Narrative:

The C650 departed teb on the dalton runway 19 departure climbed to 1;900 ft realized he climbed too high and put the aircraft into a dive; the low altitude alarm went off and the C650 leveled off at 1;200 ft. At the same time an air carrier aircraft was cleared for the ILS 22L to ewr. When I turned them onto the localizer I told them about the teb departure and said 'no factor' the next thing I said to them was 'stop your descent!' apparently they were watching the teb departure and held off descending on the glide slope. So we have two aircraft in the most critical phase of flight one on departure climbout in a radical descent and the other on final approach well above the glide slope. The air carrier wound up executing a visual approach. The dalton 19 departure was originally designed for locally based aircraft whose pilots were familiar with the complexities of the area and were briefed on the procedure and signed a letter of agreement. Fast forward to today: the Dalton19 departure has morphed into a procedure to expedite traffic...damn the consequences. From what I understand the pilots are told that the dalton departure is available for immediate takeoff or the IFR 19 departure can expect anywhere up to an indefinite delay. So the pilot familiarizes him/herself with the Dalton19 departure and requests it! This procedure leaves no room for error. So for a pilot to peruse the procedure and then fly it incorrectly jeopardizes his/her flight; the ewr arrival and people on the ground. This procedure should not be authorized for transients; it should revert back to locally based signatories of the letter of agreement. This is a catastrophe waiting to happen.

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Original NASA ASRS Text

Title: A conflict with traffic inbound to EWR Runway 22 occurred when a TEB departure on the DALTON VFR departure failed to level at 1300 FT as charted.

Narrative: The C650 departed TEB on the DALTON Runway 19 departure climbed to 1;900 FT realized he climbed too high and put the aircraft into a dive; the low altitude alarm went off and the C650 leveled off at 1;200 FT. At the same time an air carrier aircraft was cleared for the ILS 22L to EWR. When I turned them onto the localizer I told them about the TEB departure and said 'no factor' the next thing I said to them was 'stop your descent!' Apparently they were watching the TEB departure and held off descending on the glide slope. So we have two aircraft in the most critical phase of flight one on departure climbout in a radical descent and the other on final approach well above the glide slope. The air carrier wound up executing a visual approach. The DALTON 19 departure was originally designed for locally based aircraft whose pilots were familiar with the complexities of the area and were briefed on the procedure and signed a letter of agreement. Fast forward to today: the Dalton19 departure has morphed into a procedure to expedite traffic...damn the consequences. From what I understand the pilots are told that the Dalton departure is available for immediate takeoff or the IFR 19 departure can expect anywhere up to an indefinite delay. So the pilot familiarizes him/herself with the Dalton19 departure and requests it! This procedure leaves no room for error. So for a pilot to peruse the procedure and then fly it incorrectly jeopardizes his/her flight; the EWR arrival and people on the ground. This procedure should not be authorized for transients; it should revert back to locally based signatories of the letter of agreement. This is a catastrophe waiting to happen.

Data retrieved from NASA's ASRS site as of April 2012 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.