Date: 201811
Local time of day: 0601-1200
Location: N90.TRACON, NY
Flight conditions: VMC
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class B JFK
ATC / advisory: TRACON N90
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication; Airspace Structure
Primary problem: Ambiguous

Narrative: I requested clearance to fly through the NYC Hudson Skyline Route at 1;500 FT; but was instead vectored in to the NYC SFRA Hudson corridor (at 1;100 FT) then into the Skyline (at 1;500 FT). In the process; while I was in positive radio contact with Approach; I was not self-announcing on the CTAF. For the period of time when I was at 1;100 FT (and in contact with Approach) I was not communicating on CTAF. I feel being in the 1;000-1;300 FT SFRA but not being able to self-announce; I put myself and other pilots in danger. Finally; when I was eventually instructed to climb into the Skyline Route; I was not officially granted the 'cleared into the NYC class bravo' phraseology. I contacted Clearance Delivery and requested (and was subsequently granted) clearance to depart ZZZ with intentions of flying through the Hudson Skyline Corridor at 1;500 FT; VFR with Flight Following from south to north then return to ZZZ. My expectation was that I would enter the NY class bravo at 2;000-3;000 FT to the east of NYC; at which point I would receive vectors to the south entrance to the Hudson corridor and then descend down to 1;500 FT. After departing; I contacted NY Approach Control; informed them of my cleared intent to fly the Skyline Corridor; but was subsequently instructed to change my altitude to 500 FT; remain offshore and approach the corridor from the south. Please note the following: at the time I received the 'descend to 500 FT' instruction; I was still over the densely populated mainland of Long Island. 'Descend to 500' is typically the instructions one would get if planning to enter the NYC Hudson SFRA. I had retaken and passed the NYC Special Flight Rules (ACL-79) course back on [date]. I retake this course anytime I plan on flying the Hudson if over 3 months old. At first I was a bit surprised. The intent of the requested clearance was such that I could avoid the 500 FT shelf cut-out by JFK and; instead; enter the Skyline from altitude. What I expected was to be granted clearance into the class bravo and then subsequently receive vectors as I flew to the entrance of the Hudson - I was explicitly expecting to hear 'Aircraft X you are cleared into the NY class bravo'. Either way; I had my TAC chart handy and was fully prepared to fly the Hudson SFRA if necessary - self-announcing at 1;100 FT. I felt the first hole in the cheese appearing. I read back the instructions but indicated that I would remain at my current altitude and eventually descend to 500 FT as I approached the area around JFK - in my mind; I was thinking specifically Long Beach. I should also point out that I had a flight plan programmed into ForeFlight that depicted both the best path and necessary altitudes for entering the SFRA from the southeast. Upon my read back; the controller responded that she wanted me to descend to 500 immediately and remain offshore. I; therefore; replied something along the lines of: 'way out here? OK; I will descend to 500 FT.' Hole number 2 - I really was not expecting such instructions and the first signs of apprehension appeared.In retrospect; I should have replied: unable; informed the controller of my position; pointing out I am not in a position to safely fly at 500 FT. Instead; I sped up my decent and aimed my plane to head toward the beach so that I would not violate the 1;000 foot minimum altitude over a densely populated area. Note: going back and reviewing my flight log; at this point; I was still east of the Deer Park VOR (DPK). I was well east of the NY Class B upper (4;000 FT) shelf. From my experience; this is very far east of the point where we are required to drop to 500 FT. While I don't like being at 500 FT; there is a very long stretch of beach that makes for an ideal emergency landing place. I purposely kept my plane within gliding distance to the beach. I subsequently continued below 500 FT toward the Ver Razano Bridge (VZ). Note: this 500 FT flight include the entirety of Nassau County and part of Suffolk County - well outside the SFC area for the NY Class B cutout; which starts around the Long Beach area. As I approached the VZ; I was still in contact with Approach. Because I was quickly approaching the VZ; I asked if I should perform a 360. I was told no and that they were still working on my handoff with EWR and that I should stay with her. Contemplating that response and seeing the VZ looming in front of me; I asked for permission to climb to clear 'an obstacle' - the obstacle being the VZ. In fairness; I never verbalized the obstacle was the VZ to Approach. Hole 3: I should note; at each step; I could feel added pressure. By now; I am getting very concerned about how things are unfolding. At this point; I was more focused on my situation and radio communications and not paying due attention to my plane and traffic. I was cleared to climb - at which point I climbed first to 800 to clear the VZ and then eventually to 1;100 FT - which is the Hudson SFRA VFR; fixed wing altitude. At this point; I felt good. I was at the right altitude and awaiting approval to climb to 1;500. If not granted; I was in a good place to continue through the SFRA. After a minute of thought; I realized that I was at the right altitude for the SFRA; but I was past the VZ yet on with Approach - hence not self-announcing on the CTAF (hole 4). Therefore the SFRA traffic was not explicitly aware of my presence and hence not looking for my aircraft. Now I was getting very concerned. I knew I was in a very precarious position and I had no concrete idea how to get out of it. I now had two urgent issues: look for traffic AND deal with approach. At this point; I was very stressed. I did take solace in that ATC was pointing out traffic to me and point me out to other traffic. As I was passing the Statue of Liberty (it was off my left shoulder and slightly behind me) Approach gave me clearance to climb to 1;500 FT - which I immediately complied. Finally; I was at the correct altitude and in contact with Approach and with flight following. I could feel the pressure melt away. Whatever mess I had gotten myself into (be it my fault or the controllers') I was leaving it behind me. I felt a very very deep sigh of relief. The remainder of my flight proceeded without incident. In fact; I was elated having flown through the Hudson Corridor via the Skyline - something I had never done before. Although; I knew things didn't go according to plan. I think everyone acted with the best intentions - just that approvals took too long and the airspace in front of me closed. I believe the crux of the problem was that the controller directed me to a standard approach for the Hudson SFRA. I assume she could not get me the clearance needed for a flight at altitude. I think what would have been a better approach would have been to tell me 'remain clear of the NY class bravo' if the handoff could not be guaranteed. I was fully prepared and would have simply then chosen to transit the Hudson SFRA at 1;100 FT as I have done in the past. While I was in positive radio contact with approach; I was flying in an area where I was supposed to be self-reporting on the CTAF. I was beyond the VZ and as far as the Statue of Liberty before my situation was resolved. I assume that EWR was aware of my location; but I was not in direct communications with them. So; aside from a comment from Approach; I do not know for sure if the controllers at EWR had a clear understanding of my flight path. When I got the approval from Approach to 'climb to 1;500 FT' I acted immediately. I clearly wanted to get out of the 1;100-1;300 foot band and go up into the Skyline corridor. It wasn't until after I landed that I realized that I did not formally hear the 'Aircraft X you are cleared into the New York class bravo' phraseology. I don't know if that was really necessary; but it was what I was expecting to hear. In my desperation to get out of the SFR and into the Skyline; I didn't think to question it.Final note: While I do not believe I did anything inherently wrong in this situation; I could have 'confessed' and shared my concerns more thoroughly with approach. While this particular situation will be hard (if not impossible) to recreate; I have already arranged to redo this Skyline flight with a flight instructor. This way; if I am making any systematic mistakes; I can learn and take corrective actions.




Synopsis: General aviation pilot flying in the vicinity of the NYC Hudson river. The pilot was in contact with ATC for the entire duration of the flight and flying at time in Class Bravo Airspace. The pilot was unsure if he heard the proper phraseology; 'Cleared into the Bravo Airspace.'