KTEB South Flow (Rwys 19 and 24) Missed Approaches – Sept 25, 2018
During the last 3 week, NY TRACON (N90) and KTEB Tower revised Rwy 19/24 Go-Around/Missed Approach inter-facility coordinations:
When flying ILS 19/VOR 24 or ILS 19 circle to runway 24, a pilot on missed approach/ rejected landing should expect to be instructed to execute the published missed approach. When flying visual approaches to Runway 19 or 24, or when the pilot is unable to accept the published miss, go-around/rejected landings will receive heading/altitude (vector) instruction from TEB Tower. This vector will normally be “turn right heading 280 maintain 2000”, but is traffic-dependent.
Long term, the FAA is working to reduce the Minimum Vectoring Altitude (MVA) over TEB from 1800 to 1700. We expect the MVA to be lowered sometime in the next few weeks. This, coupled with a proposed change to EWR ILS 22L Intermediate Fix (GIMEE) location and associated crossing altitude (a tentative effective date is not available), will offer TEB controllers more flexibility in handling go-around/rejected landings
CPDLC DCL Transition to National Single Data Authority (NSDA) on Oct 22, 2017 at 0330Z
On Oct 21 at 2330 Eastern (Oct 22, 0330Z), the FAA will transition to a National Single Data Authority (NSDA) at those airports supporting CPDLC DCL. Instead of logging on to the ICAO airport identifier, e.g. KTEB, pilots will now log on to KUSA. All else remains the same.
“Climb Via SID” and the RUUDY 6
Several pilots have inquired about the appropriate point to initiate the climb from 1500′ to 2000′ when executing the RUUDY 6. The textual description reads as follows:
“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 ….
. . . . expect vectors to assigned route/fix. Maintain 2000; expect clearance to filed altitude ten minutes after departure.”
The procedure also specifies “Top Altitude: 2000”.
When cleared to “Climb Via SID” on the RUUDY 6, flight crews are expected to cross WENTZ at 1500′ as specified, and then to initiate the climb to the “Top Altitude” of 2000′.
For additional guidance, click on the following link to view the FAA’s “Climb Via FAQ” document, Version 1, published on 2/14/2014: https://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afx/afs/afs400/afs470/pbn/media/Climb_Descend_Via_FAQ.pdf
When Bedminster and KMMU TFRs are in effect, KTEB Arrivals should carry extra fuel!
One operator’s experience:
“For the second time when flying from Florida to KTEB during the effective period of these TFRs, we were routed significantly to the west, adding in this instance approximately 1 ½ hours to our flight time. We were fortunate to have tankered fuel on both occasions. The routing was as follows:
SHEDS LAL CTY J91 ATL J43 ROD KLYNE Q20 JHW.LVZ4
We also held at HOXIE for approx. 15 mins.”
Signature TEB – ARINC Frequencies
The ARINC frequency for TEB Signature Flight Support FBO (East & West) Ramps is available ONLY on the Ground. Signature can receive, but cannot transmit long-distance.
225 Fred Wehran Dr.
Teterboro NJ 07608
TEB Noise Study Update
Members of the General Public who have joined the TEB Part 150 Study mailing list,
Attached please find the 14 CFR Part 150 Airport Noise and Land Use Compatibility Study Newsletter for Teterboro Airport (TEB). This is the fourth in a series that the Port Authority of New York and New Jersey is distributing to those interested in learning more about the TEB Part 150 Study process. Please feel free to share this link with others who are interested:
This newsletter has also been posted on the project’s website.
Thank you for having an interest in the TEB Part 150 Study.
TEB Part 150 Study Mailing List
Aviation Noise Office
The Port Authority of NY & NJ
TEB Flight Crew Handbook – Available on App
This free app, available on Apple and Android app stores, contains all pertinent noise info for the airport, as well as an interactive map with noise monitor locations and runway incursion hotspots. Future updates will include deicing program guidelines, gridlock procedures, helicopter routes, RUUDY departure guidance and other operational information. Although NOTAMs will NOT be disseminated through the app, it will have the capability to push other important notifications.
Questions or comments on the app may be directed to:
Manager – Noise Abatement & Environmental Compliance
111 Industrial Avenue
Teterboro, NJ 07608
P: 201.393.0399 | F: 201.440.2416 | C: 201.481.1126
KTEB CPDLC DCL Operational Update 4/11/16
On March 24, KTEB went operational with DCL (Departure Clearance) via CPDLC. The primary advantage is that digital clearances are sent directly from the Tower to the aircraft, including revised clearances up until time of departure. The system automatically logs off the user approximately 5-10 mins after takeoff (ATC COM TERMINATED). No LOA is required for FAR Part 91 operators. The aircraft must be properly equipped, and the appropriate equipment codes must be specified in the ICAO flight plan as follows …
- J3 for FANS 1/A over VDL Mode 0
- J4 for FANS 1/A over VDL Mode 2
Nationwide, while CPDLC works most of the time, there are known issues that may trigger failures and require the crew to revert to clearance delivery by voice. In order to resolve the issue, Harris Corp has requested that operators send the Date, Airport and A/C Registration number to the following email address: firstname.lastname@example.org. With this information, ARINC transmission logs can be pulled, reviewed and used by avionics OEMs to identify and fix the anomaly. For additional information, including an Operational Problem Reporting Form, visit dcis.harris.com/new-operator-documents.
North Atlantic Changes
Removal of the Fish Points
On 29 MAY the following waypoints will be deleted: URTAK, BANCS, RONPO, COLOR, NOVEP, VIXUN, LOGSU, KOBEV, CYMON, DENDU, DOTTY, CRONO, HECKK, REDBY, CARPE, STEAM, OYSTR, VALIE, SCROD, and LOACH.
Introduction of Gander Oceanic Transition Area
Because of new ADS-B coverage in the area between Canada and Greenland, the boundary between Domestic and Oceanic airspace is being shifted around 175nm to the east, creating a new Oceanic Transition Area known as GOTA.
New NAT Track design – Eastbound
Currently, NAT Tracks have a anchor point and an Oceanic Entry Point (OEP) – like VIXUN LOGSU 49N50W. Starting 29MAY, the Track will be built using only an OEP and a 50W point – in this example JANJO 49N50W.
New NAT Track design – Westbound
A westbound NAT Track used to run 50W – Oceanic Exit Point – Landfall, for example 54N50W CARPE REDBY NAR123A. From 29MAY, there will be a 50W point and a dedicated Oceanic Exit Point, then straight into either FPL route or a NAR. Example, 53N50W RIKAL NAR302D.
New Oceanic Entry Points
With the removal of the Fish Points, and other long-known waypoints, a completely new list of Oceanic Entry Points (OEP’s) has been created by Gander. They start at AVPUT in the far north and run down to SUPRY. On our Planning Chart, they are highlighted in yellow.
Changed Blue Spruce Routes
The southern Blue Spruce Routes (for reduced Nav capability) now run as follows:
Refer to Nav Canada AIC 20/14 for the full list, and for complete information about the change.”
NOTAM Update – Circle to Land Operations to Rwy 1 at Night
The previous series of NOTAMs prohibiting Circle to Land operations to Runway 1 at night have been updated to reflect that such operations are now permitted as long as the Runway 1 VGSI is operational. Please consult NOTAMs for the latest information.
FAA publishes Dalton 2 Departure Procedure, effective March 7, 2013
First published in December 1992, the Runway 19 Dalton Visual Departure emerged from the collaborative efforts of TUG, Teterboro Tower and NY TRACON to reduce multi-hour delays when Newark, and consequently Teterboro, are operating on a southerly flow. KEWR Rwy 22 arrivals descend over KTEB from 3000′ to 1800′. Standard IFR separation criteria require a 10-mile gap between KEWR arrivals in order to accommodate a KTEB instrument departure. One can easily understand how arrival and departure delays then ripple throughout the entire NY/NJ Metroplex, affecting airline and general aviation traffic alike. Creation and implementation of the Dalton 19 VFR to IFR departure procedure represented a win-win solution for the airline, general aviation and ATC communities, and has enjoyed widespread support for its effectiveness in reducing delays. The procedure incorporates an initial VFR segment, enabling the waiver of standard IFR separation requirements.
At face value, the procedure is simple: climb, turn and level off. However, various factors including the altitude/speed/turn-radius constraints, the method by which the procedure was issued/requested, the original chart presentation, and the lack of transient crew familiarity resulted in several pilot deviations over the years. In response to an investigation conducted by the Office of the Inspector General, FAA ATC, NBAA and TUG engaged in a multi-pronged, collaborative effort to eliminate both the likelihood and consequences of pilot deviations. The resulting series of recommendations has been codified in a new Dalton 2 Departure Procedure, published on March 7, 2013. Click NY TRACON LTA No 13-1 for a description of the new procedure and the associated chart graphic.
The chart presentation has been enhanced, and the procedure has been modified. Significant changes appear below in bold face:
- Flight crews must request the Dalton 2 Departure by name and possess the chart on the flight deck.
- ATC may neither solicit its use nor describe the procedure over the radio.
- The initial turn to 280 degrees must be completed within 2.4 nm to create a larger vertical buffer from overhead arrival traffic.
- The requirement to Fly runway heading until 800 feet, then turn right heading 280 degrees has been replaced with After departure, turn right heading 280. The change eliminates the requirement to climb to 800 feet prior to starting the turn, and should assist flight crews in complying with the requirement to complete the turn within 2.4 DME of the TEB VOR.
- Maintain VFR at or below 1300′.
- Do not exceed 180 kts.
The procedure is available in FMS databases for retrieval and use in automated flight decks.
TUG has enlisted the support of NBAA, AOPA, NATA, Teterboro’s 5 FBOs, FAASTeam, Flight Planning Service Providers and Flight Training Providers, Morristown Aviation Association, Westchester Aviation Association, NetJets, Jet Aviation and indeed the entire general and business aviation communities to educate as many pilots as possible about the unique requirements of this important procedure. CAE Simuflite and FlightSafety International are now introducing the Dalton 19 to clients during initial and recurrent training events, and FSI is creating an e-learning module similar to a previous module for the Teterboro 5 Departure. FltPlan.com, ARINC Direct, Honeywell GDC and Rockwell Collins have all gone live with pop up reference materials when KTEB is entered in their web-based flight planning engines. Universal Weather and Aviation and Jeppesen are working to accomplish the same, and BaseOps is sharing information with their customers. All of the FBOs have distributed handout materials to locally-based and transient flight crews. And Teterboro Tower has created an educational PowerPoint presentation describing the procedure’s specific requirements, and has delivered this presentation at numerous TUG Meetings, NBAA regional forums and other industry events.
We’re pleased to report that a test program, begun in the 3rd quarter of 2011 to evaluate the operational impact of these changes, has revealed no reportable altitude deviations in the execution of the Dalton Visual. Consequently, the test program will end with the publication of the Dalton 2 Departure, and the gap that NY TRACON will establish between KEWR 22 arrivals will be reduced to 5nm.
TUG and our constituents remain committed to ensuring the highest level of safety while preserving this important procedure.
Runway 6/24 Upcoming Closures – How to Reduce Delays
Operators should expect the possibility of Runway 6/24 closures during the next few weeks and months. One of the best ways to reduce potential takeoff delays is to request the Dalton Two VFR Departure from Clearance Delivery. This departure procedure allows reduced aircraft-separation distances, resulting in less time spent waiting for takeoff clearance. As a reminder, please pay special attention to the following points:
- Pilots must request the DALTON TWO for Runway 19 from Clearance Delivery.
- ATTENTION: This procedure contains restrictions/warnings on speed, altitude, and turn radius.
- Strict compliance with all procedure notes and limitations is required to maintain safety.
- Review NOTAMs prior to flight.
- Check the latest Jeppesen or NOAA facility directory under “Special Notices” for up-to-date information.
Please note that controllers are not permitted to answer such conditional questions as, “If I request the Dalton TWO, will I get out faster?”
TUG and the airport community wish to thank everyone in advance for their cooperation and continued commitment to safety and efficiency.
ILS 19 GS Perturbation
Teterboro’s unique geometry incorporates a GS antenna for Rwy 19 located just south of taxiway Q. The GS Critical Area therefore lies just to the north and incorporates portions of Taxiway Q, Runway 24 and Taxiway B. Per the AIM, Teterboro Tower is not required to protect the GS Critical Area unless the weather is below 800 and 2, or unless specifically requested to do so by a flight crew. During VMC and when Teterboro is on a southerly flow, aircraft taxiing northbound from Jet Aviation and First Aviation for departure on Runway 24 cross Q from west to east and impinge upon the GS Critical Area. The same phenomenon can occur when an aircraft departs Runway 24 or holds on Taxiway B between Runways 24 and 19. The resulting GS perturbation appears to have caused a number of aircraft to pitch up in an effort to track the momentarily compromised signal. These aircraft have been of various types and avionics suites. Because the perturbation occurs occasionally, is transient in nature, and affects aircraft during a busy phase of flight, the phenomenon has been underreported to ATC.
TUG has recruited the assistance of the Flight Training Providers, FlightSafety International and CAE, to help us heighten awareness of this important issue. Moreover, NBAA has agreed to support us both in disseminating information about this phenomenon and developing a solution. In the meantime, please report any such occurrences to ATC on the appropriate frequency.
Teterboro Airport Anti-Idling Procedure
The Port Authority recently adopted a Sustainability Plan in a continuing effort to promote a greener environment at all of its facilities. The first initiative being implemented at TEB under the plan is an anti-idling program. To access the associated guidelines, click Teterboro Airport Anti-Idling Guidance 2013.