New York City Area Airspace Overview - NBAA

NBAA 64 th Annual Meeting & Convention
Las Vegas, NV
New York City Area
Airspace Overview

New York Airspace and Airports
Overview
Ralph Tamburro – TMO New York TRACON
(Terminal Radar Approach Control)
Dean Snell – Assistant Manger NBAA GA Desk

New York Airports

New York
Terminal/Airport/Airspace Issues
• Each Airport has varying arrival and departure rates which
are usually determined by weather conditions.
• Close proximity of numerous airports adds to the
complexity. Airport configurations must not conflict.
• All aircraft arriving and departing must use one of the
established arrival and departure “gates”.
• Restrictions from New York Center and the adjacent
enroute centers are common due to the volume of flights in
the Northeast.

Newark/Teterboro/Morristown/Caldwell

Newark/Teterboro/Morristown

EWR Airport Diagram

EWR Operational Details
• In the afternoon, EWR needs the “overflow” runway to
accommodate the arrival demand (If they don’t have the
overflow runway available you will typically see a Ground
Delay Program or Ground Stop in the afternoon)
• The requirements vary slightly however typically they need
at least ceilings of 2500 feet or better and visibility of 5 miles
or greater to run the Runway 11 arrivals
• When the overflow runway is not available the best arrival
rate is 38-42 depending on the fleet mix (IFR conditions will
drop the rate to 36-38 with LIFR conditions dropping the rate
to 28-32).

Newark Arrival Demand

TEB Airport Diagram

TEB Operational details
• Standard Arrival/Departure rate is 24 per hour.
• Greatest impact to arrivals occurs when the airport is on a
Northeast flow (TEB is using the ILS to Runway 06 and EWR is
running arrivals into Runway 11). This configuration can drop the
arrival rate to 18-20 and typically occurs during the afternoon/early
evening hours.
• When EWR is not running approaches to Runway 11 we have seen
New York TRACON deliver 30-35 arrivals at TEB.
• On the NE configuration there are limited options to alleviate the
constraints. We will occasionally see EWR utilize visual
approaches to Rwy 4L (limiting the number of arrivals into Rwy
11).
• Departure delays are common during certain days/times due to
excess volume (I.E. Thursday afternoons typically see excess
departure demand).

MMU Airport Diagram

MMU Operational details
• Departure/Arrival demand rarely exceeds 15/20 aircraft per
hour.
• Greatest impact occurs on a Southwest flow when MMU is
departing Runway 23 and EWR is running arrivals into
Runway 11. There is less impact when departing Runway
05 at MMU.
• The Morristown Five Departure mandates a turn to
heading 160 which creates conflict with the EWR Runway
11 arrivals (New York TRACON is working with the area
to issue alternate headings when possible as well as
establishing an RNAV departure that deconflicts the MMU
departures with the EWR arrivals).

Morristown Five Departure

o
On a SW flow, EWR
and TEB arrivals
cannot run
simultaneously with
LGA arrivals
EWR 4R
normal SID
EWR
4R SID
changes
to RWY
heading
when
LGA
lands 13
TEB
RWY 6
arrivals
On NE flow
EWR Dep and
TEB arrivals
cannot run
simultaneously
CDW
EWR
EWR
22L
arrivals
TEB
RWY 19
arrivals
TEB
LGA airspace
given to JFK
JFK ILS 13L
LGA ILS 13
EWR and TEB
impacts
LGA
LGA arrivals
JFK arrivals
HPN
JFK
EWR airspace given to LGA
We use straightout climb
off 13 or normal sid off 4
FRG
Normal 13 deps
climb out is not
usable

HPN Airport Diagram

HPN Operational details
• Standard Arrival/Departure rate is 28 per hour.
• Interacts with LGA arrival/departure flows
• Commonly is the first airport in the NY area to go below
user minimums due to the airport location
• The major challenge at HPN is managing the departure
flows due to the airport’s location on the north side of the
NY TRACON airspace (greatest impact is typically flights
over the west and south departure gates).

LGA INTERACTION
8-3-2010 1800Z to 2300Z
HPN RWY 16 DEPARTURES – BLUE
LGA RWY 22 ARRIVALS - MAGENTA
18

LGA INTERACTION
9-1-2010 1300Z to 1800Z
HPN RWY 34 ARRIVALS – YELLOW
HPN RWY 34 DEPARTURES – BLUE
LGA RWY 22 ARRIVALS - MAGENTA
19

LGA Airport Diagram

LGA Operational Details
• Slot Controlled Airport.
• Generally must be on the same configuration as JFK.
• Standard arrival rate between 38 and 42
• Scheduled to capacity throughout the day therefore usually
in a Ground Delay Program if under delivery occurs.

JFK Airport Diagram

JFK Operational Details
• Close Proximity to LGA usually mandates they run similar
configuration.
• Arrival/Departure rates vary through the day depending on
arrival/departure demand (after 1630 local they drop the
arrival rate and favor departures).
• Departure delays are common in the afternoon due to
departure volume.

JFK Arrival/Departure Demand

FRG Airport Diagram

FRG Operational Details
• Departure/Arrival demand rarely exceeds 15/20 aircraft per
hour.
• In general uses the same arrival/departure flows as JFK.
• ILS Runway14 approach conflicts with the JFK ILS
22R/22L approach. FRG arrivals typically go into holding
when this conflict occurs until they can find a “hole” in the
JFK arrival flow.
• Departure delays are possible due to the location of the
airport and the interaction with JFK departures.

New York Departure Gates

New York Departure Procedures
• All flights out of New York must utilize one of the
numerous departure gates established.
• The majority of the airports in NY TRACON airspace
share the same departure gates.
• Throughout the day volume over these departure gates
fluctuate with certain gates seeing excess volume (i.e.
WHITE southbound is commonly backed up during the
winter months due to traffic departing for Florida and other
warm weather destinations).
• During severe weather season it is common for
thunderstorms to close the departure gates as weather
moves in/around the NY airspace.
• Required reroutes out of New York are possible due to
weather and volume.

New York Departure Procedures (continued)
• Typically it is suggested not to re-file with an amended
route if you are within 45 minutes of your “filed” departure
time. (Within the 45 minute window ATC will handle the
reroute).
• Due to weather and volume issues in the Northeast it is
common for the adjacent Enroute facilities to push back
MIT (mile in trail) and MINIT (minute in trail) restrictions
to the New York airports.

FAA Resources
FAA ATCSCC (Air Traffic Control System Command Center) website
www.fly.faa.gov
From the Products tab you can select the following:
• Advisories Database (provides access to all ATCSCC Advisories)
– http://www.fly.faa.gov/adv/advADB.jsp
• Current Reroutes (displays all current/active reroutes)
– http://www.fly.faa.gov/ratreader/jsp/index.jsp
• Current Restrictions (displays all current restrictions for each facility)
– http://www.fly.faa.gov/current_restrictions/jsp/index.jsp
• Operational Information System (OIS – Real time system information)
– http://www.fly.faa.gov/ois/