Niagara Falls & Hudson River Flyovers

by Woody Minar

Paul Durand and I were wheels up at 7 am, August 26, 2014, from Osceola, Wisconsin (KOEO) to Mansfield, Massachusetts (1B9) in Paul’s Cirrus SR22 – the plane we flew to Anaheim, Calif. and over the Grand Canyon in April. With a 40-knot tailwind, we were refueling in St. Claire County, Mich. (KPHN), northeast of Detroit in 3.5 hours.

After refueling, we filed IFR and flew east through Canadian airspace direct to ISTON intersection north of Niagara Falls. About 20 miles west of Niagara Falls, we advised Buffalo Approach we wanted to circle “the falls.” They were very accommodating, only saying we needed to maintain 4,000 feet (because we were still on an IFR flight plan), and to let them know when we were done sightseeing.

Niagara Falls is restricted airspace below 3,500 feet. Our research suggested that we should head for the easy-to-spot “railroad yard” southwest of the falls, turn to 050 degrees, then circle the falls clockwise. There were some wide radius restrictions, but if one made good “turns around a point,” the restrictions weren’t a factor. We got there just in time because two other planes arrived after us and ATC had them stacked at 5,000 and 6,000 feet. The view was better at 4,000!

Two hours after Niagara Falls, we touched down at Mansfield Airport where Paul’s plane was going to have an avionics upgrade. It’s a petite airport, but they have more than 50 aircraft based there and I think most of them were tied down on the ramp! The MetLife blimp was tethered midfield to provide aerial camera footage for the PGA Tour golf tournament 3 miles north.

After getting our rental car, we drove to Boston. If you’ve never driven in Boston, it’s a test of one’s driving skills and patience! A local TV station had a segment that night reporting Boston drivers being the second worst drivers in the country. While Paul was at a business meeting for the next day and a half, I drove to Bucksport, Maine to see a friend I hadn’t seen since I left the Navy there three-plus decades ago. I had forgotten how beautiful “the pine tree state” was.

The following day, Paul and I reunited at the hotel and returned to Mansfield Airport. Needless to say, it took us 1.5 hours and frayed nerves to get out of Boston at noon. Paul’s avionics upgrade was delayed until noon the next day, so that night we planned a sortie we would take the next day for a shakedown avionics flight.

We awoke to a beautiful day and later flew around Block Island (KBID), south of Rhode Island, before circling and landing in Martha’s Vineyard (KMVY) where we had lunch at “The Plane View” restaurant. We reflected how fortunate we were to be able to fly in general aviation, alongside commercial aviation without the hassles of TSA (Transportation Security Administration) lines and restrictions.

After lunch, we circumnavigated Nantucket Island where Nantucket Tower (KACK) was very accommodating of our requests. We counted more than 700 boats of all kinds in a picture I took of one bay.

Saturday morning was equally delightful. Our 6:00 am departure got us to New York City, and to the “Hudson River Exclusion Area” around 6:30.

We had done research on the Internet and with AOPA about flying in this area. At first it seemed complicated, but when broken down into small pieces, it was quite simple. You need to have the New York Terminal Aeronautical Chart (we had our iPads) because of the tight airspaces of Newark, Teterboro, La Guardia, and JFK. You must fly less than 140 knots, stay between 1000 and 1299 feet MSL, and maintain altitude to avoid other aircraft when it’s busy. “Don’t make sudden lateral moves and be careful if you pass an aircraft.” The width of the Exclusion Area is only the width of the river.

As we approached the Exclusion Area from the north, we were amazed at the beautiful country scenery, hills and bluffs along the river. While the Exclusion Area starts at “Alpine Tower,” we started north of it at the Tappan Zee Bridge, flying south along the western shore. Everyone self-announces on 123.05 Mhz their aircraft type, location, direction of flight, and altitude (Cirrus, GWB, Southbound, 1100 feet). The reporting points are very obvious: Alpine Tower (big fat tower), GWB (George Washington Bridge), Clock (clock tower), Intrepid (Sea Air Museum), Statue of Liberty, and VZ (Verrazano-Narrows Bridge). After passing “VZ,” we continued south turning around in Lower Bay before heading north along the eastern shore and reporting checkpoints in the opposite order.

It is suggested that when touring the Statue of Liberty and Ellis Island, one approaches them from the south at less than 1000 feet and circle “the lady” counterclockwise at less than 500 feet. A quarter mile to the west and above 500 feet, you are in Newark’s airspace! There were no other planes in the area when we were there, so we circled “the lady” at least four times with spectacular early morning views. A 360-degree video can be seen at https://www.youtube.com/watch?v=rUeX2l5wvZQ&feature=youtube

Returning up river, we were in awe at how close we were to the skyscrapers of Manhattan and the Freedom Tower. We could even read the LED signs of Wall Street. Central Park looked peaceful compared to the concrete jungle around it, and Sing Sing prison was uninviting. We departed for home after passing over the George Washington Bridge. The total time of the river excursion, including circling “the lady,” was about 35-40 minutes.

With a little headwind and some minor diversions for weather, we were back in Osceola mid-afternoon with a couple hundred photos, videos, and unforgettable memories. In general aviation, opportunities exist. With good pre-flight planning, the opportunities can easily become effortless realities.

EDITOR’S NOTE: Woody Minar is a Designated Pilot Examiner and Master CFI, CFII, MEI, and CFI-G for Osceola AeroSport in Osceola, Wis., and Adventure Seaplanes (8Y4) in Lino Lakes, Minn. and Lake Wales, Fla.

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