Draft:MDT SOP

New York ARTCC

Standard Operating Procedure — Harrisburg ATCT/TRACON

Rev. 5 — Revised: 2026-03-27

Area at a glance

ICAO Code	Airport Name	Airspace
KMDT	Harrisburg International Airport	C
KCXY	Capital City Airport	D
KLNS	Lancaster Airport	D
KMUI	Muir Army Airfield	D

Purpose: This document prescribes the procedures to be utilized for providing air traffic control services at the Harrisburg Airport Traffic Control Tower(ATCT) & Terminal Radar Approach Control (TRACON). 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	MDT_GND	Harrisburg Ground	121.700	HC
Local	MDT_TWR	Harrisburg Tower	124.800	HL
ATIS	KMDT_ATIS		118.800

Position	Callsign	Radio Name	Frequency	Identifier
Ground	CXY_GND	Capital City Ground	121.900	HJ
Local	CXY_TWR	Capital City Tower	119.500	HH
ATIS	KCXY_ATIS		134.950

Position	Callsign	Radio Name	Frequency	Identifier
Ground	LNS_GND	Lancaster Ground	121.800	HN
Local	LNS_TWR	Lancaster Tower	120.900	HM
ATIS	KLNS_ATIS		125.675

Position	Callsign	Radio Name	Frequency	Identifier
Ground	MUI_GND	Muir Ground	121.625	HQ
Local	MUI_TWR	Muir Tower	126.200	HP

Sector	Callsign	Frequency	Identifier	Combined Sector
Harrisburg (HAR)	MDT_SW_APP	124.100	HK	Primary TRACON
Lancaster (LRP)	MDT_SE_APP	126.450	HS
Ravine (RAV)	MDT_N_APP	118.250	HG
Reading	RDG_APP	125.150	RX	Covered by MDT TRACON 0000-0600 local time

Notes:

When RDG_APP is not staffed, MDT TRACON may provide top-down services at RDG regardless of local time.
When splitting MDT TRACON, split into HAR & LRP sectors first.

ATCT

Clearance Delivery

Exit Gate	Exit	Scratchpad
North (N)	GAAPP	GAA
North (N)	SEG	SEG
Northeast (NE)	ETX	ETX
	LVZ	LVZ
	FJC	FJC
East (E)	LRP	LRP
	PTW	PTW
	ARD	ARD
Southeast (SE)	DQO	DQO
Southwest (SW)	HAR	HAR
	BRNAN	BRN
	JST	JST
	VINSE	VIN
	THS	THS
	SCAPE	SCA
	GRAMO	GRA
	MRB	MRB
	EMI	EMI
Northwest (NW)	MCMAN	MCM
Northwest (NW)	PSB	PSB

Notes

While strict exit direction points are not required at MDT, the guide above may come in handy for directing pilots to proper exits for departing the area.
KIACK is only a valid exit if preceded by GAAPP. The route must therefore read GAAPP KIACK...
MCMAN is used for aircraft routed via V33/J64/Q62.
Traffic filed via EMI to join J48 should be re-routed via GRAMO VINNY EMI.

Position	Frequency	Code
MDT_SW_APP	124.100	HK
NY_SW_CTR (Lancaster)	120.025	N26
NY_W_CTR (Elmira)	132.175	N34
NY_CTR (Kennedy)	125.325	N56

This table lists the common departure frequencies for MDT Clearance Delivery. In general, the first controller in this list will handle departures. If multiple MDT TRACON sectors are open, assign departure frequencies as per the Tower Section of this SOP ''(Departure Heading (IFR)'' tab).

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). The Preferred Route Database must be referenced for these destinations.

Initial Altitude

The initial altitude for IFR departures of all types is 3,000' whereas higher may be expected in 10 minutes after departure.
There is no published departure out of Harrisburg. All aircraft must be cleared to their destination via radar vectors.
Traffic filed via EMI to join J48 should be re-routed via GRAMO VINNY EMI.
Runways 13 and 31 have Obstacle Departure Procedures (ODPs). ATC does not assign ODPs, but pilots may request to fly them. If they do, simply advise Local & Departure controllers of the request, but issue the IFR clearance as normal.

Harrisburg is a Class Charlie airport. All VFR traffic must be issued a discrete squawk code.
Note: If MDT TRACON or Local Control opt to assign headings or altitudes to VFR flight following departures, include that information in the initial clearance. Coordinate with these positions as required.

VFR departures without flight following that remain below the Class Charlie shelf (at or below 2,500' to the south or east; at or below 2,000' to the north or west) do not receive a departure frequency as they will only need to talk to the Tower.

PHRASEOLOGY
SQUAWK (code)

VFR departures that desire flight following, or that transit through the Class Charlie above Local's airspace, receive a MDT TRACON departure frequency assignment out of the appropriate table.

PHRASEOLOGY
DEPARTURE FREQUENCY (frequency), SQUAWK (code)

Ground Control

Departure Sequencing

Exit Gate	Exits
North	GAAPP, SEG
Northeast	ETX, LVZ, FJC
East	LRP, PTW, ARD
Southeast	DQO
Southwest	HAR, BRNAN, JST, VINSE, THS, SCAPE, GRAMO, MRB, EMI
Northwest	MCMAN, PSB

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.

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.

Runway Ownership and Crossings

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.
Transfer of runway ownership, between Ground Control and Local Control, shall be accomplished verbally (or textually).
Ground Control is authorized to cross all active runways with coordination with Local Control.

Intersection Departures and Usable Runway Lengths

Since departures can come from multiple taxiway intersections, Ground must be careful to push strips to Local in the correct sequence for departure.
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 tree one at foxtrot, taxi via alpha, foxtrot. Runway tree one at foxtrot intersection departure, eight thousand four hundred and fifty feet takeoff distance available.

31	13
F (8,450')	B (8,800')
E (7,100')	C (6,400')
D (5,000')	D (5,000')
C (3,600')	E (2,900')

Local Control

Tower Procedures

Releases

Releases from Harrisburg International are automatic unless MDT 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 7110.126A.

Radar

This tower uses a DBRITE radar only and is not certified for any approach control services. By agreement with Harrisburg 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 Local's airspace; otherwise, it is not necessary.

Aircraft Exiting the Runway

Local should assign arriving aircraft a left or right turn onto Taxiway A to ensure the aircraft continues to taxi away from the runway exit. Hand off to Ground after the aircraft starts taxiing away from the runway. Local will coordinate with Ground, as needed, to determine the traffic flow on the taxiways.

Runway Selection

Wind Speed (kts)	Direction (°M)	Depart	Land
0-4	Any	31	31
5+	030-230	13	13
5+	231-029	31	31

Notes

If MDT visibility is less than 1 SM or reported RVR is less than 5000’, runway 13 MUST be used as it is the only ILS CAT II/III Approach at MDT.
Departing/landing runway 13 is commonly referred to as East Flow & departing/landing runway 31 is commonly referred to as West Flow.
CXY runway configuration is dependent on MDT. If MDT is on a west flow configuration, CXY must be on west flow as well.

Assign IFR aircraft a heading listed in the table below, unless otherwise coordinated with the departure controller.

PHRASEOLOGY
Fly heading (heading), wind (wind), runway (runway), cleared for takeoff.

Number of TRACON Sectors Staffed	Runway Configuration	Gates	Headings	Departure Frequency
One TRACON Sector	West Flow	SW, NW & N (BAL cw HAR039)	310 to 330	HAR 124.1
	West Flow	NE E & SE (RAV cw DQO)	050
	East Flow	SW (GRAMO cw V210)	200
		NW & N (MCMAN cw SEG187)	050
		NE & E (RAV cw LRP)	050 cw 130
		SE (PADRE cw BAL)	130
Two TRACON Sectors	West Flow	SW, NW & N (BAL cw HAR039)	310 to 330	HAR 124.1
	West Flow	NE, E & SE (RAV cw DQO)	050	LRP 126.45
	East Flow	SW (GRAMO cw V210)	200	HAR 124.1
		NW & N (MCMAN cw SEG187)	050	HAR 124.1
		NE & E (RAV cw LRP)	050 cw 130	LRP 126.45
		SE (PADRE cw BAL)	130	LRP 126.45
Three TRACON Sectors	West Flow	SW & NW (BAL cw MCMAN/PSB)	310	HAR 124.1
	West Flow	N, NE, E, SE (HAR039 cw DQO)	340 or 050	RAV 118.25
	East Flow	SW (GRAMO cw V210)	200	HAR 124.1
		NW, N & NE (MCMAN/PSB cw HWANG)	050	RAV 118.25
		E & SE (BOYER cw BAL)	130	LRP 126.45

NOTE: In the table above, "cw" stands for "clockwise."

Missed Approach Procedures

Runway	Heading	Altitude
13	050	3,000
31	070	3,000

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 § 7-4-3. 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. Interval altitudes such as 2,000’ may be utilized to prevent converging targets from losing separation.
Coordinate with TRACON as soon as possible and hand off when Local Control traffic is not a factor.
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

Class Charlie.
The tower's delegated airspace in dependent on runway configuration (West Flow or East Flow). The airspace is depicted on the two diagrams to the right.
Due to CXY ATCT being closely located to the MDT ATCT, the following procedures must apply between the towers:
1. MDT ATCT must coordinate with CXY ATCT any traffic that may impact the Area B portion of the CXY Class D Surface Area (reference the diagrams to the right).
2. CXY ATCT must coordinate with MDT ATCT any traffic that may impact the Area A portion of the CXY Class D Surface Area (reference the diagrams to the right), including right closed traffic to runway 26.
3. VFR aircraft transitioning between CXY and MDT airports must be handled as closed traffic and kept within Local's surface airspace without any handoff to the TRACON sectors.

Departures

Aircraft should be given the most expeditious way out of the airspace, which should be away from the IFR flow. Ensure that aircraft remain clear of the CXY Class D surface area, or coordinate with CXY Local to either point out the departure or transfer communications prior to allowing a departure to transgress the CXY Class D.

Flight Following

Ensure VFR aircraft receiving flight following are transferred to MDT TRACON in a timely manner.

Over-flights

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

Note: The Susquehanna River is an excellent local landmark to help overflights navigate through the airspace. Additionally, it can be used to help deconflict local traffic with CXY.

Pattern Work

Use the following as a guide for pilots wanting to perform pattern work at MDT.

Note: All props should be at 1,300’ and jets at 1,800’. Adjust these altitudes when necessary to avoid over-flights or normal IFR traffic flow.

Runway	Direction
13	Left
31	Right

TRACON

Callsign

Whenever a controller handles a departure, they must use the radio name “Harrisburg Departure” when referring to themselves on frequency.
Whenever a controller handles an arrival or enroute traffic, they must use the radio name “Harrisburg 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.