NBAA Listing of Industry EventsWelcome 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.

Sept 14 Changes to U.S. CBP Funneling Airport Requirement for International Arrivals

All aircraft bound for the United States that are airborne at 12:01 AM EDT on September 14, 2020, are no longer subject to the funneling airport requirements where U.S. Government had focused public health resources.  The current travel restrictions as listed in the Presidential Proclamations remain in place (i.e. 212(f) restrictions), as do other measures to protect public health.

Aircraft arriving from the Schengen countries, UK, China, Iran and Brazil are now able to land at Teterboro Airport with passengers that meet the exemptions of the current Presidential Proclamation:

Passengers arriving from any effected area or those who have been in an effected area in the past 14 days are inadmissible unless one of the following exemptions apply: 

    • U.S. citizens and any lawful permanent resident of the United States
    • spouse of a U.S. citizen or lawful permanent resident
    • parent or legal guardian of a U.S. citizen or lawful permanent resident
    • any alien traveling as a nonimmigrant pursuant to a C-1, D, or C-1/D nonimmigrant visa as a crewmember or any alien otherwise traveling to the United States as air or sea crew;
    • certain diplomats for foreign countries
    • members of the U.S. Armed Forces and spouses and children of members of the U.S. Armed Forces.

 Please contact CBP with any further questions.

Basel Sabbagh
Supervisory CBP Officer
U.S. Customs and Border Protection

General Aviation
Office: 201-288-8799
Cell: 862-223-2918

CAM Governing Board Approves 1/4 Point Credit to Participants in Sept 16 TUG Meeting

We’re happy to share with you that attendees of our Sept 16 TUG Meeting are entitled to 2/4 point toward completing the application to take the CAM exam. Those attendees already designated as a CAM will receive 1/4 point toward recertification.

Virtual TUG Meeting, Wed, Sept 16, 1000 EDT

UK/EU BizAv Operations

FAA Redesign of Fly.faa.gov

Teterboro Greenlandings Delay Reduction Initiative

Saab Sensis Surface Display System

We will hold our Virtual TUG Meeting on Wed, Sept 16, 2020 at 10:00 am EST.
This free GoToMeeting event is open to anyone who would like to participate. If you are a CAM or working toward becoming a CAM, the NBAA CAM Governing Board has approved 1/4 point CAM credit for all participants. In order to get the CAM credit we request that you logon to GoToMeeting via computer/tablet so we can record your name.
Please find the GoToMeeting login details below:
TUG Meeting

Wed, Sep 16, 2020 10:00 AM – 1:00 PM (EDT)

Please join my meeting from your computer, tablet or smartphone. 

You can also dial in using your phone.
United States: +1 (646) 749-3122

Access Code: 270-490-765

New to GoToMeeting? Get the app now and be ready when your first meeting starts:https://global.gotomeeting.com/install/270490765

Our agenda is as follows:

  • Maria Sheridan, PANYNJ KTEB Airport Manager and Scott Marsh, Manager Airport Operations and Security will provide an Airport Operations update. http://www.panynj.gov/airports/teterboro.html
  • Gary PalmFAA KTEB ATCT Manager, will present Tower Topics. https://www.faa.gov
  • Jason HaywardIsabelle Grazon, and Jacques SauvetreUniversal Weather and Aviation General Manager STN and Senior Representatives for South France, respectively, will share their experience and expertise regarding UK/EU business aviation travel procedures. https://www.universalweather.com
  • Karen BohannonFAA Enterprise Solutions and Engineering Manager Justin Prasai, Project Designer, and Hawar Muhammad, TFMS General Engineer will present a preview of the FAA’s redesigned fly.faa.gov website.
  • Ralph Tamburro PANYNJ Delay Reduction Program Manager, and Lonnie BowlinAerospace Engineering and Research Associates (AERA) Program Support Manager will present the “Teterboro Greenlandings” Delay Reduction Initiative, powered by ATH “Attila.” https://panynj.gov
  • Adam MacKenzie, Saab, Inc. (formerly Saab Sensis) Program Manager will introduce the surface display systems in use at JFK, LGA and EWR, and will present a potential surface viewer for TEB. This installation will enhance situational awareness and improve overall operations at TEB. https://saab.com/saab-sensis/
  • Dave Belastock and Joe Dickinson, TUG President and Vice President, will preview the newly redesigned TUG website. http://teterborousersgroup.org

Please make every effort to participate, and invite others from your organizations. All are welcome!

Feel free to send any questions or suggestions with respect to these planned presentation in advance via TUG’s “Contact Us” link on the upper right corner of our website.

Federal Government Adjusts COVID-19 Entry Strategy for International Air Passengers

Beginning September 14, 2020, the USG will remove requirements for directing all flights carrying airline passengers arriving from, or recently had a presence in, certain countries to land at one of 15 designated airports and halt enhanced entry health screening for these passengers. Currently, enhanced entry health screening is conducted for those arriving from, or with recent presence in, China (excluding the Special Administrative Regions of Hong Kong and Macau), Iran, the Schengen region of Europe, the United Kingdom (excluding overseas territories outside of Europe), Ireland, and Brazil.

For the full press release, click here

PANYNJ KTEB Chief Pilot Webinar – Sept 29 1300 local time

Teterboro Airport Chief Pilot Webinar,

September 29, 2020 at 1:00pm EST (1300L)

Discussion Topics:

FAA – Runway Safety Action Team Meeting – Gary Palm

Airport Winter Weather Pre-Season Briefing

Update on Airport Projects

COVID-19 Status Update

Among other items.

Additional Information to be provided.

Scott Marsh

Port Authority of NY & NJ

Teterboro Airport

O 201-807-4018

C 917-439-0824


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NBAA Regional Roundtable Meeting Resources – Aug 27, 2020

TUG Leadership continues to participate in quarterly meetings of the NBAA Regional Roundtable, and today’s meeting generated the following helpful NBAA resource links:

NBAA Listing of Regional Events

NBAA Hero Network Info

August 27 Hurricane Laura Update

NJ Travel Advisory Info

Please use the following link to view guidance from the State of NJ for NJ bound travelers, including: the list of states from which travelers are expected to self-quarantine for 14 days; a link to the voluntary online traveler survey; the criteria for traveler exemption from these provisions; and other helpful resources:

State of NJ Travel Advisory information

PANYNJ Publishes Updated COVID-19 Service Resumption Document

The PANYNJ, with the support of the CDC, State of NJ, U.S. Customs and Border Protection, Teterboro’s FBOs and TUG, has crafted a superb document to provide users and operators with general guidance, international arrival information, protocols, best practices and additional user requested information. To view this comprehensive document, click: here.

Harvard Global Health Institute Tool for Assessing COVID-19 Risk by County

Click on the following link to access the HGHI COVID Risk Levels Dashboard, a graphical tool that provides the rolling 7-day average of COVID infections per 100K people broken down by state and county.

The Path to Zero: Key Metrics For COVID Suppression

FAA Issues SAFOs re: ATC Closures in Terminal Airspace and Loss of ATC Services in Oceanic Airspace

SAFO 20012 re: ATC Closures in Terminal Airspace

SAFO 20011 re: Loss of ATC Services in Oceanic Airspace

NJ, NY & CT Announce 14-Day Quarantine for All Travelers from States with Significant Community Spread of COVID-19

Effective Midnight, June 24/25

The following Travel Advisory has been issued by the Office of the Governor of the State of NJ. For the most complete information, click on the following links:

State of New Jersey:


State of New York:



Tri-State Advisory Will Focus on Personal Responsibility Using Uniform Parameters and Messaging Across the Three States Effective Midnight Tonight

New Jersey Governor Phil Murphy, New York Governor Andrew M. Cuomo, and Connecticut Governor Ned Lamont today announced a joint incoming travel advisory that all individuals traveling from states with significant community spread of COVID-19 quarantine for a 14-day period from the time of last contact within the identified state.

This quarantine – effective midnight tonight – applies to any person arriving from a state with a positive test rate higher than 10 per 100,000 residents or a state with a 10% or higher positivity rate over a 7-day rolling average.

New Jersey, New York and Connecticut will continually update and publish on their respective websites a list of states to which the new advisory applies. This information will be updated regularly.

The tri-state measure will use uniform parameters and messaging on highways, airports, websites and social media across the three states. The three states will also ask hotels to communicate the 14-day quarantine to guests who have traveled from one of the impacted states.

“Over the course of the past few months, our states have taken aggressive action to flatten the curve and beat back the coronavirus,” Governor Murphy said, “As a result of our collective efforts, we have low infection rates, falling hospitalizations, and have steadily been reopening our economies. Unfortunately many states continue to have high transmission rates. We are proud to work with our partners in New York and Connecticut on a joint incoming travel advisory to ensure continued progress against this virus and to keep residents of the tri-state area safe.”

“We have a very real problem right now where many states are experiencing an increased spread of the COVID-19 virus, just as New York is seeing the lowest infection rate,” Governor Cuomo said. “We’ve been working with our neighboring states throughout this pandemic, and we have agreed to a joint incoming travel advisory with New Jersey and Connecticut that all individuals who are traveling from other states with high infection rates must quarantine for 14 days to help prevent a renewed spread of the virus. We know the transmission rate in every state, and we want to make sure what’s happening in these states with the highest transmission rate doesn’t happen here and erase all the tremendous progress we’ve made.”

“Working together as a region has proven to be immensely successful as our respective states are leading the country when it comes to our response with low infection and positivity rates relative to increased testing capacity,” Governor Lamont said. “We have made difficult decisions throughout this pandemic, but we have proven to make many of the right decisions. This step to inform travelers form states with hot spots to self-isolate is meant to protect our residents and maintain our incredible public health progress.

The FAA is requesting volunteers to provide feedback on their proposed newly designed Fly.FAA.Gov website

We are creating a new fly.faa.gov site and we need your input! Our goal is to create a version of the site that best suits schedulers, dispatchers, pilots, and the flying public. We can only do this with your feedback.

If you are a user of the fly.faa.gov site, we want to know what matters to you. To do this, we would like to interview you via Zoom for 30-45 minutes to get a sense of what you do, what you use the current site for and what you think of the new design. Interviews are not recorded and you don’t need a camera.

Help shape the future of the site! We are conducting interviews, Monday-Friday, from 9-5 est. If you are interested in participating, email 9-AJO-Fly-FAA@faa.gov with your availability and we will send you a meeting invitation with all the details.

Email: 9-AJO-Fly-FAA@faa.gov

Hope to hear from you! FAA Design Team

FAA Publishes 2 New KTEB IAPs and a Redesigned ILS – Effective May 21, 2020

Updated May 22, 2020

The long-awaited RNAV (GPS) Y RWY 19 and RNAV (GPS) RWY 24, as well as a redesigned ILS RWY 19, are now available in Chart and Navigation Databases, effective May 21, 2020.

All of these procedures include RNAV transitions, and the RNAV (GPS) Y RWY 19 and ILS RWY 19 offer the same minima. The RNAV (GPS) Y RWY 19 is essentially an overlay to the ILS that eliminates the latter procedure’s glide slope perturbation issue. Both the RNAV (GPS) Y and redesigned ILS RWY 19 feature the same Missed Approach Procedure. For all of these reasons, we are advocating in favor of the RNAV (GPS) Y RWY 19 as the primary IAP when KTEB operates on a southerly flow.

Please note that if you accept a clearance to fly the ILS RWY 19, the procedure now requires RNAV 1-GPS due to the new Missed Approach Procedure.

As the RNAV (GPS) RWY 24 will require Air Traffic Controller training in the Sim Lab, now restricted due to COVID-19, it’s unclear when this procedure will first be utilized.

We’ve posted extracts (Not For Navigation) from the FAA’s Terminal Procedures Publication below so that users can begin to familiarize themselves with these new IAPs.

The RNAV (GPS) X RWY 19 is another IAP under development and features an offset final approach course, but is expected to be published in 2021 due to delays in Environmental Assessment.

A representative from NY TRACON will discuss these new procedures during our upcoming TUG WebEx Meeting, scheduled for June 17 at 1000. TUG will publish the WebEx invitation, details and full agenda at our earliest opportunity.

Not For Navigation

Not For Navigation

Not For Navigation

SFAR Provides Regulatory Relief for GA Operators Amid COVID-19 Pandemic

NBAA published a press release announcing the availability of the SFAR containing regulatory relief for GA operators amid the COVID-19 pandemic, relief for which NBAA advocated vigorously. The press release contains a link to the final SFAR to be published in the Federal Register in the near future.


NBAA will provide opportunities for clarification and more information in the near future. As a brief overview, the SFAR contains relief in the following areas:

Relief from Certain Training, Recency, Testing and Checking Requirements

  • Part 61
    • Second-in-Command Qualifications (§61.55)
    • Flight Review (§61.56)
    • Recent Flight Experience: Pilot in Command (§61.57)
    • Pilot-in-Command Proficiency Check: Operation of an Aircraft That Requires More Than One Pilot Flight Crewmember or is Turbojet-Powered (§61.58)
  • Part 91, Subpart K Flight Crewmember Requirements (§§91.1065, 91.1067, 91.1069, 91.1071, 91.1073, 91.1089, 91.1091, 91.1093, 91.1095, 91.1099, 91.1107)
  • Mitsubishi MU-2B Series Special Training, Experience, and Operating Requirements (Part 91, §§91.1703, 91.1705, 91.1715)
  • Part 107 Aeronautical Knowledge Recency (§107.65)
  • Part 125 Flight Crewmember Requirements (§§125.285, 125.287, 125.289, 125.291, 125.293)
  • Robinson R-22/R-44 Special Training and Experience Requirements (SFAR 73)

 Relief from Certain Duration and Renewal Requirements

  • Part 61
    • Medical Certificates: Requirement and Duration (§61.23)
    • Prerequisites for Practical Tests (§61.39)
    • Renewal Requirements for Flight Instructor Certification (§61.197)
  • Relief for U.S. Military and Civilian Personnel Who are Assigned Outside the United States in Support of U.S. Armed Forces Operations (SFAR 100-2)
  • Part 63
    • Certificates and Ratings Required (§63.3)
    • Knowledge Requirements (§63.35)
  • Part 65
    • Dispatcher Knowledge Requirements (§65.55)
    • Eligibility requirements: General (§65.71)
    • Inspection authorization: Renewal (§65.93)
    • Military riggers or former military riggers: Special certification rule (§65.117)
  • Part 141
    • Requirements for a Pilot School Certificate (§141.5)
    • Renewal of Certificates and Ratings (§141.27)

 Other Relief for Special Flight Permits (§21.197)

NJ Executive Order 122 Requires Crew and Passengers to Wear Cloth Face Coverings When Transiting the FBO

Pursuant to NJ Governor Phillip D. Murphy’s Executive Order 122, which took effect at 8:00 pm on April 10, crew and passengers must wear protective face coverings when Transiting the FBO:

“1. Where an essential retail business is permitted to maintain in-person operations pursuant to Executive Order No. 107 (2020) and any subsequent Administrative Orders, such business must adopt policies that include, at minimum, the following requirements:” …

… “k. Require workers and customers to wear cloth face coverings while on the premises, except where doing so would inhibit that individual’s health or where the individual is under two years of age, and require workers to wear gloves when in contact with customers or goods. Businesses must provide, at their expense, such face coverings and gloves for their employees. If a customer refuses to wear a cloth face covering for non-medical reasons and if such covering cannot be provided to the individual by the business at the point of entry, then the business must decline entry to the individual, unless the business is providing medication, medical supplies, or food, in which case the business policy should provide alternate methods of pickup and/or delivery of such goods. Nothing in the stated policy should prevent workers or customers from wearing a surgical-grade mask or other more protective face covering if the individual is already in possession of such equipment, or if the business is otherwise required to provide such worker with more protective equipment due to the nature of the work involved. Where an individual declines to wear a face covering on store premises due to a medical condition that inhibits such usage, neither the essential retail business nor its staff shall require the individual to produce medical documentation verifying the stated condition.”

Video: Empowering and Protecting Your Family During the COVID-19 Pandemic

A NYC Doctor demystifies COVID-19 and provides excellent guidance in in this 57-minute Vimeo video: https://vimeo.com/399733860

ICAO COVID 19 Airport Status

Click here to view ICAO’s COVID 19 Airport Status tool.

Tweet about this on TwitterShare on FacebookShare on LinkedInEmail this to someonePrint this pageMarch 27, 2020

The FAA is allowing pilots to continue to fly if their airmen medical certificates expire between March 31 and June 30 to reduce the burden on the country’s healthcare system during the novel coronavirus (COVID-19) pandemic and limit the potential spread of the virus across the pilot community.

Review the Exemption (FAA-2020-0312)

This temporary exemption applies to all pilot flight crewmembers and flight engineers who lose their medical certificate solely because it expires between March 31 and June 30. Pilots and flight engineers holding an unexpired medical certificate before March 31 are not exempted and all standard prohibitions for medical deficiency still apply.

“The FAA has determined that those persons subject to this temporary measure may operate beyond the validity period of their medical certificate during the effective period of this accommodation without creating a risk to aviation safety,” says the agency in its notice.

“It is not in the public interest at this time to maintain the requirement of an FAA medical examination, which is a non-emergency medical service, in order for pilots and flight engineers with expiring medical certificates to obtain new medical certificates,” the FAA adds.

“NBAA is grateful to the FAA for working with us to keep the country’s medical resources focused where they are most needed and ensure that business aviation can keep providing essential humanitarian services without any negative effect to the safety of pilots or the National Airspace System,” said NBAA Director, Flight Operations and Regulations Brian Koester, CAM.

“Many pilots are facing difficulty renewing their medical certificates as medical facilities are reducing or eliminating non-essential visits, and the risk of pilots contracting and spreading COVID-19 is growing daily, especially for those in the pilot community who are at higher risk from this pandemic,” said Koester. “We commend the FAA for recognizing that this unprecedented situation required prompt and decisive action and we recommend operators contact their insurance underwriter to ensure coverage before flying under this provision,”.

The FAA said it will reevaluate its temporary exemption as circumstances unfold and may determine that an extension or other action is required.

Notes from NBAA Webinar: Cleaning & Disinfecting Aircraft Amid COVID-19

Please note that these notes may contain errors, and products mentioned herein do not constitute endorsement.

March 28, 2020

Moderator: Jo Damato (JD), CAM, NBAA, Vice President, Educational Strategy & Workforce Development,
Tyler Harper (TH), AEM Logistics, Director, Events & Aircraft Detailing
Audrey Lambdin (AL), Jet Logistics, Inc. Director, Client Relations
Brian Koester, CAM, NBAA, Director, flight Operations & Regulations
Which government agencies/authorities should we look to for definitive guidance?
WHO, CDC (what’s been deemed effective against COVID-19) and FAA (SAFO 20003).
BK – OEMs are also publishing guidance: Embraer, Dassault, Gulfstream, Bombardier and Textron. This guidance is also available on NBAA website. Test products in non-visible areas before using throughout aircraft. CDC website publishes list of products that are effective in destroying virus.
How can flight & cabin crews be absolutely certain that their aircraft are completely disinfected?
TH – Pay attention to product specifications, e.g. SAE standards. Fro disinfectants AMS1550 (spec for water based cleaners), AMS1452 (general purpose disinfectant for aircraft), and D67127 (Boeing spec for cleaning interiors of commercial aircraft). Should be EPA registered, non-toxic, non-corrosive. IPA solutions should not be stronger than 70/30% mixture.
AL – Jet Logistics transports infected patients. Remove all materials that may be soiled with bodily fluids. Sanitize interior w/ 50% bleach and water. All surfaces treated. Leave aircraft open until all surfaces dried.
What is #1 concern from passenger and crew?
AL – Pilots and med crews wear gloves. All have masks available. Use PPE: Personal Protective Equipment)
TH – After crew and pax disembark, let aircraft air out for at least 3 hours to eliminate aerosolized virus particles. Cleaners use PPE.
What PPE recommended for enhanced cleaning?
Medical grade disposable gloves, N95 masks, safety glasses or goggles, hazmat suit if available. No non-essential personnel on aircraft.
Are ozone generators effective as deep cleaning tool?
TH – AEM doesn’t have substantial experience with ozone generators. EPA website has informative article about these products. No government agency has approved their use in occupied, enclosed spaces. Common complaint is that ozone generators leave behind an unpleasant odor.
Many have asked about ionization equipment to disinfect aircraft?
TH – AEM hasn’t experience with these. There exist manufacturers of air and surface purification systems that can connect to aircraft ventilation systems.
BK – Not aware of whether these are effective against virus particles.
Is UV light effective in disinfecting aircraft?
AL – Jet Logistics does not use UV light for this purpose
TH – AEM does not use UV light for this purpose. Some airlines use approved machinery for large commercial aircraft. Not aware of availability of equipment for business aviation aircraft. “Germ Falcon” is a manufacture that advertises that their product is effective in disinfecting for COVID-19 and Ebola.
Many flight crews have questions:
What cleaners can be used in cockpit to effectively sanitize LCD equipment without damaging screens?
TH – Celeste Sani-Cide EX-3  and FFC (for food surfaces and doesn’t have to bee rinsed afterward) is aircraft approved, non-reactive, safe for hard surfaces and leather:  used by NetJets and many service centers.
How can headset microphone muffs be disinfected?
AL- Jet Logistics pilots all have their own headsets.
JD – Crews should use own headsets when possible
Can aircraft be cross contaminated by crew member clothing?
AL – Jet Logistics provide crews with gowns. If crews don’t wear gowns, can use EPA approved Lysol pre-wash in addition to laundry soap. Crews should wash hands and clean exposed skin. Gowns and gloves are worn for each patient. Crew members wear gloves to handle passenger baggage.
BK – Some crews covering baggage in plastic garbage bags.
Should flight crews wear N95 masks?
AL – Jet Logistics pilots are issued these masks, but it’s impractical for cockpit radio communication. Patients and medical professionals in cabin are wearing masks. No Jet Logistics crew members have become ill during the 6 weeks that they’ve been transporting infected patients. Crews are self-monitoring daily for symptoms.
Are there recommendations for Flight Attendants?
AL – Flight Attendants should wear gloves as a best practice, but not masks if transporting asymptomatic pax.
How should PPE be cleaned, or can this equipment be reused?
AL – Because Jet Logistics transports infected patients, they dispose of PPE using aeromedical approved disposal.
How can flight crew members protect themselves?
TH – Keep trash in one container or one hazmat bag and dispose upon arrival. Then disinfect aircraft completely to protect next crew and pax. If spray cleaner on surface and wipe off, product won’t perform if not left on surface for specified time (30 sec to 10 mins, depending upon product).
BK – It’s one thing to clean, and another to disinfect for virus: ammonium hypochlorite, hydrogen peroxide, alcohol
TH – While approved equipment for fogging and spraying aircraft cockpits and cabins exist, it doesn’t necessarily eliminate need for directly wiping down surfaces.
Parting Comments?
TH – Consult OEM guides for recommended processes and products. Celeste makes a full spectrum of products that are safe and effective for all aircraft surfaces.
AL – We’re all in this together!
BK – Long-term anti-microbial treatments are also safe and effective, but check with CDC guidelines to ensure that they’re effective against COVID-19. Can send questions to ops@nbaa.org.

National Airspace System Status

For the latest information, click here: https://www.fly.faa.gov/ois/


Please see the following N90 LTA.

Note also when executing this approach that the Missed Approach Point is JEBUV, which is located 1.1 nm prior to the runway threshold on the 063 final approach course. Upon reaching JEBUV, the FMS will no longer provide lateral and vertical guidance to the runway.

Lessons Learned: Non-Precision Approaches

A business jet crew on arrival to KTEB prepared to fly the ILS Rwy 19. Upon retrieval of the most recent ATIS, however, they learned that the G/S was OTS. The crew then briefed the LOC Rwy 19 approach, and confirmed that the avionics were properly configured for the localizer only. Consistent with best practices for a stabilized approach, they planned to execute a Continuous Descent Final Approach (CDFA), and so calculated a Derived Decision Altitude (DDA) of 630’ (50’ above MDA). The crew used APP mode to capture the localizer and Path/Vertical Speed mode to initiate the descent. During the final approach segment, they learned that the preceding aircraft had executed a Missed Approach. At their DDA of 630’, the crew hadn’t visually acquired the runway environment, and similarly executed a Missed Approach. Pursuant to their interpretation of the published procedure, they began an immediate climbing right turn to a 205 heading, and noticed that the flight guidance was inconsistent with their lateral track. The FMS did not appear to have sequenced to the Missed Approach Segment as expected. Consequently, the crew manually flew the Missed Approach procedure. Once established on the published 278 course to MORNS, they manually sequenced the FMS direct to MORNS.

The crew then elected to conduct a second approach, but this time chose to perform a “Dive & Drive” as opposed to a CDFA.  Prior to reaching the Missed Approach Point, they visually acquired the runway environment and made a normal descent to landing.

The crew subsequently forwarded the following observations, and requested comment:

– The missed approach point for this procedure is not co-located with the runway end.

– The FMS coding, however, takes you all the way to the runway end.

– “Dive & Drive” generated a successful result, whereas CDFA did not.

TUG forwarded the crew’s narrative to NBAA’s Access Committee for review and comment.

For reference, here is the FAA chart:

The review revealed that the FMS behaved correctly. However, the crew did not follow the published Missed Approach procedure.  Upon reaching the DDA of 630’ on a CDFA Localizer only approach, they had not reached the published LOC Missed Approach Point of I-TJL 1.9D, 0.8 NM from the runway threshold as depicted in the profile view:

In order to maintain safe clearance from the WABC antenna just west of the Final Approach Course, it’s necessary to continue straight ahead until passing the I-TJL 1.9D MAP before commencing the turn to heading 205. The aircraft is protected in the same way if the pilot flies the ILS 19 to the published DA of 307’.

ARINC 424 FMS coding conventions have indeed created inconsistencies. TERPS & PANS-OPS utilize specific methodologies that are independent of ARINC 424, and mis-matches occasionally occur. Let’s further explore this example using the Garmin 750:

As is typical of ILS approaches, RW19 is coded as the Missed Approach Point, followed by a straight climb to 409’, and then direct to TROVA. Although inconsistent with the published procedure specification of an immediate right turn to heading 205, once the aircraft has passed the RW19 MAP and climbed above 409’ MSL, the FMS should sequence Direct to TROVA as depicted below:

Since the airplane on the Missed Approach is already at least 630’ (LOC Rwy 19 DDA), the CA (Course to Altitude) leg’s 409’ altitude constraint is already satisfied.  Therefore, after passing the RW19 MAP waypoint, the FMS should cycle immediately to the second part of the Missed Approach: the DF (Direct to Fix) leg to TROVA. In other words, the flight guidance should initiate a turn to TROVA after passing the RW19 MAP waypoint.

There is indeed an inconsistency between the ARINC 424 coding and the published procedure: The published MAP for the ILS or LOC Rwy 19 approach is not the RW19 threshold waypoint as coded in the NDB (Navigation Data Base). However, this is standard ARINC coding practice for conventional procedures. Although ARINC 424 specifications exist for moving a MAP from the runway threshold, thereby creating a “MAP” waypoint, no such coding was defined for this procedure.

Even considering this inconsistency, TERPS standards have removed the use of the word “immediate” on departures and approaches. When flying the ILS Rwy 19 approach, executing a Missed Approach at the 307’ DA will result in the aircraft reaching 409’ MSL at approximately the point where the RW19 MAP sequences. The FMS and Flight Director would then command a direct-to TROVA leg, making it highly improbable that any loss of obstacle clearance or traffic separation could occur during this interval.

As to the question of CDFA vs. “Dive & Drive”, operational experts fully support CDFA and stabilized approaches as a best practice. However, Flight Procedures in OKC develop NPAs (Non-Precision Approaches) with the intent that the aircraft is level at MDA with enough time to visually acquire the runway environment (approach lights, runway, etc.), and then make a normal descent to the runway.  A level segment at MDA gives the pilot the opportunity not afforded by the visibility minima and DDA on a CDFA NPA.  In other words, it makes a missed approach more likely. Pick your poison: Risk of unstable approach vs. higher risk of a missed approach. And there are times, like a circling approach where “dive and drive” is appropriate.


  • Pursuant to AIM 5-4-21, be sure not to initiate the Missed Approach turn prior to the Missed Approach Point.
  • Review the Missed Approach legs. Note where the Missed Approach is coded to begin (e.g., RW19, MAP24, etc.). That’s where the FMS will sequence to the coded Missed Approach Segment.
  • Note the leg type of the first segment of the Missed Approach. Is it a VA-DF or CA-DF leg? NDB coding does not always match the published procedure.
  • CDFA vs. “Dive & Drive” each offer advantages and disadvantages. Determine which is best for the specific operation, and realize that your decision does not alleviate all risks. You may be trading one risk for another.

2019 Novel Coronavirus: Interim Health Guidance from the FAA and the Centers for Disease Control and Prevention for Air Carriers and Crews with a Nexus of Operations to China

Please click on the following link to read this Safety Alert For Operators (SAFO): SAFO20001 Coronavirus


At approximately 1900Z on January 20 (Martin Luther King Day), the crew of a CE-560 enroute from KTPA to KTEB and over northern VA was informed by Washington Center, on behalf of New York, that if unable to fly the RNAV (GPS) X Rwy 6, they would have to fly to an alternate airport. Teterboro was reporting winds out of the north at 12 kts, clear skies, 10+ sm visibility and a temperature of 0C. The crew offered to fly the RNAV (GPS) Y RWY 6, which was the only RNAV (GPS) IAP available for retrieval in their FMS, but their request was denied. They diverted to KHPN.
Follow up discussions have revealed a confluence of events that conspired against this crew. Heavy traffic volume bound for the NY Metroplex at the end of the holiday weekend, coupled with a northerly flow, led NY TRACON and KEWR to simultaneously utilize the ILS Rwy 4R and RNAV (GPS) X Rwy 29 in an effort to mitigate upstream ground and airborne delays. The latter IAP features a Missed Approach Procedure that conflicts with the KTEB ILS Rwy 6 and RNAV (GPS) Y Rwy 6 Final Approach Courses. The RNAV (GPS) X Rwy 6, which approaches the airport farther from the west and north, was designed to decouple the two airports when operating in this configuration.
The aircraft in question was equipped with an older FMS, which is affected by a software limitation. These older FMSs are not able to process multiple approach indicators for the same type of approach, e.g. RNAV (GPS) X Rwy 6 and the RNAV (GPS) Y Rwy 6. When an approach type to a particular runway has multiple indicators, e.g. “Z”, “Y”, “X”, etc., Jeppesen will typically code the approach with the lowest landing minima. Since the RNAV (GPS) Y Rwy 6 has the lowest landing minima, that’s the one that was coded in the nav-database for the RNAV (GPS) approach to Runway 6 at KTEB. This problem is not unique to gKTEB, and affects these older systems on any runway with multiple approach indicators. All FMS OEMs have developed a solution, which may involve upgrading software, hardware, or both. Check with yours to determine if such an upgrade is necessary.
TUG has engaged in comprehensive discussions with FAA ATC, PANYNJ, an FMS OEM and NBAA in an effort to identify solutions that will eliminate or mitigate future such occurrences. While a crew may request vectors or a course to a Waypoint/Fix located on the RNAV (GPS) X for a subsequent Visual Approach in VMC, the airspace may be too congested for ATC to accommodate. Similarly, requests for airborne holding or delaying vectors may not be granted, as they significantly increase the workload for the MUGZY Controller (the busiest and most complex of NY TRACON’s positions) and require additional coordination with upstream/adjacent facilities.
In the short term, awareness is the key! Although ATC System Command Center Advisory 41 was issued at 16:37Z, such information was not available to the crew/operator with sufficient notice to facilitate an alternative plan of action.
Nevertheless, Crews/Operators are encouraged for planning purposes, particularly during expected high volume days and/or significant weather events, to view the latest ATCSCC Advisories via the following website: https://www.fly.faa.gov/adv/advAdvisoryForm.jsp.
In addition and to the extent possible, Operators are encouraged to equip their aircraft with the most current FMS hardware/software available in order to take advantage of the FAA’s NextGen policy promise: “Best Equipped, Best Served.”
In the meantime, TUG will continue to cooperatively explore with all stakeholders mutually beneficial solutions to enhance safety, efficiency and operational integrity.

FAA Releases Teterboro Runway Safety Video

Click on the following link to view this excellent and helpful information:


TUG 2019: The Year in Review

The Teterboro Users Group has remained proactive throughout 2019 in serving the interests of the airport and business aviation communities. Our meetings continue to be a nexus of Operations, Regulatory, Advocacy and Industry professionals. And our meeting programs, designed to serve an educational purpose in the furtherance of operational safety and efficiency, have featured a “Who’s Who” of industry movers and shakers:

  • NBAA: President Ed Bolen, Vice President Government Affairs Christa Lucas, Director – Air Traffic Services Heidi Williams, Manager – Air Traffic Services Dean Snell, Director, Airports and Ground Infrastructure Alex Gertsen, NE Regional Rep Brittany Davies.
  • PANYNJ: Teterboro Airport Manager Maria Sheridan and her predecessor Renee Spann, Teterboro Manager Airport Operations and Security Scott Marsh, Delay Reduction Program Manager Ralph Tamburro
  • FAA: District Manager of Operations Eric SaldanaNY TRACON N90 Airspace and Procedures Specialists Ed Sosa, Neal Burke and Craig Esslinger, NY ARTCC Traffic Management Support Specialist Bob Ocon, KTEB ATCT Manager Gary Palm and Staff Specialist Larry Brady
  • Collins Aerospace Flight Operations Trainer (Avionics) Christian Renneissen: Domestic Enroute CPDLC
  • Captain/Consultant/Retired Controller and TUG Board Member Pete Elmore: Upset Prevention and Recovery Training (UPRT)
  • Code7700.com publisher, noted aviation author, former USAF pilot, and active business aviation Captain James Albright: how aviators (pilots, mechanics, flight attendants, dispatchers, anyone who deals with airplanes) can effectively deal with change
  • General Aviation Issues Analysis Team (GA-IAT) Tri-Chairmen Eric Chang (MITRE), Chad Brewer (FAA) and Jens Hennig (GAMA): TCAS study designed to identify airborne hot spots and recommend mitigation strategies in an effort to enhance safety
  • IBACOperations Manager, IS-BAO ProgrammeKatherine Hilst: 2019 protocol improvements, the “6 Steps to Registration” initiative, IBAC’s advocacy work with ICAO including international operations, updates for auditor standardization and information about the “progressive stage 3” option
  • Business Aviation Safety Consortium (BASC) founder Rick Malczynski: collaborative, progressive and operationally focused approach to SMS and continuous improvement
  • PlotNG software developer and pilot Don Argintar: fully compliant, zero-manual entry, electronic oceanic plotting software
  • Jersey Ridge Soaring owners Brenda and Kevin Martin: interaction of gliders and IFR traffic in the MUGZY area

In addition to our regularly scheduled meetings, TUG collaborated extensively with the General Aviation Issues Analysis Team in the furtherance of MITRE’s study to identify Teterboro’s Airborne Hot Spots and develop mitigation strategies, meeting first on July 31 at MITRE’s headquarters in McLean, VA, and subsequently co-hosting two WebEx meetings for the business aviation community on Aug 26 and Sept 3.

We’ve continued to coordinate with and support the mission of OpsGroup to educate the business aviation community, particularly with respect to the unique considerations associated with bizav operations at Teterboro Airport. Most recently, we contributed to Mike Kraft’s OpsGroup article “Escape From New York: How To Get In & Out of Teterboro”, and have twice briefed the OpsGroup community via Member Chats.

We’ve advocated in favor of a Class D transition along the ILS 19 final approach course to facilitate communication and traffic awareness in this congested airspace, and generated and disseminated original content in the form of charted briefing materials with recommended VFR routings.

We’ve further extended our outreach to the Blairstown soaring community to develop awareness and mitigation strategies with respect to the interaction of gliders and business aviation traffic on the LVZ4 STAR in the vicinity of MUGZY intersection.

We’ve supported the development of RNAV(GPS) approaches to Rwys 19 and 24, currently scheduled for publication early in 2020.

Most of all, we’ve continued to cultivate productive working relationships with airport, regulatory and industry decision makers to facilitate operational, procedural and infrastructure enhancement for the benefit of our collective stakeholders.

None of this would possible without your steadfast support and participation in our programs and activities. We’re honored to serve as the voice of Teterboro’s business aviation community, and look forward to continued progress in 2020.

We wish you, your families, colleagues and organizations a happy holiday season, and a safe and prosperous New Year!

Dec 18 TUG Meeting, featuring NBAA President Ed Bolen and VP Gov’t Affairs Christa Lucas, attracted 50 participants.

Photo above (L to R): TUG VP Carlos Correa, NBAA Northeast Regional Representative Brittany Davies, PANYN Teterboro Airport Manager Maria Sheridan, NBAA President Ed Bolen, TUG Board Member Jim Dramis, TUG Treasurer Lisa Sasse, TUG President Dave Belastock, TUG Board Member Joe Dickinson and NBAA VP Government Affairs Christa Lucas.

Meeting notes are accessible via our Meetings tab.

Our agenda was as follows:

  • PANYNJ Teterboro Airport Manager Maria Sheridan and Manager Airport Operations and Security Scott Marsh provided an Airport Operations update, with particular emphasis on airport construction projects that will necessitate runway and airport closures. http://www.panynj.gov/airports/teterboro.htm
  • FAA KTEB ATCT Manager Gary Palm presented Tower Topics, including a reminder regarding AZEZU route options. https://www.faa.gov
  • FAA Traffic Management Support Specialist Bob Ocon discussed the advantages of filing AZEZU routes to mitigate departure delays.
  • NBAA President Ed Bolen and VP Government Affairs Christa Lucas provided an update regarding the latest developments affecting business aviation operators, including ADS-B Privacy and legislative affairs. https://nbaa.org
  • General Aviation Issues Analysis Team (GA-IAT) Tri-Chairmen Eric Chang (MITRE), Chad Brewer (FAA) and Jens Hennig (GAMA) provided a progress report of the TCAS study designed to identify airborne hot spots and recommend mitigation strategies in an effort to enhance safety.
  • Brenda and Kevin Martin, owners of Jersey Ridge Soaring at Blairstown Airport (1N7), engaged in a discussion of the interaction of gliders and IFR traffic in the MUGZY area. As aviation safety advocates, Brenda and Kevin brought representatives from other local soaring organizations. Since we frequently share the same airspace, we all benefit from heightened awareness of one another’s operational considerations. http://www.jerseyridgesoaring.com
  • Rick Malczynski, founder of the Business Aviation Safety Consortium (BASC), presented his organization’s unique collaborative, progressive and operationally focused approach to SMS and continuous improvement. Rick formed BASC in 2016 as an alternative program to meet ICAO’s Safety Management System and Operational requirements. As a former Naval Aviator, Part 91 pilot, accredited IS-BAO Auditor, and current Part 121 pilot, Rick saw an opportunity to develop a hands-on program that would realize immense value for flight departments. http://aviationconsortium.com/
  • Don Argintar, pilot and software developer, introduced plotNG, a fully compliant, zero-manual entry, electronic oceanic plotting software service. The presentation  included a brief regulatory overview followed by a demonstration of plotNG. Using plotNG is quite simple: after you receive a flight plan from your provider, forward that email to plotNG. plotNG sends back an email containing attachments that you directly load into ForeFlight, including your route with all crossing restrictions, current worldwide track messages, ETPs, contingencies, 10 minute checks, manual re-route tools, document management, and more. Typical turn around time is under a minute! https://fly.plotng.com

Our complimentary continental breakfast and luncheon was catered by Berry Creek Cafe. http://berrycreekcafe.net

TUG Reaches Out to Local GA Community to Enhance Safety in our Shared Airspace

TUG Board Member Jim Dramis and VP Carlos Correa will be visiting area flight schools and FBOs on both sides of the Hudson River to disseminate the following graphic and to heighten awareness of the areas in which our respective communities operate in closest proximity. This information is also of value to business aviation operators. Special thanks to Jim Dramis for creating this graphical representation!

CBP Rolls Out Simplified Teterboro Notification Procedure – Nov 4, 2019

Customs and Border Protection has rolled out a new email address for notification of arriving flights. In lieu of faxing Gen Dec details, CBP prefers that operators send the information to the following email address:


After vetting the flight, CBP will send a confirmation email back to the operator. If you don’t hear back from them within 30-60 mins, then call to confirm at 201-288-8799. KTEB Customs hours are 0730-2330 lcl, with landing to occur no later than 2300.

TUG Meets with MITRE, FAA and GAMA to Identify TEB Airborne Hot Spots

TUG President Dave Belastock with GAMA VP of Operations Jens Hennig

On Wednesday, July 31, TUG’s Dave Belastock and Joe Dickinson met with Jens Hennig (GAMA), Chad Brewer and Angel Luna (FAA), and MITRE Corporation’s Eric Chang and Stan Roessner at MITRE’s offices in McLean, VA to review data from the General Aviation Issues Analysis Team’s (GA-IAT) TCAS study designed to  identify airborne hot spots and recommend mitigations strategies in an effort to enhance safety. The product of this meeting will be a series of public WebEx conferences to be held in late August or early September to present the data to our constituents and solicit their input. We’ll advise you of the exact date(s) and details as soon as they’re available. In the meantime, please find the meeting notes below:

Meeting Notes:

Attendees: Eric Chang (MITRE), Stan Roessner (MITRE), Jens Hennig (GAMA), Chad Brewer (FAA), Angel Luna (FAA), Joe Dickinson via web conferencing (TUG), Dave Belastock (TUG)

Location: MITRE offices in McLean, VA


ASIAS briefing (Aviation Safety Information Analysis and Sharing)

Data from May 2015-April 2018

Study focused on GA community

GA-IAT (General Aviation Issues Analysis Team) looked at TCAS RA events with a general aviation focus: BFI, TEB and VNY, which represent top 3 for GA ASAP reports of TCAS RAs. Validate study results with operational experience.

Output will be a report proposing mitigation’s will be provided to support CAST (Commercial Aviation Safety Team) and GAJSC (Gen Av Joint Steering Committee).

Methodology: Use characterization of hotspots to find other hotspots, looking for similarities to share best practices and to scope mitigation. Look for differences to find outliers.

Data sources: TCAS simulator (can run radar data through this simulator), ADS-B, FOQA (only GA ASIAS, which is limited in number), ASAP reports, ATSAP, MOR (Mandatory Occurrence Reports).

TEB Study encompasses FOQA, surveillance event and safety report data gathered during a 3-year window.

TEB summary: intruder is most likely to be below, crossing traffic and VFR; intruder is most likely to be going somewhere other than TEB. Most events have an intruder 500’ below with a wide range of lateral spacing. South hotspot more frequently involves opposite direction intruder traffic, e.g. MMU operations.

Typical separation at Closest Point of Approach (CPA) for intruder aircraft is 500’ below.

GA ASIAS Program – 1996 TWA 800 and ValuJet 592. High fatality rate in Commercial Aviation gave rise to Commercial Aviation Safety Team (CAST). FAA and industry working together using data driven methodology to reduce fatal accident rate by 80%. Parallel effort in GA: GAJSC (General Aviation Joint Steering Committee) initially experienced less success, and ultimately adopted data driven approach.

Two paths: reactive (accident investigation and analysis) and proactive (FOQA, FDM).

ASIAS (Aviation Safety Information Analysis and Sharing) – began in 2007. Diverse Data: safety reports, aircraft data, ATC safety reports, radar, weather, etc. Governed by formal principles: data used solely for advancement of safety, entirely voluntary sharing of safety-sensitive data, data are de-identified, transparency, collaborative governance. Commercial side and GA (GA-IAT). Mitigation decisions are made by the GAJSC. 45 Commercial Operators, 96 GA Operators, industry partners, 10 flight training institutions. GA: FDM/FOQA. MITRE is trusted 3rd party that administers data. Data is aggregated for sole purposes of advancing safety. Data fusion takes de-identified FOQA and ASAP data and merges these for analysis. Circle of safety results in sharing data with stakeholders: FAA, industry, operators. Because MITRE is FFRDC (Federally Funded Research and Development Center), it is not subject to FOIA (Freedom of Information Act).

National General Aviation Flight Information Database (NGAFID) provides vehicle for GA operators not participation in FOQA FDM to participate in ASIAS.

GA FDM Process – Data Analysis of Turn-to-Final (overshoot and undershoot).

For business aviation community – Airport Safety Events Metrics Overview (ASEMO).

RUUDY 6: AAUP (Attention All Users Page) moving in fits and starts.

Rwy 19 GS perturbation: what can be done? RNAV (GPS) 19 overlay to ILS 19, slated for publication in December 2019.

Glider Activity Near MUGZY on LVZ4 STAR

The following letter, disseminated by EJM to their pilots in 2013, remains relevant to this day. We thank EJM for their permission to post the information herein.

TUG Awarded NJAA Excellence in Business Aviation Award

On October 9, the New Jersey Aviation Association honored TUG with the Excellence in Business Aviation Award at their annual luncheon to be held at the TPC Jasna Polana in Princeton, NJ. In announcing the award, NJAA Chairman Webster B. Todd, Jr wrote, in part:

“The Board of Directors of the New Jersey Aviation Association is pleased to advise you that the Teterboro Users Group was unanimously nominated to receive the 2018 Excellence in Business Aviation Award. TUG’s efforts in enhancing the safety, efficiency and infrastructure at Teterboro Airport are exemplary.

TUG represents all facets of experienced aviation experts including Fixed Base Operators, airport users, tenants as well as local and national industry associations. The monthly meetings that are open to all encourage communication and keep everyone abreast of what is happening at Teterboro as well as the industry.”

We’re grateful to be recognized with this prestigious award, and committed as always to representing the interests of our constituents in achieving our mutual objectives.

Use NASS App and AZEZU Route Playbook to Minimize Departure Delays

During our most recent TUG Meeting, the FAA delivered a briefing on the AZEZU route playbook. You can find the briefing on our Meetings page.

Here is the link to the AZEZU Route Playbook:


You may also find helpful the National Airspace System Status (NASS) app, which you can locate on Google’s Play Store or Apple’s App Store by searching for “ATCSCC”. The following are direct links.

NASS App website link:


iPhone Link:


Android Link:


TUG Honored with Award during the Teterboro Airport Community Benefit Fund Awards Luncheon

On June 6, Dassault Falcon Jet once again hosted the Teterboro Airport Community Benefit Fund Awards Luncheon. During the luncheon, TUG Board member Gary Charlton accepted an award for our contributions to the safety and efficiency of flight operations at Teterboro, and for our long-standing support of the Teterboro Airport Community Benefit Fund.
The fund was established in 1986, and has provided hundreds of thousands of dollars in scholarship awards to deserving students. Sponsors who donate to the fund include a number of companies based at Teterboro Airport, as well as donations from off-airport companies, suppliers and private individuals.
One of the goals of the fund, according to John Panarello, Co-Chairman of the scholarship committee, is to help inform young people about the numerous career opportunities in aviation, which extend well beyond those most people are familiar with, such as air traffic management and piloting. Teterboro Airport community awards numerous scholarships to local high school graduates aspiring to pursue higher learning in aviation, engineering, and related fields of study.
To be eligible, scholarship applicants must be in the top 25% of their class and intend to pursue a two or four year college program in aviation/aerospace or one of a number of related fields, such as math, science and engineering.
We’re proud to have received this award, and will continue to support this worthy cause.

FAA Issues Notice Re: RUUDY 6 Pilot Deviations

Teterboro Airport SID Deviations
Notice Number: NOTC7799

The Ruudy Six departure continues to incur both lateral, but in particular, vertical pilot deviations. Due to the proximity of Newark and other area airports it is imperative to follow the RNAV(RNP1) departure procedure to Performance Based Navigation (PBN) standards. Do not drift left off course to avoid noise monitors. Do not climb above 1500 until passing Wentz intersection. There is only 1000 feet of separation with overhead traffic at Wentz. When issued the clearance to “climb via the SID” all altitude restrictions must be complied with as depicted on the chart.

Attached are excerpts from the Aeronautical Information Manual and the Controllers handbook explaining the Climb Via procedure. An expanded explanation is in chapter 4 and 5 of the AIM.

Further information can be found on the Teterboro Users Group website http://teterborousersgroup.org and in KTEB Notice to Airmen (Letters to Airmen section)

TUG President Dave Belastock Contributes to NBAA “Flight Plan” Podcasts:

Podcast: The Problem With Clearances That Begin ‘Climb Via’
The phraseology “climb via” was instituted as part of a larger effort to enact RNAV SIDs, but since it was introduced in 2014, there’s been some confusion on its correct usage. “I’ve come across pilots who very recently failed to adequately understand the difference between flying and climbing directly to the top altitude, and honoring the various altitude constraints along the way to that altitude,” said Dave Belastock, Assistant Chief Pilot – Technical at Dassault Falcon Jet and president of the Teterboro Users Group. Learn more in this week’s NBAA Flight Plan podcast.

Podcast: What Does it Take to Fly a ‘Climb Via’ SID?
Last week’s NBAA Flight Plan podcast looked at the phraseology “climb via,” which has caused some confusion since it was introduced in 2014. This week, the podcast examines the practical implications of flying a climb via departure. “NextGen is all about fitting more aircraft in a smaller airspace and the intent of the procedure designers, both SIDs and STARs, is that they be auto flown,” said NBAA Access Committee member Keith Gordon, who participated on the team that led to climb via implementation. “However, we have to be trained, we have to be skilled enough that when something happens. whether a controller has to intervene, that we have the ability to do it.” Learn more in the NBAA Flight Plan podcast.

TUG Develops RUUDY 6 SID Guidance Material for Dissemination to Pilot Community

TUG had created the following poster regarding the proper interpretation and execution of the RUUDY 6 SID that we are requesting each of Teterboro’s FBOs to post in an area visible to the transient pilot community. We will print these in an 18″ x 24″ format for display, and also as 8 1/2″ x 11″ handouts for distribution to transient pilots.

These materials are but one in a series of initiatives in which we’ve engaged in partnership with the FAA and industry to enhance the safety of flight operations at Teterboro: FAA Letter to Airmen, TUG website article, TUG email blast, TUG Meetings, Jeppesen enhanced RUUDY 6 SID Chart, FlightSafety International e-Learning course, etc.

We hope that you can assist us in disseminating the information. Please feel free to send this poster electronically to others in your organization for whom this will be helpful: TUG RUUDY 6 Poster 4.0

Thanks so much for your attention and support.

FAA Issues Letter To Airmen (LTA-N90-64) Re: RUUDY 6 SID

Working in partnership with the Teterboro Users Group, the FAA issued the following Letter to Airmen addressing the requirements of the KTEB RUUDY 6 SID:

Federal Aviation Administration

1515 Stewart Avenue
Westbury, NY 11590

Issued: 02/21/2018 1516 (UTC)Effective: 02/22/2018 1200 (UTC)
New York TRACONLetter to Airmen: LTA-N90-64

Subject: RUUDY (RNAV) Departure Procedure

Cancellation: 02/21/2020 1200 (UTC)

The Teterboro (TEB) RUUDY (RNAV) Departure Procedure provides IFR separation between TEB RWY 24 departures and overhead traffic descending into Newark Liberty Airport (EWR). It is critical that pilots adhere to the courses and altitudes depicted on the procedure:

  • “TAKEOFF RWY 24: Climb heading 240° to 520’, then direct DAVIM, then on track 262° to cross WENTZ at 1500’, then on track 283° to RUUDY, then on heading 280° or as assigned by ATC, thence…”
  • The Top Altitude on the procedure is 2000’. Adhere to the Departure Route Description “…to cross WENTZ at 1500’,” and then initiate a climb to 2000’, unless instructed otherwise by ATC. Note that most turbojet airplanes will level at 1500’ prior to reaching WENTZ.

Different aircraft, FMS, and auto-flight combinations can vary in capability and manner of operation. Therefore, the following considerations are necessary to ensure compliance with the requirements of this procedure:

  • Conduct a thorough cockpit briefing that addresses all procedural requirements and the plan for execution, including crew coordination.
  • Before takeoff, verify that the procedure is correctly loaded in the FMS, and that Flight Director lateral and vertical modes are appropriately set.
  • Ensure that the vertical modes are programmed properly to level off at 1500’ until passing WENTZ. For some aircraft, this requires setting 1500’ in the Altitude Selector for level-off until crossing WENTZ, and then setting the Top Altitude of 2000’ followed by an appropriate climb mode.
  • Some aircraft at light weights may have difficulty capturing the 1500’ initial level-off altitude prior to WENTZ due to autopilot g-load limitations, capture logic, etc. For these situations, consider hand-flying the aircraft to the initial level-off at 1500’ until crossing WENTZ.

Please ensure that you follow the lateral path and the published altitudes when using the RUDDY (RNAV) Departure Procedure.

Jeffrey Szcygielski
Air Traffic Manager, New York TRACON

 NBAA Posts AirMail Article on “Climb Via SID” clearances and the RUUDY 6 – Feb 22, 2018

Today, NBAA published a story concerning two new Letters to Airman (LTA) for Teterboro NJ (TEB) and Henderson NV (HND).  Here is the link to the story:


These LTAs are available this webpage.  All LTAs can be viewed and downloaded from FAA’s NOTAMS Search website:


Both LTAs address pilot non-compliance with altitude restrictions published on SIDs where a “Climb Via SID” clearance is issued.   Regarding TEB, the issue is with pilots not complying with the “at 1500’” restriction at WENTZ.  The RUUDY RNAV SID was recently re-designed in hopes of reducing and perhaps eliminating the number of lateral and vertical deviations on this procedure.  Unfortunately, that has not been the case.  There were 14 pilot deviations In the first two weeks of February on this procedure, all but two involved the 1500’ restriction at WENTZ.  A similar situation is occurring at HND where pilots are failing to comply with the published “at 6000’” altitude restriction at KITEE after receiving a Climb Via SID clearance.

The changes made to the RUUDY Six included publishing the “Top Altitude” of 2000’ on the chart, as required by current charting criteria. This may have resulted in pilots inadvertently missing the “at 1500’” restriction at WENTZ.   At HND, Las Vegas TRACON usually issues a “Climb Via SID, except maintain 7000’” initial altitude assignment with the aircraft’s IFR clearance.  This may have resulted in pilots believing that they were cleared for an unrestricted climb to 7000’, which with a Climb via SID clearance was not the case.

It is important that pilots understand the purpose of the “Climb Via SID” phraseology. Use of this phraseology should trigger pilots to carefully review the SID for any published altitude restrictions, and be especially mindful of “at” and “at or below” altitude restrictions.  Pilots should take necessary actions concerning their aircraft’s automation to ensure that these altitudes are complied with during the climb.

Pilots must understand that a “Climb Via SID, Except Maintain <altitude>” amends the Top Altitude published on the SID to the “<altitude> stated in the clearance.  All altitude restrictions published between the runway and the altitude stated in “Climb Via SID, Except Maintain <altitude>” must be complied with during the climb.

NBAA has published a set of presentations explaining Climb Via and Descend Via.  These presentations are designed so that users and view specific sections without having to view the entire program start to finish.  If you would like see further examples of these clearances, you may view this program here:


Pilot deviations on PBN procedures are viewed seriously by the FAA.  The can influence whether a procedure can remain or must be canceled. We are soon losing a PBN departure procedure at Eagle, CO because of repeated pilot deviations, more surprisingly so since this is a Special procedure involving a higher level of pilot knowledge and training.  There is the very real possibility of losing other PBN procedures like those at TEB and HND if pilot deviations do not stop.  It may also threaten efforts to expand the use of PBN procedures at these airports, such the current work ongoing to develop an RNAV or RNP SID for TEB’s runway 19.

The ability of pilots in certain segments of the industry to fly PBN procedures is being closely discussed as new types of procedures are being introduced into the National Airspace System.  One such example is “Established on RNP” that is currently being used at Denver CO, a procedure that allows RNP AR approved aircraft to fly the RNP AR approaches and waive the vertical separation requirements on turn on required for simultaneous parallel runway operations.  We would like to see EoR move to public approaches that do not require OpSpec/MSpec/Part 91 LOA AR approval.  Our ability to achieve this goal is directly related to how each one of us performs on the public RNAV SIDs and STARs.  If we cannot prove capable, then new procedures to enhance efficiency may well remain the sole purview of AR approved operators and the rest of us can expect to fly the 10 to 15 mile final while the capable airline aircraft scoot in behind us, just like happened to me yesterday at Denver landing on 17R.

The growing use of PBN procedures, RNAV/RNP navigation systems, and automation has placed more demands on pilots.  Please take moment to read these LTAs and assess your understanding of how to fly these procedures.  If you have any questions, please review the available guidance.  Also, seek assistance from your training provider and fly these procedures in the simulator so that you are comfortable with how to manage your FMS and automation.

NTSB Opens Public Docket on Teterboro Aviation Accident Investigation

​WASHINGTON (Feb. 7, 2018) — The National Transportation Safety Board opened the public docket Wednesday on its ongoing investigation of a Gates Learjet 35A crash that occurred during a circling approach to a runway at Teterboro Airport, Teterboro, New Jersey, killing both crewmembers.

The docket contains over 900 pages of factual information including: investigative group reports, witness statements, interview summaries and a transcript of the cockpit voice recorder.  It does not provide analysis, findings, recommendations or probable cause determinations.  No conclusions about how or why an accident occurred should be drawn from the docket.

The docket opening marks a transition in the investigative process where the majority of facts needed for the investigation have been gathered and the NTSB can move ahead with analysis of those facts.  Opening the docket affords those with a need and desire for its contents the opportunity to review what factual information has been gathered about the accident.  Any analysis, findings, recommendations, or probable cause determinations related to the accident will be issued by the Board at a later date.

Click here to view the public docket, including the CVR transcript.

ATC Recommendation Re: Flight Plans From KTEB

ATC recommends that operators filing flight plans for flights departing KTEB refrain from filing a SID, as doing so can create unnecessary confusion.

For example, instead of filing “KTEB RUUDY6 RUUDY PARKE …”, instead file “KTEB PARKE …”
ATC will assign a SID based upon the departure flow, and include this assignment in the clearance. Should a change in departure flow occur after receipt of the clearance, ATC will amend the clearance accordingly.
Thanks for your attention.

2017 – The Year in Review, and 2018 – the Year to Come

2017 has been a busy and event-filled year in business aviation and for Teterboro Airport. Your TUG Leadership has continued to engage in comprehensive education and outreach via our meetings, website postings and email blasts to subscribers addressing the spectrum of regulatory, infrastructure and operational issues faced by Teterboro’s users and operators. We’re tremendously grateful for the support and participation of our members, and for the productive working relationships that we’ve developed and maintained with the following key operatives and their teams: PANYNJ Airport Manager Renee Spann, Manager Airport Operations and Security Scott Marsh, NY Metroplex Delay Reduction Program Manager Ralph Tamburro, AvPorts Manager Airport Operations John Kastens, Manager Noise Abatement and Environmental Compliance Gabe Andino and Assistant Manager Tim Middleton; FAA Teterboro Tower Manager Gary Palm, Staff Specialist Larry Brady, and Operations Manager Ted Zimmerman, NY TRACON Traffic Manager Mike Porciello and Support Manager Steve McClain, Airspace and Procedures Specialist Christine West, NY ARTCC Traffic Management Officer Jim Schultz, NY Area Program Integration Office Executive Officer Kathy Moclair-Shea, Director Air Traffic Operation Eastern Service Area North Laura Stensland, NBAA President Ed Bolen, Manager Air Traffic Services Dean Snell, Northeast Regional Representative Brittany Davies, etc.

In 2018, we intend to advance the interests of our constituents via continued collaboration with the parties listed above. With your support and participation, we’ll work to improve existing operational procedures and develop new procedures to enhance safety and efficiency. We’ll strongly advocate against ATC Privatization, and we’ll continue to campaign for equitable access to National Airspace System resources.

We wish you, your teams and your families a happy and healthy 2018, and look forward to seeing you at an upcoming meeting, the next of which will take place on January 17, featuring Leading Edge Deicing Specialists President Walter Randa, PANYNJ Director of Aviation Huntley Lawrence, and NY Metroplex Delay Reduction Program Manager Ralph Tamburro. We’ll also present newly retired NBAA Northeast Regional Representative Dean Saucier with a token of our esteem and appreciation for his many contributions toward enhancing our collective interests.

In the meantime, the following is a list of 2017 milestones:

  • Thanks to your grass roots participation, and with the support of NBAA and a host of other business and general aviation organizations, we successfully staved off efforts to privatize the ATC system (H.R. 2997) and impose burdensome user fees on operators.
  • Dassault Falcon Jet Demonstration Pilot Carlos Correa joined TUG’s Board of Directors, providing years of experience in Part 121, 135 and 91 flight operations as well as skills earned through an MBA.
  • TUG facilitated FAA rollout of the RUUDY 6 SID, having participated in the design of the procedure. We discussed at our meetings and disseminated information about the correct way to interpret and execute the procedure.
  • TUG educated users regarding the operational issues associated with Bedminster and NY Area Presidential TFRs.
  • TUG received the Fred L. Wehran Award for Aviation Achievement by the Aviation Hall of Fame and Museum of New Jersey at their annual Induction Dinner.
  • NBAA Director of Air Traffic Services and Infrastructure Bob Lamond retired after 18 years of distinguished service to the business aviation community. He’s been ably succeeded by Heidi Williams.
  • NBAA Northeast Regional Representative Dean Saucier retired after 17 years of effective and dedicated service to the business aviation community. He’s been ably succeeded by Brittany Davies.
  • Our 6 regularly scheduled meetings, one a joint meeting with the Morristown Aviation Association, featured the following speakers, organizations and topics:
    • Dassault Falcon Jet Director of Technical Programs Woody Saland on Fly By Wire technology, design and benefits;
    • Air Care International Sales Manager Jake Paini on the Company’s suite of products and services;
    • McBreen and Kopko Aviation Attorney Shelly Ewalt on the 2ndCircuit Court of Appeals ruling in favor of the Friends of East Hampton Airport;
    • NY ARTCCAir Traffic Manage Jim Schultz on the introduction of a new route structure within our ATLANTIC Sector;
    • Transportation Security Administration (TSA)Supervisory Inspector Jeff Candino on the latest developments affecting business aviation security, to include KTEB as a gateway airport for TSA screening during PBI POTUS TFRs;
    • USDA Wildlife Services, Wildlife Biologist Terri Riotto on Teterboro wildlife management  strategies and what pilots can do to help;
    • NBAA President Ed Bolen on the threat of ATC privatization;
    • Safety Operating Systems Chief Executive Officer and internationally renowned aviation safety expert Captain John Cox on risks and containment strategies for lithium-ion battery fires;
    • Highwater Innovations Co-Founder Michael Gilchrist conducted a live demonstration of lithium-ion battery thermal runaway and their PlaneGardfire containment case;
    • EVAS Worldwide Vice President of Marketing and Sales Lisa Sasse on the advantages of their Emergency Vision Assurance System (EVAS);
    • TUG President Dave Belastock on best practices for Teterboro Circling Approaches
    • Honeywell GoDirect Flight Support ServicesSenior Technical Sales Manager James Buckner on 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;
    • NY ARTCCTraffic Management Specialist Bob Ocon and Manager Program Analyst for Traffic Management John Coppola on departure routings out of Teterboro and what to file;
    • PANYNJPart 150 Program Manager Tim Middleton with HMMH TEB Part 150 Study Team members Mary Ellen Eagan and Bob Mentzer provided an overview of the Part 150 process, findings to date (Noise Exposure Map), and a discussion on Noise Abatement;
    • NBAAManager Air Traffic Services Dean Snell, and ATS Project Manager Jim McClay discussed NBAA Air Traffic Services and outlined the various FAA ATC Traffic Management Tools available to the general public, to include the National Airspace System Status webpage, Current Reroutes and ATC Command Center Advisories;
    • FAAOperations Support Group – North Team Manager Joey Medders, and Operations Support Specialist David S. Johnson introduced some notional procedure designs and exchanged ideas to help alleviate community noise concerns regarding the Rwy 19 Final Apporach area over the Hackensack hospital.
    • FAANY TRACON Traffic Management Officer Mike Porcello, and Airspace and Procedures Specialist Christine West addressed air traffic ramifications and recommendations associated with the Bedminster, KMMU and KTEB VIP TFRs, and also provide an update regarding the implementation of the RUUDY 6 RNAV SID.
    • Mitre Corporationtri-chair for the ASIAS General Aviation Issues Analysis Team (GA-IAT) Jeff Mittelman addressed Teterboro/Newark TCAS RA Hot Spots through analysis of data from the FAA’s Aviation Safety Information Analysis (ASIAS) program. These studies utilized an ASIAS program tool that is able to use surveillance data to emulate a TCAS RA for all aircraft.

TUG Receives Fred L Wehran Award for Aviation Achievement!

On November 1 Carol Greene, daughter of Fred Wehran, presented the Fred L. Wehran Award for Aviation Achievement to TUG President Dave Belastock during the annual Aviation Hall of Fame and Museum of New Jersey Induction Dinner at the Fiesta Ballroom in Woodbridge, NJ. Accepting on behalf of the entire Teterboro Users Group, Dave delivered the following remarks:

“On behalf of the dedicated professionals who preceded me in this endeavor, and those who continue to volunteer their time, energy and expertise in the furtherance of our mission, I gratefully and humbly accept this award. For those of us who earn our living at Teterboro Airport, Fred L. Wehran is more than the name of the street down which many of us drive to and from work; his name represents a shared legacy and continuing obligation. And so we’re particularly honored to receive this award from Fred’s daughter, Carol Green.

The Teterboro Users Group is a non-profit business league dedicated to enhancing the safety and efficiency of flight operations at Teterboro Airport. We were born of necessity in 1991, when Teterboro’s second tier status in access to National Airspace resources generated delays reaching as long as 7 hours. Concerned that their businesses and very livelihoods were at stake, operators began to organize in search of a solution. Led by First Aviation founder Joe Ritorto, at the behest of his wife and co-founder Florence, and comprised of Johnson Controls Operations Manager Bill Thomas, National Distillers Director of Aviation Bill Mack, John Mendes of AIG, Frank Dalton of Hoffman-LaRoche, Don Baldwin of Texaco and Clark Gordon of Duncan Aviation, the new Teterboro Airport Delay Committee, later renamed the Teterboro Airport Air Traffic Committee, understood that success in business, as in life, is based upon relationships. They recognized the value of the business aviation community’s collective expertise and the power of speaking with one voice. Using the ultimate business tool, these leaders traveled in Joes’ Beechcraft King Air to Washington, DC to meet face-to-face with Director of Traffic Management Dave Hurley, and successfully persuaded him that, as tax payers, Teterboro’s users merited equity in airspace access. They established a protocol for monthly meetings at the FAA’s Eastern Region Headquarters of a new Capacity Enhancement Task Force to include all of the key players in ATC decision making, who would harness the subject matter expertise of Teterboro’s users and craft win/win solutions to benefit the business aviation and airline communities alike. Their crowning achievement was to effectively de-couple Teterboro’s operations from those of Newark and LaGuardia, with LaGuardia operating at 3500’, Newark at 2500’ and Teterboro at 1500’

Incorporated in 1992, the Teterboro Airport Users and Operators Association, aka the Teterboro Users Group, continues the mission of our founding fathers. Under the successive leadership of Joe Ritorto, Bill Mack and former Becton Dickinson Director of Global Aviation Peter Bellini, TUG has continued to build productive working relationships with key players within the FAA, PANYNJ, AvPorts, NBAA, flight planning service providers, flight training providers and industry partners to collaboratively fulfill our mutual objective: to enhance safety and efficiency at Teterboro and throughout the entire NY Metroplex.

Led by passionate fellow volunteers (Jim Dramis, Lisa Sasse, Joe Dickinson, Carlos Correa, Gary Charlton and Geoff Couture), and supported by paid members and a core group of businesses, to include Dassault Falcon Jet and the airport’s 4 FBOs, we harness the collective wisdom of the operator community in pursuit of safety and efficiency, and serve as the voice of business aviation at Teterboro. When the FAA, PANYNJ or NBAA need to communicate with Teterboro’s operators, they call TUG. When they need to understand the concerns, interests and capabilities of these same operators, they call TUG. And when pilots need to learn about the intricacies of operating at Teterboro, they call TUG. We’re proud to be acknowledged throughout the business aviation world as a model for aviation users groups.

In addition to advocacy, we serve an educational purpose, posting important operational information on our website and disseminating time-critical information via email. We meet every two months on the 3rd Wednesday in the Port Authority Conference Room at 90 Moonachie Ave, just around the corner, and our next meeting will take place on November 20th. These meetings are open to all, and feature world-class speakers addressing the full-spectrum of operational topics to include: ATC procedures, safety, fatigue management, security, international operations and a host of others. Our meetings, quite simply, represent one-stop shopping for everything an individual might want or need to know about operations at Teterboro Airport. You can learn more about us, and how to participate in our activities, by visiting our website: teterborousersgroup.org.

We’re honored to accept this award, and inspired to continue our mission to ensure that Teterboro Airport remains the safest and most efficient business aviation airport in the world.

Thank you.”

TUG Leaders Past and Present (l to r): Peter Bellini, Joe Ritorto, Bill Thomas, Dave Belastock and Bill Mack

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.

Thank you.


David M. Belastock


Teterboro Users Group

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.

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.

RUUDY FIVE Departure
RUUDY SIX Departure

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
5th Floor
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.

David Belastock
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”.

Good Luck

225 Fred Wehran Dr.
Teterboro NJ 07608
ph. 201-288-1889
fax 201-288-3636



Facilities Included: N90 ZNY ZOB








Click here for Bedminster TFR Arrival Fixes and Departure Routes.

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
Pilot/POC Name
Phone number
Aircraft Type
Aircraft Call sign
Est. # of Passengers and Crew
Gateway Location
Departure Date & Time
Destination Airport Code
Any Animals

Everyone over 18 years of age must present a valid pictured government issued identification.

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.

Very sincerely,

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

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).

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.”

Teterboro Updates Flight Fees Teterboro Flight Fees

Harris Corp. Releases Updated CPDLC-DCL Resources

Hello All,

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.

Please feel free to distribute among your membership.
CPDLC Outreach Card (Ver. 2)
CPDLC-DCL Frequently Asked Questions

Also, we are holding another introductory webinar on July 20th at 1:00 EST.
Meeting Link: https://join.me/HarrisDataComm

Kind Regards,

Moranda Reilly
CGH Technologies, Inc.
600 Maryland Ave., SW
Suite 800W
Washington, DC 20024
Direct: 202-730-2541

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.

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.”

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; chris.collings@harris.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.


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
– Tailwind
– 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)
– Drainage
– 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.

 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.

FAA Actions:

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:

  1. View Notice to Airmen Publication (NTAP) www.faa.gov/air_traffic/publications/notices Part 4. Graphic Notices, Section 1. General – Cold Temperature Restricted Airports.
  2. Understand the procedure required at Cold Temperature Restricted Airports and consider how to accomplish any necessary personnel training.
  3. Beginning Sep 17, 2015, apply mandatory cold temperature altitude corrections at cold temperature restricted airports.
  4. 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.

Learn more about NBAA’s Call to Action against the creation of a privatized ATC system funded by user fees.

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.

Read TUG’s letter to our elected representatives expressing our opposition to ATC privatization and user fees.

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


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 F. Weener, PhD

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!

For more Member Weener’s complete biography, click here. For “Business Jet Traveler’s” December 19, 2014 interview with Member Weener, click here.

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!


Walter Randa, President, Leading Edge Deicing Specialists


Leading Edge’s cost-effective “WingArmor” anti-icing system for business jets

Chief Pilot Webinar Presentations

Nov 13, 2014: http://teterborousersgroup.org/wp-content/uploads/2014/11/KTEB-Chief-Pilot-Webinar-Winter-2014.pdf

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

Read Jeppesen’s NavData Alert here.

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.

Dr. Carol Ash presents at TUG's March 19th meeting.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).

She is a featured speaker on many nationally syndicated television and radio shows as well as a featured expert in related articles for many national magazines. She has been interviewed on The Today Show, Good Morning America, MSNBC, CNN, The Dr. Oz Show with Dr. Mehmet Oz, ABC’s Katie with Katie Couric, Fox and Friends weekend show, Fox’s nationally-syndicated The Morning Show with Mike and Juliet, CBS Early Show, ABC’s Nightline with Cynthia McFadden. She has been a featured expert in many national magazines and print media including The New York Times, The Philadelphia Inquirer, Women’s Day, Shape, Parenting, Parents, Prevention, Glamour, Reader’s Digest, Huffington Post, Self, Success, and more. She is also on the Advisory Board for Ladies Home Journal.

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.

Visit NBAA’s website for more information regarding the association’s work to represent the business aviation community on the FAA’s OSA-screening proposal.

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.

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.

There is an FAA Charting Notice for this change, as well as a Jeppesen Briefing Bulletin.

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.[/vc_column_text][/vc_column][/vc_row]