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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Searidge did not respond to a request for comment. 

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

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

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

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

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

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

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

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

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

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

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

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

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

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

You can find Wooly Green Grazers on Facebook.

The post Sheep Thrills at Appleton Airport appeared first on FLYING Magazine.

In response to community concerns over lead exposure from piston aircraft, the Rocky Mountain Metropolitan Airport (KBJC) in Broomfield, Colorado, has announced ambitious plans to transition to unleaded fuel three years ahead of the FAA’s deadline.  

In unveiling its intent, KBJC said it is already in the process of transitioning to UL94 unleaded aviation gasoline with a completion goal of fall2024. Additionally, as 100UL becomes more widely available, KBJC said it will “proactively and fully” transition to 100UL in the next two to three years—well ahead of the FAA’s 2030 deadline. 

“Our team’s commitment to innovative solutions and community collaboration is why the airport’s full transition will be well in advance of the FAA deadline,” said KBJC director Paul Anslow. “The aviation industry is working to scale production of 100UL for the larger market, and we feel confident that availability will rapidly increase while the price decreases. Our goal is to be the first airport in the state [of Colorado] that fully transitions to unleaded fuel.”

• READ MORE: G100UL Avgas Replacement Set to Soon Hit Pumps

Like several airports across the country, KBJC has faced harsh criticism from nearby residents raising health concerns when it comes to lead poisoning from piston aircraft. Residents have also complained of the uptick in air traffic at KBJC. According to AirNav, as the third-busiest airport in Colorado, KBJC sees an average of 718 operations per day with 476 aircraft based on the field including single- and multiengine piston, jets, and helicopters. It has also been reported that the additional activity has locals fearing the lead situation is worsening.  

According to a local news source, the town of Superior sent a letter to the FAA and Jefferson County Commissioners asking to make unleaded fuel available at KBJC.

• READ MORE: Federal Funding Could Speed Development of Unleaded Aviation Fuel

“The Superior Town Board [of Trustees] is concerned about the continuing and irreversible damage that lead air pollution from avgas inflicts on our community—particularly to the health and development of exposed children,” the letter stated.

Other Colorado airports have also taken advantage of UL94. In May, Centennial Airport (KAPA), located southeast of Denver in Englewood, became the first in the state to offer unleaded aviation gas. 

According to Anslow, KBJC’s purchase of a new fuel truck and storage tank for the unleaded fuel has charted the course for the transition to be complete by 2024. 

“This transition is about balance and innovation,” said Jefferson County commissioner Tracy Kraft-Tharp. “Responsible airport development brings jobs and opportunity to the county’s residents and businesses while protecting the quality of life of our citizens.”

The post Rocky Mountain Metropolitan Airport Announces Ambitious Plans for a Lead-Free Future appeared first on FLYING Magazine.

Last week two alderpersons on the Common Council in Portage, Wisconsin, proposed a resolution to facilitate the permanent closure of the city’s airport. 

On Thursday night, the council will vote on a resolution, but that doesn’t mean the Portage Municipal Airport (C47) will close, stressed city administrator Michael Bablick.

According to Bablick, the resolution as written directs city staff to contact the Wisconsin Bureau of Aeronautics and the FAA to determine what steps would need to be taken to shut down the 106-acre, city-owned facility and potentially sell the property to a developer. 

Bablick, who has served in his role with the city for just a few months, said  the airport has been a topic of discussion for decades.

Leif Gregerson, president of Experimental Aircraft Association Chapter 371 based at the airport,  pointed out that what makes the airport property so valuable is its field elevation of 824 feet, which puts the land above the floodplain for the Fox and Wisconsin rivers. 

“There have been grumblings about closure of the airport for years,” Gregorson said. “It is in the city limits, one of the few spots considered prime building location because most of the city is located on wetlands.”

According to Airnav.com, there are 21 single-engine aircraft based at the airport. Most of the traffic is transient, as the airport is a popular destination for cross-country flights.

Gregerson said that during EAA AirVenture, the aviation convention that attracts pilots from all over the world, the airport gets very busy as a popular fuel stop or a divert airport when Wittman Regional Airport (KOSH) in Oshkosh is closed because of the air show or field capacity—or when the weather turns sour.

“We’re just 50 miles away from Oshkosh,” Gregorson said, “which makes the airport very convenient for pilots. Our EAA chapter sells food during that time, so the pilots don’t have to walk down the street to the convenience store.”

Other EAA activities held year-round include Young Eagles rallies and pancake breakfasts, which Gregerson said are usually well attended.

Airport History

Portage Municipal Airport was privately constructed by the Mael family in the early 1940s. The airport has two runways: 18/36, measuring 3,770 by 60 feet, and 4/22 ( 2,688 by 40). At the time, the property was a flat spot outside of town.

“In 1961 the Mael family donated the airport to the city,” said Bablick, adding that it costs the city approximately $100,000 a year to operate the facility, representing about 1.25 percent of its annual budget.

Over the decades, the city grew to a population of approximately 10,500, and the airport is surrounded by light industry and housing developments. In addition, it is hemmed in by infrastructure.

“Interstate 39 is extraordinarily close to the airport on the north, and on the south end are high tension wires, cutting off the ability to expand the north-south runway,” Bablick said.

“The high tension wires shouldn’t have been put there,” Gregerson said. “The city didn’t have the foresight to create ordinances and setbacks to protect the airport. The city did not establish any ordinances that would have protected the airport against encroachment by businesses and residential development or height restrictions.”

As an example, Gregerson, a 20-year pilot, mentioned that at one point the city was using land off the extended centerline of the runway as a dumping ground for brush and weeds cleaned up from different parts of the city. The pile grew so tall that it became a hazard for air traffic, forcing the airport manager to take the issue to public works to get it relocated so it was not situated off the end of the runway.

“The city is not anti-airport,” said Bablick, noting the idea of building a new airport in a different location has been discussed since 1965. “When there was a development plan for the airport, [it] noted deficiencies of the current property, which included the inability to extend the runway. People have been saying ‘we’re 20 years away from a new airport’ for 30 years. Twenty years ago, the city purchased farmland to the north to build a new airport, but it didn’t work out, and that resulted in bad blood with the FAA.”

Bablick said the city has never accepted funds from either the state bureau of aeronautics or the FAA for airport improvements, although the airport could benefit from infrastructure enhancements like new pavement. When an airport sponsor accepts state or federal grant funds, it often comes with the caveat that the facility must stay open and  for a specific amount of time, perhaps as long as 20 years, depending on the size of the grant.

The airport is part of the FAA National Plan of Integrated Airport Systems for 2021-2025 as a general aviation facility, even though the city has never accepted funds from the FAA or the Wisconsin Bureau of Aeronautics.

The state bureau referred questions from FLYING to the city of Portage, and the FAA did not respond to queries by press time.

The Pilots React

When the aviation community learned of the resolution to explore the closure process, it was quick to sound the alarm. Portage city hall has been flooded with emails and phone calls urging the council to vote against the resolution to keep the airport open.

The resolution is expected to be heard at the August 24 meeting at the municipal building council chambers, located at 115 West Pleasant Street in Portage. The meeting, scheduled to begin at 7 p.m. CDT, will also be broadcast on YouTube at the following link:

The post Future Looks Questionable for Portage Airport in Wisconsin appeared first on FLYING Magazine.

Amid numerous reports of runway incursions and other problems with aircraft separation at airports, the FAA has announced it will hold runway safety meetings at roughly 90 airports across the U.S. The list of airports includes many Class C and  D fields with extensive GA operations.

Known as Runway Safety Action Team (RSAT) meetings, the events are designed to bring together representatives from the FAA’s air traffic organization, Part 121 and 135 operators, pilots, airport vehicle drivers, and others at each airport to identify safety risks and develop mitigation strategies. The meetings are to take place through the end of September.

• READ MORE: FAA Investing $100M in Bid to Curb Runway Incursions

The meetings, to be conducted annually at airports with control towers, serve as forums for addressing airport-specific safety issues in the surface environment. Participants at each airport are expected to produce a Runway Safety Action Plan under which they agree to make specific efforts to improve surface safety, the FAA said.

“Sharing information is critical to improving safety,” said Tim Arel, chief operating officer of the FAA’s Air Traffic Organization. “These meetings, along with other efforts, will help us achieve our goal of zero close calls.”

• READ MORE: FAA Issues New Airport Safety Rule

Major airports with runway safety meetings coming up soon include Ronald Reagan Washington National (KDCA), La Guardia (KLGA) in New York, Dallas-Fort Worth International (KDFW), Cleveland Hopkins International (KCLE), Baltimore/Washington International Thurgood Marshall (KBWI), Reno-Tahoe International (KRNO) in Nevada, and Birmingham-Shuttlesworth International (KBHM) in Alabama.

The planned meetings are the latest of several FAA actions this year aimed at improving safety on and around runways, including the mitigation of potential runway incursions. In February the agency issued a Safety Call to Action after a number of reported airport incidents, and it held a Safety Summit in March. The FAA said the summit “resulted in a commitment from the FAA and aviation community to pursue a goal of zero serious close calls.”

The FAA also published a runway safety fact sheet as part of its overall runway safety program.

The post FAA Plans to Hold Runway Safety Meetings at Airports Across the U.S. appeared first on FLYING Magazine.

The U.S. is committed to eliminating aviation emissions by 2050, and airports may be the first part of the industry to decarbonize.

On Tuesday, the FAA announced it has awarded $92 million in grants to 21 airports across the country. The funding will help airports reduce their Scope 1 and 2 emissions by installing solar panels and electric infrastructure (such as buses or charging stations), conducting electrification studies, and transitioning to unleaded fuel for piston-engine aircraft.

The funding is part of the FAA’s Airport Improvement Program (AIP), which will allocate supplemental discretionary grants worth up to $268 million by the end of September 2024. The AIP in turn falls under the agency’s Airport Climate Challenge, a collaboration between itself and U.S. airports to support the Biden administration’s net-zero objectives.

“We need to help airports transition their operations as quickly as possible to renewable power,” said Shannetta R. Griffin, P.E., associate administrator for airports at the FAA. “Our investments keep us on track for the net-zero goal.”

The FAA has already awarded more than $1.5 billion through standard and discretionary AIP grants in 2023—the full list as of June 15 can be found here. But the funding announced Tuesday is intended for specific sustainability projects at specific airports.

Indianapolis International Airport (KIND), for example, received about $22.5 million to build “energy efficient infrastructure” and install solar panels. Phoenix Sky Harbor International Airport (KPHX) received another $20 million to design and build “solar parking structures.”

An additional $4.2 million went to El Paso International Airport (KELP) in Texas, and Southeast Iowa Regional Airport (KBRL), La Porte Municipal Airport (KPPO), Centerville Municipal Airport (KTVK), and Decorah Municipal Airport (KDEH) in Iowa to install solar panels.

The FAA also awarded $44.5 million for airports to purchase electric vehicles, like buses, and electric transportation infrastructure like charging stations. About one-third of that money went to Portland International Airport (KPDX) in Oregon to build infrastructure for zero-emissions vehicles.

The rest of the money was spread across 12 airports, which are expected to spend it on electric buses and other zero-emissions vehicles, as well as chargers.

One airport, Prescott Regional Airport (KPRC) in Arizona, also earned $243,000 to devise a plan to safely transition its piston-engine planes to unleaded fuel.

The AIP grants support the aims of the U.S. Aviation Climate Action Plan, a November 2021 initiative by the FAA supporting the White House’s decree to eliminate aviation emissions by 2050. So far, the program has allocated $100 million to research fuel-saving technologies and noise reduction and $327 million to electrify airport gates and vehicles. 

Another $35 million went to universities to help build sustainable aviation fuel (SAF) supply chains and reduce aircraft fuel burn and taxi time. Per the International Air Transport Association, SAF production tripled in 2022, and the White House introduced the SAF Grand Challenge in 2021 to support the production of 3 billion gallons per year by 2030.

According to the FAA, several airports have already reduced emissions significantly, among them Hartsfield-Jackson Atlanta International Airport (KATL), Dallas-Fort Worth International Airport (KDFW), and Denver International Airport (KDEN), the three busiest in the country.

However, aviation still contributed around 2 percent of U.S. greenhouse gas emissions in 2022, which doesn’t sound like much—until you do the math. Per the International Energy Agency, the U.S. emitted 4.7 gigatons of CO2 last year, which means the aviation sector accounted for around 940 million metric tons. That’s equivalent to what a combined 11.8 million homes would produce in a year from energy consumption.

The FAA will continue to award AIP grants through 2024, including via its Voluntary Airport Low Emissions (VALE) and Zero Emissions Vehicle and Infrastructure Pilot (ZEV) programs, which are available to certain airports based on need.

The post FAA Awards $92M for Airport Net-Zero Emission Goals appeared first on FLYING Magazine.

As I looked down at the scenic Hudson River Valley during a flight to Albany, New York, (KALB) this week, I thought about aviation pioneer Glenn Curtiss, who made a similar trip more than 110 years ago.

Curtiss flew lower and slower, kept an eye on chimney smoke to help in reading the wind, and made two pit stops on the way. In my case the Garmin G5 in my Commander 114B’s panel displayed a small arrow indicating wind direction and speed. I didn’t need to follow the river closely because I could track the magenta line on the GPS screen. In truth, I left that to the autopilot for much of the flight. This might have offended Curtiss. In his day flying was a physically demanding challenge.

• READ MORE: Lonely Airport With Long Runway, Interesting History, Seeks Visitors

At 5,500 feet I felt relaxed as I tweaked power settings, adjusted the cabin air vents, and took in the scenery. After clearing the hills about 30 miles south of Albany, I descended to 3,500 and called Approach. I was making a round trip from Sussex Airport (KFWN) in New Jersey as part of a long-term study of our vast airport network, including Albany’s fascinating history.

Traffic was moderate, so I received several vectors before reaching a left base for Runway 19, switching to the tower and being cleared to land. “Number two behind the 757 on a right base,” the controller said, with a note to be mindful of wake turbulence. That was my first time following an airliner to the runway. I think Curtiss would have been impressed by that experience but still would have considered me a bit too sheltered in the Commander’s comfortable cockpit.  

For the 1910 flight, he sat on a plank-like seat of his Curtiss Pusher in the open air. He wore fishing waders, leather jacket, and hat for warmth, goggles for protection, and flotation gear in case he had to ditch in the Hudson. The airplane had emergency floats as well. It might have seemed as if he was flying across an ocean instead of down a river.

• READ MORE: Why Haven’t You Flown to Ellenville Yet?

But consider the era. It was May 29, 1910, when Curtiss took off from a farm field on the outskirts of Albany for a flight to Manhattan. Aviation was in its infancy. Curtiss and other pilots typically flew their machines around fairgrounds or parade fields, where a lap or 

two would impress audiences. But the distance of about 130 nm to Manhattan was considered so far that the New York World newspaper offered $10,000 to the first pilot to complete the one-way trip. Curtiss got to choose which direction he would fly and decided on traveling southbound due to favorable winds, according to the Glenn H. Curtiss Museum in Hammondsport, New York. 

• READ MORE: Flying to Historic Kingston, New York

After about two and a half hours, Curtiss arrived in New York City to claim his prize. There were still decent landing fields available in the area back then, and no Class B airspace limiting a pilot’s options. Curtiss easily set a distance record and took credit for the first true cross-country, point-to-point flight in the U.S. The feat also changed the outlook for aviation, confirming its potential as transportation, not simply entertainment.

Years earlier I covered some of the same territory as a student during my long cross-country solo. Flying the middle leg between Columbia County Airport (1B1), just south of Albany, and Orange County Airport (KMGJ) in a Cessna 172M with a sectional on my lap (no GPS), I realized I could follow the Hudson south for at least 30 nm before having to turn west toward Orange. This was a revelation at the time.

The route I took was longer but more interesting than the direct version. It was February, the river was frozen, and I could see icebreakers at work, fighting to keep the shipping lanes open. This diversion was precious. It gave me a better feel for the airplane, the local landscape, and my navigational capabilities. I was not ready to cross an ocean yet but was confident I could still find Orange County on my new course.

For Curtiss, the river was the most reliable guide into the city. Today we can use GPS, VOR, and detailed charts. We can also follow interstate highways or simply aim for the prominent skyline. These resources were not available to Curtiss. Aviation has come a long way.

So has the Albany Airport. From farm and polo fields that early pilots used to the 1928 version with multiple turf runways to today’s international facility, the place has long been a hub of aviation activity and continues to be an inviting destination for general aviation. Million Air, the FBO, is a great spot for meetings or to pick up a rental car. There are crew cars for shorter trips into town.

The tower was sympathetic as well. As I taxied to the FBO, I heard a controller tell a Southwest 737 that was about to turn from a parallel taxiway to “make way for the Commander on your right.”

It felt like they had been looking forward to my arrival.

The post Recalling Glenn Curtiss on a Flight into Albany International appeared first on FLYING Magazine.

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

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

• READ MORE: FAA Establishes Independent Safety Review Panel

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

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

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

• READ MORE: FAA Establishes Independent Safety Review Panel

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

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

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

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

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

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

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

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.