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.
Review New Chinese ADIZ NOTAMs Prior to Flight
NBAA is advising Members with planned flights to China to review recent Notices to Airmen (NOTAMs), which address procedures for flying in that country’s newly defined Air Defense Identification Zone (ADIZ). There are numerous such zones in existence around the word, including those promulgated by the United States.
Chinese officials issued two recent NOTAMs (NOTAMR A1886/13 and NOTAM A1916/13) about that country’s ADIZ in conjunction with a Nov. 23 announcement of an intent to expand the zone to cover an area located over the East China Sea, approximately 100 miles due East of Shanghai.
The NOTAMs inform pilots of specific information to be provided in flight plans filed for missions that include passage through the zone – for example, aircraft flying through the zone should report flight plans to the Chinese authorities; aircraft must have markings that clearly identify nationality in accordance with international treaties; two-way communications must be established, and identification inquiries must be responded to in a timely manner, and; aircraft equipped with transponders must keep them operational.
NBAA representatives are in frequent contact with FAA officials, so that the Association can continually obtain all relevant information regarding the situation and provide it to NBAA Member Companies. To date, NBAA has not heard reports from Association Members of disruptions to normal operations or other types of challenges in the affected area. NBAA Members with questions regarding this matter can contact the Association’s Operation Services Group at firstname.lastname@example.org.
Thanksgiving Weekend Military Exercise Likely to Increase Air Traffic Delays Around Florida
November 18, 2013
The U.S. Navy is conducting a pre-deployment Composite Training Unit Exercise (COM2X) along the Southeast Atlantic Coast between Nov. 6 and Dec. 18. Combined with the expected Thanksgiving holiday traffic, moderate to excessive delays are possible for flights operating in or through this airspace during the Thanksgiving week/weekend.
The exercise – which will result in the activation of most East Coast warning areas and several military operations areas (MOA’s) and special-use airspace areas (SUAs) throughout Jacksonville, FL and Miami Centers’ Airspace – is necessary to certify the carrier wing for deployment.
Operational Impacts of COM2X
- Airways AR6 and AR15 will NOT be available to Orlando International Airport (MCO), Tampa International Airport (TPA) and Southwest Florida International Airport (RSW) area airports at various times due to active military airspace. This will push most traffic to these airports onto the inland routes.
- Most east coast warning areas will be active without the expectation of release areas.
- The proximity of SUA’s and MOA’s utilized during this operation to Ormond Beach VOR (OMN), during this high volume season have a direct impact on east coast traffic in and out of the Orlando (MCO) and Daytona Beach (DAB) complexes as well as traffic transitioning into and out of Miami Center’s (ZMA) airspace.
- Various reroutes – Playbook Routes – will be issued by the ATC System Command Center.
- Capping / tunneling may be utilized to mitigate airspace constraints, volume and complexity.
- Aircraft may encounter vectoring, speed control and fix balancing off-loads with greater frequency than normal.
- Mile-in-trail (MIT) assistance will be required for Miami (ZMA), Atlanta (ZTL) and Washington (ZDC) Centers.
- Traffic management initiatives including ground stops, airspace flow programs, expanded MIT, and airborne holding are additional tools that may be necessary during high volume periods.
Jacksonville Center (ZJX) System Impact Report (21 KB, PDF)
Miami Center (ZMA) System Impact Report (25 KB, PDF)
During the Thanksgiving week, operators can expect activation of the following Warning Areas and SUAs on the specified dates:
- November 26
- W132, W133, W134, W157, W158, W159, W161, W177 and all TAILHOOK AIRSPACE.
- November 27
- W157, W158, W159, PALATKA MOA’S, TAILHOOK AIRSPACE, CAPE Stack ALTRV and other associated ALTRVS.
- November 28
- TAILHOOK AIRSPACE, CAPE Stack ALTRV
- November 29
- R2901 Complex / PLACID East / PLACID West / PLACID North / FINSS ALTRV / Crystal Air Refueling
- December 01
- W157, W158, W159, PALATKA MOA’S, CAPE Stack ALTRV and other associated ALTRV’S.
- December 02
- R2901 Complex / PLACID East / PLACID West / PLACID North / FINSS ALTRV / Crystal Air Refueling
Operators should note that schedule for these military operations is subject to change.
Operators should check KZMA/KZJX NOTAMS and the FAA Special Use Airspace Web Site for Warning Area and military airspace activation times.
Special Use Airspace Areas with Associated Air Traffic Restrictions
TAILHOOK A-F ATCAAs
- AR6 & AR15 closed into the MCO and TPA terminal airports
CAPE Stack ALTRV
- Altitude capping and tunneling south of Orlando
R2901 Complex / PLACID East / PLACID West / PLACID North / FINSS ALTRV / Crystal Air Refueling
- SHFTY Arrival closed (into RSW, FMY, APF and MKY) reroute to TYNEE/ZEILR/PIKKR/JOSFF Arrivals
- FMYDT (MCO southwest departure gate) closed
- Altitude capping and tunneling south of Orlando
Valuable FAA Resources During the COM2X Exercise
Runway Safety Action Team at TUG Meeting, Jan 15, 2014
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:
Improper RUUDY FOUR Usage Creates Collision Hazard
The improper filing and acceptance of the RUUDY FOUR RNAV Departure at Teterboro airport (KTEB), by aircraft not RNAV 1 capable, has contributed to an unacceptable increase in lateral Pilot Deviations (PDs). Vertical PDs have also increased due to improper automation management and knowledge of Instrument Departure Procedures. The risk of a near mid air collision (NMAC) with arrivals at Newark Liberty Airport (KEWR) makes the precise navigation on departure, both laterally and vertically, critical.
For this reason, it is imperative that operators whose aircraft equipment do not meet the RNAV 1 requirements of FAA Advisory Circular AC 90-100A and AC 90-108 utilize the Teterboro Eight Departure (TEB8.TEB). Regardless of the pilot’s selection of departures, increased awareness of position and appropriate automation procedures on departure is critical in maintaining separation from KEWR arrivals.
Per AC 90-100A, RNAV 1 requires a total system error of not more than 1 NM for 95% of the total flight time. Additionally, pilots must use a lateral deviation indicator (or equivalent navigation map display), flight director and/or autopilot in lateral navigation mode on RNAV 1 routes.
LHY VOR Decommissioned; Major Airway Changes in the Northeast
The Lake Henry VOR (LHY) in northeastern Pennsylvania has been decommissioned. A new RNAV waypoint, LAAYK, has replaced the VOR. Many of the Victor and Jet airways that utilized LHY have been deleted or modified, and there are many new Q Routes and T Routes through the area. Please make sure your charts and navigation databases are up-to-date, and check NOTAMs prior to flight.
For more detailed information, please see the FAA Letter to Airmen.
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.
Teterboro Airport Proposes $250 Event Fee for Super Bowl 2014
The proposed fee applies to both helicopters and fixed-wing aircraft, and will be levied for each landing during the specified interval. For full details, click here to read Teterboro Airport Manager’s Bulletin #13-06.
Teterboro Airport Career Expo 2013 Postponed
The Teterboro Airport Career Expo scheduled for October 8th will be postponed until April of 2014. This was done to accommodate a number of invited high schools that are unable to attend, thus ensuring a successful and well-attended event. An exact date will be announced soon and we will follow-up with all registered exhibitors.
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.
GPS-Jamming Truck Driver Fined $32,000 by FCC
A New Jersey man who purchased and installed a GPS jammer in his employer’s vehicle has received a hefty and unprecedented FCC fine after his device interfered with an experimental GBAS (Ground Based Augmentation System) at Newark Liberty Airport.
The man admitted to using the jammer to thwart the GPS position transmitter that was installed in his vehicle, thereby rendering his employer unable to track his every move via satellite. The FCC traced the device to him by using “direction finding techniques” when his proximity to the airport produced interference in the GBAS system.
Rather than letting the man off with a warning as they typically do, the FCC proceeded directly to levying a $31,875 fine against him. An attorney familiar with the electronics industry indicated that if such fines are insufficient to deter people from using GPS jammers, then criminal charges would be the next option.
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.
Runway Status Lights Debut at Washington-Dulles
Runway status lights (RWSL) are now operational on runways and taxiways at Washington-Dulles International Airport (IAD).
The fully automated lighting system is being implemented at airports throughout the U.S. as part of a program to help enhance runway safety. The lighting system provides direct runway status information to pilots and surface vehicle operators indicating when it is unsafe to enter, cross, or takeoff from a runway. It requires no input from controllers as it processes information from surveillance systems and then activates runway entrance lights and takeoff hold lights in accordance with the motion and velocity of the detected traffic.
Light fixtures embedded in the pavement are directly visible to pilots and vehicle operators.
The Federal Aviation Administration (FAA) plans to have RWSLs operational at 23 U.S. airports by the end of 2016.
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.
FAA Rule to Boost Pilot Qualification Standards
In a final rule published Monday July 15, 2013, the FAA announced that it is increasing the qualification requirements for first officers who fly for U.S. passenger and cargo airlines. The rule requires first officers to hold an Airline Transport Pilot (ATP) certificate, requiring 1,500 hours total time as a pilot. Previously, first officers were required to have only a commercial pilot certificate, which requires 250 hours of flight time. The rule also calls for a co-pilot to fly a minimum of 1,000 hours in air carrier operations prior to serving as a captain for a U.S. airline, as well as enhanced training requirements for an ATP certificate, including 50 hours of multi-engine flight experience and completion of a new FAA-approved training program. A “restricted privileges” ATP certificate that would allow a pilot to serve as a first officer would be available to military pilots with 750 hours total time as a pilot; graduates holding a Bachelor’s degree with an aviation major and 1,000 hours total time as a pilot; graduates holding an Associate’s degree with an aviation major and 1,250 hours; and pilots who are at least 21 years old with 1,500 flight hours. To view the rule and an FAA press release, go to: http://go.usa.gov/jgBh.
July 16, 2013
WASHINGTON – Today the NTSB released the first of five short videos, each featuring an NTSB investigator highlighting a particular area of general aviation safety associated with the majority of GA accidents.
Every year, the NTSB investigates about 1,500 preventable GA accidents that kill about 475 people – pilots, and the family members and friends traveling with them. Most of these crashes involve a similar set of circumstances, conditions and decision-making that leads to fatal outcomes. In March, the NTSB issued five safety alerts bulletins to highlight these areas and provide strategies and resources to better identify and reduce risks for those in the GA community.
The NTSB has created a short video (3-5 min.) on each of the five Safety Alerts topics. The videos feature NTSB investigators sharing their perspectives as both GA pilots and aviation safety professionals on how both pilots and mechanics can more effectively manage the risks associated with GA flying.
The Video Safety Alerts address risk management and decision-making, maintenance issues for pilots and mechanics, flight in reduced-visibility conditions, and low-altitude stalls.
The first of the videos, “Is Your Aircraft Talking to You? Listen!” (4:54) is available now at http://youtu.be/if3Ym3f2Los.
The four remaining Video Safety Alerts will be released throughout the month of July. Each one will be announced on twitter (@NTSB) and will be on the NTSB’s YouTube channel:http://www.youtube.com/user/NTSBgov.
The print versions of the five Safety Alerts are available athttp://go.usa.gov/jT8H.
GA Safety has been on the NTSB’s Most Wanted List since 2011.http://go.usa.gov/jTKA.
NBAA Northeast Fatigue Management Seminar Provides Valuable Insights and Practical Strategies
Over 100 business aviation professionals from the NY/NJ Metro area participated in the NBAA Northeast Fatigue Management Seminar on June 17 at Signature MMU. The NBAA Certified Aviation Manager Council approved CAM credits for qualified attendees. Featuring presentations from internationally renowned Fatigue Scientist Dr. Melissa Mallis, noted Fatigue Scientist and Alertness Solutions President Ms. Leigh White, and Delta Air Lines Pilot Fatigue Program Director Capt. Jim Mangie, the seminar explored the physiology of sleep and provided practical strategies for fatigue management. For example, natural circadian rhythms include two daily Windows of Circadian Low (WOCL): one between 3 pm and 5 pm, and the other deeper low between 3 am and 5 am, during which the body is predisposed to sleep. For those individuals who must operate and remain alert during these windows, a 30-minute rest period may be an effective strategy. Drinking coffee immediately prior to such a rest period will assist in overcoming any inertia upon resuming normal duties, as it takes 30 minutes for the caffeine to produce a stimulative effect in the body. In addition, the panel cautioned attendees about unintended and unpredictable consequences of pharmacological strategies. Of course one should consult an Aviation Medical Examiner for specific information about any medications. For information about how Alertness Solutions can assist your flight department or aviation business, visit their website: http://www.alertsol.com.
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.