The Perils of Being A Celebrity Pilot

"Wolfgang K."
just being curious when reading that from over here in austria..
are the faa really that strict and ground you for being at not a cleared
altitude - for whatever reason?

No, but busting a clearance in the busy New York City airspace will draw
attention. TEB underlies NYC Class B and specifically underlies some Newark
approaches. It is very busy, congested airspace.

Otherwise, it seems ATC radar is programmed to generate an alert with a 300
foot bust. I've done a number of those. It seems that it is up to the
controller to decide what to do.

From Mr Freeman's statements, it suggests that he is either relatively
inexperienced either in IFR ops or in ops at busy airports. He talks about
looking at the approach plate and deciding to descend to the altitude for
the approach. I'm guessing that at Teterboro, one would typically be
vectored and stepped down to intercept final. But that's just a guess.

Hello,

From Mr Freeman's statements, it suggests that he is either relatively
inexperienced either in IFR ops or in ops at busy airports. He talks
about
looking at the approach plate and deciding to descend to the altitude for
the approach. I'm guessing that at Teterboro, one would typically be
vectored and stepped down to intercept final. But that's just a guess.

IIRC he's got his PPL in 2002 and owned a Piper Arrow in 2003 (not a thing
to be used in FL210 ;-). So his IFR ticket could possibly be quite "fresh".

Regards

Kai Glaesner

Maule Driver ) wrote:

I'm guessing that at Teterboro, one would typically be
vectored and stepped down to intercept final. But that's just a guess.

Not based on my experiences in a Bonanza there over the summer. If
weather allowed, Teterboro would often use the VOR/DME-A approach (which
reads like it might have been the approach in use during Freeman's'
flight).

http://204.108.4.16/d-tpp/0412/00890VDA.PDF

NY Approach would vector aircraft to WANES at 3,000 ft, then clear the
aircraft for the approach at that point. Once cleared, obviously, the
aircraft was able to descend at the pilot's discretion upon crossing
WANES to 2,500.

When issuing the approach clearance, NY approach (again, based on
several flight into there over the summer) would often throw in an
additional requirement for smaller aircraft to cross CLIFO (the FAF) at
1,500, whereas the jet aircraft would receive the restriction to cross
CLIFO at 2,000.

--
Peter