writes:

In which case, do pilots normally have a class B airspace chart out, tune
in the EWR VOR, and carefully monitor radials, dme's, altitudes, in
order to slow to 200 prior to being under class B? Somehow, I don't
think most actually do this.

If you have RNAV capability and moving maps (like a GPS unit), you
don't need to, since your instruments will show you the controlled
airspaces and tell you if you are within them. If you don't have
that, you might or might not have time to check in real time, but you
certainly need to know whether or not you're in Class B, for example.
You can also plan your flight in advance and check all of these
details so that you will know where you are at all times without
having to check charts in flight. If you have no idea at all how
close you are to controlled airspace, you need to work on your
navigation and planning skills before you go anywhere near airports of
significant size.

250 below 2500 agl within 4 nm of C or D. Again, does anyone monitor
a low level chart and crosscheck their radial/dme with local vor's in
order to ascertain whether they meet this criteria? Again, I think
most of us are starting to tune in the localizer at this point.

You might well be flying below that altitude in some cases without
necessarily being on an approach for landing, albeit probably not in a
757.

Also, if you're preparing to intercept a localizer, you're already
slowing down considerably, and in many cases below 200 kts. Even
heavy jet aircraft can stay below 200 kts with flaps.

Secondly, if this is reference the elevation of the primary airport,
who really continuously looks up airport elevations as they go (and
airports may be 3 or 4000 msl west of Teb in the appalachians I
presume) adds 2500, and ensures they are above this altitude.

It's above the ground below you. And some areas are quite flat. And
you may have a radar altimeter that lets you know how far you are
above the ground. If you are VFR, you may be able to judge your
altitude well enough by visual means alone.

Further, if I'm descended early into TEB, as expected for an arrival
into the NE, and am at 6000 msl 60 miles to the west, is atc really
expecting a sudden decrease to 200 this far out?

Why would it be sudden? If it comes as a surprise to you while you
are flying along, there's something wrong. And if you are flying below
2500 AGL, you're probably either in the military or you have a small
plane that can't do much better than 200 kts, anyway. If you are
below Class B, you're pretty close to a major airport (much closer
than 60 nm). Also, since Class B normally extends only to 10,000, the
space below it is rarely more than a few thousand feet high, so you're
no more likely to be below it than you are to be at 2500 AGL. Unless
you're in a small plane that flies at these altitudes normally, of
course.

So I guess I'm asking, what would you use in a situation like this to
decide when to slow to 200?

Your position and altitude, which you should always know with a fair
degree of accuracy.

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