The company on Tuesday announced a partnership with California-based vertiport developer and operator Skyway Technologies to install eVTOL hubs in South Florida and Puerto Rico. The partners plan to release more information on locations and routes in those markets in the coming months, with plans to launch service in 2026.

“Our partnership with UrbanLink is advancing the industry towards launching operations in the United States,” said Clifford Cruz, CEO of Skyway.

Similar to a heliport, a vertiport allows an eVTOL aircraft to take off and land vertically, with additional infrastructure for electric charging. In addition to design and operation, Skyway provides vertiport services such as air traffic management and mission planning.

The partnership is UrbanLink’s second in as many months following an agreement with Texas-based Ferrovial Vertiports to build a network of hubs in South Florida and the Los Angeles metro area.

Both collaborations are intended to set the stage for Lilium Jet operations across networks linking the takeoff and landing locations. The sites are also meant to serve “the broader [advanced air mobility (AAM)] industry,” UrbanLink says.

“In order to finance and build the vertiports needed to support the AAM industry, it is crucial to have multiple partners,” said Ed Wegel, who founded UrbanLink earlier this year and serves as chairman. “We are impressed with Skyway’s understanding of our business and their commitment to delivering well-designed, safe, and efficient vertiports in the U.S. and Caribbean.”

The operator is eyeing a 2026 U.S. commercial launch, which is in line with Lilium’s projections for when its flagship Lilium Jet will be ready for service.

The manufacturer is so far the only company to receive certification bases from both the FAA and European Union Aviation Safety Agency (EASA) for a commercial eVTOL design. It intends to fly on both sides of the Atlantic, as well as in the Middle East.

The Lilium Jet is expected to cruise at 162 knots on city-to-city trips spanning 25 to 125 sm (22 to 109 nm). It uses a propulsion system seldom seen on eVTOL designs, with a pair of electric motors feeding 10 independent battery packs that power 36 electric ducted fans embedded in the aircraft’s fixed wings. These allow it to hover and take off vertically like a helicopter, with minimal noise production or impact on cruise performance, Lilium says.

By contrast, manufacturers such as Archer Aviation and Joby Aviation employ tilting rotors and propellers that aid in both vertical and forward flight.

The unique propulsion system underwent initial testing in June ahead of the Lilium Jet’s first crewed flight, expected later this year. The manufacturer began building its first production prototype aircraft, which will be used to validate the design with regulators, in December.

Since partnering in May, Lilium and UrbanLink have moved quickly to target eVTOL jet operations in South Florida—which is poised to be Lilium’s U.S. base of operations—Los Angeles, Southern California, and Puerto Rico. Announcements for additional locations are on the horizon, they said Tuesday.

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FLYING has previously showcased some of the countries where the concept exists, from Sweden to South Africa and Australia to Costa Rica.

Another Central American nation can be added to the list with the introduction of Belize Air Ranch. The in-development community was created by Darla Zirbes and George Romine, two U.S. citizens who have been living and working in Belize for nearly six years.  

• READ MORE: Finding Freedom by Flying in Alaska

“…We have been here in Belize for about five and a half years, full time,” Zirbes said. “My dad bought the ranch, which is about 620 acres, in 2010. We have about 250 cattle here and have been developing the property [into an airpark].”

In the past few years, the land has changed a lot visually.

“The property was near and dear to Darla’s dad, but unfortunately, he got sick and could no longer take care of it,” Romine said. “At the time, I was working as an aircraft mechanic and in construction, which I had been doing for quite some time. We came down here and started building. We put in the roads, all of the fencing, cleared what needed to be cleared, and got the property and airstrip to where it is today.”

The 2,700-foot-long compacted limestone runway has an identifier of “LAF” and can be found at 17°11’49″N, 88°53’46″W. The initial plan was to build the airstrip for personal use only.

“I’ve been flying since 2000 and am also an A&P mechanic and builder,” Romine said. “We had an airplane here in Belize, and we kept it at another airport with a hangar. Then I thought, ‘Well, let’s just do it right here.’ So, we developed an airstrip in what was once a huge cornfield. It didn’t take long for us to build the runway. We used limestone taken from our property and had excellent heavy equipment operators to assist us. It was completed and approved by the Belize Department of Civil Aviation within a few months.” 

The idea to sell lots came naturally over time, and the current site plan calls for 20 hangar home residences. 

“There are a lot of pilots that come in and out of this area, and I didn’t really put a whole lot of thought into developing it as an aviation community for some time,” he said. “But after talking to some other local pilots and our family, we decided that we wanted to bring like-minded people here that like aviation and the freedom to fly.”

• READ MORE: Fort Worth Area Aviation Community Expands with Second Airpark

The community will emphasize aviation amenities, as well as the laid-back lifestyle afforded in the Central American country. Its picturesque location in the foothills of the Mayan Mountains ensures noteworthy views throughout the community, according to the couple.

The airpark is also completely off the grid at present, with utilities provided by solar systems with lithium-ion batteries for storage and backup generators, and water collection systems. High-speed internet is also accessible through a local  company. This all provides self-sufficient and sustainable living conditions for the airpark residents.

“We are trying to build a high-end airpark,” Romine said. “The home that we have just completed has 8,000 square feet…. It’s very large, with 3,000 square feet upstairs of living space with an air-conditioned hangar and a 2,000-square-foot veranda. It’s a very nice custom-built home, and those are the kind of houses [we will have] to try to keep it upscale. The idea is, as we sell more lots, to improve the community and airstrip by adding lighting to our runway and to pave it after there are enough people in the community.” 

Belize is a beautiful country along the Caribbean with a diverse natural landscape, from white sand beaches to dense forests. The couple expects that there will be a mix of full- and part-time residents at Belize Air Ranch and points out there are many reasons why it is an alluring place for retirees and others.

• READ MORE: Florida Rental Offers Escape With Oceanfront, Airstrip Views

“What is attractive to Americans and Europeans is that Belize is an English-speaking country, the only one in Central America,” Zirbes said. “You can also own your own property as a foreigner. Also, property taxes are very low. For example, we pay about $1,800 a year for our 620-acre ranch.” 

The first two individuals to purchase lots at the fly-in community are both from outside of Belize—one from Saint Martin and the other from Wisconsin. The couple also believes that the airpark will attract economic development to the region. 

There are many places within a two-hour flight of the airpark. One highlight is Flores, Guatemala, which is a colonial city situated beside a huge lake. Some of the world’s most renowned beaches are also a short trip away, including those in Cozumel, Cancun, Playa Del Carmen, and Tulum in Mexico.

“And here in Belize, there are a lot of small airports that are affiliated with world-class hotels,” Romine said. “There are lots of places in the area that are exciting places to visit and you can fly your plane into. Just a few examples are Blackbird Caye, the pristine lodges in Mountain Pine Ridge, Chan Chich at Gallon Jug Estate, and Lamani. The islands of Ambergris Caye and Caye Caulker are about 30 minutes from Belize Air Ranch as well. They have many lodging options, excellent restaurants, and lots to see and do.”

For those considering moving to an airpark in Belize, or just visiting the country, the couple has several options to stay on-site. La Familia Farms Lodge presently has five units with a large pool. Zirbes and Romine said that they can provide detailed information to guests about  Belize to include customs and immigration protocols, whether arriving by the airlines or in a private plane. 

Watch: Landing at Belize Air Ranch:

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According to Tecnam, the short field capabilities of the 11-place aircraft make it the perfect platform for a unique environment such as the West Indies.

Designed as a commuter and cargo aircraft, the P2012 STOL will be used for scheduled service from Pointe-à-Pitre International Airport (TFFR) in Guadeloupe to Gustaf III Airport (TFFJ) in St. Barth. The aircraft will be the first to be operated under the Air Inter Iles brand by St Barth Executive, with three flights per day and up to six flights per day during the high season.

The flight is less than an hour and will allow travel between islands that were previously only accessible by boat.

• READ MORE: EASA Certifies Tecnam P2012 Traveller STOL Variant

“We are delighted that St Barth Executive has chosen the P2012 STOL,” Giovanni Pascale, Tecnam managing director, said in a statement. “It is the right aircraft for their operations. We are proud to see our aircraft landing at this iconic airport.” 

The P2012 STOL is a turbocharged, twin-engine high wing aircraft that can be flown single pilot. Designers say the cabin is ergonomic and has excellent leg room and underseat storage.

“We are thrilled to begin a new era for St Barth Executive with new scheduled services betweenGuadeloupe and St. Barth,” said Vincent Beauvarlet, president of St Barth Executive. “We have been waiting for more than 10 years for a type of aircraft capable of flying between our islands, with very specific runways.” 

The airline also operates a fleet of Pilatus PC-12 NG/NGX.

• READ MORE: Kenai Aviation Adds Tecnam P2012 to Alaskan Fleet

Beauvarlet noted that the runways are short and very technical, requiring both an appropriate STOL aircraft and a pilot with good short field skills. The capability of the P2012 STOL allows St Barth Executive to expand its operation.

“No business plan was realistic until the launch of the P2012 STOL for our islands and the passenger, cargo, and medevac activities we need to develop,” Beauvarlet said.

The post Caribbean Charter Set to Be Tecnam P2012 STOL Launch Customer appeared first on FLYING Magazine.

Robert Moss, whose family presently owns the resort, advised that the resort’s airstrip (MYCH) was burdened with an interesting past. This was one significant hurdle that the previous owner, Moss’ late father-in-law Jerry Clayton, had to overcome when he purchased the resort in 1995. 

“My father-in-law was in the convenience store business, and owned 180 locations at the peak, and bought the place after selling his stores,” Moss said. “When he got out of the c-store business, he said, ‘Well, what do I want to do?’ He looked all over. [trying to find an existing resort or a suitable spot to build one], in Panama, Costa Rica, the Cayman Islands, the Bahamas, and other countries. He stumbled across this place and fell in love with it immediately.”

The reason the resort was for sale, Clayton learned, was that the remoteness of Cat Island served as an attractive spot for drug runners to stage their illicit cargo. Their activities attracted unwanted attention and threatened the future of the resort. 

“At least what I know about the airstrip is that it has an interesting and sordid history,” Moss said. “When Jerry discovered the property, the resort was basically shut down. The reason why was that the owner at that time was under indictment for drug distribution, and that airstrip was a place where they fly in drugs under cover of night. There were some bad things going on there. 

“My father-in-law was dealing with the son of the gentleman that was in trouble, and they worked out a deal for Jerry to buy it. But in doing that we had to have meetings with the DEA [Drug Enforcement Administration] and had to satisfy them that we were above board. We just wanted to run it as a legitimate resort and marina and got their blessing on the deal.” 

Negative attention from the government was only some of the baggage for the property. There was a substantial amount of work that needed to be completed to get the resort back on its feet. 

“From that point on, we took a lot of care in renovating this place,” Moss said. “When he bought the property, he renovated the hotel rooms (10 rooms between five bungalows), the clubhouse, and the bar, as well as resurfaced the airstrip, and expanded the marina by double—from 14 slips to 28. He also added a little six-home subdivision to the property and sold off a few of those.”

Outside of these improvements and continued maintenance over the years, the resort of the turn of the century does not look much different than the Hawk’s Nest of today. This visual familiarity is headlined by Jennifer Holder, the resort’s general manager celebrating her 24th season on-site in 2024. 

Both the marina and airstrip represent significant draws for visitors, according to Holder, especially considering the rarity of having both amenities in such close proximity. 

“Our ultimate customer is someone who has a vessel, as well as a plane,” Holder said. “They can fly into our airstrip and be on their boat in only seconds. One of the biggest attractions is that you can put [fishing] lines out right outside the cut because of the depth of the water. Only a hundred yards away, there is an 800-foot drop-off. Anywhere else, you usually have to travel pretty far [to find a suitable deep-water fishing spot]. You don’t have to wake up at the crack of dawn here to get a good day’s fishing in. You can just go out at 9 in the morning, catch some fish, and be back within a few hours, ready to spend the rest of the day on the beach.”

Some common species found offshore of Cat Island include blue marlin, sailfish, mahi-mahi, white marlin, yellowfin tuna, and several others. Whatever is caught can be cooked fresh any way desired at the on-site restaurant. Hawk’s Nest is not only a jumping off point for those looking to enjoy a casual day of casting and reeling, it also hosts annual tournaments, including the Wahoo Championship from January 21 to 24. The waters surrounding the resort are also favorable for other pelagic activities, such as bonefishing, free diving, kayaking, paddleboarding, shark “show feeding,” and snorkeling. 

“Hawk’s Nest is a place to completely decompress, because you’re forced to,” Holder said. “We don’t have Wi-Fi in the rooms as of yet, but we do have it in the clubhouse. And we don’t have television or phones or any of those distractions in the rooms, either. Families love coming here because of that. They’re playing checkers, chess, or other games and are forced to talk. You can’t find a lot of places like that anymore.” 

Holder has found that the refreshed pilots that stay at Hawk’s Nest are apt to spread their wings and experience more of the Bahamas’ nearly 700 islands. 

“But most of the pilots, they use our airstrip as a temporary home base to explore the southern and central Bahamas,” she said. “They will go have lunch in Stella Maris (MYLS), or fly around the Exumas, then come back here in the evening to enjoy the down-home Bahamian feel that our staff provides. They have all been there for as long as I have, so their service is consistent and very welcoming. It is like coming home for the pilots that stay with us.”

One pilot who has spent his fair share of time on Cat Island is Robert Chavez, who formerly flew a Cessna Grand Caravan for Clayton. Chavez provides an overview of what it’s like flying to the resort from eastern Florida, including required customs procedures.

“It is about a two-hour flight from Treasure Coast International Airport (KFPR) in Fort Pierce, which was where we would handle all of our eAPIS and customs stuff,” Chavez said. “We would leave Florida in the morning and clear the ADIZ. You fly a straight line from Fort Pierce to Cat Island and go over the top of Freeport, by Great Abaco, [some other islands], and then you see Cat Island. You will be flying low over the water and having a great view all the way there. 

“The first part you see of Cat Island is Arthur’s Town, which is on the north end of the island. We would head straight into New Bight [Airport (MYCB)], which is about halfway up the island, and that’s where we had to clear customs, since it’s the port of entry. Then it is about an easy 10-minute flight over to Hawk’s Nest, which is on the south end, or the ‘toe’ of the island. You land there, and then it is a short walk from the strip to the clubhouse or the resort. They also have a restaurant and bar there and bicycles you can use to go all over the island. Everything is conveniently located.”

Chavez also provided details about the runway itself, which he said is 80-foot wide and flanked by roughly a dozen and half tie-down spaces. The largest airplane he has seen use the airport was a Dassault Falcon 900. There is no fuel available on site, with the closest airport having it being Exuma International Airport (MYEF), roughly 30 nm southwest. 

Moss picked up where Chavez left off, noting that the 370 acres that make up the Hawk’s Nest footprint are prime for further development. He and his wife, Nicol, along with her sister Kathy Parker and her husband Charlie, assumed ownership of the resort after Clayton’s death in 2021. To their dismay, existing work and family commitments make it difficult for them to make the trek from their home bases of New Mexico and Texas, respectively, as frequently as they would like. So, they have decided to list the resort for sale and hope that a passionate owner continues building upon its storied legacy—the legal part, at least. 

The music video for country singer Kenny Chesney’s song ‘Save it for a Rainy Day’ was filmed at Hawk’s Nest. A seaplane makes several appearances in the video, showcasing the clear blue water surrounding Cat Island.

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

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

Pick Your Point

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

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

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

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

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

Marathon Key

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

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

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

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

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

Key West

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

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

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

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

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

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

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

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

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

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

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

Dry Tortugas

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

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

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

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

Private Islands—and Airports

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

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

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

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

So many options await for your Keys adventure.

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

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

In 1998—25 years ago—Air Journey was founded to help pilots achieve dreams of long-distance travel with their airplanes. The company now leads globally with its escorted flying journeys. The first trip took four GA pilots flying their airplanes to the southern Caribbean islands of San Salvador, Stella Maris, and Andros. Now, Air Journey has grown to a company approaching $10 million in sales and itineraries ranging from 4 to 76 days, and visiting up to 27 countries.

To celebrate the anniversary, Air Journey plans an extraordinary adventure, Islands of the Indian Ocean and Beyond, to transpire from May 24 to July 22 this summer. The trip will bring pilots flying their own aircraft to the islands of the Maldives, Seychelles, Mauritius, and Madagascar, along with excursions to Europe and Africa, including gorilla trekking in Rwanda.

“On our Escorted Journeys, pilots fly their own airplanes in small groups on prearranged itineraries by the AJ Team to destinations across the world,” said owner and founder Thierry Pouille in a release. “Every journey is led by experienced Pilot and Journey Directors and each leg is expertly created to accommodate single-engine turboprop to light-jet aircraft, never exceeding 1,100 nautical miles.”

A Journey for Everyone

In its release, Air Journey highlighted a few of its milestone itineraries over the years. “In 2007, the company launched the first Around the World Journey at Sun ‘n Fun [Aerospace Expo] and took off in 2008 for its Eastbound Around the World [trip]. Milestone destinations to follow included Africa in 2011, Australia in 2017, and the Islands of the Indian Ocean in 2022.” This year, 2023, marks another special journey for Air Journey—the first roundtrip circumnavigation of Australia and New Zealand via Europe in April.

How It Works

The Escorted Journeys come thoroughly planned and executed by the Air Journey pilots and facilitators traveling with you. However, if you want to travel independently, Air Journey also provides its Concierge Service for assistance with planning and is reachable during the trip. In partnership with several pilot and owner associations, Air Journey also organizes Association Journeys where pilots can fly with like-minded companions in similar aircraft models.

To learn more about Air Journey and access the 2023 trip calendar, visit airjourney.com or call +1 561-371-6661.

The post Air Journey Celebrates 25 Years with Islands Trip of a Lifetime appeared first on FLYING Magazine.

Premier Aircraft’s territory now stretches across half of the country, with sales and service bases in Fort Lauderdale, Florida (KFXE); Fort Worth, Texas (KFTW); and Norwood, Massachusetts (KOWD). It focuses on Diamond’s line of aircraft, including the DA40 NG, DA42, DA50 RG, and DA62, which can use a wide range of diesel fuels, including jet-A.

“We are extremely proud and grateful that Diamond Aircraft has selected us as their exclusive sales and service representative in these 21 Caribbean Island countries,” said Travis Peffer, CEO for Premier Aircraft Sales. 

“Our successful history as an authorized Diamond dealer began shortly after Premier opened its doors in 2003. Being awarded the Caribbean Island territory is the next great step in our long and successful relationship.” Premier will handle the territory from its location at Fort Lauderdale Executive Airport in Florida.

Selling Diamonds

Premier has sold more than 730 new and used Diamond aircraft over the course of its more than 20-year run, making it one of Diamond’s top dealers in volume.

“Premier Aircraft Sales has been a long-term successful dealer and service center for Diamond Aircraft,” said Annemarie Mercedes Heikenwälder, head of sales and marketing at Diamond Aircraft. 

“Premier boasts excellent sales in both new and used aircraft, but convenient and reliable service solutions throughout their territory. Headquartered in southern Florida, Premier is the gateway to the Caribbean, and we are confident they will serve this market very well.”

With the availability of jet-A throughout the Caribbean often more consistent than that of 100LL, the Diamond line should see good penetration into the regional sales market.

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In March, the company—an on-demand private charter and scheduled shuttle operator headquartered in Connecticut that operates predominantly in North America and the Caribbean—announced it was adding 20 new PC-12 NGX turboprops to its fleet in a deal that would make the company one of the largest Pilatus aircraft operators in the world. 

This expansion represents the growth the U.S. charter market has experienced in the last year. Many people expanded, then seemingly shifted their flying preference to private travel altogether. More airplanes also mean that operators have been hiring pilots amid a pilot shortage. 

The pandemic seemed to have made it worse. More broadly, sustainability has come more sharply into focus. Companies have had to take tangible steps to reduce their carbon footprint to please regulators and consumers. On top of that, the business aviation environment has never been more competitive as new players face a low barrier to entry. 

Putting all this together, it turns out that running an air transport business is no small task and requires relentless execution.

To make sense of all this, FLYING spoke with Tradewind’s co-founder and president, Eric Zipkin, about his company’s recent announcement and his perspective on how they’re preparing for what looks to be a busy summer season.

Fleet Expansion with Pilatus

“The last few years have been very good for us,” Zipkin shared over a Zoom call from his office in Connecticut. “This Pilatus order that we just announced was in the making well before COVID.”

Zipkin said the deal was first on the table for November 2019, but, sensing no pressure at the time, the company decided to wait until after that holiday season and planned to do it in the first quarter of 2020 instead.

“Lo and behold,” Zipkin said, “COVID hit.” With the Northeastern states being some of the ones hit the hardest at the initial stages of the pandemic, which came with immovable travel restrictions, it would seem that this could’ve been the beginning of the end for charter companies, especially with lighter aircraft types. 

“Fortunately, the world improved significantly,” Zipkin said.

Zipkin couldn’t predict the shift in customer demand that would take place and that, to get away, people would increasingly tap the charter market for options. The shift in work culture, from office-based to remote, also changed the way people used the service.

“We found that people, instead of traveling Friday and Monday, they’re going out on Thursday afternoon and coming back on Mondays,” Zipkin said.

For Tradewind, the company has spread out demand, whereas pre-pandemic travel consolidated around the weekend. So, instead of a simple fleet update, Zipkin said it was also time to expand.

“Originally, it was a fleet refresh deal. As we’ve seen the popularity of our services grow, it’s gone well beyond that,” Zipkin said. “It’s now a fleet growth deal.”

Dealing With The Pilot Shortage

With growth came the other challenge that no one company has completely figured out—a lack of pilots in “high demand.” Moreover, it’s the gap in the ability of small operators with outsourced training departments to get their pilots up to speed.

“It’s actually our biggest challenge right now—qualifying pilots. Due to the pandemic, there’s still a very big backlog in training pipelines and largely training simulators,” Zipkin explained. “We can’t put enough people through our training provider’s sim, FlightSafety, because FlightSafety is limited.”

Fortunately, the Tradewind’s partnership with JetBlue (NASDAQ: JBLU) came in the nick of time. In February 2022, Tradewind announced it joined JetBlue Gateways as a partner airline. The mutually beneficial partnership allows the following:

• Qualified pilot applicants from JetBlue’s career development program could fly with Tradewind to gain valuable experience preparing for careers as line pilots with the major mainline carrier.

• Existing Tradewind pilots now also had a clear path to JetBlue. 

• With the growth of private aviation, Tradewind could now stay on top of the heightened demand, with the average tenure of its pilots expected to increase by 20 percent and the number of new pilots in its pipeline expected to increase by 30 percent.

Zipkin spoke passionately about the need for the industry to address the pilot shortage to ease some of the burdens pilots have to carry. Otherwise, people might not find the career appealing. To do this, Zipkin suggested more effective local outreach programs, more straightforward training-to-jobs pipelines, and significant industry-wide investments in training.

“In the past, as an industry, we were relying on chance, that sooner or later, in roughly 5,000 hours, as a pilot, you would’ve seen multiple things”—like wind shear, air traffic delays, mechanical problems, or even interpersonal challenges in the flight deck. Now, he explained, “pilots don’t have the time,” presumably because of the pilot shortage, which has actually made it easier for pilots to make progress in their careers. So how do you ensure that pilots still have enough experience?

“We as an industry have to make much greater investments in training by building that sort of learning into more formalized processes.”

An Eye on Sustainability

Finally, with sustainability in focus, Tradewind announced an elevated carbon offset program in January of this year. For one, the PC-12 is already one of the most fuel-efficient aircraft on the market. However, the new program is actually an upgrade from its initial format. 

This new version sees the company automatically adding carbon offsets to all Tradewind-operated flights throughout North America and the Caribbean. Furthermore, the company said that all funds raised through the offset would continue to go to TerraPass, a social enterprise based in San Francisco that uses proceeds from partner companies to fund various greenhouse gas reduction projects.

“It’s part of our commitment and realization that alternative energy sources need to be part of our world going forward. It will allow us to give back specifically to communities that we serve in the Northeast and the Caribbean.”

He also said the company wants to be targeted in its approach to ensure that the funding goes to projects that have a tangible impact.

“What we’re working towards is going beyond is buying faceless carbon credits, but funding a specific project.”

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More than 20 years after that “guys flying trip” through the Caribbean, I can still picture the view out the front of that 310. More important, I can still remember some of the lessons learned. My companions were all multi-thousand-hour pilots with diverse flying backgrounds, and I received a priceless education over the course of that long weekend. Most of what I knew about flying were S-turns and wind-correction angles; these guys knew short-field landings, thunderstorm avoidance, flight-planning hacks, customs procedures and more. Even casual conversation contained valuable insights on flying in the real world.

There was certainly no syllabus there—lessons were delivered over grouper sandwiches, and our itinerary was determined by when we had our first piña colada—but it was a better flight school than any airline academy could offer. By the end of the trip, I could even tell a reasonably good flying tale (something I quickly realized was almost as important as making a good landing).

It’s easy to get nostalgic about such trips, but I really do believe this is the most overlooked part of flight training. Flight schools do a fine job of helping students pass the FAA tests, but they usually stop at the check ride. We love to recite the cliché that “a private pilot certificate is a license to learn,” but we rarely talk about how to seek that extra learning.

The best way to learn beyond the license is to spend time with other, more-experienced pilots. Whether you call it mentoring, initial operating experience (as the airlines do) or just hangar flying, this transfer of knowledge from old to young should be a deliberate part of your training plan. It doesn’t have to be a formal relationship, but no matter the situation, it’s valuable to have someone you can fly with—left seat or right—to see unique airports, experience challenging weather and gain perspective.

As the Bahamas example shows, step one is to find a mentor who will push you outside of your comfort zone. I know too many 500-hour pilots whose personal minimums haven’t changed since their student days. That conservative mindset may seem like a smart move, but it can reduce fun and utility if taken too far.

This doesn’t mean you should find a daredevil and go penetrate a thunderstorm, but it does mean you should be open to slightly uncomfortable situations. If your crosswind limit is 15 knots, find a pilot to ride in the right seat while you see what 25 knots feels like. If you’re instrument-rated and have never flown an approach to 300 feet, go try it with a safety pilot. Otherwise, you either won’t expand your capabilities or you’ll do it by yourself someday, potentially with dangerous results.

Read More: Pilot’s Discretion

A mentor is also valuable for delivering a reality check when you’re headed for a bad decision. But, remember, the reality check works both ways: Your decision-making process might be too cavalier (the typical example), but it also might be too conservative. A mentor can recognize a mismatch between skills and confidence, something that an anonymous user on an online forum can’t do.

Not all mentors are nice, which is why they aren’t called “friends.” The copilot for that landing in the Bahamas went on to be my instrument instructor, and while it’s no exaggeration to say his teaching saved my life, he also put me through the wringer. I heard others call him old-school. I certainly thought so one day in eastern Kentucky, when, 10 minutes after takeoff from an airport in the mountains, he keyed the mic and told ATC to cancel our IFR flight plan. I hadn’t flown the departure procedure correctly, and he was going to make an impression. We turned around, descended and parked at the FBO—with me stewing the whole time (definitely no grouper sandwiches or piña coladas this time). It was a little over the top, but I’ve never forgotten how important it is to fly the obstacle departure procedure in the mountains.

So, how do you find a mentor? This takes some work and some gumption. The best mentors I’ve had over the years didn’t think of themselves as one, and they didn’t exactly go around handing out business cards. It helps if you have a pilot in the family (thanks, Dad), but often relatives teach different lessons than other pilots.

Start hanging around the airport, whether it’s attending pilot meetings or just spending a few moments on the front porch of the FBO. See who’s doing your type of flying and who has a personality that is a good fit for you. Don’t pick the loudmouth or the know-it-all; pick the one with relevant experience and a good reputation.

Then find some way to be helpful. Don’t just ask for free advice; volunteer to clean the airplane, serve as copilot on an upcoming trip, or assist with some other task. In addition to being polite, this is also a great way to learn some new skills.

It’s not all on the new pilot. More-experienced pilots need to do a better job reaching out. Invite a newer pilot on a trip, provide suggestions, or simply answer the text when someone asks for advice. You don’t need to fly to the Bahamas to make a lasting impact.

This story appeared in the January-February 2021 issue of Flying Magazine

The post An Aviation Mentor appeared first on FLYING Magazine.

It’s a Tuesday morning in February, and I’m headed to work. Don’t cry too hard for me, dear reader; work in this case involves a round trip to Rio de Janiero and back in the 767. Today’s commute to my base airport is a rare two-legger, and on the first leg I’m traveling on an even rarer paid ticket. A few days ago Windbird made a beautiful starlit passage from tony St. Barth to the sunny isle of Antigua, which my employer serves but once a week. Thus I am starting my day by boarding a Winair Twin Otter bound for Sint Maarten (SXM). Accompanying me are my parents, who are heading home from nine sun-soaked days aboard Windbird, a welcome respite from an exceptionally snowy Minnesota winter.

I’ve always had a soft spot in my heart for Twin Otters, and also for Winair — officially, Windward Islands Airways. I’ve long maintained the notion that if my career path or my life took a hard left turn, I’d head down to the islands and get a job flying Twotters.

Actually, that’s not quite right; the fantasy really involves ferrying the Swedish Bikini Team around in a Grumman Albatross! Alas, openings for that particular job seem to be rather scarce, and today the Twin Otter, along with the Saab 340, DHC-8, ATR-42 and Britten-Norman Islander, are the primary aircraft that connect the long and intermeshed chain of islands that form the Lesser Antilles. Of those airplanes, the Twin Otter goes to all the coolest airports down here.

The first two Caribbean airports I flew to were San Juan, Puerto Rico, and St. Thomas, U.S. Virgin Islands. San Juan’s Luiz Muñoz Marin International Airport (TJSJ) is in all respects a normal American mainline airport, with air traffic control — more often than not delivered with a crisp Midwestern accent — radar and a couple of long runways with straight-in ILS approaches. St. Thomas’ Cyril E. King International Airport (TIST) is different. Here the restraints of limited flat terrain on a small island make themselves known, and only by reclaiming part of Brewer’s Bay did the locals build a relatively short 7,000-foot runway. There is a substantial hill just southeast of Runway 10, which results in special engine-out procedures and occasional load-limited performance for airline flights. I love flying the B757 into St. Thomas; deplaning is via airstairs, and as soon as you exit the aircraft and feel the warm, sticky caress of the trade winds, there’s no doubt that you’re back in the islands.

The farther you go down the chain, the more interesting it gets. Princess Juliana International Airport (SXM/TNCM) serves the dual-nationality island of Saint-Martin (France) and Sint Maarten (Netherlands). Here the 7,546-foot runway is sandwiched onto a sandy spot between Maho Beach and Simpson Bay Lagoon.

The former is world-renowned among airplane spotters as a picturesque place to capture photos of aircraft flying low over scantily clad holiday-makers; and also as a place for said holiday-makers, well-lubricated with Painkillers from the nearby Sunset Bar, to cling to the airport fence while being sandblasted by departing aircraft. From a pilot’s perspective, the landing is pretty standard, especially since the introduction of the RNAV approach; you barely notice Maho Beach passing underneath on short final.

The departure gets your attention. Taking off into the prevailing winds on Runway 10, you’re pointed straight at some sizable mountains, necessitating an immediate right turn over Simpson Bay Lagoon. If you lose an engine, you actually have to navigate visually between two hills to the south. When Windbird spent two weeks anchored in the lagoon last month, every afternoon Dawn and I enjoyed a veritable airshow of departing airliners banking jauntily overhead. It became a daily ritual to salute my airline’s 757 with a dram of Mount Gay rum.

Besides the few dozen jet airliners that arrive and depart every day — including a couple of heavies to Paris and Amsterdam — SXM is the main base for Winair and is served by several other small regional airlines, and also hosts a good deal of general aviation traffic. I particularly enjoy watching the Twin Otters and Islanders as they make tight curving visual approaches all the way to the runway, or start their departure turnout barely out of ground effect, cutting inside the lagoon and seemingly scraping the masts of the boats anchored in Simpson Bay. It’s a fine display of stick-and-rudder flying, though in reality SXM is a rather tame airport compared to the challenges that await these pilots at their two closest out-island destinations.

The first of these we visited aboard Windbird was Saba, a Dutch island 25 miles south of Sint Maarten.

Approached from sea level, Saba is a rugged, imposing, almost inhabitable-looking rock jutting straight out of the water and scraping the clouds at nearly 3,000 feet. It seems unlikely that she could be home to some 2,000 hardy souls, much less have four separate villages, a medical school, a road network, a working port and a commercial airport. But all this is true.

Told by Dutch experts that a road connecting the villages was a technical impossibility, an enterprising local took a correspondence course in civil engineering and proceeded to engage the populace in hacking “The Road that Couldn’t Be Built” out of the side of Mount Scenery. Shortly thereafter, in 1963, they bulldozed a seaside hill to create the Juancho E. Yrausquin Airport (TNCS), featuring a runway all of 400 meters (1,312 feet) long with cliffs on both ends!

Saba is like no place you’ve ever been, and is unlike anything you’d expect to find in the Caribbean; it’s essentially a couple of quaint European villages suspended in the sky. There are no beaches. There’s no nightlife save for a few local pubs. There’s hardly any tourism, with a couple of small hotels and cottage rentals. What Saba offers is world-class scuba diving, excellent hiking, unique history and genuinely friendly locals. If you’re lucky enough to visit sometime, the bad news is that the airport is closed to GA aircraft. The good news is that you can easily fly your airplane into SXM and take Winair to Saba; they have four Twin Otter flights per day. If you do so, be sure to board early and snag seat 1B for an eye-popping view of Winair’s talented pilots landing a regional turboprop on the world’s shortest commercial runway.

Whereas Saba might be considered a hidden gem, the world has long since beat feet to the well-known charms of the chic French isle of Saint-Barthélemy, only 15 miles east of St. Martin. St. Barth is a favorite of the rich, the famous and the beautiful — but even the jet set have to leave their jets behind to land at the infamously tricky little Gustaf III Airport (TFFJ).

It’s not just the short 2,170-foot runway that abruptly dead-ends in the beautiful cerulean waters of Baie de Saint-Jean — it’s the fact that the steep 6-degree approach slices between two cliffs and passes about 20 feet above the busiest traffic circle on the island before closely following a grassy slope to the runway! There are multiple YouTube videos of slightly low airplanes’ landing gear missing the heads of gawping tourists by a couple of feet.

On our recent visit to St. Barth, a steady stream of arriving Twin Otters, Islanders, Caravans and PC-12s — plus a few single-engine pistons — flew over Windbird‘s anchorage near Gustavia before disappearing into a notch in the hillside. It looked crazy, but I figured up close there had to be more terrain separation than appears from a distance.

Nope! When we made our way to the traffic circle via rented scooter, the approach looked even more challenging. The trade winds pour through that notch and the turbulence for approaching aircraft is obvious; this in a place where a slight deviation and a poorly timed Sprinter van could spell disaster. Unlike Saba, you can fly your own airplane into St. Barth, but you’ll need a thorough checkout from a local CFI first. These can be found at Grand-Case Airport (TFFG) on the French side of St. Martin.

Both Saba and St. Barth regularly make clickbait top-10 lists of “The World’s Most Dangerous Airports.” If that were truly the case, you’d expect to see the carcasses of wrecked airplanes scattered around the field, but accidents are quite rare at both airports. That’s a testament to the skill of the pilots involved, the quality of the training they receive and the recency of their experience — three factors that always help manage risk in high-threat operations.

Today’s Winair flight from Antigua to Sint Maarten is a comparative milk-run, a 100-mile loll among puffy cumulus clouds from one long runway to another, covering the same stretch of Caribbean Sea that Windbird traversed over the past week. Still, as I watch from seat 1A, I admire the smoothness and precision with which the first officer, a young woman from the islands, hand-flies the airplane for the 40-minute duration of the flight.

Approaching SXM from the east, she eases back on the overhead throttles, spirals smartly down over Maho Beach and touches down on Runway 10 with a gentle chirp. “Nice flying,” I say as I disembark.

My parents and I have a few hours to kill before our flights back to the land of work and snow; we’ll ride the dollar bus out to Maho Beach to watch some jet arrivals while having lunch at Sunset Bar. Life is pretty good down here in the islands; even better when you’re an aviation geek.

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