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.
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.