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New York/John F Kennedy International Airport

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KJFK
Airport
ICAO: KJFK – IATA: JFK
Summary
Name New York/John F Kennedy International Airport
Region North America
Territory United States US.gif
Location Jamaica, Queens, New York, New York
Serving New York
Elevation 3.962 m
13 ft
13 ft3.962 m
Coordinates 40° 38' 39.88" N, 73° 46' 57.88" W
Runways
Designator Length Width Surface ROPS
04L/22R 3460 m11,351.706 ft
46 m150.919 ft
ASP yes/yes
04R/22L 2560 m8,398.95 ft
61 m200.131 ft
ASP yes/yes
13L/31R 3048 m10,000 ft
46 m150.919 ft
ASP yes/yes
13R/31L 4442 m14,573.491 ft
46 m150.919 ft
ASP yes/yes


METAR
Observation KJFK 102151Z 12008KT 1/4SM R04R/2800V4000FT BR OVC002 19/19 A2995 RMK AO2 SFC VIS 3 SLP143 VIS E-SE 1 1/2 T01940194 $
Station New York, Kennedy International Airport
Date/Time 10 June 2019 21:51:00
Wind direction 120°
Wind speed 08 kts
Lowest cloud amount overcast
Temperature 19.4°C
Dew point 19.4°C
Humidity 100%
QNH hPa
Weather condition mist

BS
Tag(s) Bird Strike
LOS
Tag(s) Parallel Runway Operation
RE
Tag(s) Engineered Materials Arresting System
EMAS
Rwy(s) 04R, 22L

International airport serving the city of New York, NY, USA.

Climatology

Humid “subtropical” climate (Köppen climate classification Cfa) - characterized by hot, humid summers and cool winters. Significant amounts of precipitation occur in all seasons in most areas. Winter rainfall (and sometimes snowfall) is associated with large storms that the westerlies steer from west to east. Most summer rainfall occurs during thunderstorms.

Maps

Terrain

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Airport Layout

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Accidents & Serious Incidents at or in vicinity of KJFK

  • A306, vicinity New York JFK, 2001 (On 12 November 2001, an Airbus A300-600 encountered mild wake turbulence as it climbed after departing New York JFK to which the First Officer responded with a series of unnecessary and excessive control inputs involving cyclic full-deflection rudder pedal inputs. Within less than 7 seconds, these caused detachment of the vertical stabiliser from the aircraft resulting in loss of control and ground impact with a post crash fire. The Investigation concluded that elements of the company pilot training process and the design of the A300-600 rudder system had contributed to this excessive use of the rudder and its consequences.)
  • A320, vicinity New York JFK NY USA, 2007 (On 10 February 2007, smoke was observed coming from an overhead locker on an Airbus A320 which had just departed from New York JFK. It was successfully dealt by cabin crew fire extinguisher use whilst an emergency was declared and a precautionary air turn back made with the aircraft back on the ground six minutes later. The subsequent investigation attributed the fire to a short circuit of unexplained origin in one of a number of spare lithium batteries contained in a passenger's camera case, some packaged an some loose which had led to three of then sustaining fire damage.)
  • B752, vicinity New York JFK USA, 2016 (On 7 July 2016, a right engine fire warning was annunciated as a Boeing 757-200 got airborne from New York JFK and after shutting the engine down in accordance with the corresponding checklist, an emergency declaration was followed by an immediate and uneventful return to land. After an external inspection confirmed there was no sign of an active fire, the aircraft was taxied to a terminal gate for normal disembarkation. The Investigation found that a fuel-fed fire had occurred because an O-ring had been incorrectly installed on a fuel tube during maintenance prior to the flight.)
  • E145, New York JFK USA, 2007 (On 17 December 2007, an Embraer 145 being operated by Chautauqua Airlines on a Delta Connection passenger flight departing New York JFK runway 31L for an unrecorded destination carried out a high speed rejected take off in normal day visibility when the response to elevator control input at rotation was abnormal.)
  • MD11, New York JFK USA, 2003 (A McDonnell Douglas MD11F failed to complete its touchdown on runway 04R at New York JFK until half way along the 2560 metre-long landing runway and then overran the paved surface by 73 metres having been stopped by the installed EMAS. The Investigation found no evidence that the aircraft was not serviceable and noted that the and that the landing had been attempted made with a tailwind component which meant that the runway was the minimum necessary for the prevailing aircraft landing weight.)

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