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We will hold our regularly scheduled 3rd Quarter TUG GoToMeeting event on Wednesday, Sep 16 from 1000 to 1200 EDT.

Sep 16, 2026, 10:00 AM – 12:00 PM (America/New_York)

Please join my meeting from your computer, tablet or smartphone.https://meet.goto.com/790699981

You can also dial in using your phone.

Access Code: 790-699-981

United States: +1 (571) 317-3122

Get the app now and be ready when your first meeting starts:

https://meet.goto.com/install

CAM Credit

This free GoToMeeting event is open to anyone who would like to participate. If you are a CAM or working towards becoming a CAM, the NBAA CAM Governing Board has approved a 1/4 point CAM credit for all participants. In order to get the CAM credit we request that you logon to GoToMeeting via computer/table so we can record your name for submission to NBAA.

AGENDA

• Michael Graham, NTSB Vice Chairman – “When the Expected is Not Respected”: Every day decisions impact your margin of safety. Vice Chairman Graham will address the practices necessary to ensure that unexpected events lead to a safe outcome. NTSB
• Shelby Balogh, GE Aviation Principal Analytics Engineer, will present the most current data defining the locations and prevalence of KTEB TCAS Resolution Advisories, and outline possible solutions to mitigate this hazard. Safety Operating Systems
• Sherri Smith, PANYNJ Airport Manager, and Scott Marsh, AssistantAirport Manager, will provide an Airport Operations update. PANYNJ
• Matt Petersen, FAA Air Traffic Manager, Teterboro ATCT will review best practices to maximize safety and efficiency. FAA 
• Gabe Andino, Avports Noise Abatement and Environmental Compliance Manager will provide a brief update on all matters Noise. Avports
   
• 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

Your ATC Operational questions answered by KTEB ATCT Manager Matt Petersen:

Q: When executing the RNAV(GPS)-Y Rwy 19 there exists a “disconnect” at UNVIL between the ATC cleared altitude of 2000’ and the published altitude of 2100’.

 A: This is not done at TEB ATCT, but on approach. From NY TRACON: [The reason that the controllers do this is because the airspace at 3,000 over UNVIL we do not own. It belongs to the N90 LGA Sector. So essentially, we have an approach that was designed within approach parameters however this internal airspace consideration was missed.]

Q: The ILS-Z Rwy 6 DANDY crossing restriction is 1300’. Please confirm that following the GS from outside of DANDY will lead an aircraft to cross this waypoint high.

A: Regarding the crossing restriction at DANDY, the glide slope is higher than the published crossing restriction. The reason for the lower altitude restriction at DANDY is primarily related to departures out of EWR that overfly the area while climbing.

We have experienced issues with slow climb rates from EWR departures. When an aircraft established on the RWY 6 final does not cross DANDY at the published lower altitude, we can lose the required vertical separation with the EWR departure.

I am not a procedures developer, so I cannot speak to whether there is an opportunity to modify the glide slope or otherwise adjust the procedure. However, this is the operational reason TEB has the lower crossing restriction at DANDY. Any potential modification would need to ensure that the necessary separation from EWR departure traffic can still be maintained.

Q: Since the publication and implementation of the WENTZ 1 SID, are operators correctly honoring the restriction to cross WENTZ at 1500’?

When looking at the WENTZ1 departure, it has been a significant improvement compared to the previous RUUDY departure. Since implementation of the WENTZ1, we have seen a noticeable reduction in altitude restriction deviations. While deviations still occur from time to time, they are significantly less frequent than what we experienced with the RUUDY departure.

The primary issue we continue to see with the WENTZ1, similar to what we experienced with RUUDY, is that aircraft will occasionally become airborne and make a left turn that places them directly in conflict with overhead EWR arrival traffic, resulting in a potential loss of separation. The aircraft generally appear to remain at the 1,500-foot restriction while making the turn, but the turn itself creates the conflict.

I am not a pilot and am not familiar with the specific functionality of the equipment and flight management systems being used in the cockpit. Based on what we are observing operationally, it appears that in some instances the departure SID may not be loaded or entered correctly, resulting in the aircraft turning toward a fix rather than following the published SID.

I would ask that this observation be brought forward during pilot and operator discussions as a reminder for pilots and copilots to carefully verify the procedure being entered and displayed prior to departure. TEB operates in an extremely congested airspace environment, and an unexpected turn or climb that differs from the published procedure can very quickly result in a separation issue.

Q: Have you any thoughts to share regarding the high incidence of TCAS RAs along the RYW 19 final approach course and transition from the northwest.

 A: As you know, we are also continuing to work on the TCAS RAs occurring along the RWY 19 final. I am hopeful that the work currently underway will result in additional changes and improvements to the overall operation.

Last but not least, some operators fail to secure an FBO reservation, contributing to gridlock and associated delays during high volume days.

The issue of FBO reservations and ramp capacity is a challenging one from an ATC perspective. ATC is not in the business of determining which aircraft are permitted to arrive at TEB or which FBO an aircraft may use. Once an aircraft is on the ground and advises ATC where it is parking, we take that information at face value and taxi the aircraft to the FBO of its choice.

This has been a recurring issue for TEB for many years, and as we move into our busier season, I am hopeful that users will make appropriate reservations and adhere to their scheduled arrival and departure times. Effective reservation management is critical to keeping aircraft moving efficiently both on and off the airport.

When a gridlock situation develops, there are several questions that unfortunately cannot be answered by ATC. For example:

• Did the FBO overbook its available ramp capacity?
• Did the aircraft have a reservation?
• Did the aircraft simply arrive and proceed to its normal FBO without a reservation?
• Are aircraft arriving outside of their scheduled reservation times?
• Is the FBO experiencing an unexpected surge in demand?

While these factors may contribute to the problem, ATC is ultimately left managing the operational consequences.

It is never an ideal situation to have double-digit numbers of aircraft held on active taxiways for extended periods while waiting for parking to become available at an FBO. TEB simply does not have the available taxiway real estate to hold large numbers of aircraft for extended periods of time.

When this occurs, frequency congestion increases, operational efficiency decreases, and the potential for a safety event increases. Additionally, holding aircraft for extended periods creates significant impacts for other users who may have reservations at different FBOs or need to access the airport for legitimate operational purposes.

We are actively working with all of the FBOs, TEB Airport Operations, and PANYNJ to get ahead of these situations. We have established daily communication with the FBOs and are working to obtain reservation numbers and better understand anticipated ramp demand. This information is extremely helpful in allowing ATC and airport stakeholders to anticipate potential problems before they develop. However, if aircraft arrive without reservations or outside of the information provided to us, the reservation numbers only provide limited insight into the actual demand on the ramps.

There are also occasions when FBOs issue PPR NOTAMs when they anticipate being extremely busy or when they are unable to accommodate additional unscheduled aircraft on their ramps. These measures can be very helpful in managing demand, and I encourage users to remain aware of applicable NOTAMs and FBO requirements before departing for TEB.

From an ATC perspective, we are not in a position to shut down the entire airport because one FBO has reached gridlock. Doing so would negatively impact every other user and FBO on the field in an attempt to address an issue affecting one location. Our goal is instead to work collaboratively with the FBOs, airport management, PANYNJ, and users to identify these issues early and prevent them from reaching a point where ATC has no reasonable place to hold additional aircraft.

Q: At times, when we call ground for taxi at TEB, we can go several calls without acknowledgement. I think the simple answer for why this happens is obvious, they’re busy and we get that. However, just wondering if this has come up from any other operators, and if we are to assume ground has heard us? Or should we continue calling until we receive acknowledgement? More concerned with the local customary position on this.

A: It could be a few things, maybe the ground controller is busy, and they are working on things in an order of necessity before getting back to aircraft who are not moving yet.  Examples would be, they coordinated crossing reference arrivals or departures, and they do not want to miss the gap.  At that point, the ground controller will almost block out people calling to ensure that they get the crossing done safely.  

Another possibility is that we do currently have 4 people training on the ground control position and they are still getting used to the volume.  In those cases, maybe they are a little behind, and they are moving people out the best they can safely.  

And last, there is a chance your call was not heard or mistaken for a different call sign. 

My suggestion is if you make a call and time passes where you feel you are being skipped then call again. I know some people may tell you they know, but you don’t know that and there is a chance they missed it.  Please do not take this personally, if you are told they know you are waiting or tell you to stand by it is most likely due to one of the scenarios above.  I wish we could get everyone moving right away but that is not always the case, there may be traffic opposite direction of your ramp, some kind of coordination happening not on frequency that you are not aware of so the GC can not respond right away or they are just behind and trying to catch up.  If you are waiting for what seems like a long time and others are checking in, call again.  I will say give it a little time for the response but if you feel you were not heard then call. 

Matthew J PetersenAir Traffic Manager TEB ATCT (A)Air Traffic Services (AJT) / NY DistrictU.S. Department of Transportation(201) 419-3484 (cell)(201) 426-9457 (work)[email protected]

Please click here to view TEB Maintenance Bulletin #0826-4, concerning all scheduled runway closures during the period of:

Thursday, August 27th – Friday, September 04th

Runway Closures

Monday, August 31

Runway 01/19 Closure

0630L-1200L (1030-1600Z)

Tuesday, September 01

Runway 01/19 Closure

0630L-1200L (1030-1600Z)

Wednesday, September 02

Runway 06/24 Closure

0630L-1200L (1030-1600Z)

All closures are contingent upon traffic volume, Temporary Flight Restriction (TFR) requirements, and weather conditions.

Jakub Lengowicz, ACE

Construction, Wildlife and Security Supervisor 

Airport Operations – Teterboro Airport

111 Industrial Avenue | Teterboro, NJ 07608

P: 201.393.7650

C: 551.352.4560

Operations: 201.393.4081

Teterboro Airport (TEB)

­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­ ­

From Insight to Impact: Embedding Safety in Every Decision This is your opportunity to take the stage at the 2027 Business Aviation Safety Summit, happening April 20–21 in Tampa, Florida, U.S. Join business aviation leaders from around the world as they share practical solutions, proven strategies, and lessons learned that are advancing safety across the industry. This year’s theme — From Insight to Impact: Embedding Safety in Every Decision  — is centered on turning knowledge into action. We’re looking for presentations that showcase what works, backed by operational experience, data, and measurable outcomes that offer practical takeaways that attendees can apply within their own organizations. If your work is helping strengthen safety across business aviation, consider submitting a proposal in one of these focus areas: Safety Intelligence & Data-Driven Decision-Making, Artificial Intelligence & Decision Support, Safety Culture Beyond Compliance, Human Factors & Human Performance, Operational Resilience, Leadership for Safer Operations, Emerging Technologies & Advanced Air Mobility, Lessons Learned From Real-World Events. SUBMISSION DEADLINE:Sept. 11, 2026 Submit Your Speaker Presentation Today   Questions can be directed to Megan Helsel: [email protected] Registration Opens November 2026 Date: April 20-21, 2027 BASS 2026 is organized by Flight Safety Foundation in partnershipwith the National Business Aviation Association and NATA.   BASS 2027 HOST SPONSOR FOR EXHIBITOR OR SPONSOR INFORMATION, CONTACT: Elizabeth Allingham, Senior Conference Specialist: [email protected] Kerry Benik, Director, Marketing & Events:[email protected] Events Team: [email protected] Flight Safety Foundation members bolster our collective voice and allow for us to remain the only independent, impartial, and international safety advocate for the aviation and aerospace industry. Become a Member Today!AeroSafety World FSF EventsAsia Pacific Centre for Aviation SafetyAviation Safety NetworkMember BenefitsFSF Officers and StaffContact Membership View email in browser Flight Safety Foundation, Inc. · 1920 Ballenger Ave · 4th Floor · Alexandria, VA 223146913 · USA update your preferences or unsubscribe

TUG President Dave Belastock represented the business aviation pilot community as a panelist on the FlightGlobal “Future of Aviation” webinar: “Tackling the Threats to Navigation Resilience”, which focused upon GPS Jamming and Spoofing. Click the link to view a recording of the webinar.

https://www.flightglobal.com/events-webinars/2026/04/future-of-aviation-tackling-the-threats-to-navigation-resilience

Thanks to the efforts of the Teterboro Users Group in conjunction with the FAA, the New York TAC (and regular sectional) will be updated on May 14^th to include a Caution Box advising pilots on approach to RWY19 to be aware of VFR traffic and points them to the chart supplement. Below is a screenshot and a preview is available here – VFR Raster Charts.

The publication of this Chart Supplement Special Notice represents the first step in communicating, quantifying and mitigating the high prevalence of TCAS Resolution Advisories (RA) in the airspace surrounding KTEB. TUG encourages flight crews to exercise the highest levels of vigilance in the areas described and depicted, particularly when Teterboro operates on a south flow. Because this Chart Supplement Special Notice is difficult to find, we’ve attach the document below.

Next Steps

The U.S. Aviation Safety Team (USAST) has asked the General Aviation Issue Analysis Team and General Aviation Joint Safety Committee to initiate a safety risk assessment for the increasing Traffic Alert and Collision Avoidance System – Resolution Advisories (TCAS RAs) along the final approach corridor for RWY19 at Teterboro (TEB). The goal of the assessment is to identify and quantify the risk of the TCAS RA events, document proposed mitigations, and provide a report back to the USAST for next steps.

This assessment is expected to occur April 28^th – April 30^th, 2026, with a virtual kickoff meeting to occur in early April. The FAA, TUG and NBAA will participate in the SRA process, and we’ll provide further updates as necessary and appropriate.

Teterboro Airport (KTEB) will introduce a new instrument approach procedure, RNAV (GPS) RWY 01, beginning Feb. 19 at 0701Z. While offering the advantage of lateral and vertical guidance to the runway, the new IAP notably introduces a Visual Guidance Fix (VGF) and visual segment concept at TEB.  

We strongly encourage Operators to become familiar with a VGF and an Extended Visual Segment by reviewing InFO 24005, Instrument Approach Operations with a Visual Guidance Fix (VGF) and an Extended Visual Segment.

The procedure will be advertised on ATIS whenever the approach is in use, and pilots should advise ATC if they are unable to accept it.

No specific pilot training or operator authorization or operations specification is required to use an RNP approach procedure with a VGF and an extended visual segment; however, the approach must be in the navigation database.

The FAA introduced public Required Navigation Performance Approach (RNP APCH) procedures that offer the flightcrew continuous advisory lateral and vertical guidance in an extended visual segment leading to the landing runway threshold in 2019, in response to a request from the Commercial Aircraft Safety Team (CAST). These approach procedures feature a final approach track offset from the runway centerline and a published visual ground track beginning at the VGF which includes reference waypoints and recommended altitudes.

This type of approach is already available at:

• Ronald Reagan Washington National Airport (KDCA), Area Navigation (RNAV) (Global Positioning System (GPS)) runway (RWY) 33, 
• John F. Kennedy International Airport (KJFK), RNAV (GPS) Z RWY 13L and RNAV (GPS) Z RWY 13R, and 
• LaGuardia Airport (KLGA), RNAV (GPS) X RWY 31.

Effective January 22, 2026, the FAA implemented changes to the KTEB ILS Z or LOC Z Rwy 6, which include crossing VINGS at a Mandatory altitude of 2000’ and DANDY at a Mandatory altitude of 1300’. The justification for these changes can be found on the FAA Inflight Procedures Gateway web page as follows:

• Altitude change at DANDY from 1500 to AT 1300. New Transition from COATE TO ELIZE, STW to ELIZE TO ALIDA TO WAWAH VINGS. VINGS crossing altitude AT 2000. New crossing altitude at MALCN 3000. Cancels T-NOTAM !FDC 5/4001.
• Approval Request for Mandatory altitudes at VINGS and DANDY due to adjacent airport departure crossing restrictions.
• Waiver Request for Maximum Altitude Restriction In Missed Approach Segment.

Please be especially vigilant to honor these new requirements.

Wanted to share some clarification on what is happening with obstruction lighting for the ABC Tower.

Currently the tower has flashing white lights at the top and midway down the tower.  These are operational 24/7. 

However, the lighting manufacturer is working to address a problem with the red flashing lights, which typically would be used at night.  Currently, they can’t get the red flashers to operate while the Radio station is broadcasting. 

A NOTAM has been issued, but it generically indicates that the Obstruction Light is unserviceable – which is true of the red lights.  But I hope this email provides some additional clarification.  

!TEB 12/286 TEB OBST TOWER LGT (ASR 1046247) 405250.00N0740410.00W (1.9NM NNW TEB) 691.6FT (652.6FT AGL) U/S 2512192259-2601192359

The Obstruction Evaluation Specialist will keep us updated on any changes.

Please share this info as you see fit,

Kathy Moclair-Shea

NYAPIO Integration Officer, AEA-1SP

NY Area Program Integration Office

Email:  [email protected]

NYAPIO WEBSITE:  www.faa.gov/go/nyapio

Cameras for HPN & TEB are live on https://weathercams.faa.gov/. TUG participated in the selection of the location and direction of these cameras. We’re grateful to the FAA for completing this initiative in such a timely fashion from planning to implementation.

TUG President Dave Belastock represented operators in NBAA’s May 20 News Hour panel discussion with NBAA and FAA to address “Northeast Airspace Disruptions – Strategies for Decision-Making and Delay Mitigation”.

”The headlines have recently been dominated by news of outages in the Northeast’s busiest airspace, which are creating new complexities for business aviation operators. As the FAA urgently works on solutions, NBAA invites flight crews, schedulers and operators to a timely News Hour webinar. Representatives from the FAA, the Teterboro Users Group (TUG) and the industry will share available resources for navigating these challenges with confidence and compliance. This session will ensure you have the tools and peace of mind for operating strategically and safely, in the Northeast and throughout the aviation system.”

Click here to view the recording.

Washington, DC, May 14, 2025 – While the National Airspace System (NAS) remains the world’s safest, recent equipment outages across one of the nation’s busiest sectors have rattled pilots and air traffic controllers (ATC) alike. As the Federal Aviation Administration (FAA) works to resolve these challenges across the Northeastern U.S., the National Business Aviation Association (NBAA) urges business aviation flight crews to approach the situation with level heads and work strategically within established procedures. On May 12, Transportation Sec. Sean Duffy announced the formation of a “tiger team” task force dedicated to resolving issues in the Philadelphia Terminal Radar Approach Control (TRACON Area C) sector that controls airspace overlying multiple New York City-area airports. Solutions in the works include adding three new, high-bandwidth feeds between the New York-based Standard Terminal Automation Replacement System (STARS) and the Philadelphia TRACON to provide greater speed, reliability and redundancy. The FAA is also deploying a temporary backup system to maintain communications, with plans for a dedicated STARS hub for the Philadelphia location. Additional controllers are also part of the solution. The FAA noted Area C currently has 27 fully certified controllers and supervisors on duty, with an additional 21 in training. Of the latter, 10 are receiving on-the-job training to cover additional sectors but are already certified on at least one position, with three certified on multiple positions. In the near term, however, flight crews should expect possible traffic management initiatives in the region, which may impact operations to and from some of the area’s busiest general aviation airports including New Jersey’s Essex County Airport (CDW), Morristown (MMU) and Teterboro (TEB). “NBAA is in direct dialogue with the FAA to work through this situation,” said Heidi Williams, NBAA senior director of air traffic services and infrastructure. “We encourage business aviation flight crews to consider their alternatives before wheels up. Think strategically, as always, but remain flexible in your plans.” For example, congestion at TEB may drive crews to file Westchester County Airport (HPN) as an alternate, leading to similar delays at that New York airport. “Consider and plan for additional alternatives outside the immediate area or drop and go operations could be an option,” Williams said. “Pilots may also consider tankering additional fuel in the event of delays or reroutes.” NBAA also urges pilots to utilize flight planning resources available from both NBAA and the agency. That includes subscribing to Airspace/Airport Alerts from NBAA Air Traffic Services, and staying updated on the status of the National Airspace System through nasstatus.faa.gov. Additionally, NBAA will host a live News Hour webinar early next week featuring expert guidance on the procedures and tools in place to manage operations in the near term and how to ensure business aviation flights in the sector support the highest levels of safety. Williams stressed crews should not attempt to deviate from established airspace procedures. “We recognize the challenges and strongly encourage crews to keep level heads, exercise patience and thorough preflight planning, and we’ll get through this together.”

Contact: Dan Hubbard, 202-431-5970, [email protected]

     Washington, DC, May 8, 2025 – Today, the National Business Aviation Association (NBAA) joined more than 50 other industry groups to express strong support for Department of Transportation (DOT) Secretary Sean Duffy’s proposal for a comprehensive upgrade of the nation’s air traffic control (ATC) system, which serves approximately 45,000 flights and 2.9 million passengers every day.

“Secretary Duffy’s plan cements America as a global leader in aviation, investing in both technology and the air traffic control workforce to enhance U.S. aviation safety and reliability,” NBAA President and CEO Ed Bolen said in remarks delivered at an event held in Washington, DC, to unveil the DOT plan. “The swift implementation of these updates is not just important, it’s imperative. We commend the Secretary for his focus on speed, efficiency, and safety and we fully support his call for Congress to provide the necessary funding.”

Importantly, a central focus of Secretary Duffy’s plan to modernize the ATC system focuses on implementing needed technological upgrades, enhancing connectivity and ensuring U.S. infrastructure can adapt to evolving technologies and increasing air traffic. Additionally, Secretary Duffy’s focus on accelerating the recruitment and training of air traffic controllers, which is part of his supercharge program announced in February, is a crucial step in addressing a longstanding workforce shortage.

In supporting Secretary Duffy’s plan, NBAA has joined the Modern Skies Coalition, (modernskies.com), a new group comprised of more than 50 industry organizations supporting the Administration’s plans to upgrade aviation safety and maintain America’s position as the global leader.

“We are deeply appreciative that Secretary Duffy has made our nation’s air traffic control system a priority and look forward to working with the Administration and Congress to bring this vision to fruition,” the coalition said.

The coalition applauded the Administration’s budget request of $4 billion for FAA’s technology and Facilities and Equipment (F&E), which is higher than ever before. The coalition also expressed appreciation for the Chairman of the House Committee on Transportation and Infrastructure, Sam Graves (R-6-MO), for taking a first step and moving $12.5 billion of ATC modernization funding through his committee.

At the same time, the group called for continued sufficient budget requests and an immediate robust infusion of resources to address soaring operational demands and enhance safety measures. “We believe a minimum of $18.5 billion in additional emergency funding should be appropriated over the next three years above the FAA’s annual F&E budget,” the coalition said in its statement.

Read the full Modern Skies Coalition statement here.

“The future of air travel in the U.S. depends on a robust and resilient air traffic control system,” Bolen concluded. “NBAA recognizes that maintaining safety and improving efficiency requires collaboration and investment from all stakeholders involved, and we stand ready to assist Secretary Duffy and the Administration in driving these essential changes.”

View a video of Ed Bolen’s remarks from the event introducing the DOT’s plan.

Review the full version of Ed Bolen’s prepared remarks for the event introducing the DOT’s plan.

FAA Brand New Air Traffic Control Plan

FAA Brand New Air Traffic Control System

As we migrate from Spring to Summer 2025, Teterboro Airport continues to see numerous operational constraints within the ATC environment. Many of these constraints are related to the transition of the Newark sector into the Philadelphia TRACON, Area C.  While other challenges such as Newark construction and VIP Temporary Flight Restrictions add to the mix.

We are experiencing increased Area C staffing triggers which lower the arrival and departure rates for all four Newark sector airports (EWR, TEB, CDW and MMU). Staffing triggers can occur at the last minute and traffic management initiatives are required to manage the traffic with Ground Stops, Ground Delay Programs and/or an Airspace Flow Program which combine TEB, MMU and CDW arrivals as one.

With the variety of ATC Initiatives being used we recommend flight operators monitor the FAA ATC OIS webpage at https://nasstatus.faa.gov/ for up to the minute details on what initiatives are in place.

In addition, a major construction project at Newark Liberty Intl, including the closure of Runway 4L/22R through June 15, has added to the challenges. This runway closure necessitates the increased usage of arrivals to Runway 29 at EWR.

·       On a south flow, EWR arrivals going to Runway 29 have a minimal effect on Teterboro operations.

·       However, on a north flow the increased usage of EWR arrivals to Runway 29 will necessitate the need to transition from the ILS Runway 6 at TEB to the RNAV GPS X Runway 6 approach.

Another constraint will be Temporary Flight Restrictions associated with POTUS trips to Bedminster, NJ which typically ramp up as we head into the summer months.

·       When the Bedminster TFR is active, General Aviation operations out of Teterboro, in addition to many other airports in the NYC Metro area, will lose access to the West departure fixes. Aircraft will need to file over the North and South departure fixes.

·       Arrivals into TEB are also affected by the Bedminster TFR as arrivals from the south will need to reroute off the JAIKE arrival and either route up over Long Island and/or up over eastern PA.

·       The Command Center will publish required routes when these TFR routes are active. They can be found on the FAA ATC Reroutes webpage at https://www.fly.faa.gov/ratreader/jsp/index.jsp