Navigating the Most Restricted Airspace in the World

Navigating the Most Restricted Airspace in the World

Being part of AOPA’s celebration of general aviation gave me a flight I will never forget.

By James A. Viola

After the events of Sep. 11, 2001, flying in and around Washington, D.C., including over monuments and federal buildings, became nearly impossible. Flight paths were changed and approaches radically altered to protect the White House, the US Capitol, and the thousands of federal workers in the city. In this airspace—one of the most restricted and closely monitored in the world—only pilots with special permission based on background checks and interviews can fly. Because of these restrictions, most flights over the city are air medical, military, or law enforcement missions.

On May 11, 2024, I had the opportunity to fly in that airspace at 1,000 ft above ground level (AGL). The event, the National Celebration of General Aviation D.C. Flyover, was part of the 85th anniversary celebration of the Aircraft Owners and Pilots Association (AOPA). The flight also demonstrated general aviation’s contributions to society from the dawn of commercial aviation in the 1920s through today while showcasing the professionalism and focus on safety that courses through all of aviation.

Piloting my Robinson R44 over Washington, D.C., one of the most tightly controlled airspaces in the world. (AOPA Photo)

Organizing a Flyover

Planning for this historic flyover started more than 15 months earlier, back in early 2023. AOPA’s Mike Ginter, VP of airports and state advocacy, was tasked with making it happen. Fortunately, Ginter and the participating agencies had some experience.

An Arsenal of Democracy Flyover took place over Washington, D.C., on May 8, 2015, to commemorate the 70th anniversary of VE Day, the end of World War II in Europe. That flyover was organized by the General Aviation Manufacturers Association, the National Air Traffic Controllers Association, the International Council of Air Shows, and the Commemorative Air Force. As a veteran, I was moved by the sight of the World War II–era warbirds flying in formation over the US capital. They represented both American military might and the sacrifices that our country made, both essential to winning that war.

Ginter also oversaw the second Arsenal of Democracy flyover to commemorate the 75th anniversary of VE Day. The event was approved, and some 60 World War II aircraft had gathered at local airports in May 2020. However, the weather did not cooperate, and the event was canceled.

For the 2024 flyover, Ginter’s goal was to keep everything very simple. However, nothing is simple about wrangling the federal government to get a flyover approved in the most controlled airspace in the United States!

A great deal of credit for making the flyover possible goes to the chair and ranking member of the US House of Representatives Transportation and Infrastructure Committee, Sam Graves (R-Mo.-06), who is also a pilot, and Rick Larsen (D-Wash.-02), respectively. The two leaders wrote to the FAA asking the agency “to support and assist in commemorating the 85th anniversary of the ‘Golden Age of Aviation’ and the many contributions the US general aviation industry has [provided] and continues to provide to our nation with a National Mall flyover [in spring 2024].”

With this opening, AOPA started the laborious process of making the flyover a reality.

US Secret Service canine teams inspected every aircraft prior to liftoff. (AOPA Photo)

Coordinating 11 Offices, 54 Aircraft, and 210 Pilots and Passengers

Eleven different federal offices, most under the FAA, needed to approve the plan. If the US Secret Service, the Transportation Security Administration (TSA), the US Capitol Police, or any of the other government offices objected, it was not going to happen.

“Each of the 11 offices had the ability to end this flyover before it even got off the ground,” Ginter says, adding that the offices were in fact supportive of the event. “From the outset, they were inclined to make it happen if we followed all proper rules, waiver requests, and other procedures.”

I am a proud member of AOPA and have been since 1987, and as the president and CEO of Vertical Aviation International, I was thrilled to be asked to lead the rotorcraft contingent of the flyover.

After attending the first briefing for the flyover pilots in January of this year, I came away impressed by the organization and planning that went into making this flyover happen.

Three months later, a four-plane practice flight took place, led by AOPA President and CEO Mark Baker, and including Pete Muntean, CNN’s aviation correspondent who is also a pilot and flight instructor.

“We captured phenomenal video to help train the pilots,” Ginter says. “For the final flight, this video was indispensable to show the participants the flight path and visual features down the Potomac River, and the monuments, giving them the confidence to make the flight both securely and safely.”

Ginter adds that the video was valuable for the approving agencies, too, as it enabled them to see that the plan worked and the flight could be done safely and securely.

Another hurdle to overcome was the fact that the inbound and outbound flight paths for Ronald Reagan Washington National Airport (KDCA) were nearly identical to the flyover route. Traffic at the extremely busy airport would have to be halted for an hour in the middle of a Saturday. However, flyovers such as those over nearby Arlington National Cemetery for military funerals are not uncommon, so there was a precedent for briefly stopping airport traffic.

Prior to the flyover, 210 people had to be vetted by the Secret Service and the TSA. This included pilots, copilots, student pilots, and passengers. Additionally, every aircraft had to be “ramp-checked” by the FAA’s local Flight Standards District Office and the TSA and “canined” (inspected by the Secret Service’s explosive-­detecting dogs) at the departure airport, Frederick Municipal Airport (KFDK) in Frederick, Maryland, about 45 miles from downtown D.C.

The flight path of the historic flight over Washington, D.C. (OpenStreetMap; VAI/Bailey Wood)

A Lineup for the Ages

The day of the flight was “clear blue and 22,” as we would say in the army. We could not have asked for nicer flying weather. The ground crew carefully lined up every aircraft in a particular order to facilitate taking off at specific intervals. After we got a thumbs-up from the security personnel, a complex and carefully choreographed dance by all participating aircraft took place.

The goal was to have each aircraft pass by the Washington Monument at 2.5-minute intervals starting precisely at noon. Because the different aircraft had different cruising speeds, takeoffs and flight times had to be precisely calculated and scheduled down to the second. Credit goes to expert air boss Wayne Boggs, who got every aircraft in the air exactly on time.

The flyover was organized into 15 distinct “chapters” representing the history of general aviation, from the Golden Age of Aviation—considered the 1920s and 1930s—to the present. The lineup included vintage planes from the 1930s, seaplanes, homebuilts, public-service aircraft, and trainers.

The formation was led by AOPA’s Baker in his historic Beechcraft Staggerwing, followed by other notable aircraft, including the Waco UPF-7, North American Navion, Douglas DC-3, Spartan Executive, Hatz biplane, and HU-16 Albatross. Modern aircraft making the trip included a Carbon Cub, Icon A5, the newest Piper M700 Fury, and my Robinson R44. In total, 54 aircraft were featured, flown by some of the most accomplished pilots in the country. CNN’s Muntean joined in his Super Decathlon, and the Titan Aerobatic Team concluded the event.

The flyover was livestreamed on AOPA’s YouTube channel using video cameras positioned on buildings throughout downtown D.C. A media helicopter hovered near the Washington Monument to capture pictures and additional footage. Commentators and renowned aviation journalists and pilots Tom Haines and Miles O’Brien provided live narration, discussing the background of each aircraft in the flight. From the roof of the Smithsonian National Museum of American History, as different generations of aircraft flew overhead they shared the history and, more importantly, the impact of general aviation.

“Some $150 billion a year in economic impact comes out of the general aviation community,” Haines said during the livestream. “A million jobs across the country are related to this industry, and many of the aircraft we will see today are built in small towns across the United States.”

The narration also touched on how aircraft are evolving. As a de Havilland Canada DHC-2 Beaver, a single-engine floatplane, flew over, the two hosts explained that Harbor Airlines, from the northwestern United States, is converting its Beavers to electric flight due to the short hops they take to and from Vancouver, British Columbia, Canada.

“It’s a perfect mission for electric aviation,” O’Brien said.

They also highlighted general aviation’s efforts to eliminate lead from avgas. As a Beech Baron flew over, the pair noted that the twin-engine plane was using different fuels for each engine. One used traditional fuel; the other, a new unleaded fuel called G100UL.

I led the vertical aviation category as “Rotor 1” in my Robbie. I was followed by an experimental-­category Enstrom 480B piloted by Enstrom’s Dennis Martin and an Airbus EC120 flown by AOPA trustee Matt Desch. Joining me in my helicopter to witness this momentous flight were National Air Transportation Association President and CEO Curt Castagna and my fiancée, Ellen Boone.

Joining me in my R44 was National Air Transportation Association President and CEO Curt Castagna (right) and my fiancée, Ellen Boone (not pictured). (James Viola Photo)

The Event Route

All aircraft followed a strict predetermined route. Initially, we flew south at an altitude of 2,000 ft. AGL, then we descended to 1,000 ft. over the Potomac River and maintained that altitude after making a left turn at the Lincoln Memorial.

We remained over Independence Avenue, but the view over the monuments, the White House, the federal office buildings, the US Capitol, and the Smithsonian museums was breath­taking. Very few have been able to experience the grandeur of Washington, D.C., from this altitude!

Flying parallel to the National Mall, we flew within 500 ft. of the Washington Monument. Seeing it from that perspective was remarkable.

The National Mall section of the route terminated near the Smithsonian National Air and Space Museum, where all aircraft turned south. The flyover’s three helicopters included the Enstrom, so we flew farther south on the Potomac River to Mount Vernon, home of George Washington, the first US president.

From there, we proceeded west and around the controlled airspace of Washington Dulles International Airport (KIAD), before returning to KFDK.

The return flight in the Robbie was uneventful, as all of us sat quietly processing what we had just experienced.

A Testament to Aviation

The entire flight was well over 120 miles and took us a little over an hour. All aircraft returned safely.

As we landed back on the tarmac, there was a palpable sense of accomplishment and camaraderie among all the participants. Wayne Boggs, the KFDK air boss, and the ground crew and support staff greeted us with smiles, recognizing the significance of what we had just achieved.

Reflecting on the experience, I realized the flyover was more than a celebration of AOPA’s anniversary. It was a testament to the enduring spirit of aviation and the passion it sparks. The event also underscored the critical role organizations such as AOPA and VAI play in advocating for our industry and ensuring our future. The National Celebration of General Aviation D.C. Flyover was the flight of a lifetime, and I was honored to be part of it.

James A. Viola is VAI’s president and CEO. After a career as a US Army aviator, he joined the FAA, where he served as director of the Office of General Aviation Safety Assurance before joining VAI. James holds ATP ratings in both airplanes and helicopters and is a CFII. Contact him at President@verticalavi.org.