Narrative:

Teb 5 departure reads (runway 24): climb runway heading 1500 ft; turn right 280 degrees. Noise abatement office wants us to climb on heading 230 degrees to avoid a noise sensor on extended runway centerline. We adapted a procedure yrs ago to climb on a 232 degree heading to keep the noise office happy and to satisfy the FAA +/-10 degrees standard. It worked without a problem for yrs. Lately; there has been a lot of attention to this SID; as transient pilots seem to deviate a lot and cause conflicts with ewr traffic. For us; teb is home. On the takeoff in question; another aircraft was launched too soon after our departure and that created a loss of separation. The first I heard about it was when the FAA called me 3 days later. The tower claimed we flew initial heading of 225 degrees and then erratically various headings; which is entirely untrue! Good news: the FAA called me today and told me we were clear and that the tower was trying to shift blame; the case was reclassified as 'teb tower operation error.' the inspector said that there was a slight heading deviation on our part; but not enough to cause a real problem; which brings the point of conflict between the noise guys and ATC. I admit to offsetting 8 degrees left; we do it routinely. It's a case of 'damned if you do; damned if you don't.' if the aircraft has 3 noise violations; it is banned from teb (job loss). If you offset to the left; the tower is unhappy (job loss). I believe this conflict should be resolved by the noise office and the FAA meeting and creating a consistent and flyable SID. These offices should not ask us to fly conflicting procedures. I will now offset only 3 degrees left; as the FAA has more authority/authorized over my airman certificate than the noise abatement office.

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Original NASA ASRS Text

Title: C560 PLT DESCRIBES TEB SID DEP PROC THAT CONFLICTS WITH NOISE PROC AND HIS OR HER PRACTICE OF ALTERING SID HDG TO COMPLY WITH NOISE PROC.

Narrative: TEB 5 DEP READS (RWY 24): CLB RWY HDG 1500 FT; TURN R 280 DEGS. NOISE ABATEMENT OFFICE WANTS US TO CLB ON HDG 230 DEGS TO AVOID A NOISE SENSOR ON EXTENDED RWY CTRLINE. WE ADAPTED A PROC YRS AGO TO CLB ON A 232 DEG HDG TO KEEP THE NOISE OFFICE HAPPY AND TO SATISFY THE FAA +/-10 DEGS STANDARD. IT WORKED WITHOUT A PROB FOR YRS. LATELY; THERE HAS BEEN A LOT OF ATTN TO THIS SID; AS TRANSIENT PLTS SEEM TO DEVIATE A LOT AND CAUSE CONFLICTS WITH EWR TFC. FOR US; TEB IS HOME. ON THE TKOF IN QUESTION; ANOTHER ACFT WAS LAUNCHED TOO SOON AFTER OUR DEP AND THAT CREATED A LOSS OF SEPARATION. THE FIRST I HEARD ABOUT IT WAS WHEN THE FAA CALLED ME 3 DAYS LATER. THE TWR CLAIMED WE FLEW INITIAL HDG OF 225 DEGS AND THEN ERRATICALLY VARIOUS HDGS; WHICH IS ENTIRELY UNTRUE! GOOD NEWS: THE FAA CALLED ME TODAY AND TOLD ME WE WERE CLR AND THAT THE TWR WAS TRYING TO SHIFT BLAME; THE CASE WAS RECLASSIFIED AS 'TEB TWR OP ERROR.' THE INSPECTOR SAID THAT THERE WAS A SLIGHT HDG DEV ON OUR PART; BUT NOT ENOUGH TO CAUSE A REAL PROB; WHICH BRINGS THE POINT OF CONFLICT BTWN THE NOISE GUYS AND ATC. I ADMIT TO OFFSETTING 8 DEGS L; WE DO IT ROUTINELY. IT'S A CASE OF 'DAMNED IF YOU DO; DAMNED IF YOU DON'T.' IF THE ACFT HAS 3 NOISE VIOLATIONS; IT IS BANNED FROM TEB (JOB LOSS). IF YOU OFFSET TO THE L; THE TWR IS UNHAPPY (JOB LOSS). I BELIEVE THIS CONFLICT SHOULD BE RESOLVED BY THE NOISE OFFICE AND THE FAA MEETING AND CREATING A CONSISTENT AND FLYABLE SID. THESE OFFICES SHOULD NOT ASK US TO FLY CONFLICTING PROCS. I WILL NOW OFFSET ONLY 3 DEGS L; AS THE FAA HAS MORE AUTH OVER MY AIRMAN CERTIFICATE THAN THE NOISE ABATEMENT OFFICE.

Data retrieved from NASA's ASRS site as of January 2009 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.