Welcome to the Teterboro Users Group (TUG) website, a single source for all of Teterboro Airport’s users to find helpful information pertaining to airport operations and procedures, businesses on the field and their services, TUG meetings and initiatives, and associated meeting notes and presentations from our speakers. As we continue to develop this site, please check back frequently for updates and new features. As always, we value your input and welcome your participation.
TUG to receive Fred L Wehran Award for Aviation Achievement!
During Wednesday’s TUG Meeting, Aviation Hall of Fame (AHOF) of NJ Vice President Steve Riethof surprised us with the announcement that TUG will be awarded the Fred L Wehran Aviation Achievement Award at this year’s 44th Annual Induction Dinner on Nov 1 at the Fiesta Ballroom in Wood-Ridge.
This award represents the cumulative contributions of TUG’s founding fathers, to include Joe Ritorto, Bill Mack and Peter Bellini, as well as our all-volunteer Board Members’ ongoing efforts. Of course none of our achievements would be possible without the generous support and participation of our members and constituents. Thanks for your continued support, and please try to join us on November 1 for the award presentation and NJ AHOF Induction Dinner.
NBAA Update from Regional Representative Dean Saucier – Oct 7, 2017
Thank you! The business aviation community continues to make progress in the battle against ATC Privatization. While H.R. 2997 is a worthy and viable document, the ATC Privatization provision within the document, continues to be problematical. Thank you to all who have and continue to contact legislators especially through the use of ATCNOTFORSALE.com and 833-GAVOICE.
Ed Bolen – ATC Privatization: “A Short Reprieve” – Oct 6, 2017
“Many of you have heard me say the legislative process is extraordinarily fluid and unpredictable. What can appear inevitable one minute can suddenly appear impossible the next. The opposite is also true. The catalyst for the dramatic change in circumstances can be obscure and sometimes simply unknown. Moreover, what flips 180 degrees once can flip back in the blink of an eye. It can be maddening, exhilarating, frustrating and vertigo inducing—sometimes all at once. But this is just the nature of the beast. It is the way Washington works.
Earlier this week, it was announced that the ATC privatization bill, H.R. 2997, would be brought to the House floor for a vote on the week on October 9. The House Rules Committee established an amendment process and Chairman Shuster promoted the bill in a speech on the floor.
NBAA issued a call to action. AOPA and many other GA associations did the same. In fact, nearly 200 GA associations joined together to issue a unified statement in opposition to H.R. 2997. Many of our Board, AMAC and Leadership Council members called and/or wrote their elected representatives and got others to do the same.
It appears our collective efforts may have made a difference, at least for now.
The House recently announced that H.R. 2997 has been pulled from next week’s floor schedule. Below is a brief press recap that appeared in this morning’s edition of Politico Pro.
Please understand that the postponement of the vote is an important and very welcomed development. Unfortunately, however, it is not the end of this serious challenge to the future of general aviation in the United States. The good news is we have survived to fight another day. The reality is, whether it comes in two weeks or two months, we will face this challenge again and everything we do between now and then will ultimately dictate our success in the future.
Thank you all for everything you are doing to help protect the largest, safest, most efficient and most diverse air transportation system in the world.
We are anxious to see you in Las Vegas.
From: POLITICO Pro Transportation <email@example.com>
Date: Fri, Oct 6, 2017 at 2:43 AM
Subject: Morning Transportation: FAA
By Brianna Gurciullo | 10/06/2017 05:42 AM EDT
With help from Lauren Gardner, Stephanie Beasley and Tanya Snyder
FAA-DING BACK? House leadership didn’t include Transportation Chairman Bill Shuster‘s FAA bill on the chamber’s schedule next week, our Lauren Gardner and Kathryn A. Wolfe scooped for Pros. That development — days after the Rules Committee put members on notice for an expected meeting on the bill (H.R. 2997 (115) ) next week — raises quite a few questions after weeks of proponents promising an early October vote. Among ours: How much does GOP leadership care to push this after two false starts? (Rules first indicated its intent to get the bill to the floor back in July.) How involved are administration officials — considering that President Donald Trump came out in support of the air traffic control spinoff just months ago — in pushing this to rank-and-file members who are on the fence? How many more target dates will we hear before we reach the ultimate one, March 31?
Crowded out: Lawmakers are planning to vote on a hurricane recovery aid package this month. In September, Shuster attributed the lack of floor time for his bill to Hurricanes Harvey and Irma. His staff also said appropriations sucked up floor time last month. But, at the same time, the Rules Committee’s call for amendments this week sent a signal that GOP leaders had the measure on their minds again.
Turn that frown upside down: House Transportation Committee member Thomas Massie (R-Ky.) on Thursday offered his thoughts about why leadership might be holding back: “My theory would be there’s a lot of undecideds that, probably, if the vote were called on the floor, would vote ‘yes,'” he told POLITICO. “But it’s probably a risk they don’t want to take. That’s my guess.”
ICYMI: Shuster anticipates that the House will “adopt an amendment that will be even more explicit in prohibiting federal appropriations” for his proposed nonprofit corporation, according to his prepared remarks for a Tuesday floor speech. We missed it because Shuster didn’t actually say that during his speech, which was limited to five minutes.
PANYNJ Chief Pilot Webinar Notes and Presentations
Please find attached the presentations from the Chief Pilot Webinar held on September 26, 2017:
2 Questions were received, I have included the question with the answers.
1) Is the Formal Deicing Program a requirement for all operators or still left to the discretion of the PIC?
Answer: When the Deicing Program is in effect all aircraft will enter the que, even if you are not having your aircraft deiced.
2) I may not be looking on the correct FAA webpage, but HOW do I get to see KTEB construction at (https://www.faa.gov/air_traffic/flight_info/aeronav/aero_data/Apt_Constr_Notices/).
Answer: The airport will work on getting the construction details posted to this FAA site.
Thank you again.
We look forward to the Spring meeting, May 22, 2018 at 11am EST.
Port Authority of NY & NJ
Quiet Visual 19 to be Shelved
After a 6-month study, a decision has been reached on the TEB Quiet Visual 19 approach. Due to numerous operational issues associated with the procedure, the FAA has decided NOT to make the procedure permanent.
Further studies are currently underway, including a possible LPV procedure that would avoid the Hackensack Medical Center, which was the original intent of the Quiet Visual 19.
A full presentation from the FAA can be found here:
TUG Letter to Elected Representatives Urges Opposition to ATC Privatization
New Jersey opposes H.R. 2997.
The New Jersey Aviation Management Association, the Teterboro Users Group, Morristown Aviation Association, Eastern Region Helicopter Council, New Jersey Aircraft Owners and Pilots’ Association and certain Chambers of commerce all oppose H.R. 2997. These associations represent nearly all of the state’s airports, airport businesses, flight training programs, universities and companies who use general aviation to meet some portion of their transportation challenges. All of these New Jersey based associations have joined with over 150 other aviation associations around the country to oppose HR 2997.
Over the past three months, the three entities funded by Congress to provide Congress itself with non-partisan research and analysis have reviewed the big airlines’ so-called “privatization” proposal. The Congressional Research Service (CRS) said it was “likely unconstitutional”. The Congressional Budget Office (CBO) said it would raise the deficit by $100 billion. The General Accountability Office (GAO) said it would interfere with the modernization effort which it found, despite claims to the contrary, to be largely on time, on budget, and consistent with the goals established in 2007.
Since H.R. 2997 was introduced in June, Sully Sullenberger, the hero-pilot of the Miracle on the Hudson, publicly said the bill would devastate rural communities. Jim Lovell, the heroic commander of Apollo 13, and several other astronauts claim H.R. 2997 will turn our system over to a private board unaccountable to Congress or the Executive Branch, and could be a threat to our national security. This week, the former commanders of the Blue Angles and Thunderbirds said H.R. 2997 will “add billions to our nation’s budget deficit, negatively impact our national security, and needlessly complicate border protection.”
Sully, the astronauts, the Blue Angeles and the Thunderbirds are not only some of America’s best pilots, they are some of America’s best people. They have demonstrated their willingness to put the safety and security of others ahead of their own. Moreover, they have not taken their positions on the bill because of payment, promotions or politics. Their positions are studied, thoughtful and heartfelt.
With regard to conservative groups, the American Conservative Union Foundation has called on Chairman Shuster to pull his bill because it does not meet recognized conservative principles. Concerns with the proposal have also been raised by the Americans for Tax Reform, the Citizens For Individual Freedom, and the Institute for Liberty. These organizations don’t want another Fannie Mae, Freddie Mac, Amtrak or Consumer Financial Services Bureau.
Passenger rights groups strongly oppose H.R. 2997. Flyer’s Rights, the National Consumer League, and In the Public Interest are among the well-established and authentic organizations who have written or testified in opposition to the bill.
Business leaders who also happen to be pilots oppose the bill. Earlier this year, over 100 business leaders of non-aviation companies from all 50 states expressed their opposition to the big airlines’ proposal. These are successful business leaders who are responsible for huge numbers of jobs and investment. They understand profit and loss statements as well as flight plans.
A recent poll by CNBC found the vast majority of Americans oppose turning our Air Traffic Control system over to a not-for-profit entity. That is not surprising. No one would suggest we turn our highway system over to the trucking companies.
So, for all the reasons set forth by CRS, CBO, GAO, aviation heroes, conservative think tanks, passenger rights groups, U.S. business leaders, the New Jersey aviation community, and a majority of Americans, we are asking you, as our elected representatives, to represent our views in Congress and vote “no” on H.R. 2997.
David M. Belastock
Teterboro Users Group
H.R. 2997 ATC Privatization Vote Postponed
From NBAA Regional Representative Dean Saucier:
As many of you know, the vote on H.R.2997 was to take place this week. Through your efforts, the vote has again been delayed as Representative Shuster is concerned that the vote is too close to call. He and his supporters are working Congress to acquire more votes. Please continue to reach out to your legislators. Thank you for your continued support and patience.
On Mon, Sep 11, 2017 at 6:03 PM, Dick Doubrava <firstname.lastname@example.org> wrote:
Good Afternoon: As you are aware, we were apprised last Friday that HR 2997—AIRR Act of 2017 was unlikely to be taken up by the full House for consideration this week. However, T&I Chairman Bill Shuster (R-PA) continues his efforts to obtain the necessary votes to pass this legislation in the House. While it appears that we have a slight respite this week, our work to defeat the bill continues unabated. To that point, I am sending along the attached information for your review and use with NBAA members and general aviation stakeholders.
–The American Conservative Union (ACU) Foundation released a press release and policy statement last Friday in opposition to HR 2997. This is an especially important development as the ACU has a great deal of influence with conservative GOP Members of Congress (notably the Republican Study Committee and the House Freedom Caucus) and with other conservative advocacy groups.
–Updated GA United Against ATC Privatization Letter—147 GA Stakeholders Oppose Privatization.
–New NBAA “fact sheet” –HR 2997—“Not Really Privatization”
TUG Notes from Sep 6 Telcon w/ NBAA President Ed Bolen re: H.R. 2997 ATC Privatization
In an effort to defeat this attempted power grab but he airlines, General Aviation is fighting back through the use of advertisements featuring “Sully” Sullenberger, Astronauts and Air Show Groups.
Chairman Schuster wants to put bill on floor next week (Wednesday), but will only do so if he’s assured it will pass…. otherwise bill will be put in an extension until the end of the year.
The next 7 days are critical to convince Congress members to reject introduction of the bill on the House floor for a vote….
NBAA and AOPA urge everyone to call again their Congressman or use:
or call: 833-GA-Voice
EAA AirVenture uses 85 ATC controllers…. there are no provisions in the privatization bill to supply these controllers… currently they are compensated through the fuel tax.
Some of the provisions would be devastating to helicopter operations.
NATA has written to airport managers to engage them in the fight.
Teterboro Two SID introduced on August 17.
It usually takes months to get a correction to a departure procedure except when it is a verified text only change. The TETERBORO ONE has been changed to the TETERBORO TWO to correct the final altitude in the ELIOT transition and now reads “final altitude of 14000 to 16000”. This change became effective on August 17th along with the RUUDY6.
Joint TUG/FAA Effort Produces New RUUDY SIX Departure
Beginning in May 2016, TUG began a collaborative effort with the FAA’s New York TRACON and Teterboro Airport management. The goal was to examine the pitfalls inherent to the RUUDY FIVE departure, and create a new procedure that reduces the chances of lateral and vertical pilot deviations, and which would result in a departure that is simpler and more “flyable.”
We are pleased to announce that on August 17, 2017, ATC will cancel the RUUDY 5 and introduce the RUUDY 6 SID, which incorporates several features designed to enhance navigational guidance, accuracy and clarity. Below, please find the current procedure, a prototype of the new procedure (NOT to be used for navigation), as well as a briefing prepared by the FAA to educate the Teterboro Airport Noise Abatement Advisory Committee (TANAAC) regarding the new features. Primarily, you’ll notice the following:
1. The instruction to fly a 240 degree heading to intercept the 260 degree course to WENTZ has been replaced with an instruction to fly a 240 degree heading to 520’ MSL and then direct to a new fix DAVIM, which lies along the extended runway centerline. This modification from VI-CF ( Heading to Intercept – Course to Fix) to VA-DF (Heading to Altitude – Direct to Fix) is designed to enable earlier course guidance and to minimize/eliminate lateral deviations that occasionally occurred using the previous procedure.
2. TASCA and its crossing restriction of 2000’ have been removed, as the fix was redundant and served no ATC purpose. Instead, after crossing WENTZ at 1500’, the aircraft is to simply climb to the top altitude of 2000’ as specified in the procedure.
3. Charting enhancements to improve clarity and eliminate misinterpretation of the 1500’ altitude constraint at WENTZ.
Recommendations for procedural compliance:
Pilots should ensure that LNAV mode is either “armed” prior to takeoff or activated no later than the 520’ “at or above” altitude constraint on the departure.
Pilots should ensure that the altitude preselector is set to the proper initial level-off altitude, depending on whether VNAV guidance is used. If VNAV is not used or is not available, the altitude preselector should be set to 1500’ to ensure level-off at the published altitude constraint at WENTZ. If VNAV is used, the altitude preselector may be set to 2000’. However, VNAV mode should be “armed” prior to takeoff or engaged concurrently with selection of the LNAV mode after takeoff.
Note: The previous Takeoff Minimums for Rwy 24 have changed to “Standard with minimum climb gradient of 500’ per NM to 520.”
Note: Pilots who do not have or are unable to execute the RUUDY 6 will be issued the Teterboro 1 SID.
Please share this information within your flight departments and with colleagues. The RUUDY 6 will be disseminated in the August 8 navigation and chart database cycle, and will be implemented on August 17.
ATC Privatization – NBAA Talking Points
This coming week is crucial to the HR 2997. Representative Shuster is attempting to muster enough support for the Bill to bring about a vote. Please review the attached Talking Points as they relate to some misconceptions and inaccuracies. Depending on your comfort level, please share them with your CEO or Government Affairs Divisions, if applicable.
Turning Over ATC to a Private Board Will Harm General Aviation
Supporters of ATC privatization on Capitol Hill are contacting local GA groups in an effort to say that we are “protected” under privatization. This couldn’t be farther from the truth- ATC privatization will hand over the system to a private board outside of congressional control.
Our community will no longer have a voice in Congress to protect access to airports and airspace. We must stand strong in opposing H.R. 2997.
Under a privatized ATC system, Congress will not be able to to protect GA access, these are just a few ways access could be reduced:
o The private corporation could restrict GA access to airports, especially those with airline service or congested airspace.
o The private corporation could close towers or reduce hours of operation.
o The private corporation could create approach/departure procedures that favor commercial airlines and restrict GA access.
- When these access restrictions occur, contacting your member of Congress will not help. Only a13-member private board and the Secretary of Transportation will be able to make decisions onaccess to airports and airspace.
- Only the safety impact of access restriction decisions is considered by the Board, the economicor operational costs of these decisions are not considered.
- The private Board will be dominated by the airlines, their employees, hub airports and the airtraffic controllers union, GA only has two seats on the board.
o There are two at-large seats on the board, however after the private corporation takes over, no guidance is provided on how the at-large members are selected.
- The GA industry has worked hard to build up strong representation in Congress which has given us a powerful voice in ATC issues. This will end if ATC privatization occurs, our only recourse will be to go before an airline dominated private board.
- Members of Congress are elected to represent their constituents and not leadership in Washington, DC Make it clear that GA does not support H.R. 2997.
ATC Privatization – Myths vs Facts
Click AIRR Act Myths_Facts_Final to view the NBAA publication.
Thirty People participate in our July 19 TUG Meeting – KTEB Circling, Flight Planning, ATC, Noise Abatement
Our agenda was as follows:
- Renee Spann, PANYNJ, Teterboro Airport Manager, and Scott Marsh, PANYNJ Manager of Operations, will provide an Airport Operations Update. http://www.panynj.gov/airports/teterboro.html
- Gary Palm, FAA, KTEB ATCT Manager, and Larry Brady, Staff Specialist, will present Tower Topics. https://www.faa.gov
- Group Discussion: Best practices for Teterboro Circling Approaches. http://code7700.com/kteb.htm
- James Buckner, Honeywell GoDirect Flight Support Services Senior Technical Sales Manager, will discuss his organization’s flight planning enhancements, applications, and future products and services: crowd source radar, fuel efficiencies, flight tracking, geo-fencing and ACARS over IP. https://aerospace.honeywell.com/MobileApp
- Bob Ocon, NY Center Traffic Management Specialist and John Coppola, NY Center Manager Program Analyst for Traffic Management, will discuss departure routings out of Teterboro and what to file. https://www.faa.gov
- Tim Middleton, PANYNJ Part 150 Program Manager, with Mary Ellen Eagan and Bob Mentzer, HMMH TEB Part 150 Study Team, will provide an overview of the Part 150 process, findings to date (Noise Exposure Map), and a discussion on Noise Abatement Alternatives. http://www.panynj.gov/airports/teterboro.html
You’ll find meeting notes on our Meetings tab. Click on the following links to view the various presentations:
You’ve already taken the first step against ATC Privatization… now will you do more?
NBAA is making it easier for you to CONTACT your LEGISLATORS through
NTSB Releases Preliminary Report Re: Learjet 35A Accident
On Thursday, May 25, the NTSB released its preliminary report regarding the May 15, 2017 crash of a Learjet 35A during a circling approach to Teterboro’s Runway 01. Click here to read the report.
James Albright Posts Article Re: Teterboro Circling Approaches
Air Force Ret. Lt. Col. James Albright, noted aviation author, active business aviation pilot and webmaster of code7700.com, has published an excellent article providing guidance on how best to handle a circling clearance at Teterboro Airport. Click here to link to the article.
TUG Letter to Partnership for New York City Requests Support in Opposing ATC Privatization
Partnership for New York City
One Battery Park Plaza
New York, NY 10004
May 23, 2017
Dear Members of the Partnership for New York City:
I write on behalf of the users and operators of Teterboro Airport in opposition to ATC Privatization, and request your support in opposing this ill-conceived initiative for the following reasons:
ATC Privatization will be economically harmful:
Decreased competition among airlines will increase airfares, reduce services and diminish passenger rights for all consumers.
Establishment of a partisan governing Board, dominated by the airlines, will restrict business aviation access to airports and airspace.
Diminished business aviation operations will result in the loss of high paying jobs.
Lower business aviation employment will reduce tax revenue for State projects and initiatives.
Diminished business aviation operations will adversely impact supporting businesses (restaurants, hotels, taxis, FBOs and other service providers), further reducing revenue and employment.
Forbes Magazine Contributor Dan Reed, a proponent of ATC Privatization, recently wrote an article in which he chastised President Trump’s chief economic advisor, Gary Cohn, for generating misinformation about ATC Privatization. (The White House’s Hyping Of Air Traffic Control Privatization & Modernization Hurts The Cause.)
Reed refutes Cohn’s statements by asserting:
With respect to privatizing ATC “… it’s not easy; not easy at all …” and “… will likely result in a loss of high paying government jobs …”
There is no national ATC technology gap; just a gap in the willingness to upset the political apple cart.”
“No, we’ve not lost control of the skies over the Pacific and Atlantic to Canada.”
“No there are not ‘multiple ATC systems in multiple states all over the country.’”
“No, going to a modernized, satellite-based ATC system domestically, … will not ‘cut flight times fairly dramatically.’” … “the biggest factor, by far, is airlines’ own operational inefficiencies.”
“No, savings of 25% on annual jet fuel burn rates is probably a fantasy.”
“And, finally, yes, all consumers should feel the impact of any fuel savings resulting from shifting to a satellite-based ATC system. But airlines could choose to pocket those savings rather than use them to support fare cuts.”
In many instances, the private sector is more capable and efficient in performing the same functions as the government. However, that’s not true of the US ATC system, which supports 3 times the number of aircraft movements than NavCanada and 16 times that of the UK. The FAA has 509 control towers to NavCanada’s 41 and the UK’s 15. In two years, NavCanada increased its fees by 15%, while the UK had to bail out the ATC system by over $130,000,000.
The bottom line is that ATC Privatization is a bad idea. Please do not support this initiative. Thank you.
President, Teterboro Users Group
100 Fred Wehran Drive
Teterboro, NJ 07608
65 people attended the Joint TUG/MAA Meeting on May 9 with NBAA President Ed Bolen!
NBAA President Ed Bolen addressed the threat of ATC privatization, which could adversely impact business aviation, the companies that we represent, the employees of these companies, the communities to/from which we operate, and the local and national economy. On numerous occasions, we’ve called the business aviation community to action, encouraging you to contact your elected representatives to oppose ATC privatization, and you’ve always answered the call. It would be easy to become complacent in facing what has seemingly become a perennial issue. But the urgency of our current situation cannot be overemphasized.
We were also fortunate to feature a presentation from internationally renowned aviation safety expert John Cox, CEO of Safety Operating Systems, addressing risks and containment strategies for lithium-ion battery fires.
And Highwater Innovations’ Mike Gilchrist conducted a live demonstration of lithium-ion battery thermal runaway and their PlaneGard fire containment case.
Notes from our meeting are available on our Meetings tab.
KTEB Bedminster TFR Briefing
To all concerned,
I am sharing the Tower Briefing Item reference the Bedminster TFR. The attached is an over view of the departure restrictions and the work arounds. Below are the reroutes that can be used and are referred to as NEION DUCT routes; also off loads may be assigned over one of the non-west gates, see attached. The highlighted route below will get you from NEION to PSB. To get to NEION file TEB direct (TEB NEION). If your destination is not listed select the best route and modify it accordingly to your destination. The routes will all be review by ZNY prior to departure…”your challenge is to get a CAF”.
225 Fred Wehran Dr.
Teterboro NJ 07608
NY DUCT WEST
Impacted Area or Flow: NEW YORK METRO WEST DEPARTURES
Facilities Included: N90 ZNY ZOB
Instructions: ZNY TRAFFIC MANAGEMENT UNIT (TMU) WILL INITIATE VIA THE STRATIGIC PLANNING TELCON SOLICITATION FROM THE USERS TO PARTICIPATE IN THIS PROGRAM. THIS ROUTE IS DYNAMIC IN NATURE. OPERATORS SHOULD NOT FILE THESE ROUTES UNLESS AUTHORIZATION IS GIVEN IN A NEW YORK CENTER SWAP STATEMENT OR ATCSCC ADVISORY. THE TOWER WILL SOLICIT THE FLIGHT CREW AND VERIFY THEIR ABILITY TO ACCEPT THE DUCT ROUTING PRIOR TO ASKING CENTER TO AMEND THE FLIGHT PLAN. FLIGHT CREWS MUST NOT REQUEST A HIGHER ALTITUDE.
Remarks: OPERATORS SHOULD NOT FILE THESE ROUTES UNLESS AUTHORIZATION IS GIVEN IN A NEW YORK CENTER SWAP STATEMENT OR ATCSCC ADVISORY. OPERATORS SHOULD FILE FINAL REQUESTED ALTITUDE BUT CAN EXPECT CLEARANCE TO FL220 WITHIN NEW YORK CENTER AIRSPACE. FLIGHT CREWS CAN EXPECT HIGHER 250 MILES FROM DEPARTURE POINT IN CLEVELAND CENTER AIRSPACE WHICH IS AFTER PSB VORTAC.
SPECIAL NOTES: DCC INTERNAL: THIS PLAYBOOK ROUTE IS PUBLISHED AS FYI TO PREPARE THE CUSTOMER FOR ROUTE PLANNING AND TO PREPARE FIRST TIER FACILITIES IN THE USE OF THIS ROUTE. ZNY WILL MANAGE ROUTE USAGE DURING SWAP. ZNY/N90 INTERNAL: DUCT WEST TRAFFIC IS REROUTED VIA NEION AND STAYS BELOW COATE AND GAYEL FLOWS BY USING RALT FL220. THE TOWERS WILL ONLY SEE FL220 AS RALT.
|ZNY||-PHL||NEION J223 CORDS J132 DARBO J49 PSB|
ROUTE TO DESTINATION
|ATL||PSB HVQ HLRRY PECHY1|
|BUR||PSB J60 HVE BAWER Q96 PURSE JANNY3|
|CLT||PSB J60 DJB ROD FLM TAFTT PARQR2|
|DAL||PSB J60 DJB PXV ARG FSM CAMAL HIBIL3|
|DEN||PSB J60 IOW J10 OBH KOHOE3|
|DFW||PSB J60 DJB PXV ARG FSM RRNET SEEVR4|
|HOU||PSB J60 DJB PXV J131 LIT J180 SWB WAPPL3|
|IAH||PSB J60 DJB PXV J131 LIT J180 SWB ZEEKK1|
|IND||PSB J60 DJB KLYNE RINTE SNKPT2|
|LAS||PSB J60 HVE GGAPP SITEE1|
|LAX||PSB J60 HVE PROMT Q88 HAKMN|
|LGB||PSB J60 HVE BAWER Q114 NATEE DSNEE1|
|MCI||PSB J60 JOT J26 IRK BQS5|
|MDW||PSB J60 ASHEN BAGEL PANGG3|
|MSY||PSB J60 DJB ROD J39 VUZ J22 MEI RYTHM4|
|OAK||PSB J60 DBL J80 ILC TATOO MONOH OAKES2|
|ORD||PSB DJB NOLNN Q62 WATSN WATSN3|
|PHX||PSB J60 IOW LNK HLC J64 PUB ALS J102 GUP EAGUL6|
|SAN||PSB J60 IOW LNK J44 FQF J128 TBC PLNDL Q86 TTRUE LUCKI1|
|SFO||PSB J60 DBL J80 OAL INYOE DYAMD3|
|SJC||PSB J60 DBL J80 ILC KNGRY RAZRR4|
|SLC||PSB J60 DVV EKR LEEHY4|
|SNA||PSB J60 HVE BAWER Q114 NATEE DSNEE1|
|STL||PSB J60 DJB ROD VHP AARCH1|
|VNY||PSB J60 HVE BAWER Q96 PURSE JANNY3|
Click here for Bedminster TFR Arrival Fixes and Departure Routes.
Carlos Correa Joins TUG Board of Directors
On Friday, March 24, 2017, TUG’s Board of Directors unanimously voted to admit Carlos Correa as a full Board member. Carlos is a Falcon 900C/EX Captain flying the Falcon Response Aircraft, an NBAA Certified Aviation Manager (CAM), and a graduate of Embry-Riddle Aeronautical University with an MBA in Aviation. Carlos is knowledgeable, experienced and passionate in his commitment to ensure that Teterboro remains the safest and most efficient business aviation airport in the world. His enthusiasm and desire to give back to the airport and community where we all earn our living will make him a tremendous asset to our Board.
NBAA: President’s ATC-Privatization Budget Bad News for Small and Mid-Size Towns
Contact: Dan Hubbard, 202-783-9360, email@example.com
At the risk of being repetitive, I am attaching a response from NBAA regarding President Trump’s support of ATC Privatization. While it doesn’t necessarily come as a surprise, based on his attempt at reducing government spending, we had hoped that he would have, at least remained neutral, however, that doesn’t appear to be the case.
This is an urgent plea to contact your state legislators and ask them to please not vote for the Bill when it is drafted within the next few weeks. Consider this a mega-scrum for those of you accustomed to rugby.
Dean Saucier, NBAA
Washington, DC, March 16, 2017 – National Business Aviation Association (NBAA) President and CEO Ed Bolen today issued comments strongly opposing the Trump administration’s budget, which appears to endorse privatizing the nation’s air traffic control (ATC) system, noting that such a move could adversely affect, among others, countless small and mid-size communities across the U.S., which rely on general aviation.
“We know that the notion of privatizing ATC has for decades been pushed by large airlines,” Bolen said. “Under such a proposal, the ATC system – which is a natural monopoly that currently serves the public’s interest, and is overseen by the public’s elected representatives – would be turned over to a non-governmental entity effectively controlled by the airlines.
“Under such a scenario, the small and mid-size towns that rely on access to general aviation for everything from civil services, to emergency support, to business access and more, could have their access to airports and airspace threatened,” Bolen continued. “This is among the many important reasons NBAA has long been very concerned over the big airlines’ proposal. Simply put, privatization of the ATC system would benefit commercial airlines at the expense of the citizens, companies and communities that rely general aviation.
“We continue to welcome the renewed focus in Washington on infrastructure investment, including for aviation,” Bolen added. “We will keep working with Congress, not on a distracting debate over ATC privatization, but on truly modernizing the aviation system, with policies that offer targeted solutions to identified challenges. That’s the best way to ensure that all Americans have access to our nation’s critical aviation infrastructure, five, 10 and 25 years from now.”
The idea of privatizing ATC has been put forward as part of the continuing congressional debate over the reauthorization of funding and programs for the Federal Aviation Administration (FAA). The concept has been strongly opposed by a diverse group of conservative and liberal think tanks, consumer groups, rural organizations, general aviation associations, federal and local policymakers and a majority of American citizens.
The budget proposal released by the president today is the administration’s blueprint for federal spending in the coming fiscal year. Congress has the ultimate authority on the budget, and will reflect its direction regarding aviation, and other matters related to the nation’s infrastructure.
NBAA – Regional Representative – Northeast
PO Box 3302 – BDL 1200 G St NW
Windsor Locks, CT 06096-3302 Washington, DC 20005
PBI POTUS TFR User and Stakeholder Briefing
Teterboro is 1 of 5 approved gateway airports established for flights into Palm Beach during Presidential visits to Mar-A-Lago. The FAA and TSA’s plan essentially requires operators to contact the local TSA coordination center 24-48 hrs prior to the proposed departure time for any aircraft planning to fly into PBI in order to schedule a time for the TSA to meet and screen the aircraft and passengers at the FBO. Coordination of the screening process will involve the scheduler, TSA and the FBO. Teterboro’s TSA coordination number is (908) 787-0555.
For additional information, click the following link for the FAA briefing: 2017-01-19 PBI – POTUS TFR Pilot User Briefing
Required Reservation Information
Aircraft Tail Number
Aircraft Call sign
Est. # of Passengers and Crew
Departure Date & Time
Destination Airport Code
Everyone over 18 years of age must present a valid pictured government issued identification.
January 18 TUG Meeting: “The Evolution of Flight Control Technology”, presented by Dr. Woody Saland
30 people attended the first TUG Meeting of the year on Wed, Jan 18, 2017 at 9:30 am in the Port Authority Conference Room, 90 Moonachie Ave, Moonachie, NJ 07074.
Our agenda was as follows:
- Dr. Woody Saland, PhD in Aeronautical Engineering, Pilot, Aircraft Builder and Dassault Falcon Jet Director of Technical Programs, presented, “The Evolution of Flight Control Technology: From Baling Wire to Fly-By-Wire”. http://www.dassaultfalcon.com/en/Pages/Home.aspx. His presentation can be viewed here: TUG-2017.
- Jake Paini, Aircare International Sales Manager, described his company’s products and services. aircareinternational.com. His presentation can be viewed here: ACI Overview – TUG
- Shelley Ewalt, McBreen and Kopko Attorney, will review the recent 2nd Court decision favoring the Friends of East Hampton Airport and preempting restrictions based upon noise. https://www.mklawnyc.com/attorney-profiles/shelley-ewalts
- Scott Marsh, PANYNJ, Teterboro Airport Manager of Operations will discuss his new role and objectives. http://www.panynj.gov/airports/teterboro.html
- Renee Spann, PANYNJ, KTEB Airport Manager will provide an Airport Operations update. http://www.panynj.gov/airports/teterboro.html. KTEB’s November and December monthly operating statistics can be viewed here: Mgrs Meeting Monthly Stats -November 2016; Mgrs Meeting Monthly Stats -December 2016 (revised)
- Gary Palm, FAA, KTEB ATCT Manager, and Larry Brady, Staff Specialist, will present Tower Topics, to include a debriefing of the December 17 snow event and TALPA experience. https://www.faa.gov
Our complimentary continental breakfast and luncheon was catered by Prova Restaurant. http://provanow.com
For the latest news and information regarding Teterboro Airport, visit our TUG website, www.teterborousersgroup.org.
TUG 2016 – The Year in Review
2016 has been an active and productive year for your TUG Leadership. Thanks to the efforts of Treasurer Lisa Sasse, our membership has grown substantially. And Vice President Jim Dramis has played an increasingly significant role in hosting a majority of our meetings, which were well-attended and featured highly engaging and informative presentations from distinguished leaders in our industry:
- Harris Corporation Project, Program and Senior Program Managers Moranda Reilly, Chris Sutherland and Chris Collings briefed us on CPDLC-DCL technology and procedures
- Honeywell Aerospace Senior Manager Smartpath GBAS Pat Reines discussed technological features and advantages of Ground Based Augmentation Systems
- MedAire Regional Security Director Matt Bradley addressed Aviation Travel Risk Management
- Noted aviation author, active business aviation pilot and webmaster of Code7700.com James Albright presented “How to Become a Pre-Accident Investigator”
- Flight Service Bureau founder Mark Zee addressed “Failures in International Flight Ops”
- Leading Edge Deicing Specialists founder and president Walter Randa educated us on the latest developments in Anti-icing and Deicing recommendations
- FlightSafety International CRM Lead Instructor Jeff Wustrak discussed human factors, CRM and fatigue management
We also extend our gratitude to the following distinguished meeting contributors: PANYNJ Airport Manager Renee Spann, Manager of Operations and Security Pam Phillips, AvPorts Manager Airport Operations John Kastens, Teterboro Tower Manager Gary Palm and Staff Specialist Larry Brady, PANYNJ Delay Reduction Program Manager Ralph Tamburro, FAA Eastern Region District Manager Jeff Clarke and Assistant Manager Dana Rose-Kelly, NY TRACON Traffic Management Officer Mike Porcello and Support Manager Steve McClain, FAASTeam Program Manager Bob Thorson, FSDO Manager George Bennett, NBAA Regional Representative Dean Saucier, NBAA Manager of Air Traffic Services Dean Snell, and McBreen and Kopko Aviation Attorney Shelley Ewalt. In short, TUG meetings continue to represent one-stop shopping for you to engage in face-to-face exchanges of information with key leaders and decision makers in our industry.
Our on-going activities throughout the year included:
- Successful legislative affairs activity in conjunction with NBAA to prevent ATC Privatization and User Fees
- Coordination with FAA and Harris Corporation to facilitate testing and rollout of CPDLC DCL and educate our user community
- Participation as industry representatives in FAA Full Working Group to amend KTEB RNAV STARs and SIDs
- Education and industry feedback during testing of Quiet Visual 19 CVFP
- Participation in federal Part 150 Noise Study as members of Teterboro Technical Advisory Committee (TAC)
- Membership and participation in NY TRACON Exploratory Committee (NYTEC) to facilitate enhancement of SIDs, STARs and IAPs
TUG VP Lisa Sasse serves as Co-Chair of the Flight Safety Foundation Business Advisory Committee, (FSF BAC) and Board member Joe Dickinson and TUG President Dave Belastock volunteer as FSF BAC Members. Dave Belastock also represented TUG in the July 13 NBAA Flight Plan podcast opposing ATC Privatization and User Fees, and will be featured in an upcoming FAA video “Weather … Complete the Picture” to be used for Air Traffic Controller training. We’ve continued to work with MAA and WAA to address issues of mutual concern, and maintained productive working relationships with key industry stakeholders to ensure that Teterboro remains the world’s safest, most advanced and efficient business aviation hub.
But we couldn’t have achieved such success without the ongoing support and participation of you, our members. We’re particularly grateful for the support of our full members, to include our major corporate sponsors: Dassault Falcon Jet and Teterboro’s 4 world class FBOs: Signature Flight Support, Atlantic Aviation, Meridian and Jet Aviation.
We’ll continue to devote ourselves to representing our constituents’ mutual interests in the year to come. In the meantime, we wish you and your families a happy and healthy holiday season, and look forward to seeing you at an upcoming meeting.
Your TUG Leadership,
Dave Belastock, Jim Dramis, Lisa Sasse, Joe Dickinson, Geoff Couture, Gary Charlton and board members emeritus Peter Bellini, Pete Elmore, Bill Thomas, Bill Mack and Joe Ritorto
TUG President Dave Belastock Featured in FAA Weather Video
During this year’s NBAA BACE in Orlando, TUG President Dave Belastock had the opportunity to participate in the creation of an FAA video, “Weather, Complete the Picture”, to be used for Air Traffic Controller training. Click here to view the video.
IMPORTANT: Aviation Security Awareness Bulletin
TEB Receives DOT Grant for Runway Improvements
WASHINGTON, DC – Senators Bob Menendez and Cory Booker today announced a $596,427 federal Department of Transportation (DOT) grant for Teterboro Airport. The money will fund the third and final phase of reimbursements for improvements to the Runway 1/19 area at the airport.
“This investment will improve the safety and reliability of operations at Teterboro Airport,” said Sen. Menendez. “Modernizing our infrastructure is critical to the state’s economy. I will continue to fight for these necessary improvements to New Jersey’s airports.”
“Regional airports in New Jersey like Teterboro serve as vital transportation hubs that are critical to keeping travelers and our economy moving,” said Sen. Booker. “By making key federal investments in the modernization of our region’s aging infrastructure, we are taking important steps to create jobs, bolster our economy and strengthen New Jersey’s economic competitiveness.”
FAA’s TALPA Seeks to Reduce Runway Overruns
Following a runway overrun accident by a Boeing 737 at Chicago Midway in 2005, the FAA convened a workgroup, the Takeoff and Landing Performance Assessment Aviation Rulemaking Committee (TALPA ARC), to make recommendations on reducing the risk of runway overruns — particularly on contaminated runways.
Effective October 1, 2016, the following changes will apply to runway condition reporting for a runway condition other than dry. These changes will apply to all Part 139 airports and other federally obligated airports:
- A Runway Condition Assessment Matrix (RCAM) will be used to determine and report runway condition;
- Through the Notice to Airmen (NOTAM) system, pilots will receive a numerical (0 through 6) runway condition report using the numerical value Runway Condition Code (RwyCC) contained in the RCAM;
- Pilots will give braking action reports using descriptive terminology (e.g. “good,” “medium,” “poor,” or “nil”). “Medium” has replaced “Fair” in braking action reports, which pilots will continue to provide and receive, and;
- Pilots will no longer receive Mu reports. Airports will continue to use Mu as a factor for their determination of runway condition but they will not report the reading.
Among other things, TALPA recommends that pilots conduct thorough landing distance assessments, using runway condition data that actually exists near the time of arrival.
Additional useful information can be found in N 8900.375, Procedures for Reducing the Risk of Runway Overrun (TALPA).
U.S. Part 135 Operators Will Need SMS To Fly in Europe
The FAA is advising U.S. Part 135 operators that they soon will need an approved safety management system (SMS) program to fly throughout Europe under the Third Country Operators (TCO) regulation. Part 135 operators based outside of Europe will be required to obtain a TCO authorization from the European Aviation Safety Agency by November 26 to operate in Europe. TCO authorization includes a requirement that the operator has a state-recognized SMS program, such as those recognized by the FAA, the agency noted in its Summer 2016 SMS newsletter.
The SMS requirements are based on ICAO standards under Annex 19 and are in line with EASA’s risk-based considerations for TCO authorization, the agency noted. The FAA said it does not accept third-party sponsored SMS programs, but does recognize its own SMS voluntary program. The SMSVP is available to Part 135, 145, 141 and 142 organizations.
FAA to Change Runway Condition Reporting on Oct. 1
Starting October 1, the FAA will be using new takeoff and landing performance assessment (TALPA) standards to reduce the risk of runway overrun accidents and incidents due to runway contamination. The FAA developed the standards based on the work of the TALPA Aviation Rulemaking Committee, which was formed after a December 2005 accident in which a Southwest Airlines 737 ran off the end of the runway at Chicago Midway Airport and into a city street after landing during a snowstorm.
As a result of the committee’s work, airports and air traffic controllers will communicate actual runway conditions to pilots in terms that directly relate to the way a particular aircraft is expected to perform. Runway conditions will be based on contaminant type and depth, which provide pilots and dispatchers with the effective information to anticipate airplane braking performance, the FAA said.
The new runway condition assessment matrix (RCAM) thus replaces subjective judgments of runway conditions with objective assessments. The airport operator will assess surfaces, report contaminants present, and determine the numerical runway condition codes (RwyCC) based on the RCAM. According to the FAA, RwyCCs will replace Mu numbers and could vary for each third of the runway if different contaminants are present.
The pilot or dispatcher would then consult aircraft manufacturer data to determine what kind of stopping performance to expect from a specific airplane.
However, pilot braking action reports will continue to be used to assess braking performance. But, beginning October 1, the terminology “fair” will be replaced by “medium” and it will no longer be acceptable for an airport to report a NIL braking action condition. “NIL conditions on any surface require the closure of that surface,” the FAA said. “These surfaces will not be opened until the airport operator is satisfied that the NIL braking condition no longer exists.”
Harris Corp. Releases Updated CPDLC-DCL Resources
I wanted to make you aware that we have updated some Pilot training documents.
These include our Data Comm FAQ and our pilot quick reference IPad friendly PDF which I have attached to this email.
Also, we are holding another introductory webinar on July 20th at 1:00 EST.
Meeting Link: https://join.me/HarrisDataComm
CGH Technologies, Inc.
600 Maryland Ave., SW
Washington, DC 20024
James Albright Delivered A Compelling Presentation at June 15 TUG Meeting
Air Force Ret. Lt. Col. James Albright, noted aviation author, active business aviation pilot and webmaster of code7700.com delivered to our 30 attendees a fascinating and insightful presentation entitled, “How To Become A PRE-Accident Investigator.” Click here to view the PowerPoint.
Video of his presentation can be found in the following files:
For more information about James, click here.
CPDLC DCL – Let’s be careful out there!
Please see the following message from KTEB Tower Staff Specialist Larry Brady. Apparently, in each instance the crew received a revised clearance via CPDLC but failed to load the revision into the FMS. Consequently, they flew their filed route and not their cleared route.
“TEB, a few weeks ago, had an issue with an aircraft receiving a revision to their clearance via CPDLC and failed to upload the change into their FMS. This morning’s TELCON ZNY reported over the weekend two air carriers had the same issue; there may be more but only reported on the two. They are forwarding these events to Data Com who will probable disseminate this issue to the users.
Can you share the awareness with our GA users and give them a heads-up to be extra vigil on this matter?”
KTEB Chief Pilot Webinar Presentations – May 31, 2016
NJ, NY Governors Shine Spotlight on Business Aviation
The governors of New York and New Jersey are the latest chief executives to recognize the value of general aviation, including business aviation, with both states proclaiming May 2016 as a month to highlight the industry’s benefits.
“The aviation industry plans a critical role in the lives of our citizens, as well as the economic prosperity of the state of New York,” noted Gov. Andrew Cuomo. “Business aviation is a critical tool for companies in New York to improve efficiency, save money and open up opportunities for rural areas not served by commercial aviation, thereby bringing new business, investment and jobs to all areas of the state.
New York, Cuomo said, is home to more than 600 commercial, public and private airports and heliports. The industry creates hundreds of thousands of jobs for New Yorkers, and generates billions of dollars in payroll tax revenue and local tax revenue annually.
“The state of New York has a significant interest in the continued vitality of general aviation, aerospace, aircraft manufacturing, educational institutions, aviation organizations, community airport and airport operators,” according to the proclamation.
New Jersey’s general aviation industry employs approximately 18,000 state residents and serves more than 12,000 pilots, Gov. Chris Christie wrote in his proclamation.
“General aviation provides a substantial economic benefit to New Jersey from the operation of the public-use airport system and from the tourism and commerce it supports,” Christie wrote. “General aviation plays a vital role in the operation of businesses and farms, as well as the state’s response to emergencies and natural disasters.”
April 20 TUG Meeting Focused on Quiet Visual 19, Travel Risk Managment
This month’s meeting drew a strong turnout of approximately 30 participants. An update was provided by FAA’s Gary Palm and Gerald Lynch on the Quiet Visual 19 procedure at TEB. MedAire Regional Security Director Matt Bradley discussed how Medaire’s Travel Risk Management (TRM) tools can provide the necessary security, medical and legal information to allow travelers to mitigate the risks associated with trips anywhere in the world. Special thanks to MedAire for generously sponsoring our luncheon!
See the meeting notes here.
Click on the following link to download the MedAire Travel Risk Management presentation: MedAire TRM briefing.
March 2016 TUG Activity
March has been an active month:
- Participated in the Morristown Aviation Association’s monthly meeting
- Responded to 3 NBAA “Calls to Action” requesting opposition to proposed FAA reauthorization legislation that would have privatized ATC, funded by user fees. In addition to contacting our elected representatives, we forwarded NBAA’s requests and “Contact Congress” link to our constituents via email blast and website postings.
- Participated in CPDLC DCL operational testing and rollout at KTEB, and disseminated educational information via TUG email blast and website postings
- Continued discussions with FAA and NBAA regarding the Quiet Visual 19 CVFP, which was published on March 31. Testing of this procedure will begin on April 4 and run for no more than 180 days.
- Contributed technical information via interview to Bergen Record article regarding the Quiet Visual 19 CVFP
- Participated in FAA public meeting regarding the Quiet Visual CVFP
- Participated in KTEB Part 150 Noise Study Meeting
- Contributed to NBAA podcast and article highlighting the importance of grass roots User Group advocacy in opposing ATC privatization and user fees.
- Secured MedAire Regional Security Director Matt Bradley as featured presenter for our April 20 TUG meeting.
- Briefed Inspectors at Teterboro FSDO monthly meeting
- Continued annual membership drive
KTEB is now CPDLC DCL Operational
Please see the following announcement from Harris Corporation’s Program Manager, Critical Networks, Chris Collings:
The FAA Data Comm Program is pleased to announce that the Teterboro Airport (KTEB) is now CPDLC DCL operational. This airport is now included in the growing list of airports that are currently CPDLC DCL operational:
KSLC – Salt Lake City International Airport (Salt Lake City, Utah)
KIAH – George Bush Intercontinental Airport (Houston, TX)
KHOU – William P. Hobby Airport (Houston, TX)
KMSY – Louis Armstrong New Orleans International Airport (New Orleans, Louisiana)
KAUS – Austin Bergstrom International Airport (Austin, Texas)
KSDF – Louisville International Airport (Louisville, Kentucky)
KEWR – Newark Liberty International Airport (Newark, New Jersey)
KSAT – San Antonio International Airport (San Antonio, Texas)
KJFK – John F. Kennedy International Airport (New York, New York)
KIND – Indianapolis International Airport (Indianapolis, Indiana)
KLAX – Los Angeles International Airport (Los Angeles, CA)
KLGA – LaGuardia Airport (New York, New York)
KTEB – Teterboro Airport (Teterboro, New Jersey)
Please see the list below for the airports we are projecting to be operational in the coming weeks:
Projected IOC Dates:
March 28th – KLAS, McCarran International Airport (Las Vegas, Nevada)
April 4th – KMEM, Memphis International Airport (Memphis, Tennessee)
April 11th – KSAN, San Diego International Airport (San Diego, CA)
April 11th – KHPN, Westchester County Airport, (White Plains, NY)
April 18th – KBNA, Nashville International Airport (Nashville, TN)
April 25th – KSNA, John Wayne-Orange County (Santa Ana, CA)
April 25th – KPHL, Philadelphia International Airport (Philadelphia, PA)
As always, please feel free to reach out with any questions or concerns.
CRITICAL NETWORKS / HARRIS CORPORATION
harris.com / firstname.lastname@example.org
600 Maryland Ave SW Suite 850E / Washington, DC 20024 / USA
FAA NextGen Data Comm Tower Service: CPDLC DCL
The following linked briefing contains information on starting operations on CPDLC DCL: CPDLC DCL briefing
Additional information can be found at http://dcis.harris.com/user-participation
Feel free to reach out with any questions you might have to Chris Collings, Program Manager, Critical Networks/Harris Corporation: +1-321-427-5141; email@example.com
TUG Briefs Teterboro FSDO Inspectors at March 1 Monthly Meeting
FAA Safety Team Program Manager Bob Thorson invited TUG President Dave Belastock to brief new Inspectors during the monthly Teterboro FSDO Meeting, hosted by FSDO Manager George Bennett. Dave joined PANYNJ Manager Airport Operations and Security Pam Phillips, AvPORTS Manager Airport Operations John Kastens, Teterboro ATCT Manager Gary Palm and Staff Specialist Larry Brady in discussing the unique facets of operations at Teterboro Airport: airport management and organizational structure; location of FBOs and runway/taxiway layout; ARFF capabilities; proximity to NY/NJ Metroplex airports (KEWR, KLGA and KJFK) and associated complexity of overlying airspace; airport traffic volume; approach, departure and landing procedures, with emphasis on those features requiring particular attention (ILS 19 GS perturbation, ILS 6 mandatory altitude, RUUDY 5 step climb, Dalton 2 VFR to IFR procedure, Runway 6 rollout onto taxiway A, etc.); new procedures in development (RUUDY 6, RNAV (GPS) Y 24, RNAV (GPS) 19 and Quiet 19 CVFP); business aviation aircraft performance and technological capabilities; and projected airport infrastructure enhancements (CPDLC DCL and GBAS). TUG shared our mission to enhance the airport’s safety, efficiency and infrastructure, and offered our assistance in disseminating safety-related information of a time critical nature via meetings, email and our website. George Bennett emphasized the FAA’s philosophy of addressing safety at a systemic level, focusing on proactive rather than reactive measures. With regard to investigations of pilot deviations, several Inspectors noted that the agency’s objective is to educate pilots, identify and correct systemic safety issues, and, where possible, avoid certificate action in favor of corrective action. They noted that pilots involved in such investigations are best served by adopting a constructive approach in sharing information with the FAA. We further discussed the provisions of NASA’s Aviation Safety Reporting System and the newly available ASAP program. The meeting provided an excellent opportunity to enhance mutual understanding amongst the airport, pilot and regulatory communities in advancing our common objective to ensure the highest level of safety.
Illuminated by Laser? Follow These Steps…
From Mark Larsen – NBAA Senior Manager Safety & Flight Operations
Should you or one of your flight crews have a laser incident, crews should immediately hit the Ident button on the transponder so their location is immediately captured on the radar tapes. It’s easier to plot out on topographical map if a more accurate location of the aircraft is known, and then narrow down the location from which the laser originated. Additionally, inform ATC immediately followed by local ground authorities as quickly as possible, even to the point of asking ATC to notify law enforcement.
Minimize Delays During High Volume Days
In an attempt to coordinate limited ramp space during periods of high volume, Teterboro Airport has implemented a procedure to minimize delays:
- When ramp space is severely constrained at a particular FBO(s) (FBO is in gridlock) all aircraft destined for one of those FBO’s will be instructed by ATC to taxi to a holding point on the AOA and to contact the FBO prior to ramp acceptance.
- The FBO will advise the pilot of parking availability and/or expected delay.
- If the FBO cannot accept the aircraft, the pilot will be advised to contact Airport Operations (130.575) for alternate FBO options.
IT WOULD BE MOST HELPFUL FOR YOUR OPERATION AND THAT OF THE AIRPORT TO GIVE ADVANCE NOTIFICATION TO YOUR FBO OF YOUR ANTICIPATED ARRIVAL!
SAFO: Turbojet Braking Performance on Wet Runways
Click here to view the SAFO.
Advisory data for wet-runway landings (typically 15% additional distance) may not provide a safe stopping margin under all conditions.
Landing overruns on wet runways typically involve multiple factors, such as:
– Long touchdown
– Improper use of deceleration devices
– Less available friction than expected
The root cause of the wet-runway performance shortfall is not fully understood.
Contributing factors appear to be:
– Runway texture (polished or rubber-contaminated surfaces)
– Puddling in wheel tracks
– Active precipitation
Data indicates that 30% to 40% of additional stopping distance may be required on certain “very wet” runways.
Moderate or heavy active precipitation appears to increase the risk of overrun substantially.
This year, a committee of manufacturers and regulators will meet to further investigate wet-runway braking performance shortfalls.
TUG Meeting Recap and Presentations, Wednesday, Sept 16, 2015
Approximately 30 people attended today’s highly interactive TUG Meeting, which featured the following agenda:
- Dave Belastock: RUUDY 5 Working Group update
- Renee Spann and Pam Phillips, PANYNJ KTEB Airport Manager & Manager Airport Operations & Security – Airport Operations update.
- Larry Brady, FAA Teterboro Tower Staff Specialist – Tower topics.
- Dean Saucier, NBAA Regional Representative – legislative affairs update.
- Shelley Ewalt, McBreen & Kopko Attorney – East Hampton Airport restrictions and the Airport Noise and Capacity Act.
- Dr. Woody Saland, Dassault Falcon Jet Director of Avionics Programs – Cold weather altimetry. Effective Sept 17, 2015, the FAA has mandated compliance with cold weather altitude corrections at “Cold Temperature Restricted Airports.”
- Giselle Samuely and Michael McConnell, Avionica Director and VP of Business Development – How Avionica’s Complete Immediate Data Transmission and FOQA Analysis Solution leads to safer flying and safer airports.
Click here for a detailed summary of the meeting.
To view today’s presentations, click on the associated links:
Implementation of cold temperature altitude corrections at “Cold Temperature Restricted Airports” found in Notice to Airmen Publication (NTAP), effective Sept 17, 2015
FAA InFO 15002 DATE: 2/10/15
Purpose: This InFO provides operators with information on recent changes related to cold temperature altitude corrections. It also contains the effective date for mandatory compliance of cold temperature altitude corrections at “Cold Temperature Restricted Airports.”
Background: In response to recognized safety concerns over cold weather altimetry errors, the Federal Aviation Administration (FAA) completed a risk analysis to determine if current Title 14 of the Code of Federal Regulations (14 CFR) Part 97 instrument approach procedures in the United States National Airspace System (NAS) are at risk during cold temperature operations. The study used the coldest recorded temperature for the airport in the last five years and specifically investigated if there was a probability that expected altitude errors in a barometric altimetry system, during these non-standard day operations, could exceed the Required Obstacle Clearance (ROC) used on procedure segment altitudes.
Discussion: As a result of the analysis, Cold Temperature Restricted Airports have been designated in the NAS. The list of airports, the segment(s) of the approach requiring cold temperature altitude correction and associated operating procedures may be found at www.faa.gov/air_traffic/publications/notices NTAP, Part 4. Graphic Notices, Section 1. General – Cold Temperature Restricted Airports. The list of affected airports is also available as a PDF on the bottom of the FAA Digital Products, “Terminal Procedures Search Results” page, http://www.faa.gov/air_traffic/flight_info/aeronav/digital_products/ dtpp/search.
Mandatory compliance with these procedures will be in effect Sep 17, 2015.
A -XX°C icon will be incrementally added to airport approach plates, beginning Mar 5, 2015. The icon indicates a cold temperature altitude correction will be required on an approach when the reported temperature is, “at or below” the temperature specified for that airport. The one exception to this procedure is Chicago Midway Intl (KMDW). Only operations to 22L and 22R will be affected. Altitude corrections will not be required on any approach to any other landing runway at KMDW.
The affected airports list should be reviewed to determine relevance to each operator’s operations (airports), as well as which segment(s) of associated approaches will require an altitude correction. Temperatures for Cold Temperature Restricted Airports are completely separate from the temperatures published on area navigation (RNAV) approaches. Temperature restrictions on RNAV approaches for lateral navigation (LNAV)/vertical navigation (VNAV) minima must be followed, even if it is warmer than the temperature associated with the “snowflake” icon.
Sections of the Aeronautical Information Manual (AIM) which address cold temperature altitude corrections have been revised to reflect these changes.
Pilots must understand they will be responsible for applying altitude corrections and must advise Air Traffic Control (ATC) when these corrections are to be made on the intermediate and/or missed approach segment. However, advising ATC of planned altitude corrections in the final segment is not required. Air Traffic Control is not responsible for making any altitude corrections and/or advising pilots that an altitude correction is required at a restricted airport.
1. December 11, 2014: Published Notice to Airmen Publication (NTAP) www.faa.gov/air_traffic/publications/notices Part 4. Graphic Notices, Section 1. General – Cold Temperature Restricted Airports.
2. January 15, 2015: Revised NTAP, changing “must” to “should” in various sections.
3. Mar 5, 2015: Begin publishing icon on approach plates for cold temperature restricted airports. 4. July 2015: Provide updated cold temperature restricted airport list and reminder of mandatory compliance beginning Sep 17, 2015.
5. Sep 17, 2015: Publish updated NTAP with mandatory language.
Operator Actions: Operators of aircraft, Directors of Safety, Directors of Operations, Chief Pilots, dispatch supervisors, fractional ownership program managers and training managers should:
- View Notice to Airmen Publication (NTAP) www.faa.gov/air_traffic/publications/notices Part 4. Graphic Notices, Section 1. General – Cold Temperature Restricted Airports.
- Understand the procedure required at Cold Temperature Restricted Airports and consider how to accomplish any necessary personnel training.
- Beginning Sep 17, 2015, apply mandatory cold temperature altitude corrections at cold temperature restricted airports.
- Operators conducting international flights should review if and how relevant foreign States (e.g., Canada) address this issue,
Contact: Questions or comments regarding this InFO should be directed to Kel Christianson, Aviation Safety Inspector, AFS-470 at (202) 267-8838.
Distributed by: AFS-200 OPR: AFS-470
July 15 TUG Meeting Attracts 33 Participants to Discuss ATC Issues
The assembled presenters and guests comprised a veritable who’s who of FAA, PANYNJ, NBAA and operators gathered to discuss ATC initiatives and procedures designed to enhance safety and efficiency at Teterboro Airport.
Representing NY TRACON were Traffic Management Officer Mike Porcello and colleague Steve McLean, who exchanged ideas with users and presented information regarding the RUUDY 5 SID, Quiet 19 Charted RNAV Visual Flight Procedure, RNAV (GPS) Y 19 and RNAV (GPS) 24. View their presentation by clicking here.
NY ARTCC Traffic Management Officer Bill Ruggiero discussed 2 initiatives already in practice and minimizing Teterboro arrival and departure delays when weather and traffic might otherwise impose bottlenecks in NY Center’s airspace. The Boundary-less Operations Plan (BOP) is a new methodology of controlling the flow into NY Oceanic airspace in such a way as to avoid mile-in-trail restrictions at the boundary with surrounding Centers. The NY Departures Advisory Initiative (NAI) involves the use of more than one “preferred” route to high density destinations when mile-in-trail requirements to those destinations (or via those fixes) are causing departure delays. Click here to view Bill’s presentation.
Teterboro ATCT Manager Gary Palm reviewed the benefits of the recently instituted policy for aircraft landing Runway 6 and bound for FBOs on the south and west areas of the field to exit left at the end of the runway onto taxiway A. His slide can be viewed by clicking here.
And PANYNJ Airport Manager Renee Spann and Manager Airport Operations and Security Pam Phillips presented airport operating statistics, which represent a YTD increase in activity over last year. Pam further discussed Teterboro’s infrastructure modernization options: perimeter road on the north side of the field vs ILS antenna upgrade to support SA CAT II vs GBAS installation.
Attorney Shelley Ewalt (McBreen and Kopko) briefed the group on mandatory curfews now in effect at KHTO but not widely known. And Jen Hotskco, Pilot Coordinator for Patient Airlift Services described her organization’s mission to arrange volunteer medical flights and free air transportation for needy individuals. For more information, visit: www.palservices.org.
Finally, a discussion ensued regarding the possible safety benefits of pursuing extensions of Teterboro’s Class D airspace along the approach course to Runways 19.
Our next meeting will take place on September 16. Please email us with any programming ideas you would like for us to feature.
Business Aviation Groups Nationwide Say ‘No’ to ATC Privatization Funded By User Fees
July 13, 2015
Letters from a host of local business aviation organizations, each bearing a succinct message to elected officials: say “No!” to a privatized air traffic control (ATC) system funded by user fees, were recently sent to numerous legislative offices on Capitol Hill.
The letters came from regional aviation groups from across the country, and were provided to the offices of congressional representatives from Alabama, Colorado, Connecticut, Delaware, Florida, Illinois, Kentucky, New Jersey, New York, North Carolina, Tennessee, Texas, Utah, Virginia and Washington.
Those groups are among many industry stakeholders who heeded NBAA President and CEO Ed Bolen’s recent Call to Action over proposals under discussion for creating a privatized ATC system funded by user fees.
Among those who responded was Shelly deZevallos, president of Texans for General Aviation, who cited the “huge” economic burden that user fees would impose on the industry. “To have that kind of negative impact, on an economy that needs to keep growing, makes no sense,” she added.
In its letter to members of the Lone Star State’s congressional delegation, Texans for General Aviation also called attention to the negative effects witnessed from similarly privatized ATC systems in several foreign countries. “These entities receive funding through user fees, which in turn require a new bureaucracy of billing agents, collectors and auditors that impose a huge administrative burden on those required to pay the fees,” the letter reads.
Teterboro Users Group (TUG) president Dave Belastock drafted a response letter to New Jersey’s congressional representatives, and distributed the link to NBAA’s “Contact Congress” resource to TUG members so they could “get involved, and most definitely respond” to the threatened provisions.
“We have what most view as the best air traffic control system in the world, funded through a per-gallon tax on fuel purchases and overseen by the Congress and accountable to the people of the United States,” he added. “Converting to a private entity that doesn’t have the same governance, oversight and accountability is a cause for concern.”
In the time since Bolen’s Call to Action was issued June 25, NBAA Regional Programs Director Steve Hadley estimated that he and NBAA’s five other regional representatives were able to reach “over 17,000 individual opinion leaders, concerned constituents and NBAA Members” about these issues.
Although action on FAA by the U.S. House of Representatives was recently postponed, Hadley implored members of the business aviation community to maintain a strong and united voice against user fees and ATC privatization, noting that it resonates with lawmakers.
“Having a strong constituent response to NBAA’s Call to Action opens elected officials’ doors to our NBAA folks in Washington D.C., enabling us to make sure our members voices are heard,” he added.
To learn more about support from regional aviation groups in helping NBAA mobilize the business aviation community, listen to the July 13 edition of NBAA’s Flight Plan podcast.
Spring ’15 Chief Pilots Webinar Presentations Now Available
To view these presentations, click here.
Condon & Forsyth Aviation Attorneys, FlightSafety Cabin Safety Team Headlined May 20th Meeting
May 20th’s action-packed meeting featured Anthony Battista and Stephen Walsh, attorneys at the law firm Condon & Forsyth, who specialize in all aspects of aviation litigation. Their insightful presentation addressed the important topics of how FAA Letters of Investigation are initiated, the factors to consider before responding, pilots’ rights, and enforcement actions.
FlightSafety’s Cabin Safety program was introduced by Susan DePaiva (Program Manager) and Ron Clements (Instructor). After a brief overview of the state-of-the-art equipment at FlightSafety newly-remodeled Teterboro Learning Center — including a Sea Survival Facility, culinary arts course, and interactive SATCOM Lab — Ron discussed the important aspects of cabin fires, fire-extinguishing equipment, and pressure-breathing oxygen masks.
Click here for a full summary of the meeting!
TUG Activity Update – May 9, 2015
Recently the FAA published a list of 736 instrument approaches that they intend to cancel. The FAA states in the notice that “…the number of procedures available in the National Airspace System has nearly doubled over the past decade. The complexity and cost to FAA of maintaining the existing ground based navigational infrastructure while expanding the new RNAV capability is not sustainable. Therefore, the FAA is proposed the following list of SIAPs for cancellation based on the criteria established in the Policy.” The list of SIAPs proposed for cancellation is available online at:
The FAA published a policy in June 2014 that established a Policy for Discontinuance of Certain Instrument Approach Procedures (79 FR 36576). You can access this policy document online at:
Comments to the FAA about the proposed list of SIAPs that will be cancelled are due by May 28, 2015.
Included in this list is the Teterboro VOR 24. TUG has been advocating preservation of the VOR 24 since the announcement of its planned elimination. Our own Joe Dickinson, Hess Aviation Safety Captain and the latest addition to our TUG Leadership, addressed the issue directly with the FAA during last month’s Business Aviation Forum. Although the FAA will publish on Aug 20, 2015 an RNAV (GPS) 24 Approach with minimums similar to the VOR 24, TUG, PANYNJ and NBAA continue to make the case that the VOR 24 is necessary as a backup procedure for those not equipped to fly the RNAV (GPS) 24. In addition, the TEB VOR is an important anchor and backup for several KEWR procedures. We understand that the VOR 24 remains on the list of approaches to be eliminated, but the issue is far from settled. Given our broad support, we remain optimistic that we’ll succeed in preserving it.
On Aug 20 the FAA will publish the RNAV (GPS) Y 19, designed as an overlay to the ILS 19 and to eliminate the well-documented GS perturbation issue.
TUG participated in the joint PANYNJ/FAA Chief Pilots Webinar on May 7. We expect to post a PDF of the PowerPoint presentations when the information is provided to us next week.
On May 5, the FAA published KTEB FDC NOTAM 5/6645
FDC 5/6645 (A1590/15) – SID TETERBORO, TETERBORO, NJ.
RUUDY FIVE DEPARTURE (RNAV)…
NOTE DO NOT EXCEED 210 KTS UNTIL WENTZ.
ALL OTHER DATA REMAINS AS PUBLISHED. 05 MAY 14:27 2015 UNTIL 01 NOV 14:27 2015
ESTIMATED. CREATED: 05 MAY 14:28 2015
On May 6, TUG notified the FAA and NBAA that this 210 kts speed limit exceeds the FAR-mandated 200 kts speed limit below Class B Airspace. This FDC NOTAM has since been cancelled.
Our agenda for the May 20 TUG Meeting is now complete. Featured presenters are expected to be FAA Teterboro FSDO Manager George Bennet and aviation attorney/Partner in Condon & Forsyth LLP Tony Battista. The program is entitled “It’s The Law” – FAA Investigation and Enforcement,” and promises to be a highly interactive forum for the exchange of information about the latest trends, policies & procedures associated with this important topic. We expect to email the agenda to our constituents early this coming week. Catering will be provided by Berry Creek Restaurant.
This coming week TUG Treasurer Lisa Sasse and I will participate in the Flight Safety Foundation (FSF) Business Aviation Advisory Committee (BAC) Annual Meeting and the Business Aviation Safety Summit (BASS 2015) in Weston, FL. Our employers will assume the cost, so no funds will be drawn from our TUG account. Last year at BASS 2014, Lisa, who serves as VisionSafe Director of Business Development and volunteers as Vice Chair of the FSS BAC, received the Business Aviation Meritorious Service Award for her selfless contributions to the business aviation community. Of course, Lisa will play a critical role in this year’s meetings as well. We’re so proud of her accomplishments and fortunate to have her as a member of our Leadership team.
We’d also like recognize TUG Vice President Jim Dramis for his numerous contributions to and stewardship of our website, which continues to contain fresh and relevant content thanks to his efforts. If any of you have content that you feel would be of interest to our constituents, please forward these via the “Contact Us” link at the top right corner of this page.
Thanks for your support and participation,
NTSB Member Dr. Earl Weener discussed Loss of Control, Medication Impairment at March 18 Meeting
Earl Weener, PhD and NTSB Board Member, has an accomplished career in aviation as an engineering executive, safety advocate, industry safety spokesperson, engineer and pilot. He has given numerous presentations on aviation safety in airline operations, as well as corporate, business and general aviation safety.
Dr. Weener held a fascinating and engaging presentation at TUG’s March 18th meeting. He discussed the purpose and goals of the NTSB, and highlighted some recent eye-opening trends in General Aviation Safety.
He discussed five of the Top 10 accident causes: distractions, substance impairment, fitness for duty, loss of control, and procedural compliance.
It was surprising to learn that 11% of accident pilots had potentially impairing levels of prescription or over-the-counter drugs in their systems. Additionally, Dr. Weener revealed that the impairment duration of medication is FIVE TIMES the recommended dosing frequency, e.g. medication taken once every 8 hours can cause impairment for up to 40 hours! Although it cannot be proven whether or not medication was a factor in these accidents, the possibility is something that we should all consider very seriously.
Loss of control remains a cause of more than 40% of GA accidents. Many of these resulted from loss of airspeed and angle-of-attack (AOA) awareness. The topic of aftermarket AOA gauges for light piston aircraft as a potential accident-reducing technology was discussed.
For a more detailed summary of the meeting, see March 18’s Meeting Notes.
We sincerely thank Dr. Weener for taking the time to visit and educate us, and for helping us all to operate more safely!
Update on NJ/NY Helicopter Legislation
Assembly Bill A4245, which would have mandated a 47% reduction in helicopter operations in New Jersey state-licensed airports, helipads and heliports, has been withdrawn.
Senate Bill S2802, which is identical to A4245 above, remains on the docket.
Senate Bill S4310 is also active at this time, and would prevent tour helicopters from operating in New Jersey.
As New Jersey has taken Federal funds, and Grant Assurances are still in effect, it is doubtful that the Bills will pass; however, should they pass, they will be unenforceable.
East Hampton Airport’s (HTO) restriction on helicopters and eventually jet aircraft is coming to a head. The Town Council is bent on the restrictions. However, there are still Federal Grant Assurance stipulations that must be met, including airport sustainability and use of airport funds, which are in question. The FAA has been sued by local groups. HAI and NBAA attended and testified at a Hearing last week, and further action is anticipated, including (but not limited to) a legal stay should the Town Council pass its ordinance.
January Meeting featured Ralph Tamburro and Walter Randa
Our January 21 meeting drew an impressive crowd, thanks in great part to our featured guests!
Ralph Tamburro, PANYNJ Delay Reduction Program Manager, presented new initiatives for delay reduction in the NYC area. Everyone was pleased to learn that despite increased airport operations in the NY area, delays are actually on the decline. Special thanks to Ralph and the FAA for their continued efforts in this important area.
Walter Randa, President of Leading Edge Deicing Specialists, discussed numerous icing-related accidents and incidents, and educated the group on proper deicing and anti-icing practices. Additionally, Walter unveiled his company’s WingArmor anti-icing sprayer for business jets. This product allows operators to anti-ice their aircraft while still in the hangar, at only a fraction of the cost of traditional anti-icing processes. His riveting presentation was of profound interest and importance to everyone in the room.
As always, we also wish to express our thanks to the unwavering support of Pam Phillips, Renee Spann, and Gary Palm for their updates with respect to airport and ATC operations. The behind-the-scenes efforts of Lisa Sasse also are also appreciated.
A summary of the meeting is available at http://teterborousersgroup.org/wp-content/uploads/2015/01/TUG-Meeting-Notes-01-21-2015.pdf
Naturally, none of this would be possible without you, our valued constituents.
Our next meeting will be held on March 18, 2015. Have a safe and enjoyable winter!
Chief Pilot Webinar Presentations
June 10, 2014: KTEB Chief Pilot WebinarFinalwQuestions&Answers.
RNAV (GPS) Y Rwy 19
On July 24, the FAA published the KTEB RNAV (GPS) Y Rwy 19 approach, which effectively mirrors the ILS 19 and provides reliable lateral and vertical guidance to the following mins:
LPV: DA 218′ and Vis 3/4
LNAV/VNAV: DA 1090′ and Vis 4
LNAV: MDA 960′ and Vis 1 1/4 (Cat A); 1 1/2 (Cat B); 3 (Cat C, D)
The FAA is working to establish operational protocols for assigning this approach as opposed to the ILS 19. Expect to see increasing use of this procedure going forward.
What You Should Know About “Climb Via”
On April 3, 2014, the FAA changed ATC phraseology and procedures associated with Standard Instrument Departure (SID) clearances. The new key phrase is “climb via,” which is closely related to the long-standing “descend via” phraseology used in Standard Terminal Arrival (STAR) clearances.
Misunderstanding of the new “climb via” SID phraseology caused the filing of numerous pilot deviation reports. Some of these deviations resulted in less than standard aircraft separation. It is the pilot-in-command’s (PIC) responsibility to ensure compliance with an ATC clearance. For “climb via” clearances, remember the following:
- Top Altitude: Prior to takeoff, pilots must identify the appropriate initial altitude to maintain as described on the SID chart or assigned by ATC. This altitude should not be confused with altitude restrictions or expected final altitude.
- Correct phraseology is imperative. Comply with proper “climb via” phraseology on initial climb out radio transmissions to ATC. Phrases such as “on the” or “climbing on” a procedure are not appropriate and can create confusion and additional ATC workload to verify the clearance that was issued to the pilot by the previous controller.
- Pilots are required to respond to climb or descend via clearances by repeating the “climb/descend via” clearance verbatim. Abbreviated read backs can result in controllers repeating instructions until pilots give verbatim read back of the clearance.
- When subsequently changing frequency pilots must advise ATC on initial contact of current altitude, “climbing via/descending via” with the procedure name, and runway transitions, if assigned.
- If assigned an altitude or speed not contained on the procedure, advise ATC of restrictions issued by a previous controller.
For more information, visit the links below:
FAA Cuts Paperwork for ADS-B Approvals
The FAA’s Flight Standards Service (AFS) has created OpSpec/MSpec/LOA A153, a new and more efficient operations authorization for U.S.-registered aircraft in order to comply with early automatic dependent surveillance – broadcast (ADS-B) directives mandated by a growing number of other countries, primarily in the Asia-Pacific region.
The original authorization, designated A353, which was applicable to U.S. commercial and private aircraft operators conducting operations outside U.S. designated airspace, had to be approved by the responsible flight standards district offices, regional office and by multiple branches at FAA headquarters.
A353 was in response to the growing number of International Civil Aviation Organization (ICAO) member states that are requiring ADS-B “state-of-registry” approvals for operations above FL 290.
According to the FAA, in earlier years, the A353 process was adequate since the agency was receiving fewer than 10 applications a year. For example, in 2013, just seven A353s were issued, primarily to U.S. operators flying to Canada or Australia. However, air navigation service providers in the Asia-Pacific region had ADS-B mandates go into effect in December 2013, requiring “state-of-registry” compliance. Those countries currently include Australia, Hong Kong, the People’s Republic of China, Chinese Taipei, Singapore and Vietnam.
The response by U.S. operators since the end of last year has been dramatic. As of late April, the FAA had already reviewed 92 A353 applications this year, and had an additional 55 applications pending. Fortunately, operators that already have an A353 are not required to reapply for an A153.
The time involved in applying was a major factor in the change, as each operator’s A353 application was averaging 200 pages in length.
“The A353 process is man-power intensive and on average is taking three months from the operator delivery of the application to the field office until HQ completes the application review and signs a memorandum authorizing the field office to issue the A353,” the FAA said.
The FAA’s decision to issue OpSpec/MSpec/LOA A153 has cut the length of the application from 200 to 20 pages, “reducing the burden on the operator and decreasing the time period to process applications.”
ADS-B does not become mandatory in the U.S. until 2020, but NBAA notes that early compliance to meet the ICAO state-of-registry requirements will satisfy the U.S. ADS-B mandate as well.
According to the NBAA Operations Project Manager Brian Koester, there are more operators than ever traveling internationally, and the simplified A153 process “will be a huge relief for those trying to operate in other parts of the world.”
U.S. Part 135 Operators Flying To EU Snared by New Law
A new European Commission regulation that takes effect on May 26 requires commercial air transport (CAT) operators from outside the European Union to obtain a single EU-wide safety authorization to fly to, from or within the EU. CAT operators comprise all non-EU airlines and charter operators, including U.S. Part 135 operations.
As part of the registration requirement, affected operators must demonstrate to the EASA compliance with ICAO standards. The CAT third-country operator (TCO) authorization is a single process for all operators flying to the 28 European Union states, EU overseas territories and the four European Free Trade Association states (Iceland, Liechtenstein, Norway and Switzerland). It is a prerequisite for operating in these states and territories, though it is not required for overflights. Operators who currently hold authorization from individual EU member states must reapply for authorization, according to NBAA.
“While the goal of a single safety standard across the entire EU is a laudable goal, NBAA remains wary of the new burden this new requirement will place on small companies,” said NBAA vice president of regulatory and international affairs Doug Carr. “U.S. Part 135 operators represent the majority of the affected air carriers, and it is unknown if EASA is prepared to manage the amount of information necessary for a TCO to demonstrate compliance.”
Jeppesen Adds Half-Degree Latitude Waypoints To NavData
Jeppesen NavData for cycle 1404, effective 3 April 2014, included a large number of new waypoints at half degree latitude/full degree longitude. These new waypoints are causing operational difficulties for customers who were not aware of the additions. The approximate geographic extent for the additions is from 22 degrees north latitude to 67 degrees north latitude and 050 degrees west longitude to 020 degrees west longitude.
The waypoints were added following the industry standard for database preparation, ARINC 424. That convention uses the positioning of an alpha character to denote full degree or half degree of latitude:
5040N – trailing character – full degree of latitude, i.e. 50 00 00N 040 00 00W
N5040 – leading character – half degree of latitude, i.e. 50 30 00N 040 00 00W
TUG works with FAA, NBAA and Jeppesen to ensure availability of RNAV (GPS) X Rwy 6 Approach in FMS Databases
In anticipation of a KEWR Rwy 4L repaving project, which began on April 1, the FAA developed the RNAV (GPS) Rwy 6 Approach for the purpose of decoupling KEWR and KTEB when KEWR operates on a northerly flow. With Newark’s Runway 4L-22R closed for repairs until sometime in June, Runway 11/29 is being utilized more frequently. As this new flow-pattern conflicts with the ILS Rwy 6 at KTEB, the RNAV (GPS) X Rwy 6 is routinely being assigned. On April 11, the FAA notified TUG that operators of several makes and models of FMS had reported that the RNAV (GPS) X could not be found or retrieved from their navigation database, rendering this approach inaccessible and precluding operation into Teterboro.
The parties quickly determined that the affected FMS units were not capable of accommodating multiple approaches of a given type to the same runway (multi-coded approaches). Jeppesen had correctly followed past practice and industry standard by prioritizing the approach with the lowest landing minimums – RNAV (GPS) Y – in the April navigation database. However, the RNAV(GPS) Y is incompatible with KEWR Rwy 29 operations. Within a day TUG, NBAA and FAA ATC all agreed that the RNAV (GPS) X is the only usable instrument approach to KTEB Rwy 6 under these circumstances. Jeppesen quickly responded to the resulting FAA request and prioritized the RNAV (GPS) X approach in the May 1, 2014 navigation database. No subsequent issues have been reported by operators.
TUG has also worked with FlightSafety International to explore with FAA ATC and NBAA additional possible solutions. NY TRACON is evaluating the possibility of once again utilizing the Cedar Grove and Passaic River Visual approaches.
Stay tuned for new developments as they occur.
Dr. Carol Ash – Sleep Science/Fatigue Management Presentation at March 19 TUG Meeting
Carol Ash, M.D., Director of Sleep Medicine at Meridian Health, presented the latest findings in Sleep Science/Fatigue Management at our March 19 TUG Meeting. Her presentation was literally a “wake-up call” for business aviation professionals, who must often function on the back side of the clock or while transiting multiple time zones.
Dr. Ash delivered a fascinating and energetic examination of the effects of sleep not only on fatigue and performance, but also on our long-term health. Many illnesses such as hypertension, heart disease, and obesity are directly caused by inadequate sleep or sleep disorders. Dr. Ash also discussed the real motivations behind the FAA’s recent interest in diagnosing sleep apnea in pilots.
See her presentation here.
Carol Ash, DO, is a board-certified general internist, fellowship-trained pulmonary, critical care and sleep medicine specialist with more than 15 years’ experience in clinical medicine. Currently, Dr. Ash is the director of Sleep Medicine at Meridian Health in New Jersey.
A graduate of Seton Hall University and the University of Medicine and Dentistry of New Jersey (UMDNJ), Dr. Ash has been a featured speaker at a NASA-sponsored convention about countering fatigue in aviation and has presented a similar program before the National Business Aviation Association (NBAA), and has lectured for various corporate aviation audiences including engagements at International Operators Convention (IOC) and Corporate Aviation Safety Stand-down (CASS).
ILS 19 GS Perturbation – Action Items – February 18, 2014
TUG participated today in a telcon hosted by FAA NY Area Program Integration Office (NYAPIO) Executive Officer Kathy Moclair-Shea and including representatives from various FAA branches, KTEB ATCT and NBAA. As you are all aware, numerous crews cleared to fly the ILS 19 have experienced premature and erroneous GS capture resulting in Flight Director/Autopilot commands to climb above 2000′, potentially leading to a loss of separation from overhead KEWR ILS 22L arrivals. We’ve highlighted this issue during our TUG Meetings, to include a presentation by Al Pence of FAA Tech Ops, and currently feature an article on our website (Operations tab). At the most recent Business Aviation Forum, we raised the issue and requested that a note be added to the approach plate to raise pilot awareness. Kathy graciously followed up by organizing today’s telcon. While there is general recognition of the safety sensitive nature of the problem, numerous regulatory and jurisdictional challenges may limit our options. Nevertheless, action items resulting from today’s call include exploration of the issuance of a D-NOTAM, addition of a note to the Airport Facilities Directory, issuance of a FAAST Blast, and addition of a note to the approach plate. We can also seek to recruit the assistance of the Flight Training Providers, as this important issue affects users throughout the NAS. We’ll continue to pursue solutions, and will update you all on our progress. In the meantime, if anyone has additional suggestions, please forward them along via the “Contact Us” link located in the upper right corner of our website.
FAA Delays Sleep-Apnea Policy Pending Industry Input
Dec. 19, 2013 – The National Business Aviation Association (NBAA) today welcomed the decision by the Federal Aviation Administration (FAA) to delay its plans for implementing a controversial new policy for obstructive sleep apnea (OSA) screening for pilots until the agency has had an opportunity to hear from industry stakeholders on the matter.
“We have learned that, shortly after the new year gets underway, the FAA will bring together organizations, including NBAA, to discuss the sleep apnea issue, and hear the significant concerns we have with the agency’s plans,” said NBAA President and CEO Ed Bolen. “We think that’s an appropriate step, because in business aviation, flying is often how a person makes a living, and the agency’s screening plans would have a significant impact on many of those professionals. The FAA needs to hear our concerns, and we look forward to sharing them directly with the agency.”
In November, Federal Air Surgeon Dr. Frederick Tilton announced in a newsletter his plans for “releasing shortly” a policy requiring that pilots with a body mass index (BMI) of 40 or greater undergo OSA screening prior to receiving a medical certificate.
Shortly after Tilton’s announcement, it was revealed that the agency would require pilots to bear the significant costs of getting tested for OSA (as much as $5,000, according to some sources), and obtaining the requisite equipment to treat the condition, if necessary. The FAA has suggested that this policy would eventually apply to additional pilots, regardless of the class of medical certificate, or the type of operation in which the pilot flies.
Within weeks after the FAA’s announcement, House Aviation Subcommittee Chairman Frank LoBiondo (R-2-NJ) introduced a bill (H.R.3578), which would compel the FAA to consult with industry through the established rulemaking process before issuing any OSA requirement. NBAA welcomed that legislation, and detailed the industry’s concerns about the FAA’s OSA-screening plans in a Dec. 3 letter Bolen sent to the full House Transportation and Infrastructure Committee. Read NBAA’s letter to the House Transportation Committee regarding the FAA’s planned OSA policy.
On Dec. 4, the committee approved LoBiondo’s bill, and it now awaits consideration by the full House of Representatives. Following the committee’s passage of the legislation, Bolen said: “We thank the co-sponsors of H.R.3578, and all the members of the full committee, for their prompt, bipartisan action on this matter, and we look forward to prompt passage of the bill by the full House. As the FAA considers unilateral implementation of a policy of this magnitude, the proposal should be subject to transparency, in part through commentary from affected parties, as well as analysis of its data-driven justification, costs, benefits and other important criteria.”
In recent weeks, NBAA has also encouraged Association members to utilize NBAA’s online Contact Congress resource, to make their voices heard on the FAA’s proposed policy change. Review the letter NBAA Members can send to their congressional representatives regarding the FAA’s planned OSA policy.
Camden Youth Aviation Program – Training Tomorrow’s Professionals
Sponsored by organizations and corporations such as AOPA, EAA, FAA, Edmund Scientific and Jeppesen — as well as numerous community organizations — the Camden Youth Aviation Program is dedicated to educating Camden youth who display an interest in aviation. The program offers local youth the opportunity to participate in exciting, fun and educational aviation programs and activities to help them to expand and improve their educational, personal, and career potentials.
Please see the PowerPoint presentation of the organization’s goals and activities, as well as the Wild Blue Wonders Ops Manual that utilizes Microsoft Flight Simulator to train students in flight operations.
For additional information, please contact:
AvPORTS Requests Flight Crew Participation in Teterboro Airport Noise Abatement Survey
Gabriel Andino, AvPORTS/Teterboro Airport Manager – Noise Abatement and Environmental Compliance, has developed a survey to get a sense of how flight crews obtain airport information and gauge the effectiveness of our noise abatement handbook and other materials. Pilots are encouraged to participate in the survey, which can be found at this link: http://www.surveymonkey.com/s/28BWVX5.
TUG Encourages Support for Flight Safety Foundation
A message from TUG President Dave Belastock
I’m privileged to serve as a member of the Flight Safety Foundation (FSF) Business Aviation Advisory Committee’s (BAC), and had the opportunity to participate on September 11 in the Committee’s Autumn Workshop. Like so many worthy enterprises, the Flight Safety Foundation finds itself at a crossroads: strained for resources and searching for financial support in a climate of tight budgets, and striving to reinvigorate enthusiasm and participation among our constituents in an ever-changing and complex operational and regulatory environment. Should you care, and is it worth the effort for you to be involved? YES, and YES!
As a young pilot, I learned that members of my community met and worked to shape every provision of my working life: wages, work rules, rest requirements, etc. Like so many of my colleagues, I agreed with some of the results, and passionately disagreed with others. We exchanged views and ideas in crew lounges and cockpits, and resigned ourselves to the status quo. When a vacancy arose on a participatory committee, I finally came to the following realization: why NOT me? Instead of sitting idly on the sidelines and grousing about what I didn’t like, why not pitch in and attempt to shape the future of my profession?
In so doing, I learned a great deal: (1) We’re all products of our experiences, and our different experiences lead to different and sometimes conflicting objectives; (2) We don’t operate in a vacuum, as the financial and regulatory constraints that we face can and do limit the pace and scope of what we can achieve; (3) These limitations may create the impression of stagnation, and brand those who choose to participate as “guys that like to have meetings and hear themselves talk.” Is it worth the time, trouble and effort? Once again, the answer is YES!
Aviation Safety is EVERYONE’S business, and most especially those of us who earn our living in aircraft cockpits and cabins! Since business aviation operations are so much more dynamic, flexible and challenging than the more structured airline model, we benefit by developing strategies and solutions that are tailored to our unique work environment. Our lives and livelihoods, are but one incident or accident from oblivion. Since none of us have a monopoly on ideas, we must ALL contribute in some measure, large or small, to the common good.
Many of you know the Flight Safety Foundation from television, as the organization’s president is often sought by media outlets to comment in the wake of an aviation incident or accident. Kevin Hiatt is our current president, and Bill Voss was his predecessor. You may also be aware of FSF guidelines regarding Fatigue Management, Approach and Landing Accident Reduction (ALAR), Controlled Flight Into Terrain (CFIT), etc. But the Foundation also participates in National and International safety organizations and initiatives, holds and sponsors Safety Seminars, publishes AeroSafety World Magazine, etc. It’s activities are rooted in and push the envelope of aviation science. And it’s leaders, participants and members represent a Who’s Who of industry experts. The foundations activities have engendered the support of and/or participation from the airlines, business aviation community (NBAA), original equipment manufacturers (OEMs), regulatory agencies (FAA, EASA, etc.), scientific community (University of Southern California, Alertness Solutions, etc.) and safety organizations (NTSB). Current initiatives include emphasis on stabilized approaches, use of technology and automation, and pilot professionalism.
“So with all of this support and horsepower, why would I need to be involved? Haven’t they got it all covered?” In reverse order: no we don’t; and aviation safety is a team effort. The Flight Safety Foundation and the Business Aviation Advisory Committee are agents of change, and our success is dependent upon 3 complementary lines of activity: (1) At the grass roots level, we require input and participation in order to understand the issues, learn where to focus our efforts and gather experience, evidence and ideas; (2) In order to effectively develop appropriate solutions and address the many complex issues that we face, we require the active participation of industry-leading subject matter experts; and (3) At the advocacy level, we need support, negotiating leverage and access in order to advance our collective interests in shaping practices, policies and regulations.
“But, between work and family obligations, I’ve got a full plate. I don’t have the time or energy, so what can I do to help?” Please consider engaging in one or more of the following:
(1) Encourage your organization to join and participate in the Flight Safety Foundation.
(2) Volunteer to represent your organization by attending a FSF Safety Seminar or event.
(3) Make a donation to the FSF.
(4) Visit the FSF website and read some of our publicly available studies, recommendations, and educational materials.
(5) Take daily and personal steps to improve the safety culture in your organization. This can involve personal and organizational adoption of FSF recommendations for best practices, as well as sharing and educating colleagues and executive management teams regarding these recommendations.
I recognize that most people’s eyes glaze over when the topic of safety comes up. We’ve all done an excellent job of maintaining safe operations within our respective organizations, as evidenced by our industry’s admirable safety record. But complacency is seductive. It’s easy to congratulate ourselves on our record, even as we all can identify personal, organizational, industrial and regulatory practices that warrant improvement. It’s far better to address safety concerns continually and proactively, rather than in the wake of an incident or accident.
Teterboro and London Biggin Hill Now Sister Airports
Two well-established business aviation airports – one on either side of the Atlantic – recently announced a unique “sister airport” relationship, which both expect will be beneficial to their customers and communities.
New Jersey’s Teterboro Airport (TEB), and London’s Biggin Hill Airport (EGKB) last month signed a memorandum of understanding (MOU) that “provides the platform for international cooperation and customer service,” according to a Biggin Hill Airport statement. The MOU encourages mutual assistance and participation by both parties, with a focus on communication, security and safety.
“This new sister agreement…will link two world cities, assist trade and innovation, and it will build on the experience learned at Teterboro that can be implemented in London,” said Andrew Walters, chairman of Biggin Hill Airport. The MOU is “just the beginning of the relationship,” according to Biggin Hill business development manager Robert Walters, who expects the agreement to help demonstrate to the London and British authorities what is being done in the greater New York region to promote business aviation access to the area.
Teterboro, which is owned by the Port Authority of New York and New Jersey, supports more than 15,500 jobs. Biggin Hill’s Robert Walters hopes that his airport, which features three FBOs and a wide variety of on-airport aviation services, can learn from and work with Teterboro to create an ever-higher standard of service, which could include the sharing of customers’ preferences and maximizing service opportunities. “In time, the ultimate outcome is we hope that NBAA Members and other business aircraft operators will see a London airport, supported by its government, that has the infrastructure that they would expect and is as good as they are used to in the U.S.,” he said.
At the signing of the MOU on Aug. 13, Ralph Tragale, the Port Authority’s assistant director of aviation, public affairs, said, “Through this partnership, we’ll work together to exchange ideas so that we can play an even greater role in our respective regions…create more jobs…[and] be better neighbors.”
NBAA, along with the European Business Aviation Association, previously recognized the growing importance of Biggin Hill Airport. In 2011, the two associations presented former Biggin Hill Airport Director Peter Lonergan with the prestigious European Business Aviation Award. The long-time airport director was credited for turning the facility – once scheduled for closure – into a thriving airport with a new runway, new hangars and a larger airport staff.
Learn more about London Biggin Hill Airport
Your GPWS is Talking…Are You Listening?
Although the investigation into UPS Flight 1354, the A300 which crashed just short of Birmingham, AL is far from complete, initial evidence indicates that it might have been a classic case of CFIT (Controlled Flight Into Terrain).
The crew had many factors working against them during that early-morning approach: The longer main runway, which contained the airport’s only ILS, was closed. It was dark. Low clouds and rain prevailed. They were flying a non-precision approach with no electronic vertical guidance to a possibly-unfamiliar runway that was surrounded by terrain.
The deck was clearly stacked against them.
Preliminary evidence indicates that the aircraft’s GPWS (Ground Proximity Warning System) alerted the crew to danger approximately 7 seconds before the initial impact. The crew’s actions during those last few seconds of flight have yet to be determined; however, since the Cockpit Voice Recorder (CVR) tapes suggested that the crew had the runway in sight, it is conceivable that confusion — and, perhaps, surprise — at the GPWS warning prevailed.
Close to the ground and descending on an approach is NOT the time to analyze the situation and try to second-guess your terrain avoidance equipment. Which is more likely — that the equipment is giving you a false warning, or that you are not where you think you are, and the system is trying desperately to convey that message to you? Human beings are notoriously more fallible than computers.
What are your SOPs when a GPWS warning is received? Do you waste precious seconds trying to determine what is happening while the ground rapidly approaches, or do you immediately execute the approved escape maneuver, so that you can get the airplane out of harm’s way and evaluate your prior actions at a safe altitude?
If non-precision approaches to unfamiliar runways aren’t part of your regular recurrent training program, ask your company or your simulator instructor to provide those scenarios for you. Review your SOPs during these sessions. Understand the capabilities and limitations of your avionics, and don’t be afraid to question your SOPs if they don’t make sense. For example, during a non-precision approach, what tools are available for vertical situational awareness? Do you set your ASEL to zero (or field elevation), or do you set it to the MDA? An ASEL that is set to field elevation could easily cause you to inadvertently descend below minimums, creating a CFIT hazard.
Review the Flight Safety Foundation’s CFIT Checklist to help learn and recognize the early-warning signs of CFIT hazards.
And the next time your GPWS sounds an alert, take immediate escape action, so you’ll be alive to think about it later.
Reduce Your Risk of Bird & Wildlife Strikes
Every 55 minutes, a bird strike occurs somewhere in U.S. airspace, resulting in at least $650 million in aircraft damage — and several fatalities — annually. US Airways Flight 1549’s ditching in the Hudson River in 2009, though resulting in no serious injuries, still underscored the potentially catastrophic outcome of wildlife strikes.
How can we avoid such an unfortunate in-flight rendezvous? Understanding the behavioral and flight patterns of our feathered friends is a good place to start. For example, most birds move about during dawn and dusk, typically the first and last 60 minutes of the day. They are also attracted to lakes, rivers, and landfills. Most bird strikes occur within 5 miles of an airport. Additionally, about 97% of bird strikes occur below 3,000 ft. AGL; and of those, 60% occur below 500 ft. AGL. So minimizing your flight’s exposure to these times and locations will help. And flying at slower speeds, rather than the maimum limit for the airspace, will reduce the energy (and damage potential) of a bird impact.
There are several other risk-mitigation tools and strategies at your disposal:
Aeronautical Information Manual, Chapter 7 Section 4
FAA Bird Avoidance Model
Air Force Bird Avoidance Model Avian Hazard Avoidance System (for real-time bird reports — useful before starting descents & approaches!)
FAA Wildlife Strike Database (for searching or reporting strikes)
You may also pick up one of Signature Flight Support’s new bird-strike collection kits, available at all of its FBOs. Why, one might ask, would you want to collect bird remains? Sending their remains to the Smithsonian Institution is an important step in gathering data about the incident, and this data may help one of your fellow aviators avoid another strike in the future.
Study: Too Many Pilots Continue Unstabilized Approaches
The crash of Asiana Flight 214 in San Francisco has brought attention to a disturbing and continuing trend with aircrews: failure to initiate a go-around at the first sign of an unstabilized approach.
On average, 96 percent of unstabilized approaches do not result in a go-around, according to preliminary findings from a go-around study being conducted by the Flight Safety Foundation’s international and European aviation committees. “Data and anecdotal information are showing there are increased exceedances in aircraft performance and rates of violation of air traffic control instructions,” the FSF noted. Foundation president and CEO Kevin Hiatt said the data indicates that flight crews often continue an unstabilized approach “because the pilot has enough confidence in the airplane or the situation.”
Using 2011 statistics, the FSF said data analysis shows that potentially 54 percent of all aircraft accidents that year could have been prevented by a go-around decision. “This is based on 65 percent of that year’s accidents being in the approach and landing [ALA] phase, and using our analysis that 83 percent of ALAs could be prevented by a go-around decision,” said FSF director of global programs Rodolfo Quevedo.
The Flight Safety Foundation has published an excellent Approach and Landing Accident Reduction (ALAR) Toolkit, available here.
Help Oppose Aviation User Fees
Recent government proposals are calling for a $100 per flight tax that would impose significant economic and administrative burdens on general aviation operators.
Operators currently pay through a more efficient per-gallon fuel surcharge. These existing fees do not require an additional bureaucratic level; are assigned fairly based on the operator’s use of the system; and provide incentives to decrease environmental impact, noise and congestion.
The National Business Aviation Association (NBAA) has published a comprehensive list of reasons to oppose preflight user fees. Please contact Congress and demand that these fees not be levied against general aviation.
FAA Expands Circling Approach Area
The FAA has increased the size of protected airspace used in establishing the minimum descent altitude (MDA) on circle-to-land approaches. On May 2, 2013, FAA began publishing instrument approach procedures that use the larger circling approach airspace dimensions. This new criteria affords pilots greater lateral obstacle clearance protection and increased maneuvering space to properly align and stabilize the final approach and landing out of a circling approach.
This change was made in response to long-standing industry complaints that the radii defining the circling approach area were too small to allow large, transport-category aircraft to properly maneuver and establish a stabilized approach.
Circling radii will now be based on the height of MDA above the airport, providing allowances for higher true airspeeds and possible adverse wind gradients at higher altitudes. Although the new circling areas are still smaller than those of PANS-OPS, they still represent a significant improvement in safety.
An white-on-black “inverse C” icon will be published in the Minimums section of approaches that utilize the new circling areas.
Pilots are reminded in this Safety Alert for Operators that aircraft are permanently certificated in only one approach category, based on Vref at maximum gross weight or 1.3 VSo at maximum gross weight. Pilots must determine if higher a approach category is necessary if faster approach speeds are used; however, the approach category can never be lowered.
Did you know?
Your membership dues enable TUG to finance the Teterboro ATIS landline. Plug the following telephone number into your mobile phone and you’ll always have the Teterboro ATIS at your finger tips: 201-288-1690.