vfr corridor

I find that it's much easier to get flight following once you get further
away from the primary sectors. Over northern NJ, that'd be 119.2 for
departure and 127.6 for arrival. Whenever I fly IFR out of CDW, those two
freqs are usually the busiest... after handoff to the next sector, things
calm down considerably, and I hear people requesting, and getting, flight
following all the time.

As for the East River corridor, thanks to whomever asked about that
particular segment... I've never done it either, and was curious also as to
where the northern turn around point would be. Sounds like it'd be doable in
a 172 with a steep turn, but I'll probably wait and do it with an instructor
in the plane first before trying it by myself.

--
Guy Elden Jr.


"john price" wrote in message
...
In the NYC area, it depends on what sector you're in and how
busy it is... If they're not busy, they'll usually deal with you...

John Price
CFII/AGI/IGI
http://home.att.net/~jm.price


"Hankal" wrote in message
...
Nope. It's recommended that you listen in and announce position on the
common
frequencies, however. That's 123.075 for the East River and 123.05 for
the
Hudson.

I have never flown in Washington DC, NY airspace. I fly out of SE
Florida.
How tough is it to get flight following in that airspace.
Even here ( Miami-Orlando) they will not give you flight following when
they
are busy. For long trips I usually file IFR.
Hank

Just took a flight today with two friends in the school's 172S from CDW -
44N (Sky Acres) for lunch, then on the way back, checked off another item on
my to-do list of cool things to try as a pilot. . .

Climbed out of 44N at a good 800 - 1000 fpm ... gotta love that winter air.
Leveled off at 8,500 feet, heading south. About 1,500 feet I could already
make out the buildings of Manhattan, from over 50 nm away... talk about your
picture perfect day! (Save for the clouds that were obscuring the rapidly
descending sun).

As we passed Dutchess Co, I called up and got flight following, then advised
the controller that I'd be flying south on the east side of the city to the
Verrazano Bridge, then requesting to transition the Class B direct to
Caldwell. He seemed to go along with that plan, and we got a few traffic
calls of Airbusses climbing out of La Guardia as we neared the city. It was
really, really a spectacular view from up there. Simultaneously, I was
watching the lineup of traffic heading into LGA runway 4, while JFK was
running arrivals into 31 (couldn't tell if it was L or R tho). My two
friends were glued to the windows on the right side of the plane as we
cruised south. You could easily see all of the bridges along the Hudson and
East rivers at once, from the Tappan Zee down to the Verrazano, and if you
looked east, you could just about make out the end of Long Island. All of
this, while trying to take in the whole of Manhattan as we slid past with
relative ease, all of the heavies safely below us and turning out well
before crossing our altitude.

The icing on the cake tho came when we got to the Verrazano. I requested
direct CDW and to transition Class B, and was immediately cleared in with a
descent to 6,500 and direct CDW. This put us on a perfect turn to round the
tip of Manhattan directly over the bridge, and then start our way up the
Hudson river side of the city. As I leveled off at 6,500, I noticed the
queue of departures waiting on the taxiway at Newark for 22L. They were
departing at a good pace, probably one every 45 seconds. We were handed over
to "Newark" departure (a term I hadn't heard til today), and I noticed that
that controller was a bit busier. He was still able to handle us very well
though, with just a small vector more northward, which again, put us in an
even better position to view the city from along the Hudson.

A few minutes later we were cleared down to 2,500, and as we descended
through 3,000, radar services were terminated, I contacted CDW, and was
cleared for a straight-in on 27 behind one more arrival. Picture perfect
landing to an absolutely picture perfect flight. I will _definitely_ be
doing this one again!

p.s... when we arrived at CDW around noon today (before the flights), there
were, I kid you not, _12_ planes queued up on the taxiway waiting to depart.
All GA. I've never seen that many GA planes in a line at any airport before.
The tower told all the touch and go traffic to land or go elsewhere for a
while so they could clear out the traffic, but my oh my, I think that gave
me a taste of what to expect if I make it out to Oshkosh this year! :-)

--
Guy Elden Jr.

"Guy Elden Jr." wrote

doing this one again!

p.s... when we arrived at CDW around noon today (before the flights),
there
were, I kid you not, _12_ planes queued up on the taxiway waiting to
depart.
All GA. I've never seen that many GA planes in a line at any airport
before.
The tower told all the touch and go traffic to land or go elsewhere for a
while so they could clear out the traffic, but my oh my, I think that gave
me a taste of what to expect if I make it out to Oshkosh this year! :-)

--
Guy Elden Jr.

Nice story. One question.

Have you ever been to OSH during the rush?

My guess is no. :-)
--
Jim in NC

If you want a "taste of Oshkosh", go to the AOPA Fly-in at FDK. I think it was
in 2002 that FDK became the second busiest airport in the country for that one
day, right behind ATL and ahead or ORH. I think the weather was IFR for 2003,
but I may be off by a year.

Dave Reinhart


"Guy Elden Jr." wrote:

The icing on the cake tho came when we got to the Verrazano. I requested
direct CDW and to transition Class B, and was immediately cleared in with a
descent to 6,500 and direct CDW. This put us on a perfect turn to round the
tip of Manhattan directly over the bridge, and then start our way up the
Hudson river side of the city. As I leveled off at 6,500, I noticed the
queue of departures waiting on the taxiway at Newark for 22L. They were
departing at a good pace, probably one every 45 seconds. We were handed over
to "Newark" departure (a term I hadn't heard til today), and I noticed that
that controller was a bit busier. He was still able to handle us very well
though, with just a small vector more northward, which again, put us in an
even better position to view the city from along the Hudson.

A few minutes later we were cleared down to 2,500, and as we descended
through 3,000, radar services were terminated, I contacted CDW, and was
cleared for a straight-in on 27 behind one more arrival. Picture perfect
landing to an absolutely picture perfect flight. I will _definitely_ be
doing this one again!

p.s... when we arrived at CDW around noon today (before the flights), there
were, I kid you not, _12_ planes queued up on the taxiway waiting to depart.
All GA. I've never seen that many GA planes in a line at any airport before.
The tower told all the touch and go traffic to land or go elsewhere for a
while so they could clear out the traffic, but my oh my, I think that gave
me a taste of what to expect if I make it out to Oshkosh this year! :-)

--
Guy Elden Jr.

"David Reinhart" wrote in message
...
If you want a "taste of Oshkosh", go to the AOPA Fly-in at FDK. I think
it was
in 2002 that FDK became the second busiest airport in the country for that
one
day, right behind ATL and ahead or ORH. I think the weather was IFR for
2003,
but I may be off by a year.

Having been into Oshkosh during the airshow a number of times, I can tell
you the AOPA
fly-in is a scarey nightmare. Unlike Oshkosh where you have a few pilots
and a lot of
controllers/ground crew who have a clue, you have none of these at the AOPA
expo.
You get a bunch of people who haven't even pretended to read the NOTAM,
talking
over top of each other, unable to follow directions etc....

Don't let the AOPA flyin scare you out of flying to Oshkosh.

David Reinhart wrote:

I think the weather was IFR for 2003, but I may be off by a year.

Yes, this past year the weather was actually low IFR for most of the day
of the Fly-In. I flew down to Frederick from Syracuse the night before
so I didn't have to fly the ILS down to minimums on the day of the
event.

--
Peter










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Guy Elden Jr. wrote:

As we passed Dutchess Co, I called up and got flight following, then
advised the controller that I'd be flying south on the east side of the
city to the Verrazano Bridge, then requesting to transition the Class B
direct to Caldwell.

How did you get to the East River, and then down it, w/o a class B
clearance? I *think* (it's tough to make out) that there's a segment south
of some (is that Roosevelt?) island that has a ceiling at 1100'. But
elsewhere it appears to drop down to the surface.

It sounds like a nice trip. Someone once told me about having done
something similar, but turning west near midtown and flying over Manhatten.
At night. That's *definitely* on my list.

- Andrew

You should ask for a Class B clearance sometime. Call them from up
around the Tappan Zee bridge and if your radio skills are better than
average you will probably not have much of a problem getting one. Most
likely you will be assigned 1500' and sent down the river with handoffs
to the various facilites (TEB, EWR, LGA).

Last time I did it I asked for the East River northbound and was handed
off to La Guardia Tower after turning north over the tip of Manhattan.
They brought me up the East River to Roosevelt Island and then cleared
me to fly over Central Park back to the Husdon and then back up to HPN.

I prefer getting a clearance to using the corridor for several reasons.
I'm already talking to them and they know who and where I am in case of
trouble, I'll be at a somewhat higher altitude, and they will keep me
separated not only from the jet traffic, but also from all of the
helicopter traffic down low in the corridor.

Hope this helps...

In article ne.com,
Andrew Gideon wrote:

Guy Elden Jr. wrote:

As we passed Dutchess Co, I called up and got flight following, then
advised the controller that I'd be flying south on the east side of the
city to the Verrazano Bridge, then requesting to transition the Class B
direct to Caldwell.

How did you get to the East River, and then down it, w/o a class B
clearance? I *think* (it's tough to make out) that there's a segment south
of some (is that Roosevelt?) island that has a ceiling at 1100'. But
elsewhere it appears to drop down to the surface.

It sounds like a nice trip. Someone once told me about having done
something similar, but turning west near midtown and flying over Manhatten.
At night. That's *definitely* on my list.

- Andrew

Tom Fleischman wrote:

You should ask for a Class B clearance sometime.

I have, although I've not "done Manhatten" this way.

Call them from up
around the Tappan Zee bridge and if your radio skills are better than
average you will probably not have much of a problem getting one.

I'm IFR rated, and I've learned in this neighborhood. I've shown others, a
little shy of VFRing in, how easy it is to get into the class B. You'd
*hope* I've decent radio skills by now.

But I still managed to stutter my way through a request of "Newark Approach"
for a transition recently laugh. Still, they let me in. I don't think
they're as picky as everyone says. I think it's really just a matter of
whether they can fit us in.

And they do try. I had to duck under people riding the ILS into TEB, but
they fit me in.

I did have to wait for a couple of minutes, but circling was no problem.
More, I unexpectedly got to see my house. That was very funny. I was
grumbling about having to wait and then..."Hey, there's Brookdale [park]" I
said to my passenger. "And there's my house!".

[...]
Last time I did it I asked for the East River northbound and was handed
off to La Guardia Tower after turning north over the tip of Manhattan.
They brought me up the East River to Roosevelt Island and then cleared
me to fly over Central Park back to the Husdon and then back up to HPN.

*That's* the clearance I want (except replacing CDW for HPN {8^).


I prefer getting a clearance to using the corridor for several reasons.
I'm already talking to them and they know who and where I am in case of
trouble, I'll be at a somewhat higher altitude, and they will keep me
separated not only from the jet traffic, but also from all of the
helicopter traffic down low in the corridor.

Choices choices grin.

- Andrew

Class B Ceiling there is 7000'. IIRC, he said he was over it at 8500' on
the East side.

But I don't think they are all that stingy with Class B clearances over
there...

I love that tour, tho... It's a great ride - I take people on it all the
time. But I generally stick to the Hudson River 1100' and below version...


Andrew Gideon wrote in
online.com:

Guy Elden Jr. wrote:

As we passed Dutchess Co, I called up and got flight following, then
advised the controller that I'd be flying south on the east side of
the city to the Verrazano Bridge, then requesting to transition the
Class B direct to Caldwell.

How did you get to the East River, and then down it, w/o a class B
clearance? I *think* (it's tough to make out) that there's a segment
south of some (is that Roosevelt?) island that has a ceiling at 1100'.
But elsewhere it appears to drop down to the surface.

It sounds like a nice trip. Someone once told me about having done
something similar, but turning west near midtown and flying over
Manhatten. At night. That's *definitely* on my list.

- Andrew