{"id":25812,"date":"2024-07-23T05:56:10","date_gmt":"2024-07-23T09:56:10","guid":{"rendered":"https:\/\/ops.group\/blog\/?p=25812"},"modified":"2024-07-23T06:28:27","modified_gmt":"2024-07-23T10:28:27","slug":"teterboro-rip-the-ruudy-six","status":"publish","type":"post","link":"https:\/\/ops.group\/blog\/teterboro-rip-the-ruudy-six\/","title":{"rendered":"Teterboro: RIP the RUUDY SIX"},"content":{"rendered":"<p>For some time now, the problematic <strong>RUUDY 6 SID<\/strong> out of KTEB has been causing trouble. In fact, just prior to the pandemic the FAA <a href=\"https:\/\/www.faa.gov\/air_traffic\/flight_info\/aeronav\/acf\/media\/RDs\/19-01-331_Hotspot_Info_on_Dept-Arr_Charts.pdf\" target=\"_blank\" rel=\"noopener\">reported<\/a> it had resulted in nearly two hundred <strong>pilot violations<\/strong> in just six years.<\/p>\n<p>If you\u2019re not familiar with it, it is a departure from Runway 24. Here&#8217;s the chart:<\/p>\n<p><img loading=\"lazy\" decoding=\"async\" class=\"size-large wp-image-25826 alignnone\" src=\"https:\/\/ops.group\/blog\/wp-content\/uploads\/2024\/07\/RUUDY-6-1024x806.png\" alt=\"\" width=\"1024\" height=\"806\" srcset=\"https:\/\/ops.group\/blog\/wp-content\/uploads\/2024\/07\/RUUDY-6-1024x806.png 1024w, https:\/\/ops.group\/blog\/wp-content\/uploads\/2024\/07\/RUUDY-6-300x236.png 300w, https:\/\/ops.group\/blog\/wp-content\/uploads\/2024\/07\/RUUDY-6-768x605.png 768w, https:\/\/ops.group\/blog\/wp-content\/uploads\/2024\/07\/RUUDY-6.png 1177w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\" \/><\/p>\n<p>The reason for the high number of deviations is cause for debate with <strong>both lateral and vertical excursions<\/strong> reported. In the case of the latter, one suggestion is that the procedure itself isn&#8217;t that clear. For instance, a typical IFR clearance out of TEB includes the phrase &#8220;<em>climb via the SID<\/em>.&#8221;<\/p>\n<p>Take another look at the chart &#8211; it requires a level off at 1500\u2019 and an instruction to maintain 2000\u2019.<\/p>\n<p>This can be interpreted in two different ways \u2013 either to maintain 1500\u2019 until cleared to 2000\u2019, OR to continue climb to 2000\u2019 passing the waypoint WENTZ.<\/p>\n<p>The Teterboro Users Group (TUG) since <a href=\"https:\/\/www.faasafety.gov\/files\/notices\/2022\/Jun\/TUG_Enhanced_TEB_RUUDY_6_(003).pdf\" target=\"_blank\" rel=\"noopener\">clarified<\/a> the latter is correct, given there are actually three things going on at once:<\/p>\n<ul>\n<li><strong>A turn to WENTZ to separate aircraft on Newark\u2019s 22L ILS above.<\/strong><\/li>\n<li><strong>A level restriction at WENTZ to keep aircraft away from aircraft descending to 2500\u2019 above.<\/strong><\/li>\n<li><strong>Achieving the minimum vectoring altitude for the area \u2013 hence the subsequent climb to 2000.\u2019<\/strong><\/li>\n<\/ul>\n<p>And all of this while managing the energy of high-performance business jets shortly after take-off into some of the busiest airspace in the world. There is little room to get things wrong.<\/p>\n<p>But people were, and quite consistently. And so, work began to develop a <strong>clearer SID<\/strong> to replace the troublesome RUUDY.<\/p>\n<h4>Welcome Wentz.<\/h4>\n<p>On July 11 that finally happened with the publication of the new <strong>WENTZ ONE SID<\/strong> &#8211; almost.<\/p>\n<p>The WENTZ ONE is effectively an improvement to remove the ambiguity. It does away with the step climb to 2000\u2019, instead requiring aircraft using it to maintain the one level \u2013 1500\u2019.<\/p>\n<p>ATC will issue any subsequent climb instruction.<\/p>\n<p>Here\u2019s what the new procedure looks like:<\/p>\n<p><img loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-25827 alignnone\" src=\"https:\/\/ops.group\/blog\/wp-content\/uploads\/2024\/07\/WENTZ.png\" alt=\"\" width=\"512\" height=\"859\" srcset=\"https:\/\/ops.group\/blog\/wp-content\/uploads\/2024\/07\/WENTZ.png 512w, https:\/\/ops.group\/blog\/wp-content\/uploads\/2024\/07\/WENTZ-179x300.png 179w\" sizes=\"auto, (max-width: 512px) 100vw, 512px\" \/><\/p>\n<p>Here&#8217;s the kicker though, while the charts have been published, <strong>no one is flying it just yet<\/strong>. Why?<\/p>\n<p>TUG explains that this is due to FAA controller training requirements, which are essential. Given the pending relocation of Newark&#8217;s airspace from NY TRACON to Philadelphia TRACON it is difficult to predict exactly when this process will be finished.<\/p>\n<p>So, while the plate will appear in your EFB, expect the RUUDY SIX for a short while yet.<\/p>\n<h4>What about an instrument approach to Runway 01?<\/h4>\n<p>While we have you here \u2013 there is another problem pilots need to contend with at TEB.<\/p>\n<p>An instrument approach to Runway 01, or lack thereof.<\/p>\n<p>Right now, the common procedure is the ILS 06, <strong>circle-to-land<\/strong> 01 to keep you clear of Newark.<\/p>\n<div id=\"attachment_25831\" style=\"width: 918px\" class=\"wp-caption aligncenter\"><img loading=\"lazy\" decoding=\"async\" aria-describedby=\"caption-attachment-25831\" class=\"size-full wp-image-25831\" src=\"https:\/\/ops.group\/blog\/wp-content\/uploads\/2024\/07\/01.png\" alt=\"\" width=\"908\" height=\"697\" srcset=\"https:\/\/ops.group\/blog\/wp-content\/uploads\/2024\/07\/01.png 908w, https:\/\/ops.group\/blog\/wp-content\/uploads\/2024\/07\/01-300x230.png 300w, https:\/\/ops.group\/blog\/wp-content\/uploads\/2024\/07\/01-768x590.png 768w\" sizes=\"auto, (max-width: 908px) 100vw, 908px\" \/><p id=\"caption-attachment-25831\" class=\"wp-caption-text\">The challenging ILS 06, circle 01.<\/p><\/div>\n<p>This approach is <strong>challenging<\/strong> for a number of reasons. If you\u2019re not familiar with those, check out Code 7700\u2019s full briefing <a href=\"https:\/\/code7700.com\/kteb_circling_conundrum.htm\" target=\"_blank\" rel=\"noopener\">here<\/a>.<\/p>\n<p>For some time now TUG has been advocating tirelessly for a <strong>proper RNAV approach<\/strong> which is long since overdue. There has been some progress for some Honeywell users. Since last year there has been a <strong>coded FMS visual approach<\/strong> that replicates the visual to Runway 01, but with lateral guidance and vertical guidance using familiar waypoints DANDY and TORBY. It does this with moderate angles of bank and a gentle 3.5 degree slope alleviating some of the existing threats of the procedure.<\/p>\n<p>You can watch that approach below:<\/p>\n<p><a href=\"https:\/\/watch.honeywell.com\/watch\/aa4HU2xWp1gXDto8BhFjWw\" target=\"_blank\" rel=\"noopener\"><img loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-25837 alignnone\" src=\"https:\/\/ops.group\/blog\/wp-content\/uploads\/2024\/07\/TEB-RNAV.png\" alt=\"\" width=\"654\" height=\"369\" srcset=\"https:\/\/ops.group\/blog\/wp-content\/uploads\/2024\/07\/TEB-RNAV.png 654w, https:\/\/ops.group\/blog\/wp-content\/uploads\/2024\/07\/TEB-RNAV-300x169.png 300w\" sizes=\"auto, (max-width: 654px) 100vw, 654px\" \/><\/a><\/p>\n<p>With regards to a publicly available instrument approach to KTEB&#8217;s 01, TUG advises we will need to wait a while longer yet. They will have a formal update for us later this year.<\/p>\n","protected":false},"excerpt":{"rendered":"<p>For some time now, the problematic RUUDY 6 SID out of KTEB has been causing&#8230;<\/p>\n","protected":false},"author":49,"featured_media":25852,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[3],"tags":[1168,271,1169,275],"class_list":{"0":"post-25812","1":"post","2":"type-post","3":"status-publish","4":"format-standard","5":"has-post-thumbnail","7":"category-briefings","8":"tag-kteb","9":"tag-new-york","10":"tag-ruudy6","11":"tag-teterboro"},"_links":{"self":[{"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/posts\/25812","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/users\/49"}],"replies":[{"embeddable":true,"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/comments?post=25812"}],"version-history":[{"count":23,"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/posts\/25812\/revisions"}],"predecessor-version":[{"id":25851,"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/posts\/25812\/revisions\/25851"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/media\/25852"}],"wp:attachment":[{"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/media?parent=25812"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/categories?post=25812"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/ops.group\/blog\/wp-json\/wp\/v2\/tags?post=25812"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}