bruhaha

I'm not trying to be picky and I'm sure your instructor will correct you.

There is no such thing as a Class B veil. There is Class B airspace and the mode C veil and they are not the same thing, although they are found together.

Within the mode C veil, you are required to have a transponder, but you may not necessarily be within Class B airspace, and consequently don't necessarily require a clearance.

Whereas in Class B airspace, you are required to have a clearance and a transponder as well and you are most likely within the mode C veil. There are some class B airspace which are large enough to extend beyond the mode C veil.

Just a minor technicality. Enjoy your training and flying your first pax.

evamodel00

Don't apologize for being picky bruhaha lol, I need to learn everything I can.

I appreciate you pointing it out.

Thank you very much!

Yoda2

Evamodel100, I want to emphasize a good point that has been brought up; don't be adverse to bringing an instructor along on occasion, after you have received your certificate. Remember they have likely trained you to a minimum set of standards, basically to pass an exam. Many instructors wish they could spend a little more time, post exam. This is a time when they can finish the job and get more in depth with subjects such as; high density areas/airports, real short field operations w/real obstacles, high density altitude work/mountain flying, basic aerobatics, Etc. As has been said, grab an experienced CFI and if possible one who is also a corporate pilot, and go see how things are done at Teterboro...

ToastAir

I've worked at both the class D underneath and the class B towers. I've also flight instructed at both. First, have a map (you won't believe the calls I've recieved from pilots who don't). Second look at the map. Preferably as part of your preflight. Check out the altitudes required to remain outside the class B. Look for landmarks and obstructions. Some charts actually have recommended VFR flight paths on the back. Depending on you comfort level with ATC, you may want to just avoid the class B and talk only to the class D tower. Entrance into the class B really depends on traffic flow at the time and place you want to transit. At some of the busiest ones that means probably not. You can still ask for and receive advisories outside it. Admit you are a student or a new pilot. If we can we will give you a lot of slack, and perhaps some advice (if you ask). The fact that you are already thinking and planning leads me to believe that you will be just fine.

evamodel00

Lots of good advice here, thanks guys. I think that I may do what some suggested and bring a CFI first. Mine is pretty cool so I know he wouldn't mind going.

With a bit of homework I think it would be fine. I used to have a lot of confidence with other airports seeing as when I did my cross countries I tried to pick some larger airports (RME, HVN, and some others I thought were cool) to get some more challenging practice.

However, my last and final x-country I did I went to Bradley International. Taxiing into the FBO area was fine, but taxiing back out to the runway was an absolute disaster.

To begin with, it was really weird they had me take-off. When I landed, I was directed in on the same longer runway jets land on (24). However, when it came for takeoff, they had me use runway 33. This was the first thing that confused me, because to taxi there you go in the opposite direction and from a ground standpoint it almost looked like i was taking off in the opposite direction. So naturally my instinct was to taxi back where I came from.

Anyways, when ground gave me taxi instructions, I asked him for progressive instructions since I was a student pilot. He ended up telling me to take a right when I think he meant to take a left because he started yelling at me, telling me I was going the wrong way, etc.

Anyways, I went right back into the FBO ramp and my confidence was a crushed. I felt horrible gumming up the channel. Anyways, after a brief look at my diagram i realized it was right ********* in front of the ramp and I literally just had to go straight like 20 ft. But because I am still inexperienced, a lot of what ground told me I just either didn't understand, or was too quick to take in.

But long story short, taxiing is a big challenge for me. I really want to get proficient at not having to always ask for "progressive instructions'. I guess that will just come with homework and an airport diagram. sorry for the rant, but man that day was a real confidence killer.

Pilotpip

If you don't have confidence in taxi instructions, you have no business at a busy airport.

If you don't have confidence in reading back instructions, you have no business at a busy airport or in busy airspace.

If you don't have confidence in asking for clarification, and let a controller's attitude get you upset to the point of stopping, you have no business in busy airspace.

As others have said, having a situation like this right after you get your private and have you wife with you for the first time isn't a good idea. Practice the hard stuff alone, or with a CFI and go on local flights you're comfortable with for the first couple times with your wife.

Starscream

I did fly to TEB once, but a very loooong time ago, and it was in a piston single. Some observations:

1. I don't believe TEB Tower will take you in unless your first contact is with the NY TRACON/Approach Control. The frequency that usually handles TEB arrivals is 127.6 (EWR Area/MUGZY Sector). The reason they need you to talk to them first is because that Sector handles the sequencing for the airport, and the majority of their arrivals are turbines with approach speeds over 100 KIAS. Of course, contact the NY Approach frequency appropriate to your direction of arrival (found on the Sectional/Class B chart), and advise them that you are landing TEB. They'll hand you off as you get closer to the appropriate sectors, and finally you'll be talking on 127.6. If you are coming from the west, you may as well try 127.6 once you're within 40-50 miles of the field. If that's not yet the appropriate frequency, they'll give you the correct one until you actually are in their airspace.

2. Thankfully, the taxiways are not overly complex at TEB, but do spend some quality time becoming intimately familiar with the layout, and where all the FBOs are located. Also pay attention to any runway hotspots (depicted on JEPPs, not sure if they're in the Airport/Facility Directory).

3. TEB is not cheap. Someone correct me if I'm wrong, but parking/handling/landing charges may push $100, and I'd imagine their AVGAS is not cheap, either. Check out AirNav for more info on FBOs as well as user reviews. Some FBOs are DEFINITELY more piston friendly than others.

4. If you are not well practiced at ATC Comms, especially Class B, you may want to get some practice, first. TEB can be very busy at times, and relatively quiet at others. If you can somehow find out what time of day would be considered off-peak for TEB, that'll definitely yield a less hectic interaction with ATC. Hell, even flying into ATL or DFW is a breeze if you're arriving at 2am and are just about the only plane in the airspace.

5. For a preview, check out liveatc.net and listen to NY Approach on 127.6. and TEB Tower on 119.5. Sit at the computer and keep it on the entire time you're there, even doing other stuff. This will perhaps give you the best insight as to whether you'll be comfortable when you go live on the frequency.

U.S. Class D Airport and ARTCCC Feeds | Live Air Traffic Control Audio Feeds | LiveATC.net Scroll down to KTEB Tower

Frequency Search Results: 127.6 | LiveATC.net Scroll down to KEWR NY App (Satellites)

Don't be discouraged if the internet audio is choppy. The source is someone's antenna, perhaps barely within reception of the transmitters. While you're at it, you may want want to listen to other EWR or LGA frequencies to get an idea of what NY Approach sounds/feels like.



6. If any part of this discourages you, Caldwell (KCDW) is 10 miles west. Can be busy with weekend warriors, but is generally way less intense than TEB. It's also a little bit closer than MMU, and I'd imagine a bit cheaper.

Good luck!

Bellanca

I've only been into TEB once, but that airport is a cluster. Also, I flew in a small turboprop, but what I recall was that the ramp fee was crazy high and they charged us by the hour for parking .

usmc-sgt

Teterboro makes Bradley look like Pit.

In simpler terms... Bradley is the freshman team and Teterboro is varsity.

Starscream

Lol, and I guess that makes Newark the pro team?

Newark is no issue. Its the big brother. Teterboro works around Newark, not the other way around. Heck, id choose EWR over TEB.