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 Noise Abatement.
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)
Summer: UTC -4 EDT (Summer)
Winter: UTC -5 EST (Winter)
"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.
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.
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.
High density IFR operations, complex departure procedures, some arrivals involve visual maneuvering around obstacles.
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:
Teterboro is also pretty good about updating its information here: https://whispertrack.com/airports/KTEB.
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 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.
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.
When you are told to "circle to runway one" or "circle to runway two four" you are not being told to keep the airplane within published circling radii or the posted visibility minimums. You are being told to visually maneuver from one extended centerline to another. This is critical! More about this: The Teterboro Circling Conundrum.
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.
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:
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:
Approach: Runway 24 has a 3.25° VASI and the bank building on short final can be intimidating. Visuals can be busy, more often than not you will be circling from Runway 19: KTEB ILS 19 Circle 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.)
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 at least two 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:
CAA Preferred: Meridian, 485 Industrial Avenue Teterboro, NJ 07608, 201-288-5040, 131.52
FAA-H-8083-15B, Instrument Flying Handbook, U.S. Department of Transportation, Flight Standards Service, 2012
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