How to Fly the Newark Four Departure (KEWR)

Flying the Newark Four Departure!

Let’s face it…Newark is a very unique airport in almost every aspect. As per the usual, realism is paramount for a good experience at Newark. Anybody who studies the SIDs, STARs, and IAPs for KEWR knows that this airport has some very interesting procedures. The most prominent of which is the infamous Newark Four Departure.

Although KEWR has three SIDs posted (Only one is uploaded into IF, the PORTT4 - an RNAV SID), the only one in common use at this airport is the Newark Four - which is also the only chart with procedures for each runway. This tutorial will show you just how to fly this often confusing procedure, guaranteeing the satisfaction of the Newark Realism Police ;) .

PART I - The Initial Procedure

The initial procedure is where the magic happens. The key to getting this part is studying the chart, keeping watch on the altimeter and DME, and remembering headings.

Runways 22L/22R

For Runways 22L/22R, the procedure is fairly simple once you get past the first few tries. Before departure, make sure to have I-LSQ (Or the ILS/DME for Runway 22L) placed on NAV1 or NAV2. This is EXTREMELY important for the procedure to work out properly.

Upon rotation (which should be as soon as feasible), you will climb at heading 219 up to 500ft on the altimeter. Please be expeditious with the climb up to this point, as it comes into play later (set the VS at 2500 or so throughout the procedure), but keep your speed at around 210 or so knots.

After reaching 500ft, you will turn to heading 190 and continue your climb. Keep close watch on the previously-equipped DME (to the bottom right of the compass - in the picture above it is 0.8) at this point.

When the DME strikes 2.3, you will turn to Heading 220 and continue climbing up to 2500 ft (if this is not met, climb to 5000 and maintain). If you look on the map, you will see waypoints around the airport named after the DME points (for example, 23DMA along the 22L/R Departure Path) - DO NOT follow them! When you reach heading 220, you may speed up.


Runways 4L/4R (Runway 11)

For the opposite direction, the procedure is slightly more complicated, but not too bad. In this case, have I-EZA (Or the ILS/DME for Runway 4R) placed on NAV1 or NAV2.

Upon rotation (which should be as soon as feasible), you will climb at heading 39 up to 500ft on the altimeter. Yet again, expedition is very important. Please keep your speed at around 180-210 knots.

Upon reaching 500ft, you will make a swift turn to heading 060, continuing your climb. Keep watch on the previously-equipped DME; but relax, it’s not as swift as it is in the other direction. Keep your VS at around 2500 until you reach 3000ft.

When the DME strikes 4.0 (I went a little over in the picture above), turn left to heading 290. This is why you keep your speed low; if you go too fast, you will overfly Teterboro Airport and cause problems. Cross the TEB VOR Radial 214 at or above 2500ft (don’t worry, as long as you were expeditious previously with your departure, you don’t have to worry). Maintain 3000ft until further advised.

For Runway 11, you will follow basically the same procedure, but make a climbing left turn immediately to heading 60 (no 500ft restriction here) and proceed as previously stated upon reaching 4.0 DME.


Runway 29

For Runway 29, the procedure is arguably the least complicated. Go ahead and have I-GPR (The ILS/DME for Runway 11) placed on NAV1 or NAV2.

In this case, you will climb on heading 288 until the DME strikes 1.4, where you will turn left heading 265. Climb to 5000ft and maintain until further advised. Until a few years ago, you would climb runway heading to the ‘MARYANN Fan Marker’ and turn to heading 265 - please do not attempt this; please and thank you!

Now that you know how to fly the procedural turns required for the departure, you can proceed to Part II, basically the paths out of the New York Satellite Area.

PART II - Leaving the Airspace

To leave the airspace, you will follow one of the posted paths you see around the chart. In the event ATC is not active, just make a custom path. For example, you will follow BWZ R-250 or SBJ R-302 to PARKE and proceed on course (Use BWZ for Runways 4L/4R/11, SBJ for Runways 22L/22R/29 in this case). PLEASE look at CONT. 1 (shown below) to find which VOR to head to based on departure runway and waypoint.

Be careful, some VOR-FIX paths lead you towards the airport (For example, IGN R-217 to BREZY). Others have altitude restrictions. Just study the chart thoroughly and you will be fine here. In the Lost Communications realm, don’t worry about that on IF for now.

In terms of altitude, maintain the altitudes listed above (2500/5000 for Runways 22L/22R; 3000 for Runways 4L,4R, and 11; and 5000 for Runway 29) until advised otherwise or the flight time clock reaches 10:00, then climb onward. I usually follow the 10 Minute Rule (Maintaining the chart’s listed top altitude until ten minutes after departure) unless advised otherwise by ATC or the SID itself.

In terms of when to transition from Part I to Part II, I would say use the south tip of Staten Island as a visual reference point for Runways 22L/22R; for Runways 4L/4R/11, proceed onwards after leaving the third ring of the KEWR Class Bravo.

Thank you for viewing this tutorial/guide. I hope this greatly helps the realism issues commonly seen around Newark on a daily basis in terms of IF; and please, reach out to me if you spot anything inaccurate or wrong with the tutorial above!

Thank You, and have a Great Day!