The airport - KTEB Just back from a trip to NYC, Teterboro. FBO fees at Meridian were very reasonable, 2 nights parking waived with 15gal fuel. Additional nights were $57/night and fuel was $6.59/gal. Tower was super busy and I waited at least a half hour to takeoff, then Tower asked me to back taxi to the start of the runway. I probably should have went with runway 6 or left more space at runway 1 at Kilo so I could taxi on the taxiway to Lima. Not sure what happened but the delay gave beautiful sun views of the city. The start Here it goes, requested VFR along the Hudson, originally read the SATR and planned southbound at 1100’ to the VZ then circle in under local operations at 700-900’ to circle the Statue of Liberty. Wasn’t really sure how low I could fly given spacing requirements, I assumed 500’ was the minimum above ground, but the statue is 305’ tall so unsure what the views would have been. There was a LOT of helicopter traffic at all altitudes. I originally thought I would have to fly Northeast to Alpine Tower but ATC cleared me into the Bravo via the GWB at 2000’ southbound to the VZ, with several traffic alerts along the way (mostly to the helicopters as there was no chance I could see any traffic those things seem very hard to spot!). At the VZ, 180 degree to northbound at 1500’. Then at the GWB proceed westward home. Flying back home Due to cloud decks I filed IFR in flight and got some IMC time. Since icing may have been a concern I kept an eye on the wings, and ATC later reported icing at lower altitudes so I went higher. Tops were around 6200’ or so, flying at 8000’ was in the clear. Then descended through cloud layers to shoot at approach at KAGC. Flying IMC is new to me, I did have a recent IPC, but it was scary as it is new to me. Due to delays all around departing and flying at higher altitudes, I ended up having to find another airport as my original planned fuel stop was closed at 5 or 6pm, so I changed my destination and was happy to be on the ground for a break, to fuel up, etc. I only needed 26gal but I rather have too much than not enough, given potential for IFR/IMC conditions and at night. The next leg From AGC to UGN, I checked weather reports and most METARs and TAFs were 2000-3000’ ceilings that were improving. Not ideal as I didn’t want to fly IMC, there was a bright moon so I could have went above the cloud layer again if needed. I found that along the route in Indiana that the weather reporting was not that accurate, cloud deck came down to about 1700’, I was not happy about that, but it improved and the rest of the flight was fine. The Chicago Leg ATC requests 1900’ over the lakeshore, slightly annoying as I rather have more altitude in case of an issue. The Bravo starts at 3000’. The nice Chicago winds picked up airspeed to 150-160kts GS. There’s nothing better than seeing your comfortable airport and landing 23 at UGN. Home at last, almost 20 hours on the plane this trip, no bugs to clean off, park and head home. The Photos GWB from TEB southbound 2000’ Central Park southbound 2000’ The VZ 2000’, made a 180 after the bridge Northbound 1500’
What a nice write-up and photos. The last time we were in NY we also wanted to do a sightseeing flight with a local pilot, but unfortunately the weather was not good. We then went to the Intrepid, and by car to DC to (of course) the Udvar-Hazy Center and the Smithsonian (here). Hopefully some other time.
Thank you, definitely recommend this. Some things you’ll never forget in life, your first solo, flying the Hudson, the Venice canals by boat.
Very nice, did you get your license in Germany? Could a pilot with a FAA license join the flying club, rent airplanes and fly around the EU as well?
nice! I especially like that picture of those tall thin building at the South end of the park. Kicks in my fear of heights just looking at those. So what are the altitudes these days for the river corridor? I flew it once back in the 1990's. One of my long cross countries while working towards the instrument rating. My memory could be fuzzy but I want to say I wasn't much higher than the George Washington bridge posts in your first picture, and much lower than you were for most of those shots...but then maybe that's just my memory making it even more thrilling than it was. regardless, brings back memories of a good day!
Class Bravo starts at 1300’, I was cleared into the Bravo for the journey. You can go lower on your own which was what I thought I was going to do, but ATC put me into the Bravo, the views were great so I was fine with that.
I’ve done it about ten times now and find the bravo flights to be the most fun and least hectic. So I was about half and half. Recently switched to always going in the bravo.
I've always done the skyline bravo transition. No position reports and bravo separation by the tower controllers. I've done it at least a dozen times, never been turned down. As a bonus, depending on what LGA is doing, you can add-on a loop around manhattan, returning up the east river and crossing Central Park to rejoin the skyline route.
Years ago I was flying the corridor northbound in my NORDO T-Craft (before the creation of the SFRA, you didn't have to talk to anybody) when I was passed by a Huey. I landed at MGJ where my parents were waiting and the Huey was already there. When I walked into the FBO the Huey pilot asked if that was my T-Craft, and said, "That's the first time we've ever passed anybody!"
Do they have a preferred altitude in the bravo transition ? Was thinking about doing this north to south with a U turn south of the VZ and head back north.
The course, which you're supposed to take to fly in the SFRA, explains it all. https://www.faasafety.gov/gslac/ALC/course_content.aspx?cID=79&pf=1&preview=true
1,500 or 2,000. Crossing over Manhattan you'll need to be at 2,000 so if traffic out of LGA is conflicting you won't get the east river or park transition option.
It should be possible to obtain an temporary EASA holiday license based on an FAA PPL license, just as it is possible the other way around. With an EASA license one is allowed to fly member states' registered aircraft. More on this page from AOPA Germany. I do have an EASA PPL, and in the past an FAA license based on my Dutch PPL that I could use to fly N-registered aircraft in the USA.
How do I do this if approaching either end of the corridor on an IFR flight plan? Will I have to cancel IFR and fly the corridor VFR?
Not sure as IFR has minimum altitudes to follow as well. Talk to ATC, tell them what you want to do, and go from there.
