Our visit was almost perfect, with exciting matches, great competition, and enough spare time to enjoy some of the city’s attractions. The only downside was the drive, which took about six hours from our home in New Jersey. As we crept on a congested section of the Pennsylvania Turnpike, I glanced at Ben and said, “Let’s fly next time.”

I have learned to make such suggestions in a confident tone that belies the complex, often unpredictable nature of traveling in light aircraft. High winds , freezing rain, or any hint of a winter storm could scuttle our plans with little notice. If things go as planned, though, Dad might look like he knows what he is doing. It all worked out this year.

Getting There

Ben and I planned to fly right after school dismissal on a Friday afternoon so we would arrive in time to meet up with teammates for dinner. As usual, though, a number of delays conspired to grant us a departure at the tail end of sunset. Cleared for takeoff from Essex County Airport (KCDW), I lined up on Runway 22, applied full power, and soon Annie, our Commander 114B, was rising above suburban New Jersey, bending to the north to avoid nearby Morristown Airport’s (KMMU) Class D and heading straight for Pittsburgh.

Within 15 minutes the orange sky just above the horizon faded to black, and we were cruising through darkness, listening to radio traffic and acknowledging occasional handoffs from ATC. We also monitored our progress across Pennsylvania’s vastness based on the clusters of lights marking waypoints on the ground.

• READ MORE: New Orleans Is a GA-Friendly, Fly-In Locale

Scranton, Wilkes-Barre, and Hazleton, a solo cross-country destination from my student-pilot days, slipped by quickly. Getting past Harrisburg to our south, however, seemed to take forever. The headwind at 6,500 had risen to 30 knots almost directly on the nose, adding to the sense of slog. Still, we were making far better time than the many closely packed headlights on the turnpike below.

Ben had retreated into slumber long before Harrisburg but awoke in time to see the encouraging glow of Altoona, followed closely by Johnstown before Pittsburgh loomed ahead. Soon we had our runway in sight and were cleared to descend and contact the Allegheny County tower. After shutting down I checked my watch. The trip took 2 hours and 30 minutes, which was not bad considering the wind and far better than a six-hour drive. We picked up our rental car and got to the hotel before the kitchen closed. Just.

The Airport

There are several airports convenient to Pittsburgh, from turf strips to the 2-mile-long runways of Pittsburgh International Airport (KPIT). Many general aviation pilots have long considered Allegheny County Airport (KAGC) the most convenient access point because it is in town, close to the places business and personal travelers want to visit. For those approaching from the east, as we did, KAGC is especially efficient because it is nearly 20 nm short of KPIT, tucked beneath the big airport’s 4,000-foot Class B shelf.

Opened in 1931, Allegheny County Airport succeeded Bettis Field, an airport developed in the 1920s on former farmland as part of the rapidly growing airmail network. Bettis became an aviation crossroads that hosted a number of notable pilots, including Charles Lindbergh and Amelia Earhart. KAGC was the primary field serving Pittsburgh until KPIT opened in 1952. By that time it was clear that the old airport was too small to handle the jet airlines that were on the way. Standing on the ramp now, however, it is easy to imagine DC-3s, DC-6s, and other propeller-driven transports operating there.

• READ MORE: New Orleans Is a GA-Friendly, Fly-In Locale

To understand what a big deal the airport was, GA pilots have to visit the original art deco terminal. Typical of early airline terminals, the building is beautifully decorated but impossibly small by modern standards, without the space required to handle modern ticketing lines and TSA checks. Airplanes and the flying public were smaller then. The Pittsburgh History & Landmarks Foundation added the airport to its list of historic landmarks in 1981.

Things to Do

Pittsburgh is a stunning place, beginning with its geography. The famous three rivers—the Ohio, Allegheny, and Monongahela—converge downtown, and parts of the city sit high above atop steep inclines and sheer cliffs. Beginning in the 1800s, steam-powered incline planes, also called funiculars and gravity railways, were used mainly to transport coal but quickly caught on as passenger services connecting many of the hilltop communities with the busy riverbank districts below.

More than 20 funiculars operated through the early 20th century before ridership gradually declined and most of the tracks were removed. Today you can ride the restored Duquesne and Monongahela inclines that have long provided direct access to the hard-to-reach Mount Washington and Duquesne Heights neighborhoods high above the city. The funiculars’ hilltop stations provide some of the area’s best views.

• READ MORE: Mackinac Island Is Especially Stunning by Air

Visitors could spend weeks walking and driving across the city’s many bridges and studying their varied designs. With three rivers meeting downtown, Pittsburgh’s transportation network revolves around the bridges. Anyone interested in architecture could also become happily lost among the wide-ranging styles of Pittsburgh, where one can find colonial-style taverns sandwiched between steel and glass high-rises and Brutalist apartment blocks.

Historical groups offer numerous walking, bicycle, and bus tours that can give visitors concentrated doses of Pittsburgh’s rich history in specific areas of interest. One example is “Fire in the Valley: Carnegie Steel and the Town That Built America,” an in-depth tour of the Steel City’s industrial past, including sites of former mills and pivotal events such as the 1892 Battle of Homestead, a clash between members of the Amalgamated Association of Iron and Steel Workers union and Carnegie Steel’s security force.

There is so much to see that you might want to stage your own walking tour by choosing a group of waypoints within a reasonable distance. During breaks in the volleyball tournament, I joined groups of parents to check out local shops, galleries, and the vibrant craft beer scene. Our hotel was around the corner from the Andy Warhol Museum, a must-see for any visitor and a wonderful resource for anyone interested in learning more about the late artist and Pittsburgh native. Warhol is buried in St. John the Baptist Byzantine Catholic Cemetery in nearby Bethel Park.

Pittsburgh is not a small town, but it feels like everything is close. Its sports venues are in town, all of them easily walkable. Acrisure Stadium, where the NFL’s Steelers play, sits in a picturesque spot near a riverfront promenade. Last year our downtown hotel was across the street from PNC Park, where the MLB’s Pirates play. The PPG Paints Arena is home to the NHL’s Penguins and is situated within a few blocks of the convention center where our volleyball tournament takes place. Our rental car remained parked for most of our stay.

One thing you should think about when planning a visit to Pittsburgh is when you might be able to make a return trip. There will always be something that you missed because you ran out of time. Even if you carefully choose your points of interest, you are bound to meet someone who will recommend an attraction you had not considered.

In our case it was the Mount Washington neighborhood, once known as Coal Hill. After the tournament we wound up spending hours exploring this one-of-a-kind community and its challenging terrain. It is the kind of place that impressed even teenage Ben, who took dozens of photos and kept asking if we could walk just a bit farther to see what was around the next corner—a minor miracle.

Eventually we got back to the airport and prepared for another night flight. I had planned to be airborne earlier but could not complain because the Mount Washington stop was so much fun. As usual, Ben poked fun at the headlamp I wear when preflighting at night. He finds it almost too nerdy for words, but I would not fly without it.

We took off toward the city, taking in a beautiful parting view before making the 180-degree turn that put us on course back to KCDW. ATC cleared us to climb through the Class B, and soon we were cruising at 5,500 feet. Ben fell asleep before we cleared the Mode C veil, leaving me with the hum of Annie’s IO-540 for company. The 30-knot winds aloft from Friday night were still with us, too.

Only on the tail this time.

Allegheny County Airport (KAGC)

Location: West Mifflin, Pennsylvania

Airport elevation: 1,251.5 feet msl

Airspace: Class D

Airport hours: Continuous

Runways: 10/28, 13/31

Lighted: Yes, all runways

Pattern altitude: 1,000 feet agl for all traffic

This column first appeared in the April 2024/Issue 947 of FLYING’s print edition.

The post Pittsburgh Offers Steel, Coal, Culture, and Much More appeared first on FLYING Magazine.

There also are plenty of popular, bustling , must-see cities that airlines serve regularly. But it would be a lot more fun to visit them in your own airplane on your own schedule, right? I know that approaching certain high-traffic destinations such as Boston, Chicago, and Los Angeles might feel challenging or even forbidding , especially for VFR pilots not accustomed to speaking with controllers and navigating busy airspace full of commercial jets.

If you want to explore the U.S. by air, though, you will have to traverse a lot of Class B airspace to get to the smaller surrounding airports that make those cities truly accessible. Allow me to recommend an ideal place to start: New Orleans.

New Orleans Appeals

People may think of New Orleans as a small city, but that label is deceptive. While you can tour the place on foot, the cityscape flows and meanders into so many distinct, engaging neighborhoods and districts that it can seem overwhelming to visitors who fail to plan thoughtfully or try to fit everything into a few days.

There is a lot to see, hear, and eat in New Orleans— more than many visitors expect. I suggest planning at least a three-night stay with a promise to return next year to catch up on what you missed. From the Garden District to the Commercial District to the world-famous French Quarter, you are bound to leave something for which you’ll want to return.

For any pilot flying themselves in, the city is especially attractive because of its inviting, interesting airports and GA-friendly airspace.

You gain a unique perspective from the air, and by carrying a map of the city next to your charts, you will be ready to conduct an aerial reconnaissance that can keep you from getting lost on the ground later.

Getting There

While I would have loved flying my own aircraft the 1,000 nm to New Orleans from my home airport in Sussex, New Jersey (KFWN)—and doing so would have been a great stride in my effort to log 100 hours in 2023—many factors kept that from happening.

Our window for making the trip overlapped only partially with a similarly short period of acceptable weather forecasts, and Annie, my Commander 114B, would be in for her annual that week.

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We really are fortunate to have airlines standing by as Plan B. We flew into Louis Armstrong New Orleans International Airport (KMSY) and drove to Lakefront Airport (KNEW), the Class D field we would use on our GA reconnaissance flight.

There we met Patrick Box, a flight instructor with Gulf Coast Aviation, a flight school based at Lakefront, who had agreed to take us up for a photo flight and tour of the city.

The Airport

A peek at a sectional chart hints at the treat you are in for when landing at Lakefront. On approach the field looks almost like an aircraft carrier docked in the harbor, its deck stretching northward into Lake Pontchartrain. An art deco terminal dominates the ramp and makes the airport easy to spot.

The architectural style and manner in which the ramp and runways fan out from the terminal lets would-be historians know the airport is a product of aviation’s golden age. You also can tell that it was the area’s primary airline hub at the time.

• READ MORE: Chart Wise: New Orleans VOR DME 36L (KNEW)

Originally called Shushan Airport, the field opened in 1934 and was considered, locally at least, to be the “Air Hub of the Americas,” according to airport officials. The design is credited to the same architectural firm responsible for the Louisiana state capitol building.

For many years, the terminal was a local dining and social destination as well as an air travel hub. As the structure aged, though, it was subjected to numerous indignities. During the 1960s, its exterior was covered with concrete panels, and the interior balcony that surrounds the first floor was enclosed to form offices.

When Hurricane Katrina hit in 2005, several feet of water flooded the building. Preservation groups saved and gradually restored the terminal, and now it is in its glory, as if unchanged in nearly 90 years. It is easy to imagine Douglas DC-3s boarding passengers outside.

‘Big Easy’ from Above

On this day, though, we would embark on a smaller piston twin, a Beechcraft Baron 55 that Box uses for multiengine training. Winds were out of the north, and the tower cleared us for takeoff on Runway 36L. Lakefront is under the shelf of KMSY’s Class B, so GA pilots flying around the city are quickly handed off to New Orleans Approach. That is nothing unusual except that the controllers seemed extremely calm, agreeable, and forgiving compared with what I am accustomed to in the Northeast.

Instead of shooing us away, they encouraged us to fly around close to the “Big Easy” for as long as we wanted. While operating around larger Class C and Class B international airports demands a lot, it also rewards those who persevere in the face of apprehension.

• READ MORE: Mackinac Island Is Especially Stunning by Air

“Just give us a call when you’re done,” the controller said as we descended to 1,000 feet to traverse the VFR corridor over the Mississippi River. This arrangement is similar to the Hudson River route through New York City, except that the Mississippi winds sharply through New Orleans, giving the flight a tactical feel—thrilling. If you keep a map of the city next to your chart, it is easy to mentally plan out the neighborhoods you want to visit later.

Flying with a local pilot turned out to be an ideal introduction to the city from aloft. Box was familiar with the area and pointed out many significant sights that we might have missed, like the old forts that stand guard where the river and lake meet. We flew over Fort Pike and Fort Macomb, sister structures meant to defend Lake Pontchartrain from invasion. They were built between 1819 and 1826 after the Battle of New Orleans during the War of 1812 exposed weaknesses in the city’s defenses. Today, both forts are ruins, but Pike is sufficiently intact to be a historic site that tourists can visit. Macomb is inaccessible and better viewed from the air.

From the legendary Caesars Superdome and skyscrapers downtown and shipping terminals along the river to the expansive marshland that borders the city, we felt like we covered the whole place within an hour. The flight made it easier to navigate once we started walking.

Leaving the airport might be the hardest part, because the terminal is a photographic bonanza. All of those deco details—including illuminated signs and a wooden telephone booth—make for wonderful keepsake photos or ‘grams. Do not leave without stopping for lunch at the terminal restaurant, Messina’s Runway Cafe.

There are other airports in the area with easy access to the city, including Port of South Louisiana Executive Regional (KASP), Hammond Northshore (KHDC), and St. Tammany Regional (L31). But Lakefront is such a special place that missing it would make the visit incomplete. If you do not land there, do make a point of visiting the terminal.

Into the City

Known for festivals such as Mardi Gras, jazz, food, and the French Quarter, “NOLA,” as the place is known affectionately, is no theme park. This real working city happens to be packed with history and culture from end to end.

While you have heard about Bourbon Street and other tourist epicenters around town, the lesser-known enclaves might be the most memorable. Travelers should make a point of visiting as many of the distinct neighborhoods as time allows.

Starting with the French Quarter, visitors can take in historic architecture that stretches back 300 years and landmarks from St. Louis Cathedral to Jackson Square. Walking is the best way to see this area and take in the sights, sounds, and shops along Bourbon Street, Royal Street, and others that make up the neighborhood’s tight grid.

Cross Rampart Street from the French Quarter to enter Treme, which is known as the oldest African-American neighborhood in the U.S. Landmarks include Louis Armstrong Park, named for the famous trumpeter and singer, and Congo Square, where enslaved people used to meet to play music thought to be the genesis of jazz.

The city’s streetcar will take you to Uptown, where sights include mansions, estates, and gardens. This is where you will find Audubon Park, the Audubon Zoo, Lafayette Cemetery No. 1, and other historic attractions. This is another ideal area for walking or bike tours.

A Bonus for Pilots

Crossing into the central business district, or CBD, you will find modern skyscrapers, shopping areas, and hotels. Aviators will be happy to spot the National World War II Museum, with exhibits including numerous aircraft, vehicles, weapons, and more.

If you pictured DC-3s at the Lakefront airport, you will be pleased to find a C-47 version in D-Day markings hanging in the museum lobby. Other airplanes strung dramatically from the ceiling include a North American P-51 Mustang, Supermarine Spitfire, Messerschmitt 109, and Boeing B-17 Flying Fortress.

Some of the aircraft in the collection are largely complete and closer to airworthiness than others, which might be missing their engines and other vital-but-hidden parts. The C-47 that hangs overhead as you enter the ticket line and sits at eye level when viewed from the second-floor balcony looks like it could have just flown back from Europe.

One of the museum docents told me the aircraft arrived in pieces, and when volunteers assembled it for display, they did not drain all of the oil from one of its engines. So the old Pratt & Whitney R-1830s dripped every so often, for years, sometimes narrowly missing visitors— and sometimes not.

I think those radials would start if given the spark again. It’s not hard to contemplate such rich history in a town like New Orleans.

New Orleans Lakefront Airport (KNEW)

Location: New Orleans

Airport Elevation: 7.3 feet msl (give or take)

Airspace: Class D

Airport Hours: Continuous

Runways: 18R/36L, 18L/36R, 9/27

Lighted: Yes, all runways

Pattern Altitude: 1,000 feet msl for all traffic

This feature first appeared in the January-February 2024/Issue 945 of FLYING’s print edition.

The post New Orleans Is a GA-Friendly, Fly-In Locale appeared first on FLYING Magazine.

The good news is that there is a lot to do on Mackinac during the summer. And while there is far less going on during the offseason months, the place becomes a true escape from the daily grind. A handful of hotels and one or two restaurants stay open year-round, and whenever you choose to visit, general aviation is the best way to get there. With our suggestions, you can make your plans for the coming season.

Getting There

I usually make destination flights like this one in Annie, my Commander 114B, but it’s more than 500 nm from my home base at Sussex Airport (KFWN) in northern New Jersey to Mackinac Island Airport (KMCD). Because poor weather on the island and along the route had kept me from flying there earlier, I started looking for a professional pilot familiar with the area to take me there.

A friend recommended Nick Sanderson of Hangar9 Aviation, a Part 135 charter operation based at Padgham Field (K35D) in Allegan, Michigan. Sanderson and his partner, Colin West, have flown passengers to Mackinac many times in their Cessna 414A, so we booked passage with them. Like many vacation trips that involve ferries, travelers typically have to set aside a day at the beginning and end for travel. Even though the ferry ride is fairly short, the island’s remote location near the northern tip of Michigan’s Lower Peninsula and the southern tip of the Upper Peninsula means a long drive to the boat for most people. Those who live a state or two away are ideal candidates for GA, which speeds the trip along considerably.

Driving from Chicago to the island takes about seven hours or more, depending on ferry schedules. Flying there from Chicago Executive Airport (KPWK) would take less than two hours in Annie or less than 90 minutes in the 414A. Part of the driving time is the result of having to get around Lake Michigan in a car or across it in another ferry—but with proper planning you can safely cross the lake easily in a light GA aircraft.

The Airport

Pilots and passengers will enjoy a dramatic approach over Lake Huron to Runway 8/26 at KMCD, but you will not be over water for long, though, because the island’s airport lies just a few miles offshore. You can spot other airports nearby even as you fly the traffic pattern, including Bois Blanc Island (6Y1) 8.1 nm southeast, Mackinac County (83D) 5 nm west northwest, and Cheboygan County 14 nm south.

• READ MORE: Chart Wise: Mackinac Island VOR/DME-A

Views from the air are stunning, especially for September through October, as the foliage is changing colors. The island’s winter semi-hibernation seems to wait until the end of this natural show, which typically forms its last big attraction of the season.

The field is nontowered, with a 3,501-foot runway that is 75 feet wide—same as my home airport. This is not a big challenge, though breezy conditions will generally guarantee that it will not be the easiest landing you make this year. West was flying into a headwind of about 15 knots and probably could have made it with a runway less than half as long. The 414 coasted gently to a turnoff about two-thirds down the strip. A Beechcraft King Air arrived a few minutes after us, but most visitors that day arrived in piston singles. Jets with good short-field performance occasionally stop by, airport staff told us, but we did not see any during our stay. The airport averages 30 operations per day.

Thing to Do

The island is tiny, covering 3.8 square miles, but offers plenty of sights and activities. The downtown area is packed with hotels, restaurants, gift shops and purveyors of fudge, a signature island product. There are also a lot of horse-drawn carriages on the streets, but no cars. They are not allowed. Indeed, M-185, the 8.2-mile road around the island’s perimeter, is said to be the only state highway in the U.S. that forbids motor vehicles. There are, however, 600 horses on the island during peak season, mostly for pulling carriages. Much of the island is covered by Mackinac Island State Park, which means there is a lot of quiet, uncrowded space available, including more than 70 miles of trails in the park that take visitors past caves, rock formations, and cemeteries dating back 200 years.

People like to recite impressive numbers when talking about the island, from the 500 year-round residents, 1,489 bicycles for rent, and 24 restaurants with outdoor seating to the famous Grand Hotel’s 660-foot front porch, which they say is the longest in the world. There are also between 120 and 140 geocaches hidden on the island for modern sleuths to find.

History

The island was a sacred place for Indigenous peoples long before European colonists arrived, particularly for the Anishinaabek (Odawa, Ojibway, and Potawatomi). Mackinac became a bone of contention between U.S. and British forces during the War of 1812, when British, Canadian, and Native American soldiers captured Fort Mackinac from the small garrison based there. The taking of Mackinac was among the first engagements of the war and began more than two years of fighting between the U.S. and Britain for control of Michigan and the Great Lakes. Both sides sought control of the Great Lakes fur trade, and the conflict came to a head in 1814 when seven U.S. warships and about 1,000 soldiers arrived on a mission to recapture the island. They clashed with British forces on August 4, in a battle that the U.S. lost. It took the Treaty of Ghent to return peace to Mackinac, with U.S. soldiers taking possession of Fort Mackinac in July 1815.

You might wonder why cars are forbidden here. When the auto industry started in the late 1800s, horse-drawn carriages were the standard for transport on the island and had been operating there for decades. They also played a part in the island’s transformation to a destination and, for many, reflected the unique culture. As cars gained popularity among the well-to-do families that could afford them, they also began to roll off ferries onto the island. Carriage operators petitioned local officials to prohibit what they called the “dangerous horseless carriages” that frightened their horses and fouled the air. The village enacted a ban on cars in 1898. Today the lack of cars makes the island different and a true escape from the noise, congestion, and pace of everyday life.

Aircraft, on the other hand, have become key to island commerce. Many would hesitate to visit without the option of flying, and air tours are also a popular attraction. Airplanes might be most important in the cold months: When the lake freezes and Mackinac becomes what some consider a true winter wonderland, an airplane might be the only way to get there.

CODA: Be Weather Mindful

Rapidly changing weather is always a consideration when flying in Michigan and the surrounding area. While I thoroughly enjoyed my time, I knew I could not rely on forecasts. Flight planning in this area means picking more alternates than usual, as our return would prove. About halfway through the flight to Allegan, the broken cloud layers converged from about 3,000 feet to above 10,000.

It was not nighttime yet, but the skies darkened enough that I could look through the engine cover vents and see the orange glow of turbochargers on the 414’s Continental TSIO-520s. The situation became increasingly dramatic as the sounds of rain, then freezing rain followed by hail rang through the cabin. The airplane felt solid, Sanderson and West were cool and professional, but there was absolutely no reason to stay in that storm.

We diverted to West Michigan Regional (KBIV) in Holland. Safely on the ground, we heard support for the decision to divert in the form of extremely heavy rain pounding the FBO roof. Lightning flashed. More aircraft arrived on the ramp, fleeing the deluge. Pilots and passengers entered the FBO, jackets drenched from the short walk.

The scene made a great case for ride-sharing. We called Uber for the 30-minute final leg to Allegan.

Mackinac Island Airport (KMCD)

Location: Mackinac Island, Michigan

Airport elevation: 729 ft. msl

Airspace: Nontowered, Class E/G

Runways: 8/26, 3,501 ft.

Lighted: Yes, no fuel

Pattern altitude: 1,900 ft. msl

This column first appeared in the November 2023/Issue 943 of FLYING’s print edition.

The post Mackinac Island Is Especially Stunning by Air appeared first on FLYING Magazine.

After weeks of rain, snow, ice, and wind, decent weather arrived in my neck of the Northeast. I had been watching the forecasts and was prepared to log at least a few hours as the sun took over the skies and temperatures clawed their way above freezing by Sunday. As usual, though, deciding on where to fly was a challenge—until I remembered my list. Near the top was Williamson-Sodus Airport (KSDC), near my sister MaryBeth’s home. I texted her, asking if she would be home in the afternoon.

• READ MORE: Pursuing the 100-Hour Year in Your Ideal Aircraft

Indeed, “near the airport” does not quite characterize Mare’s proximity. Her property abuts the field at the arrival end of Runway 28. She has reminded me of this several times, even mentioning that the airport occasionally sends crews to trim trees on her property to keep the approach path clear. Williamson is rural, and the airport is surrounded by small farms. Still, I did not appreciate that the airport was her next-door neighbor until I entered the traffic pattern and spotted her silo, which I used as a reference when making my base turn.

While I had visited her before, I had never flown to Williamson, despite the airport’s convenient location and the fact that Annie, our Commander 114B, can make the trip in an hour and change instead of five hours in the car. Flying direct is a huge advantage because for drivers, Williamson seems like one of those “you can’t get there from here” places.

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The long approach into Williamson provided beautiful views of New York’s Finger Lakes region and its rural splendor. On final over the scenic tree-lined fields I could not come up with a good reason for the decade-long delay in getting there. Fortunately there was no need to make excuses. It happened to be Mare’s birthday, and she appreciated the visit. We had time to catch up on family news and take a tour of her charming old farmhouse that she has spent the last few years restoring.

Before long I was back at the airport, topping off Annie’s tanks and getting ready for the flight back to Sussex, New Jersey (KFWN). I took in the pleasant surroundings at the airport, including a nice, smooth 3,803-foot runway, a wide, inviting ramp and neat rows of hangars. Speaking of hangars, they are available at KSDC and renting one starts at $120 per month, which is less than one-fifth of the rate I pay at Sussex. Some airports closer to my suburban New Jersey home charge $1,000 or more per month and have waiting lists that are years if not decades long.

I snapped a photo of the sign announcing the hangar rates and texted it to my wife, Alexa, who was busy at home with other projects and did not fly with me that day. She wrote back quickly. While impressed by the bargain she reminded me that Williamson is a bit too rural for her taste. She would be happy to visit more often, though.

So would I. Let’s aim for this spring.

The post Flying Helps You Catch Up with Distant Family and Friends appeared first on FLYING Magazine.

I was determined to log what would be my first hours of the year on a recent Friday and had planned to be in the air by midmorning, which soon degraded to midday, then midafternoon. Just about every action, activity, and preparation took far longer than expected, but I was not going to let that lovely day get away from me. Conditions were ideal. A day like this would be welcome in April but was worthy of celebration in early January.

• READ MORE: Pursuing the 100-Hour Year in Your Ideal Aircraft

It was not as if the weather was expected to turn suddenly for the worse. In my stubborn march toward the runway, I was pushing myself but not my luck. The forecast indicated Saturday and Sunday would be more like typical January days in New Jersey – cold and damp. If I was to take in a few hours, it would be now. With the oil warm and pre-takeoff checks complete, I finally announced our departure and steered Annie, our Commander 114B, onto Runway 21.

Her Lycoming truly loved the cool, dry winter day, and soon I was reveling in the excess of power as the aircraft leapt from the tarmac. Soon we crossed the Kittatinny Ridge into New York and headed northwest to explore the Catskills. For a while I pretended not to notice how low the sun had dropped, but it was no surprise that I had, in fact, let the day get away after all. If I was going to get time in the book, most of it was going to be in the dark. 

• READ MORE: Your Ideal Aircraft Should Handle a Variety of Missions

I have mentioned before that night flying is not my favorite part of being a pilot, though I rather enjoyed my night training as a student pilot. I think having my instructor’s company kept those training flights from seeming scary. I have flown at night several times since then but typically on return trips after staying too long at destinations and simply not having enough time to get home before dark. Rarely had I formally planned a night VFR trip.

The one exception was last April when my wife and I dropped our son off at school in New Hampshire on a Sunday afternoon. Having plenty of experience with long goodbyes, I predicted the entire flight would take place well after dark and planned accordingly. It would be my first nighttime takeoff in years and my first from Lebanon Municipal Airport (KLEB).

It can be daunting to lift off into the night sky around Lebanon, which is darker than you might expect. But I knew that once clear of the hills close to the airport I could use Mount Ascutney about 20 nm south southwest in Vermont as a guide. Just stay above the lights on a tower near its peak, and you will clear everything else on the way. Adding a cushion of 1,000 feet helped. While that flight went completely according to plan, it was also the reason I had not flown in the dark since.

Not long after that flight, I was looking into KLEB’s interesting history and kept coming across accidents involving the high terrain that surrounds the place. Northeast Airlines Flight 946 in 1968 is the famous one, but there were others, including a Learjet that descended prematurely on approach to KLEB in fog in 1996, and the wreckage was not found until 1999. Was I failing to recognize the risks of night flying? I never vowed to avoid night flights after reading about KLEB’s challenges, but it seems to have happened anyway.

I thought about that when faced with the day-into-night trip a couple of weeks ago and decided to accept that flying means coming home in the dark occasionally. Night VFR is part of the territory to which private pilots are allowed access, and it seems shortsighted to shun it. I wound up staying aloft well after nightfall, practicing pilotage to find my way to a few other airports before activating the runway lights at Sussex, New Jersey (KFWN), and descending into their warm glow. I had forgotten the special sensory experience of landing with the lights.  

The post Night Flying in Your Ideal Aircraft Should Be Planned, Not Dreaded appeared first on FLYING Magazine.

A year ago, having just bought Annie, our Commander 114B, I planned to log 100 hours by year’s end—more than double my previous annual record. The goal seemed reasonable given the significant uptick in flying activity that typically comes with owning an airplane instead of renting.

• READ MORE: Your Ideal Aircraft Lets You Fit More Errands into One Day

During the first half of the year, I was on track to crack the 100-hour mark, but progress suffered for the remaining months as an annual inspection, difficult weather, competing obligations, and other factors slowed my pace. I wound up 20 hours short and in need of a better plan for the next year.

When you think about flying two hours per week, surpassing 100 hours in a year appears straightforward. However, most pilots know how quickly flightless weeks can accumulate when demanding periods at work, family crises, and other challenges keep us from getting to the airport. Sometimes it is best to plan and execute as many flights as possible when the weather is good and distractions are few. Perhaps there are trips you would normally make by car or on commercial flights that also lend themselves to general aviation transport. Such missions can help you build hours while keeping flying skills sharp.

• READ MORE: Your Ideal Aircraft Can Make an Old Trip Seem New

I look forward to using this approach as our younger son’s volleyball club season picks up between now and early March. His team is scheduled to play in tournaments at Pittsburgh, Lancaster, and King of Prussia, Pennsylvania, as well as Boston. All of these destinations have airports in town or nearby. We could rack up lots of memorable father-and-son experiences while saving time in transit and, in my case, steadily adding hours to my logbook.

Our son, a high school junior, is also planning college visits this winter and spring, potentially opening the door to more flight hours and good times exploring the nation’s network of GA airports. The California schools on his list might best be left to the airlines, but those in the Northeast are mostly within an hour or two by air, compared with several hours on the road. Annie is ideally suited for those trips.

My wife also made a list of places we have flown to for brief but lovely visits, such as Northampton, Massachusetts (7B2), and Fisher’s Island, New York (0B8). Why not return this spring for longer, more relaxed stays? To those add our long-planned summer journey along Maryland’s Eastern Shore and North Carolina’s Outer Banks, winding up on Ocracoke Island (W95), and we should be well on our way to 100 hours or more. In the process, my family might grow to love Annie as much as I do.

The post Pursuing the 100-Hour Year in Your Ideal Aircraft appeared first on FLYING Magazine.

I recently flew Annie, our Commander 114B, back to our home airport in Sussex, New Jersey (KFWN), after its annual inspection. Her stay with the mechanic at Blairstown Airport (1N7) was longer than expected due to delays in delivery of a couple of parts but was not a big deal. My heart grew fonder during our time apart, and I looked forward to the flight home.

• READ MORE: Insuring Your Ideal Aircraft: Bracing for the Ups and Downs

From the day I dropped the airplane off at the shop, I was planning the return flight, perfecting the expanded checklist I would use to make sure everything was working properly after maintenance. After the usual ground checks, I planned to take off and fly circuits around the airport, well above the traffic pattern, making sure that all of the systems were working properly. I would fly high enough and stay close enough to the field that I could glide back to the runway easily. I would then land and check for leaks before heading home.

This procedure is meant to prevent one of those post-maintenance horror stories we hear all of the time despite such occurrences being rare. Once I put my plan into motion, though, the amendments came quickly. Even before I took off, the clear day was turning cloudy, with an overcast moving in.

• READ MORE: The Shortest Year: It’s Time for Your Ideal Aircraft’s Annual Inspection

Engine start, taxi, run-up, and takeoff proceeded normally, but I could hear other pilots on the radio discussing how the weather was deteriorating more quickly than forecast. I heard one pilot suggest to another that he postpone a planned cross-country flight because conditions could become dicey. Others were pushing their aircraft into their hangars, calling it a day. As I took off it seemed like everyone else was landing.

Once airborne I could not climb much higher than 2,000 feet before encountering low clouds. The weather shift was surprisingly quick, and I began to wonder how low the overcast would go. A check of AWOS confirmed that conditions at Sussex, just 25 nm away, were slipping as well. So I decided to skip the landing and leak check back at Blairstown and just head for Sussex.

Instead of circling the departure field until convinced that all was well with Annie, I decided she certainly was healthy enough to make the short jaunt home. Instead of cruising home at a comfortably high altitude, I wound up making the trip at 2,000 feet and hoping that I had not somehow missed any signs of potential trouble.

Realistically, I was confident that the airplane was fine, and I quickly began to simply enjoy being aloft again. I sought to lengthen the short flight by diverting from the sensible, efficient straight line to follow a meandering course. The low altitude was not a burden but an opening to more dramatic, intimate views of the landscape.

By the time I landed in Sussex and taxied to my hangar, the annual inspection had come to represent not just another year of airworthiness but confirmation of my ever-growing love of flying.

The post Annual Inspections Bring You Closer to Your Aircraft appeared first on FLYING Magazine.

Because I spend a lot of time perusing the used market on Aircraft For Sale I have a strong sense of the interesting makes and models looking for new homes. From nearly new four-seat family aircraft to rare antiques and warbirds, the general aviation inventory truly has something for everyone in terms of size, performance, utility, and style.

• READ MORE: The Shortest Year: It’s Time for Your Ideal Aircraft’s Annual Inspection

After a year I have no desire to give up Annie, our Commander 114B, for some larger, faster, or otherwise more ambitious airplane. Heck, she and I are still getting to know each other, and so far all of the indicators are resoundingly positive. She’s a catch. Still, there is so much appealing hardware out there that I cannot resist looking. I could attribute this seeming infidelity to the demands of work, but I was a serial airplane shopper since long before joining the FLYING staff.

I recall that many years ago my wife and kids would make jokes when they caught me with my nose buried in classified ads for airplanes. We were far from being in the market back then, and the photos and descriptions in the ads were the stuff of dreams, and perhaps wasted time. Today, though, as I look for aircraft to feature in our AircraftForSale Top Picks, I often focus on aircraft I would want most to fly.

• READ MORE: Remember the Importance of Keeping Your Ideal Aircraft Clean

Recently there was a 1984 Piper PA-31P-350 Mojave that I found almost irresistible. Wouldn’t it be great to own a mighty pressurized twin with cabin space and useful load to spare? Perhaps, but I would need to earn a multiengine rating and start building time. Operating the Piper from the 2,100-foot field near our favorite vacation spot on Deer Isle, Maine, might prove challenging, too. I was also drawn to a 1975 Cessna A185F on amphibious floats. That would make more sense in Maine, where I could park it at the dock next to our neighbors’ lobster boats. Then again, the salt water would not do us any favors. I might be overreaching.

Our best window-shopping excursion took place before Annie’s annual, when my wife and I checked out a Diamond DA50 RG at Reno/Stead Airport (KRTS) in September. Company representatives were showing off the new aircraft and happily answered our questions. After a walk-around and tour of the cabin, we concluded this might be the ideal pick for people on a new-airplane budget (not us). Compared with Annie, the Diamond has quite a bit more power, speed, and cabin space. Getting in and out is easier as well with the Diamond’s four upward-opening doors. It is more like a car in all of the right ways.

I couldn’t stop talking about the Diamond on the flight home from Reno, and the topic came up again recently as we looked at Annie’s empty hangar. “I wonder if the Diamond would fit in there?” I said.

My wife was doubtful. “Too much wingspan,” she said. So I reached for the tape measure. Our hangar door is 40 feet wide. The DA50 RG’s wing? About 44 feet long. Not even close. We will stick with Annie. And I probably owe her an apology.  

The post Window Shopping Can Be Antidote for Annual Inspection Blues appeared first on FLYING Magazine.

The day was clear and cool with a bright, blue sky and a density altitude of minus-500 feet—ideal for flying. This is the kind of weather Annie (like many naturally aspirated piston airplanes) likes best. It was not cold enough to make starting the engine difficult, but at takeoff time, the big-bore Lycoming roared and I felt especially strong.

• READ MORE: Your Ideal Aircraft Lets You Fit More Errands into One Day

Many pilots have heard some version of the “50-70 rule” that states an airplane should reach 70 percent of its takeoff speed after using 50 percent of the runway. The rule is somewhat controversial, and while it has worked for me, I have used a modified version since acquiring Annie. I now look for 70 knots at the runway’s halfway point. At that speed the airplane typically is ready to lift off in most cases.

On this day the takeoff roll seemed ridiculously short, and I found myself looking down at the halfway mark from about 200 feet. As we climbed to the north, I began to wish that I could continue in that direction and visit our son in New Hampshire or some of our friends in Maine.

But this was no leisure excursion. It was a specific mission to deliver Annie for her annual inspection. 

• READ MORE: Your Ideal Aircraft Should Handle a Variety of Missions

After a year that passed too quickly, it is time to find out whether or not our aircraft is all set to begin what we hope will be another 12 months of mostly trouble-free service. She has been running well and showing no signs of decline, but one never knows what the A&P might find inside the engine or under all of those inspection covers.

Waiting for that call from the mechanic is a bit stressful, so to keep my mind off the suspense, and how much I miss having the airplane at my disposal, I am reviewing the list of goals I made the day we first parked Annie in our hangar. Have I come close to achieving any of them?

I was supposed to be further along on my instrument training by now, but I am working my way through a ground school and written test prep course. I signed on with King Schools, which helped me succeed on my private pilot exams. The first day of summer is my new deadline. 

We have taken progressively longer trips, farther than we ever traveled in the club’s Cessna 172. My family and I certainly have progressed well beyond the $100 hamburger, which is a good feeling. We also have proved repeatedly that the airplane is stunningly faster than the car. Still I have old friends in places like western Kansas and Texas whom I have yet to visit. They are on the list for the coming 12-month period.

Regarding specific accomplishments, the first year’s results are mixed, but the experience of having Annie in our lives has been nearly pure joy. We have not felt even a trace of the buyer’s remorse that one often expects, and she truly has turned out to be our ideal aircraft—just right for our needs.

Looking back on our first year together, what pleases me most is that I succeeded in getting to know the airplane’s controls, capabilities, systems, and characteristics, from how to use the autopilot to recognizing an incipient stall or consistently nailing a stabilized approach.

The process has taken all year and never really ends, but I feel safe saying that Annie and I have reached an understanding.

The post The Shortest Year: It’s Time for Your Ideal Aircraft’s Annual Inspection appeared first on FLYING Magazine.

I trace this interest to a fly-in about 10 years ago that included a display of new aircraft, the highlight of which was a TBM. The airplane’s doors were open, but the interior was roped off. That did not matter as I could easily imagine how plush and comfortable that cabin was. The smell of leather and new carpeting wafted. This was my first meeting with a brand-new airplane and it made an impression.

Since then, I have crossed paths with TBMs with increasing frequency. There is one that I see regularly at Essex County Airport (KCDW) in Fairfield, New Jersey, near my home. Last spring my wife and I encountered one on the ramp at Montauk Airport (KMTP) in New York. A couple of weeks later, we parked next to another in Hancock County-Bar Harbor Airport (KBHB) in Maine.

We have seen these airplanes so often that my nonaviation-obsessed wife and sons recognize them and have begun gathering performance data. They know the TBM cruises at about double Annie’s speed, meaning it could get to Bar Harbor in just over an hour from our home base at Sussex Airport (KFWN) in New Jersey. That blistering pace makes Annie seem a bit slow. Family members are also aware that the TBM can fly above 20,000 feet without supplemental oxygen because it is pressurized. They could also stretch out more comfortably in its six-seat cabin.

In a way my family’s attraction to the TBM is more practical than mine. They see an opportunity to save time reaching destinations. I just love the way the airplane looks. To me, it is the epitome of form following function. My practical considerations, though, which include the family budget, mean this aircraft is unlikely to move beyond the fantasy phase. Still, there is nothing wrong with dreaming. Indeed, this airplane helped convince me to begin instrument training because it really is an IFR machine and, well, you never know what direction life might take. Best to be prepared.

Back to reality. Annie is still ideal for my family’s needs, which include traveling to a lot of small, out-of-the way airports with short runways. Most of our trips are flown at relatively low altitudes and cover less than 500 nm, so Annie flies high enough and fast enough for us. She also looks great, in my opinion, and always holds her own on the ramp.

Like most pilots, I am always looking at interesting aircraft that are on the market or under development whether I want something new or not. In my case, I am still getting to know Annie and truly enjoying the process, so there is no real motivation to trade up. But I have not lost my ambition, and the appeal of eventually flying something with more complexity and performance is real. It makes sense to keep a few candidates in mind.

The post Acquiring the Right Airplane Does Not Preclude Dreaming appeared first on FLYING Magazine.