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CALL TO ACTION – CLICK HERE

Here is a quick summary from NBAA Regional Representative Brittany Davies:

• This bill allows for NY citizens to seek monetary reparations for noise pollution from rotorcraft. It passed through the Senate and the Assembly, and currently awaits the Governor’s decision to either sign or veto it.  
• NBAA , collectively with other aviation groups, have sent a coalition letter to the Governor strongly opposing that the bill be signed. Click here to read the letter.
• This Call to Action is for the State bill, however there is additional legislation mirroring this bad policy at both the NYC level and the Federal level.  
  • NYC:  Int 0551-2022 and Int 0226-2022
  • Federal bill that was introduced by NY legislators, H.R.7769. 

We will hold our Virtual TUG Meeting on Wed, Sept 21, 2022 at 10:00 am EDT.

MEETING DETAILS

TUG Meeting – Sept 21
Sep 21, 2022, 10:00 AM – 12:00 PM (America/New_York)

Please join my meeting from your computer, tablet or smartphone.
https://meet.goto.com/713942797

You can also dial in using your phone.
Access Code: 713-942-797
United States: +1 (224) 501-3412

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 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.

AGENDA

• Ed Bolen, NBAA, President, will brief our attendees on the state and future of Business Aviation, with an emphasis on legislation and new technologies. https://NBAA.org
• Jeff Timmerman, GE Digital, Aviation Software, Account Director, Business Aviation, will introduce FlightPulse: Designed by pilots, for pilots, FlightPulse provides access to data like never before. The Preflight module provides aggregated data from across the operation for more informed fuel decisions and departure briefings, while the Postflight module provides secure access to data from a pilot’s individual flight history, allowing them to analyze their own operation of the aircraft in relation to their peers and self-discover areas to optimize operations and efficiency. GE Digital FlightPulse
• Jim Johnson, Honeywell, Senior Manager, Flight Technical Services, will preview Honeywell’s proposed FMS Advisory Guidance RNAV-V procedure designed to enhance safety by assisting pilots with lateral and vertical guidance when executing the KTEB ILS 6, Circle Rwy 1. https://aerospace.honeywell.com/us/en/products-and-services/industry/business-jet
• Joe Dickinson, TUG, Vice President, will preview a proposed alternative RUUDY 6 SID chart format designed to enhance procedural clarity. https://teterborousersgroup.org
• Maria Sheridan and Scott Marsh, PANYNJ Airport Manager and Manager Airport Operations and Security, respectively will provide an Airport Operations update. https://www.panynj.gov/airports/teterboro.html
• Jason Beim, FAA KTEB ATCT Manager, will provide a brief Runway Safety Action Team (RSAT) synopsis, as well as an update regarding efforts to mitigate pilot deviations on the RUUDY 6 SID . https://www.faa.gov

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

TUG has been working collaboratively with FAA ATC, PANYNJ, NBAA, Jeppesen and the biz pilot community to mitigate pilot deviations on the RUUDY 6 RNAV SID, and our collective efforts have generated improvements. In the furtherance of this objective, we are seeking your input to determine the most effective Jeppesen chart depiction. Given current chart format standards, the choice is binary: continue to use the present chart format, or adopt the format currently used for the TETERBORO 4 SID.

Please see the choices below, and click here for the Google Forms Survey to choose that which you believe is best and offers the greatest clarity. The survey will close on Monday, September 19th, after which we’ll submit the results to the relevant authorities for a final decision. Additionally, we will share the results of this survey during our TUG meeting on Wednesday, September 21st.

Thanks for your participation and professionalism, TUG’s Board of Directors

Current RUUDY Chart Format:

Proposed Alternate RUUDY Chart Format:

Please click here to view a YouTube video featuring two Bergen County elected officials who, in the interest of mitigating noise in their communities, respectfully request that pilots use the RNAV (GPS) X Rwy 19 IAP when operationally feasible. In order to address pilot operational concerns , TUG is working with the FAA on possible enhancements to improve that acceptability of this procedure. In the meantime, please review our recommended best practices encapsulated in the article, entitled “KTEB (RNAV) GPS X Rwy 19” that you’ll find on our Operations > Airspace & Procedures page: https://teterborousersgroup.org/operations/airspace/

We’ve come to understand that there exists a restriction in the practical application of CPDLC DCL within the U.S. NAS. This restriction is specific to the FAA Data Comm system, and therefore impacts all users and all FMS regardless of OEM.

When issued a CPDLC DCL other than “Cleared As Filed”, the clearance will include a loadable route (“Push to Load”), which the crew must Insert and Activate. This loaded route will NOT contain the assigned SID. If the Runway and SID had been previously loaded into the FMS, this action may retain the Runway and associated performance information but will drop the SID and its associated waypoint list segments and constraints. Consequently, the crew will need to reinsert and activate the SID for which they’ve been cleared.

The FAA and its industry partners are exploring options that may allow the DCL system to incorporate the SID into the loadable clearance. In the meantime, crews are encouraged to comply with SOPs and remain vigilant in verifying that the FMS is properly programmed with the cleared flight segments, as well as altitude and speed constraints, and that the appropriate level of automation (flight guidance, autoflight, autothrottles) and crew coordination is briefed and implemented.

Our own Captain Jim Dramis has written an excellent article regarding his technique recommendations for how to fly the RUUDY 6 SID. You can download the article via our Operations > Airspace & Procedures tab: https://teterborousersgroup.org/operations/airspace/

A recent increase in RUUDY 6 pilot deviations, as well as a Rwy 19 missed approach pilot deviation, prompted the FAA to issue the following two Letters to Airmen. The Teterboro Users Group published and disseminated RUUDY 6 guidance material on May 5, 2018, and are re-posting the information below. Since the RUUDY 6 is the primary SID issued to flight crews departing KTEB Rwy 24, please carefully review the text and graphics specified on the Jeppesen and/or U.S. Government charts, and brief the lateral and vertical modes, ASEL selection, automation management and crew coordination requirements necessary to comply with all published lateral and vertical provisions of the procedure.

The KTEB RWY 6/24 rehab project has begun, with associated runway and airport closures scheduled primarily on nights and weekends through April 2023:

TUG will continue to post scheduled weekly runway construction/closure bulletins on our Operations > Airport page: https://teterborousersgroup.org/operations/safety/.

Arrivals: When operating on a northerly flow, and dependent upon winds/weather and KEWR’s runway configuration, KTEB arriving traffic may expect either the ILS 6, Circle Rwy 1 approach, or the RNAV (GPS) X Rwy 6. TUG continues to work with the FAA, PANYNJ, avionics OEMs, training and FDM providers to develop a procedure that will provide lateral and vertical guidance to Rwy 1. In the meantime, we encourage crews to carefully prepare, brief, and execute the circling maneuver. For further guidance regarding the ILS 6, Circle Rwy 1, we encourage you to read James Albright’s superb article: https://code7700.com/kteb_circling_conundrum.htm.

Departures: When operating on a southerly flow, Departures should expect to be cleared for the Teterboro 4 SID, which may result in extensive delays due to the FAA IFR procedural requirement for NY TRACON to establish a 10 nm gap between KEWR Rwy 22L arrivals and each KTEB Rwy 19 departure. In order to reduce delays, TUG worked closely with the FAA to develop the Dalton 2 Visual Departure, which requires only a 5 nm gap between overhead KEWR arrivals. Pilots must specifically request this procedure, and will likely be informed to “expect an indefinite delay.” This language does not necessarily imply a lengthy delay, but merely reflects the requirement for KTEB ATCT to coordinate the release with NY TRACON. Crews will not experience a longer delay than that associated with the Teterboro 4, and may do substantially better. Please note, however, the following requirements, paying particular attention to the low initial level-off altitude and need for careful speed management.

DALTON 2 Departure: TEB RWY 19 departures may conflict with Newark (EWR) RWY 22 arrivals. To ensure separation the Dalton 2 Departure Procedure, a visual departure procedure with transition to an IFR clearance, was developed.

PROCEDURES: Pilots should specifically request this procedure using this terminology, “DALTON 2 DEPARTURE PROCEDURE”.

After departure, TEB RWY 19 Dalton 2 departures are required to:

1. Turn right heading 280°, complete the turn within the TEB 2.4 DME.

2. Maintain at or below 1,300′.

3. Do not exceed 180 knots.

NOTE: Careful airspeed management may be required to complete the turn depending on takeoff weight and/or aircraft performance.

4. Maintain VFR. if unable advise.

5. Expect a climb clearance west of the EWR ILS 22 final approach course.
NOTE: The climb clearance constitutes IFR activation and pilots are expected to resume normal speed

6. Expect control instructions to a departure fix as described in the published TEB Standard Instrument Departure.

7. In the event of lost communication prior to IFR activation, squawk 7600 and maintain VFR.

8. Aircraft unable to comply with these restrictions are required to advise TEB tower prior to taxi and request the published Standard Instrument Departure.