TEB SOP

New York ARTCC

Standard Operating Procedure — Teterboro ATCT

Rev. 9 — Revised: 2026-06-24

Area at a glance

ICAO Code	Airport Name	Airspace
KTEB	Teterboro	D

Purpose

This document prescribes the procedures to be utilized for providing air traffic control services at Teterboro Air Traffic Control Tower (ATCT). The procedures described herein are supplemental to the New York ARTCC Standard Operating Procedures and FAA Order JO 7110.65.

Distribution

This order is distributed to all New York ARTCC personnel.

Procedural Deviations

Exceptional or unusual requirements may dictate procedural deviations or supplementary procedures to this order. A situation may arise that is not adequately covered herein; in such an event use good judgment to adequately resolve the problem.

Staffing

Teterboro is a satellite of Newark Airport. However, Teterboro is still a minor airport, and thus may be staffed by any New York ARTCC member (up to and including S2). TRACON service to Teterboro is provided by EWR sector of New York TRACON (N90).

Operational Positions

TEB ATCTN90 TRACON

Position	Callsign	Radio Name	Frequency	Identifier
Clearance Delivery	TEB_DEL	Teterboro Clearance Delivery	128.050
Ground	TEB_GND	Teterboro Ground	121.950
Tower	TEB_TWR	Teterboro Tower	119.500	4J
ATIS	KTEB_ATIS		132.850

LaGuardia AreaKennedy AreaIslip AreaNewark AreaLiberty Area

Sector	Callsign	Frequency	Identifier	Combined Sector
LaGuardia Departure	LGA_DEP	120.400	1L	Primary Departure
HAARP	LGA_V_APP	120.800	1V	Primary Approach (LGA_APP when combined)
Final Vector	LGA_F_APP	134.900	1F	1V
NYACK	LGA_Y_DEP	120.550	1Y	1X (1L if NOBBI is not covered)
EMPYR	LGA_D_APP	127.300	1D	1V
NOBBI	LGA_X_APP	126.400	1X	1V

Sector	Callsign	Frequency	Identifier	Combined Sector
Final Vector	JFK_A_APP	132.400	2A	2K
CAMRN	JFK_G_APP	128.125	2G	2K
Kennedy Departure	JFK_DEP	135.900	2J	Primary Departure
ROBER	JFK_K_APP	125.700	2K	Primary Approach (JFK_APP when combined)
Kennedy Satellite	JFK_M_APP	118.400	2M	2K

Sector	Callsign	Frequency	Identifier	Combined Sector
Islip	ISP_H_APP	134.550	3H	Primary TRACON
Calverton	ISP_N_APP	120.050	3N	3H
SEALL	ISP_R_APP	133.100	3R	3H
VIKKY	ISP_O_APP	128.625	3O	3H
LOVES	ISP_Z_APP	124.075	3Z	3H
BEADS Low	ISP_I_APP	118.950	3I	3H
BEADS High	ISP_B_APP	125.975	3B	3H

Sector	Callsign	Frequency	Identifier	Combined Sector
Newark Departure	EWR_DEP	119.200	4N	Primary Departure
Yardley	EWR_P_APP	128.550	4P	Primary Approach (EWR_APP when combined)
Final Vector 22	EWR_M_APP	125.500	4M	4P
Final Vector 4	EWR_Q_APP	125.500	4Q	4P
North Arrival	EWR_A_APP	120.150	4A	4P
MUGZY	EWR_U_APP	127.600	4U	4P
ZEEBO	EWR_S_APP	123.775	4S	4U
METRO	EWR_H_APP	132.800	4H	4U

Sector	Callsign	Frequency	Identifier	Combined Sector
East	NY_LE_DEP	126.800	5E	5W
West	NY_LW_DEP	120.850	5W	Primary TRACON (NY_L_APP when combined and covering Catskill)
North	NY_LN_DEP	118.175	5T	5W
South	NY_LS_DEP	124.750	5S	5W
Catskill	SWF_APP	132.750	5H	5W

ATCT

Clearance Delivery

Valid ExitsDeparture FrequencyCommon AmendmentsLOA RoutesIFR DeparturesVFR Departures

Exit Gate	Exit	Scratchpad	Radial(4s)	Radial(22s)
West	SBJ	SBJ
	BIGGY	BIG	SBJ237
	LANNA	LAN	PTW 059	SBJ 274
	PARKE	PAR	BWZ 250	SBJ302
	ZIMMZ	ZIM	RNAV only
	ELIOT	ELI	SAX 252	ETX
	NEWEL	NWL	SAX 264
North	SAX	SAX
	COATE	COA	SAX 311
	NEION	NEI	LGA 322
	HAAYS	HAY	HUO 145
	GAYEL	GAY	DPK 320
	BREZY	BRE	IGN 217
East	GREKI	GRE	CMK 057
	MERIT	MER	LGA 055
	BAYYS	BAY	BDR 054
	BDR	BDR
South	DIXIE	DIX	COL 192
	WHITE	WHI	COL 204

Notes

1. While it is recommended that aircraft be rerouted to comply with turbojet and props only departure gates, it is not required.
2. ZIMMZ is for use by RNAV equipped turbojet aircraft only.
3. For aircraft using DIXIE or WHITE as their exit, change the route to read as ELVAE COL DIXIE or ELVAE COL WHITE, respectively. The scratchpad entry will still be selected based on the exit, using the table on the right.
4. BREZY is only a valid exit if either followed by V39 CMK GREKI/MERIT/BAYYS/BDR or when the destination is within the LaGuardia sector of N90 (i.e. LGA, HPN or DXR).

Note: RNAV equipped aircraft are aircraft with the equipment suffix /Z, /L, /Y, /I, /V, /S OR /G.

Position	Frequency	Code
EWR_DEP	119.200	4N
EWR_APP	128.550	4P
NY_CTR	125.325	N56

The table on the right lists the common frequencies used as departure frequency by Teterboro Clearance Delivery. The first available controller in this list should be handling departures.

Note that this table only serves as a guide. The actual departure frequency has to be determined based on coordination with the other online controllers.

If there is no other controller online that would accept departures from Teterboro, use UNICOM frequency (122.8).

Routing to certain airports in ZNY, ZDC and ZBW ARTCCs is precoordinated through letters of agreement (LOA). These routes have been added to the Preferred Route Database. Therefore, PRD must be referenced for all departures.

Initial Altitude

• If an aircraft will not be using a departure procedure, then issue initial altitudes as per the table on the right.
• If LGA is using ILS 13, then initial altitude must be 1,700'.

East Gate Departures

Due to the complex airspace configuration, all aircraft filing for GREKI, MERIT, BAYYS, CMK, or BDR should be re-routed via BREZY V39 CMK direct to the exit point then as filed. For aircraft without charts, just use BREZY direct CMK direct exit point.

Runway(s)	Altitude
1, 6 & 19	2,000'
24	1,500'

TEB#WENTZ#DALTON#

Except for RNAV-capable aircraft departing runway 24, this is the default departure procedure to be used by IFR aircraft departing Teterboro (pronounced Teterboro (Version #), such as Teterboro Two). It should always be assigned, unless the pilot indicates not possessing charts, in which case no departure procedure should be assigned and the pilot should be cleared to their destination via radar vectors to a proper TEB exit.

This departure procedure has a published altitude restrictions for runway 24. Use the the following as a guide:

• For aircraft departing runway 24 when LGA is NOT landing ILS 13:

PHRASEOLOGY
climb via SID

• For all other runways:

PHRASEOLOGY
maintain 2,000'

The usage of climb via SID is explained in JO 7110.65 para 4-3-2 and Climb via SID Phraseology

This is an RNAV Departure valid only for Runway 24. When Teterboro is departing runway 24, this should be the primary SID assigned to RNAV-capable IFR departures. Non-RNAV departures should receive the TEB#.

The Dalton Two departure shall only be assigned to Runway 19 IFR departures that request it by name. Aircraft flying the DALTON2 depart as a VFR aircraft, then their IFR clearances become active automatically after N90 assigns the first climb clearance after departure. Weather must be at least 3000 foot ceiling and 3 sm visibility.

When Teterboro departs runway 19, IFR aircraft often incur lengthy delays due to the Newark 22L/R arrival flow being in direct conflict. The DALTON2 procedure exists specifically to mitigate these delays. It is a challenging procedure requiring precise pilot adherence to the charted altitudes and speeds, and it intentionally puts aircraft notably close to Newark 22L/R arrivals. It is imperative that this procedure is coordinated with TEB Local Control as well as N90, as standard IFR radar separation does not apply to DALTON2 departures until their first ATC-assigned climb.

Aircraft flying the DALTON2 departure do not receive an initial altitude assignment or "climb via SID," as they will depart and maintain VFR. The rest of the IFR clearance, to include the expected final cruise altitude, is unchanged from typical IFR departures.

Teterboro is located inside Class Delta Airspace but it is in close proximity to New York Class Bravo Airspace. All VFR traffic must establish two-way radio communications. See the VFR Operations document for detailed explanation of applicable VFR procedures.

Ground

Departure Sequencing

Exit Gate	Exits
North	COATE, NEION, HAAYS, GAYEL, SAX
East	GREKI, MERIT, BAYYS, BDR
West	NEWEL, ELIOT, ZIMMZ, PARKE, LANNA, BIGGY, SBJ
South	WHITE, DIXIE

1. Aircraft should be sequenced to depart in the following order:
   1. By alternating gate group.
   2. If not the above, then by alternating exit.
   3. If not the above, then by aircraft type largest to smallest.
2. Coordinate with Tower at the beginning of a shift if departures will "monitor" or "contact." Also ensure to coordinate how Tower would like departure sequence forwarded.
3. Before switching departing aircraft to Tower frequency, ensure the aircraft is aware of his or her number for takeoff. This is important for engine start and warm up times.

Taxi Routes

1. As the taxiway system is simple, there are no pre-defined routings.
2. When the above is not available, hold departures on the ramp until the inbound aircraft is clear of the outbound aircraft. You may use conditional taxi instructions to accomplish this.

Tower

Tower ProceduresRunway SelectionDeparture Heading (IFR)Missed ApproachVFR ProceduresAirspace Delegation

Releases

1. Releases from Teterboro is requested per aircraft, unless N90 permits blanket releases.
2. In order to depart Teterboro under an IFR flight plan, TRACON must issue a release for departure. Departure restrictions such as release times and clearance void times are necessary to separate departures from other traffic in the airspace or to regulate the departure flow. Through land line communications, tower will obtain a release from TRACON for a specific flight after which tower can then issue departure instructions and takeoff clearance.
3. Tower shall provide a "rolling call" to denote an aircraft's departure roll to Departure position, which may consist of call sign only, per FAA Order JO 7110.65 para 2-4-12. This can be waved by Departure controller.

Separation

The standard departure separation technique to be used is anticipated radar separation. Only use timed separation if the pilot requests it.

Radar

Teterboro ATCT is equipped with a Remote ARTS Color Display (RACD) and is not certified for any approach control services. By agreement with N90, this tower will not radar identify departing IFR aircraft and will instruct a departure to contact departure control once the aircraft appears to be clear of any traffic.

VOR/DME-A Arrivals

Aircraft on this approach will be cleared to cross CLIFO at 2,000' and will contact the tower at that point. When Teterboro is landing runway 19 and/or 24, the aircraft is to be instructed to proceed overhead the airport at 1,500' and enter left downwind for the landing runway.

• If Newark lands south, then TEB must be in the following configuration regardless of the winds: land runway 19, depart runway 24.
• If Newark lands north, then TEB must be in the following configuration regardless of the winds: land runway 6, depart runway 1.
• If TEB is staffed but the configuration at EWR is not known, then use the following table.

Wind Speed	Direction	Configuration
		Depart	Land
0-4	Any	* If Newark is on a northeast flow then use runway 6, otherwise use runway 24.
5+	331-100	1	6
	101-219	19	19
	220-280	24	19
	281-330	24	24
Any	* Regardless of the wind speed or direction, when the ceiling is less than 500' or the visibility is less than 1.25 SM and not landing runway 6, then you must switch to runway 6. This visibility is calculated using category C aircraft which have a final approach speed of between 121 and 140 knots.

Runway	Heading
1	040, at 2.3 DME heading 280
6	040, at 2.3 DME heading 280
19	Runway heading, at 900' heading 280
24	Runway heading, at 1,500' heading 280

• For IFR traffic that is flying a DP, do not assign a heading (this will override the DP); instead, simply clear them for takeoff.

  PHRASEOLOGY
  Cactus123, wind 230 at 10, runway 24, cleared for takeoff

• For IFR traffic that is not flying a published climb, departure heading will be based on the table on the right.

Runway	Heading	Altitude
1	330	2,000'
6	330	2,000'
19	290	1,500'
24	280	1,500'

• Missed approaches or go-arounds shall fly runway heading or track the localizer until reaching the departure end of the runway, then be issued a heading in accordance with the table unless the controller determines that it would be advantageous to delay or initiate a turn early.
• Separation must be based on altitude initially during all missed approaches or go-arounds.
• Coordinate with Departure Control as soon as possible and hand off when Local Control traffic is not a factor.
• Sound judgment must be exercised when dealing with go-arounds or missed approaches. Deviate as necessary from the following headings and altitudes if using them would compromise safety.
• The table indicates the heading and altitude that need to be assigned to a missed approach or go-around prior to release to Departure Control frequency.

Airspace

1. Class DELTA.
2. All VFR aircraft must be radar identified and issued a discreet squawk code while operating within the tower's airspace.

Departures

All departures whose destination is known to be LGA, EWR, LDJ, MMU or CDW should remain on the ground until an approval has been received from the respective Tower that they are able to accept the aircraft into their airspace.

Pattern Work

Runway	Direction
1	Right
6	Right
19	Left
24	Left

Direction of traffic patterns at Teterboro is determined based on the table on the right, unless the pilot specifically requests something different or traffic warrants the use of right hand patterns.

NOTE: All helicopters should be at 500' AGL, props at 1,000' AGL, and jets at 1,500' AGL.

VFR reporting points

Pilots will often report a geographical location or checkpoint to verify and announce their location and position in relation to the field. Most VFR checkpoints are depicted on sectional aeronautical and terminal area charts.

Teterboro (TEB) VFR Departures

• Skyline Route: APREQ (approval request) is necessary from EWR Tower for VFR departures requesting Class Bravo entry into EWR Airspace. EWR may approve the APREQ and thus CBA entry up to 1,500'.
• Exclusion Zone (SFRA): Send aircraft entering the exclusion zone direct the George Washington Bridge.

NortheastSouthwest

TRACON

TRACON services for Teterboro are provided by EWR sector of N90 TRACON.