Photo: Teterboro flow control, waiting to cross Rwy 19 and join the line for Rwy 24, 28 July 2016 (Nikon D750, F22/ 1/200s, ISO 1250, 190mm)

Eddie Sez:

If you rely on Teterboro, the noise restrictions are very real and the penalty for a violation is harsh: strikes one and two are on your record for two years and if you get a third strike in a two year period, you are banned for life.

Gulfstream believes a normal takeoff will satisfy all the restrictions except for Runway 24 between 2200 and 0700L. Teterboro says you should use the NBAA noise abatement procedure which calls for flying at V2+10 until 300 feet AGL and then reducing power to "minimum safe climb power" until 3,000 ft. But what is "minimum safe climb power?"

A better idea is to use the Gulfstream close-in noise profile provided to JAA aircraft in GAC-OMS-02, Noise Abatement Departure Procedures for JAA/EASA Operators. You fly V2+10 to 800' AGL, select MAN speed and allow the autothrottles to set climb power, at 3,000' select AUTO speed and retract the flaps. Read more about this at G450 Procedures & Techniques / Noise Abatement.


Airport Name

Teterboro Airport, NJ

Time

Summer: UTC -4 EDT (Summer)

Winter: UTC -5 EST (Winter)


Curfew

"Voluntary restraint of non-essential aircraft operations during the hours of 11 p.m. and 6 a.m." reference the Teterboro Noise Office (201) 393-0399.


Customs

Teterboro has a robust customs office capable of handling multiple airplanes very quickly, you just have to know the protocols. You can download those protocols right here: Teterboro Airport Customs Procedures.


La Guardia Conflict

Figure: KLGA / KTEB Conflict, from Jeppesen JeppView en route charts.

Teterboro is a very busy airport with lots of IFR pitfalls, congested airspace and ever more congested ramp space. Every now and then there is flow control and you can't expect to be allowed to start engines when you hoped. (Listen carefully to the ATIS.) You need to have your act together for this airport.

La Guardia is just five miles away and if KLGA is landing on runway 13, KTEB will actually shutdown indefinitely. This is rare, but I have seen this happen once.


Airport Diagram


Airport Risk Analysis

High density IFR operations, complex departure procedures, some arrivals involve visual maneuvering around obstacles.


Noise Considerations

From the Gulfstream Noise Information Manual: "A voluntary ban on all Stage 2 aircraft operations at all times is in effect. Runway 24 is the noise sensitive runway, and noise violations are issued to aircraft that exceed the noise limit by 1 dB on departure. A noise violation lasts for two years, and if an aircraft received three violations in a two year period, that aircraft will be banned permanently from the airport. Additionally, a voluntary ban on all non-essential operations between 2300 – 0600 local is in effect. Gulfstream recommends that Quiet Flying procedures are used at all times for both arrivals and departures."

"A departure noise limit of" [is in effect]:"

The airport publishes 2300, not 2200.

* Note: the Teterboro Airport Quiet Flying Program provides for two exceptions to the Runway 24 noise restriction:

There is a third exception. From the Teterboro Noise Abatement Manager:

G450 Notes

Note that a G450 Stage IV levels are:

Gulfstream no longer offers specialized noise abatement procedures for U.S. aircraft, but they do have an excellent JAA procedure that may be of use to you. See: G450 Procedures & Techniques / Noise Abatement Procedures.

A G450 may or may not trip the noise sensors, depending on weight and atmospheric conditions; G450's have been been issued noise violations off runway 24.

Be careful if tower is using Runway 24 after 2200L while Runway 19 is available. Tower doesn't really care about you getting a noise violation and if you ask them about this, they will say Runway 24 is okay. The Teterboro Noise Office, (201) 393-0399, may beg to differ. Unless Runway 19 is closed or using it would exceed your crosswind limits, the correct answer is to request Runway 19, even if that delays you. Getting this wrong can get you banned from the airport. There is a one-time good deal, however, to get you out of this. Call Teterboro Ops on 130.575 and ask them about a "voluntary noise plot." They may agree to letting you takeoff to get a noise plot on your aircraft for their database. I am told this is one-time "no harm, no foul" deal.


Class B Considerations

KJFK


Arrival Notes

"Circling"

You will often be asked to circle when the weather is good and approaches are being made to either Runway 01 or 24. It is important to realize tower does not expect you to keep the aircraft within normal circling radius and at the circling MDA. Tower will quite often instruct you at what point to begin maneuvering, usually outside of your approach category radius but easily inside the airport traffic area. As for altitude, there is no need to hug the MDA. As stated here:

[FAA-H-8083-15B, Page 10-20] It is important to remember that circling minimums are only minimums. If the ceiling allows it, fly at an altitude that more nearly approximates VFR traffic pattern altitude. This makes any maneuvering safer and brings the view of the landing runway into a more normal perspective.

Runway 01

There are no instrument approaches to Runway 01, though it is often used for arrivals. Arrival usually entails an ILS 06, Circle 01, done outside normal circling airspace starting at TORBY to avoid Giant Stadium:

Runway 01 has a 3.46° VASI.

Video

Runway 06

There is an ILS to Runway 06 with a mandatory crossing restriction to cross DANDY at 1500' which seems to catch more than a few pilots.

You may find yourself vectored right down to 2,000 feet for an early intercept. It may have something to do with traffic at Newark (KEWR) or controller workload. But if you find yourself there don't be surprised to see the radio altimeter creep into view now and then. Our FOQA has flagged this as a CFIT risk but there were no cockpit indications.

Once you've landed, if you need to turn left, you need to either turn off on taxiway L or roll to the end. This from the airport:

  • On January 18, [2015] Teterboro Tower will implement a new policy/procedure with respect to aircraft landing on Runway 6. Teterboro's unique runway and taxiway geometry has previously necessitated the "hold short of Runway 1" instruction when turning off at taxiway B, occasionally creating pilot confusion and the potential for a runway incursion. After extensive time and motion study, Teterboro Tower has concluded that both efficiency and safety will be enhanced by instructing aircraft bound for FBOs on the west or south sides of the field to exit Runway 6 at the runway end onto Taxiway A (if landing rollout advances past taxiway L). Such instructions will enable continued operations on both Runways 1 and 6 until a gap exists for the controller to permit one or more aircraft to cross Runway 1 from the taxiway A holding pad.

  • Historically, aircraft landing Runway 6 and bound for FBOs on the west or south sides of the field have been instructed to exit on Taxiway B and hold short of Runway 1. While holding short of Runway 1, the tail of the aircraft may continue to extend over the Runway 6 hold line, which is understood and accepted by the controller but may be counterintuitive to pilots.

Videos: Night and Day.

Runway 19

The Jeppesen airport procedures programs says to avoid the hospital 1.7 nm north of the approach path.

From the Teterboro Noise Abatement Manager:

The standard arrival used to be the VOR/DME-A, Circle to 19. There were quite a few pitfalls, not the least of which was finding the runway. Once they installed the ILS to 19, it became a bit easier:

The standard arrival now seems to be the ILS, which is quite easy: Video

Runway 24

Approach: Runway 24 has a 3.25° VASI and the bank building on short final can be intimidating. Visuals can be busy, video: KTEB Visual Runway 24.

Departure: Runway 24 is 15 db more sensitive than the other runways and a G450 will trigger a noise violation between 2300 and 0600L. (See Noise Considerations, above.)


Departure Notes

Keep a listening watch on ground control to get a feel for departure delays and possible flow control. The airport can institute delays measured in hours (my record is five) depending on the situations at LaGuardia, Kennedy, and Newark. If there are delays, you may be advised to get in line prior to engine start.

Dalton Departure. The Dalton Departure is a VFR procedure which requires you to depart VFR and pick up the IFR two miles south of the airport. You are kept low to avoid KEWR departure traffic.

Ruudy Departure The Ruudy Departure is the standard fare off Runway 24. You need to prebrief several key points:

You will more than likely be vectored and climbed before WENTZ, but not always.

It happens fast.

Teterboro Departure. The Teterboro Departure is fairly straight forward: just a series of turns. You may be given fairly complex instructions to turn and intercept radials. These routings are published on the departure procedure and will help you understand the instructions as you get them, you should study the routing to your first fix before taking off:


See also:

http://www.airportflightcrewbriefing.com/teterboro/

https://whispertrack.com/airports/KTEB


FBO Notes

CAA Preferred: Meridian, 485 Industrial Avenue Teterboro, NJ 07608, 201-288-5040, 131.52


Mishaps of note

Challenger 600 takeoff Runway 06 beyond Center of Gravity limits.

Gulfstream IV lands with autothrottles engaged.


References

FAA-H-8083-15B, Instrument Flying Handbook, U.S. Department of Transportation, Flight Standards Service, 2012