Updated Jan 16: PBI Gateway Operations Screening Jan 18-19, 2020

THE DATES FOR SCREENING HAVE BEEN UPDATED AS OF 1/15/2020 @ 1500L,   (Dates and Times are subject to change, please reference official notices (TFR and NOTAMS))

Be advised that Teterboro Airport (TEB) as a designated Gateway Airport to Palm Beach International Airport (PBI) will host TSA screening of GA operations for the following dates, for aircraft destined to PBI.

DATESJanuary 18, 2020 (SATURDAY) – January 19, 2020 (SUNDAY)

LOCATION:    Signature Flight Support (South) – FBO

CONTACT:     Jordan Shand @ 201-288-3555  

TIMES:  Saturday, Jan 18, 2020:    0800-1700

Sunday, Jan 19, 2020:      0800-1330

(Dates and Times are subject to change, please reference official notices (TFR and NOTAMS))


Provide notification to TSA no less than 24 hours prior to intended screening time as indicated:

TSA will only be at TEB when flights are scheduled.


Pilot/POC must contact the TSA Palm Beach Coordination Center (PBI-CC) by calling561-616-9650 and provide:

  1. Pilot/POC Name
  1. Pilot/POC Phone #

iii.   Departure Date/Time

  1.   Gateway Airport/Location
  2.    Destination Airport Code (three letter identifier)
  3.   Estimated number of passengers and crew 1. Number of females on the flight

vii.  Aircraft Tail #

viii. Call Sign

  1.   Aircraft Type

TSA has established a rotation schedule at TEB FBO’s for future PBI Gateway operations at TEB, if you have not received information concerning this from TSA please let me know.

Please feel free to contact me if you have any questions or concerns.

Scott Marsh

Port Authority of NY & NJ

Teterboro Airport

O 201-807-4018

C 917-439-0824



Teterboro Deicing Procedures 2019-2020

Please see the following Teterboro Deicing Procedures to be used during the 2019-2020 Winter Operations season.

Teterboro Delay Statistics

Reminder: Speed Limit for Turbine Powered Aircarft Below Class B Airspace is 200 kts

Please see the following FAA legal interpretation regarding the speed limit below Class B Airspace.

Bahamas: Flight Restrictions – Sept 8, 2019

General Aviation Friends,

We need your help! 
The overwhelming devastation to Grand Bahama and Abaco Islands in the Bahamas has made it critical that we help the Bahamas Civil Aviation Authority control the air traffic into and out of these islands.  While we know there are so many willing and trying to send relief supplies that the air traffic congestion resulting from these relief flights are actually beginning to have the opposite effect. 

The Grand Bahamas International Airport (MYGF), Treasure Cay Airport (MYAT), and Leonard M. Thompson International Airport (MYAM) are experiencing heavy traffic with no or very limited air traffic control facilities or equipment necessary to unload aircraft.  Ramp space is extremely limited which is also causing delays getting into these critical airports. 

In order to better serve the needs of the Bahamian people, the Bahamas Civil Aviation Authority issued an advisory to avoid operating in the Bahamas flight information region (FIR) to the maximum extent possible and a temporary flight restriction has been established over MYGF.  Additional restrictions are expected to be implemented at any time. 

It is critical for pilots to continue to check NOTAMS for additional information. 
If flying into one of these airports, you may be queried as to your authorization to do so.  Until additional procedures are issued by Bahamas Civil Aviation Authority, any aircraft desiring to fly into MYGF or MYAT must call the National Emergency Management Agency (NEMA) at 242-322-6081 or 242-332-6085 for entry procedures.  Otherwise, refrain from operations in the vicinity of MYGF.

Thank you for your support!


OpsGroup Bahamas Update – Sept 8, 2019


International Ops Bulletin – Special Briefing

Bahamas Relief Flights – Saturday 11.30pm ET update

View in your browser 

Hello all,


First off – this is an update for Pilots and Operators and others involved in Bahamas Relief efforts. We’re using the OPSGROUP International Ops Bulletin email list to get the information out to as many as possible. If you’re used to just getting the bulletin once a week, please bear with us, it’s truly an Emergency situation. We’ll return to normal programming soon.

There has been a void of centralized information for the Bahamas and we’re simply jumping in to collate information and get the word out, because information is scarce, conflicting, and confusing. We’ve been monitoring this for 5 days now, on a close to 24 hr basis, so we have a good handle on what’s going on. That said, double check everything below before relying on it. Everything is constantly changing.

Thank you for bearing with us. And thank you to everyone here in OPSGROUP and beyond who has worked with us over the last few days to help coordinate the air relief effort. The response is incredible.

Mark and the OPSGROUP Team,

Bahamas Relief Air Coordination group – join here for the latest intel.

SITUATION UPDATE – 2330 ET Saturday night.

The Airspace and Airports of the Bahamas are SATURATED. The situation at Nassau, Marsh Harbor, Treasure Cay, and Sandy Point, and the northern Nassau FIR is nothing short of chaotic. There are simply too many airplanes for it to be safe. If you are not already involved in the relief operation in an approved capacity, DO NOT FLY. Work with an existing agency to see if your help is needed.

The USAF have requested help in getting this message out. Tomorrow (Sunday) will see a massive evacuation effort, especially from Marsh Harbor (MYAM). Adding to the existing mix of of traffic will be USAF transport aircraft, and airline evacuation flights. These aircraft can handle big capacity in one go. Reducing the number of GA aircraft to allow this to happen safely is critical. 

One thing is very clear today: there has been a shift in focus today – from flying supplies in, to getting people OUT. Because of the remoteness of many parts of both Abaco and Grand Bahama (many smaller islands), and the damage to roads, relief supplies simply can’t get to everyone in time to be useful. Also, in many places there isn’t shelter – as you know, many houses and homes are just gone. Flying supplies in small aircraft into Grand Bahama and Abaco is becoming redundant

There is very clear risk in too many aircraft operating here. Please share this, and get the word out as best you can. This is an exceptional situation, and if you can get this message to anyone thinking of flying, please do.

Bahamas Briefing for Sunday
Primary places to check for current and new info:
Bahamas Relief Ops Summary 
Dorian Impact Tracker 
Facebook group: Bahamas Civil Air Coordination


If you are involved, and flying tomorrow, then the below is equally important information to share:

Routings from the US to the Bahamas
From Miami Center: Please get the word out to IFR departures from Florida FILE AND FLY THE CORRECT ROUTE. There is a large volume of traffic and not filing/flying the correct route is creating a big issue right now. There are very specificroutes and clearance limits out of FXE, FLL, PBI, and MIA.

The full Preferred route document is here: http://www.zmanatca.com/bahamas/ 
Routes are updated daily

The AWACS Aircraft WARLOCK 45 which was previously able to assist with ATC/Deconfliction is not doing so tomorrow. The volume of traffic is simply too high. 136.375 was the frequency, if you’re stuck to relay info, try that – but don’t check in as was happening on Saturday.

Especially important is to fly the correct altitude for your direction of flight and IFR/VFR.

Getting Approval 

NEMA approval is necessary for operations to Abaco and Grand Bahama. A TFR is in place, and you need a TFR Number to operate. It’s being managed by the Bahamas CAA. This may be restricted on Sunday. See the Operations Summary for the details of how to apply.

CBP Clearance in the US
Most flights are operating back to FXE, FLL, PBI, OFP.  If you are bringing Bahamian refugees back to the US, make sure they have some kind of ID. Passports preferred especially if they are under age. Do not bring any minors without their parents. Even if Bahamians normally qualify to enter without a visa, this is under the Visa Waiver Program which does not apply to GA flights. That said, we are getting varying reports of what actually happens on arrival at the CBP at the airport. Some crews report being warned that normally they would be fined, but leniency is being applied. Getting people to Nassau is a better bet. Your call as Pilot in Command. 

Very, very scarce at the Northern Islands. Do not plan to refuel there. Carry round trip gas. MYEH has fuel, for now.


MYGF Freeport: Freeport Airport is open and operating. ATC is provided on handheld radio. Runway condition good, no reports of issues. Extremely busy with SAR, Evac, and Relief flights. Fuel likely not available any longer. Permission required from NEMA, see briefing page for full info. (Sat Sept 7th)

MYAM Marsh Harbor: Airport open. No ATC. Like all airports in Abaco, extremely busy, 60 movements per hour standard. Fuel at Marsh is contaminated with water (Sat 1200 report). Police present, airport secure. Tomorrow will see increased jet traffic – airline and military. Check in the morning before flying here. Staying clear of MYAM is likely the best best for Sunday at least.

MYAT Treasure Cay: Airport open. No ATC, radio calls on common frequency. Like all airports in Abaco, extremely busy, 60 movements per hour standard. Police present, airport secure. Permission required from NEMA, see briefing page for full info. (Sat Sept 7th)

MYAS Sandy Point: Airport open. No ATC, radio calls on common frequency. Like all airports in Abaco, extremely busy, 60 movements per hour standard. Police present, airport secure. Permission required from NEMA, see briefing page for full info. (Sat Sept 7th)

MYEH Eleuthra: 

Collated Pilot reports from Saturday Sept 7th:

MYAT Treasure Cay Treasure is operational but a complete circus. Landing traffic expect Rwy 14, departing 32. Aircraft are departing about 4 at a time. No customs. Military are present so security is no issue. Marshals on the ramp directing traffic but you must pay attention. There were a lot of absent minded pilots there who could not follow simple directions. Expect a very quick turn around. No loitering allowed because of the constant turn over. No fuel or services available

MYGF Freeport
Tower has one frequency (118.50) and expect a long downwind, we had to hold for sequencing at the RNAV fix to be worked into landing order. 2 laps is all for most holds/360 rotations. No ATIS. Monitor Tower on comm 2 and you’ll hear winds and runway in use. Park Only at the GA ramp. The cargo warehouse has major damage. We parked near the damaged T-hangers and left the forward spots to all the light twins. Do Not park at the terminal. Self start and Announce taxi on tower frequency. Comms are too congested for things like start clearance. Expect to follow in groups of aircraft and expedite as needed. We were given direct almost immediately out of MIA (on a Saturday) and came back VFR direct KOUGH direct JUNUR. VFR is the quickest way out of FPO. MIA-ATC had no problem clearing us VFR into Miami’s Class B for approach and landing. A Composite flight plan may be safer Monday thru Friday. Hope this helps and stay safe out there!

MYEH Eleuthera
Was in perfect condition. All buildings are intact, with A/c and friendly staff. Fuel is available, both 100LL and JetA. Also very busy.

Overall Situation on Relief Efforts

From today’s crews:
NASSAU NEEDS INSULIN and other medicine.
SHOES –  especially for children.

If you get requests for urgent help, the FIRST point of contact shoud be NEMA and the Bahama Emergency Teams
NEMA/Bahamas Emergency Response Team Emergency numbers:
242-325-9983 (Confirmed working Sat 1.45pm)
Alternate: 242-362-3895, 242-362-3896 (Should all work)

If we can help, email team@ops.group

Bahamas Operations Briefing – summary of previous info.

We’ve monitored the situation continuously, and have discussed with and received intel from many agencies including Bahamas ATC, BCAA, NEMA, USCG, Military, the NBAA, Operation Airdrop, as well as a number of pilots that are currently operating there in a government and recon capacity. 

Before you go

Please consider the following carefully:

1. The airspace in Abaco and Grand Bahama is already overcrowded. The US Coast Guard, government aircraft, and approved relief flights are all operating to, from, and over the island. There are many more helicopters and fixed wing aircraft here than usual.

2. Some aircraft are operating without transponders, and may not be making radio calls, to avoid being pinged for operating without approvals. 

3. Help is needed, but it has to be delivered sensibly. If you are going to go, you must request permission from NEMA/The Bahamas CAA. See below for contact details. Consider the safety of your own aircraft and pilots first, then others, and only operate with permission – or you are likely to jeopardize the relief effort as a whole.

4. The situation changes hour by hour

5. Read these tips on Relief flying from the NBAA, and if you haven’t already, sign up for the Hero Database. Better to work with a larger organisation with coordinated relief efforts than trying to fly a single mission on your own. 

Current Operational Information

All the information that we have on Bahamas airfield status, permissions, fuel, customs, and general situation is at the Aviation Impact Tracker.

Getting permission to go

NEMA approval is necessary for operations to Abaco and Grand Bahama. It’s being managed by the Bahamas CAA.

Contacts for NEMA approval:
Ladario Brown – email: ladario.brown@bcaa.gov.bs
Juliea Brathwaite – email: Juliea.brathwaite@bcaa.gov.bs
Mobile contact (242) 376-0830 

Bahamas airports – current status

MYNN/Nassau is operational, but seeing increased traffic from the relief operation, including a lot of helicopters – not the norm for the Bahamas. Bear that in mind. Coordinate with the airport before you depart.

For the current status of Abaco and Grand Bahama airports, please check the Impact Tracker.

Most of the other unaffected airports are now operational, with the exception of Bimini, which is, we believe, planning to open Thursday morning.

See the latest on the Impact Tracker

Inaccurate CNN Reports

Many of you will have seen the reports from CNN, which have now been spread widely on Social Media, declaring that Freeport Airport is “gone”. This is not true. The CNN report was filmed in the Western Air terminal, not the main airport. The damage shown was to that facility. Although the airport terminal has been partly damaged, it is standing, runways are clear of floodwater, and a final assessment is likely Thursday morning

If we can help

Please just email us at team@ops.group and we’ll do our best to answer questions or point you in the right direction. There are a lot of relief efforts happening, and we’re doing our best to provide coordinated, useful, and accurate information for you.

Impact Tracker – Airport Status

View the impact tracker at: https://ops.group/blog/dorian-impact/


Quick links – OPSGROUP members:


PSE&G To Begin 4-Week Construction Project on Aug 12

PANYNJ received on Aug 8, 2019 the following letter from PSE&G about planned work around Teterboro Airport.  The work is slated to begin on Monday, August 12 and last 4 weeks.  Two-way traffic will be maintained, however as we have experienced in the past, this will likely cause delays.  Please plan your schedule accordingly.  A phone number and contact names are given in the letter for any further questions.


Let’s Be Careful Out There

OpsGroup Info Re: North Atlantic ASEPS Trial

Starting 28th March 2019, a new trial will be implemented on the NAT called ASEPS (Advanced Surveillance Enhanced Procedural Separation) using ADS-B in the Shanwick, Gander and Santa Maria FIRs. Compliant aircraft will see a reduction in longitudinal separation to as close as 14 NM. This is not restricted to particular tracks or altitudes, just between properly equipped aircraft – you’ll need RVSM/HLA approval, ADS-B, and to be fully PBCS compliant (that means meeting the specifications of RNP4, RCP240 and RSP180). Read this ICAO Bulletin for all the details.

When the ASEPS trial starts, there will be some changes to the contingency and weather deviation procedurestoo. Before, there was a lot of confusion around the wording of these two procedures – this has now been made much clearer, and they have even included a nice little graphic (as per our suggestion!!) to help us understand what to do. Read this ICAO Bulletin for all the details.

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:


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
ph. 201-288-1889
fax 201-288-3636

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:

TEB Noise Study Newsletter – Winter 2017

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
(212) 435-3777

TEB Flight Crew Handbook – Available on App

The TEB Flight Crew Handbook is now available electronically on Apple and Android mobile devices!

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:
Gabriel Andino
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 …

Item 10a:

  • J3 for FANS 1/A over VDL Mode 0
  • J4 for FANS 1/A over VDL Mode 2

Item 18:


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: opr@harris.com. 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


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:

More information
Refer to Nav Canada AIC 20/14 for the full list, and for complete information about the change.”

Gander OEPs

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:

  1. Flight crews must request the Dalton 2 Departure by name and possess the chart on the flight deck.
  2. ATC may neither solicit its use nor describe the procedure over the radio.
  3. The initial turn to 280 degrees must be completed within 2.4 nm to create a larger vertical buffer from overhead arrival traffic.
  4. 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.
  5. Maintain VFR at or below 1300′.
  6. 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:

  1. Pilots must request the DALTON TWO for Runway 19 from Clearance Delivery.
  2. ATTENTION:  This procedure contains restrictions/warnings on speed, altitude, and turn radius.
  3. Strict compliance with all procedure notes and limitations is required to maintain safety.
  4. Review NOTAMs prior to flight.
  5. 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.