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.

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.

If you have traveled by air in the last six months, you have probably noticed the uptick in air traffic since the pandemic. The FAA has noticed it as well and is awarding nearly $1 billion for President Biden’s Bipartisan Infrastructure Law to 99 airports to pay for improvements to make them more efficient, as well accommodating to the traveling public.

The funding is part of the Airport Terminal Program, which is one of three aviation programs created by the Bipartisan Infrastructure Law signed into effect by Biden in November 2021. The law codifies a $25 billion investment into U.S. airports and FAA facilities in the name of maintenance, reducing congestion, and modernizing the National Aerospace System. Investments include $5 billion for facilities and equipment, $15 billion for the Airport Infrastructure Grant Program, and $5 billion for the Airport Terminal Program.

The law provides $1 billion for Airport Terminal Program grants each year, for five years. 

On the ground side, projects earmarked in the latest awards include new baggage systems, larger security checkpoints, improved ground transportation, improved accessibility for individuals with disabilities, and increased terminal sustainability.

On the airside, several grants are earmarked to address the needs of aging air traffic control towers.

The money is destined for airports in 47 states and two territories.

‘‘Americans deserve the best airports in the world, and with demand for air travel surging back, this funding to improve the passenger experience couldn’t come at a more urgent time,” said U.S. Transportation Secretary Pete Buttigieg. “These grants will make it faster and easier to check your bags, get through security and find your gate, all while creating jobs and supporting local economies.”

The Projects

Many grants will be used to update, expand, or build new airport terminals, including:

• $10.8 million to Des Moines International Airport (KDSM) in Iowa to begin the replacement of the 1940s-era building that is currently operating above capacity.
• $29 million to Salt Lake City International Airport (KSLC) in Utah to assist with a phased-in terminal and north concourse development that will add 16 new gates and five permanent hardstand positions.
• $10 million to Sarasota Bradenton International Airport (KSRQ) in Florida for a terminal expansion that will add new security checkpoint lanes, gates, and an energy-efficient power plant.
• $6.5 million to Savannah/Hilton Head International Airport (KSAV) in Georgia to expand security screening facilities to reduce wait times for travelers.
• $50 million to O’Hare International Airport (KORD) in Illinois for improvements to the 60-year-old terminal by reconfiguring TSA checkpoints, adding restrooms, making the facility more ADA compliant, and improving the passenger baggage system.
• $5 million to Columbia Metropolitan Airport (KCAE) in South Carolina to expand the terminal to add another TSA security screening checkpoint.
• $16 million to Seattle-Tacoma International Airport (KSEA) in Washington to relocate the Security Checkpoint 1 from the ticketing level to the lower baggage claim level, which will provide additional screening capacity and reduce wait times.

Several airports will be receiving grants to upgrade baggage facilities or expand their terminals, including:

• $4.4 million to Ted Stevens Anchorage International Airport (PANC) in Anchorage, Alaska.
• $4.3 million to Lawton-Fort Sill Regional Airport (KLAW) in Lawton, Oklahoma.
• $38 million to Baltimore/Washington International Thurgood Marshall Airport (KBWI) in Baltimore, Maryland.
• $5 million to Bradley International Airport (KBDL) in Windsor Locks, Connecticut.
• $13.3 million to Key West International Airport (KEYW) in Key West, Florida:

Tower Upgrades

Six grants have been awarded to airports to refurbish their air traffic control towers. Among those are:

• $500,000 to Chennault International Airport (KCWF) in Lake Charles, Louisiana, for the replacement of the exterior metal panel rain screen to protect the tower’s electrical, mechanical, and communication equipment.
• $4.5 million to Rosecrans Memorial Airport (KSTJ) in St. Joseph, Missouri, to relocate the existing tower above the 100-year floodplain and reconstruct it to be more energy efficient and more energy compliant.
• $2 million to Albany International Airport (KALB) in New York to upgrade and replace the existing tower’s mechanical, electrical, and HVAC building systems.

General Aviation Grants

Some of the grants are targeted for improvements that serve the general aviation community, including:

• $950,000 to Ashley Municipal Airport (KASY) in North Dakota to construct a new 500-square-foot general aviation terminal building for passengers and flight crews.

The post FAA To Invest Nearly $1 Billion in U.S. Airport Infrastructure appeared first on FLYING Magazine.

Cleanup is underway at David Jay Perry Airport in Goldsby, Oklahoma (1K4) after a tornado touched down at the airport Sunday night. 

The airport, located approximately 1 mile NE of Goldsby and 9 miles southwest of Norman, sustained heavy damage from the fierce storm that spawned at least nine tornados. As this story was going to press there were reports of approximately 12 injuries in the city of Goldsby, but no reports of deaths.

The airport covers 342 acres and is located near the interchange of Interstate 35 and state highway 74. According to airnav.com the airport has two runways: 13/31 measuring 3,004 feet by 60 feet, and 17/35 measuring 1,801 feet by 60 feet. There are 45 aircraft based at the field.

Photographs of the airport demonstrate the capriciousness of tornados——some hangars appear to be undamaged, others are flattened, and others have sheet metal on top of them that was torn from other structures.

“It looks like the tornado came down right on the airport,” says Barbara McClurkin, a general aviation pilot based at the airport. McClurkin and her husband David have a 1978 Cessna 172. The aircraft was unharmed and their hangar had minimal damage from the storm.

Others were not so lucky. One of three quonset-hut style hangars was flattened, and several T-hangars were smashed or their walls and ceilings ripped away. In some cases, the airplanes inside appear to be undamaged. In other cases, the owners of the aircraft haven’t been able to get into the hangars because the force of the winds damaged the doors.

“The doors were forced off their tracks by the wind and the owners can’t get the doors open,” said McClurkin. “Several of the hangars had the siding ripped off—there is sheet metal all over the airport.”

A notice to air missions (NOTAM) was posted this morning advising of the airport’s closure until next week.

McClurkin told FLYING that she tracked the storm, saying it left a trail several miles long. The streets of Goldsby are impassable in parts as they are littered with the debris from damaged homes and businesses.

The airport was built by the U.S. Navy in 1943 as an outlying landing field for Naval Air Station Norman Oklahoma. After the war it became a general aviation facility. Neither the FBO or airport services such as fuel were apparently damaged by the storm.

The post Tornado Flattens Hangars at Airport in Eastern Oklahoma appeared first on FLYING Magazine.

The $100 hamburger outing is a beloved aviator tradition, and St. Nicholas Brewing Co at Southern Illinois Airport (KMDH) just north of college town Carbondale, offers pilots an opportunity to turn the tradition into an overnight outing with great food, craft beers and artisanal cocktails, and trails to explore by bicycle or on foot. 

The brewery, which has two other locations in the area (all within a 45-mile radius), celebrated the tapping of its Wheelz Up IPA on Thursday, February 23, which it is advertising as the “first beer brewed in a general aviation airport.” The ale was brewed on-site at its airport location. The airport is one of the busiest airports in Illinois, after Chicago O’Hare and Midway. 

Abby Ancell, managing partner for the brewery, says it is a relatively new business—it’s been just under nine years since the first location opened. “We’re all cyclists,” she said of the business’s owners. “And when we opened our first location, it was really a spot for us to drink craft beer and eat good food. There weren’t a lot of craft breweries anywhere in southern Illinois at the time.” 

Ancell said that Linda Shafer, wife of KMDH airport manager Gary Shafer, was a patron of the brewery and introduced her husband to its managers. The couple’s interest led to the idea of setting up a brewery location at the airport not only to give aviators stopping in for gas a place to have a meal, but also to foster a relationship between the local community and members of the aviation community. 

The planning process started five years ago, concurrent with the development of a new terminal at the airport. The opening of the brewery was delayed by the pandemic, but it came about in May 2022. 

• Read More: Beer That’s Out Of This World: Billionaire Pilot Is Sending Hops Into Space For Charity

“He came to us with this offer we couldn’t refuse,” Ancell said with a chuckle. “He felt there was no better way to bring [these community groups] together than food and beverage. Everyone likes to eat!” He saw it as an economic development opportunity for the airport. 

“They have been wonderful to work with,” Ancell said of the airport staff. “Just being in on how their vision and how they’re continuing to expand is amazing.”

For aviators who want to sample the brewery’s cocktails or craft brews, there are plenty of options for lodging and exploring the region. “We are right in the heart of Shawnee National Forest, and it’s truly one of the most beautiful places in the country,” Ancell said. “I mean—waterfalls, great hiking, little towns full of character and boardwalks are just 20 minutes away. And Carbondale is a unique, funky college town.” 

There are a variety of bed and breakfast and Airbnb options for visitors who’d like to stay in a nearby town, or even cabins in the national forest, Ancell said. Brewery staff and FBO employees love to help pilots connect the dots, including finding transportation options on the ground, she added. 

For visitors who aren’t beer enthusiasts, the brewery offers a full bar with unique craft cocktails. 

“Our bar manager is a mixologist who comes up with these delicious cocktails made from local ingredients,” Ancell said. “You would think you’re in a city, but you don’t have to pay $20 for [a drink].”

Southern Illinois University school of aviation trains students at KMDH, “so we get to watch their students and other pilots in training fly all day long, and it’s inspiring to see these young people with all this responsibility and passion,” said Ancell. Many of the students work part-time for St. Nicholas to help offset the cost of their training. In fact, almost all of the staff members are SIU students, Ancell said. 

This adds another link with members of the Carbondale community, who come in to eat and get to talk to student pilot servers about aviation. “They’re so interested in this world,” Ancell said of the locals. “The students love talking about [aviation], and the guests love hearing about it, so it’s a win-win for everybody.”

The brewery has hosted events from graduation parties and rehearsal dinners to regional economic development meetings, and Ancell said they are working on future collaborations and events. They plan to host a fly-in and viewing event for the 2024 solar eclipse. 

St. Nicholas Brewing Co is open Tuesdays through Thursdays from 11 a.m. to 8 p.m., Fridays and Saturdays 11 a.m. to 9 p.m. (with the bar open later), and Sundays from 11 a.m. to 4 p.m. It is closed on Mondays. In addition to indoor dining, the brewery offers seating just off the ramp. There is a bar facing the runway. To make reservations, call (618) 529-3142. A menu and calendar of events may be found here.

A Reminder for Responsible Aviators

FAA alcohol regulations stipulate in FAR 91.17 that a pilot may not fly while under the influence of alcohol or with a blood content higher than .04%, and must wait a minimum of 8 hours after consuming alcoholic beverages before flying. Further, someone who is or appears intoxicated may not be carried as a passenger in a civil aircraft. Be aware that it could take longer than the minimum time to process the alcohol in your system and you could still be impaired after 8 hours have passed. Some pilots may need 12 to 24 hours alcohol-free before acting as pilot-in-command, and some operators require 12 hours. 

The post Illinois GA Airport Unveils New Brew appeared first on FLYING Magazine.

In an effort to increase safety at airports, the Federal Aviation Administration is mandating certain airports develop and implement a safety management system (SMS), the agency announced Thursday. 

According to a statement released by the FAA, the final rule takes effect 60 days after publication in the Federal Register and is designed to improve safety at some 200 of the nation’s busiest airports. 

These airports, per the FAA’s draft of the rule, fall under Part 139 and qualify under one or more of the following criteria:

• Classified as large, medium, or small hubs, based on passenger data extracted from the FAA Air Carrier Activity Information System.
• Have a 3-year rolling average of 100,000 or more total annual operations.
• Serve any international operation other than general aviation.

“The safe operation of our nation’s airports is paramount during these historic times in aviation as we work to repair and construct necessary airport infrastructure,” Shannetta Griffin, associate administrator for airports, said. “This rule promotes safety and allows airports to work collaboratively with partners to mitigate risks and avert accidents.”

• READ MORE: FAA Forms Safety Review Team, Issues Call to Action

The FAA noted that over the years the use of SMS programs in the aviation industry by manufacturers and commercial airlines has resulted in a decrease in accidents and incidents, as an SMS is designed to identify risks, then take steps to mitigate them before they result in an accident or incident.

The FAA has been exploring the concept of SMS, per Advisory Circular 150/5200, which has been updated over the years. The AC identifies the four areas of concern when developing an SMS as safety policy, safety assurance, safety risk management, and safety promotion. Users are encouraged to look at their own businesses and operations to identify weak spots that present risk, then develop procedures to mitigate these issues.

• U.S. House Passes Bill to Improve NOTAM System

SMS Timeline

In many cases, a SMS is a living document as it is often adjusted to reflect changes in the productivity and culture of a business. There needs to be an emphasis on a culture of safety and communication so that employees have to feel comfortable reporting an issue.

The timeline to fully implement SMS per this rulemaking, ranges from four to five and a half years, depending on the airports’ classification and operations.

The post FAA Issues New Airport Safety Rule appeared first on FLYING Magazine.

The City Council of Santa Monica has voted to begin the process of closing Santa Monica Municipal Airport (KSMO). 

The vote, which occurred January 24, was greenlit by an agreement made in 2017 between the FAA and city officials allowing the closure to happen.

According to the FAA, the 2017 agreement “requires the city to maintain continuous and stable operation of the airport for 12 years, until December 31, 2028, and after that the city has the right to close the airport.” The agreement also stipulated that the runway at KSMO be shortened from 4,973 feet to the current 3,500 feet.

Aviation groups, including the California Pilots Association and the Aircraft Owners and Pilots Association (AOPA), voiced strong opposition to the reduction in runway length, noting that it would make KSMO unusable for jets that require at least 4,000 feet to operate.

At the time, tensions were high between airport businesses such as flight schools and the city, because the city offered only month-to-month leases. Several flight schools and the airport restaurant closed as such lease terms are not tenable in a business environment.

As part of the city’s 2017 agreement with the FAA, the city agreed to allow leases of no less than three years in duration.

The announcement that the city was pursuing closure proceedings in 2028 did not come as a surprise to many in the aviation community, many of whom took to social media to share the news.

About the Property

Santa Monica Municipal Airport covers approximately 227 acres. It was opened in 1922, making it one of the oldest continually operating airports in the U.S. KSMO has one runway, 03/21, measuring 3,500 feet by 150 feet. At one time, the airport was the home of the Douglas Aircraft Company, the manufacturer of the iconic DC-3.

As early as 1958 there were signs the airport was becoming a bone of contention in the southern California community, as that year Donald Douglas asked the city for permission to extend the runway so that the factory could produce the DC-8, one of the first jet-powered transport category aircraft poised for commercial passenger operations. City officials refused, and Douglas relocated its primary factory to Long Beach, California.

Santa Monica became a general aviation airport and reliever field for Los Angeles International Airport (KLAX), located approximately six miles away.

Over the years several neighborhood groups sprang up in opposition to the airport, arguing that the airport, which had been built when it was surrounded by ranches and orchards, was too close to residential neighborhoods—though many homes had been built nearby to house Douglas employees. The anti-airport groups highlighted aircraft accidents, noise, and pollution as reasons to close the field. The pilot community tried to work with the city and neighborhood groups, and Santa Monica became one of the first airports to be known for voluntary noise abatement procedures.

Long, Slow Death

In the 1970s, city officials argued with the FAA that the municipality should have the right to close the airport and redevelop the land, as most of the residents in the city did not want it in their neighborhood. The FAA argued that the airport was part of the nation’s transportation infrastructure and required to remain open to satisfy grant assurances.

In 2016 the airport tenants and aviation advocacy groups such as AOPA and the National Business Aviation Association (NBAA) filed complaints against the city for violating leasing policies, implementing an unjust landing fee structure, and diverting airport revenues.

The claims were investigated, and in 2019 Kevin Willis, director of the Office of Airport Compliance and Management Analysis of the FAA, concluded that the city was in non-compliance with federal grant assurances with respect to loans that the city claims it made to the airport, and rates for the airport’s landing fees might not be in compliance with grant assurance rules.

FLYING made several attempts to reach representatives from local aviation groups, including the California Pilots Association, but our inquiries were not answered by press time.

The airport is home to the Museum of Flying at Santa Monica, founded by Donald Douglas Jr., the second president of Douglas Aircraft.

According to Airnav.com, there are 74 aircraft based at the airport. The page also includes information about the airport’s noise curfew and noise abatement procedures. It includes a link to a page with a list of aircraft banned from the airport because they exceed the maximum noise level of 95.0 decibels.

The City’s Plans

According to a statement from the city, the airport site will likely be redeveloped for open space, as Measure LC, passed by Santa Monica voters in 2014, allows the city council to approve the development of parks, public open spaces, and public recreational facilities. Real estate development is prohibited on airport land unless approved by voters.

The airport accounts for 4.3 percent of the city’s land.

“We know this is an asset Santa Monicans care about,” said Mayor Gleam Davis, “and we want to work together to set goals and priorities to meet diverse community needs for the next several generations.”

City officials have outlined a timeline for the airport closure project:

• Consultant Selection: Summer 2023
• Project Initiation: Winter 2023
• Existing Conditions: Spring 2024
• Scenario Planning (Preferred Scenario Approved): Spring/Summer 2026
• Specific Plan Initiation: Fall/Winter 2026
• Consent Decree Airport Closure Authorization: Winter 2028
• Specific Plan Adoption: Fall 2028-2033 or beyond

City officials will soon begin looking for qualified firms to help develop the land and will seek input from the community. This will be followed by a request for proposals that will allow community members and stakeholders to have input on the project.

The post City Council Votes To Close Santa Monica Airport appeared first on FLYING Magazine.

“My take on what makes Roosterville ‘International’ Airport (0N0) unique is—if you remember The Andy Griffith Show—everyone came to the barbershop. Well, here, everyone comes to the airport. We have a lot of pilots, retired pilots, and others here, so it’s just a wide spectrum of aviation enthusiasts at Roosterville—both young and old,” said Dee Stuber-Sligar. 

Her father, Paul Stuber, has owned the airport for nearly three decades. Today, he and several other family members are active in its continued operations. 

Just like Floyd’s Barbershop, Dee was joined in a verbal overview of Roosterville by her brother, Gary, and her husband, Frank. The most tenured Roostervillian, Paul, was also onsite and helped to clarify a few points related to the airport’s 58-year history.

A Charles Taylor Award recognized master mechanic and private pilot, Paul first came to the airport in 1974. Ever since, and to this day at 92 years young, he has wrenched on a litany of piston aircraft at the airfield. In an effort to keep the airport going, Paul purchased it, Dee explained. 

“Early into the airport’s history, a disagreement arose between its two owners. One erected a fence on their part of the property and refused to allow the other to have access to the airport. Then negotiations began, and Floyd Mitchell purchased the entire airport. So that’s why it was known as Mitchell Field. But because the area was known as Roosterville, even the FAA identified Mitchell Field as Roosterville Airport. That’s how the legacy began.”

“In June of 1978, Floyd Mitchell sold the airport to a local pilot and aviation enthusiast, Ed Duckworth. After going through some hardship, the airport was about to be sold on the courthouse steps. My dad then began negotiations to purchase the airport. Then on May 29, 1993, at 11:23 a.m. Roosterville Airport officially changed hands again and was purchased by my parents. At the time he purchased the airport, there were only 14 airplanes based here. But within four months, every T-hangar was occupied—plus there were many tie downs as well. There was a rumor that was all because of my dad’s sparkling personality, but I’m not sure about that,” Dee jokingly added. 

Gary says that the airport is well known by pilots in the area and beyond for its “black ribbon,” the nickname for its 20-foot-wide asphalt runway. He explained that it’s one of the narrowest paved public-use runway in the state of Missouri, although there is grass on either side—totaling 100 feet of usable runway width.

“There are presently 64 hangars, and they generally stay pretty full and have always sold 100LL. There is also a flight school here, Rebel Aviation, that’s been here since the late 1980s. Right now, we have our fair share of experimental aircraft, taildraggers, and vintage aircraft. There is one twin based here,” Gary said.

For perspective, Gary and Paul fly a Mooney M20C, as well as a Beechcraft Sundowner and Taylorcraft L-2 from the airport. Frank has a Cessna 182H based at Roosterville. The trio’s love for aviation is shared by fellow airport tenants, which includes a local EAA chapter; Chapter 612. 

“Just speaking about what other people say, the laid-back nature of Roosterville is unique. It feels more like an old-time airport than some others.” Frank stated. 

“I remember my father-in-law, Paul, made a comment not that long ago. He said, ‘My objective in running this airport is to provide a facility for just the regular guy to own and fly his own airplane.’ That comment has stuck in my mind, because we have guys flying their own airplanes here that have full time-careers at the motor plant (for example). They can get to the point where they can afford an airplane and they can afford to keep it here. The kind of guys that we get here are the ones who want to own and fly airplanes for fun. They all love general aviation,” Frank added. 

Aside from keeping the airport talk and the traffic pattern lively, these stakeholders routinely step up to serve the airport in a different capacity.

“Most of the T-hangars are just barn-built tin and pole buildings, that definitely aren’t fancy. Most of them are concrete floored now, though. There is a local concrete company that would have surplus concrete that Geiger Concrete would pour and donate. In 2008, the office burned down. We have a lot of retired construction individuals here and within a month, we had a new building that was all built by pilots here at the airport. They donated their time and dad bought the materials; it was honestly like a barn raising. It just happened,” Dee recalled.

“The pilots like the vibe of Roosterville, so if there’s something that needs to be going on—they’ll do it to help out. People will come and mow and weed-eat for free. It’s a community-feel airport.” 

Even with the number of aviation enthusiasts invested in the airport’s future, times have certainly changed from the airport’s early days and its once remote North Kansas City location. Gary provided his viewpoint.

“I’ve been coming to this airport since I was in grade school. I used to be able to ride my bicycle here from town and if you saw two cars, that was a lot of traffic. Now we have a high school within a mile of the airport, so you can see the urban sprawl coming.”

The four Roostervillians collectively acknowledged the incoming headwinds that the future creep of both Kansas City (presently one tenth of a mile away from the airport property) and Liberty (a quarter mile away). But to the benefit of local pilots, Roosterville Airport is going to stay around for as long as possible, the group agreed.

Airport updates, as well as testimonials from its passionate pilot community, can be found on the airport’s Facebook page.

The post The Black Ribbon of Roosterville appeared first on FLYING Magazine.

A proposal to build a 3,000-acre airport to accommodate airline and cargo traffic south of Seattle continues to run into across-the-board opposition. 

In October, the Commercial Aviation Coordinating Commission (CACC) announced they were studying three locations—known as greenfields—for the construction of a new airport to handle passengers  and cargo. The project, however, sparked opposition, which has been getting larger and louder ever since.

Pop Up Surprise

The CACC, which was formed in 2019, consists of governor-appointed members. The organization began the airport location search with 19 sites, winnowing the list down to three by 2022, according to Warren Hendrickson, chairman of the CACC.

“It wasn’t until the commission reduced the list of greenfields for three and announced that there would be further study that we got the public’s attention,” Hendrickson said. “In three years, we only had 700 people sign up for direct distribution for CACC activities on the WSDOT (Washington State Department of Transportation) website. Within three weeks of announcing there were three greenfields under consideration, a Facebook group popped up and now they have 4,200 members.

“Most people are getting their information about this issue from social media, whether it is accurate or not,” he said.

• READ MORE: New Airport Planned for West Central Washington

Hendrickson has worked in the aviation industry for about 50 years, as a professional pilot, then as an airport planner, and a member of several state organizations tasked with making sure the aviation infrastructure keeps pace with growing passenger and cargo needs.

Seattle-Tacoma International Airport (KSEA) located in King County is running out of capacity.

State officials say the airport will reach capacity by 2050, handling 27 million passengers and 800,000 tons of cargo a year. The state is considering options to increase capacity, including building a new airport.

Three Potential Locations

There are rules to site selection, noted Hendrickson. The alternate sites could not be in King County and they could not impact the operations of established military bases.

Two greenfields are in Pierce County, south of Seattle. Pierce County is the Evergreen state’s second-most populated county, with approximately 876,764 residents.

The locations are identified as Pierce County Central and Pierce County East. Both are in predominantly rural residential areas outside the Urban Growth Boundary area and undeveloped land with farms, forests, and wetland areas, dotted with neighborhoods and small businesses.

Some residents in these areas, however, are letting state officials know they do not want an airport built in their neighborhoods, citing increased pollution, noise, and displacement of homes and businesses. Among the arguments is that the potential locations in question are over an aquifer that supplies drinking water for most of Pierce County.

The third proposed location is in Thurston County near Olympia, which is the state capital and already has a municipal airport, Olympia Regional Airport (KOLM). The Olympia airport is a towered facility designated as a reliever for Sea-Tac. It was built in the 1920s, expanded during World War II, then returned to the municipality after the war. Today it is home to several flight schools, charter services, and state aircraft operations.

Existing Airport Expansion

In considering how best to expand capacity in the region, one common suggestion is to expand operations at the Olympia airport and at Pierce County-Thun Field (KPLU), located south of Sea-Tac, as well as Tacoma Narrows (KTIW), a towered facility located to the southwest. Both are general aviation facilities and are home to a busy flight training community. 

Developing these general aviation airports to handle cargo and commercial carrier traffic is not an option, according to Hendrickson, who said they don’t have the space to handle it.

In addition, the county has two large military airports: McChord Field Airport (KTCM) and Gray Army Airfield (KGRF). Both are Class D facilities located south of Tacoma. They share a boundary and a name—both known officially as Joint Base Lewis-McChord as they are adjacent to Fort Lewis.

Last month the military released a statement indicating that a new commercial airport built near Joint Base Lewis-McChord “would be incompatible with the military’s aviation operations and mission-readiness.”

Hendrickson noted that in the rules that govern site selection, there is a stipulation that the new airport cannot impact the operations of established military bases, nor can it be in King County, which is Washington’s most populated county and home to Sea-Tac.

It is unlikely any of the greenfields will be developed, Hendrickson said, adding, “To date, no government on a local level, or sovereign council, have given any level of support to these greenfield sites. There is no government support, zero sovereign support, the universal message is ‘No, not here.’”

Yakima Option

One suggestion under consideration is to build the proposed 3,000-acre facility on the east side of the state in the Yakima Valley. Yakima Valley has a population of approximately 256,035 and it is home to Yakima Air Terminal-McAllister Field (KYKM), which has been in operation since the 1920s. 

According to airport officials, KYKM currently serves more than 70,000 passengers—a number projected to double by 2030. The airport is home to commercial air carriers such as Alaska Airlines, Sun Country Airlines, Swift Air, FedEx, and United Parcel Service as well as a healthy general aviation community.

Yakima County officials did not respond to FLYING’s request for comment.

According to the Yakima Herald, state planners indicate Yakima County officials have expressed interest in having a new airport built there.

“Yakima had an 80 percent positive response,” says Hendrickson. “The airport could bring in $31 billion into the economy and 909,000 jobs.”

According to Hendrickson, the Yakima location faces the challenge of accessing the location from the west side of the state and would require roadways crossing the Cascade Mountains and rail be improved to handle an increase in traffic.

If Nothing is Done

The CACC has until June to make its recommendation to the state for a new airport location. As far back as 1992, the state saw the challenge approaching and began looking at ways to mitigate the issue.

“In 1992, it was recommended that a third runway be built at Sea-Tac,” Hendrickson said. “That was done. It was also recommended that passenger service be added at Paine Field (KPAE). That was done. The third recommendation was to build another airport in Pierce County in the south sound—and here we are.”

The post Opposition Growing to Plans For New Sea-Tac Reliever Airport appeared first on FLYING Magazine.

One of the first lessons an airplane pilot learns when they take an airplane into the sky is that there has never been an airplane that stayed stuck up there. They all come down eventually, often on established instrument routes that have step-downs. 

Since 2014 the Federal Aviation Administration has been adjusting these routes in the name of fuel saving and emissions reduction. This week, the FAA announced new Optimized Profile Descents (OPDs) for 11 U.S. airports.

New OPDs are now in place at Orlando, Kansas City, Omaha, Reno and six airports in Florida. Instead of flying step-downs, the aircraft performs a stabilized descent to the runway.

According to the FAA, this change could save millions of gallons of fuel and reduce greenhouse gas emissions.

“We are investing across the entire system to provide passengers with the best travel experience,” Acting FAA Administrator Bill Nolan said in a statement. “The era of choppy descents is coming to an end, providing a smoother landing and saving fuel in the process.”

Under traditional procedures, aircraft repeatedly level off and power up the engines. This burns more fuel and requires air traffic controllers to issue instructions at each step. With optimized descents, aircraft descend from cruising altitude to the runway in a smooth, continuous path with the engines at near idle.

The airports with the new OPDs are:

• Boca Raton Airport (KBCT)
• Fort Lauderdale Executive Airport (KFXE)
• Kansas City International Airport (KMCI)
• North Palm Beach County General Aviation Airport (F45)
• Eppley Air Field, Nebraska (KOMA)
• Offutt Air Force Base, Nebraska (KOFF)
• Orlando International Airport (KMCO)
• Palm Beach County Park Airport (KLNA)
• Palm Beach International Airport (KPBI)
• Pompano Beach Airpark (KPMP)
• Reno/Tahoe International Airport (KRNO)

New OPDs, By the Numbers

The FAA estimates the new descents will save more than 90,000 gallons of fuel on average and will reduce greenhouse gas emissions by 27,000 tons annually. For perspective, this savings is the equivalent to fuel used by 62 Boeing 737 flights between New York and Cleveland.

• READ MORE: NASA Selects Boeing to Develop New Fuel-Efficient Aircraft

The addition of these 11 airports brings the total number of airports in the national airspace system with OPDs up to 64.

The program was first implemented in 2014. There are OPD procedures in use at airports in airline hub cities such as Atlanta, Charlotte, Cleveland, Columbus, Denver, Detroit, Fort Lauderdale, Houston, Las Vegas, Miami, Phoenix, Portland, Seattle, Tampa and Washington, D.C.

The OPD program is part of the Aviation Climate Action Plan. The United States is targeting the year 2050 to reach net-zero greenhouse gas emissions for the U.S. aviation industry. The FAA is assisting by providing money for research into fuel-saving technologies and noise reduction, the application of electric propulsion, sustainable aviation fuel and testing on ways to reduce fuel burn and taxi time.

The post FAA Adds Optimized Profile Descents at 11 Airports appeared first on FLYING Magazine.

Editor’s Note: This article originally appeared on FreightWaves.com.

A boutique investment group is offering underutilized airports outside congested metropolitan areas a cargo-hub-in-a-box aimed at quick-starting infrastructure development to take advantage of demand for expedited logistics and overflow volumes. 

Major airports for decades have concentrated resources on passenger operations, such as fancy passenger terminals and ride-sharing lanes, that generate the bulk of revenues. Cargo infrastructure and services have largely been an afterthought, and many airports are running out of capacity to efficiently handle shipment growth driven by e-commerce.

That is creating opportunities for secondary airports, especially as online retailers pursue more distribution points that are closer to customers and don’t face the shipping delays of crowded urban settings. But many airports don’t have the capital or expertise to implement a cargo strategy.

Enter Burrell Aviation.

The Aspen, Colorado-based firm essentially delivers an all-in-one package of financing, construction, marketing, leasing and operation of cargo and other airside activities in exchange for exclusive long-term ground leases. Burrell Aviation now has 22 airports in its portfolio. It is helping them modernize runways and taxiways, replace aging facilities with modern airfreight warehouses and make other investments to attract dedicated freighter airlines and logistics companies that cluster around airports.

The difference between Burrell and other airport development companies is its first-mover strategy that involves identifying promising airports and approaching them with a public-private partnership plan before officials realize a need or solicit bids for a project. Developers typically lease small parcels that cover specific projects, but Burrell’s speculative strategy is to lock up large chunks of airport property before it goes on the market.

“We’re readying sites for near-term development. This is a speed-to-market component of the airport world that cannot wait five to 10 years before it comes online. So we’re focused on working with our airport partners to prepare land parcels that can be shovel-ready for development in the next 18 to 24 months,” CEO John Carver said during a recent episode of FreightWaves NOW, a daily streaming TV program. “With an accelerated development timeline we can provide solutions, create jobs, create new revenue streams for the airport and maintain this supply chain evolution in the air cargo world.”

In an email message, Carver said the near-term business plan is to engage 35 to 40 airports in development deals for cargo, maintenance and corporate hangar projects. Characteristics the company looks for are proximity to large cities, a good highway network, a progressive airport administration, state economic development incentives and logistics activity in the area.

Nebraska officials on Thursday announced that Burrell Aviation would invest an estimated $65 million to develop Lincoln Airport’s first cargo facilities under a lease of up to 50 years. The firm will oversee the completion and operation of 210,000 square feet of cargo facilities customized to the needs of future tenants. 

Lincoln Airport is a former Air Force base with a 13,000-foot runway, one of the longest at any commercial airport in the country, that can easily accommodate the largest cargo aircraft. Federal funding is helping to pay for the runway’s reconstruction. 

Last month, Burrell Aviation agreed to lease 53 acres at Baton Rouge Metro Airport in Louisiana for 30 years, with two 10-year renewal options, to establish an air logistics center and other aviation activities. The estimated amount of investment for the project is $113.8 million.

Both airports have easy access to interstate highways.

Private Dollars, Public Infrastructure

A concession model that transfers financial risk for infrastructure projects from public agencies to the private sector in exchange for revenue generated is common in other sectors, such as port, and speeds up project development.

Burrell clears land, establishes utility connections and makes other preparations so sites are shovel-ready when tenants are signed. It has recruited a team of top industry players that can be plugged in to deliver a turnkey cargo solution, including an architectural design firm; Lemartec, a large infrastructure contractor with extensive experience building airport facilities; real estate service firm Cushman & Wakefield to market properties; and Alliance Ground International, a rapidly growing airport services company that will service cargo aircraft and process shipments.

The surge of freighter aircraft carrying medical supplies and goods diverted because of broken ocean and rail supply chains during the COVID crisis reminded airports about the importance of cargo to local economies and the need for diversified revenue sources, aviation professionals say.

Regional airports have the opportunity to catch spillover traffic, especially for e-commerce. Amazon, for example, is rapidly expanding its air logistics network to smaller airports such as Omaha, Nebraska; Wichita, Kansas; El Paso, Texas; and Manchester, New Hampshire. Amazon Air now serves at least 50 airports, according to DePaul University researchers.

“With this need for improvement of the air cargo supply chain the opportunity for private sector investment is huge because the airports don’t have money in their capital improvement plans for the most part, and the airlines, cargo handlers and freight forwarders that deal in this space are not equipped to provide infrastructure funding for new facilities either,” Carver said. 

Burrell is looking for forward-thinking airports eager to compress the development timeline.

“The traditional developers are reactive to the interest that has been generated. We’re much further upstream,” Carver told FreightWaves during a trade show in November. “We’re picking the airports and then working with the airports to identify the highest and best use. And then we have the opportunity to make the investment. What we’ve done is secured the only developable land available at the airports that we have positions at … so if somebody has business [there], all roads are going to lead through our property.”

Burrell Aviation is part of the Burrell Group, a holding company for businesses in medical education and health care technology, financial services, construction, commercial and residential real estate, food services, hospitality, and natural resources.

For more coverage on air cargo, go to FreightWaves.com.

The post Investment Group Offers Cargo Hub-in-a-Box to Regional Airports appeared first on FLYING Magazine.

“How old is that hangar? It looks like something out of the 1920s.”

One of my learners made this remark after landing at Jefferson County International Airport (0S9) in Washington. The hangar is a weather-beaten metal structure with lines of square windows at the roofline. You half expect to see the doors being pushed open by men wearing coveralls and newsboy caps so that an open cockpit biplane occupied by a pilot wearing a leather helmet can be pushed onto the ramp.

That’s probably happened, says Lee Corbin, a Seattle-area retired military and commercial pilot and local historian. According to Corbin, the metal hangar at Jefferson County dates back to World War I. It was a pre-fabricated steel and sheet metal hangar known as a United States All-Steel Hangar, built by the Carnegie Illinois Steel Company.

“This particular hangar was originally built at Rockwell Field down at San Diego. With the opening of Seattle’s first airfield at Sand Point on Lake Washington, the Army decided they would send a small detachment of aircraft to have a presence in the Pacific Northwest,” says Corbin. “The hangar was disassembled then shipped north to Sand Point in 1922.”

Sand Point evolved into Sand Point Naval Air Station. The base was used for training and support through World War II, the Korean conflict, the Cuban Missile crisis, and Vietnam. The proximity of the base to the populated bedroom communities for Seattle resulted in the base closure in 1970. Much of the property was repurposed. Today the property known as the Sand Point Naval Air Station landmark district occupies 89 acres. Several of the original buildings are still intact but the open areas that once were runways have become trails and athletic fields. Most of today’s visitors don’t realize that a great deal of Seattle’s aviation history happened at the location.

The metal hangar spent about 10 years at Sand Point and had a few famous tenants, notes Corbin. “We know the Spirit of St. Louis was hangared overnight in September 1927, during Lindbergh’s tour of the U.S. There’s also a good possibility it was used during the three weeks of preparation of the Douglas [World] Cruisers for the Army’s round the world flight in 1924. It remained at Sand Point until 1931 when they disassembled it again and moved it to a newly created Army emergency airfield at Fort Townsend, over by Port Townsend, Washington.”

Jefferson County International Airport (0S9), Port Townsend, Washington, as it is officially known, sports a 3,000-foot by 75-foot paved runway. The airport is listed on the Seattle VFR sectional as an AOE, or airport of entry, which means customs can be cleared at the airport.

The airfield was declared surplus by the military after WWII, and turned over to the city of Port Townsend in 1947. The airport is the home of the Spruce Goose Restaurant, a place where the pie is so good it is spoken of in hushed, reverent tones, even by the aviation-challenged.

Today the metal hangar is still active. It houses Tailspin Tommy’s, an aircraft maintenance shop owned by Scott Erickson, an AP/IA. Erickson purchased the business from Tommy Wacker in the 1990s. Wacker’s was the second maintenance operation to occupy the space.

According to Erickson, there have been some changes to the building over its lifespan at Jefferson County. “There is a stamp in the concrete floor indicating it was poured in the 1930s—it reads July 10, 1930. The hangar is the largest hangar on the field. If an airplane can’t fit in other hangars on the field they put it in here. However, it does have some quirks though, because of its age.”

Erickson says he’s been working with the county, which owns and operates the airport, to keep up the maintenance on the vintage building to keep it safe and usable while simultaneously keeping its vintage look.

“I enjoy being in there doing maintenance alone when it’s quiet. because there has been so much maintenance in that hangar,” he says. “I enjoy getting completely absorbed in aviation… that’s what it is all about. All the pilots come by and visit.”

The WWI Hangar Turned Shell House

On the shores of Lake Washington is another vintage aircraft hangar which you may soon see in a major Hollywood movie: it is the all-wooden hangar built during World War I to house seaplanes that were used to train naval aviators, and it later became a home to the crew team of the University of Washington. The building, located northeast of the Montlake Cut on Union Bay, still belongs to the university.

According to Corbin, the University of Washington was one three universities selected by the U.S. Navy to train aviators during the war. “The others were Massachusetts Institute of Technology and Dunwoody Industrial Institute in Minneapolis. These are trade schools that turned out high-quality naval aviation cadets that would go on to naval flight training,” he said.

“What makes this hangar so unique is the fact that it is constructed entirely of wood, making it the only known, all-wood, WWI-era, Navy seaplane hangar remaining in the world,” Corbin continued. “Unfortunately, it was completed after the war ended and only saw service as an actual seaplane hangar for a few weeks as the Navy’s aviation ground school classes finished up by the end of January 1919. But that allowed the opportunity for it to become the most unique shell house in the collegiate rowing world.”

The university is in the process of raising funds to restore the building, and they want to recognize both the military and athletic use of the facility.

“The facility saw about 15,000 volunteers come through during WWI,” says Nicole Klein, capital campaign manager for the Associated Students of the University of Washington. “The building had a metal steel trolley that was used to hoist the seaplane out of the water.”

According to Klein, between 1920 and 1949, the 12,000-square-foot building was utilized by the UW men’s rowing team, and George Pocock, a legendary boat builder, had a workshop in the structure where he built the shells that took the UW team to Olympic gold in 1936 and 1948.

The 1936 team is the subject of Daniel James Brown’s 2013 book, The Boys in the Boat, which has been adapted into a film produced by George Clooney. The story follows the University of Washington men’s rowing team as it moves past collegiate rowing giants Harvard and Yale and ultimately go to the 1936 Olympics. The project, which was announced in 2018 was delayed by the pandemic. Filming was done in Los Angeles, Berlin, and at Winnersh Film Studios in Berkshire, U.K., where a replica of the shell house was built.

According to Klein, “The hangar turned shell house was placed on the National Registry of historic places in the 1970s, and it became a Seattle landmark in 2018.” That was also the year that the ASUW launched a fundraising campaign to restore the building and bring the large wooden structure up to code so that it can be used for rental of public gatherings and educational tours.

WATCH: Historic Shell House, by Alex Chen, videographer

“Many visitors are surprised at how large the all-wooden structure is. The Pocock Shop is a small upstairs loft that was able to produce racing shells up to 60 feet long,” says Klein. “Once the restoration is complete it will be open for tours and event rental, it seats 350. The location on the water makes it a prime location for watching regattas and holding picnics.”

If you would like to help restore the shell house, donations can be made here.

What Can You Do To Help?

There are vintage hangars all over the United States, maybe even in your part of the world. If you would like to preserve and perhaps restore the building there are steps to take.

The National Register of Historic Places is the official list of the Nation’s historic places worthy of preservation. Authorized by the National Historic Preservation Act of 1966, the National Park Service’s National Register of Historic Places is part of a national program to coordinate and support public and private efforts to identify, evaluate, and protect America’s historic and archeological resources. 

Begin the process with your State Historic Preservation Office and check their web page for National Register information, research materials, and necessary forms to begin the nomination process. If the property and or building is on federal or tribal land, the process begins with the Federal Preservation Office or Tribal Preservation Office.

The property’s age (at least 50 years old), and cultural significance and integrity are taken into account.

The post Historic Hangars of the Pacific Northwest appeared first on FLYING Magazine.

For more than 80 years, Runway 21R, one of the original paved runways at Cincinnati’s Lunken Airport (KLUK), has withstood generations of student pilots, none of whom I recall careening into nearby hangars or even digging serious divots in the adjacent grass. But the FAA is knuckling down about a long-time mandate that the runway has to go.

Why? Well, it’s old and has centerline drainage but, most importantly, it’s too close to a row of corporate hangars full of jets—used for both business and privately owned. I don’t know if FAA standards have changed or if they are just being enforced, but I do know that some of these “big operators” have expansion plans and there’s nowhere to go except into the runway’s safety area. The reality is, with 21R gone, accommodating traffic from three busy flight schools with a steady stream of “big iron” on a single runway is going to be a challenge…or, as one controller opined, “It sucks.”

You may have guessed by now that occasionally I don’t see things the same way as the FAA, but this edict seems exceptionally onerous. It reduces a heavily used airport, with three (at one time four) runways, to the single 6,500-foot, fully IFR-equipped 21L-03R. Oh, there is one other “old-timer”—Runway 25—still in use but restricted to aircraft under 12,500 pounds. It’s further limited because its final approach conflicts with the 21L final, and speculation is that it too is on the way out.

Everybody who flies in the Midwest knows that after a cold front steamrolls through the Ohio Valley, the normal south-southwest surface winds typically shift around to north-northwest and landing on 21L demands significant crosswind capabilities and pilot skills. And, with “Sunken Lunken” in a valley surrounded by hills, the turbulence approaching that runway can be awesome. (I confess that not too long ago, after waging an interesting battle with a turbulent crosswind in my Cessna 180, the tower asked, “Martha, are you OK?”) When these winds reach the edge of max crosswind capability for large turbine airplanes, they’re relegated to using Greater Cincinnati (KCVG) some 12 miles away across the Ohio River in Kentucky. This is generally not popular with corporate executives or passengers.

READ MORE: Unusual Attitudes

Maybe I’m just being old-fashioned or, as I get older, change is becoming more difficult to accept. And old memories die hard, like when you find out your old grade school has been demolished or your childhood neighborhood has become a slum, when you find yourself mourning the loss of an old lover…or even a runway (not to mention an airport).

I took my first hour of instruction and gave my first hour of dual on what was back then Runway 20 (because magnetic orientation changes over the years). And many, many times I would surprise a student by saying, “Hey. I’m tired of grinding around this traffic pattern with you. Let me out here, tell the tower you need to taxi back, and make three takeoffs and landings by yourself. And, REMEMBER, you’re going to be high on final!” Of course, this had been coordinated with the tower (and couldn’t happen like that these days), but I’d hop out and sit in the grass alongside the runway, making daisy chains or chewing on a piece of clover while my student made those first glorious three solo takeoffs and landings. Now, I was way across the airport from my flying school and, after his full stop landing, the tower took great delight in clearing the student back to the hangar. He was usually so excited he’d forget about me. So I’d climb the tower steps and use their phone to get somebody to come pick me up.

Runway 21R was the scene of my introduction to ground loops. A group of guys (one of them a CFI who knew how to fly taildraggers) bought an Aeronca 7AC and called themselves the Kamikaze Flying Club. Frank was a little sweet on me and anxious to show his prowess so we went flying in the little yellow airplane with the famous shark’s mouth painted on the nose. Taxiing back to the tiedown, things suddenly began to spin—I saw grass, the taxiway behind us, the tower, and some hangars. It was fun so I laughed and said, “Oh Frank, do it again!” He glowered at me and said, “Shut up! That was a ground loop.” No damage, except to this future airline pilot’s pride.

Another afternoon, when the winds were strong and steady, blowing right down the runway, Mike Smith and I were out in one of Cincinnati Aircraft’s Champs. (Mike’s father, Bud Smith, owned the operation so “rental” was no problem.) Out on final, he was able to slow the airplane to the edge of a stall…and it stopped! We were stationary over the golf course. After clearing us to land two or three times, the controller—who had little sense of humor—told us to LAND or go somewhere else.

The Procter and Gamble flight department had occupied with a fleet of Douglas DC-3s the old Aeronca hangar at the end of 20L since 1950. They’d even designed an ingenious “track” to turn their airplanes sideways on the ramp and winch them into the hangar. Well, the ’60s brought the Gulfstream I, and the only way they’d fit was to raise the hangar roof. P&G being P&G, thought raising the roof and obstructing the tower’s view of the approach end of the 20L was no problem. The city just displaced the threshold of 21R by a considerable 900 feet.

Then the city constructed a wide taxiway for the Gulfstreams crossing at that unusable end and put in a narrow blacktop one for the little guys taking off at the new threshold. It was less than adequate—too narrow to even turn into the wind for runup. That was the impetus for a midnight (after the tower closed) expedition out to the new “corporate” taxiway on our bicycles with cans of traffic paint, graph paper, and measuring tapes. In honor of the notoriously pompous flight department manager who exerted considerable “juice” with the city, we spent all night painting, in large letters: THE NELSON U. ROKES MEMORIAL TAXIWAY.

Nobody knew who did it but, kind of surprisingly, both the company pilots and Nelson loved it. For years, the tower commonly cleared airplanes to their hangar, “via the memorial!”

It was a different time, and I have to accept today’s 8-foot fences and security cameras as the norm—obsolete runways and all those tempting bridges have to go. But, oh, how I miss those days.

The post Thoughts on Closing a Runway appeared first on FLYING Magazine.

At 2:34 a.m. on December 20, a 6.4 earthquake struck Humboldt County, California, knocking out the power to more than 70,000 customers. 

One place that did not lose power, however, is California Redwood Coast Humboldt County Airport (KACV), which has power owing to its microgrid.

The airport is located in McKinleyville, north of Arcata. Arcata is home to Cal Poly Humboldt, the most northern school in the California State University system. School officials noted that the campus is closed because of the power outage, but thus far no damage has been found.

• READ MORE: Pilots Accuse California County of Neglecting Airport While Asking for Massive Rent Increase

There were no reports of damage at KACV either, as airport officials were quick to post on the Fly ACV Facebook page.

The Facebook post continues to advise people to check with their airlines for the most up to date information.

The airport was built in the 1940s to support the U.S. Navy, which took advantage of the heavy fog on the coast to develop defogging systems. The airport has two runways: Runway 14/32, measuring 6,046 feet by 150 feet and Runway 1/19, measuring 4,501 feet by 150 feet.

About the Quake

The epicenter was reported to be in Ferndale, a city with a population of approximately 1,400, known for its gingerbread Victorian homes and its appeal to movie producers—”Outbreak,” “The Majestic,” “Kingdom Come,” “Joe Dirt,” and “Salem’s Lot” were filmed there.

Ferndale is approximately 210 miles north of San Francisco. This part of northern California is remote, which is a polite way of saying there is limited ground access. Highway 101 runs north to south, and as the quake hit in the middle of the night there were several tense hours while the authorities waited for the light of day to determine the extent of the damage to both persons and property. There have been reports of two deaths attributed to medical emergencies that happened during or just after the temblor, along with a handful of injuries. There have been in excess of 50 aftershocks. Damage reported thus far includes houses off their foundations, broken water mains, buckled roads and bridges, shattered windows, and fallen household objects.

Pacific Gas and Electric, which provides electricity to most of Humboldt County reported in excess of 70,000 customers without power and there is no estimation on when service will be restored.

Humboldt County has a total of six airports, the only one handling commercial service is KACV.

The others are used primarily by general aviation pilots; they are Dinsmore (D63), Gaberville (O16), Kneeland (O19), Rohnerville (KFOT) near Fortuna, and Murray Field (KEKA) north of Eureka.

According to airnav.com, all the airports are operated by the county and have the same manager, Cody Roggatz. FLYING made several attempts to reach Roggatz but was unsuccessful as of press time.

The post Microgrid Keeps Airport Up and Running After Earthquake appeared first on FLYING Magazine.

The Oklahoma Aeronautics Commission has recently invested a considerable amount of capital into the Watonga Regional Airport (KJWG).

According to the Commission, “This project consisted of reconstruction of the existing 4,000-foot by 60-foot runway in its current location to meet Federal Aviation Administration (FAA) standards. Also included in the project was the installation of new LED runway edge lights and an obstruction survey of the area to develop new instrument approach procedures that will ensure the airport has 24/7 access in all weather conditions. The total project cost was just under $2.8 million and was funded by grants entirely from the FAA due to ARPA [American Rescue Plan Act] funds provided by Congress.” 

Officials are optimistic about this investment’s return to the local and state economy. On November 15, a ribbon-cutting ceremony was hosted to showcase their dedication to the airport and their excitement for its new 4,000-foot runway. 

In addition to the ceremony, attendees heard from local and state dignitaries including Mayor Bill Seitter, Representative Mike Dobrinski, and State Director of Aeronautics Grayson Ardies. 

Ardies explained the importance of the project, saying, “This airport’s runway pavement was exhibiting significant distresses as it had been over twenty-five years since its last major project. As the state’s agency for aviation and aerospace we were well positioned to program these federal funds for the rehabilitation of a major runway asset in western Oklahoma.”  

Representative Dobrinski further elaborated, stating, “As the Representative for Blaine County, this new runway is necessary for the continued growth of the aviation community throughout western Oklahoma. I am confident this will bring lift to the local economy by bringing new opportunities and better infrastructure to the area.” 

The investment is expected to further bolster the economic engine that the airport serves as for the community. 

“Watonga Regional Airport has a $1.2 million annual economic impact, and the airport is home to several aviation agriculture businesses along with being used by numerous oil and gas operations as well as other local entities.”

Jena Ohman, who has served as the airport’s manager since January 2017, is extremely enthusiastic about the recently unveiled updates. 

“We had done crack seals and other things to the runway over recent years, and it just wasn’t getting the job done. So, we really needed the full reconstruction of Runway 17/35 that we got done. Here at Watonga, we have 18 T-hangars and three larger box hangars, that we call commercial hangars. Between those, we have about twenty-three based aircraft here,” she said.

“We have jet-A and 100LL here, both of which are self-serve. Those tanks were put in in 2018, after we had gone several years without any fuel,” Ohman said. “When I first took over, getting fuel was one of my first main goals. I had to convince the council: ‘I understand it’s a huge investment, but without fuel, your chances of having much air traffic are just slim to none. People aren’t going to come by here unless you have fuel, you know?’”

Ohman continued, “The airport is super important to the community. We have a ton of agriculture around here. My husband and I are actually the ones that own the aerial spraying business that is based at the airport. Being in touch with the community for that operation is huge. Most traffic here is agriculture aviation, but we also have a lot of oil and gas operations in the area. When I first started, there was an oil boom and companies would come in from Dallas, Kansas City to this airport because we were able to give them a courtesy car. It was very convenient for them, and we had a lot of traffic. Because we are an hour away from Oklahoma City by car, it’s nice to be able for people to come to a smaller airport like us and for it to still be convenient with services that larger airports have.”

The investments that have occurred in recent years help to ensure an optimistic future for the airport. “These improvements are definitely not where we stop. Our next goals are expanding for new hangars, for individuals to be able to build their own hangars on the west side of the airport—which is undeveloped at this time. First, we are going to get taxiways on the west side completed, so people are able to build, and then an update to our terminal building, which is an older building.” 

The post Oklahoma Banking on Watonga Regional Airport Runway Upgrades appeared first on FLYING Magazine.

What has long been expected amongst Washington, D.C.-area pilots has now come to pass: As of November 30, airport operations at Washington Executive Airpark (W32), in Clinton, Maryland, have officially ceased.

Also known as Hyde Field, the privately owned, public-use airport closed last week following bankruptcy proceedings. The new owners, Ryan Homes, have taken over, and it did so with no intention of maintaining airport operations. 

The bankruptcy had been brewing for some time, with a combination of factors contributing to the field’s slow erosion and shutdown.

“We’ve known about Hyde for a good 20 years now, so it’s not a surprise,” said Ashish Solanki, director of the office of regional aviation assistance for the Maryland Department of Transportation’s Aviation Administration, in an interview with FLYING. The end feels abrupt, regardless.

One of the ‘DC3’

The airport falls within the roughly 15-nm flight restricted zone (FRZ) surrounding the nation’s capital and based on the DCA VOR. When the terrorist attacks of 9/11 closed down airspace temporarily around Washington, three GA airports within the ring also closed for a period, at first only reopening to those pilots and aircraft owners based there. Now, pilots who go through a vetting process can obtain a code to use these airports, which also include Potomac Airfield (KVKX)—nearly adjacent to Hyde—and College Park Airport (KCGS).

While operations at College Park and Potomac remain rather vibrant, Hyde has suffered from a slow drain of investment and based airplanes. In recent years, the field’s private owners have operated under bankruptcy, with leases termed month to month, according to Solanki. Some owners sought hangar space elsewhere—but that’s at a premium in the D.C. region, as it is in most metro areas.

Less than a dozen aircraft remain today, likely with owners who are away or in the midst of maintenance. Though the new airport property owner has been public about the closure and discontinuance of operations, anecdotally it is working with individuals on the movement of aircraft from the field.

“We still have viable airports in the area, and that’s what we have been encouraging as outreach,” said Solanki. “There are tiedowns and open ramp space available—but hangar space is much tighter. We’re seeing interest but not much momentum on developing new hangar buildings.”

Potomac and Maryland Airport (2W5) in Indian Head lie nearest to Hyde, and both airport owners have expressed interest in constructing more hangars, according to Solanki, but there are challenges in financing as well as in permitting. There’s a longer time frame involved than the end of the year, obviously.

And, with relatively low hangar rents at the now-closed Hyde, tenants forced to move will likely encounter an increased monthly outlay once they do secure a hangar.

On Privately Owned Airports

FLYING asked Solanki about the unique relationship that exists between private owners of public-use airports, and the aviation community in Maryland. In general, whatever the owner wants to do with the airport in the future, “that’s fine, but for now you are a public-use airport—so there’s an expectation. Maintain the runway, lights, and basic services.” 

Another Maryland airport inside the special flight rules area (SFRA) and under the Washington Class B also faces an uncertain closure time frame—Freeway Airport (W00), in Mitchellville. Its private owners have inherited the property from the original family members that built it—and they already have an exit plan secured with a land developer.

The plans are in place to move quickly to settlement once the developer is ready to pull the trigger, but they need to secure the permits for the development first, which may take another year or 18 months. Aircraft owners will need to determine the timing of their exodus soon, too.

The post Hyde Field Closes, Bringing ‘The DC3’ Down to Just Two appeared first on FLYING Magazine.

With Black Friday and the holiday shopping season just days away, we are looking at retail destinations for pilots. In the name of efficiency, we picked some of the nation’s largest with the idea of completing as much of our shopping as possible at one place.

• READ MORE: Celebrating July 4th: Six Patriotic Flying Destinations

Shopping malls have long been popular stops for road trippers but they also make sense for aviators because there are usually airports nearby. In some cases the airspace might be challenging but worth the extra work given the potential time savings. Some of the malls listed here represent watersheds in retail development. The airports also have interesting stories that pilots are likely to appreciate.

Minneapolis-St. Paul International Airport (KMSP)

Mall of America

Bloomington, Minnesota

While not everyone is up for the challenge of landing at a busy commercial airport like KMSP, and airport officials “encourage” private and corporate flights to use the area’s feeder airports, its proximity to the destination might tempt you. The mall, the largest in the U.S., which includes a Nickelodeon Experience theme park, is essentially across the road from the airport. If you haven’t talked to ATC lately and feel out of practice, you might try South St. Paul Municipal (KSGS) about 13 statute miles to the east or Flying Cloud (KFCM), about the same distance west.

Teterboro Airport (KTEB)

American Dream

East Rutherford, New Jersey

Teterboro sits seemingly wedged into an impossibly dense industrial zone within New York airspace, which is among the nation’s busiest. It is also clearly corporate jet territory. Peering through the airport fence one is hard-pressed to spot small piston aircraft. But you certainly can land there. Just be on your toes. Once on the ground, you will be just a few miles from the American Dream Mall, a project that for years looked like it would never open. Today it is famous for its indoor ski slope, waterpark and Ferris wheel.

Van Nuys Airport (KVNY)

Westfield Fashion Square

Sherman Oaks, California

This mall isn’t as vast as some others in this group—some reviewers even call it “intimate.” But it is easily big enough to fill your day with shopping. Best of all it is only about 10 minutes from Van Nuys Airport, which opened in 1928 and is packed with aviation history. The field hosted P-38 Lightning squadrons during World War II and Air National Guard F-86 Sabres during the 1950s. Aviation legend Clay Lacy helped develop and market the early Lear 23 jets, essentially creating the business jet industry. His company, Clay Lacy Aviation, is still based there. 

Sugar Land Regional Airport (KSGR)

The Galleria

Houston, Texas

Known for its barrel-vaulted glass roof and ice rink, this mall was a big deal when it opened in 1970. Conceived by real estate developer Gerald Hines and inspired by the Galleria Vittorio Emanuele II shopping arcade in Milan, it is the largest mall in Texas—which says a lot— and among the top 10 in the U.S. Sugar Land Airport was a privately owned field when it opened in the early 1950s as Hull Field, named for Dr. Donald Hull, an oral surgeon who worked for the department of corrections and commuted by air across the state providing dental care to prisoners. Decades later the City of Sugar Land acquired the airport. 

Opa Locka Executive Airport (KOPF)

Aventura Mall

Aventura, Florida

Aventura Mall is known for its extensive skylight roofs and a huge outdoor tower with spiral slides for people to ride. Founded in 1927 by aviation pioneer Glenn Curtiss, the airport’s early history includes Navy dirigible operations. The U.S. airships Akron and Macon operated there and the German Graf Zeppelin also made a highly publicized visit. The airport’s blimp hangar housed Cuban refugees during the 1980 Mariel Boatlift and served as a temporary workshop for the artist Christo during his 1983 “Surrounded Islands” project in Biscayne Bay. Several “Miami Vice” episodes used the airport as a backdrop and the hangar, after falling into disrepair, was blown up in 1994 for the final sequence of the film “Bad Boys,” according to the Miami-Dade Aviation Department.

The post Staging a Black Friday Fly-In: Airports Near Shopping Malls appeared first on FLYING Magazine.

There was a time, mostly during aviation’s golden age, when airports were judged by their hangars. Yes, trends in transportation architecture produced spectacular terminal buildings during the same period, but big, beautiful hangars arguably suggested more about the impressive machines housed within.

Some hangars are fairly famous, like Hangars 1 and 2 at New York’s Floyd Bennett Field. Recently restored after years of neglect, they served as a backdrop for numerous important aviation events, including Howard Hughes’ record-setting flight around the globe in 1938. Hangar 1 at Lakehurst, New Jersey, famous for housing the zeppelin Hindenburg, is among the best-known structures of its type.

• READ MORE: Historic Hangar One Getting Google-Funded Makeover

But there are many lesser-known historic hangars at general aviation airports across the U.S. that make easy, interesting destinations for pilots. Some have been turned into museums while others sit empty, hopefully awaiting restoration. The following are just a few examples, and a little research might uncover more, possibly closer to your home airport.

Hangar 1

Cape May County Airport (KWWD)

Wildwood, New Jersey

Built from a kit following the outbreak of World War II, this hangar was the center of Naval Air Station Wildwood, a training base for dive-bomber crews from 1943 through 1945. It housed a number of airline operations after the war but later fell into disuse. Restored during the 1990s, the hangar is now home to the NAS Wildwood Aviation Museum, with a collection that includes a Grumman TBM Avenger and an F-14 Tomcat.

Ford Hangar

Lansing Municipal Airport (KIGQ)

Chicago, Illinois

Noted architect Albert Kahn led the design and construction of this hangar in 1927 as part of Ford Motor Co. founder Henry Ford’s plan to build Ford Trimotor aircraft and to link his manufacturing plants in the Chicago area with those in Detroit. During a time when aircraft hangars tended to be poorly built, seemingly temporary structures, the Ford hangar set new standards. Its cantilever roof allowed an unobstructed floor by eliminating support pillars while huge windows let in natural light.

Curtiss-Wright Hangar

Jim Hamilton – L.B. Owens Airport (KCUB)

Columbia, South Carolina

Curtiss-Wright Flying Service built this hangar in 1929 with the now-classic high, barrel-shaped roof and flat-roofed, side-wing structures that characterized hangars of the 1920s. Curtiss-Wright, later known for building fighters during World War II, also constructed and operated several airports between the wars. The National Register of Historic Places added the hangar in 1998, and 20 years later, following restoration, it opened as the Hunter-Gatherer Brewery.

King Airfield Hangar

Taunton Municipal Airport (KTAN)

East Taunton, Massachusetts

What became Taunton Municipal Airport/King Field began as a private airfield on the King family’s dairy farm, known as King’s Field. The Kings built the hangar in 1919 and offered airplane rides and flying lessons in a Curtiss Jenny. The fleet grew to include an air-taxi service, and the Kings’ operation essentially became an FBO as more pilots began keeping their aircraft at the field. The National Register of Historic Places listed the hangar in 1984.

Goleta Hangars

Santa Barbara Municipal Airport (KSBA)

Santa Barbara, California

These hangars dating to the early 1930s appear in numerous photographs of the airport during the golden age of aviation, when General Western Aero Corp. built airplanes there. By 1936, United Airlines operated its Boeing 247 airliners from the field. About a decade ago, an airport-improvement project threatened to destroy the buildings and, ever since, advocates for their preservation have worked to save them.    

The post Aviation Architecture Tour: Five Airports With Historic Hangars appeared first on FLYING Magazine.

There are a couple of great airport options for those flying into the Asheville, North Carolina, area.

Asheville Regional Airport (KAVL)

Asheville, North Carolina

Asheville Regional Airport is located 9 miles south of the city. The airport elevation is 2,164 feet and it sits in hilly terrain. The runway is orientated 17/35 and measures 8,001 feet by 150 feet. Right traffic is used for Runway 35.

• READ MORE: Explore the Eclectic Vibes of Asheville

When approaching from the south, be mindful of a series of smoke stacks, the highest of which is noted on the VFR sectional at 2,562 feet msl, and located approximately 8,688 feet from the approach end of the runway. The airport is located within Class C airspace, so be ready to contact Asheville Approach within 20 nm of the facility.

• READ MORE: Fly These Aircraft to Asheville

For IFR pilots using the ILS and RNAV approaches, refer to the notes for special takeoff minimums on the departure procedures. The airport offers 100LL and jet-A fuel, and it serves commercial airline traffic as well as flocks of migratory birds, so don’t be surprised if you are sharing the pattern.

Hendersonville Airport (0A7)

Hendersonville, North Carolina

Hendersonville Airport (0A7) is located 2 miles to the east of Hendersonville, North Carolina. The airport elevation is 2,084 feet and the runway, 15/33, measures 3,075 feet by 40 feet. Users should note: The airport is limited to daylight operations only, as the runway markings are faded. There are no instrument procedures for this airport.

Pilots are urged to use caution when landing when the winds are greater than 10 knots. There are numerous obstacles on the north side of the runway including fences, a road, and 60-foot trees that are some 80 feet off the extended centerline. There is also a hangar located 90 feet to the left of Runway 33. Beware of the aircraft parked just 40 feet from Runway 33.

The airport is privately owned but has public-use privileges. It was established in 1932 and still has that vintage vibe to it, which dovetails nicely into the air museum located next door. Hendersonville has hosted a few famous visitors, including President George H.W. Bush, who landed there on board Marine One en route to a campaign stop.

This article was first published in the 2022 Southeast Adventure Guide of FLYING Magazine.

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