The Niagara Falls Circuit

Proceduralized

Around the Williamson Flying Club, I have a reputation for being well travelled by general aviation. As a result, my friends are often surprised to learn that I had never flown the official FAA scenic tour over Niagara Falls that allows aircraft to orbit the magnificent landmark while crossing back and forth across the border with Canada.

Canadian Horseshoe Falls photographed on August 18, 2012.

The American and Bridal Veil Falls photographed 18 August 2012.

The truth is that I have flown over Niagara Falls more times than I can count since 2006 as a result of many trips between New York and Michigan. I never felt the need to fly the specified "scenic falls tour" route because I could arrange my trajectory across Canada as needed to ogle New York's most impressive natural wonder. I also tend to eschew procedures where they are unnecessary; that is just how I am wired.

That all changed in 2021 when Matt P suggested a breakfast run to Niagara Falls International. I invited John R, a long time friend and colleague, to join me and offered the falls tour as an enticement. Suddenly, it made sense to review the FAA's take on sightseeing over the falls.

Homework

VFR sectional chart showing Niagara Falls, Niagara Falls International, and the border.

The Northeast Chart Supplement (what we formerly called the A/FD) describes the procedure in detail. Aircraft are required to fly no lower than 3,500 feet to ensure adequate clearance with the fruit fly swarm of commercial sightseeing helicopters below. A southwest-oriented racetrack pattern is flown clockwise over the falls. While the exact route of the pattern is somewhat vague and left open to pilot interpretation, there is a specific requirement to avoid flying north of the Rainbow Bridge. Aircraft in the pattern self announce on 122.05 MHz, likely because Buffalo Approach wants no part of trying to sort out the sightseeing rabble.

Como?

Date	Aircraft	Route of Flight	Time (hrs)	Total (hrs)
20 Nov 2021	N21481	SDC (Sodus, NY) - IAG (Niagara Falls, NY) - SDC	2.4	2389.1

Matt launched first in One Delta Tango with me and John several minutes behind in Warrior 481. It was my first engine start on a new battery in nine years and I was impressed by the Warrior's newfound enthusiasm. As we climbed into the cold, smooth air, I explained to John that I was skeptical about being able to overfly the falls due to a forecast broken ceiling at 2,500 feet that would be too low to accommodate the sightseeing procedure.

However, as we approached our destination, the sky was obviously clear of clouds. Because we still had twenty minutes before the restaurant opened at our destination, I decided that there was plenty of time to do one circuit around the falls and announced our intentions to Buffalo Approach. Buffalo checked with Matt about his intentions, but he was heading directly for Niagara Falls International.

Photo by John R.

We entered the circuit over Goat Island with ephemeral rainbows shimmering in the mist over the falls. As the sole aircraft flying the procedure that morning, there were no transmissions cluttering the radio waves except our own. West of the the falls, the dazzling reflection of the low sun on the Niagara River was nearly blinding.

After a single orbit, we exited the pattern and contacted Niagara Falls Tower. Tipped off on our arrival by Buffalo Approach, they were waiting for us and provided an immediate clearance to land on runway 24. Minutes later, we arrived on the Calspan ramp. Absent any line crew, I chose a parking spot next to One Delta Tango, shut down, and chocked the Warrior. A lineman emerged from the FBO as we were halfway to the door, apologizing because our arrival coincided with his potty break. Somehow, we managed without him. He had wheel chocks in his hands and seemed dismayed when he noticed that I brought my own and had already used them.

Matt was waiting inside and we walked across the street to Como, a small Italian restaurant that offered a breakfast menu. The service was friendly, if slow (understaffing?), and the food was decent without being outstanding. The biggest demerit was their use of canned mushrooms in their omelets.

John with Warrior 481 on the Calspan ramp.

Calspan charged $12 for our brief time parked on their ramp. Neither John nor I had the correct combination of bills in our wallets to pay the fee and Calspan could not make change, so we received the unofficial Saturday morning discounted rate of $10. I think they should implement this in an official capacity. It could catch on. "More flies with honey," etcetera.

The weather had changed significantly during our time at breakfast, becoming overcast and bumpy. We arrived to find the pattern busy at Sodus and joined as number four to land. On short final, we encountered wind shear that required full throttle to keep the Warrior airborne. "At least I gave you a good landing at Niagara Falls," I remarked to John after thumping down on the runway. He was completely unfazed by the graceless landing.

Overall, it was good to get out and visit somewhere new. (Como, not IAG. I've been to IAG before.) Now I can finally update my aviation resume with the Niagara Falls procedure.