After passing my checkride to become a certificated private pilot, I made a point of practicing solo flight for several months before taking my wife and sons aloft as passengers. Now that nearly a decade has passed since then, I have finally flown with our two dogs.

To be fair, we did not have Mozzie and Mingus back when I got my ticket, but still, for years I have wanted to take them on a trip. It seemed a little risky in the flying club’s Cessna 172, given the possibility of motion sickness. But now that we have “Annie,” our Commander 114B, which is very smooth in flight, we figured it was time. Besides, we could line the interior with protective padding to absorb any potential messes.

• READ MORE: Dogs Love Trucks, But Not Always Airplanes

Despite the advice of friends who told me to limit the first few flights to short hops in order to give the dogs time to settle in and get used to flying, we packed up Annie and headed to Maine—337 nm away.

We purchased hearing protectors called Mutt Muffs to cover their ears, but the noise did not seem to bother them, and after 20 minutes or so they both took the muffs off and went to sleep. A number of folks told us to expect this. Just as it is for my human family members, the aircraft cabin is a great place for the pooches to nap.

Both spent time looking out the windows, seemingly unfazed by the unfamiliar perspective from 5,500 feet. We started with both huddled in the baggage compartment. Eventually Mingus joined my wife, Alexa, in the back seat, giving himself and Mozzie more space.

I think the passage would have been perfect if not for a band of turbulence as we crossed Connecticut. Annie’s tail started to swing noticeably, for just long enough. I think we were passing over Bridgeport when Mingus lost his breakfast, which sounds terrible but really was no big deal. Alexa, who is a good sport, rolled the mess up in a towel and covered the seat with another—kind of like when this happens in the car, except you cannot pull into the conveniently located rest stop to clean up.

• READ MORE: Taking Wing: Dog Is My Copilot

Full disclosure: Our towel method was not perfect, as I still had some cleaning to do later at the FBO. It was a funny scene as I chatted with the friendly young line worker, also a pilot, who is building time toward an aviation career. Having never seen a Commander before, he wanted to hear all about Annie, and I was more than happy to tell him the whole story while thoroughly wiping down the back seat. All is well. Once you have traveled with small children, dogs are no problem—and vice versa.

I imagined the folks inside the FBO watching us emerge from Annie and figuring we must have been pressed for space in her four-seat cabin. But there was plenty of room and even some useful load to spare with full fuel. This was one more case in which I felt the benefits of Annie’s wide fuselage outweighed the downside of added drag and slower cruising speed compared with, say, a Bonanza F33A or Cirrus SR22.

The trip home was completely uneventful with both dogs snoozing all the way, probably because it was closer to their afternoon nap time anyway. At one point I looked around to find both dogs and both of my human companions sleeping soundly.

It was just like decades of family car trips, except the transit time was just more than two hours instead of 10. I also had the benefits of an autopilot and ATC radar service, so I could take in the scenery a bit while scanning for traffic. Utter joy.

The post Taking the Dogs on Vacation in Your Ideal Aircraft appeared first on FLYING Magazine.

A new hangar development in Queen Creek, Arizona, is the direct result of personal experience with the lack of hangar availability in the Greater Phoenix area. 

John Panfil, the CEO of Equity 1000 LLC, a performance-based private equity firm, and developer of Volare Estates at Pegasus Airpark (5AZ3), elaborated on the project’s origins. 

“We were looking for hangars and happen to live eight minutes from Pegasus Airpark,” Panfil said. “We called about an ad for a small 1,400-square-foot box hangar there, and it was already in escrow. But the conversation led to finding out about the airpark’s original plans for additional hangars on the adjacent vacant 7 acres of land there that nobody had developed for a long time once they were converted to custom home lots after the last economic recession.

“After purchasing the land, we had to rezone the properties back to their original use of hangars. We received our zoning approval in October 2022 and are on the tail end of receiving our building permits to start construction and started our journey over a year and a half ago.”

Although Panfil had only recently shifted his decades of commercial real estate expertise to general aviation, he said he has always been an aviation fan tracking market trends and new technology waiting for the right opportunity to break into this niche market. 

“Pre-pandemic, we had it on our radar screen to get into aviation real estate, and after COVID, everything accelerated,” Panfil said. “We shifted almost entirely to aviation real estate, particularly focusing on hangars in high-density areas. We don’t want to get into building homes, but we are looking at a couple of airports where buyers may be able to build their own attached/detached home or similar to Pegasus where 10 of our units can have living quarters built out inside the hangar. 

“When we started looking around for hangars, we learned that if you find something at a municipal airport, you are only buying a ground lease and usually have strict restrictions against storing other items in addition to the aircraft. We weren’t fans of this, especially coming from the real estate background, but even these hangars have extremely limited availability, including to rent. Chandler (KCHD), Deer Valley (KDVT), and just about any other airport near density has a waiting list 10 years long or more. This really sparked our interest in moving forward.

“I’ve been an aviation fan since I was a kid, and so I followed the industry on and off for many years. I try to understand the market from a macro level. In a congressional hearing last year, the [Aircraft Owners and Pilots Association], the [National Business Aviation Association], and others were all doing a state of the union, and the fifth item on the list, from a national standpoint, was the hangar shortage. So that also helped solidify the direction we were exploring.”

Panfil, along with his son and partner, Johnnie, undertook the Volare Estates at Pegasus project in late 2021. The project bears an aviation-inspired homage to their family’s roots.  

“Volare means ‘to fly’ in Italian,” John Panfil said. “My mother came from Italy when she was 14 years old, so we’re keeping those beautiful memories alive using the name. She would keep Dean Martin on her phone and when someone would call, Volare would come up. And the Volare Estates model is to ‘Live, Work, and Fly.’”

The Volare Estates development at Pegasus Airpark boasts 34 hangars, split between two phases. There are three types of hangars available: 60-foot by 60-foot (eight in each phase), 80 by 60 (four in each phase), and “executive” 80 by 80 (five in each phase). In addition to their larger footprint, a distinguishing feature of the 6,400-square-foot executive hangars is that each boasts its own street address with separate driveway entrances, as well as an RV garage door, front door, and large front yard/patio with sliding glass doors. 

Additional information regarding the project’s specificities, including site plans, pricing, market comps, and other elements are contained within a buyers information package. This 19-page document is available upon request, and one of the project’s key differentiators is explained within. This element, according to Panfil, is an attractive standout for buyers  interested in owning real property.

“(There are) no ground leases at a private airpark, and (Pegasus Airpark) has some of the best pricing available to owners on all types of aviation fuel,” he said. “Queen Creek has been named one of ‘America’s Friendliest Cities’ by Forbes magazine, and (has earned) lots of other regional and national awards, such as No. 1 on the ‘Best City To Raise a Family in 2022’ by Dwellics.”

Panfil also elaborated on Equity 1000’s philosophy and business model.

“We’re a small family-owned equity firm, and I come from the construction, real estate development world,” he said. “We spend quite an effort in maintaining relationships with equity firms, family offices, and high-net-worth individuals. Our business model is to identify, strategize, and implement as a macro developer for investment opportunities in real estate.” 

These partnerships have not only enabled the firm to be successful in this development, but they’ve also lessened the burden of financing for buyers on an asset type many lenders are wary of. 

“Boomerang Capital Partners LLC, is a $250 million company located in Mesa that provides equity and debt financing for commercial and residential real estate,” Panfil said. “Equity 1000 has enjoyed working with Boomerang for the last five years on commercial projects, and both companies are excited for the future of aviation-based real estate. Additionally, Trust Bank is providing our construction loan and also extending 50 percent LTV financing to qualified hangar buyers. Many pilots have experienced the lack of lenders willing to finance hangars, (and the LTV) provides our buyers with a rare opportunity to use long-term financing for the purchase of our hangars.”

As Panfil expected, reception to the project thus far has been very positive. This has equated to a sizable reservation list and deposits from those whose hangars broke ground in early May 2023. 

“Zoning for something like this is quite a task, as you could imagine,” he said. “We’ve gotten everything zoned and now are at the point of finishing up permits with the town and engineers. Our goal is to deliver units as early as the last quarter of 2023.”

We have two phases of development. In phase one, we have 17 hangars, and in phase two we have a mirror image of 17 hangars. We have not opened up phase two for reservations yet and are waiting to finalize our construction cost, schedule, and purchase contracts.

“In our first phase, we only have one hangar available, and the rest are reserved—with fully refundable $25,000 deposits. We haven’t done much marketing and only started public advertising in December 2022 with a few ads. Prior to advertisement, we probably had eight units reserved almost instantly from word of mouth. We have over a hundred folks on our prospect list that have reached out with interest, and many are waiting for us to open phase two or provide purchase agreements.” 

The pair is careful in planning their trajectory, both with the current project as well as with how they see the firm’s future. For example, Panfil expects outlying areas will become more accessible and attractive to buyers as technology and transportation avenues continue to improve. 

“What we’ve learned from our current project is that you can certainly find airports, both private and public, that have hangars,” he said. “But they are not in the best locations currently. So, we are also looking at places that are rural, where we are considering developing, that will be much lower cost. We are right now in talks and exploring early-stage development opportunities at about nine private and municipal airports. We look at those opportunities and recognize the need for lower cost hangars in the ‘Live, Work, and Fly’ environment. An hour drive by car should be a sweet spot for folks in the entry-level general aviation world to hangar a plane.”

The post Scarce Hangar Space Spurs Arizona Development appeared first on FLYING Magazine.

“Captain” Joe Axline of Brookshire, Texas—about 38 miles west of Houston—lives in an airplane. Well, actually two airplanes, as portions of a Boeing DC-9 and McDonnell Douglas MD-80 comprise his roughly 600-square-foot home. The novel thought of constructing a residence entirely out of a retired aircraft has long been a dream of Axline’s. It is a vision that goes back more than three decades. 

“In the (1973 TV) show called The Magician with Bill Bixby, he would use his magical skills to solve crimes,” Axline said. “I thought that the show was really cool. He would drive his Corvette into the back of his airplane and fly off. It had all of the things that kids of that age like, magic, cars, and airplanes. So I said to my dad, ‘That’s really cool. I would like to do that someday.’ I didn’t really know how or when. But I could feel the why.”

If you could summarize Axline’s modus operandi of life in three words, it would be to “follow your dreams.” This has enabled him to successfully undertake a number of large-scale projects, including the year-and-a-half effort that involved making a home out of two decommissioned passenger jets. 

“My whole purpose of building this airplane home was to satisfy me,” he said. “What I want people out there in the world to know is that their dream is important to them. And that’s why I say ‘dreams to reality’ is my presentation. It’s because I want people to understand that I’m not here for you to duplicate what I do. That’s not important at all.

“The only duplication that I want you to do is to write down your own dream and to give it a name. Do that and write down the details the best you can, and, of course, it can evolve and become bigger. Then put down a date and sign it, like you are signing a contract—which you are. And once you understand that you have a dream, it’s your dream and not mine, everybody’s going to laugh at it. But then when you are living your dream, everybody is going to say that you are lucky.” 

In 2011, a change in personal circumstances allowed Axline the freedom to tackle his unique project. 

“In all of the years that (my ex-wife and I) were married, she never cared or knew that I was going to build an airplane home,.” he said. “When we went through the divorce and I bought this property that I’m living on and the airplane that I’m living in, she immediately said to the court system that I can’t live in an airplane because it’s ‘not right.’ So, I had an architect, one of the best architects in Houston, and I also had the very best engineers that designed the support system that this airplane is sitting on. The support system goes 20 feet deep, and there is 25 cubic yards of concrete. The judge said, ‘There is no problem!’”

Although Axline’s home is no longer in airworthy condition, there are plenty of airworthy planes nearby. That is because his residence is situated at Sport Flyers Airport (27XS). 

“This airport has been around for over 40 years,” he said. “This property that I’m sitting on, this particular space, had been empty for 30 years before I bought it in April of 2011. I was able to buy it and brought the airplanes here. Now, there are 40 homeowners on each side of the (4,091-foot-long turf) runway.”

Now that he has lived in his aircraft home for a little more than a decade, the longtime instrument-rated private pilot has moved onto tackling other goals. And like many inputs in aviation, his next goal requires a certain amount of time and money be put toward it. 

“I don’t own an airplane that’s flyable,” Axline said. “But all of my neighbors say, ‘Hey, Joe. If you want the keys, they’re in it—take it and just fill it up with gas when you are done.’ It’s pretty awesome! Part of the plan is that I will have a 40-by-50-foot hangar (the project is roughly halfway completed) right next to the airplane here. The roof will be solar panels, which will give me a lot of solar energy.

“I will have an ICON A5, and I will have an old Fokker D.VII replica or something similar to that—whatever it may come up to be. I’m building a business right now, where I do reputation management for businesses. Everybody says that they are good, but what do their clients say? I help them automate that capability and, as I get more customers, I get to do more of the things that I want to do (with the hangar and airplanes).”

The post A Residence That’s as ‘Plane’ as Can Be appeared first on FLYING Magazine.

It’s going to be a busy, crowded weekend, especially for those traveling by air, according to forecasts.

The FAA said it expects nearly 313,000 flights during the seven days it counts as the holiday period. This would surpass last year’s total for the same period but fall several thousand flights short of pre-pandemic levels in 2019.

On the other hand, the travel group AAA, which counts travelers instead of flights and over five days instead of seven, said it expects nearly 3.4 million people to venture out. By its calculations, air travel over the holiday weekend is expected to increase by 11 percent over last year and exceed 2019 levels by 5.4 percent, or about 170,000 travelers. AAA also said this Memorial Day weekend “could be the busiest at airports since 2005.”

But the AAA is talking about big airports and big transport category jets. What is the weekend outlook for personal general aviation flights? What can pilots expect as they arrive at their holiday destinations? FLYING checked with airport and FBO managers across the country to get a better sense of just how busy things are likely to get.

Our inquiry grew in part out of necessity. While planning to fly my family from Sussex, New Jersey (KFWN), to Bar Harbor, Maine (KBHB), this weekend I began to wonder how many others might have the same idea. Will there still be space to park on the ramp? Am I too late to reserve a rental car?

Luckily our timing was good. Cars are available and staffers at the FBO, Modern Aviation, said, “We can always make room.” Like most of the airports surveyed, KBHB is expecting a busy weekend with steady arrivals and departures, ranging from small piston aircraft like ours to turboprops, jets, and helicopters.

This is a fairly large county airport with intersecting runways, 5,200 and 3,363 feet long, and no control tower. It is the kind of place where a vintage taildragger and light jet have a good chance of approaching the traffic pattern at the same time. Etiquette is important.

Hot Creek Aviation at Mammoth Yosemite Airport (KMMH) in Mammoth Lakes, California, expects the vibe to be “pretty busy, especially with Mule Days going on in Bishop.” However, it is not expecting any record-breaking surges—nothing like the Presidents Day Weekend crowds of snow sports enthusiasts.

Dan Bartholomew, manager of Aspen/Pitkin County Airport (KASE) in Aspen, Colorado, expects the weekend to be busy but not unreasonably so.

 “I was just talking with ATC about that, and we are not expecting to be overrun,” Bartholomew said. “This is really just the ramp-up.” 

Aspen, which is towered, also has been more of a winter destination traditionally. However, Bartholomew said that has changed over the past few years as the list of food and wine festivals, concerts, and other summer attractions has grown.

At Hilton Head Airport (KHXD) in South Carolina, this weekend tends to be a bit more hectic as a mix of commercial and private aircraft, plus military jets from the nearby Marine Corps Air Station Beaufort (KBFT), share the congested airspace. People who use the airport regularly love it, though, because you can just about walk to the beach from the FBO.

The area known as the Hamptons on New York’s Long Island is notorious for monumental traffic snarls that reliably form in advance of Memorial Day. It’s the kind of highway traffic that makes a great case for GA. As a result, the folks at Sound Aircraft Services, the FBO for East Hampton Airport (KJPX), are expecting a “chaotic” weekend with a steady flow of light aircraft, jets, and helicopters. Still, they say July and August are busier.

Town residents have long complained about aircraft noise, especially from helicopters that have proliferated with the rise of on-demand charter flights. One way the FBO deals with this is by charging fees when the choppers linger after dropping off passengers.

Overall it sounds as if even the busiest GA airports will be a breeze to navigate compared with the crowds at international commercial hubs and on the highways. In my family’s case, a particular hours-long traffic jam in the Pocono Mountains in 2009 led to many years of us avoiding Memorial Day travel.

This year we look forward to trying again—the right way.

The post Flying GA on Memorial Day: What Pilots Can Expect appeared first on FLYING Magazine.

On Monday, the FAA announced it will award $100 million to 12 airports across the country to help prevent runway incursions.

According to the agency, the Runway Incursion Mitigation Program grant money will be part of its annual distributions and fund projects such as reconfiguring taxiways that may be confusing, installing airfield lighting, and constructing new taxiways to provide more flexibility on the airfield. 

• READ MORE: FAA Establishes Independent Safety Review Panel

The funding comes in response to a string of close calls and several near-collisions that have plagued the aviation industry in recent months. The concerning incidents prompted the FAA to convene a rare safety summit in March where Acting Administrator Billy Nolen called for vigilance saying, “Recent events remind us that we must not become complacent. Now is the time to stare into the data and ask hard questions.”

But despite the onslaught of alarming events, FAA data shows the most serious close calls at U.S. airports are declining—even as overall incidents have risen. The runway incursion rate for the most serious incidents jumped in January to 0.98 per 1 million takeoffs and landings but fell to 0.44 in April, according to the agency.

Still, the FAA, National Transportation Safety Board (NTSB), and industry officials agree that steps must be taken to improve safety. “There is no question that we are seeing too many close calls,” the FAA said in a recent memo to employees.

• READ MORE: FAA Establishes Independent Safety Review Panel

In announcing the investments, FAA Associate Administrator Shannetta Griffin said, “some airfields have complex layouts that can create confusion for pilots and other airport users. This funding will reconfigure complex taxiway and runway intersections to help prevent incursions and enhance the safety of the National Airspace System.”

Among the 12 recipients are San Diego International Airport (KSAN), which will receive $24 million to construct a new taxiway, eliminating the need for aircraft to back-taxi on the runway, and Arizona’s Tucson International Airport (KTUS), which will receive $33.1 million to construct a taxiway and shift and rebuild Runway 11R/29L to be farther away from a parallel runway. 

Other airports included in the funding are Harry Reid International Airport (KLAS) in Las Vegas, Nevada; Republic Airport (KFRG) in East Farmingdale, New York; Norman Y. Mineta San Jose International Airport (KSJC) in California; Miami International Airport (KMIA); Pensacola International Airport (KPNS) in Florida; Prescott Regional Airport (KPRC) in Arizona; Abraham Lincoln Capital Airport (KSPI) in Springfield, Illinois; Bellingham International Airport (KBLI) in Washington; Waverly Municipal Airport (C25) in Iowa; and Charles B. Wheeler Downtown Airport (KMKC) in Kansas City, Missouri.

Meanwhile, the NTSB is convening its own summit on May 23 in Washington, D.C., to discuss ways to avoid any future near-misses ahead of what’s shaping up to be a busy travel season.

“I look forward to hosting a candid assessment of what’s been done to prevent runway incursions in the years since our last event on the topic—and to spur meaningful, immediate action on the areas where we’re stalled,” NTSB Chair Jennifer Homendy said in a statement. “By proactively looking for ways to make our skies safer, this event reflects our agency’s commitment to meeting the same high standards we ask of others.”

Additionally, the FAA has taken steps to introduce runway safety technologies to provide pilots and air traffic controllers with increased situational awareness, such as Runway Status Lights, Airport Surface Detection Equipment, Model X, and ASDE-X Taxiway Arrival Prediction.

The post FAA Investing $100M in Bid to Curb Runway Incursions appeared first on FLYING Magazine.

After more than a decade of selling homes, pilot Robert Clarfield understands how knowing about aviation and how it relates to the property he is selling can serve him well.

“I think that being a pilot helps. That’s because, here is the thing—with an airport, you know whether this hangar is going to fit a twin. If this 3,500-foot runway will fit a jet, or you need 5,500 feet of runway,” said Clarfield, who works as a real estate broker in Scottsdale, Arizona.

“I’m getting asked questions like, ‘What is the pattern altitude? Is there a noise abatement requirement?’ There’s a lot of things that I’m noticing that I know as a pilot, or find the answers a lot easier because I am.”

Combining real estate with his longtime interest in aviation has been extremely rewarding, according to Clarfield, known as “Rob the Flying Realtor.” He has been a licensed real estate agent for 15 years but transitioned to selling homes full time a few years ago and works for the Arrt of Real Estate group

“One of the things that my partner in the brokerage, Rob [Romanet], liked about me, is that I had something different,” Clarfield said. “Having something different is what we look for in all of our agents. Rob learned that I have had my pilot’s license since 2018 and I love flying. And for me, it isn’t the destination, it’s just being in the air. And I started looking at all these landscapes under me while flying and thought, ‘Wait a minute. There has to be a way for me to incorporate my love for aviation with real estate.’

General aviation has also enabled Clarfield to significantly extend his reach within Arizona. Today, he covers an area that encompasses about a 100 nm circle from Scottsdale Airport (KSDL). 

“Wait a minute, now. Why don’t I also sell homes in Flagstaff, Sedona, Payson, and Prescott, instead of just in the Valley—here in Phoenix?’” Clarfield said. “That’s what I thought next. We now belong to all MLS (Multiple Listing Service) in all of those towns, because we do business there. Last week, I had a showing in Sedona, so I flew myself out there and showed the property.”

He believes his knowledge has been a competitive advantage, especially within the saturated real estate professional market in his area. This focus has recently paid off, as he was entrusted with the listing of a privately owned airport, Western Sky Airpark (0AZ2).

“I’m working on (closing) a deal right now with this airport in Salome, Arizona,” he said. “The real cool thing about it is that I had seen the property listed for years and wondered why it had such trouble being sold. So, I decided that I would fly into the property and was able to meet the owners. Their listing agreement had ended, so I told them exactly what needed to be done for it to get sold and how it needed to be marketed. Now I’m scheduling a fly-in there, and we’re doing this whole meet-and-greet program, and several investors are now interested.

“Other things that I’ve been doing to help market these properties are showcasing them in Facebook groups, definitely, and online. I’m good friends with lots of the flight schools out here in Scottsdale and Phoenix, so they let me post information there. I talk with the owners and the students, because some might know investors that would want to invest—or potentially want to purchase it themselves. Even when I fly with my instructor, I mentioned that I have an airport for sale. I had permission to, so we went and landed there. Things like that have really helped to build my experience and have gotten people to get in touch with me.”

Looking forward, Clarfield is leaning harder on his passion for aviation, confident his efforts will be well worth it.

“What I’m going to be working on soon is getting a plane,” he said. “The plan is for me to get my instrument, commercial, and ATP ratings. That way I can take people up, even though I can now, I just want to be sure to do everything by the book. Let’s say somebody in Phoenix wants to buy a house in Sedona, I’ll fly them up there, and there will be a town car waiting for us to land. We’ll go right to the property, grab some lunch, go back to the airport, and then boom—we will be back in Scottsdale quicker than driving.”

The post Arizona’s ‘Flying Realtor’ Finds an Edge appeared first on FLYING Magazine.

Like many parents, after the last of their four grown children left home, Betsy and Shane Miller went house shopping. What they ended up with, however, is a home away from home for other aviators located in a Diamonhead, Mississippi, aviation community.

“When we looked at this house, it was way more than we needed,” said Betsy Miller. “But we loved it because there is a taxiway right in the backyard, and it’s close to the water, since we like to fish.”

Miller said she immediately realized the house’s upstairs area could be closed off and turned into an Airbnb. 

“We call it ‘The Shangar,’ because my husband’s name is Shane and it’s in front of our hangar,” she said of the home located in the Diamondhead Aviation Community on the Diamondhead Airport (66Y).

“It screams aviation,” she said. “As soon as you enter, you are greeted with all of these aviation metal wall signs. Then you go up our taxiway (stairs), which I painted to look like the taxiway outside. Instead of a typical guestbook, we let our guests sign the wall there. And everyone gets really creative with that.”

Even the carpet was chosen for pilots, she said. 

“It’s hotel carpet, that way pilots feel at home,” she said. “We also have lots of aviation decor, pictures, and even have a flap off of a CitationJet that was made into a bar in the kitchen. There’s lots of models around and aviation books here. Anything that we could think of, we have it here in the space.” 

Fly-in rentals are a rarity on the popular short-term rental sharing website, Miller said.

“Airbnb doesn’t have a specific category for airport home rentals, although I wish they would. They have unique spaces shown but nothing specific to fly-in properties.” she said. That’s been our only challenge in getting the word out about this space. Our airport manager asked me to make a flyer, and he has it posted for anybody who’s come in for fuel to see. I’ve also posted it everywhere on all these Facebook groups and not sure how to get it out there any better than that.” 

Airbnb Lessons Learned

As for those who are exploring the possibility of creating their own short-term rental, Miller offers a few tips.

“My main tip for anyone considering making their own fly-in Airbnb would be to have a ‘crew’ car available,” she said. “We now have one on site and available for our fly-in guests. Another tip would be to incorporate aviation into your decor; I can’t tell you how many compliments I get from guests. Personal touches go a long way. Finally, always have a few bottles of water, coffee, and snacks available as your fly-in guests may need a quick pick me up before they have time to get to a restaurant or local grocery store.”

Aside from being at an airport, the listing stands out from others that are airports, largely because  of its unique interior design elements. Guests aren’t only exposed to aerial elements inside the rental, as it overlooks the adjacent taxiway.

“At the airpark itself, there are no ramp fees and there are no handling fees. Our fuel is very affordable,” Miller said. “A lot of people will stop at the airport just to fuel up. Our airport has tie-downs available, but we make our hangar available for guests. There is such a different vibe here at Diamondhead, and the neighbors are great. If your hangar door is open, that’s like an invitation for everybody to come over. That’s just how we do it here and we love it. 

“And we’ve had not only pilots but also air traffic controllers and others that love aviation who have stayed here. They get to come here, check out all of the airplanes, the fuel farm, and experience the airport. All of the neighbors are pilots, and most have their own aircraft. When it’s the weekend, it’s no big thing seeing three or four of them taking off to fly off for a $100 hamburger.”

As a longtime resident of coastal Mississippi, Betsy Miller is familiar with the best recreational opportunities in the area—whether they are best reached by car or by airplane. 

“Diamondhead Airport is close to water,” she said. For those who like to fish, there are boat rentals less than five miles from Diamondhead. You can rent and dock it at the marina half a mile away from The Shangar. Dock fishing is always a short walk away. We have speckled trout, redfish, and lots of others. Outside of fishing, you are 10 to 15 minutes away from the beaches that span from Waveland to Ocean Springs.”

Diamondhead is also close to beaches and towns with great nightlife, she added. 

“In Bay St. Louis, there is Old Town, which was there before Hurricane Katrina, but came right back after,” Miller said. “It’s a fun atmosphere there with bars, bands, and overlooking the bay.” Miller added that other draws nearby include outlet shopping in Gulfport and casinos located in Waveland and Biloxi. Additionally, the town of Diamondhead also has a number of draws, including two championship golf courses and tennis courts—both of which are open to the public and located on the northside of the airpark community.

The post Mississippi Airbnb Offers Airport Access With Coastal Charm appeared first on FLYING Magazine.

After several weeks of gusty, soggy weather that too often kept me in the hangar, I am happy that fly-in season has begun. Even in regions where the conditions are easily flyable all year, the middle of spring tends to mark the beginning of the real flying season. Classic airport events, such as pancake breakfasts, barbecues, and other community gatherings, help to set the right tone.

Aviation calendars reveal many events happening every weekend, which means there is likely to be something going on at an airport within your usual flying radius. If not, use the occasion as an excuse to travel a bit farther afield, perhaps to an unfamiliar airport, to join other pilots in celebrating another year of flying.

Below are five events taking place later in May. There are many more, almost surely including some in your airport neighborhood. 

1. United States Pilots Association Flyout

M. Graham Clark Downtown Airport (KPLK)

Branson, Missouri

May 18-21

Branson, located in the Ozark Mountains, has long been a family vacation destination with a focus on entertainment, including more than 50 theaters presenting country music shows like Dolly Parton’s Stampede. In recent years, the range of performers has expanded and diversified to cover a number of musical styles. The area is also known for its natural attractions, including Table Rock Lake. Other activities include amusement parks, aquariums, boating, and shopping.

2. Celebration of Flight

Hampton Airfield (7B2)

Hampton, New Hampshire

May 20

Aviation outreach is the dominant theme of this gathering, which includes flying and static aircraft displays and a range of model airplane activities organized by the Academy of Model Aeronautics. Visitors can try their hand at the radio-controlled model airplane simulator. Full-size aircraft on hand will include a PT-23 and an Air National Guard helicopter. Entertainment ranges from a bounce house for kids to music and skydiving demonstrations.

3. Saturday BBQ

Union County Airport (KMRT)

Marysville, Ohio

May 20

Pancake breakfast gatherings are a staple of airport communities across the country, but there are times when only lunch will suffice. And barbecue tends to be a hit. In this case, the party will continue for a while because Triple P BBQ is scheduled to serve lunch specials at the airport not just on May 20 but on Saturdays through September. The airport sports a 4,200-foot asphalt runway and an adjacent 2,700-foot turf runway, which hints at the types of aircraft that might show up for the fly-in. I would expect a few vintage taildraggers.

4. Willits 11th Annual Spring Fly-In

Willits Municipal Airport – Ells Field

Willits, California

May, 21

Runway 16/34 rests in a clearing on a wooded hilltop, which makes for visually striking approaches. The fly-in, hosted by Experimental Aircraft Association (EAA) Chapter 1027, includes a burger barbecue with chips, drinks, and Haagen-Dazs ice cream. You can display your airplane for the Aircraft of Historical Significance property tax exemption. Display forms and signoffs will be available.

5. 57th Apple Blossom Festival Fly-In and Pancake Breakfast

Williamson-Sodus Airport (KSDC)

Sodus, New York

May 21

I have relatives who live within sight of KSDC’s traffic pattern, so as long as the weather is agreeable I will be up early to avoid any chance of missing breakfast. You will know you are getting close when you see the blossoming apple orchards. You also cannot miss Lake Ontario and Sodus Bay as you turn final. Experimental and ultralight aircraft are expected among the attendees. The morning’s schedule also includes a display of antique and classic cars.

The post Flights of Spring: 5 Fly-Ins To Kick-start Travel Season appeared first on FLYING Magazine.

Student pilots often arrive at their first lesson with a list of destinations in mind. In my case, the desire to fly to some of my favorite vacation spots and visit friends scattered across the country drove me to seek instruction after years of hesitation.

A reality check occurred during my first solo, when navigating the pattern and returning to the runway that I had departed a few minutes earlier seemed like enough of a challenge. Later, during the cross-country solo flights many students recall fondly, I enjoyed the thrill of being alone in the airplane but wondered at times if I had the stamina and concentration needed to fly much farther than 150 nautical miles or so.

• READ MORE: Your Ideal Aircraft Belongs on ATC Radar

Indeed, for several years after receiving my private pilot certificate, most of my flights were short: 34 nm from Sussex, New Jersey (KFWN) to Cherry Ridge, Pennsylvania (N30); 41 nm to Sky Manor, New Jersey (N40), and 60 nm to Greig Farm, New York (9NK4). Part of the problem was limited access to my club’s Cessna 172. It was difficult to reserve enough time to go far. The Cessna, despite being a wonderful design, also lacked the speed, handling, and comfort of models designed for long-distance travel. While my destination wish list had grown long, I would not begin to seriously dig into it until I got my own aircraft.

The arrival of our 1992 Commander 114B last year coincided with a growing desire to plan longer flights, such as 317 nm to Stonington, Maine (93B); 444 nm to Dayton, Ohio, and 1,263 nm to visit an old friend in western Kansas. Finally, we could start competing against the airlines, not just the family car.

• READ MORE: Finding Your Ideal Aircraft That’s An Aluminum-Clad Time Machine

The airlines may have little to fear, but we have already made some of the long trips on our list and plan to stretch out even farther this spring and summer. With every airborne outing, family members become more comfortable with personal aviation and come up with new ideas for destinations. It takes a while for general aviation to seem “normal” to folks who did not grow up around “airplane people,” but we are getting there.

On Sunday my wife, Alexa, and I flew to Montauk (KMTP) on the eastern end of New York’s Long Island for lunch and a walk on the beach. At 122 nm, it is not far and takes less than an hour in the Commander. Still, because it is more than three hours away by car, usually in terrible traffic, we had never visited despite years of wanting to do so. The airplane allowed us to accomplish in a few hours what otherwise would have taken all day and probably resulted in an overnight stay.    

Perhaps the most encouraging part of the flight was spotting airports we have already visited, including Fishers Island (0B8) and East Hampton, New York, (KJPX), and Block Island, Rhode Island (KBID). These are all places that recently moved from our wish list to our logbook.

With thousands of airports in the U.S., we are unlikely to run out of compelling destinations. And as we continue to increase our flying frequency, I might finally log the 100-hour year that has been painfully elusive.

The post Flying Your Own Aircraft Unlocks New Destinations appeared first on FLYING Magazine.

For more than 90 years, aviation safety has been a priority of the National Association of State Aviation Officials, according to its top official.

“The organization began when the states came together to discuss this new thing, aviation, which was so mobile that individual states couldn’t just be managed by themselves,” said Gregory Pecoraro, NASAO’s president and CEO. “There needed to be some agreement on what the regulatory framework would be for aviation across the country.”  

“The states quickly realized that they couldn’t do this all themselves, so they asked the federal government to become engaged. NASAO has since stayed involved to ensure the same things that we have always been involved in. We continue to be partners with the federal government in managing the aviation system and continue to express the concerns of the states to Congress and the FAA,” he said.

Put simply, NASAO represents the public interest in all things related to aviation and airports. The organization represents all 50 states, as well as the U.S. territories of Guam and Puerto Rico.  

Factors affecting airports, such as the role of states in airport infrastructure, are a key priority among NASAO’s membership, Pecoraro said.

“In pretty much every state, the state aviation agency has some responsibility for the state’s aviation plan, which of course gets shared with the FAA. It’s a crucial part of decision-making related to AIP (Airport Improvement Program) grants. Some states have more engagement than others in this process and there are 10 states that are known as ‘block grant’ states,” he said. 

Those states receive funding directly from the FAA, then make decisions on how it will be spent at non-primary airports, he added.

“Other states are what are called ‘channeling states,’ where the money is channeled through the states to the non-primary airports,” Pecoraro said. “Again, [for these states] the FAA sends the money directly to the airports, but the state agency is involved with system planning and consulting with the airport district office, the regional offices, and of course [FAA] headquarters on making decisions on how those funds will flow into the states.” 

States hold additional roles when it comes to aviation, he added.

“Pretty much all states are involved in airport inspections to make sure that airports are meeting standards set by the FAA,” Pecoraro said. “And they also work with airports on how to seek funding that they need to access monies for infrastructure, to improve safety, to do expansion, to repair issues—across the whole range of reasons why airports need to spend money.”

In addition to these aspects of aviation, as well as others, the advocacy group is presently intently focused on priorities related to the reauthorization year.

“We are actively working with Congressional policymakers throughout the year and especially right now, as we are preparing for the Reauthorization Bill. We are also actively engaged with various offices at the FAA; the office of airports, UAS, safety, and others, to make sure that they are aware of our members’ concerns and that we are trying to partner with them wherever possible. We also engage with other federal agencies, such as the NTSB, Homeland Security and TSA, and others that intersect with aviation issues,” Pecoraro said. 

“There is a huge unmet need for funding to fix the nation’s aviation infrastructure. The monies that Congress and the (Biden) administration put into the (bipartisan infrastructure) bill are certainly a great down payment on helping to meet that need. More is necessary and we will continue seeking additional funds to meet that need. There is more to do than just fixing the additional infrastructure. We also have to start investing in the airports of the future,” he said.

“We have new entrants into aviation and new technologies that we are trying to figure out how to plan for and accommodate. That’s critical to the future of aviation and these airports are going to be a huge part of how people are going to access the aviation system over the next couple of decades. And we need to make sure that America’s aviation infrastructure has been redesigned, to some extent, to accommodate that.”

Pecoraro, who previously served as vice president of government affairs for the Aircraft Owners and Pilots Association, knows the impact that individual members of the aviation community have on governmental policy. As such, he highlights the importance of aviators being contributors to industry dialogue. 

“First of all, pilots need to continue doing what they usually do, which is to stay focused on safety. That’s always critical and needs to be the number one thing that we all concern ourselves with. Secondly, it’s always a good idea for pilots to be politically aware, to understand what’s going on in their states and nationally to ensure, among other issues they’re concerned about, that support for aviation is appropriate. They should share their concerns with their elected representative and at every level, everyone makes a contribution.

“The federal government is generous in funding aviation infrastructure at the non-primary airports, which depending on the year is 90 percent to 95 percent of the funding, but the state and local governments have to make their match. So, it’s important that there be support at the local level for state governments to make this funding. We hope that pilots and others involved in the aviation industry continue to keep that in mind. Airports are always critical and while not every airport is as busy as another, they all represent a safe place to land when you need one,” Pecoraro said.

The post Advocacy Group Aims to Bolster Aviation Infrastructure Funding appeared first on FLYING Magazine.

After years of building a career in niche luxury real estate, broker Kirsten Kopp instinctually knows what her clients want to see first.

“It’s so funny showing either aviation or equestrian real estate,” said the Wellington, Florida broker. “Because usually when you show people quote ‘normal people’ homes, they go straight to the kitchen and the primary bedroom. Right? When you show equestrians a home, they go straight to the barn. And when you show pilots a home, they go straight to the hangar.”

Over the years, Kopp has become an expert on both types of niche real estate. While she has long been involved with riding horses, she was more recently introduced to flying airplanes.

“I was born in England, immigrated to the States in 1996, and ended up in Palm Beach in about 2006. I’ve been an equestrian all my life, not a pilot, and actually competed in every single different English equestrian discipline. That would include eventing, show jumping, dressage, and then wound-up playing polo. I was really happy doing that and never really considered being a pilot, although I liked going places. Never would have I wanted to fly myself,” she advised.

“But then I married a pilot, who already lived at Wellington Aero Club (FD38). So, I swapped horses for planes and found myself surrounded by pilots. Indeed, we have a hangar in our backyard and my husband, Ken Kopp, is a professional pilot [chief R&D experimental test pilot at Sikorsky Aircraft] and CFI. So, I thought, ‘What an opportunity. Why on earth would I not learn how to fly?”

Kopp has since become more involved in aviation than she had initially expected she would.

“And at first, I was one of those [spouses] who wanted to do an ‘in a pinch’ type of course. But that’s not really me. If I’m going to do something, I am going to do something properly. So cut forward, I now have my own little Cessna 172. My husband is an aerobatic competitor, so he has a Pitts Special S2C. Then we have a Foxstar Baron E55 family hauler. We’ve now got three planes and are having to expand our hangar.” 

The real estate specialist of more than a decade has found that selling real estate in Wellington has been a great way to combine her two passions, as well as interact with an array of like-minded people from all over the world.

“Selling aviation real estate is fun because naturally I share the same passion as my clients. I get to talk about the aviation lifestyle with many people. It is also usually the ultimate lifelong dream for a pilot—to live in a private airpark, especially in South Florida. So, shopping for a hangar home is an exciting time for most clients. With my clients selling their homes, they look to me to maximize the potential of their property, which obviously takes a pretty unique skill set, which I am happy to employ for them,” Kopp advised.

As the pilot and real estate broker is quick to point out, Wellington is a one-of-a-kind place.

“I love properties in general, but especially aviation and equestrian properties. And in the Village of Wellington, it’s a bubble. We call it the ‘Winter Equestrian Capital of the World,’ because we have about 20,000 people who fly in every winter, from October to April, bringing with them about 8,000 horses. They come from 35 different countries. All of a sudden, six months out of the year, this somewhat sleepy, little suburban South Florida town transforms into an international jet set hotspot. And I’m not exaggerating; many neighbors here in Wellington are household names.”

According to Kopp, it’s not only those with recognizable surnames that call the 255-residence fly-in community home. There are plenty of people living there who are far out of the public eye and come from a variety of professional backgrounds. On average, she says that taxiway homes begin around $2 million and are as high as $10 million. Current and previous listings of Kopp’s Aero Club properties can be seen on her YouTube channel.

“There’s a good split at Aero Club, between full and part-time residents. We have a lot of people who have second homes elsewhere, including other hangar homes in different airpark communities. The outer streets of Aero Club are not taxiway homes, but they account for about a third of the homes here. These homes still have full access to the private airport and of course our fuel farm that has very cost-effective avgas and jet fuel.”

Even though Kopp laments that “horses and airplanes don’t really work together,” the community’s focus on her more recently discovered passion in life makes up for the fact that only one home in the community has horses. 

“What makes Aero Club so exceptional and unique is firstly its location. It’s located so that you can be in The Bahamas in less than an hour; more like half an hour, depending on your plane and your destination island of course. So, from door to door, you could literally, within an hour, have your feet in the Bahamian sand. Also, you can get anywhere up the Eastern seaboard easily as well. And South Florida is a huge winter hotspot for those Northeasterners that we call snowbirds. How great would it be to be a pilot and for your winter home to have a runway?”

Paved Runway

Kopp says that the private airpark has become more attractive to pilots in recent years for one key reason.

“What really put Aero Club into its own unique luxury niche is when eight years ago, approximately, we paved our 4,000-foot lighted runway. That allows us to have jets with a max gross weight of 12,500 pounds. So now we have a good array of aircraft that are based here, from jets to aerobatic planes, to turboprops, to warbirds, to single engine pistons, and we’ve also got a sizable number of helicopters. We probably have 12 or 13 helicopters in the community now.”

There isn’t just a good mix of aircraft, but residents as well.

“Aero Club is an extremely sociable neighborhood. I have never experienced a community quite like it! Every Sunday just before sundown, we gather at the pilot house and share stories and cocktails. Often neighbors will bring some potluck items. And we talk and watch the planes taking off and landing. A lot of families have moved here in the last few years, so it’s a very family-friendly feel,” Kopp explained.

“If someone acquires a new plane, neighbors will turn up to admire it. A neighbor recently acquired a Huey helicopter, and as soon as we heard the signature ‘WHAP’ ‘WHAP’ of that helicopter, it was like a siren song. Everyone hopped on their golf carts and gathered to have a look.”

Being that she is so familiar with both, Kopp is privy to say that both equestrians and pilots are unique breeds.

“Equestrians and pilots both share a love of adventure and are mostly adrenalin thrill seekers! They usually have spent many years dedicated to perfecting their craft and love to share their passion with others. Also, because Aero Club is just a one-mile golf cart ride from the Wellington International horse show grounds, we have a lot of equestrians here as well—including Olympians. And a lot of families who enjoy both horses and airplanes, like our family. I ride, and we are both pilots. It’s very niche, but if you are one of us, Aero Club is an absolute paradise. There is nowhere else I would rather live than here.”

The post ‘Horse Riding Capital of the World’ Also a Beacon for Aviators appeared first on FLYING Magazine.

One of the best things about flying from my home airport in Sussex, New Jersey (KFWN), is that it is a non-towered field with plenty of uncontrolled airspace surrounding it. For a long time, that meant freedom for me, as it does for many VFR-only private pilots.

The airport is near the northern tip of the state, and you can fly into New York and Pennsylvania, and all over New England, without ever having to speak with an air traffic controller. For many years this arrangement suited me well because I rarely traveled long distances, and when I did, avoiding busy airspace around Boston and New York was easy.

Lately, though, I have begun taking more ambitious trips covering hundreds of nautical miles. I also have my own airplane, which is a lot faster and more capable than the Cessna 172 I flew previously. Traveling as directly as possible has become a priority as my range of destinations has diversified and the legs have grown longer. Besides, I want to give my passengers, typically my family, as much of a safe, professional, airline-like experience as possible.

• READ MORE: Finding Your Ideal Aircraft Without Remorse for Buyer or Seller

The result of all this feels like a sort of conversion. After spending most of my flying career avoiding ATC, I now talk to controllers on most flights. Part of the reason is that I have begun flying to more places that happen to have towered airports. But I have also realized that passing through controlled airspace is faster and less stressful than flying under, over, or around it.

A recent flight from Sussex to Cape May, New Jersey (KWWD), is a good example. This is an especially appealing trip because Cape May is a beautiful, popular beach town that, during the summer, could cost you several hours in slow-moving highway traffic. It makes a strong case for flying, as our Commander 114B can make the 132 nm transit in an hour.

The wrinkle is that flying south from Sussex is more challenging than heading north, and what seems at first like a simple due-south jaunt actually presents a number of airspace considerations. The direct flight path takes you close to New York Class B early in the flight and Atlantic City (KACY) Class C toward the end. Right in the middle, though, you encounter Philadelphia (KPHL) Class B and the military airspace over Joint Base McGuire-Dix-Lakehurst (KWRI), which overlap on your course. Skirting this area requires a major, time-consuming diversion that eats away at the advantage of going by air.

• READ MORE: Finding Your Ideal Aircraft That’s An Aluminum-Clad Time Machine

I called New York Approach about 10 minutes into the flight, got a squawk code, and the rest was straightforward. They handed me off to Philadelphia, which guided me for most of the trip, including the overlap with McGuire, before switching to Atlantic City. Radar service ended about 15 miles from Cape May, giving me time to descend for arrival on 19. I think one cross-country flight, alone with the radio, will convince most ATC-averse pilots to get in touch.

In hindsight, it is clear that I quietly avoided flying to Cape May for years because every time I considered that busy-looking route on the chart, I found other, less-demanding flights to take. So much for freedom. Embracing the air traffic system has opened up the skies and vastly improved our travel experience. Radar service has turned out to be a good thing, typically getting us from A to B faster than if we had skipped ATC. 

• READ MORE: Towered Airport vs. Non-Towered Operations

Longtime IFR pilots who routinely communicate with controllers might tell radio-shy colleagues to just get over it, key the mic and start talking. In a way, they are right. Getting past our apprehension toward ATC is like slipping into a cold swimming pool. Immersion tends to be the most effective method. It is also a good idea to review radio procedures, practice making concise, accurate calls, and if it helps, develop an in-character radio voice. I go back and forth between Bob Hoover and Lyle Shelton.

The post Your Ideal Aircraft Belongs on ATC Radar appeared first on FLYING Magazine.

Goodspeed Airport (42B), which sits on nearly 60 acres along the Connecticut River, is known as a little haven for aviators in eastern Connecticut.

The nearly 60-year-old airport features a 2,100-foot asphalt runway, a 4,500-foot water runway, and several banks of hangars. And in November 2020, new owners took possession of it.

Over the years, there have been several ownership transitions. In 2020, the East Haddam, Connecticut, airport was listed for sale, and two of its own stepped up. Bill McEnery and Eric Zipkin both kept aircraft at Goodspeed and banded together to purchase the airport.

McEnery, the co-owner of a chain of local bike shops, explained how the airport could have ceased to exist following its most recent ownership transition.

“When it came up for sale, it was the classic story of the town wanting to purchase the land—but really having no interest in keeping it an airport,” McEnery said. “They wanted it to be open space, parks and that kind of stuff. Actually, prior to Eric and I putting our deal together, I tried explaining to the city how good of an opportunity it would be to keep it as an airport. But fortunately, Eric and I both met and have a common goal.”

Just as the airport has been a place of fond memories for McEnery, important parts of Zipkin’s aviation life happened at Goodspeed Airport. 

“I spent one of the most enjoyable summers of my life teaching people how to fly seaplanes here at Goodspeed Airport,” Zipkin said. “I was a low-time instructor, who had never flown a seaplane before, and didn’t really know anything from anything. But with the nature of seaplane training, you have a new student every couple of days. So, you always learn a little bit from each of your students. I learned an enormous amount and credit this experience with giving me the kick in the pants to get my aviation career going.”

Goodspeed has long been a popular destination for this rating, as well as for those who own and fly their own amphibious aircraft. This aspect was one of the many reasons why the pair decided Goodspeed Airport was a worthy investment.

“It’s what I would call the most beautiful airport in New England, although I may be a little biased,” noted McEnery. “It’s a 57-acre property and was in decent shape with a lot of grass to cut (including a turf landing area that’s adjacent to the paved runway and is similar in length). There were 35 hangars and a neat little terminal building. It has quite a distinct character to it. As time went on with the old owner, who maintained the airport and its infrastructure really well, the activity went down. There wasn’t an active flying community going on there.” 

“Since we’ve been here, the feedback we are getting is that it is changing. So, on the weekend, a lot of people will fly in and walk a few minutes up the road to a restaurant. That [flying for food] is the primary mission for all pilots,” McEnery added with a laugh.

Being that Zipkin, who is now the president of Tradewind Aviation, had such memorable times during his early aviation days flying seaplanes, it’s unsurprising that one of the airport’s most important features is its proximity to the river. But, when the duo assumed ownership of Goodspeed in the Fall of 2020, the airport wasn’t fully operational for seaplane use. Additionally, the new owners felt that there were other areas of opportunity. 

“One of the biggest improvements that we’ve made was putting in seaplane docks. The other big improvement, maybe even bigger than the seaplane docks, was starting to keep the airplane open year-round and being welcoming to all pilots. The airport prior to our ownership would close down at Christmas and re-open at Easter. It was NOTAMed closed, to where you could not operate during that time. The previous owner didn’t want to clear snow, which is quite the shame, and of course reduced the hangar appeal to pilots,” McEnery said. 

“What being closed for four months out of the year really ended up doing was that the hangar space kind of wound up being more self-storage space, as opposed to aircraft storage space. We are pushing to try and have the hangars used for active aviation purposes. But the combination of being open full-time, seaplane docks, and being welcoming to people that want to base their planes and businesses at the airport are the three biggest things that we have done during our ownership tenure thus far.”

Zipkin added some additional detail. “The thing that I’m looking forward to is that we’ve added tie-downs recently and plan on adding more. The docks weren’t there when we bought the airport, either. We had to re-permit for them, and it’s been a two-year process to be able to put the docks back in the water, even though they were there before. Once those go in, I am really looking forward to the potential of more of that seaplane operation coming back and really being alive. There’s instruction going on right now, but it’s really the coolest thing seeing a seaplane going by on the river at 200 feet. It’s a great sight to see.”

With some big improvements under their belt, the duo is encouraged to take on more projects that they feel are long overdue. They believe that this work will really set the tone for how pilots see Goodspeed and its position as a New England destination airport. There is one aspect of its current state that may be a negative for some pilots, though. Regardless, the two are confident that the airport’s charm more than makes up for the lack of a common amenity. 

“And I don’t think I mentioned it yet, but just adjacent to the airport, to the north, there is a 600-foot-long swing bridge. And there is a steam train across the river that operates, as well as an opera house in town. So, when you are talking about a picturesque community type of thing, people are always like, ‘holy cow!’ They feel like they have stepped back in time.”

“We don’t have fuel at this time, but it’s on the short list of things that we are thinking about doing in the near term,” Zipkin said. “What we are trying to foster is an airport that is more than just a place that people fly to, hop in a courtesy car, and drive away. We are really trying to create a community where people know each other, hang out with one another, and are welcoming of visitors. And we have a waiting list of people that want to be here!”

The post Connecticut Airport Keeping Seaplanes on the River appeared first on FLYING Magazine.

The ocean takes on a range of colors as you approach it from the tangle of land and water composing Florida’s southernmost end. The tones run from steel gray to cerulean blue to baby turquoise, depending on the winds, the waves, and the clouds above.

On this late morning approach, as we fly in as a two-ship in a loose route formation from Dade-Collier airport (KTNT), the Caribbean turns to cobalt as we leave the Everglades behind and scoot towards the furthermost inhabited island in the chain that lies ahead of us.

This Article First Appeared in FLYING Magazine

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What feels like a world away, yet begins just a couple dozen nautical miles from the last of Miami’s collection of airports—and an easy shot from points on Florida’s west coast? That national treasure, the Florida Keys.

Pick Your Point

Just because they lie within the borders of the continental United States doesn’t mean a flight to the Florida Keys shouldn’t be approached with a certain degree of planning and forethought. In fact, the chain sneaks right up against the Air Defense Identification Zone (ADIZ) that rims the lower 48 states, with parts of the ADIZ lying within 15 nm of the islands. To add further flavor—and a good degree of caution—to the mix, Cuban airspace lies just to the south beyond that invisible line of demarcation. 

It’s relatively easy, given good VFR conditions, to maintain a visual course line along the 113 statute miles of U.S. Route 1—also known as the Overseas Highway—and the bridges that link the Keys to the mainland. Following this visual navigation route also keeps you within gliding distance of land, and often an airport, in case of a hiccup.

You’ll want to plan your flight well in advance to ensure you have a parking spot, if you plan to spend the night at either one of the Keys’ primary public-use airports, Florida Keys Marathon International Airport (KMTH), or Key West International Airport (KEYW). Though both feature overnight parking, ramp space at KEYW is somewhat limited at the FBO, owing to ongoing construction at the time of our most recent visit in mid-October. There are service and parking fees for staying at each airport—and they can vary dramatically if there’s a special event going on.

You may also consider tankering in fuel from points on the mainland—fuel throughout the Keys as of press time is not cheap. During our visit this fall, 100LL was $8.91 a gallon for full service at KMTH and $8.30 at KEYW. Jet-A ran $9.13 per gallon at KMTH, and $8.97 at KEYW. A fuel purchase generally waives the normal service fees at Million Air and Signature—but be advised, and carry extra gas if it makes sense.

You’ll also want to plan for the required overwater legs—some are significant if you travel out to the far reaches of the chain or come to the Keys at an angle to the west coast of Florida. Floatation devices, a raft, an emergency position indicating radio beacon (EPIRB), and knowledge of ditching procedures are a must. Also, traveling in a group affords a sense of security to pilots new to flying beyond sight of shore.

Marathon Key

A friendly spot to fly into, the nontowered KMTH lies on Marathon Key about midway along the island chain. With its 5,000-foot paved runway oriented 7/25, and RNAV approaches to both ends, plus an NDB-A circling approach, KMTH makes for a great easy-in/easy-out waypoint on your Keys cruise, or a fine place to shelter for the night.

Million Air provides FBO services on the field, and it manages its significant ramp space in a unique way. For piston aircraft, including twins, Million Air’s piston operations will take care of you towards the eastern end of the field. For jets—including turboprops—Million Air’s jet service will park you near midfield. This division facilitates fueling, clearly, with the 100LL truck serving the piston side, and the jet-A truck filling turbine aircraft. However, when we came in as a flight of two—a piston twin and a single-engine turboprop—we had to negotiate the ability to park together overnight to ease our morning departure. Fortunately, the folks at Million Air sorted out a way for our pair to roost tout ensemble.

Don’t leave Million Air without picking up a frozen key lime pie to go. The chiffon-style pie is tart and fluffy and loaded with cream, making for a fine example of this Southern dessert. You never know when such rations might come in very handy, indeed. Extra forks are advised.

Past Marathon, along the route first conceived by oil moguls Henry Flagler and John D. Rockefeller in the early 1900s, lies the Seven Mile Bridge. It’s notable for crossing over but also for a couple of spots that compete for tourists’ dining and drinking dollars—the 7 Mile Grill and the Sunset Grille and Raw Bar. We also enjoyed Castaway Waterfront Restaurant, less than 5 miles from KMTH, for brunch—it features the invasive species lionfish on the menu, including a preparation in a tasty eggs Benedict-style entrée. So do your part for the Keys and spear your own for brunch or lunch.

Places to stay near the airport include Coconut Cay Resort, a Fairfield Inn, and the four-star Glunz OceanBeach Resort. You can contact Million Air for its recommendations as well

Key West

The towered Key West International anchors the chain, with its Runway 9/27 extending 5,076 feet (there’s right traffic for Runway 9), as well as a pair of RNAV approaches and its own NDB-A circling approach.

Signature Flight Support’s FBO offers GA service at KEYW, and it is temporarily located in a trailer while that area of the airport undergoes construction. While you can use the company’s Signature Loyalty program and online reservation system, we strongly recommend that you call the base directly to ensure that there will be space for you to park for the day or overnight, and that there isn’t a special fee in effect. Those can shoot quickly into the stratosphere, especially for turbine aircraft, including turboprops—up to $500 additional—and for pistons up to $250, on top of regular service fees that vary from $45 to $150. The latter may be waived with a fuel purchase of a varying amount.

The famed Conch Flyer restaurant sits inside the passenger terminal at the Key West airport, on the southeastern end of Key West Island. Try the conch chowder—a Manhattan, tomato-based style—or one of the breakfasts, or burgers for lunch.

Fancy another kind of flying in the Keys for a change of pace? Fly Key West offers helicopter tours from its base at KEYW, ranging from an island tour at $99 per person to a Sunset Celebration flight at $275.

But hey, the sunset view from the left seat of your own airplane wins every time.

Once you’re on the ground in Key West, there are a handful of sights you don’t want to miss. Primary among these is the nightly mass congregation of folks (including street entertainers) at Mallory Square watching the sunset. The famous “green flash” is the elusive quarry: When the sun sinks below the flat horizon, under certain atmospheric conditions, the rays refract a brilliant emerald for just a moment.

There’s a party to be had each night along Duval Street and the surrounding downtown area, with fare both pedestrian and upscale to be had. Highly recommended? The boutique restaurant inside the Marquesa Hotel, and Papa’s Pilar Rum Distillery. You can also have a rollicking good time at hot spots like Caroline’s Café, Louie’s Backyard, Sloppy Joe’s, the Green Parrot, Willie T’s, and Rick’s Bar. Just remember to keep any next-day departure in mind before you celebrate too much.

As for tourist must-dos, the Hemingway Home ranks high for both its memorial to the author who so loved the Keys, its southern breeze-style architecture—and its six-toed cats. You’ll also want to get your selfie next to the Southernmost Point pillar at, well, the southernmost point on the island and the continental U.S.

Accentuating the island’s laid-back tempo are the stray chickens that wander the city streets and iguanas—which can be quite large—and are typically seen lounging on rocks and jetties near the beach and marinas.

And there’s more to be found of the famous conch, the tasty shellfish mentioned earlier that’s plentiful in the Gulf waters surrounding Florida. Native and longtime Key West residents are also called “Conchs.” And, a Key West rebellion in 1982—that prompted a short-lived secession of Key West from the United States—has some residents still claiming dual citizenship of the U.S. and the Conch Republic. Given the significance of the giant sea snail to the island’s lore, don’t fly off without trying some. Most local restaurants include conch in a variety of forms on their menus.

Key limes are also celebrated locally for a reason: their floral sweet-tart profile. Not a fan of pie? Try to find a key lime martini, if you plan to spend the night. Speaking of which, a broad range of accommodations are available, from Airbnb-style apartments and houses, international hotel chains, and charming inns. Many offer shuttle services to the main part of town if they’re not already within walking distance of Duval Street.

Dry Tortugas

For those with the desire to stretch a little further—and file a Defense VFR flight plan to facilitate it—the Dry Tortugas National Park awaits, beginning roughly 150 nm west from KEYW. A military operations area (MOA) surrounds the park, but you’ll be on with Key West Approach in order to activate your DVFR plan and gain the appropriate squawk code, so they can advise of any use of the MOA by aircraft from the nearby Naval Air Station at Boca Chica (KNQX).

We flew out to the Dry Tortugas—and marveled at the changeover from steady tones to gorgeous blue water shades circling Fort Jefferson and the various islands and atolls that comprise the park. We watched the floatplanes fly out from KEYW to the bay at the fort, where passengers on the de Havilland DHC-3 Turbine Otters used by Key West Seaplane Adventures can stop for a swim off the floats and enjoy lunch on the beach before heading back at 300 feet agl, skimming the 160 nm from the fort to the base at Key West.

Unique to the Keys as well are a couple of active non-directional beacons (NDBs), notably those at Marathon (MTH at 260 KHz) in the central Keys and Fish Hook (FIS at 332 KHz) near the lands’ end. Each high-volume transmitter forms the basis for an NDB approach into KMTH and KEYW, respectively. Key West VOR (EYW on 113.5) also forms a final navaid in the chain in case the GPS goes tango uniform.

There’s just no good excuse for straying into the Straits of Florida unwittingly.

Private Islands—and Airports

The Ocean Reef Club (07FA) marks the gateway to the Keys, just south of Biscayne National Park. Located on the northern end of Key Largo, the 4,400-foot paved strip serves members of the club and guests who register in advance to fly in. An online reservation system can be found on the club’s website, oceanreef.com. The Vintage Weekend, this year taking place December 1 through 4, hosts a road rally, yacht viewing, and an airshow by the Aeroshell Aerobatic Demonstration Team.

Then you’ll pass by Summerland Key, notable for its well-maintained, paved runway, and the fact it’s the one of the only airports in the world where you can park you aircraft under your house and your boat behind your house.  

Not far from Summerland lies an interesting restricted area, R-2916, which encircles an unmarked tethered balloon on a cable stretching up to 14,000 feet msl. Egads.

More private harbors await those with seaplanes or flyers on floats—scout around for a resort that allows you to taxi to the dock if you are so equipped. Case in point: The Holiday Isle Seaplane Base at Islamorada (FA05). Prior permission is required to land and moor there.

So many options await for your Keys adventure.

This column was originally published in the December 2022/January 2023 Issue 933 of FLYING.

The post Bucket List: Journey to the Keys appeared first on FLYING Magazine.

Pat Ackerman wants pilots to fly more.

“I think that one of the biggest travesties that I see in general aviation is that people spend the time and money to get a pilot certificate and then not fly on a regular basis,” said Ackerman, who owns North Omaha Airport (91NE). “They use their resources to buy a plane, fly it for a little while, and then some barriers keep them from flying.”

He understands common obstacles, including those he’s experienced himself. 

“People don’t fly enough for a variety of reasons. Whether it’s ‘My databases on my plane aren’t updated, so I can’t go,’ or, ‘I don’t know enough pilots and don’t have the community built up yet, in terms of where to fly on the weekend.’ I see a lot of hangar queens out there, and providing facilities that foster flying more is what is needed in general aviation,” he said.

Ackerman, who previously held leadership positions with a national hospitality organization, purchased the airport in late 2021. The purchase was partially the result of him seeing gaps in pilots’ desires to visit new destinations and them rarely doing so. After months of detailed planning and design work, the private pilot unveiled the concept to the public in January of this year. 

“The hallmark of the project is what I call The Aviators Hotel,” Ackerman said. “One of the things that I recognized as I’ve flown around, and again—being new and excited about going different places—is that it’s really hard to seek out somewhere brand new to fly to. That’s because I think that there is a lot of friction in that process.”

“So, if you think about it, if you’ve never been to Omaha or another place before, there are a lot of logistical concerns.” 

“Number one, you have to figure out whether your plane is going to be outside overnight,” he continued. “And I think that’s one of the biggest fears of airplane owners. Will there be storms, frost, or any number of things that could affect your plane? Second is, where do you stay? A lot of people may fly to second homes or visit a relative or someone that they know. Otherwise, you have to figure out where in town you want to stay. Third, you have to figure out transportation. A lot of places have a crew car, where some are better than others. I think that most pilots would say that the common crew car is a 1990s Buick LeSabre, that hopefully is there and hopefully starts,” he said with a laugh.

“Number four, what do you do once you land? If you’ve never been to Omaha, or any number of other places, what do you do when you are there? Is there a good restaurant to go to, an interesting event, a museum, or whatever? And then lastly, is itinerary planning. Packaging up a deal to make it super easy to fly into somewhere new is the opportunity that I saw with making The Aviators Hotel concept. Let’s solve the five biggest reasons that pilots don’t explore new places and just make it super easy to get off the ground and come somewhere new.” 

Ackerman feels that this planned development at North Omaha Airport will solve the five problems he mentioned, as well as attract new visitors to Nebraska’s most populous city. In addition to the development’s flagship building—the (up to) 76-room hotel—there will also be a total of 38,000 square feet of hangar space dedicated to transient aircraft. Additionally, there will be 13,000 square feet of other interior space that will house various “country club” type amenities. 

Ackerman is presently soliciting feedback from the pilot community regarding elements that should be included in the final site plans. Some aspects that he may incorporate include a spa, a pool, a kid’s area, a flight center, a lounge area with golf simulators, a fitness area, a restaurant, and a cocktail bar.

With a package of offerings that aviators won’t find at other airports, Ackerman expects that the project will be a significant draw for those from both near and far. 

“I think that the target market will be visiting us somewhere from 250 to 500 nautical miles away,” he said. “I think the net is potentially larger than maybe people realize because there are so many pilots that are looking for a destination where they can go hang out. And when you start putting things like a hotel, to where pilots can now have a long weekend there, you start potentially drawing people from a considerably larger area.”

“Omaha has a diversity of great products to do. First of all, the food and beverage scene here is very underrated. There are a ton of really nice restaurants that offer memorable experiences that come to mind, that everyone would enjoy. We have a couple of amazing museums here, as well as an Orpheum Theatre that has a bunch of Broadway-produced and other shows that come to town. Then you have events like the College World Series, that’s here every year, the Olympic Swim Trials, and other similar caliber sporting events. Those are the things that come to mind that would be attractive reasons for people to come to the Omaha area.” 

During initial planning, it was expected that the development would be completed next year. But from feedback received from the city and other stakeholders, there are some additional items that Ackerman must account for. As a result, he says that a more realistic time frame is for the project to be completed by the end of 2025. 

“There is some work to do on the infrastructure around here and I think that any airport would be remiss to say that they don’t,” he said. “But our runway is in really good shape and was done in the 1960s, actually. Outside of some crack sealing and things, it’s really held up well over the years. The taxiways are pretty good overall, but there are some spots that we would like to address before opening the airport more broadly. There is also a runway extension that is a part of the plans that I would like to see put in place soon as well. It will be a 400-foot extension and the runway is currently at 3,173-feet now. The additional 400-feet adds an additional buffer for, say, a Piper M350 on a hot summer day trying to get over obstacles at either end of the runway.”

“Today, we are a privately-owned, private-use airport, so we do not get a lot of transient traffic,” he concluded. “That’s partly because of some trees that have grown into the airspace that violate state standards. So, the hope is to work with the city and our neighbors to have those trimmed and get back to being a public-use airport. In terms of airplanes, we have 24 based at the airport today and see mostly local traffic. My hope is that coming this spring, we start offering the basis for airport membership opportunities. This would unlock some benefits, like fuel at cost for certain tiers of membership, for example. We are starting to look at unique ways to help aircraft owners, in terms of easier maintenance, insurance, and use, and have a lot of ideas that will hopefully make the whole aircraft ownership experience better.”

The post New Aviators Hotel Plan Aims to Take the Friction Out of Flying appeared first on FLYING Magazine.

A storm dropping more than 25 inches of rain in 24 hours has swamped southern Florida, leading to the closure of Fort Lauderdale-Hollywood International Airport (KFLL). The storm stalled over the Bahamas, creating an unlikely weather event for the region.

By Thursday morning, more than 300 flights had been canceled because of the rising water, according to aviation tracking site FlightAware. Travelers were warned not to try to enter or leave the airport as the roads surrounding it were impassable because of the flooding.

Video posted on social media showed water coming into airport buildings and flooded ramps and taxiways. The roads in and out of the airport as well as parking structures were also flooded, and some were blocked by stalled vehicles.

Airport officials released a statement Thursday morning noting, “We ask for your patience as we wait to safely assess the impacts of this unprecedented rainfall to restore airport operations when it is safe.”

Amazing supercell dynamics involved in this catastrophic flash flooding

Watch as lead supercell sheds a constant chain of occluded circulations which converge over Fort Lauderdale, forming a new (tornadic) supercell. pic.twitter.com/iOx4nuUYK7

— Cameron Nixon (@CameronJNixon) April 13, 2023

According to Airnav.com, the airport sits at an elevation of 65 feet and has two parallel runways, 10L/28R measuring 9,000 x 150 feet, and 10R/28L measuring 8,000 x 150 feet. There are 80 aircraft based at the field, which averages around 759 operations a day and includes commercial carrier operations.

Airnav lists four FBOs on the field: Jetscape, Sheltair, Signature Flight Support  and National Jet. Sheltair, Jetscape and National Jet reported they are closed because the airport was still closed as of noon west coast time, and their employees are either at home or sheltering in place. FLYING was unable to reach Signature Flight Support. 

The airport is served by Spirit Airlines, JetBlue Airways, Southwest Airlines, Delta Airlines, and American Airlines.

FLL will be closed until Friday.

"Please don't come to the airport right now," the mayor of Broward County said on Thursday. https://t.co/jokRoQjL2V

— Frommer's (@Frommers) April 13, 2023

All schools in Broward County have been closed for the duration of the event. According to the National Weather Service, a flood watch was in effect across much of South Florida through Thursday evening, prompting city and county officials to issue a warning to residents to stay off roads unless ordered to evacuate or while seeking safety.

The National Weather Service said more rain was expected to continue throughout Thursday, with possible hail and tornadoes.

The post Flooding at Fort Lauderdale Airport Causes Cancellations appeared first on FLYING Magazine.

Over the weekend my wife and I experienced the magical power of a light piston airplane to add hours to the day. At least that is how it felt.

On Sunday morning our college-age son’s rowing team was competing close to home in New Jersey where it was easy for us to watch and spend a few minutes catching up before he had to get on the bus and head back to campus in New Hampshire. It is a five-hour drive by car, longer on the bus. But there was a tempting wrinkle.

• READ MORE: Finding Your Ideal Aircraft Without Remorse for Buyer or Seller

After the racing ended, our son’s coach mentioned that local athletes could spend the rest of the day with their families as long as they had a way of getting back to school, since the bus could not wait. Indeed, we had a way, called general aviation.

One of the reasons we bought “Annie,” our Commander 114B, was to figuratively shorten distances between us and the family members and friends we like to visit, many of whom are hundreds of miles and a day’s drive away. We wanted to spend more time together at destinations and less in transit. And we wanted the transit to be more fun and satisfying. Annie certainly has taken care of that. Every trip is an adventure, never a slog.

But having our older son away at college for the first time and missing him very much upped the sense of urgency regarding airplane ownership. I convinced my wife that having the option of flying would result in easier, more regular visits. Any weekend could become our own special Parents’ Weekend, I told her. And a flight of about an hour and 15 minutes does not eat up the day and leave you exhausted the way a five-hour drive does. In this way the airplane is a time machine, turning out minutes and hours that we would not otherwise have.

• READ MORE: Your Ideal Aircraft Might Be the One That’s Easy To Fly

That is what happened on Sunday. We drove our son home after the races, went out for lunch, visited friends in town and, around 5 p.m., got to the airport. We lifted off about 30 minutes later and, with a headwind, landed in Lebanon, New Hampshire (KLEB) around 7. Had we driven instead, we would not have reached Hartford, Connecticut, yet and would have spent another three hours or so on the road.

And what about getting home? We almost certainly would have needed to spend the night in New Hampshire, which would have been a disruptive start for the work week. But as aircraft owners my wife and I simply shuttled our boy back to campus in the airport crew car, said our good-byes and were airborne again by 8:30 or so (long good-byes). The Commander saved us so many hours of travel that we were able to pack in real quality time with family and friends that would not have been impossible otherwise.

The bottom line is that the airplane gave us the option of spending the whole day with our son instead of just an hour or two watching him race. At this point in life, such opportunities are increasingly rare, and precious.

The post Finding Your Ideal Aircraft That’s An Aluminum-Clad Time Machine appeared first on FLYING Magazine.

Barbie Brunson has been involved with nearly all of the operations at Hicks Airfield (T67) since first learning to fly there in the early 1990s. 

As Brunson recounts, she has worn “a lot of hats” over the years. One of the more memorable exchanges between her and her husband, Kevin occurred shortly after they purchased the airport’s fuel operations in 1995. 

“In addition to running the restaurant at Hicks for 15 years, we had this old 1970 Ford fuel truck that held a thousand gallons, with a straight six and a huge steering wheel that was probably bigger than any extra-large pizza that you’d ever order! My husband bought it for me. He said, ‘You’ve got the automated pumps here, and people can buy fuel 24/7. But if you ever got someone that has a larger plane, why don’t you get checked on driving the truck. That way, you can drive to the ramp and fill up their airplanes.”

“I’m like, ‘I can probably do that!’ I started delivering fuel to the ramp, and pilots loved that service. You might catch me on any given day in the restaurant taking orders or helping put stuff together for food deliveries, to changing out a fuel filter or checking out something with the fuel farm. To possibly even installing a water meter or backflow, because we are the water utility as well,” she said.

All of Brunson’s efforts at the airfield mirror that of her initial inspiration in general aviation, her father, Dr. Anthony Ziegler. When she was a girl growing up in rural Missouri, he created a small grass airstrip that became popular within the flying community—primarily due to the communal environment that was cultivated there. His zeal for aviation ultimately transferred to Barbie, whose bubbly personality and can-do attitude are a shining light at Hicks Airfield. 

These skills allowed Brunson to identify and solve a problem that airport visitors frequently had; where to keep their plane and where they should stay themselves. 

“Pilots used to call me all the time, since we are the FBO on the field, saying that they are flying into Fort Worth and need a place to keep their airplane for a few days. I didn’t have a hangar for them! I had outside ramp space in a grassy lot just northwest of the restaurant building, but nowhere for them to stay. Then they would ask where the nearest hotel is, and I would help make those arrangements as well,” she explained.

“I told my husband that if we could buy the other half of this duplex hangar [where the couple keep their two aircraft], it would make so much sense, because I could put my own Airbnb in there. That way, when pilots need a place to put their plane, they would have a place to stay right next to their airplane. That’s how The Hangar Lodge started its existence.”

With a quick sketch in hand, Barbie set out to make the vision of an on-airport short-term rental come to life.

“It took me nearly a year putting the project together, because I GC’d [served as the general contractor] myself. I literally sketched out the idea for The Hangar Lodge on a piece of paper. Then I had my really crafty nephew, who knows how to do all that CAD work, turn it into something with dimensions that the crew could work from. The project really took off from there.” 

The 45-foot by 50-foot hangar is the centerpiece of the building and was purposely designed to accommodate most aircraft that could land on the airport’s 3,740-foot-long asphalt runway. At the rear of the structure is the two-story residential quarters, which boasts two private bedrooms and two-and-a-half bathrooms. 

“You see a little bit of everything and anything out here at Hicks, as far as hangar design and creations. I just decided that when I did my project, I wanted it to be somewhat timeless. And I was thinking a Craftsman style, to me, doesn’t seem dated. I think that it always has a good look and feel. It’s kind of like a homey concept, and that’s why I chose to do that. There’s not another Craftsman-style place that I’ve seen out here. I had a lot of fun with it!”

Barbie is proud to report the project has proven successful thus far, with a diverse set of guests having stayed there since opening in December 2019. As positive word about the rental spread, so did questions about using the hangar for alternate purposes. 

“I think we are kind of like the best-kept secret out there, but slowly word of mouth about it has gotten out. I had intended The Hangar Lodge to be for pilots because I was thinking that people would be flying in, buying fuel from us, maybe eating at our restaurant (Wing It Cafe), and stuff like that. Then it turned into a different direction that I hadn’t been planning on,” Brunson said.

“People would contact me and say that they just saw us advertised on Facebook, Instagram, or wherever and ask if we have ever hosted a wedding, a rehearsal dinner, or a baby shower. I thought that those events could be interesting, so I said, ‘What do you have in mind? Yeah, we can provide all the tables and chairs. We can do this, and we can do that. I let the customer dictate to me what they were looking for, and then I made it happen. Now I have turned into a little wedding planning operation and have had pilots that want to get married in the hangar!” 

Brunson doesn’t mince any words, when explaining how enjoyable it’s been to run the “one-of-a-kind lodging destination.” And if it weren’t for another conversation early in her and her husband’s tenure at Hicks Airfield, then she may have never added ‘short-term rental host’ to her hat rack.  

“At the time [1995], there was only one taxiway and probably 30 hangars on the field. That was it. There was literally a cow pasture to the east side of my office, and a barbed wire fence. On occasion, a cow would get loose and get onto the runway. And we would have to chase it back to the farmer’s property next door. Hicks Airfield was out in the middle of nowhere and my husband said, ‘Okay, this area is not going to grow for years, Barbie. This [getting the restaurant] is kind of crazy,” she recalled.

“And I said, ‘No. You know what? Build it and they will come! I know people. This area will grow. This airport will get bigger. Let’s just do it.’ I had so much fun with it, and it turned out to be a really good deal.”

The post Sleeping Next to Your Airplane, Texas Style appeared first on FLYING Magazine.

Peter Mastropieri is trying to put his grass strip airport back on the map.

“The interesting thing about Keymar Airpark (MD42) is that right now, we are actually not on the sectional chart because there is a Camp David text box over the airport. Hopefully that gets removed in the April revision of the sectionals, as I made the request with the FAA,” he said.

Peter, alongside his fiancée Chelsea Ingram, recently purchased the airport located in Keymar, Maryland. Buying an airport was a longtime dream for the Boeing 767 and Air National Guard F-16 pilot, who is a lifelong resident of the state. 

“I had never known about Keymar Airpark, although I had flown in the vicinity of it many times. But I had always been looking for land within an hour or two of Washington, Baltimore, or Philadelphia. So about two years ago, I had a realtor set up a commercial property listing for me in the area. The airport popped up in that search, and that’s actually how I first heard about it. And it was horribly overpriced when it was first put out, but the price started coming down and we eventually thought that maybe we could look at it,” he said.

Chelsea was equally enthusiastic about the possibility of buying an airport. A meteorologist by training, she has embraced aviation since meeting Peter and is currently working towards her private pilot certificate. For several years, the couple had forecasted that owning an airport of their own was on the horizon. 

“When Peter met and started dating, we always talked about what our five, 10-year plans look like. As well as what the ultimate place we want to live looks like. And of course, Peter always said that he would love to have his own grass strip,” she said. 

Initially, purchasing this property seemed to be out of the young couple’s reach. Fortunately, Chelsea noted that their fortune changed. 

“They parceled off a house that was initially being sold with the airpark, so the price came down a little bit. Then when it looked like something that we could actually entertain, I said that we should just go and look at it. Because when else do you get a chance to purchase a grass strip so close to where you live? And we did it!”

The couple formalized the purchase of Keymar Airpark in January 2023. This sale included 14 acres, as well as several structures and a strong spirit of aviation that dates back to 1971 when the airport was first opened. 

“Its runway is registered as 1,950 feet by 50 feet, turf, but has clearways on both sides. So, there are no scary trees, which is pretty nice,” Mastropieri said. “There are two hangars, a community hangar, and a Quonset hangar, and I think we have 10 ultralights that are based there right now. Then we have a few fixed wing, certified airplanes here as well. We actually do not own an airplane yet, so that will be our next step.”

“We went a little backwards. Let’s just buy the airpark and then we will have a place to put a plane,” Chelsea added.

The two already have several ideas planned for the property. Hinting that they expect a strong, flying-focused future for Keymar, they reported that they are fortunate to have inherited an airport that has a history rooted in general aviation.

Peter said that, “There are about three acres with a homesite at the airport, and we are planning to build a house there, five or so years down the road. But we are actually going to develop basically a campsite on the property so we can go up there for the weekend and have a semi-permanent tent to use.”

This will be the basis for the airport’s anticipated camping site that other aviators will be able to use as well. 

“We want people to fly in and also have a place for them to stay. One of our main goals is to make Keymar Airpark a destination and bring the community back to it. There used to be a big flying community that used to be associated with the airport, and we want to bring that back. We would also like to include an affordable flying club here eventually. We also have quite a bit of land for follow-on hangars, so would like to build more here as demand allows. This year we are going to do the camping for ourselves but would like to think about the possibility of short-term rentals. So, you would be able to fly in, to either camp or stay in a cabin, and then have a courtesy car so that you can go hiking in the mountains or go to D.C, whatever you want to do,” he advised.

Chelsea added that everyone who has heard about their airport purchase has been pleased, especially when hearing about some of their goals for the property.

“I think that the reception from the pilot community to our efforts thus far has been extremely positive. I have a lot of people that have messaged me privately saying that ‘Oh I’ve gone to Keymar before and would love to come back and visit,’ or ‘Keymar is one of my favorite places to visit. It’s a great little grass strip!’ I think what’s so wonderful about the airport is that you have proximity to Washington, D.C., also to Baltimore, also to Frederick, which is the cutest town, and also to the Catoctin Mountains. It really is a great spot with so many things that you can do beyond the airpark. Reception has been very, very positive.” 

Getting Keymar back on the map (literally) will help pilots see the airport as a possible place to visit in the future. But the two are not expecting visibility on the sectional to be the only way aviators hear about the airport. As a result, they have become vocal about inviting others to enjoy the grass airstrip alongside them. 

“Right now, we are a private use airport and require permission to land. But we are trying to get the FAA database switched over to our names, so people can contact us,” Ingram said. “In the meantime, we will grant people permission to land via our email at keymaraviation@gmail.com. We definitely want people to visit, so we don’t want them to be afraid to reach out!” 

The post New Owners Aim To Revive DC-Metro GA Airport appeared first on FLYING Magazine.

Most airparks have a unique identity, and the Palmetto Air Plantation is no different. 

“We are in a fabulous-sized small town that allows that type of wonderful southern charm living,” said Joe Witt, the developer of this fly-in community in Manning, South Carolina.

“And yet, we are in the middle of it all and are close to culture. Charleston and Columbia, either one of them, are an hour away by automobile. Some people look at the rural south and say, ‘Man, you are in the middle of nowhere.’ We look at it and say, no we are in the middle of everything. We are in the middle of it all!”

Witt is very complimentary of this municipality of around 4,000 residents, partly due to a sobering experience he had two and a half decades ago. 

“I am not originally from this town. I’m a ‘come here,’ not a ‘from here.’ But in 1998, I got into a plane accident, and this little town just picked me up like I was their child. And so, I don’t know how you put the words to that, but I say that Palmetto is a jewel.”

The 112-acre airpark (SC41) was a longtime goal of Witt’s, who is a lifelong entrepreneur—primarily in the trucking industry. 

“I put a tremendous effort into the runway and the overall concept of the property, the drainage, and the infrastructure. Sure, I’m prejudiced, but the runway is fabulous. It is 3,720-foot by 150-foot and has lighted LEDs that are on every day, from dusk to dawn. It is one of the nicest turf runways anywhere, say the owners and their guests.”

Runway maintenance is ongoing and of utmost concern to those who use it, he explained.

“We just totally refurbished/reconditioned the runway surface by the literal efforts of many of the owners on a weekend about six weeks or so back,” he said. “[We worked on it] end to end; aerated, topsoil where needed, cultipacker leveler, overseeded, and rolled in. We’re back aviating on it again. Fabulous!”

Witt first began construction of the airpark in 1997, 10 years after becoming a pilot. But before diving headfirst into this venture, he sought inspiration from other communities. 

“In my entrepreneurial spirit, I started thinking about this dream of making an airpark. I looked all over the country at them. All of those visits definitely helped form my layout and the design for Palmetto. And all of those visits also helped me in some respects in what to do with the covenants in the community, but also what not to do,” he recalled.

“Some of them were so many pages of so much legalism that it became so obstructive to even grasp them [the rules], much less live in the communities. Others were too lax, and some of these places you would go and would allow you to build your hangar first, and the hangar faces the roadway or common property. The hangar would never get finished, or the door doesn’t get put on it and they get full of junk. So, our covenants say that hangars must open to the sidelines of the property, and there is a reason for that.”

Even though Witt visited airparks of all types across the country, he determined the best place to make his dream become a reality was in his backyard. Literally.

“I was flying over home one day; you know how you do when you’re circling around in your plane? And I looked down right where I was living, and I started looking at the fence lines. I thought that I could do this [make an airpark] right there! So, I set about and put three tracts of property together. One piece of it was an estate piece that was a little difficult [to get] and then the other two pieces were owned by the same entity. I put these three parcels together and started building an airpark,” Witt said.

“I first thought, ‘Well, I will be able to knock this out in three months!’ I rounded up old junky equipment and did it myself. Literally, myself. I took possession of the property in early 1997 and then, in March 1998, I crashed. By that time, me and my friend Bobby would land on the runway I built—but hadn’t invited anyone else to land on it. But we would. And then I had my accident.” 

As a result of the crash, Witt and the airpark’s development were sidelined for three years. 

“It took me a while. But I recovered from all of that and stayed the course. I got all the utilities put in, city water and sewer, electric, phone, cable, had a power line moved, and a gate entrance installed. And then by 2008, I had sold four or five lots and started building our dream house.”

Even with all his efforts to create the community, Witt has put minimal effort into marketing. Most residents have primarily heard of the development through word of mouth.

“I’ve never really spent a lot on advertising or made a big media push. I’m not really a developer by trade; this is my little dream spot. It’s home. It’s where I’m rooted and I love the community. I’ve just been letting Palmetto unfold as God opens the doors. I’ve now sold about half of the lots, maybe a little more, and still own about 18—from the original 45. Two more houses are soon to star,t and that’s going to put us at 11 homes here. I suspect this will be when Palmetto makes the big leap,” Witt said.

He added that the airpark will host the SC Breakfast Club fly-in group on April 30^th for those wanting to see the fly-in community firsthand.

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