcast over frequency.

CONVECTIVE SIGMET 21C 
VALID UNTIL 0755Z 
KS NE 
FROM 50W LBF-50ENE MCK-50ENE GCK-40NNW GLD-50W LBF 
AREA TS MOV FROM 21025KT. TOPS ABV FL450.

PHRASEOLOGY
Attention all aircraft, hazardous weather Convective SIGMET two-one central valid until zero-seven-fife-fife Zulu for Kansas and Nebraska. From fife-zero west of North Platte to fife-zero east-north-east of McCook to fife-zero east-north-east of Garden City to fower-zero north-north-west of Goodland to fife-zero west of North Platte, area of Thunderstorms moving from two-one-zero at two-fife knots. Tops above flight level fower-fife zero.

Problem Pilots

Should you deem that a pilot has become a real problem AFTER you have tried to contact them and correct the problem using private messaging (through the .msg command), summon a Supervisor using the .wallop command. Provide enough details in the wallop request. For more detail on the proper use of .wallop, see Wallop Guidelines

Time Online

Controllers should plan to cover their position for at least an hour when they sign on. Signing on and signing off soon afterward annoys ATC and pilots who re-work their procedures when a new controller comes online.
- Switching to another position “above” your current position in less than an hour is acceptable since it increases the amount of ATC coverage and doesn’t reduce it.
- It is understood that unforeseen circumstances may occasionally require controllers to drop their connection after a shorter period of time.
When there is little or no traffic in your area, it is a good time to re-read procedures and study the requirements for your current position.
Consistency attracts pilots. ”If you staff it, they will come”. Pilots often depart planning to arrive in areas where ATC is usually online at a reasonably consistent time. Conversely, a lack of ATC leads to a lack of pilots.

Scratchpads, Remarks, and Data Tags

CRC includes certain features for automatically setting scratchpads. Departure aircraft must have a valid exit FIX in their route of flight for this feature to work.
If the voice communication type is non-existent or incorrect, set it appropriately. You can use the F9 shortcut explained below in Clearance Delivery Procedures.
If you are terminating service due to no online ATC, then you MUST drop the track on the data tag.

Magnetic vs. True Winds

Runway Selection Notes

METAR and TAF winds are reported in headings related to True North. These headings must be converted to magnetic headings before they are communicated to pilots or used for runway selections.
Although magnetic variation differs from airport to airport, for simplicity's sake, it has been determined that the average magnetic variation at ZNY is 10 degrees west. Therefore, add 10 degrees to any wind heading from the METAR or TAF.
- Example: Wind at JFK is reporting 330 at 13. True wind direction is 330, so magnetic is 330+10=340.
Runway selection shall be made after converting the METAR wind from true to magnetic. The runway selection table contained in this section has already been converted from true to magnetic. Do not make conversions to the runway selection table; only convert the METAR wind and use that value to determine the active runways.
- Example: Wind at JFK is reporting 250 at 15. The true wind direction is 250, thus, magnetic is 250+10=260. Note that in the JFK SOP Runway Selection table, wind from 260 at 15 knots would make 31L/R active

Position Relief Briefings

Adhere to the procedures defined in the Position Relief Briefing Checklist when conducting position relief briefings at all times. Refer to the CBT titled "Coordination Procedures" for further information. Failure to adhere to ZNY coordination policies may result in disciplinary action. The Position Relief Briefing Checklist can be found in the General SOPs section of the web site.

Transfer of Control

The procedures described in the “Position Briefing” section of the vZNY General Procedures shall be followed when there is a transfer of control.

A controller planning on signing off may request relief in the ZNY Discord's #position-relief channel.
1. This channel should not be used if there are few or no airplanes under the controller’s control but only if there is a meaningful amount of traffic to hand off.
A controller looking to take over the position or traffic from the outgoing controller shall indicate this via TeamSpeak or other approved coordination methods. A specific time shall be agreed upon for the switch to take place.
If a frequency change occurs, the outgoing controller shall advise all adjacent controllers of the new frequency.
The relieving controller shall observe traffic flow (inactive, but on frequency) at the position for at least two minutes before assuming control. After the transfer of control is completed, the relieved controller shall remain online (inactive, but on frequency) for at least two minutes to answer any questions.
The relieving controller and the controller being relieved shall share equal responsibility for the completeness and accuracy of the position relief briefing.

Flight Strips

Controllers are strongly encouraged, but not required, to use flight strips to manage aircraft in vStrips. They are of particular benefit in the CAB environment, especially when coordinating departures. If some but not all CAB controllers wish to use flight strips, CAB controllers must come to a consensus about their use.

When flight strips are in use, these marking and handling procedures are suggested.

All strips
1. Block 10 (Clearance Delivery or Ground): ATIS identifier
2. Block 12 (Clearance Delivery or Ground):
  1. “PDC” when PDC issued
  2. Or “X” if non-PDC clearance issued & readback is correct
3. Block 13 (Clearance Delivery): STARS departure frequency or sector
4. Block 16 (Ground): Parking location
  1. “G” for GA ramp, “A” for Terminal A, “5” for Terminal 5, etc
5. Block 17 (Clearance Delivery or Ground):
  1. Departures: Assigned departure runway & intersection if applicable
  2. Arrivals: Taxi routing from Local Control
6. Block 18 (Local): “X” when release obtained, if required

IFR strips
1. Block 14 (Clearance Delivery or Ground): EDCT
2. Block 15 (Clearance Delivery): First letter of SID/climb procedure, or departure heading

VFR strips: print blank strip and complete as much as practical
1. Blocks 1-8 (Clearance Delivery): Follow IFR strip format to max extent
2. Block 9 (Clearance Delivery, Ground or Local):
  1. If nonstandard departure procedure, input that info here
  2. Other plain-language info as required
  3. “VFF” for VFR with flight following. “VFN” for VFR, no flight following
3. Block 15 (Clearance Delivery):
  1. “SVD” if assigned SOP Standard VFR Departure routing
  2. “S” for Skyline, other VFR reporting fixes as appropriate to facility

Clearance Delivery monitors the flight strip printer for new departure strips
1. Delete superseded strips: any amendment to a flight plan will trigger a new strip to print, in which case it is important to discard the old one to avert confusion
2. Make required annotations on the strip
3. Once readback is correct or PDC issued, push the strip to Ground
  1. Suggested technique: move strips to second rack when clearance is ready but hasn’t been issued yet
4. If editing route, input “++FRC++” in remarks to indicate a Full Route Clearance, or “++FRC/<fix>++” for Full Route Clearance up to a given fix
5. For VFR aircraft, print a blank strip and fill out as much information is as practical, then handle as an IFR strip

Ground monitors their strip rack for new strips coming from Clearance
1. Suggested technique: move strips to middle rack as aircraft call for taxi
2. Maintain annotations on strips; update as necessary
3. Push strips to Local in sequenced order once switched to Tower
4. If required to modify a clearance, push the strips back to Clearance as soon as the need is identified – don’t wait until the pilot actually switches back to the clearance frequency

Local monitors for new departure strips from Ground
1. If needed to obtain a release/APREQ from an external agency, input a “X” annotation in Block 18 once complete
2. Push strips to relevant facility when takeoff clearance issued, or as coordinated with appropriate TRACON/Center authority

TRACON and Center controllers push the flight strip to the next controller when initiating a handoff to the controller

If no TRACON/Center online, or if they are not using strips:

Local monitors printer for new arrival strips
1. As applicable, annotate parking location in Block 16
2. If providing taxi route, annotate route in Block 17
3. Push strips to Ground after aircraft land and are switched to Ground frequency

Ground monitors for arrival strips coming from Tower
1. Suggested technique: move these strips to either the third rack, or a divider in the second rack separate from departures
2. Once aircraft are “blocked in,” discard the strip

Tracking Aircraft

Clearance Delivery and Ground positions should never assume or initiate radar track of aircraft.
Local only tracks aircraft in limited, facility-specific cases. Refer to facility SOPs for more information.
Approach controllers should not hand off radar tracks to Local but should keep the track.
TRACON and Center controllers should:
1. Accept the tracks flashed from neighboring positions as soon as possible.
2. Radar identify and initiate track on untracked aircraft approaching their airspace before they enter it.
3. Flash tracks to the next controller as quickly as possible, even if communications will not be transferred for some time.
4. Transfer communications to the next controller in accordance with FAA 7110.65 5-4-5.

Clearance Delivery Procedures

IFR: Clearance Delivery controllers must clear all IFR aircraft departing from their field subject to the guidelines in their facility’s SOP.
1. IFR aircraft must file a flight plan (VATSIM CoC B10). Instruct them to file one if they have not done so.
2. Ensure that a valid equipment suffix is included in the flight plan.
3. Other than as specified in the SOP’s common amendments and the preferred route database, Clearance Delivery controllers should not reroute aircraft beyond the exit fix.
VFR: VFR aircraft are not required to file a flight plan.
1. Class B and C fields must input pertinent VFR information as provided by the pilot. The controller may wish to solicit more information if unclear.
2. Class D fields only require aircraft type and direction of flight. This can, but is not required to, be inputted into the flight plan window.
3. Specify VFR cruising altitude in the ALT field of the CRC flight plan window in hundreds of feet; for example, VFR/035 specifies a 3,500’ cruising altitude.
If the pilot is text-only or receives radio but uses text to reply, add /t/ or /r/ to the RMK field of their flight plan, respectively.
When the pilot calls for their clearance, reply as soon as possible. If you are unable to issue their clearance immediately, inform the pilot their clearance is on request:
UAL1182, clearance on request, stand by.
1. If multiple aircraft are waiting for their clearance, inform the pilot of their place in the queue:
UAL1182, clearance on request, stand by number three.
Clearances shall be issued in “first come, first served” order, except for VFR clearances, which may be issued immediately.
When issuing the clearance to a pilot who has been told to “stand by”, ask them if they are ready to receive their clearance before reading it back:
UAL1182, clearance available, advise ready to copy.
After the clearance has been issued, the pilot will acknowledge it. Per the FAA AIM, the only elements of a clearance that are required to be read back are altitude assignments, vectors, and runway assignments; a common pilot technique is to read back ‘the numbers,’ which is compliant with AIM guidance. Per note 1a in sec 2-4-3 of the 7110.65, is always the controller’s prerogative to request a more comprehensive readback if in doubt.
1. Altitude assignments need only be read back if specifically stated by the controller. Altitudes that are published on a charted DP/SID do not need to be stated by the controller.
UAL1182, read back correct.
After a correct readback, inform the pilot who to contact next if ATC is available. Otherwise, advise the pilot to change to the advisory frequency.
UAL1182, read back correct, contact Kennedy Ground on 121.9 for taxi.
Clearance Delivery controllers may use vTDLS to issue clearances and should use vTDLS if a pilot requests a text pre-departure clearance (PDC).
1. It is encouraged to utilize vTDLS for all clearances as it reduces workload and clearances can be sent before the pilot connects to the network. For training purposes, a student may opt to issue voice clearances. Any voice clearances should be dumped from the TDLS window.

IFR Preferred Route Database (PRD) Instructions

The Preferred Route Database (PRD) is a tool used by ZNY to ensure the validity of routes and their compliance with Letter of Agreements. A route highlighted in green is a required route.

The PRD shall be used for:

Flights between ZNY airports
Any aircraft arriving to a ZNY Tier 1 ARTCC
1. A Tier One ARTCC is defined as an ARTCC that directly borders any given ARTCC
2. ZNY's Tier One ARTCC include Boston ARTCC (ZBW), Cleveland ARTCC (ZOB), and Washington ARTCC (ZDC).
ZNY departures with a destination of Toronto Pearson Airport (CYYZ).

The PRD can be used for:

Reroutes upon pilot request
Reroutes out of ZNY airspace
1. This can be helpful if no exit fix is filed
2. This can be helpful if an airway is not filed that is commonly associated with that fix. For example, BIGGY is typically followed by Q75.

vTDLS Instructions

During events and busier times online, vTDLS is strongly recommended, and sometimes required, for replacing voice IFR clearances to enhance efficiency.
When vTDLS is in use, any amendments to the flight plan (route, altitude, etc.) must still be edited in CRC before transmitting the vTDLS client
Once the flight plan is correct, select the appropriate fields in each dropdown box, then send the clearance to the pilot.
Remember, if you dump a flight plan from vTDLS, it cannot be reversed, and a voice clearance must be issued if a subsequent modification is necessary.
Refer to the “CRC TDLS Tutorial” computer-based training module for more information.

Ground Control

Ramps at ZNY airports are uncontrolled. If an aircraft requests clearance to “push and start” and will not be pushing onto a taxiway, inform them:
UAL1182, push and start at your discretion.
1. If they are pushing onto a taxiway, Ground must approve:
UAL1182, push onto A approved, face west.
When an aircraft calls for taxi, ensure that it is squawking normal (“mode C”) and has the correct squawk code. Do not issue taxi instructions until these are correct:
UAL1182, squawk normal.

UAL1182, squawk 6502.
Issue valid taxi instructions and ensure correct readback.
Coordinate with Local (or the controller covering Local) whether aircraft should “contact” or “monitor” when they switch to the tower frequency. If no further ATC is available, advise the pilot of this and inform them that a frequency change is approved.
COM19, contact Kennedy Tower,119.1.

UPS520, monitor Kennedy Tower ,119.1.

AAL553, contact New York Departure, 120.8.

UAL1182, no further ATC is available, change to advisory frequency approved.
Do not use the Temporary Data feature in ASDE-X to add taxiway labels or other personal notes to the ASDE-X display; temporary annotations are visible to other controllers and remain on the map after you sign out of your session.
Do not use the Closed Runways feature in ASDE-X to mark inactive runways as closed. This feature is only appropriate for runways that are actually closed, which is only applicable in ZNY in exceptional circumstances.

Local Control

Departures

Obtain releases for aircraft if necessary before issuing take-off clearance.
Issue appropriate takeoff instructions.
IFR aircraft should be told to contact Departure AS SOON AS you see them start making any initial turn. (It’s important for Departure to have control quickly due to ZNY’s tight airspace)
1. If no initial turn is prescribed, it is appropriate to switch the aircraft to Departure as soon as the first STARS radar return is observed, or via another technique of equivalent expedience.
UPS520, contact NY Departure, 135.9.
VFR departures that are not under tower’s control after departure (e.g., JFK/LGA/EWR VFR departures with flight following, which are handed off to Departure) shall not be radar identified by tower but should be directed to contact the departure controller.
N521MK, contact NY Departure, 120.4.
VFR departures remaining under Tower’s control shall be radar identified and tracked in accordance with facility SOPs.
N521MK, radar contact, say altitude.
1. Note for the N90 major airports that the CBA cab position has this responsibility. CBA is often combined into Local’s jurisdiction, but not necessarily. Refer to facility SOPs for specifics.
VFR aircraft that no longer require radar services should have their track dropped and advised:
N521MK, leaving Bravo airspace. Radar service terminated, squawk one-two-zero-zero (or squawk VFR), maintain VFR. Frequency change approved.

Sequencing

Wake Turbulence Sequencing

Anticipated separation is primarily used for wake turbulence. Radar controllers must utilize the Consolidated Wake Turbulence Standard.
- If the tower is equipped with radar, distance-based separation should be applied. Otherwise, timed separation remains appropriate.

Converging Runway Sequencing

Local (tower) controllers are permitted to release departures on converging runways before the arriving aircraft passes through the intersection so long as the separation will exist when the aircraft begins the takeoff roll.

Arrivals

Issue appropriate landing instructions after the aircraft makes contact.
Issue appropriate post-landing instructions.
UPS520, cross runway 22R, hold short B and contact Ground, 121.8.

COM19, cross runway 22R and taxi to the ramp via J.
In the event of an IFR missed approach, issue the appropriate missed approach heading and altitude as listed in the facility’s SOP.
1. If traffic and pilot ability permit, issue instructions to make a visual approach for landing using the traffic pattern.
2. Otherwise, inform the departure controller that the aircraft has gone missed and instruct the aircraft to contact the departure controller:
UAL1182, contact NY Departure, 120.4.

Transitions

Accept handoffs from other controllers by accepting the radar track of transitioning aircraft.
Issue appropriate traffic advisories and the altimeter.
Initiate an automated handoff request to the next controller as soon as possible.
Transfer control and communications to the next controller before they leave Local airspace.

Departure Control

Departures

Radar identify aircraft using normal procedures and initiate track on departures from airports you are covering.
Vector aircraft as necessary and clear the scratchpad entry when the scratchpad is no longer needed.
Do not use temporary altitude assignments in STARS for departures.
Initiate automated handoff requests to the next controller as soon as possible after a track has been flashed to you. Transfer communications in accordance with 7110.65 5-4-5.

Missed Approaches

Tower may keep missed approaches in the pattern for a visual approach.
Otherwise, Local will coordinate with you and instruct the aircraft to contact DEP. Issue vectors and instructions as necessary and hand the aircraft off to the approach controller for resequencing.

Transitions

Accept radar tracks for aircraft transitioning your airspace. If the aircraft is a departure, use the callsign "Departure" (e.g. "New York Departure"). If the aircraft is an arrival, use the callsign "Approach" (e.g. "Philly Approach").
Radar identify aircraft if necessary using standard methods.
Issue an altimeter reading (if the aircraft is below FL180).
Hand off the track to the next controller as soon as possible after it has been flashed to you.

Approach Control

Advise pilot of approach in use, altimeter, and/or ATIS information as necessary
Only enter a scratchpad if the aircraft is conducting an approach other than what is advertised
Handoff the aircraft's communication to the next position per 7110.65 5-4-5. The radar tag should be flashed to the next controller upon receiving the tag from the previous controller.
Do not hand off arrivals to Local

General Miles In-trail (MIT) Restrictions (Departure)

Aircraft arriving to the same Tier One destination must be sequenced with 10MIT unless otherwise specified by Traffic Management Initiatives (TMI) or Letter of Agreement (LOA).

Center Control

The following graphic is a reference to which adjacent ARTCC facilities are considered "Tier 1" and "Tier 2" neighbors to ZNY.