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When the wind is from the north
or northwest at Teterboro, airplanes
arriving from the south commonly use
the Runway 6 localizer for guidance
to the airport to stay clear of Newark,
12 nm to the south-southwest. They
then “circle to land” on Runway 1. The
expression “circle to land” does not
imply actually circling. It just means
that the landing runway is not the
same as the runway whose approach
guidance is used. A circling approach
is, by definition, a visual approach; the
pilot must have established “visual
reference to the airport” before start-
ing it. In this case, the circling maneu-
ver would consist of a right turn of
perhaps 30 degrees followed by a left
turn of 90 degrees onto the extended
centerline of Runway 1.
The straight-line distance from
Philadelphia to New York is about
70 nm. Ten minutes after takeoff,
New York Approach provided vectors
for the ILS approach to Runway 6,
circle to land on Runway 1. The cap-
tain commented: “He was saying cir-
cling —ing six or something. I don’t
know what the — they thinkin’ we’re
doin’. We’re —ing hundreds of miles
away, man.” But in fact, at that point,
they were 48 nm from Teterboro at
4,000 feet and traveling at 250 knots.
One minute later, the PIC realized
his mistake. “I gotta get the —ing
ATIS. —. I didn’t realize we’re that
—ing close. Of course, I don’t have —
ing GPS, that’s why.”
When the rather lengthy ATIS
came, however, the captain did not
pay attention to it. “Information
Zulu. Who the — knows what’s going
on in Teterboro? Don’t have time to
listen to it.”
Sixteen minutes after taking
off from Philadelphia, the Learjet
flew from west to east through the
Runway 6 localizer. The approach
controller pointed out the error and
the crew corrected, eventually cap-
turing the localizer 12 nm from the
airport. Approach instructed them to
“circle at TORBY”—the outer marker,
3.8 nm from the Runway 6 threshold.
At this point, the captain had
become so preoccupied with talking
the second pilot through the approach
that he had lost situational awareness
entirely. The Learjet did not turn at
TORBY but instead continued straight
down the localizer, neither pilot hav-
ing apparently noticed the mistake.
When the Learjet was abeam the
threshold of Runway 1, it began a
descending right turn—although, at
this point, there was no possibility of
making a stabilized approach to the
runway. Leveling out on a heading of
approximately 145 degrees, it was at
350 feet and its speed had dropped
to 123 knots, though the target speed
should have been 139. Under company