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.

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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.

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.

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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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.

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.

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.

Signature Aviation said it has taken several steps to use its large network of FBOs and aviation services operations to help combat human trafficking and raise awareness of the illegal activity in and around airports.

The Orlando, Florida-headquartered company said it is supporting government and law enforcement agencies, nonprofit organizations, and corporate groups in their efforts to detect, track, and curb human trafficking. The announcement coincides with the annual increase in public awareness of private aviation that occurs as people travel to Super Bowl LVIII on Sunday in Las Vegas in personal, corporate, and charter aircraft.

“Signature is the largest network of private aviation terminals in the world, which gives us a unique opportunity to help combat human trafficking,” said Tony Lefebvre, CEO of Signature. “The International Organization for Migration has stated that nearly 80 percent of international human trafficking journeys cross through official border control points, including airports. That makes this an incredibly important and relevant issue for us, and one where we have the ability to make a tangible difference.”

The company said its collaboration efforts include signing the U.S. Department of Transportation’s pledge for Transportation Leaders Against Human Trafficking, a program under which transport organizations work to increase awareness and educate their employees about the pervasive crime. Signature also joined the Department of Homeland Security (DHS) Blue Lightning Initiative for training aviation personnel to identify possible traffickers and their victims.

Signature became a corporate sponsor of nonprofit Covenant House, which provides support for young people facing crises including the effects of human trafficking. The company is also sponsoring the Freedom Aviation Network, a nonprofit that provides air transportation for survivors of human trafficking. The group has made 85 flights and transported more than 100 passengers since 2022.

Signature is also partnering with the American Association of Airport Executives to develop training programs to address human trafficking tailored to those working in general and business aviation.

“Private aviation operators are on the frontlines of the fight to end human trafficking,” said Michael Camal, senior engagement manager with the DHS Center for Countering Human Trafficking. “We are grateful that Signature is leveraging its vast resources and global workforce to combat this heinous crime.”

The post Signature Aviation Joins Support Groups, Government Agencies, and Law Enforcement to Combat Human Trafficking appeared first on FLYING Magazine.

The FAA said it received 13,304 reports of laser strikes from pilots last year, marking a 41 percent increase over the 9,457 reported during 2022 and setting a record for the growing hazard.

The agency said it is raising public awareness of how dangerous laser strikes are and that pointing a laser at an aircraft is a federal offense. The FAA is working with law enforcement across the country to address the problem. Its efforts include pursuing civil and criminal penalties against people who purposely aim a laser at an aircraft.

• READ MORE: FAA Wants Laser Makers’ Help in Combating Aircraft Laser Strikes

“The FAA is committed to maintaining the safest air transportation system in the world,” said FAA Administrator Michael Whitaker. “Aiming a laser at an aircraft is a serious safety hazard that puts everyone on the plane and on the ground at risk.” 

The FAA can impose civil penalties of up to $11,000 per violation and up to $30,800 for multiple laser violations. Federal, state, and local law enforcement agencies can also impose criminal penalties for laser violations.

• READ MORE: Air Force Pilots Report Surge in Laser Strikes

Many types of lasers are powerful enough to incapacitate pilots and cause eye injuries, putting aircrews and potentially hundreds of passengers in danger. The agency said pilots have reported 313 such injuries since it began collecting laser-strike data in 2010.

“Like many crimes, there’s a need for education, outreach, and cooperation from the public to address this safety risk,” Whitaker said. “We encourage you to report laser strikes to the FAA via our website or to your local law enforcement agency.”

The FAA developed a visualization tool that shows laser-strike data from 2010 to 2023 and related trends based on geographic area, per capita data, time of day and year.

The post Record Number of Laser Strikes Reported by FAA in 2023 appeared first on FLYING Magazine.

“Where do we pay?”

If you have been to a private airport, you have probably asked that question. There is often a mailbox in a kiosk, or the pilot is directed to the airport manager’s office. No one is making you pay, as aviation often relies on the honor system.

How much you pay is often predicated on length of stay. If you are a transient, you may be asked to pay $10 (or more) to park overnight at an airport. This is particularly true at privately owned airports.

Look for the notation “Prior Permission Required” in the Chart Supplement or on the airport webpage, or the phrase “land at your own risk,” which often notes the runway is narrow, short (i.e., 1,800 feet by 37 feet), or in rough shape with alligatoring or disintegrating pavement.

Notices of the landing and parking fees are often advertised on the airport website and in the chart supplement. There is often a mailbox for you to put the cash in or a QR Code to use for digital payment. If the pilot has complied with FAR 91.103, which requires  them to “become familiar with all available information concerning that flight,” they should know about these fees, and in theory, be prepared to pay.

But not all do. Some airport owners are turning to technology to catch the pilots using the airport without paying. One of these is Robert DeLaurentis, the owner of DeLaurentis Airport (KOKH), approximately 50 miles northwest of Seattle. DeLaurentis heard about an automated billing system, known as Vector PlanePass, being used at the airport (KTRK) in Truckee, California, with good results. So he contracted with the company. 

According to the DeLaurentis Airport website, as of November 1, the facility transitioned to using PlanePass for all landing and aircraft parking fees. PlanePass is described as an aircraft billing solution from Vector Airport Systems for billing and accounts receivable management.

DeLaurentis tried the honor system of a mailbox or asking the pilots to drop a payment with the airport manager, but many refused.

“It’s a definite air of entitlement,” he said. “These pilots fly $100,000 airplanes and spend $100 for a hamburger but won’t pay $20 to support the airport they are using.”

DeLaurentis noted he’s spent the past five months refurbishing hangars and installing LED lights, motion detectors, and security cameras as well as repainting buildings, and it is discouraging when “random airplanes come in and spin around, prop washing the building that we’ve just painted, and refuse to pay for landing or parking. This is a privately owned airport. It’s like [someone] coming over to your house and disrespecting your yard and furniture.”

• READ MORE: DeLaurentis Airport Proves to Be a ‘Really Interesting Project’

The landing fees are $20 for aircraft up to 3,600 pounds, $25 for between 3,601 to 8,399 pounds, and $30 for 8,400 pounds and over, plus $10 to $20 for parking.

The airport’s primary source of support is hangar rental. There are 15 hangars total renting for $500 and up—the going rate in the region. The airport does not have fuel available at this time.

Growing Pains

There have been some mistakes. In the first week of January, pilot Nick Carb was flying a friend’s Van’s RV6 over the sound near DeLaurentis Airport, which is located under the outer shelf of the Class C airspace belonging to Whidbey Island Naval Air Station (KNUW). The floor of the outer shelf is at 1,300 feet.

He told FLYING he was surprised to receive a $20 bill from Vector Airport Systems for landing at KOKH, as he did not land there. He suggested it was likely a technical glitch when he clipped a geofence.

Will Repole, chief operating officer of Vector Airport Systems, agrees with this assessment, telling FLYING that the technology is supposed to capture the ADS-B information from landing aircraft, and through a series of data sources, the owner of the aircraft is identified and a bill sent. Repole noted KOKH is a new installation, and the erroneous bills may have been caused by a technical error as the geofencing and altitude of equipment may need to be adjusted. Aircraft overflying the airport shouldn’t be getting billed, he said, adding that the company will issue a refund if appropriate.

When DeLaurentis learned about the erroneous billing from a third-party post on Facebook he reached out to the pilot community, encouraging pilots erroneously billed to reach out to Vector directly.

“I have encouraged Vector to reach out on this post and get a conversation going with everyone,” he wrote. “I have also asked to have a conversation with their technical people to discuss exclusion zones around the airport.”

There were pilots who took to social media to protest the landing fees, stating they wouldn’t be visiting this airport or suggesting the fees are illegal. Local Aircraft Owner and Pilots Association (AOPA) representative Brad Schuster said landing fees are acceptable as one way for an airport to generate revenue per FAA Rates and Charges policy.

Schuster noted that if a pilot is charged for overflight only, that is not authorized, and if the landing fee service provider is uncooperative in resolving the dispute, they should follow up with airport management. If that doesn’t yield results, the association advises pilots to reach out to their AOPA regional manager.

The post Big Brother Goes Flying appeared first on FLYING Magazine.

2024 will bring infrastructure improvements to Martin State Airport (KMTN) in Middle River, Maryland.

On Thursday, the Maryland Board of Public Works unanimously approved a contract that will result in the Baltimore County facility receiving an extreme makeover, airport style.

The board approved the nearly $32 million deal to replace and enhance the 6,697-by-180-foot runway, improve taxiway connections, and upgrade the electrical system,  including the installation of LED airfield lighting and signage.

The FAA has classified KMTN, located in Class D airspace, as a reliever for Baltimore/Washington International Thurgood Marshall Airport (KBWI). According to Airnav.com, there are 240 aircraft based at the airport, including a mixture of law enforcement, general aviation, flight schools, and Maryland Air National Guard.

“This investment by the board of public works paves the way for a significant advancement in economic development at Martin State Airport,” said Paul Wiedefeld, secretary of the Maryland Department of Transportation. “The rehabilitation project will bring important improvements to the airport and ensure it is better equipped to meet the needs of its customers.”

P. Flanigan & Sons Inc. of Baltimore was awarded the construction contract. The preliminary schedule calls for the work to begin in the spring and last for about 255 days.

About Martin State Airport 

The airport, which covers approximately 747 acres, served as the home base of aircraft manufacturer Glenn L. Martin Co.. Martin had factories in California and Ohio before moving to Maryland in 1928.

The company produced transport aircraft, including seaplanes and bombers, during both World War I and World War II. In1945 Martin worked with city officials to limit the height of buildings near the airport because of all the transports that were utilizing the field.

Today, the Glenn L. Martin Maryland Aviation Museum is located on the southeast corner of the property. The museum features indoor and outdoor exhibits and year-round activities that cover decades of aviation history.

The post Improvement Project for Maryland Airport Given Go-Ahead appeared first on FLYING Magazine.

Martha’s Vineyard, Massachusetts, is one of those destinations that makes a great case for general aviation. Because it is an island, getting there by car involves a ferry ride that can be complicated, competitive, and time-consuming to arrange.

People who have summered on the Vineyard for generations often share tales of woe related to the ferry. Under the best conditions, the trip consumes much of the day.

By contrast, traveling to the island by airplane is remarkably quick and easy. From my home airport in Sussex, New Jersey (KFWN), the flight in our Commander 114B takes an hour and 20 minutes. Even on a Friday afternoon at the height of the summer vacation season, when it can seem impossible to get anywhere using surface transport, it is an easy transit by air.

This Article First Appeared in FLYING Magazine

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Featured

Choosing An Airport

You might be surprised to find that a smallish island has three airports, but one could argue the Vineyard’s vast and varied aviation history is too much for one field to accommodate. Most visitors arrive at the modern Class D airport in Vineyard Haven (KMVY), which has scheduled airline and charter service, and a bright, airy terminal with ticket counters, baggage check, car rental desk and other services. There is also a restaurant called the Plane View. The Navy trained pilots here during World War II.

Runway 6/24 is 5,504 feet long and ideal for large turboprops and many light to midsize jets. Runway 15/33 is 3,327 feet long and crosses near the threshold of 24. As we approached over Long Island Sound, we heard other aircraft using Runway 6, but as we got closer the wind shifted to favor 15, and the tower controller offered us the option of the shorter runway with a direct headwind. This was a good deal that resulted in a longer, circling approach that gave me more time to descend and more space to stay clear of a clump of clouds hanging over the field just above pattern altitude.

After landing we taxied to an overnight tie-down area that kept us clear of the jet blast of the main ramp. This spot seemed far from the terminal, but that was not an issue because the ground crew person who guided us in and tied down the airplane also drove the shuttle van and dropped us off at the main building. If you want services, from radar service in the air to fuel service on the ground, KMVY is the right place. This is also a haven for plane spotters, especially during the summer season when the ramp hosts a parade of air-craft and people.

Katama Airpark (1B2) is in Edgartown, east southeast of Vineyard Haven and just outside the Class D. This is where much of the rest of the flying crowd goes, particularly longtime local pilots and those flying light, single-engine machinery that is well suited to Katama’s three turf runways, arranged in a neat triangle. You can just about always find a satisfactory headwind there. Perhaps you just prefer a nontowered field, or you find the cuisine at Katama Kitchen more to your liking. This also makes the best place to chat with fellow pilots.

Katama dates to the 1920s, when the airfield was carved out of pastureland, and still looks the part. Curtiss-Wright Flying Service was based there early on, followed by the Martha’s Vineyard Flying Club. The Navy set up a gunnery range there during World War II, and over the years visiting pilots used the field for air shows and demonstrations.

Trade Wind Airport (MA44) in Oak Bluffs is a 2,200-foot grass strip owned by the Martha’s Vineyard Land Bank Commission. Pilots must request permission via email before landing there. Each pilot can get permission for up to five aircraft, and the permit is good until the end of the year it is issued. I received permission for my Commander 114B and the flying club’s Cessna 172, which probably would perform better on the unimproved field. Trade Wind is strictly for short, day visits—no overnight parking.

For decades, Carolyn Cullen, a flight instructor and member of the legendary Women Airforce Service Pilots, or WASPs, owned and operated the airport. Cullen had learned to fly during the 1930s and became a pillar of the island’s aviation community. If you were lucky, perhaps you flew with her.

The Towns

Each town on the island expresses a distinct personality and appeal. On this trip we stayed in Oak Bluffs, a popular, bustling spot where many travelers, especially those staying just a day or two, tend to spend most of their time. This is where most of the Steamship Authority ferries from Hyannis, Woods Hole, and Nantucket arrive during the busy summer season. There are many restaurants, hotels, and stores to keep visitors from feeling isolated. It’s a party town.

Vineyard Haven, also known as Tisbury, sports a year-round ferry terminal and is the island’s largest port of entry for passengers and cargo, although Oak Bluffs is busier in the summer. This is where you find more local residents. Attractions include beaches, restaurants, and a healthy arts and music scene. Because Europeans settled here early on, the town’s architecture reflects a range of styles from Greek Revival to neoclassical.

Aquinnah sits on the rural western side of the island and formerly was known as Gay Head. The town is small, covering less than 6 square miles, and quiet. Aquinnah, the traditional name for the area used by the indigenous Wampanoag people for thousands of years, became the town’s official name in 1997 and has been used by all since. Visitors can learn more about the Wampanoag at the Aquinnah Cultural Center.

Chilmark lies just east of Aquinnah and is also off the beaten path. It includes the fishing village of Menemsha, known for its beautiful beach and delicious seafood. People also say the village offers the best sunset views on the island. The town is small and quiet, with a general store and post office—and not much else. It feels more like a remote getaway than busier more developed parts of the Vineyard.

Centrally located, West Tisbury connects the island’s north and south shores and marks the divide between the so-called up-island and down-island areas. It was part of Tisbury, or Vineyard Haven, before breaking away in 1892. This rural district is the agricultural hub of the Vineyard, where the Grange Hall still serves as a community center for farmers’ markets and other events. The town hosts an agricultural fair every August.

Edgartown is the island’s largest town based on population. The first European settlements were here, and the place was teeming with commercial activity during the peak of the whaling industry. Today it is known for South Beach, also known as Katama Beach, the island’s most popular. Edgartown is just one of two “wet” towns where hard liquor is sold in the Vineyard, along with Oak Bluffs. So Edgartown also is known for its nightlife.

The Lighthouses

The Vineyard seems to have plenty of most things—not just airports. Take lighthouses, for example. There are five on the island, each notable for its appearance, design, and history. I came away from this trip believing that visiting all of them arguably is the best way to get a feel for island culture.

Even if you are not a lighthouse enthusiast, it is easy to spot Gay Head Light as the most distant outlier in the group, as its red brick exterior contrasts with the others’ white paint. Built in 1844, it represented an improvement over the previous wooden version. The following decade it received a major boost in technology with the installation of a Fresnel lens with more than 1,000 prisms. The nearby cliffs give the structure’s perch a precarious look that is not an illusion. Indeed, the building was moved in 2015 to protect it from erosion.

The East Chop Lighthouse in Oak Bluffs is on the site where early telegraph development took place around 1828. A sea captain built the original lighthouse privately during the mid-1800s and charged fees to ships that arrived in port. The federal government bought the lighthouse in 1875 and replaced it with the current cast-iron building. It was known as the Chocolate Lighthouse because of its reddish brown color until 1988, when it was painted white.

West Chop Lighthouse was the last of the island’s lights to be operated by a keeper before automation took over. Today’s brick structure was built in 1838to replace an earlier wooden lighthouse. It has also been moved back from the edge of the bluffs following threats from raging seas and shifting ground.

The especially picturesque Edgartown Lighthouse was built in 1828 on a man-made island in the Edgartown harbor, and for a year or so after completion, the only way to reach it was by boat. Government funds eventually allowed for construction of a footbridge.

The Cape Poge Lighthouse—sometimes spelled “Cape Pogue”—is the most remote of the island’s lights, located at the northeast corner of Chappaquiddick Island. It also seems to have endured the roughest life. Built in 1801, it lasted until 1838, when it succumbed to destructive waves. Islanders rebuilt it, but over the next 50 years the sea wore it down. Another rebuild with a change from reflector lamps to revolving prisms lasted only until 1892. It was rebuilt and wrecked one more time before the current wooden structure was completed in 1922.

This is where lighthouses and aviation came together on the Vineyard. In the January 16, 1987, edition of the Vineyard Gazette, there is a wonderful photo of a Sikorsky S-64 Skycrane helicopter flying overhead with the Cape Poge Lighthouses hanging below, on its way to a new foundation. An accompanying article described the landmark scene:

“Dangling beneath a giant Army sky crane helicopter, guy wires flying like kite strings, for a brief moment the historic shingled lighthouse evoked memories of Dorothy’s house in the Wizard of Oz as it sailed through the air.”

• READ MORE: Destinations: Half Moon Bay

Martha’s Vineyard (KMVY)

Location: 3 miles south of Vineyard Haven or 41.5 nm southeast of Providence, Rhode Island.

Airport elevation: 66.9 feet msl

Airspace: Towered, Class D

Airport hours: Open 24 hours. Tower operates 0600-2200 May 15 to October 31; 0700-1700 November 1 to May 14

Runway: 6/24, 15/33

Lighted: Yes

Pattern altitude: 1,000 agl (light), 1,500 agl (large)

This column first appeared in the July 2023/Issue 939 print edition of FLYING.

The post Destinations: Martha’s Vineyard appeared first on FLYING Magazine.

The Pacific coastline is littered with aviation gems–some well-known, others not so much. While many general aviation airports in California are located a short drive from the beach, such as Carlsbad, Santa Monica, San Luis Obispo, Monterey, and Arcata, only a few will take you within walking distance of rubbing your toes in the sand. One such beach airport that I have visited many times is Oceano County Airport (L52), which is located about a 10-minute walk from Pismo Beach. While it’s terrific for a light single-engine airplane such as my Mooney M20C, its 2,325-foot long by 50-foot-wide runway is quite sporty for many privately owned airplanes.

While working on an article about the Epic E1000 in the early summer of 2020, I was introduced to another beachside airport. Epic Aircraft’s CEO, Doug King, recommended a trip to Half Moon Bay Airport (KHAF) to evaluate the single-engine turboprop (see FLYING’s August 2020 issue for the story). I gladly accepted the suggestion. It was a terrific flight, but we didn’t have much time on the ground and, since COVID restrictions were still quite strict, we couldn’t explore the area as much as I would have liked to. A return trip was on my bucket list, and it didn’t disappoint.

Getting There

Located just a hop, skip, and a jump from San Francisco Bay, Half Moon Bay airport is a tranquil escape that offers activities aplenty. As the name implies, the nontowered airport is located a few steps from an arc-shaped bay on the shores of the vast Pacific Ocean. Inside the arc is a beautiful beach covered in golden sand, a marina with a pier, and a quaint community with several restaurants and other activities.

Being right on the coast, the airport elevation of KHAF is only 66 feet msl. The paved, 5,000-by-150-foot-long runway provides plenty of room for most privately owned airplanes, whether piston-, turboprop- or jet-powered. Airplanes with a max gross weight of more than 12,500 pounds are prohibited.

While the Pacific coastline offers beauty and great recreational options, it does spin off a marine layer that can linger through late morning, particularly in the spring and summer. This cloud condition plagues VFR pilots as it can park itself low to the ground for days and sometimes weeks. KHAF offers instrument approaches to both runways 12 and 30 that will allow you to fly in on cloudy days, provided you’re IFR rated and fly an airplane equipped with an IFR-capable GPS navigation system. The RNAV RWY 12 approach allows you to descend to 300 feet agl and RNAV RWY 30, the most commonly used runway, gets you down to 400 feet agl with LPV minimums. Be aware that Runway 12 has IFR takeoff minimums of 2,600 feet and 2 sm because of the trees at the departure end. Night ops are also available. Lights can be activated with the CTAF frequency—122.8.

Photographer Jeff Berlin and I had planned to fly my Mooney M20C from Camarillo (KCMA) in southern California to KHAF on a Tuesday in early April. However, the remnants of the last atmospheric river—the weather phenomenon that presented itself several times this past winter, with really heavy rains and strong winds—prevented us from going. The cloud layer on the day we had planned to go was forecast to linger around 1,000 feet until early afternoon at both airports and the wind gusts were expected to blow around 35 knots in Half Moon Bay—not ideal for either a beach visit or a photo session. Also, my Mooney’s IFR navigation database had expired, so I was limited to VFR conditions.

Fortunately, Jeff and I were able to reschedule a couple of days later. A marine layer was still in the forecast, but it was expected to burn off both at Camarillo (mid-morning) and Half Moon Bay (early afternoon). The winds had also subsided. We decided to meet at KCMA around 10 a.m.—later than we normally would plan a flying rendezvous.

Being one of the first good VFR flying days in a while, there were tons of pilots who were as excited as we were to fly. By the time we were holding short of Runway 26 in Camarillo, there was a never-ending line of approaching airplanes, likely to enjoy brunch at the popular Waypoint Café. We were dumbfounded that the controller kept guiding airplanes to the runway even though there was a growing line ready for departure. We held for about 25 minutes before we were finally cleared for takeoff.

Once we were in the air, it was a spectacular day to fly, with smooth, clear skies, albeit with a slight haze. With all the rain that had fallen on California, the hills along the coast were covered in bright green grass, along with splashes of orange poppies, yellow mustard flowers, and other wildflowers contributing to a spectacular super bloom. Our scenic, mostly coastal flight passed by Santa Barbara, San Luis Obispo, Monterey, and Santa Cruz before cresting the hills south of the stretch of coastline that is crowned by Half Moon Bay.

Arriving VFR from the southeast, as we did, is very straightforward. Simply follow the coastline. Once you crest the mountains past Monterey Bay, you can’t miss the airport at the end of the half-moon-shaped bay. However, you need to be aware of the proximity of the San Francisco International Airport (KSFO), which is merely nine miles northeast of KHAF.

The base of San Francisco’s Class B airspace along the shoreline southeast of KHAF sits at 6,000 feet. Higher up you must be on an IFR flight plan or request a clearance through the Bravo. If you go inland at all, you need to stay below 4,000 feet and if you overfly the hills, you’d better talk to someone because, even if you stay out of Bravo, you have San Carlos’ and Palo Alto’s Class Delta to contend with. The airspace from these three airports, Oakland’s and San Jose’s Class C airspace, and several other Class D airports make up a patchwork of multi-layered blocks that would be nearly impossible, if not reckless, to navigate through without communicating with ATC. So, if you’re arriving from the east or north, a thorough navigation plan and flight following are required.

Since we had cruised from KCMA at 8,500 feet, with flight following, we began our descent early to clear the airspace. Because of our delayed departure, the clouds had completely burned off by the time we arrived at KHAF, which advertised more than 10 miles visibility, clear skies, and winds from 320 at 11 knots—almost straight down Runway 30. Flight time was under two hours with a slight detour west of the towering Sierra Madre Mountains east of Santa Barbara.

We made a low approach and circled around to set up for Runway 30. Wind shifts around the shoreline kept me on my toes on short final. I was happy that there was plenty of runway to play with and, since the crossing taxiways are sparse, I rolled out to the end of the runway.

Being There

On our visit, the main taxiway, which is offset on the right side of Runway 30, was obscured by tall grass and flowers. I had studied the airport diagram so I knew where to go. At around the halfway mark of the airport, there is a terminal building with dozens of parking spots and a self-serve fuel station for 100LL avgas. If you’re flying an airplane powered by jet fuel, you’ll have to gas up elsewhere. The fuel cost on the day we were there was $6.13 per gallon, significantly lower than the airports in the Bay. Parking is free, but if you’re staying the night, there is a $15 fee for light pistons and $25 for larger airplanes, such as twins, turboprops, and jets.

While there are parking spots by the terminal building, the better place to park is at the southeast end of the runway, where plenty of tiedowns are available as well. There are no cars to rent at KHAF. You can easily catch an Uber, but there really is no reason to, since everything you could possibly need is within walking distance.

As you go through the gates on the southeast tip of the airport, you’ll basically walk right into Princeton. This bohemian community offers quaint, coastal-themed buildings housing unique shops and restaurants. If you like seafood, Princeton is the place for you.

On my Epic visit in 2020, pandemic restrictions allowed for takeout only. We picked up some really yummy fish and chips from Barbara’s Fishtrap, which is near the pier, and brought it to the picnic tables at the airport. This time, Jeff and I stopped at Half Moon Bay Brewing Company, which has a really large outside patio overlooking the bay with portable heaters and a gas firepit. While the fish and chips looked amazing, we both opted for the fish tacos. The thick slabs of cod and scrumptious coleslaw did not disappoint.

Airplane geeks as we are, we spent our lunch watch- ing airplanes approaching Runway 30. We spotted several interesting airplanes, such as a Diamond DA42 Twinstar, a Cessna Skycatcher, a Kitfox, and a T-6.

If you’re planning on staying the night, there are sev- eral hotels in Princeton. On the high end, there’s the Oceano Hotel and Spa, or the Inn at Mavericks, which offer stunning accommodations starting at around $300 per night. For about half of that price, you can stay at the Harbor View Inn. There are several other options for both hotels and restaurants located within about half a mile of KHAF’s south parking area.

If you’re on a budget or prefer to sleep under the stars, the airport offers camping by the southeast tiedowns. There are no showers, but there is a permanent restroom. Picnic tables and firepits provide opportunities for cooking and dining. The campground is open year-round and there are no additional fees for camping, other than the overnight fee.

Take a few steps past the restaurants and hotels and you’ll find plenty of opportunities for recreational activities. At the tip of the bay, Pillar Point offers beau- tiful trails across the hills and around the point, and terrific tide pooling in the flat rock areas that mix in with the sandy beach. You can’t miss the prominent radome on top of the hill. The radar equipment along with telemetry and command antennae are part of the Pillar Point Air Force Station, which, by the way, you should avoid overflying, and are used to support space and ballistic missile launches from the Vandenberg Space Force Base.

If you want to get out on the water, Half Moon Bay Kayak Company offers a variety of kayaks and stand-up paddle boards for rent. And if you want to tour the area more quickly than on foot, you can rent bikes there, too. 

Fishing enthusiasts can throw fishing lines off the pier. We saw several people out there testing their luck with rods and lures. But if you’re looking for more of an adventure, Half Moon Bay Sportfishing and Tackle will take you out in a boat to fish for salmon, rockfish, crab, and more. 

Unfortunately, we didn’t have time to get out on the water. By the time we were ready to head back to Camarillo, there was a flock of Cessnas circling the airport. The pilots did a good job with the nontowered operations, and we were able to depart quickly. As we left the airport behind us, I already longed for a return visit to this beautiful place that is so close to a major city, but feels so far away. 

Half Moon Bay Airport Information

Location: 9 nm southwest of San Francisco International Airport

Airport Elevation: 66 feet msl

Airspace: Nontowered, Class E

Airport Hours: Open 24 hours, Attended 8:30 a.m. to 4:30 p.m.

Runway: 12-30

Lighted: Yes

Pattern Altitude: 1,066 msl (light)/1,566 msl (turbine/large)

This article first appeared in the June 2023/Issue 938 of FLYING print edition.

The post Destinations: Half Moon Bay appeared first on FLYING Magazine.

After years of speculation, rumors, and a drawn-out process one local pilot said was akin to a roller-coaster ride, Toronto’s Buttonville Airport (CYKZ), once one of Canada’s busiest, has closed.

Airport management announced in May that the airport would shut down on November 30 and that all aircraft, including about 300 based at the field, would have to be removed by then. While that single message seemed clear, it was part of a series of communications that were not always reliable.

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

Local pilot Phil Lightstone said some aircraft owners heard the warning and “thought it was another case of, ‘Just kidding.’” Others took the declaration to heart, though, and began moving out. Following the evacuation and official shutdown there was just one aircraft, a forlorn Beechcraft Musketeer, remaining at the airport, Mr. Lightstone said, noting that the Beech is no longer registered and could soon wind up leaving on a flatbed truck.

Pilots based at Buttonville for decades might have considered the latest evacuation order a false alarm because there have been many others through the years. Rumors of impending closure never panned out, even after 2009, when the Sifton family who owned the airport sold an interest to real estate company Cadillac Fairview. But a lot has changed since then in the Markham, Ontario area just north of Toronto that the airport occupied, including real estate values.

• READ MORE: Aviation Community Rallies To Save Florida Airport From Closure

The airport began as an informal turf strip in 1953. The Siftons acquired the land a decade later and began improving and expanding the field, which evolved into a bustling towered facility with two runways and a range of GA aircraft from light piston singles to jets.

Toronto also expanded, sprawling to the edge of Buttonville and eventually surrounding it with residential, commercial and industrial zones. Where the airport had been comfortably remote from the city it had more recently become landlocked within a dense, urban setting.

The Siftons continued to operate the business but eventually the land’s staggering market value to developers won out. The former airport property reportedly is slated for construction of numerous warehouses.

The post After Years of Doubt and Decline, Toronto’s Buttonville Airport Is Closed appeared first on FLYING Magazine.

Pilots who intend to head to Copalis Beach (S16) in Washington state might want to reconsider, as a deceased whale has washed up on shore in close proximity to the stretch of sand used as a runway.

According to the Washington State Department of Transportation Aviation division, the deceased cetacean is a fin whale. According to whalefacts.org, the fin whale is a baleen whale that can grow up to 90 feet long and weigh up to 130 tons, making them the second largest whale in existence after the blue whale.

Washington DOT has issued a warning to pilots about the whale on the runway, noting, “We’re asking pilots flying into the airport over the holidays to use extra caution as officials will be working to determine the cause of death of the whale, while other pedestrians and beachgoers could be in the area.”

Copalis Beach Airport is located 15 miles north of Bowerman Airport (KHQM), in Hoquiam. Copalis is one of the airports the state manages, and the only beach airport in its system where aircraft are allowed to land legally.

State wildlife officials add that at this time, they will be allowing the whale to decompose naturally and the tides to take its remains out to sea again. According to the state, “The airport access may be temporarily restricted if the tide moves the carcass and blocks the beach landing area.”

The fin whale is a brownish gray with a white underbelly and usually travels alone rather than in pods like the orca whales, which are more frequently spotted in the waters of the Pacific Northwest. It is not uncommon for deceased whales to wash up on beaches in the Pacific Northwest.

Removal of the whales from the beach has been treated with caution ever since the state of Oregon highway division used dynamite to remove the carcass of a 45-foot sperm whale that washed ashore near Florence. The idea was that the whale carcass would be destroyed and the remains would land in the sea.

Portland television station KATU was on scene for the event and captured the moment on November 12, 1970, when the eight-ton whale was blown to bits. Reporter Paul Linnman and cameraman Doug Brazil on the beach shooting on 16 mm film were a quarter of a mile from the whale at the time of the explosion. Linnman noted that when the pieces of blubber began landing around them, they realized they were too close and started to run.

“We were running away when we heard a second tremendous explosion in front of us. A piece of blubber the size of a coffee table hit the top of an Oldsmobile and completely flattened the roof,” Linnman wrote of the event that day.

The event went viral even before the invention of the internet. In the 1980s and 1990s, the filmed event was transferred to videotape and became part of the holiday blooper reel shown at television stations in the Pacific Northwest.

The post There’s a Whale on the Runway at a Seaside Pacific Northwest Airport appeared first on FLYING Magazine.

As part of a continuing program to address risks to runway safety, the FAA has named 16 airports where it plans to conduct meetings with its Runway Safety Action Team between now and the end of the year. The agency has so far conducted 90 such meetings across the country this year.

The meetings, which the FAA hosts annually at towered airports, serve as forums for identifying risks on and around runways that are specific to each airport. The sessions help stakeholders develop runway safety action plans and form agreements to pursue actions aimed at improving safety.

• READ MORE: FAA Plans to Hold Runway Safety Meetings at Airports Across the U.S.

During a Runway Safety Action Team meeting, airport stakeholders, including members of the FAA’s air traffic organization, airline officials, pilots, airport vehicle drivers, and others, identify risks and develop plans to eliminate or mitigate them. Major meetings upcoming include Boston Logan International Airport (KBOS), Dallas/Fort Worth International Airport (KDFW), and Newark Liberty International Airport (KEWR).

The FAA issued a safety call to action in February following several runway incidents considered “close calls” and held a safety summit in March. As a result of that event, the aviation community and FAA agreed to pursue a goal of zero serious close calls. The agency said this approach is similar to that used by U.S. airlines to drastically reduce the risk of fatalities on their aircraft.

• READ MORE: FAA Launching Mandatory ATC Safety Meetings

Other airports hosting action team meetings this month and next include Allegheny County Airport (KAGC), Bellingham International Airport (KBLI), Concord-Padgett Regional Airport (KJQF), Des Moines International Airport (KDSM), El Paso Regional Airport (KELP), Flying Cloud Airport (KFCM), New York Stewart International Airport (KSWF), Ronald Reagan Washington National Airport (KDCA), San Marcos Regional Airport (KHYI), St. Louis Regional Airport (KALN), Waterloo Regional Airport (KALO), Waukegan National Airport (KUGN), and Youngstown-Warren Regional Airport (KYNG).

The post FAA Names Next 16 Airports to Host Runway Safety Action Team Meetings appeared first on FLYING Magazine.

The Downtown Island Airport (KDKX) transformed into a Halloween haven on October 22, as it hosted its first “Hallowings” trunk-or-treat aircraft event. More than 1,200 enthusiastic visitors flocked to the Knoxville, Tennessee, airport to witness the impressive display and take part in the fun as 15 private aircraft owners decorated their airplanes for the event. 

Rob Voyles, the director of general aviation at KDKX, expressed satisfaction with how the event turned out

“This event was a huge success for us,” Voyles said. “We believe Knoxville is a general aviation destination, and support from the local community is a big part of what makes DKX great.”

Flight schools based at KDKX, including Fast Track Flight Training, Knoxville Flight Training Academy, and The CAVU Pilot, along with the Knox County Sheriff’s Aviation Unit, actively participated in the Hallowings celebration. Pilots distributed treats to costumed kids and parents.

A wide array of aircraft graced the occasion, including the sleek Cirrus SR-22, the experimental Van’s RV-10, the rugged Super Cub, and an agile American Champion 7GBC Citabria. The Knox County Sheriff’s OH-58 helicopter also drew attention.

“It was a lot of fun getting to meet people that might not have known they had an interest in flying,” said Eric Dragonetti, the founder of The CAVU Pilot flight school. “Getting to talk to people and further their interest in aviation is an awesome part of an event like this.”

The resounding success of Hallowings has paved the way for KDKX to make it an annual community event. The heartwarming response from the Knoxville community has reinforced the belief that aviation holds a special place in its heart.

Editor’s Note: This article first appeared on Plane & Pilot.

The post Spooky Season Is in the Air appeared first on FLYING Magazine.

A yearslong project to test and evaluate a remote ATC tower at Northern Colorado Regional Airport (KFNL) in Loveland has been cut short, for now, the Colorado Department of Transportation said.

Since 2015, CDOT’s Division of Aeronautics has been working with the airport and FAA to bring remote towers to the state’s airports and has used KFNL as a test case. Under the system, controllers use arrays of video cameras and other sensing equipment to conduct ATC operations at a lower cost compared with traditional control towers.

• READ MORE: Remote ATC Testing to Begin at Northern Colorado Regional Airport

In 2020, Canadian company Searidge Technologies provided a mobile air traffic control tower at the airport as a step toward testing and eventually certified a permanent remote tower. Recently, though, following a number of difficulties ranging from the COVID-19 pandemic to changing FAA certification standards, Searidge notified the FAA that it would halt work on the tower program.

State transportation officials said the airport, which was nontowered prior to the start of the remote program, will continue to operate with its current mobile  remote tower while the state, airport, and FAA decide on how to proceed. Options include continued development of the remote tower system or a traditional air traffic control tower.

“While we are disappointed to see Searidge leave the remote tower program, we remain optimistic that the cost-effective benefits of remote tower technology will have tremendous value to Colorado’s future aviation system, and we intend to vigorously support future development of the technology,” said David Ulane, the CDOT’s aeronautics director.

Airport officials said there is “significant interest” among other potential suppliers of remote tower technology to continue development of KFNL’s planned remote systems. They said they plan to work with the FAA to possibly reach an agreement with such a supplier.

“The remote tower has already provided an exceptional, innovative pathway to meet the operational demands of our growing airport in a safe, cost-effective, and timely way,” said David Ruppel, Northern Colorado Regional Airport’s interim director. “While this news is unfortunate, we are confident that with the FAA’s ongoing support, CDOT’s commitment to this project and our airport, as well as interest from other highly qualified vendors, we will be able to carry this effort forward.”

Searidge did not respond to a request for comment. 

The post Remote ATC Tower Project on Hold in Colorado After Supplier Bows Out appeared first on FLYING Magazine.

Phragmites Australis, also known as ditch weed, is an invasive species in Wisconsin. When it threatens to take over your land, you could spend thousands of dollars to hire a small army to rip the plants out by hand or spray herbicide that could create its own problems–or you could do what the folks at Appleton International Airport (KATW) and rent a herd of sheep for organic removal of the invasive plant which is growing in the Casaloma Conservancy area northeast of the airport.

According to airport officials, when an airport does any kind of development or expansion, it is required to replace developments with wetlands and conservancy areas where staffers manage invasive species. The airport purchased the property in 2011. It is a popular open space for hiking and getting back to nature as it has a short hiking trail.

It is a balancing act, notes Luke Bettis, landside operations supervisor for KATW, as they add plants to the conservancy then have to protect them from hostile weeds such as phragmites and buckthorn. “We spent about $2,500 on trees for the conservancy back in spring. If we use chemicals such as herbicides for the invasive species of plants, we could have killed or heavily damaged the trees.” Bettis also needed to find a cost effective way to manage onsite vegetation.

Bettis considered the idea of renting goats as gardeners. However, in addition to eating grass and non-native species the goats would also chow down on the newly planted trees, as goats are known for being non-discriminatory when it comes to feeding. They are also a high-spirited animal with no regard to fences or property lines, which could potentially create a new set of problems.

Bettis continued to look for options, and a social media post led him to Wooly Green Grazers, a sheep-based organic brush removal service located a few miles away. The sheep have a more discriminating palate, says Roxie Emunson, who owns Wooly Green Grazers with her husband Daniel. It is a new business for them—he recently retired from the U.S. Marine Corps. She grew up in Oklahoma and raised sheep in 4-H.

“Finally in 2020, with it being his last duty station, we bought our first two ewes and started. By the time we were ready to move to Wisconsin, we had four ewes and three rams.”

Before the sheep could be deployed, the Emunsons make sure there is no milkweed in the area as that is toxic for sheep. Once that threat was mitigated, the sheep were deployed. For the better part of a month, the flock, consisting of Old English Southdown and a few crossbreeds, bivouacked and chowed down on the approved conservancy vegetation. They selflessly consumed hostile phragmites, buckthorn, and blades of grass, 24/7 . They were kept contained—and people and predators kept out—by electric fences.

“These are smaller sheep breed, not those big ones. They are sometimes called babydolls and no larger than 26 inches tall. They are petite sheep,” Emunson  explained. The portable sheep pen was moved weekly, and there were signs up to warn people not to disturb the sheep because they were working.

Remote surveillance in the form of a trail camera was also set up. “There was one particular sheep that kept coming in for a close-up. We named her Farrah. She liked to be on camera,” Emunson says.

Wisconsin has been experiencing a drought of late, and that proved beneficial since the land in question is considered wetland, but it was dry enough that the sheep did not have any traction issues as they accomplished their munching mission.

According to Bettis, the cost for sheep transport and setting up the fence was approximately $1,500, about $1,000 less than traditional methods—and best of all the newly-planted trees were kept safe.

There is talk about bringing the sheep back for future missions.

“It’s good for the environment, and it’s good for our souls because it’s almost therapeutic to watch them,” Emunson said. “My husband likes to say that we like raising and grazing!”

You can find Wooly Green Grazers on Facebook.

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