Jaime Steel-Potter and her husband, Danny Potter, saved Phillipsburg Airport (3I7) in Ohio. Not only has the airport acquisition had a positive impact on their business, Steel Aviation, it represented a sentimental move for her.  

“I grew up here. It’s where my dad had his original paint shop and have been around the airport since I was 7 or 8 years old,” Steel-Potter said. “The former owner had some health issues and had to sell Phillipsburg [in 2012]. The grass was 4 feet tall. The pavement, the runway, and everything was a total mess. But because I had known how the airport was before, and how busy it was, I knew it was worth saving.”

When the couple jumped in to keep the airport running, there was one small detail that would become a time-consuming and costly challenge to overcome. 

“Next to the airport there is a huge commercial nursery where they grow plants and trees, who had their eye on the airport to turn into an extension of their current property,” she said. “I couldn’t stand to know that it would have been a nursery had we not saved it. This company is the largest landowner in the county, and they had their eyes [on the airfield], and partial claim on ownership. 

“When we bought the airport, the center section of the runway was not owned by the current owners. The nursery had actually ended up purchasing that section of the land, and they sued us to close the airport. But the former owner of the airport had a first right of refusal to be able to purchase the land. It didn’t matter whether she could afford it or not, because she clearly couldn’t. We countersued and said, ‘Hey, look. We should have the opportunity, or at least Mrs. Miller should have the opportunity, to buy this land and you passed over her.’ The judge agreed and issued a summary judgment. We needed to come up with over half a million dollars in seven days.”

Steel-Potter said that this victory felt like a David and Goliath story. The duo has since invested more of their time and money into improving Phillipsburg for their business and the local aviation community. 

“There are 70 hangars here in total and we’ve put in 24 of them,” she said. “Some of the hangars are pretty old, though, so we are going to be tearing those down and putting new ones up. We have also renovated the existing main FBO building, have bought another building, and expanded my dad’s original paint shop with a new addition. We are also putting in a new FBO building with a really cool event space. It will be an airplane showroom for both Cirrus and Diamond aircraft [Steel Aviation is a Diamond Aircraft dealer for an eight-state territory and Jaime has closed over 2,700 used Cirrus].

“Then on the weekends, people will be able to rent it out for weddings and other events. Along with the event space, we are going to put in a commercial kitchen, and it’d be really cool if we could get a restaurant to come in and lease the space.” 

Phillipsburg Airport is a visible landmark for area residents, with an estimated 50,000 or more cars driving by each day. The addition of an on-field restaurant would further improve the accessibility of pilots and nonpilots interested in the airport and what is going on there. 

“In the summer 2023, we tore up the existing runway and put in a brand new 3,250-foot-long-by-75-foot-wide runway,” Steel-Potter said. “We haven’t really encouraged people to fly here [previously] because we used to have a 40-foot-wide runway until July. So really, unless pilots were really on their game, it was kind of dangerous to be here, and it was intimidating to some people. Now, we have a wider runway and a little bit more room in terms of a tarmac. So, we will start trying to get more people here.” 

This means an invitation for transient pilots, as well as other aviation businesses. She noted that there has been interest from flight schools and a vocational program, about basing their operations at Phillipsburg. Another possibility for the future is the addition of hangar condos. 

Like many other privately owned airport owners, Steel-Potter said that airport ownership isn’t the best path to financial independence. However, while she admits that owning an airport is challenging, it has been a rewarding experience for her. 

“I often say that this place is like a money pit because we receive no federal funding and no grant money,” she said. “It truly is self-funded. But the beauty of that is that we put up two rows of T-hangars and they put the same two rows of hangars down at Dayton-Wright Brothers Airport [KMGY]. We were able to get ours up in three months, and it took them two and a half years at quadruple the cost. And I own these hangars and don’t have a lease. From that standpoint, it’s been really beneficial. The flip side to that is when it snows, we have to maintain the runway. When it needs to be crack-sealed, or even a new runway surface is needed, I’m responsible for that. There are pluses and minuses.

“We’ve looked at moving to Dayton International Airport [KDAY, located8 nm east] or moving some of our operations there. But I would put up a couple of million-dollar facilities that I would give back to the airport in 20 years and would still be responsible for the maintenance, taxes, and an impact fee. I would be paying the city $10,000 a month just to be on the land. When I bought Phillipsburg, I was 32, and it just didn’t make sense to take it and build that facility in Dayton to have to give it back in 20 years. It made more sense to take a chance on this place, and thankfully, it has worked out.” 

A lot of the airport’s success can be credited to its headlining tenant, Steel Aviation.

“I think the only way to truly make it work, and the only way that we’ve made it work here, is because we have Steel Aviation,” she said. “If I just were trying to run this place as a privately owned airport, it would never support itself, at least not to the level it does now with all of the new improvements. We get a ton of customers from Steel coming in and supporting the place. But to stand alone on its own, without everything that we have going on here, it would be tough.”

The post Ohio GA Airport Beats with a Heart of Steel appeared first on FLYING Magazine.

The FAA has notified California’s Santa Clara County it is investigating noncompliance issues at Reid-Hillview Airport (KRHV) and San Martin Airport with an eye to getting their safety issues fixed.

In an April 8 letter, the agency detailed a long list of areas it would be looking at on the fields, including signage and runway markings, areas of pavement undermined by ground squirrels, and weed issues on the edge of various paved areas.

The agency said it has been discussing the issues for years with the county but hasn’t seen much action. Reid-Hillview especially has been under neighbor pressure for years, and the county has said it wants to close the facility and build affordable housing on the site. The county has also banned the sale of leaded fuel at the airport to prevent exposure to neighboring residents.

• READ MORE: FAA Investigates Alleged Safety and Grant Violations at Reid-Hillview Airport

Reid-Hillview is a relatively busy regional airport with about 350 based aircraft and more than 500 movements a day on average, so the FAA said it needs to be properly maintained. It’s aksi a federally obligated airport in that it has received a total of $11.6 million from the government for various projects over the years, the most recent being a $46,692 grant for taxiway work in 2011. San Martin, which is much less busy, got $600,000 in 2021.

Taking the money requires the county “to maintain and operate its airport facilities safely and efficiently and in accordance with specified conditions,” the agency said. 

Editor’s Note: This article first appeared on AVweb.

The post FAA Investigating Santa Clara County for Airport Maintenance Issues appeared first on FLYING Magazine.

Far too often we hear about airports being for sale after the fact. Most of the time, a new aviator will continue operating the airfield in its intended capacity. But other times—the runway will fade into distant memory.

Jack Poff, the founder of Shumway “Innernational” Airport (IL05) in Effingham, Illinois, hopes that the facility will still be used as an airport once it’s sold.

“Well, I sure hope we do get to sell it as an airport, because at the point it doesn’t sell that way, it’ll revert back to farm ground,” Poff said. “And that would absolutely break my heart. I can tell you that I put enough work, love, and TLC into this property that I would hate to see it be anything else.” 

To understand Poff’s attachment to the airport with the 2,338-foot grass runway, you have to look back at why it was built. In 2006, the construction professional by trade decided to find a piece of land suitable for a runway, following the reentrance into aviation after a long break.

“After I got married and started raising a family, I was out of aviation for quite a while,” Poff said. “But after my son was born, he started getting interested in remote control airplanes, and we joined a club here in the area. The fellow that owned the place where we flew the remote-controlled planes decided to sell the property, and it was no longer going to be available for us to use.”

Poff explained that flying remote control planes ultimately turned into flying fixed-wing aircraft again and the desire to own his own airport. That’s because the two had nowhere suitable for him and his son to fly. 

“Along the same time, I went up to EAA AirVenture [in Wisconsin] with my son, and we ended up over in the homebuilt section,” he said. “I had been out of aviation for a while, so I was asking some of the homebuilders what they would recommend, as far as planes to build. And they said, ‘definitely a Van’s.’ Within a year or so, I decided that we were going to start in on an RV-9A build.

“I bought the different kits to assemble and started working on them in my garage. It got to the point [in the build process] that I told my wife, ‘Now you’re going to have to start parking outside because I need more room to build my airplane.’ She told me that I was going to have to find somewhere else to build it. Along the same time, I was also looking for a place for the remote-control field. And then I thought, ‘Well, in for a penny, in for a pound. Why not go ahead and find enough property to have a full-scale runway?’” 

Poff started talking to a local farmer who, after some persuasion, was willing to part with some of his land. But it would take several acquisitions to piece enough parcels together to create a suitable landing site. He wound up with 37.72 acres, where he built a 5,200 square-foot hangar/shop and an attached 2,344 square-foot, three-bedroom apartment.

The airfield has served its purpose well. For nearly two decades, Poff has flown an RV-9A from it, albeit a different one than he purchased shortly after his first visit to Wittman Regional Airport in Oshkosh. He now believes that the time he spends mowing the airstrip will be better used toward finally finishing his nearly complete RV build.

“Sometime in the middle of doing all of the work last summer, I decided that I was spending an awful lot of time working on the airport and the runway,” he said. “But again, no time to spend on building the airplane, which now is going into its 20th year of construction. So, I’m getting really close, but I’m not done yet. I just want to finish it up. And frankly, after hosting fly-ins the last 15 or so years, I shouldn’t get all of the fun. Someone else should enjoy it.” 

Poff said that over 350 people and 65 aircraft attended the last fly-in the airstrip hosted in 2022. It included a pulled pork luncheon cooked by his wife, Darlene. 

“Before I decided to sell the airport, I decided to improve the runway,” he said. “There were a couple of places where it was a little bit rough and there were some different things that I wanted to do. I wanted to move it 10 feet farther to the north to give it more development potential. If you’re going to develop lots, you need all the extra space that you can get. So we decided to [do that on the south side of the runway]. The airport was closed during all of 2023, and we got the grass planted at just the right time. It really looks great.

“Shumway Innernational has always been a favorite of all people that like to land on grass. I’ll say it’s their favorite place to land here in southern Illinois. And it’s even better now, in better shape than it’s ever been.”

The post Illinois Grass Strip Airfield Ready for Next Generation of Owners appeared first on FLYING Magazine.

Where were you on March 31, 2003, when the aviation world woke up to the news that Merrill C. Meigs Field in Chicago had been destroyed? 

I was at Sun ’n Fun Aerospace Expo in Lakeland, Florida, working as an aviation reporter. Early that morning I started getting voicemails and emails telling me about the large X’s carved into the runway, rendering it unusable and trapping a handful of aircraft based there.

One of the first to see the damage was a pilot who had planned to land at Meigs but had to divert to another location. He reported the damage to a surprised air traffic controller who, like himself, was not aware that Meigs had been destroyed.

The abrupt closure took airport employees by surprise as well. One of the Meigs tower controllers told a local news outlet that he learned he was out of a job while driving into work and heard a local radio station reporting on the damaged runway.

• READ MORE: ‘Remember Meigs Field’

At Sun ’n Fun, which is the second-largest aviation convention in the U.S., the destruction was talked about somberly. How could this have happened? 

We quickly learned that the heavy equipment operators that came to the airport under the cloak of darkness and dug those massive ditches into the runway were acting on orders from then-Chicago Mayor Richard M. Daley. Daley was not the first Chicago politician to propose the closure of Meigs Field.

In the 1980s, Mayor Jane Byrne suggested closing the airport and turning the property into a park. Local pilots, aviation advocacy groups, and businesses that appreciated the convenience of an airport so close to downtown objected to the idea.

In addition, the FAA noted that the airport had received agency grants, and each grant carried an assurance that it would remain open a set amount of time—usually 25 years—so that the grants can be amortized. At the time, the airport had most recently accepted a grant in 1976. In theory, the earliest the airport could be closed was 2001.

Meigs Field History

The airport was built shortly after World War II on Northerly Island, a human-made peninsula minutes from downtown Chicago. The airport had a single runway measuring 3,900 feet by 150 feet. In 1952, the airport was named after Merrill C. Meigs, publisher of the Chicago Herald-Examiner newspaper and an aviation enthusiast. 

The land, which is owned by the Chicago Park District, was leased for the airport. The location being so close to downtown Chicago made it popular for businesses, medical flights, and for a short time, commercial aviation. It was so busy that a control tower and two instrument approaches were added. By the late 1990s, commercial aviation had given way to general aviation and medevac flights. Meigs was also popular in the virtual aviation world, as it was the default airport for Microsoft Flight Simulator.

In 1994, Daley revived the idea of closing the airport and redeveloping its 75 acres into a park. The FAA reminded the city that it had accepted FAA funding for improvements and by doing so agreed to grant assurances that stipulated the airport remain open.

• READ MORE: City Council Votes To Close Santa Monica Airport

Daley continued to push for closure, and in 1996, the Chicago Park District refused to renew the lease for the airport. Large X’s were painted on the runway identifying the airport as closed. 

In response, the Illinois  Legislature and the FAA strongly opposed the action, and the combined pressure resulted in the reopening of the airport. The painted X’s were removed and the airport resumed operations. The understanding was that the facility would remain open until at least 2026.

Aviation organizations loudly defended the airport and its convenience for downtown businesses, yet the threat of closure remained. The pilots attending the Meet the Administrator public forums at EAA AirVenture held up large red-and-white signs that read “SAVE MEIGS FIELD” to get their point across.

Aviation groups such as the Experimental Aircraft Association (EAA) and the Aircraft Owners and Pilots Association (AOPA) continued to watch the airport. The FAA repeatedly noted that it  is in the business of protecting airports, not closing them, reminding the city of Chicago that the grant assurances stipulated the facility stay open. In addition, FAA regulations state that closure of an airport that includes an instrument approach—Meigs had two—requires a 30 days notice prior to shutdown, which was never given.

Aviation advocacy groups were quick to respond to the airport’s destruction. Phil Boyer, AOPA’s president at the time, called out Daley for what Boyer called a lack of honor: “The sneaky way he did this shows that he knows it was wrong.”

EAA president Tom Poberezny was attending Sun ’n Fun when he heard about Meigs Field. Within two weeks, the organization became part of a GA coalition that lobbied the U.S. Senate to support the National Aviation Capacity Expansion Act, which called for the codifying of the historical political agreement between then-Illinois Governor George Ryan and Daley to preserve Meigs Field for another 25 years.

Meanwhile, Daley defended his actions, claiming the destruction was done “due to safety concerns,” citing a potential terrorist attack similar to 9/11 when terrorists used aircraft to attack the World Trade Center in New York City and the Pentagon in Arlington County, Virginia. This story was quickly discounted when the Department of Homeland Security stated that the airport’s proximity to downtown Chicago was not a risk and that no threats had been made against the city.

Daley then told multiple media outlets that the abrupt closure was done as a means to prevent lengthy and costly litigation as various entities fought to keep the airport open.

For several months, pilot organizations and aviation groups lobbied for the repair of the runway and the reopening of Meigs Field, but it was not to be.

Several weeks after the forced closure, which became known as “Daley’s Midnight Raid” in aviation circles, the FAA gave permission for the 16 aircraft left stranded to depart using the taxiway as a runway.

That was not the last time aircraft used the facility, however.

In July 2003 a pilot on the way to EAA AirVenture in Oshkosh, Wisconsin, experienced mechanical trouble and made an emergency landing in the grass next to the remains of the Meigs runway. Daley accused the pilot of intentionally landing there as a publicity stunt to “embarrass him.” The pilot maintained that he had engine trouble, and the grass infield was the most suitable place for an emergency landing. The FAA sided with the pilot’s interpretation.

In August 2003, the demolition of the remaining infrastructure of Meigs Field began. Today, it is a park.

Even in the virtual world, Meigs in MSFS is gone—lost to the ages.

A Cautionary Tale

In 2005, the FAA fined Chicago $33,000 for closing an airport with a charted instrument approach without giving the required 30-day notice. At the time, the maximum fine the agency could levy by law was $1,100 per day. The city of Chicago appealed the fine, and aviation advocacy groups and elected representatives were quick to note its amount. Some $33,000 was “pocket change”’ to many municipalities that wanted to close the local airport.

In response, the Meigs Legacy Provision was passed as part of an FAA reauthorization bill. The provision increased the maximum fine per day from $1,100 to $10,000 per day for illegal airport closures.

In September 2006, the city dropped all legal appeals and agreed to pay the $33,000 fine, as well as to repay the FAA for the $1 million of Airport Improvement Program (AIP_ funds that were used to demolish the airport and build Northerly Island Park.

Meigs Field’s saga serves as a warning whenever other airports are threatened. The message is clear: It could happen here.

“Remember Meigs Field!” has become the battle cry of endangered airports.

Santa Monica Airport (KSMO) and Reid-Hillview Airport (KRHV)—both in California—come to mind. Both airports date to the early days of aviation. When they were built, they were in farm fields away from the city. Today, they are surrounded by industrial and residential development. And both are facing threats of closure from their elected city and county officials.

The post The Cautionary Tale of the Destruction of Meigs Field appeared first on FLYING Magazine.

It’s always refreshing to see a headline that begins with “new airport opening.” During a time when airports continue to be threatened, Chennault Airfield (25TX) in Conroe, Texas, opened in November. 

This airport wasn’t entirely new, though. The acreage where Chennault Airfield’s 3,100-foot runway sits was once the site of an aerial spraying operation during the 1970s. At the time, it was called the Cut and Shoot Airport (19TE). 

The 35-acre Chennault Airfield is owned and operated by the Chennault Aviation Academy, which has more than 100 active students and instructors. Skye Nowlin, CFI/CFII and communications coordinator, explained that the flight school’s name pays homage to Claire Lee Chennault, an American military aviator who led the Flying Tigers squadron during World War II. The owner and CEO of Chennault Aviation Academy previously lived in Monroe, Louisiana—Chennault’s hometown— where he had built a relationship with the Chennault Foundation.

• READ MORE: 80 Years Later, the Legacy of the Flying Tigers Endures

Since its founding in 2017, Chennault Aviation Academy has been based at another area airport. As the flight school continued to grow, its ownership considered different options for the base of its operations.

“In March of 2022, our owner was told about the airfield property after he found out that we were not going to keep the current hangar that we were originally located in at Conroe Airport (KCXO), as it was being purchased,” Nowlin said. “Our owner, Aaron Wang, bought the property for the airfield in April that same year, and construction began in April 2023.

“The property was completely overgrown, and you wouldn’t have been able to recognize it as the airstrip that it used to be. It took about a year to figure out the logistics of how they were going to be able to make this work. During construction, they ended up having to build up the area of the runway and our hangar area with about 6 inches of dirt. They built up this area to allow for better drainage and prevent flooding in the future.

“Additionally, during construction, there was a retention pond to aid in preventing flooding and a 1.5-million-gallon fire pond as a preventive measure to help extinguish and prevent the spread of fire.”

Nowlin noted that the property went from full of trees to neatly cleared with a functioning runway in only six short months. Phase one of the project included construction of the asphalt runway, taxiway, and flight school hangar/training building, and a second phase will soon be underway. 

“Phase two includes the construction of hangars that are going to be available for rent or purchase for people that want to have their aircraft based here,” Nowlin said. “We currently don’t have a set number [for how many hangars there will ultimately be]. But we are going to have a combination of T-style hangars and box hangars as we have got feedback that people are interested in both styles.”

Nowlin also pointed out that the airport’s operations are currently limited to a select group of pilots.

“We are still published as a private airfield, and we are planning to always stay that way,” she said. “Currently, operations out of this airfield are only for students at the flight school, but we have fuel. So, we are going to start offering for people to come here, and they will have to obtain permission prior to coming in here.”

Not only will more aviators be able to fly into Chennault Airfield in the future, but more businesses may also join the flight school as on-field service providers. 

“We are underway in developing a maintenance school, hopefully in the next year—as long as the FAA approval process goes well,” Nowlin said. “There are other future plans that we plan to announce in the future. We plan to be a fully functioning airfield, completely sustainable on our own.”

The post New Texas Airport Honors WWII Aviation Legend appeared first on FLYING Magazine.

Lake Tahoe is one of those destinations I have heard about for much of my life, mostly from people who told me it was the greatest place they had ever visited. I suspected they were exaggerating or simply had not visited enough places to make the judgment.

Now I think those folks might have been correct. A recent visit to the Greater Tahoe area confirmed that it held more appeal than I had imagined, beginning with some of the most striking natural views I have experienced.

This Article First Appeared in FLYING Magazine

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From the air or ground, the natural splendor of the lake is breathtaking, from its clear, greenish-blue water that changes color with the seasons and more than 70 miles of jagged shoreline to its mountainous surroundings.

My first surprise was how large Lake Tahoe is. One can read about how it straddles a large stretch of the California-Nevada border, spanning roughly 22 miles long and 12 miles wide with a surface area covering 191 square miles, but it appears much larger in person than on paper.

Part of the impressive visual effect is because of the lake’s location high in the Sierra Nevada. Its surface is 6,225 feet msl, and the terrain around it rises thousands of feet above.

Getting There

That terrain is among several factors pilots have to consider when flying into the area, which is dotted with airports whose field elevations fall between 4,400 feet and 6,300 feet. Many piston pilots have a good idea of how operating from such high airports would affect their airplane’s performance. Others might be surprised by the reduced power they are likely to experience, especially when flying normally aspirated aircraft. Density altitude, gusting winds, and weather that often changes quickly can add to the challenge.

Operating at high-elevation fields for the first time warrants additional research and preparation, especially for “flatlanders” not accustomed to mountain flying. High ground around Lake Tahoe and beyond can complicate approaches to certain airports. Well-known peaks in the  area—including Mount Donner at just over 8,000 feet, Mount Pluto at 8,610 feet, and Mount Rose at 10,785 feet—severely restrict maneuvering space and make accurate navigation and situational awareness critical.

The Airport

We visited Truckee-Tahoe Airport (KTRK), which for decades has served as a hub for vacationers and part-time area residents who shuttle between first and second homes. The area is considered a year-round destination for hiking, biking, horseback riding, boating, and watersports during summer, and skiing and other snow sports in the winter. The area is famous for its ski slopes, including Palisades Tahoe, site of the 1960 Winter Olympics.

• READ MORE: Chart Wise: Truckee-Tahoe RNAV (GPS)-A

The airport is challenging because of its elevation of 5,904 feet and surrounding higher terrain. Pilots must follow prescribed approach and departure paths not only to remain clear of terrain but also to avoid flying over noise-sensitive residential areas. Winds can also be challenging at Truckee-Tahoe.

Jeff Menasco, a former Air Force pilot who is the airport’s director of aviation, said the multiple windsocks positioned around the field often point in different directions at once.

A fatal accident involving a Bombardier Challenger jet in 2021 reinforces the notion that Truckee-Tahoe can be unforgiving.

Demanding and Appealing

Truckee-Tahoe is an inviting airport with a generous parking lot and a bright, airy terminal with lots of space to relax, flight plan, and conduct meetings. The second floor has a balcony overlooking the ramp and runway that is a great place for aircraft watching. There is an adjacent park and playground for families with children—and you might meet several staff members’ dogs during a visit.

The airport makes an effort to help pilots with advisories and tips, including a series of approach and departure videos on its website that demonstrate proper flight paths and point out landmarks, such as the truck weigh station on nearby Interstate 80, Kings Beach at the northern end of the lake, and Brockway Summit, which you have to clear on certain approaches.

• READ MORE: Mackinac Island Is Especially Stunning by Air

On the ramp, turbine pilots will notice that only blended sustainable aviation fuel (SAF) is available. Menasco said the airport wants to take a leadership role in promoting sustainability. As a result, he said, some customers embrace the plan despite SAF’s higher cost. Others decline fuel, preferring to fill up with less-expensive standard jet-A at other airports.

Red Truck, the airport restaurant, draws a substantial nonpilot crowd to supplement fly-in customers. The menu features a range of breakfast and lunch treats that blend Mexican and South Asian influences. We arrived in time for lunch, which included a naan-dog consisting of a quarter-pound brisket frankfurter on a “bun” of naan with house-made mustard, relish, hilbeh, cabbage, and caramelized curried onions. Delicious.

We also ordered the lunch bowl, which combines dal, quinoa, fresh cabbage, fattoush, and a choice of meat or seasonal vegetables. The shaded outdoor dining area was ideal for planespotting and people-watching.

History

While the Truckee-Tahoe Airport got its start in the late 1950s, aviation had been part of the local culture for much longer. During the 1920s the federal airmail service established an intermediate landing field near the current airport. The field, which was 2,000 feet long and 600 feet wide, was part of the service’s airway between Salt Lake City and San Francisco. Instructions to pilots included directions that followed railroads and warnings about tall obstacles.

“On the direct course 10,000 feet will clear the highest peak, but an altitude of 15,000 feet should be maintained,” the instructions read, in part.

• READ MORE: Flying the Finger Lakes Region of New York

By the 1950s, business owners in Truckee were eager to build a new, larger, modern airport to attract more tourists. By 1958 they formed the Truckee Tahoe Airport District (TTAD), elected a board, and sought state and federal funding to build a runway and terminal and buy additional property around the airport. Today, the airport is funded by a number of sources, including aviation fuel sales, aircraft services, hangar leases, and local property taxes.

In 2017, when the control tower opened, the airport boasted 33,580 aircraft operations, made up of 14,978 piston single, 1,145 piston twin, 6,942 turboprop, 4,140 jet, 1,229 helicopter and 5,146 glider. The daily average was 92, though the figure grows significantly during holiday weekends and peak tourist periods in summer and winter. The record stands at 532 ops in one day.

Alternates

Other airports, all nontowered, that serve the Lake Tahoe area include Lake Tahoe Airport (KTVL), Minden-Tahoe (KMEV), Carson City (KCXP), Dayton Valley (A34), and Blue Canyon-Nyack (KBLU).

We arrived at Reno-Tahoe International (KRNO), the area’s Class C commercial hub, on our way to the annual weeklong National Championship Air Races at Reno-Stead Airport (KRTS). With an event as big as the races going on all day and local casinos and restaurants buzzing at night, it is easy for visitors to forget about the region’s other attractions, but there are many. Tahoe is close, well known, and clear in its appeal. But there is more to see in the Reno-Tahoe area. Hotel rooms are hard to find during race week, so we stayed 40 minutes away in Carson City, Nevada’s capital.

The town has developed a young, artistic vibe that we found welcoming. There is plenty of creative food, good coffee, and shopping to keep visitors busy. Carson City is also close to Tahoe and Virginia City, the preserved-in-time Old West town that feels like a scene from 3:10 to Yuma or perhaps High Plains Drifter.

Downtown Reno, where the Truckee River runs through, features shops, restaurants, bars, and large-scale outdoor art. If Las Vegas does not quite work for you, Reno might be your place.

For pilots, the network of airports in and around Reno and Lake Tahoe make the area a singular flying destination.

Truckee-Tahoe Airport (KTRK)

Location: Truckee, California

Airport elevation: 5,904 feet msl

Airspace: Nontowered, Class D

Airport hours: Continuous

Runways: 11/29, 02/20

Lighted: Yes, both runways

Pattern altitude: 7,000 feet msl for light piston aircraft, 7,500 feet msl for turboprops and jets

This column first appeared in the December 2023/Issue 944 of FLYING’s print edition.

The post Flying the Truckee-Lake Tahoe Region appeared first on FLYING Magazine.

Autumn and Nathan Adams have both embraced what they call the “small world in aviation.” Having grown up with fond memories of the same one-stoplight town, they longed to find a place where they could once again be close with their neighbors while enjoying the convenience of living alongside their aircraft. 

Their solution was to move to a residential airpark. After years of wanting to move to an aviation community, the couple finally had the opportunity at Massey Ranch Airpark (X50) in Edgewater, Florida. 

“I grew up in a town of about 130 people,” Autumn Adams said. “That small town feel is one of the things I have missed the most about Indiana. We were in Merritt Island, Florida, for almost 10 years, and we loved the area. But we only got to know a few neighbors the whole time we lived there. People mostly kept to themselves. We’ve only lived in Massey Ranch since June 2023, and we already know almost everyone and their dogs. It’s the sense of community that we enjoy the most.”

• READ MORE: Seeking to Silo in Montana

Nathan is a pilot and Autumn isn’t, although said she’s just as obsessed with aviation. It was a shared goal to one day live at a fly-in community.  

“Well, when Nathan and I got married, we were still living in Indiana,” she said. “But we always talked about moving to Florida. I remember when he was telling me about airparks. I had never seen one before, and I thought it sounded really cool. So, moving to an airpark was always in the back of our mind, even though we were nowhere near ready for that undertaking. It’s been our goal since 2007 and took longer than we initially expected.”

The couple moved to Florida in 2012, and their first home in the state was not in a fly-in community. They were still interested in one day moving to an airpark, and there was one neighborhood that they would visit more than others. The town of Edgewater had the small town feel they wanted. They also loved its close proximity to New Smyrna Beach. As an added bonus, Nathan had fond memories of Massey Ranch from his college days.

“The idea of living in the airpark, especially for me, was from when I was down here at Embry-Riddle [Aeronautical University],” Nathan said. “I worked at Massey Ranch…for a mechanic just doing odds-and-ends jobs. I’m not a mechanic, but I was like a shop guy, carrying parts around, taking stuff apart and things like that. So, I had already seen Massey Ranch and just thought that was the coolest thing—that all these people live there all the time, and their planes were in their hangars. I thought, this is great!”

• READ MORE: Keller Brothers Airport Remains a Family Affair

Nathan also had familiarity with other fly-in communities in the area. The couple recalled that once they were ready to move with their Van’s RV-8, the market was extremely competitive.

“Over the years we had looked at a few homes in Massey Ranch, and for one reason or another, they didn’t work out,” he said. “We knew how fast things had been selling recently. We had just missed out on a house due to a cash buyer. The reason we got the home we are in now was because of Autumn being the diligent, organized person she is. So, she actually went on Zillow several years ago and marked off every single address that had access to the airport and said notify me if there’s any change.

“The day that the listing for our house came available, we actually called the realtor within 20 minutes, and within an hour, we were meeting with him. We knew how fast things had been going and had just missed out on two houses we made offers on…[and] couldn’t get [them] because of cash buyers. We made an offer to buy [our] house the same day. It really was her diligence that absolutely caused this to become a reality in the end, after all of these years looking, searching, and trying.”

• READ MORE: Fly-In Camping at River Bend Aero Ranch

The fly-in community consists of a single 4,360-foot-by-60-foot asphalt runway with roughly 45 homes. Living steps from your aircraft can’t be beat, the couple says. But more than anything, they like the small town feel of Massey Ranch and the sense of community it provides. 

“What I love the most about Massey is there are tons of different types of backgrounds,” Autumn said. “We have neighbors that have been flying their whole lives, like me. We have neighbors that have recently learned to fly. There are even a few that hope to one day learn to fly but already embrace the airpark lifestyle.

“The excitement about aviation is real here. Almost every night, around sunset, people go flying. Around the same time, a little pile of golf carts starts showing up by the edge of the runway to watch the planes come and go. After landing most pilots eventually find their way back to the gathering of carts. Despite all the different personalities and backgrounds, it feels like we all grew up together. Our family has only been here for a short time, and yet we feel welcome with everyone.”

The post Finding a Small World at a Florida Airpark appeared first on FLYING Magazine.

What do silicon chips and baby chicks have in common? Both are linked to San Jose Mineta International Airport (KSJC) in California. 

The airport, known as the gateway to Silicon Valley, is celebrating its 75th anniversary this year using strategically placed toy and inflatable chickens.

According to officials, baby chickens were the first “passengers” to be offloaded at the airport.

When the airport opened to commercial service on February 1, 1949, the first arriving flight was a DC-3 operated by Southwest Airways (which evolved into Delta Air Lines) carrying seven humans and 2,550 baby chicks. The humans continued on to Los Angeles, and the chicks were dropped off in San Jose.

To celebrate the event, airport officials have installed multiple baby chick displays, including a 10-foot-tall inflatable in the Terminal B baggage claim area. Other poultry-inspired decorations around the facility include over 1,000 baby chicken window clings and four 7-foot-tall standees throughout the terminals. 

Visitors are encouraged to take photos with any of the baby chicken displays and share them on social media using the hashtags  #sjc75 and #PicWithABabyChick for a chance to win an exclusive commemorative 75-year anniversary swag pack.

“I’m excited to be joining [KSJC] in the midst of commemorating a significant milestone in the airport’s history,” said Mukesh “Mookie” Patel, the airport’s director of aviation. “We’ve come a long way from welcoming 2,550 baby chickens on opening day to more than 12 million humans last year, but we’re as focused as ever on delivering the same convenient and reliable airport experience that city leaders set out to do in 1949.”

The post Chicks Take Over San Jose Mineta International appeared first on FLYING Magazine.

FAA is awarding a new batch of grants for airport infrastructure projects aimed at improving safety and capacity at 71 U.S. airports, it announced Wednesday.

Projects include taxiway improvements, aircraft rescue, firefighting and snow removal equipment.

The $110 million in grants from the Airport Infrastructure Grant (AIG) program are funded by the Bipartisan Infrastructure Law enacted in 2022 that allots $15 billion  over a span of five years. According to the FAA, nearly $9 billion in AIG funding has been awarded to airports.

• READ MORE: Federal Airport Improvement Grants to Fund Tower Upgrades

“These grants help airports across the nation sustain and improve critical infrastructure to advance the safest, most efficient airport system in the world,” Shannetta Griffin,  FAA associate administrator for airports, said in a statement.

FAA said projects funded through the latest round of grants include:

• $43 million for Charlotte Douglas International Airport (KCLT) in North Carolina to construct a new 6,400-foot, end-around taxiway at the Runway 18C end to increase safety and reduce air traffic delays. 
• $617,763 for Baltimore/Washington International Thurgood Marshall Airport (KBWI) in Glen Burnie, Maryland, to rehabilitate a portion of the existing Taxiway T lighting system to extend its useful life and enhance safe airfield operations during low visibility conditions. 
• $326,000 for Omak Airport (KOMK) in Washington to reconstruct 2,000 feet of the existing Taxiway A north pavement that has reached the end of its useful life.  

• $8.6 million for Gerald R. Ford International Airport (KGRR) in Grand Rapids, Michigan, to reconstruct the existing aircraft rescue and firefighting building to continue housing eligible vehicles, equipment, supplies, and personnel.  
• $1.3 million for Jamestown Regional Airport (KJMS) in North Dakota to rehabilitate an existing on-airport roadway to provide a path for aircraft rescue and firefighting trucks, airport vehicles, and ground service equipment to operate without entering airfield movement areas. 

• $881,000 for Southwest Minnesota Regional Marshall Airport/Ryan Field (KMML) in Marshall to construct a 2,470-square-foot building to store snow removal equipment. 
• $722,220 for Pocatello Regional Airport (KPIH) in Idaho to acquire a new wheel loader with ramp plow and bucket.  
• $497,484 for Walla Walla Regional Airport (KALW) in Washington to acquire replacement snow removal equipment with plow and deice distributor. 
• $448,000 for Mora Municipal Airport (KJMR) in Minnesota to acquire a replacement carrier vehicle with plow and sweeper attachments. 
• $292,000 for Marshfield Municipal Airport-George Harlow Field (KGHG) in Massachusetts to acquire replacement snow removal equipment. 
• $113,003 for Glen Ullin Regional Airport (D57) in North Dakota to acquire a new blower attachment. 
• $41,951 for Big Horn County Airport (KGEY) in Hardin, Montana, to acquire a new truck and plow equipment. 

More information about airport infrastructure projects funded by the Bipartisan Instructure Law and where they are located may be found here.

The post FAA Boosts Infrastructure Funding at 71 U.S. Airports appeared first on FLYING Magazine.

Montana’s Flathead Valley is a widely acclaimed summer and winter destination, known for its pristine clear water lakes, ski resorts, and—most notably—Glacier National Park. 

The Silo House fly-in rental in Kalispell is conveniently situated near the area’s attractions but benefits from its tranquil location at Sky Ranch Airport (MT95). The increasingly popular accommodation is owned by Tom Bass and Susan Jasmann, longtime residents of the area who individually share a passion for aviation and horses.

“We opened the Silo House four years ago,” Bass said. “Two months later, COVID hit and every reservation was canceled. We thought we were going to go broke but actually did quite well during the pandemic because of what you can do here.

“Montana’s number one economic source is recreation, and people flock here because of all the things to do. People that stay at the Silo House for a week spend two or three days at Glacier [National] Park and the rest with all the activities Flathead Valley has to offer. There are places to ride horses, fly fish, hike, float the rivers, zip lines, rent RVs or boats, and many other things. Flathead Lake, which is only 2 miles from the Silo House, is 50 miles long and is about 6 miles wide on average.”

The fly-in rental features a unique architectural style. It is a memorable starting point for a pilot’s adventures in northwest Montana.

“One of the four lots we own was the original farmhouse for the section of land that MT95 is built on,” Bass said. “The farmhouse was 100 years old, and we took it down to the studs and doubled its size. The farmer’s original grain bins on the lot needed to be repurposed and the Silo House was born. All of the exterior is rock, barnwood, and silos. The interior is industrial modern with dramatic steel beams, lots of glass, stunning views, and custom wood furniture. With the patio, an acre of grass, and stunning views: This is the place you want to come home to at the end of the day. The initial goal of the house from day one was to be designed from the ground up as a vacation rental.”

• READ MORE: Keller Brothers Airport Remains a Family Affair

The project’s website provides an overview of its amenities.

“The Silo House has an open floor plan with plenty of room to entertain, with windows overlooking a wetlands pond and the dramatic Rocky Mountains,” he said. “There are two large bedrooms with comfy king-size beds, a round loft with three twins (for kids or adults), two bathrooms, and private study with a twin which is in the silo over the master bedroom. A round fully stocked kitchen is a phenomenal place to cook, and there is a stunning bar area. The beautiful rustic wood kitchen table comfortably seats 10.

“You can enjoy your cup of coffee in front of the fireplace or out on the beautifully appointed patio, which has an outdoor bar area and fire pit for both summer and winter nights. Also, bring your binoculars for sightings of all sorts of animal life, bird watching, and horses in the pasture next door.”

Bass contends that the unique project has continued to be successful, post-pandemic, for several reasons. More than anything, having a rental home with direct runway access is a rarity in northwest Montana. Pilots have taken notice of the ease of taxiing to their accommodation.

• READ MORE: Fly-In Camping at River Bend Aero Ranch

As a point of reference, Kalispell City Airport (S27) is 6 nm northwest, and Glacier Park International (KGPI) is 12 nm to the north of Sky Ranch Airport. When you land at the Silo House, your hosts will take you to one of several car rental locations and help with your luggage.

Bass, a Cessna 180 owner, offered an overview of some of the notable airstrips in the area. He is happy to help curate a list of “must-sees” for pilots visiting, both on land and the water. He has been to Alaska 15 times on floats and frequented many of the Idaho backcountry strips. If you need help in planning your dream flying adventure, he will be there to help you.

“I am familiar with all of the local runways around here, including backcountry runways,” he said. “There are four backcountry runways less than 40 miles away that all have great camping locations. Three of them—Schafer, Meadow Creek, and Spotted Bear—are a few hundred feet away from spectacular fly fishing spots. Flights over the mountains in this area will give you breathtaking views.

• Spotted Bear (8U4) – 27 miles; 3,672 feet msl; 3,800-foot runway
• Meadow Creek (0S1) – 35 miles; 3,993 feet msl; 2,800-foot runway
• Schafer (8U2) – 38 miles; 4,854 feet msl; 3,200-foot runway
• Ryan Field (2MT1) – 23 miles; 3,660 feet msl; 2,500-foot runway

“These backcountry strips are all in the mountains and should only be attempted by pilots with mountain flying experience. For those that are not seasoned backcountry pilots, there are instructors around here that seriously know what they are doing. They know what they’re doing because daily they help a lot of people who are flown into these strips as a place to start their hikes.”

The well-manicured grass runway at Sky Ranch Airport is much less intimidating to the visiting pilot, sitting at an estimated 2,905 feet msl. According to Bass, 100LL fuel is typically available for guests so that they don’t have to fly to another airport to fill up. 

“MT95 is the biggest grass strip in Montana,” he said. “It’s 5,000 feet long and 220 feet wide, but we have designated a 50-foot taxiway on each side. There are no obstacles, so it is easy to get in and out of.”

The post Seeking to Silo in Montana appeared first on FLYING Magazine.

Keller Brothers Airport (08N) in Lebanon, Pennsylvania, is a family-owned and operated airfield. Dan and Caleb Keller, a father-and-son duo, sat down with FLYING to provide an overview of the multigenerational endeavor.

“My father, Norman [Keller], built the airport with his brother in 1946,” Dan Keller said. “They both had a love for aviation and were born into a family of [Church of] the Brethren. My dad knew that his parents wouldn’t let him fly because it was too worldly. When he was in high school, he would sneak out and take flying lessons at a local airport.

“So, he was doing this for months. Then one day my grandpa went to pick him up from school to help on the farm and was told that his son was taking flying lessons. My dad was then told that he could not fly. But a couple of weeks after that, seeing how sad he had become, [my grandpa] went to the airport with him and watched planes. Then my grandparents let my dad learn to fly.” 

Shortly after accepting their son’s dreams of becoming a pilot, the family purchased some property— which was the perfect place to land an airplane. The original runway was originally 600 feet long. At the time, Norman Keller flew a Cub but upgraded to a 1961 Piper PA-24-180 Comanche, and the runway was expanded to 2,700 feet.

The airport has served as the base for Dan Keller’s many aerial adventures since he was 6 years old. Similarly, Caleb Keller’s early flying escapades are rooted at the nearly 80-year-old airfield. Both have fond memories there and are grateful to be able to enjoy their shared passion. 

Keller Brothers Airport remains a point of pride for the family and is home to approximately 30 airplanes, as well as a nearly equal number of hangar spaces. 

“We have a pretty long hangar waiting list but get caught between wanting to expand to accommodate more pilots and not wanting to lose the charm of being a smaller airport,” Caleb said. “We have kept the operation entirely privately funded and have done everything on our own. We have looked into that [accepting public funds], and after evaluating, we have just decided to do it with our own funds and the way we wanted to do it,”

The family is diligent about upkeep and improving the airport, Caleb said.

“In 2005, we got two RNAV approaches put in, one for each runway—Runway 25 and Runway 7,” Caleb said. “Around the same time, we put in a self-serve fuel tank for 100LL. This was one of my high school projects. We also have pilot-controlled lighting. Just yesterday I did a nighttime instrument approach into Keller Brothers in the Bonanza just for fun. My dad and I had no reason to get in the air. We just wanted to get together and fly”

Not only has attention been given to the runway surface, but thought has also been put into the airspace surrounding it as well. The duo noted there is an aerobatic box that is between 1,500 and 4,000 feet msl.

“Every year we roll the runway to keep it nice and smooth and to make sure it continues to drain well,” Dan said. “My dad was very particular in building things and definitely was when he made the runway. We get a lot of calls from people asking whether it’s too wet to land here, and there are not many days where it is. We don’t have any big wet spots or anything like that.”

Even during a hard rain, pilots are able to land and taxi into the hangar without encountering any soft spots, Dan said.

“So, that’s a big thing, and a lot of instructors come here for soft field and turf training because it’s a very smooth runway,” Dan said. “In fact, we once received a compliment from someone who said that it’s just like landing on a 2,700-foot-long pool table because it’s so smooth.” 

The family happily hosts other aviators at the airfield with the long-standing tradition of weekend fly-ins. While hosted at irregular intervals, the fly-ins are popular with aviators of all types, with many of them popping up tents under their wings. While nothing is set in stone, the duo hinted that one could be held this fall.

Caleb Keller’s career has also taken off at the airport, where his tailwheel and aerobatic training school, Appalachian Aviators, is located. He hopes that his continued involvement with flight training and maintaining the airport will have a positive impact on his children, the airport’s fourth generation. 

In addition to the on-field structures, another asset commemorates the airport’s storied history and the Kellers’ passion for aviation. 

“The same Comanche that…my dad soloed in, and my grandpa bought brand new, is back at the airport,” Caleb said. We had sold the plane a while back, and it was out in Las Vegas, where it had been sitting for six years. But last spring, we were able to get it back, and we had a little bit of an adventure ferry flight getting that back to here. Our first leg was from North Las Vegas Airport (KVGT) to Amboy, California. Then from there, we brought her home over the Grand Canyon and the Rockies. We had a blast and are happy to have the airplane back in the hangar that was built for it.”

The post Keller Brothers Airport Remains a Family Affair appeared first on FLYING Magazine.

After months of trying, we finally made our way to Michigan’s Mackinac Island just as the tourist season was winding down. People say the island is open from May to October. Or did they say “through October?” It depends on where you seek your information, but we have found you can rely only on the period beginning with the Memorial Day weekend and ending with Labor Day for having the most tourist amenities available.

The good news is that there is a lot to do on Mackinac during the summer. And while there is far less going on during the offseason months, the place becomes a true escape from the daily grind. A handful of hotels and one or two restaurants stay open year-round, and whenever you choose to visit, general aviation is the best way to get there. With our suggestions, you can make your plans for the coming season.

This Article First Appeared in FLYING Magazine

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Featured

Getting There

I usually make destination flights like this one in Annie, my Commander 114B, but it’s more than 500 nm from my home base at Sussex Airport (KFWN) in northern New Jersey to Mackinac Island Airport (KMCD). Because poor weather on the island and along the route had kept me from flying there earlier, I started looking for a professional pilot familiar with the area to take me there.

A friend recommended Nick Sanderson of Hangar9 Aviation, a Part 135 charter operation based at Padgham Field (K35D) in Allegan, Michigan. Sanderson and his partner, Colin West, have flown passengers to Mackinac many times in their Cessna 414A, so we booked passage with them. Like many vacation trips that involve ferries, travelers typically have to set aside a day at the beginning and end for travel. Even though the ferry ride is fairly short, the island’s remote location near the northern tip of Michigan’s Lower Peninsula and the southern tip of the Upper Peninsula means a long drive to the boat for most people. Those who live a state or two away are ideal candidates for GA, which speeds the trip along considerably.

Driving from Chicago to the island takes about seven hours or more, depending on ferry schedules. Flying there from Chicago Executive Airport (KPWK) would take less than two hours in Annie or less than 90 minutes in the 414A. Part of the driving time is the result of having to get around Lake Michigan in a car or across it in another ferry—but with proper planning you can safely cross the lake easily in a light GA aircraft.

The Airport

Pilots and passengers will enjoy a dramatic approach over Lake Huron to Runway 8/26 at KMCD, but you will not be over water for long, though, because the island’s airport lies just a few miles offshore. You can spot other airports nearby even as you fly the traffic pattern, including Bois Blanc Island (6Y1) 8.1 nm southeast, Mackinac County (83D) 5 nm west northwest, and Cheboygan County 14 nm south.

• READ MORE: Chart Wise: Mackinac Island VOR/DME-A

Views from the air are stunning, especially for September through October, as the foliage is changing colors. The island’s winter semi-hibernation seems to wait until the end of this natural show, which typically forms its last big attraction of the season.

The field is nontowered, with a 3,501-foot runway that is 75 feet wide—same as my home airport. This is not a big challenge, though breezy conditions will generally guarantee that it will not be the easiest landing you make this year. West was flying into a headwind of about 15 knots and probably could have made it with a runway less than half as long. The 414 coasted gently to a turnoff about two-thirds down the strip. A Beechcraft King Air arrived a few minutes after us, but most visitors that day arrived in piston singles. Jets with good short-field performance occasionally stop by, airport staff told us, but we did not see any during our stay. The airport averages 30 operations per day.

Thing to Do

The island is tiny, covering 3.8 square miles, but offers plenty of sights and activities. The downtown area is packed with hotels, restaurants, gift shops and purveyors of fudge, a signature island product. There are also a lot of horse-drawn carriages on the streets, but no cars. They are not allowed. Indeed, M-185, the 8.2-mile road around the island’s perimeter, is said to be the only state highway in the U.S. that forbids motor vehicles. There are, however, 600 horses on the island during peak season, mostly for pulling carriages. Much of the island is covered by Mackinac Island State Park, which means there is a lot of quiet, uncrowded space available, including more than 70 miles of trails in the park that take visitors past caves, rock formations, and cemeteries dating back 200 years.

People like to recite impressive numbers when talking about the island, from the 500 year-round residents, 1,489 bicycles for rent, and 24 restaurants with outdoor seating to the famous Grand Hotel’s 660-foot front porch, which they say is the longest in the world. There are also between 120 and 140 geocaches hidden on the island for modern sleuths to find.

History

The island was a sacred place for Indigenous peoples long before European colonists arrived, particularly for the Anishinaabek (Odawa, Ojibway, and Potawatomi). Mackinac became a bone of contention between U.S. and British forces during the War of 1812, when British, Canadian, and Native American soldiers captured Fort Mackinac from the small garrison based there. The taking of Mackinac was among the first engagements of the war and began more than two years of fighting between the U.S. and Britain for control of Michigan and the Great Lakes. Both sides sought control of the Great Lakes fur trade, and the conflict came to a head in 1814 when seven U.S. warships and about 1,000 soldiers arrived on a mission to recapture the island. They clashed with British forces on August 4, in a battle that the U.S. lost. It took the Treaty of Ghent to return peace to Mackinac, with U.S. soldiers taking possession of Fort Mackinac in July 1815.

You might wonder why cars are forbidden here. When the auto industry started in the late 1800s, horse-drawn carriages were the standard for transport on the island and had been operating there for decades. They also played a part in the island’s transformation to a destination and, for many, reflected the unique culture. As cars gained popularity among the well-to-do families that could afford them, they also began to roll off ferries onto the island. Carriage operators petitioned local officials to prohibit what they called the “dangerous horseless carriages” that frightened their horses and fouled the air. The village enacted a ban on cars in 1898. Today the lack of cars makes the island different and a true escape from the noise, congestion, and pace of everyday life.

Aircraft, on the other hand, have become key to island commerce. Many would hesitate to visit without the option of flying, and air tours are also a popular attraction. Airplanes might be most important in the cold months: When the lake freezes and Mackinac becomes what some consider a true winter wonderland, an airplane might be the only way to get there.

CODA: Be Weather Mindful

Rapidly changing weather is always a consideration when flying in Michigan and the surrounding area. While I thoroughly enjoyed my time, I knew I could not rely on forecasts. Flight planning in this area means picking more alternates than usual, as our return would prove. About halfway through the flight to Allegan, the broken cloud layers converged from about 3,000 feet to above 10,000.

It was not nighttime yet, but the skies darkened enough that I could look through the engine cover vents and see the orange glow of turbochargers on the 414’s Continental TSIO-520s. The situation became increasingly dramatic as the sounds of rain, then freezing rain followed by hail rang through the cabin. The airplane felt solid, Sanderson and West were cool and professional, but there was absolutely no reason to stay in that storm.

We diverted to West Michigan Regional (KBIV) in Holland. Safely on the ground, we heard support for the decision to divert in the form of extremely heavy rain pounding the FBO roof. Lightning flashed. More aircraft arrived on the ramp, fleeing the deluge. Pilots and passengers entered the FBO, jackets drenched from the short walk.

The scene made a great case for ride-sharing. We called Uber for the 30-minute final leg to Allegan.

Mackinac Island Airport (KMCD)

Location: Mackinac Island, Michigan

Airport elevation: 729 ft. msl

Airspace: Nontowered, Class E/G

Runways: 8/26, 3,501 ft.

Lighted: Yes, no fuel

Pattern altitude: 1,900 ft. msl

This column first appeared in the November 2023/Issue 943 of FLYING’s print edition.

The post Mackinac Island Is Especially Stunning by Air appeared first on FLYING Magazine.

Greg and Tabitha Booher are both pilots living their dreams and sharing them with others in Mena, Arkansas. In September 2002, Tabitha purchased a 117-acre property 9 nm east of Mena Intermountain Municipal Airport (KMEZ). This property had a single-family home with an open hangar attached to a shop and nearly a quarter-mile of frontage on the Ouachita River.

What really drew her to the property, though, was its grass airstrip.  

In 2006, Tabitha met Greg, an aircraft mechanic and manager of Livingston Municipal Airport (8AD) in Tennessee, while she was vacationing in the area. Six weeks later, they were married in Tabitha’s Bonanza over Dale Hollow Lake. After a few years of living in north central Tennessee, the Boohers decided to return to Arkansas and open the airstrip for others to enjoy as well. So, River Bend Aero Ranch, a fly-in campground, was born. 

“There aren’t many grass strips like ours around, with 153 acres and only one home,” said Tabitha Booher. “There are lots of trails through the woods, and it is a great place to be. I love living here and enjoying nature, but we have always felt like it was too wonderful not to share.” 

Tabitha still has her Bonanza, and Greg has a Twin Comanche, as well as several other planes including a Great Lakes biplane that was the inspiration of the River Bend Aero Ranch logo. To safely accommodate these and visiting aircraft, the Boohers purchased two neighboring properties and extended the sole north-south runway several years ago. It is now 3,300 feet long by 75 feet wide at an estimated elevation of 910 feet msl. 

“We bought the property off the north end of the runway and took down a bunch of large trees and cleared a few acres to the south to open up the approaches and departures out of here,” Tabitha said. “Greg is an IA, as well as a pilot, and he says you are more likely to have a partial power failure than a full power failure, so eliminating those trees can really help. It’s a pretty long grass strip, as far as grass strips go, and it is very smooth.

“We are not on the sectional, so we have this out-of-sight, out-of-mind feeling. That probably keeps the random person from dropping in, but there are a lot of folks around here that know about us. We encourage people to come out here, especially pilot training and people wanting to practice approaches or an ‘emergency’ landing, that kind of thing.”

One of the other significant improvements the couple made to the land wasn’t related to aviation but rather their equestrian interests—primarily barrel racing. But even though the shelter was made for horses, airplanes can use it as well. 

“I asked Greg, ‘What do you think the biggest plane that could land here is?’” Tabitha said. ”Although he said a DC-3, at the time we didn’t know anybody with a DC-3. But we looked up the dimensions and built the building 120-foot-by-75-foot deep with a 19-foot side wall for my horse arena, which is just a dirt floor. We could always put an airplane in there if we need to. And it wasn’t long after that someone wanted to come to our fly-in with their C-47. They would end up flying a Luscombe in instead, but it was kind of funny that the other plane could have fit. So far, no DC-3 has flown here, although they could.”  

Large, certified twins aren’t the only aircraft that could fly into the airstrip, either. River Bend Aero Ranch is welcoming to drones, ultralights, and experimental aircraft. Tabitha provided a brief overview of the many recreational opportunities available in southwestern Arkansas. The Boohers, with advance scheduling, are available to drive fly-in guests to local attractions in the surrounding mountains.  

“The county we are in is 37 percent national forest and the counties to the north and east are both 65 percent national forest,” she said. ”So, there are a lot of areas to get out and enjoy nature. Wolf Pen Gap is one of the largest attractions with over 40 miles of ATV/UTV trails and rentals available. The Cherry Hill Store and Cafe is only a mile from the ranch and Little Missouri Falls is a nice day trip especially in late spring. Queen Wilhelmina State Park is at the top of Rich Mountain with beautiful overlooks along the Talimena National Scenic Byway.

“Downtown Mena has shopping and a restaurant that’s more than 100 years old. On the ranch there are miniature cattle (American Dexters) and horses. Additionally, many folks like walking the trails or fishing in the Ouachita River or one of the stocked ponds. If you like to swim, the river has a long, deep section, or take a kayak or canoe down it.”

The word has gotten around to some that River Bend Aero Ranch is a great place to stay. The Boohers used to host fly-ins regularly but haven’t in some time, though they are happy to do so in the future. They are still always glad to accommodate fly-in visitors (and campers), having converted the shop into a vacation rental space for pilots. 

• READ MORE: Sleeping on The Field: Airports With Campgrounds

“It’s more like flying out to the country and enjoying yourself alone than going where there is a crowd, like you have at an airshow,” Tabitha Booher said. “It’s not commercialized at all. We have an apartment in our barn, which used to be a hangar. We have also built a 50-by-100-foot hangar since moving here. So, we can usually put airplanes inside. We don’t charge anything for people to camp here but do take donations. We also have five or six RV hookups here and an RV park right next door.” 

Greg Booher said that the couple would love for more pilots to visit their airstrip and that most have heard about River Bend Aero Ranch through word of mouth. They suspect an upcoming solar eclipse on April 8 will be a significant draw for pilots from around the country. 

“We have the URL flyincampground.com that we have had probably for 15 years,” Greg said. “That brings some traffic our way. We get a lot of flybys but not a lot of people that stop. We would like to have more activity but don’t know how to get people’s attention, I guess. We will treat you in so many ways, you will have to like one of ’em!

“We have a big thing coming up [in] April. The [solar] eclipse is coming through Mena, and I guess we are supposed to have some of the longest time of total eclipse, something like 4 minutes and 7 seconds of darkness. They are expecting 30,000 people to come to town and over 100 airplanes flying into Mena Intermountain Municipal Airport. So, if anyone was looking to avoid the traffic there, this would be a good place to land, hang out, and enjoy the eclipse.”

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Ask any pilot who has flown to Leadville-Lake County Airport (KLXV) in Colorado, and they will tell you it was one of the most memorable places they’ve landed. With an elevation of 9,934 feet msl, it is North America’s highest public-use airport. 

Airport manager Josh Adamson explained that Lake County is on many aviators’ bucket lists. Unlike many other airports, it offers visitors a document to commemorate their first visit. 

“We actually have people fly here from all over the world because they have heard about the ‘Certificate of Navigation,’ and they want it,” Adamson said. “So, we do those for free, and it is a fun service. And we sell a lot of shirts, hats, and coffee mugs too.” 

There are special considerations for pilots when flying to high-altitude airports. But Adamson said Leadville is not plagued by the obstacles of many other mountain-flanked facilities in the state. 

“We don’t have any of the [obstacle clearance] issues that Aspen has, for example,” he said. “We are not on the valley floor, but we have a pretty broad, open valley here where the airport is located. But actually, terrain wise, it is pretty simple to fly to Lake County Airport. A lot of people approach from the south, and you can fly down in the valley. Once they get here…, they are like, ‘Oh, that really wasn’t that bad!”

Adamson pointed out that while there may not be a box canyon or frequent turbulence when flying into Lake County, it still can be a challenging airport.

“The biggest thing to keep in mind is to check the DA [density altitude] because that gets pretty high up here in the summers,” he said. “A normal summer day here I would say is probably 68 to 72 degrees Fahrenheit. If it is 72, you are usually looking at a DA at around 11,000, maybe getting into the 12,000 range. If we get any hotter than that, I’ve seen it higher—in the 13[000]s.”

• READ MORE: What Is Density Altitude?

A video published by the Colorado Department of Transportation provides an aerial glimpse of the facility and nearby terrain. There are several instrument procedures (RNAV) for KLXV, as well as a tailored departure procedure. 

Adamson, a transplant to the area originally hailing from Nebraska, said he is happy to educate transients on the abundant recreational opportunities nearby. One of the highlights of the airport’s central location in the state is  seven ski resorts within an hour’s drive, including Copper Mountain, Breckenridge, and Vail. 

“You fly to Leadville for what’s around because I think probably half of our county is public national forest land,’ he said. “So, there’s hiking, snowboarding, snowmobiling, skiing, snowshoeing, cross-country skiing, mountain biking, off-roading, and more. The Arkansas River starts here, which is a gold medal stream for trout fishing. Then there is also hunting around as well. If you like outdoor stuff, this place is mecca. Our area has it all.” 

The airport’s most noticeable aspect from an airplane is the imposing Rocky Mountains that surround it in the distance. Adamson said the state’s two largest mountains, Mount Elbert and the aptly named Mount Massive, are located in Lake County. In the lower 48 states, these two peaks are only bested by Mount Whitney in California. 

The area’s elevation is not only a draw for mountain climbers, hunters, and other recreationists but also for OEMs and other companies completing high-altitude aircraft testing. Adamson noted that the summer months are attractive for these parties to test the upper limits of aircraft performance. 

“This year was a little slower than years past, but [summer 2022] was busy,” he said. “We had Bell out of Canada, Airbus out of France, and Leonardo out of Italy up here for the span of three months, testing. We had four helicopters here testing at one point. Our starting elevation of 9,934 msl, coupled with [a] high DA, provides the companies a perfect test bed for performance over 10,000 feet.

“Another key aspect is our weather. Most companies are looking for less than 3 knots of wind, and our mornings are very calm. Testing flights usually wrap up by 10 or 11 a.m. due to winds increasing and incoming afternoon storms. We have tested numerous other platforms [in addition to helicopters], including unmanned aerial systems (UAS), gas and turbine engines, mobile power/hydraulic/bleed air carts, side by sides, UTVs [utility task vehicles], and motor vehicles.

For aviators looking to undertake a new challenge with memorable options once on the ground, Lake County Airport is understandably a popular place. The county-run FBO at the airport offers fuel (100LL and jet-A), transient hangar space, and courtesy vehicles. The airport’s 6,400-by-75-foot-wide asphalt runway (16/34) and adjacent taxiway were fully resurfaced in 2020. A new taxi lane was built in 2023 to accommodate new hangar development.

“We own two hangars,” Adamson said. “One is 11,000 square feet that we have eight aircraft in right now, and a smaller hangar with two aircraft. And then we are looking at expanding hangar development for ground leases as well. Our close proximity to Summit County ski resorts makes [KLXV] a prime location to access these resorts via air travel at an affordable cost. A ground lease hangar would allow a pilot to keep their aircraft warm, dry, and free of ice and snow. Companies like NetJets often ask if we have hangar space during the winter months, so opportunities exist for revenue from storing transient jet traffic as well.”

Adamson concluded his summary of the airport with a short thought: “Check the DA and come get some good views!”

The post Visiting North America’s Highest Public-Use Airport appeared first on FLYING Magazine.

As you fly north across the middle of upstate New York on a clear day toward places like Ithaca (KITH), Cortland County (N03), or Corning-Painted Post (7N1), you will see them on the horizon: the Finger Lakes.

You are likely to spot Seneca Lake first, as it is 38 miles long and covers the greatest area of the 11 bodies of water that make up the Finger Lakes region. Just to the east is runner-up Cayuga Lake, with the city of Ithaca at its southern tip. It is huge, too, and it can be difficult to tell which of the top two is larger. Cayuga is 2 miles longer, but Seneca covers more acreage. The lakes have a roughly north-south orientation and fan out across the state’s midsection, seeming to point toward Lake Ontario.

This Article First Appeared in FLYING Magazine

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You might think even the smallest of the Great Lakes would make the Fingers look like puddles, but they remain impressive, especially from the air. There are 11 Finger Lakes: Canadice, Canandaigua, Cayuga, Conesus, Hemlock, Honeoye, Keuka, Otisco, Owasco, Seneca, and Skaneateles. The lakes range in length from 3 miles to 40 miles and are as deep as 618 feet. They cover an area within a triangle connecting the cities of Syracuse, Rochester, and Elmira-Corning.

Receding glaciers gouged deep openings in the earth’s surface that look as if they were made by a giant’s fingernails. These became the Finger Lakes and also formed the gorges and waterfalls that characterize the area and reliably draw tourists to the region. The surrounding valleys are wonderfully scenic, but can be challenging for pilots who are new to the area.

Getting There

We chose Elmira Corning Regional Airport (KELM) as a starting point for exploring the area. The field is just 117 miles, or about 55 minutes, from my home airport in Sussex, New Jersey (KFWN). Most pilots have heard warnings about expecting short trips to be easier than long ones, but the forecast looked decent. I expected lots of broken clouds but with a ceiling of nearly 5,000 feet they would not cause any problems. The forecast suggested the ceiling would remain the same through noon, when the clouds would dissipate, providing for an even better late-afternoon return transit.

The flight progressed as expected for 40 minutes or so, when the clouds began to thicken, with the broken layer at 5,000 feet turning into an overcast and a new broken layer forming around 2,000 feet, or about the same level as the highest charted obstacles in the area.

The Airport

I descended through a clear spot, saw good visibility underneath, contacted the tower, and received instructions to fly a right base for Runway 6. Shortly after that, I let the controller know that I was turning left to avoid low clouds.

He told me to continue the turn and look for state Route 17, which I could follow to Runway 28. He reminded me about the obstacles at 2,000 feet—antennas on the hills next to the highway. I was below them by then, but well clear. I have heard stories about scud-running pilots following highways under worsening weather conditions, but I was in good shape at that point, clear of clouds with the runway in sight.

• READ MORE: Chart Wise: Finger Lakes RNAV Rwy 1

Route 17 makes a sharp left turn, and if you follow it, you wind up flying from left base to final for 28—something I will remember next time I head to Elmira. The controllers were similarly understanding and helpful later that day when we requested permission to circle the field for photographs. With the former Schweizer factory on the field, there was a lot to see.

Things to See

Plan to spend at least a weekend getting a good feel for the region and taking in the highlights. You might want to take Monday off too, because there is a lot to see and do and, once you get started, the time seems to run out quickly. As aviators, we headed first to Harris Hill (4NY8), a well-known gliderport just a few miles away, overlooking the Elmira runways and necessitating careful traffic patterns. The airport is home to the National Soaring Museum, and visitors can show up and take a glider ride on most days. One could easily spend a day at the museum, which traces the development of soaring from kite-like aircraft of the 1890s to high-tech composite models that followed a century later—as well as the story of the Schweizer family who proved instrumental in the development of soaring and, later, light helicopters.

Any Finger Lakes visitor even remotely interested in aviation should not miss the Glenn H. Curtiss Museum in Hammondsport at the south end of Y-shaped Keuka Lake. Pioneer pilot and aircraft builder Curtiss led a fantastic life during which he explored the limits of airships, airplanes, motorcycles, and fast boats while developing a broad range of engines and aircraft innovations. From the 1908 Curtiss June Bug biplane to the 1940 C-46 Commando transport of World War II that is parked outside, this museum covers the finer points of Curtiss’ life and legacy.

Beyond Aviation

There are many attractions in the region not related to airplanes, including the Corning Museum of Glass, which has been a popular destination since its opening in 1951. The museum is all about glass and its varied uses in artistic, scientific, technological, and utilitarian applications.

The museum’s collection includes more than 50,000 objects that represent more than 3,500 years of history. Its curators and librarians acquire materials and help organize exhibitions, conduct research, teach, and arrange daily glassworking demonstrations. Visitors who wish to try handblowing glass can do so with assistance from an instructor.

Glaciers that formed the lakes also sculpted the landscape in ways that make it especially suitable for vineyards and winemaking. Over nearly two centuries, the region has developed into a major wine-producing center known for award-winning Rieslings.

The Finger Lakes Wine Alliance trade group lists dozens of wineries where visitors can take tours and tastings. Three wine trails—at Cayuga, Keuka, and Seneca lakes—offer visitors wine and food pairing events all year with themes that include chocolate, herbs, cheese, barbecue, and holiday menus.

Flying low over the region’s plateaus and through its jagged valleys is one of the best ways to understand how the terrain lent itself to winemaking. If you have visited other wine regions in California, elsewhere in the United States, or throughout Europe, you are likely to spot similarities in the dramatic land formations in this part of New York.

We spent time flying a counterclockwise circuit along the terraced shore of Seneca Lake, initially wondering if we would be able to spot the vineyards easily or if they would blend in with other forms of agriculture. There was no confusion. You will know a vineyard when you see one, and flying the lake provides the best view. Remember to remain vigilant about spotting traffic, as many pilots in the area are there to do exactly what you are doing. Flying the lake can feel a bit like the famous Hudson River Corridor over Manhattan. It is not as precisely supervised, but Elmira controllers offered flight following when we told them about our plan—and it helped.

More Fast Things

Completing our lap of Seneca Lake brought us over the town of Watkins Glen, which sits at its southern tip. Just outside of town is Watkins Glen International Raceway, a rolling, twisting track that hosts numerous auto racing events from club competitions to an annual NASCAR Cup Series race. The racetrack was home to the United States Grand Prix on the prestigious Formula 1 circuit from the mid 1960s until 1981.

North of the lakes, visitors can find more recreational opportunities on the historic Erie Canal, a main artery for transport and commerce during the 1800s that remains open in many places for boat tours or walking and cycling on trails formed by the former canal towpaths. There are numerous museums and other related attractions along the canal, which crosses the Finger Lakes region between Syracuse and Rochester. Flying over the canal, which connected the Great Lakes to the Atlantic Ocean via the Hudson River, is a particularly eye-opening experience. It makes clear the fact that long-distance travel over land is a fairly new concept for most people, and that we have advanced significantly in terms of personal mobility. It also makes a great case for general aviation.

When the canal opened almost 200 years ago, it cut the travel time between Albany and Buffalo to about five days from the two weeks or more required by horse-drawn coaches. Today drivers on Interstate 90 can make the trip in about four hours if traffic is flowing well. At 150 knots in a light piston single, you can make it in an hour and a half.

This feature first appeared in the October 2023/Issue 942 of FLYING’s print edition.

The post Flying the Finger Lakes Region of New York appeared first on FLYING Magazine.

If your travel plans included a flight to Santa Barbara, California, you better check with your airline and make other plans.

On Monday, Santa Barbara Municipal Airport (KSBA) was closed due to flooding from as much as 10 inches of rain. According to the airport website, the facility will remain shut down until further notice—more specifically until the water recedes and authorities can check for and repair any damage.

The airport saw 35 flights were canceled on Monday.

According to multiple media sources, Santa Barbara County has been hammered by heavy rain, leading to landslides, downed power lines, and flooding in multiple areas, including the airport that sits at an elevation of just 13.5 feet above sea level. The facility is located in the city of Goleta and bordered by a wetland area known as the Goleta Slough. Local aviation sites note the airport closes frequently due to flooding caused by heavy rains. The entire area is under a flood warning, and there have been multiple evacuations.

FAA NOTAMs have been published to warn pilots that Runways 15R/33L and 15L/33R are closed, and the safety area of Runway 07/25 has standing water.

• READ MORE: California Airports Reeling from Heavy Rain

Early in its use, the airport, opened in 1914, had a seaplane base established by the Lockheed brothers. In 1942 the government took over the airport to create Marine Corps Air Station Santa Barbara, but it reverted to civilian use in 1946. Today it covers 948 acres with three runways and is served by several major airlines in addition to general aviation operations.

The post Santa Barbara Airport Closed Due to Flooding appeared first on FLYING Magazine.

Previously I mentioned a list of destinations I compiled as part of a self-motivation plan to spend more time this year traveling in Annie, our Commander 114. One of those points of interest, which actually has been on the list for several years, is the Aviation Museum of New Hampshire, located on the field at Manchester-Boston Regional Airport (KMHT).

I flew there recently for a special event at the museum and to get a look at the exhibits, which focus largely on aircraft manufacturers, airlines, and pilots from the state and New England. While I added a precious three hours to my logbook, I cannot quite “check the box” yet because I will have to visit again—perhaps a few more times—to see everything in this fascinating place.

• READ MORE: Pursuing the 100-Hour Year in Your Ideal Aircraft

I understood that New Hampshire was the setting for interesting aviation stories over the decades, including many notable air accidents, but I had no sense for how rich that history is. I was also surprised to find out how active the museum is in organizing programs and attracting audiences.

The museum recently honored Black History Month with a screening of The Flying Ace, a 1926 silent film about Billy Stokes, a fictional African American World War I fighter pilot revered for downing seven enemy aircraft over France. Stokes comes home after the war and resumes his former job as a railroad detective, which keeps him busy.

• READ MORE: Your Ideal Aircraft Lets You Fit More Errands into One Day

While investigating the disappearance of a railroad official with the $25,000 company payroll, Stokes encounters a cast of characters seemingly tailor-made for an action-adventure story, including heroes, villains, and Ruth, the daughter of a railroad stationmaster and an aspiring pilot. Ruth becomes a romantic interest for Stokes, resulting in conflict with another suitor and a surprising break in the investigation.

As the film builds to a climax it treats the audience to intrigue, confrontation, fist fights, and a dramatic aerial chase. There is maneuvering, fire, and even a parachute escape as the production seeks to match its movie-poster description as “the greatest airplane thriller ever filmed.”

Viewers expecting ambitious air-to-air footage might be disappointed by this film’s low-budget special effects and aircraft mock-ups that clearly are not airworthy. You might want to follow this one with the 1930 Howard Hughes classic Hell’s Angels to satisfy an appetite for airborne action. Still, The Flying Ace is a wonderfully entertaining piece of cinematic history that reflects the expressive, physical acting style, and a mix of drama and humor that made silent films so popular.   

Throughout the screening, keyboardist Jeff Rapsis, who also happens to be the museum’s executive director, plays music that rhythmically matches the ebb and flow of the film’s plot. Rapsis, a longtime musician who regularly accompanies silent films in his spare time, said the museum provided a “rare chance to see the film as it was meant to be experienced—on the big screen, with live music, and with an audience.”

The film is part of a little-known genre produced specifically for Black moviegoers in the era’s segregated cinemas. The market was large and many production companies specialized in such films, but few examples remain today. Rapsis said The Flying Ace is notable because it survived intact.

In 2021 the film was added to the U.S. National Film Registry by the Library of Congress as “culturally, historically, or aesthetically significant.” It also was included in Pioneers of African American Cinema, a DVD collection released in 2016 by film distributor Kino Lorber.

The history of segregation can be a discomforting topic, and when Rapsis opened the post-screening discussion, audience members initially stepped in delicately, but the conversation soon developed into a heartfelt, rewarding exchange. The experience gave me, a Black pilot nearly 100 years after the film’s debut, a lot to think about on the flight home to Sussex, New Jersey (KFWN).

I look forward to my next visit to Manchester, New Hampshire.

The post We Fly to the Aviation Museum of New Hampshire to Mark Black History Month appeared first on FLYING Magazine.

By profession, Joe Coraggio is a pilot for a major domestic airline. When not flying the Airbus A320, he is either busy flying his Lancair Legacy or working on his various project aircraft from his hangar home at Stellar Airpark (P19) in Chandler, Arizona. 

Coraggio’s first introduction to airpark living came in college during a time when he was starting his aviation industry career. As soon as he graduated from the University of Minnesota, he began working on and flying experimental airplanes. Last summer was transformative for him as an engineer and aviator. 

“I went to an aviation internship the summer between my freshman and sophomore years of college, which was intended to bridge the gap between the theory that they teach in engineering school and the practical side, actually being able to build, machine, weld, do composite layups, and things like that,” said Corragio. “Dick Keyt [with whom Coraggio completed the internship] has been a major mentor in my aviation career, both professional and recreational. I lived at an airpark, Pecan Plantation (0TX1) in Granbury, Texas, during that summer. Being there absolutely cemented the idea in my head that the coolest thing in the world that you can ever do is live with your airplane and be able to roll out of bed, fall down the stairs, make a cup of coffee, and be in the workshop in three minutes.” 

Coraggio and his spouse, Kevin James, purchased their home at Stellar Airpark last February. The residence checked the box for the duo, as the neighborhood is centered around a 4,417-foot-long asphalt runway and smack dab in the middle of the Greater  Phoenix area. 

“The biggest thing for the two of us was that I’m only home 15 days a month with my airline schedule usually, so I don’t mind if I’m far away from the city [as far as] things to do,” Coraggio said. “But the thing with Stellar is you are literally 1 mile away from a mall and restaurants. You are 15 minutes to downtown Phoenix, 15 minutes to Old Town Scottsdale, and 15 minutes to Sky Harbor Airport (KPHX). It’s a rarity to have an airpark with a major metropolitan area nearby with entertainment, shopping, and all of the conveniences nearby.”  

It may be tempting to justify living at an airpark with different means of rationalization. At the end of the day, though, the decision to move to a fly-in community is often based on personal feeling rather than reason. 

“When I was trying to make an argument to move to an airpark, I would say, ‘Well, I can get rid of 25 minutes of driving each way to the airport. I can be at least 50 minutes more productive every day I go out to the airport,’” Coraggio said. “It felt as if I was trying to justify a move to an airpark to myself and Kevin. Turns out that my justifications and rationalizations were actually underselling it. There is a compounding effect on motivation and productivity by saving time driving, being immersed in a community that values and shares my hobby, and continually having my projects in sight.”

Coraggio’s commute has been traded for time with a wrench or behind the yoke. Another noticeable difference is his neighbors. 

“The cool part about aviation, in general, and airparks even more so, is that everybody has some kind of common interest,” he said. “Even though we’re right in the middle of a big town, it gives [off] that small town feel. I can’t tell you how many people stop by when the hangar doors are open to check in on what you’re doing and how many friends I’ve been able to make through those conversations. And they’re not the kind of friends that are just acquaintances by name only.”

These friends also have been supportive of Coraggio’s passion for air racing, as he competes at various events under his team name of Ramp Rat Racing. 

“From the very first day that we moved in, I started working on my airplanes in the hangars before the workshops were set up,” he said. “The amount of work that we accomplished on the [Lancair] Legacy this year is what allowed us to reach all four of our [racing] goals. From February to June, which is when PRS (Pylon Racing Seminar) happens, we installed a revised electrical system architecture, new induction, new fuel injection, ignition system, some cooling enhancements, a water spray bar system, and some drag reduction.” 

Coraggio’s new neighbors helped him out with a variety of tasks in preparation for the 2023 National Championship Air Races in Reno, Nevada. A notable result of all that hard work in the hangar was a personal-best speed of 317.862 mph, 36 mph faster than his attempt the previous year. 

“We were going to get delayed in our project because we were missing a specific nut,” he said. “A neighbor was like, ‘Well, let me go and see if I can go find one of those.’ And he goes off to his hangar, scurries around and finds six of them so we can replace them all, instead of [just] the one that was damaged. Can I replace them for you?’ I asked. ‘Oh, no, I’ve got plenty of those.’ That kind of experience is what makes this such a great place.”

Before living at Stellar, Coraggio had kept his aircraft in three hangars at Deer Valley Airport (KDVT) in Phoenix. Now, they sit in two hangars on his Stellar Airpark property, totaling 5,000 square feet. 

He pointed out that flexibility is another positive of living at an airpark.

“[You can] choose what you have space for versus having to [find] space when you are trying to buy something,” Coraggio said. “If you’re trying to buy an airplane and can’t find a hangar, you might choose not to buy the airplane. If you live at home, you can find a way of making it work instead of having to wait 20 years for a hangar in some of the airports in the Valley.”

Even though Coraggio had previous experience living at an airpark, albeit temporarily several decades ago, there was something that amazed him about moving to Stellar Airpark.

“I think the biggest surprise to me is how little I want to leave,” he said. “And I’ve never been a morning person in my life, ever. But ever since we moved in here, I wake up at 6:30 or 7 o’clock in the morning, which some people laugh at as being morning or early morning. I’m motivated to get my day started early now because I’ve got something exciting to do that really gets my juices flowing that’s right here. If your hangar is at home, you can find a way.”

The post Passion Projects and Ramp Rat Racing at Arizona’s Stellar Airpark appeared first on FLYING Magazine.

Some 114 airports across the United States will be receiving improvements, paid for in part by the FAA’s release of $970 million in grants for airport infrastructure. Among the improvements are upgrades or replacement of nine air traffic control towers.

Denver Centennial Airport (KAPA) in Colorado will receive $8 million to be used for a major tower renovation that includes the building’s elevator, HVAC system, plumbing, electrical, and exterior structure.

Space Coast Regional Airport (KTIX) in Titusville, Florida, will receive $2 million to be applied to the construction of a new air traffic control tower.

In Georgia, Valdosta Regional Airport (KVLD) has been awarded $3 million for the replacement of the air traffic control tower. The airport was built in 1940 and used by the military during World War II then returned to civilian use.

Boston Logan International Airport (KBOS) has been awarded $12 million to fund phase one of a two‐phase project to expand and renovate the existing air traffic control tower. Phase one includes the construction of new space to accommodate existing and new FAA equipment, technical operations, flight simulator, and contract weather observer.

• READ MORE: FAA Awards $92M for Airport Net-Zero Emission Goals

Martin State Airport (KMTN) in Baltimore has been awarded $5.4 million to partially fund the replacement of the present control tower, which goes back decades, and according to the FAA has “reached the end of its useful life.” The airport used to house the factory of the Glenn L. Martin Company, which produced military aircraft between 1920 and the 1960s. The Glenn L. Martin Maryland Aviation Museum remains on the property.

Duluth International Airport (KDLH) in Minnesota will get $10 million for the relocation of an airport-owned air traffic control tower. The present tower is a nonstandard structure built decades ago. The airport saw extensive use during WWII and remains a popular venue for airshows.

Francis S. Gabreski Airport (KFOK) in Westhampton Beach, New York, is expecting $4.9 million to be used to partially fund the construction of a new tower to replace the existing one built—alongside the airport—by the military during WWII. After the war, the airport reverted to civilian use, then was called back into service by the military in 1951. It remained a military facility until 1969 when it was then transferred to Suffolk County for use as a civilian airport. The FAA noted the existing tower does meet current standards.

Tulsa International Airport (KTUL) in Oklahoma is picking up $12.5 million to cover approximately 25 percent of the construction costs for a new air traffic control tower.

Valley International Airport in Harlingen, Texas (KHRL), received $4.5 million toward the construction of a new FAA contract tower. The FAA stated that the existing tower is not ADA compliant and has structural integrity issues.

A closer look at the distribution of the grant money can be found here.

The post Federal Airport Improvement Grants to Fund Tower Upgrades appeared first on FLYING Magazine.

Wilkinson Ranch Airport (55WA) in Yakima, Washington, has been around since the early 1990s. Throughout much of its history, the airstrip has been primarily used by the Wilkinson family and friends. But in recent years, others have begun landing at the 2,050-foot-long asphalt runway to attend weddings and stay in one of several rental accommodations.

Landon Wilkinson, who became a pilot in 2020, provided details surrounding the airstrip’s background and what makes the land surrounding it so special.  

“My dad has been a pilot all of my life and has owned several different airplanes,” said Wilkinson. “He acquired the property in 1991, and the airstrip was put in within a short period of time after that. For a while, it was grass, then he lengthened and paved it. And it’s funny. The name of the airstrip [a sign observed from the road] says ‘Landon Strip.’ It’s technically named after me, and I was the first of my dad’s three sons to land on the runway.”

Wilkinson now flies a Mooney M20E, which he owns with his younger brother and another partner. The property’s airstrip is a central figure in many of their aerial adventures but also for those who fly in for celebrations. 

“Oakshire Estate & Airfield is a wedding venue, although it was never designed intentionally for that purpose,” said Wilkinson. “My dad has planted a couple thousand trees on the property since he bought it, and the long, tree-lined driveway is just spectacular, as is the estate in general. Every year, they are refining the property…We have had weddings there over the years, but then several years ago, they opened it up to book a limited number of weddings there each year.”

Not only can people fly into weddings, they don’t have far to go from the ramp to the dance floor. 

“We have a lot of weddings that make use of the runway, which is basically 100 feet from the venue’s front door,” he said. “We have had people fly in, where the groomsmen will come and then walk up the aisle [after getting out of the airplane]. It’s been fun to have those things working together here.”

The 30-year-old private pilot saw the success that his parents had with the wedding venue and sought to bring other equally unique offerings to the property. He started by converting a 100-year-old barn that sat derelict for many years. While an ambitious project, he had been doing renovations and house flipping since he was a kid. 

“I purchased about 50 acres from my dad, which is southeast of the same road,” he said. “The first project of ours, in 2019, was the barn conversion. The shipping container home was completed about two years ago now. We have a really good view of the Yakima Ridge and thought that it would make a really good short-term rental experience for people. So, we basically did the shipping container and the barn conversion ourselves and put a lot of blood, sweat, and tears into them. But I think that they turned out pretty special.”

Both the barn and shipping container are available for short-term rental. And while Wilkinson is proud of the rentals and has received rave reviews, he admits that the airstrip is one of his favorite aspects of his family’s property. 

“So, when you’re coming into land, it’s really a one-way-in airstrip, because of these pretty tall trees around the house on the western end,” he said. “Then there’s a wind turbine and a cell tower in the vicinity, about a quarter mile north. They’re not at all really in your way, but just something to be aware of. And the runway is wider at the outset. On the eastern end, I would say it’s probably about 30 feet [wide] and then it reduces to around 25 or so feet [wide].”

Wilkinson’s time spent marketing his short-term rentals has demonstrated an issue within that industry. He believes aviators are in perhaps the greatest position to take advantage of unbooked nights on short-term notice.  

“Part of the motivation for starting [booking platform website] Hostshare had to do with being a pilot,” he said. “As pilots we are usually more at the mercy of the weather, so we are often required to have a lot of flexibility as it comes to lodging. With a lot of the short-term rentals, the cancellation policy is usually nonrefundable, or at least a portion of it. Hostshare makes it much more economical to travel last minute with your family, if you own an Airbnb. That was part of the motivation.”

Wilkinson pointed out that sharing time equally among the partners in his Mooney fortunately hasn’t been an issue yet. But the process of sharing time in the asset with others was another component of his ongoing inspiration for his new website. Several fly-in destinations are already on the platform, including Beaver Creek in Maine.

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