On a sunny Saturday in late summer 2023, I found myself itching to try something new. I’d been hearing whispers about a charming little pizzeria called Miss Bea Havin, tucked away at the Colorado Plains Regional Airport (KAKO) inside the Hayes Aviation FBO. A quick online search turned up rave reviews and tantalizing images that sealed the deal. My girlfriend, Alex, usually hesitant about airport dining after one too many trips to the Greeley-Weld County Airport (KGXY) cafe, was surprisingly on board for this adventure.

We grabbed an Aspen Flying Club Cessna 172S from Colorado Air and Space Port (KCFO), where filing the flight plan and preflight checks went off without a hitch under clear skies. Taking off from KCFO is always a bit of a thrill—there’s something fun about saying “space port tower” on the comms. We hit our cruising altitude of 7,500 feet and, as expected in the Rocky Mountain region, ran into a bit of turbulence.

I had scoped out the airport layout beforehand using ForeFlight’s Airport 3D View and cross-checked it with Google Maps, so I felt pretty confident about our approach. Descending toward Akron, the scene below buzzed with excitement, possibly a county fair setting up, complete with rides and stalls. We made a smooth entry into the pattern, despite Alex starting to feel a bit queasy—a first for her in general aviation, thanks to the bumpy ride.

Landing with a slight left crosswind, we taxied over to transient parking right in front of Miss Bea Havin. We noted the distinctive logos of Hayes Aviation and Miss Bea Havin for a photo op on our way out. Stepping inside, the FBO felt welcoming. There was a cozy dining area with high tops and traditional tables. Chef Gordon Johnson was right there, chatting with some customers before taking our pizza order—pepperoni, sausage, bell peppers, and mushrooms.

As our pizza began its journey in the oven, Johnson shared the story behind Miss Bea Havin. The restaurant emerged from a blend of local aviation passion and culinary ambition. Johnson, having returned home in 2021, wanted to create a community hub that combined his deep roots and extensive restaurant experience. After many strategy sessions and navigating through red tape, Miss Bea Havin was launched, named in tribute to L.G. Hayes, a World War II B-17 pilot and father of the airport manager, Randy Hayes, whose stories of flying an aircraft called Miss Bea Havin added a rich layer of history to the place.

When the pizza arrived, it was nothing short of amazing. We let it cool just a tad before diving in. I have to admit, it exceeded my expectations—far outpacing any pizzeria I’ve tried back in Denver. The ingredients were fresh, the flavors bold, and the crust just perfect. We couldn’t finish it all, so we boxed up the leftovers, thanked Johnson for the hospitality, and made our way out.

As we departed, I noticed a sleek Embraer Phenom 100 had joined our Cessna on the ramp. Its pilot, also drawn by the allure of Miss Bea Havin’s pizza, shared our sentiment: It’s definitely a pizza worth flying for. 

The post Pie in the Sky: In Pursuit of the ‘$300 Pizza’ appeared first on FLYING Magazine.

Sam Sessler, a private pilot from Seattle, has created a new way for fellow aviators to share their aerial adventures with one another in a mobile app he created called Hangar. 

“A little over a year and a half ago, I had an idea for an aviation platform used to share flights and connect pilots,” Sessler said. “This was mainly inspired by two things: pilots sharing screenshots of their flight tracks to Facebook groups, Instagram, Twitter, etc., and my love for Strava, the run/bike/hike sharing platform. So, in November of 2022, I set out to build this thing.

“Hangar is a social sharing platform for pilots. It is more than a logbook and can allow you to make new connections. I see a logbook as a work item, whereas this is more of a storybook about your flights. You can go back and look at all the different flight tracks, statistics, and pictures from your favorite flights.”

Sessler has built the digital product entirely himself, including creating the code that powers its diverse functionality. His main goal is to build the platform with the community, rather than for the community, and is continually working to incorporate user feedback into future versions. 

“Hangar is a flight-sharing platform that utilizes ADS-B to retrieve your flights and share them with the world, or just your followers,” he said. “The maps are fully interactive, and you can include up to four flight tracks (10 with the pro membership) stitched together for these fun multileg cross-country trips. Pilots will be able to see their flights broken down into each leg.

“There is also a stats button on the bottom right that shows altitude and groundspeed charts throughout each leg. The pro membership has takeoff and landing wind data. Pilots can include up to six images with their flights or simply just post a map. My favorite feature…is the ‘props’ button. Instead of sticking with a boring ‘likes’ feature like every other social media platform, Hangar users will instead give ‘props’ to each other. The icon spins when you click it, which is kind of fun.”

As many pilots know, finding new and unique places to fly to can be a challenge. Hangar makes it easy to discover new places to explore, searchable by several characteristics. Users can even search for fly-in restaurants to find their next “$100 hamburger” destination.

“[You can] find airports near you or explore over 70,000 airports around the world on Hangar’s interactive map,” Sessler said. “Each airport shows flights that have been posted to it, basic airport info, live weather, and reviews that users leave. Once more users are on the platform, the explore page will develop into a more exciting experience as well with new features allowing you to discover active pilots on the platform.”

One of the most unique features is what Sessler has labeled the “stick-and-rudder rating.” This rating, he advised, is a custom formula that highlights a pilot’s currency based on total hours in the past 90 days that helps gamify their recent flights. He also noted that pro users have access to a map that shows all of the airports they’ve flown to, as well as a reference to takeoff and landing wind conditions during those flights.

The Hangar app, which was released in late February, is available for download in the App Store. The basic version is free, and the pro version is $5.99 per month or $59.99 per year. 

“We have more than 2,500 users so far, so it’s going pretty well, and these users are active,” Sessler said. “Initially I had beta testers for three weeks before I launched Hangar to work out some of the bugs. I posted the app on a couple of Facebook groups and got like 130 people from that. Then I started rolling out a couple of Instagram ads, just kind of testing the waters after I launched. Those, I think, helped a lot. People are liking the app a lot.”

One of those users is Sean Smith, another pilot from the Seattle area. Smith, who flies a 1979 Mooney M20K from King County International Airport-Boeing Field (KBFI), was one of the first to download Hangar.

“I heard about the app through Flights Above the Pacific Northwest (FATPNW),” said Smith. “I signed up for the beta and started using it immediately. It’s been fun to watch the meteoric user growth since [its] public launch.

“I’m a user of Instagram, and I’ve used it to meet other pilots and form friend groups. However, it’s too superficial, and it’s nice to have a pilot-specific app that self-selects for people who are actually flying. It creates a different type of community, less focused on showing off and more focused on actual flying. My favorite part is seeing people across the country take check rides and do their first solo. It’s been fun to be able to share flights on Hangar.”

The post New App Helps Pilots Connect, Find New Places to Explore 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.

• READ MORE: Flying the Truckee-Lake Tahoe Region

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.

Lorie Robertson, chief development and marketing officer for Patriot Airpark, highlighted the development team’s goals for the project.

“Patriot Airpark is a beautiful 400-acre site that was formerly a cattle farm here in Pocola [Oklahoma],” said Robertson of the city located just west across the border from Fort Smith. “The property is being carefully transformed into an aviation community with a master development plan that includes hangar homes, traditional residences, commercial and retail spaces, and outdoor amenities. The geographic location in the middle of the country creates a perfect hub concept for pilots and businesspeople with interests (and family) in other states.

“The flight time is dramatically less when you start from the middle. Combined with the low cost of living in the region and the incredible cultural and outdoor adventure opportunities in eastern Oklahoma and western Arkansas, this is a fantastic place to live.

“Our typical hangar homes will be 5,000 square feet with 2,500 for the hangar and 2,500 or more of living space above or beside the hangar. Ideally, these will be ‘barndominium’ style homes built from red steel and metal siding, but traditional wood construction is also an option. Phase one includes 14 1-acre lots that are ready to go. We also have a construction company that can build homes according to the buyer’s specs, so they have a lot of flexibility with the design.”

Robertson, who previously spent many years in community and economic development, has been friends with Patriot Airpark’s founder, Alex Cardenas, for about 15 years. The two ran into each other one day at a local restaurant, where he asked her to come aboard and help provide additional lift to the fledgling project.

“Alex, the owner of the property, spent the last year and a half building a lake and other amenities,” she said. “The lake has a 1.5-mile trail around it, and several peninsulas that offer dry camping sites and picnic tables. It’s a really nice amenity that is great for camping, fishing, and kayaking, and it will complement our future RV park. Alex has invested considerable time and money to lock in the right outdoor amenities at Patriot Airpark. He has built a footgolf course [played with a soccer ball], cleared land for soccer fields, and started building mountain bike trails through the woods on the north side of the property.” 

Cardenas, a veteran and entrepreneur, already has moved to Patriot Airpark and is raising his family there. 

“We don’t want to overbuild the community,” Robertson said.  “We want to protect the rural lifestyle and the outdoor opportunities for adventure—the sports, the trails, the fishing, and everything that goes along with what makes Patriot Airpark special. In the initial concept plan, there are around 230 [lots]. Not all of those would be hangar homes, though. The property is naturally split by the orientation of the runway.

“Lots on the west side of the property will be aviation homesites, and the east side will be traditional single-family and multifamily residential. Airplane hangars are also a part of our master plan, as well as commercial, retail, and restaurant spaces that will bring homeowners together as a micro-community.” 

At Patriot Airpark, there is one newly constructed hangar, which is the site of a skydiving operation, Adventure Skydive Center. This is one of many businesses that the development team expects will be based on-site. The airport runway, recently designated by the FAA as OL42, has been established for more than 20 years and will soon host an exciting aviation event.

“We are hosting a National STOL Series qualifier event, Arklahoma STOL, on May 24-25,” she said. “This will be our first event, but our goal is to host the national finals [for the National STOL Series] next year, or at the latest, in 2026. We really want to bring that event here to the central United States.”

The National STOL event is expected to attract pilots from around the country as well as at least 1,000 aviation fans. Spectators are welcome to fly in before the competition starts. Choctaw Casino & Resort is less than five minutes away in Pocola, Oklahoma, and there will be a shuttle running to and from the hotel. Camping and RV spots are available before, during, and after the event through the holiday weekend. The event schedule and camping information can be found on the Arklahoma STOL website.  Registration for pilots is on the National STOL Series website.

Robertson advised that the interest in the area hasn’t been limited to attendees of the short takeoff and landing competition. Rather, Fort Smith and its surrounding communities have been the focus of aviation headlines for other reasons as well recently. 

“Within 15 minutes of Patriot Airpark, you have Fort Smith Regional Airport (KFSM) and Ebbing Air National Guard Base, which is home to the Arkansas Air National Guard. Ebbing was chosen by the U.S. Air Force to be the new site for the Foreign Military Sales (FMS) program,” Roberterson said. “The Air Force estimates that as many as 1,000 families or more will be relocating to this region. The housing market is tight, so it’s great that Patriot Airpark is already established. We have real estate, and we are ready to build homes. We could start pouring foundations next week if we wanted to. Talk about impeccable timing.

“Everything seems to be falling into place—the development, the event, the amenities. It’s the perfect place and time to start this development because there’s nothing exactly like it in the market. We’re inviting prospective buyers to come on over to OL42 and ‘land where they’ll love to live!’”

The post Development Underway for New 400-Acre Fort Smith Metro Area Airpark appeared first on FLYING Magazine.

Jack Poff, the founder of Shumway “Innernational” Airport (IL05) in Effingham, Illinois, hopes that the facility will still be used as an airport once it’s sold.

“Well, I sure hope we do get to sell it as an airport, because at the point it doesn’t sell that way, it’ll revert back to farm ground,” Poff said. “And that would absolutely break my heart. I can tell you that I put enough work, love, and TLC into this property that I would hate to see it be anything else.” 

To understand Poff’s attachment to the airport with the 2,338-foot grass runway, you have to look back at why it was built. In 2006, the construction professional by trade decided to find a piece of land suitable for a runway, following the reentrance into aviation after a long break.

“After I got married and started raising a family, I was out of aviation for quite a while,” Poff said. “But after my son was born, he started getting interested in remote control airplanes, and we joined a club here in the area. The fellow that owned the place where we flew the remote-controlled planes decided to sell the property, and it was no longer going to be available for us to use.”

Poff explained that flying remote control planes ultimately turned into flying fixed-wing aircraft again and the desire to own his own airport. That’s because the two had nowhere suitable for him and his son to fly. 

“Along the same time, I went up to EAA AirVenture [in Wisconsin] with my son, and we ended up over in the homebuilt section,” he said. “I had been out of aviation for a while, so I was asking some of the homebuilders what they would recommend, as far as planes to build. And they said, ‘definitely a Van’s.’ Within a year or so, I decided that we were going to start in on an RV-9A build.

“I bought the different kits to assemble and started working on them in my garage. It got to the point [in the build process] that I told my wife, ‘Now you’re going to have to start parking outside because I need more room to build my airplane.’ She told me that I was going to have to find somewhere else to build it. Along the same time, I was also looking for a place for the remote-control field. And then I thought, ‘Well, in for a penny, in for a pound. Why not go ahead and find enough property to have a full-scale runway?’” 

Poff started talking to a local farmer who, after some persuasion, was willing to part with some of his land. But it would take several acquisitions to piece enough parcels together to create a suitable landing site. He wound up with 37.72 acres, where he built a 5,200 square-foot hangar/shop and an attached 2,344 square-foot, three-bedroom apartment.

The airfield has served its purpose well. For nearly two decades, Poff has flown an RV-9A from it, albeit a different one than he purchased shortly after his first visit to Wittman Regional Airport in Oshkosh. He now believes that the time he spends mowing the airstrip will be better used toward finally finishing his nearly complete RV build.

“Sometime in the middle of doing all of the work last summer, I decided that I was spending an awful lot of time working on the airport and the runway,” he said. “But again, no time to spend on building the airplane, which now is going into its 20th year of construction. So, I’m getting really close, but I’m not done yet. I just want to finish it up. And frankly, after hosting fly-ins the last 15 or so years, I shouldn’t get all of the fun. Someone else should enjoy it.” 

Poff said that over 350 people and 65 aircraft attended the last fly-in the airstrip hosted in 2022. It included a pulled pork luncheon cooked by his wife, Darlene. 

“Before I decided to sell the airport, I decided to improve the runway,” he said. “There were a couple of places where it was a little bit rough and there were some different things that I wanted to do. I wanted to move it 10 feet farther to the north to give it more development potential. If you’re going to develop lots, you need all the extra space that you can get. So we decided to [do that on the south side of the runway]. The airport was closed during all of 2023, and we got the grass planted at just the right time. It really looks great.

“Shumway Innernational has always been a favorite of all people that like to land on grass. I’ll say it’s their favorite place to land here in southern Illinois. And it’s even better now, in better shape than it’s ever been.”

The post Illinois Grass Strip Airfield Ready for Next Generation of Owners appeared first on FLYING Magazine.

Now I think those folks might have been correct. A recent visit to the Greater Tahoe area confirmed that it held more appeal than I had imagined, beginning with some of the most striking natural views I have experienced.

From the air or ground, the natural splendor of the lake is breathtaking, from its clear, greenish-blue water that changes color with the seasons and more than 70 miles of jagged shoreline to its mountainous surroundings.

My first surprise was how large Lake Tahoe is. One can read about how it straddles a large stretch of the California-Nevada border, spanning roughly 22 miles long and 12 miles wide with a surface area covering 191 square miles, but it appears much larger in person than on paper.

Part of the impressive visual effect is because of the lake’s location high in the Sierra Nevada. Its surface is 6,225 feet msl, and the terrain around it rises thousands of feet above.

Getting There

That terrain is among several factors pilots have to consider when flying into the area, which is dotted with airports whose field elevations fall between 4,400 feet and 6,300 feet. Many piston pilots have a good idea of how operating from such high airports would affect their airplane’s performance. Others might be surprised by the reduced power they are likely to experience, especially when flying normally aspirated aircraft. Density altitude, gusting winds, and weather that often changes quickly can add to the challenge.

Operating at high-elevation fields for the first time warrants additional research and preparation, especially for “flatlanders” not accustomed to mountain flying. High ground around Lake Tahoe and beyond can complicate approaches to certain airports. Well-known peaks in the  area—including Mount Donner at just over 8,000 feet, Mount Pluto at 8,610 feet, and Mount Rose at 10,785 feet—severely restrict maneuvering space and make accurate navigation and situational awareness critical.

The Airport

We visited Truckee-Tahoe Airport (KTRK), which for decades has served as a hub for vacationers and part-time area residents who shuttle between first and second homes. The area is considered a year-round destination for hiking, biking, horseback riding, boating, and watersports during summer, and skiing and other snow sports in the winter. The area is famous for its ski slopes, including Palisades Tahoe, site of the 1960 Winter Olympics.

• READ MORE: Chart Wise: Truckee-Tahoe RNAV (GPS)-A

The airport is challenging because of its elevation of 5,904 feet and surrounding higher terrain. Pilots must follow prescribed approach and departure paths not only to remain clear of terrain but also to avoid flying over noise-sensitive residential areas. Winds can also be challenging at Truckee-Tahoe.

Jeff Menasco, a former Air Force pilot who is the airport’s director of aviation, said the multiple windsocks positioned around the field often point in different directions at once.

A fatal accident involving a Bombardier Challenger jet in 2021 reinforces the notion that Truckee-Tahoe can be unforgiving.

Demanding and Appealing

Truckee-Tahoe is an inviting airport with a generous parking lot and a bright, airy terminal with lots of space to relax, flight plan, and conduct meetings. The second floor has a balcony overlooking the ramp and runway that is a great place for aircraft watching. There is an adjacent park and playground for families with children—and you might meet several staff members’ dogs during a visit.

The airport makes an effort to help pilots with advisories and tips, including a series of approach and departure videos on its website that demonstrate proper flight paths and point out landmarks, such as the truck weigh station on nearby Interstate 80, Kings Beach at the northern end of the lake, and Brockway Summit, which you have to clear on certain approaches.

• READ MORE: Mackinac Island Is Especially Stunning by Air

On the ramp, turbine pilots will notice that only blended sustainable aviation fuel (SAF) is available. Menasco said the airport wants to take a leadership role in promoting sustainability. As a result, he said, some customers embrace the plan despite SAF’s higher cost. Others decline fuel, preferring to fill up with less-expensive standard jet-A at other airports.

Red Truck, the airport restaurant, draws a substantial nonpilot crowd to supplement fly-in customers. The menu features a range of breakfast and lunch treats that blend Mexican and South Asian influences. We arrived in time for lunch, which included a naan-dog consisting of a quarter-pound brisket frankfurter on a “bun” of naan with house-made mustard, relish, hilbeh, cabbage, and caramelized curried onions. Delicious.

We also ordered the lunch bowl, which combines dal, quinoa, fresh cabbage, fattoush, and a choice of meat or seasonal vegetables. The shaded outdoor dining area was ideal for planespotting and people-watching.

History

While the Truckee-Tahoe Airport got its start in the late 1950s, aviation had been part of the local culture for much longer. During the 1920s the federal airmail service established an intermediate landing field near the current airport. The field, which was 2,000 feet long and 600 feet wide, was part of the service’s airway between Salt Lake City and San Francisco. Instructions to pilots included directions that followed railroads and warnings about tall obstacles.

“On the direct course 10,000 feet will clear the highest peak, but an altitude of 15,000 feet should be maintained,” the instructions read, in part.

• READ MORE: Flying the Finger Lakes Region of New York

By the 1950s, business owners in Truckee were eager to build a new, larger, modern airport to attract more tourists. By 1958 they formed the Truckee Tahoe Airport District (TTAD), elected a board, and sought state and federal funding to build a runway and terminal and buy additional property around the airport. Today, the airport is funded by a number of sources, including aviation fuel sales, aircraft services, hangar leases, and local property taxes.

In 2017, when the control tower opened, the airport boasted 33,580 aircraft operations, made up of 14,978 piston single, 1,145 piston twin, 6,942 turboprop, 4,140 jet, 1,229 helicopter and 5,146 glider. The daily average was 92, though the figure grows significantly during holiday weekends and peak tourist periods in summer and winter. The record stands at 532 ops in one day.

Alternates

Other airports, all nontowered, that serve the Lake Tahoe area include Lake Tahoe Airport (KTVL), Minden-Tahoe (KMEV), Carson City (KCXP), Dayton Valley (A34), and Blue Canyon-Nyack (KBLU).

We arrived at Reno-Tahoe International (KRNO), the area’s Class C commercial hub, on our way to the annual weeklong National Championship Air Races at Reno-Stead Airport (KRTS). With an event as big as the races going on all day and local casinos and restaurants buzzing at night, it is easy for visitors to forget about the region’s other attractions, but there are many. Tahoe is close, well known, and clear in its appeal. But there is more to see in the Reno-Tahoe area. Hotel rooms are hard to find during race week, so we stayed 40 minutes away in Carson City, Nevada’s capital.

The town has developed a young, artistic vibe that we found welcoming. There is plenty of creative food, good coffee, and shopping to keep visitors busy. Carson City is also close to Tahoe and Virginia City, the preserved-in-time Old West town that feels like a scene from 3:10 to Yuma or perhaps High Plains Drifter.

Downtown Reno, where the Truckee River runs through, features shops, restaurants, bars, and large-scale outdoor art. If Las Vegas does not quite work for you, Reno might be your place.

For pilots, the network of airports in and around Reno and Lake Tahoe make the area a singular flying destination.

Truckee-Tahoe Airport (KTRK)

Location: Truckee, California

Airport elevation: 5,904 feet msl

Airspace: Nontowered, Class D

Airport hours: Continuous

Runways: 11/29, 02/20

Lighted: Yes, both runways

Pattern altitude: 7,000 feet msl for light piston aircraft, 7,500 feet msl for turboprops and jets

This column first appeared in the December 2023/Issue 944 of FLYING’s print edition.

The post Flying the Truckee-Lake Tahoe Region appeared first on FLYING Magazine.

Would the Wrights be amazed by how far we have come or surprised that more people are not involved in general aviation? Surely the latest avionics would blow their minds. We will never know, but what is almost certain is that they would have a hard time recognizing Kill Devil Hills, the North Carolina town where they made their first powered flight.

They picked the location in part because of its strong winds, which they figured would increase the lift their machine needed to get airborne. Good call. They also liked the sandy waterfront surroundings that could soften hard landings. Perhaps the most important factor that made the area ideal for test flights was its isolation. There was barely anyone around the greater Outer Banks area, which then included neighboring beach towns Kitty Hawk and Nags Head. The brothers felt the sparse population lessened the likelihood of rival aviators learning their secrets.

Today, however, the area is a destination for thousands of vacationers and tourists, especially this time of year. Their remote airfield is now a national park where many come to see the spot where the first flight took place, walk along the Wright Flyer’s actual path, and learn more about the Wrights’ story.

Getting There

We flew the 315 nm to First Flight Airport (KFFA) from Sussex, New Jersey (KFWN), and though weather forecasts and AWOS reports called for clear skies, smoke from wildfires in Canada made conditions murky for much of the trip. Cruising at 6,500 feet msl in Annie, our Commander 114B, we could always see the ground, but scanning the horizon gave the sense of flying VFR above a solid cloud layer. Spotting traffic was more difficult, and we found ourselves checking often to make sure the surface was still visible. The smoke also hid actual clouds, some of them fairly large, that we had to dodge to remain VFR.

As we headed roughly south by west, we set a course for Norfolk (KORF) in Virginia, which is northwest of First Flight, in order to spend less time over the ocean and avoid MOAs and other restricted military airspace. We initiated ATC contact soon after our departure from Sussex with Philadelphia Approach and continued with radar service until we were ready to descend to our destination. With so much commercial, private, and military air traffic along the Atlantic shore, maintaining contact with ATC provided an extra measure of safety and conflict avoidance. One of several blocks of military airspace was active, so we diverted slightly to stay clear.

The Airport

The barrier islands known as the Outer Banks, which now include the town of Kill Devil Hills, form an offshore strip of land that, to pilots on approach to First Flight, might seem too narrow to possibly accommodate an airport. As you fly within a mile or two, it becomes clear the islands are larger than you might have thought but still not especially large. Indeed, as Runway 3/21 comes into sight on the edge of the Wright Brothers Memorial, the park’s green lawns and forests appear to cover a larger area than neighboring Nags Head.

The runway, which is 3,000 feet long and 60 feet wide, is not what many GA pilots would consider short; however, pilots need to keep track of density altitude—especially during the warmer months—to avoid tense moments while climbing over trees and power lines just beyond the departure end of Runway 3. Near the ramp there is a small building housing restrooms and a pilot room—not quite a lounge—with a visitors’ sign-in book, desktop computer for filing a flight plan, and screens with updated weather and other airport information.

Air traffic around Kill Devil Hills has picked up significantly in the 120 years since the Wrights’ landmark flight. The Wright Brothers National Memorial property includes First Flight Airport, which can get busy on weekends. We arrived on a Friday afternoon to find the field fairly quiet with one other aircraft tied down on the ramp. The following morning the total had reached nine, with the sounds of engines carrying across the park as a variety of aircraft—from a modern high-wing Tecnam light sport to a vintage Beechcraft Travel Air—arrived and departed regularly.

While some area restaurants and hotels, like the Travelodge where we spent the night, appear on maps to be within walking distance—right across the road from the memorial—you have to remember that the park is vast and the airport is on the far side, at least a couple of miles from town. On a typically hot summer afternoon, you will want a ride. On-demand car service is available, and drivers are familiar with the airport parking lot. Myself, FLYING photographer Stephen Yeates, and my two 50-pound dogs (we could not find a sitter on short notice) had no trouble getting a lift to our pet-friendly hotel.

The Memorial

The Wright Brothers Memorial is striking. Perched on a hill with dramatic views, it reminds us that the brothers relied on common-sense trial and error to get airborne and that they must have been determined, brave, and smart to find a successful formula for controlled powered flight and to survive the process.

Visitors can see the launch point for the first flight and walk the distances, marked with large stones, flown during the initial short hop and subsequent longer flights. There is a model of the original Wright Flyer inside the park’s visitor center and nearby, in their original positions, stand replicas of the hangar and camp building the brothers used during their stay at Kill Devil Hills.

Near the base of the memorial hill are life-size sculptures of the Wrights’ aircraft taking off, with Orville at the controls and a few spectators. A woman working at the front desk of our hotel told us to look for the barefoot boy watching the airplane take off. The statue depicts Johnny Moore, who skipped school that day to help the Wrights prepare and to watch their attempt. After the flight, he ran to the telegraph office to relay the news that the flight was successful. Moore was a distant cousin to her, the woman said.

The Towns

While Kitty Hawk and Kill Devil Hills draw aviation enthusiasts, these days Nags Head is the main destination for most visitors. The beach town has a laid-back party vibe that makes it a summer tradition for many families who rent beach houses and condos along the main shore road.

A range of restaurants, bars, amusements, and fishing piers help keep vacationers entertained while historic sites such as the Bodie Island Lighthouse confirm there is more to the area’s history than aviation.

While there is a lot to do in Nags Head and surrounding Outer Banks towns, the beach, with its signature large dunes, is where most people come to spend time. I grew up in New Jersey, spending summers on the Jersey Shore during the 1970s and 1980s. During recent trips the shore seems to have become fancier while losing some of the fast and loose appeal it held when I was a teenager. You can call it nostalgia, but Nags Head reminds me of the beach towns I loved as a kid—not fancy, just fun.

• READ MORE: Finding Wilbur Wright on the Wabash

We’ll Be Back

As with many destinations we write about, I left wanting to spend a little more time in the greater Kill Devil Hills area. I would love to return sometime soon with my family, though our teenage sons are often too busy to be pinned down with their parents. Perhaps my wife and I will fly down and explore the Outer Banks more extensively and find a beach town minus the bumper cars and miniature golf. Historic Ocracoke Island, about 50 nm south, has been on our traveling wish list for a long time.

This column first appeared in the August 2023/Issue 940 print edition of FLYING.

The post First Flight Airport, Wright Brothers Memorial Double as Vacation Hot Spot appeared first on FLYING Magazine.

People who have summered on the Vineyard for generations often share tales of woe related to the ferry. Under the best conditions, the trip consumes much of the day.

By contrast, traveling to the island by airplane is remarkably quick and easy. From my home airport in Sussex, New Jersey (KFWN), the flight in our Commander 114B takes an hour and 20 minutes. Even on a Friday afternoon at the height of the summer vacation season, when it can seem impossible to get anywhere using surface transport, it is an easy transit by air.

Choosing An Airport

You might be surprised to find that a smallish island has three airports, but one could argue the Vineyard’s vast and varied aviation history is too much for one field to accommodate. Most visitors arrive at the modern Class D airport in Vineyard Haven (KMVY), which has scheduled airline and charter service, and a bright, airy terminal with ticket counters, baggage check, car rental desk and other services. There is also a restaurant called the Plane View. The Navy trained pilots here during World War II.

Runway 6/24 is 5,504 feet long and ideal for large turboprops and many light to midsize jets. Runway 15/33 is 3,327 feet long and crosses near the threshold of 24. As we approached over Long Island Sound, we heard other aircraft using Runway 6, but as we got closer the wind shifted to favor 15, and the tower controller offered us the option of the shorter runway with a direct headwind. This was a good deal that resulted in a longer, circling approach that gave me more time to descend and more space to stay clear of a clump of clouds hanging over the field just above pattern altitude.

After landing we taxied to an overnight tie-down area that kept us clear of the jet blast of the main ramp. This spot seemed far from the terminal, but that was not an issue because the ground crew person who guided us in and tied down the airplane also drove the shuttle van and dropped us off at the main building. If you want services, from radar service in the air to fuel service on the ground, KMVY is the right place. This is also a haven for plane spotters, especially during the summer season when the ramp hosts a parade of air-craft and people.

Katama Airpark (1B2) is in Edgartown, east southeast of Vineyard Haven and just outside the Class D. This is where much of the rest of the flying crowd goes, particularly longtime local pilots and those flying light, single-engine machinery that is well suited to Katama’s three turf runways, arranged in a neat triangle. You can just about always find a satisfactory headwind there. Perhaps you just prefer a nontowered field, or you find the cuisine at Katama Kitchen more to your liking. This also makes the best place to chat with fellow pilots.

Katama dates to the 1920s, when the airfield was carved out of pastureland, and still looks the part. Curtiss-Wright Flying Service was based there early on, followed by the Martha’s Vineyard Flying Club. The Navy set up a gunnery range there during World War II, and over the years visiting pilots used the field for air shows and demonstrations.

Trade Wind Airport (MA44) in Oak Bluffs is a 2,200-foot grass strip owned by the Martha’s Vineyard Land Bank Commission. Pilots must request permission via email before landing there. Each pilot can get permission for up to five aircraft, and the permit is good until the end of the year it is issued. I received permission for my Commander 114B and the flying club’s Cessna 172, which probably would perform better on the unimproved field. Trade Wind is strictly for short, day visits—no overnight parking.

For decades, Carolyn Cullen, a flight instructor and member of the legendary Women Airforce Service Pilots, or WASPs, owned and operated the airport. Cullen had learned to fly during the 1930s and became a pillar of the island’s aviation community. If you were lucky, perhaps you flew with her.

The Towns

Each town on the island expresses a distinct personality and appeal. On this trip we stayed in Oak Bluffs, a popular, bustling spot where many travelers, especially those staying just a day or two, tend to spend most of their time. This is where most of the Steamship Authority ferries from Hyannis, Woods Hole, and Nantucket arrive during the busy summer season. There are many restaurants, hotels, and stores to keep visitors from feeling isolated. It’s a party town.

Vineyard Haven, also known as Tisbury, sports a year-round ferry terminal and is the island’s largest port of entry for passengers and cargo, although Oak Bluffs is busier in the summer. This is where you find more local residents. Attractions include beaches, restaurants, and a healthy arts and music scene. Because Europeans settled here early on, the town’s architecture reflects a range of styles from Greek Revival to neoclassical.

Aquinnah sits on the rural western side of the island and formerly was known as Gay Head. The town is small, covering less than 6 square miles, and quiet. Aquinnah, the traditional name for the area used by the indigenous Wampanoag people for thousands of years, became the town’s official name in 1997 and has been used by all since. Visitors can learn more about the Wampanoag at the Aquinnah Cultural Center.

Chilmark lies just east of Aquinnah and is also off the beaten path. It includes the fishing village of Menemsha, known for its beautiful beach and delicious seafood. People also say the village offers the best sunset views on the island. The town is small and quiet, with a general store and post office—and not much else. It feels more like a remote getaway than busier more developed parts of the Vineyard.

Centrally located, West Tisbury connects the island’s north and south shores and marks the divide between the so-called up-island and down-island areas. It was part of Tisbury, or Vineyard Haven, before breaking away in 1892. This rural district is the agricultural hub of the Vineyard, where the Grange Hall still serves as a community center for farmers’ markets and other events. The town hosts an agricultural fair every August.

Edgartown is the island’s largest town based on population. The first European settlements were here, and the place was teeming with commercial activity during the peak of the whaling industry. Today it is known for South Beach, also known as Katama Beach, the island’s most popular. Edgartown is just one of two “wet” towns where hard liquor is sold in the Vineyard, along with Oak Bluffs. So Edgartown also is known for its nightlife.

The Lighthouses

The Vineyard seems to have plenty of most things—not just airports. Take lighthouses, for example. There are five on the island, each notable for its appearance, design, and history. I came away from this trip believing that visiting all of them arguably is the best way to get a feel for island culture.

Even if you are not a lighthouse enthusiast, it is easy to spot Gay Head Light as the most distant outlier in the group, as its red brick exterior contrasts with the others’ white paint. Built in 1844, it represented an improvement over the previous wooden version. The following decade it received a major boost in technology with the installation of a Fresnel lens with more than 1,000 prisms. The nearby cliffs give the structure’s perch a precarious look that is not an illusion. Indeed, the building was moved in 2015 to protect it from erosion.

The East Chop Lighthouse in Oak Bluffs is on the site where early telegraph development took place around 1828. A sea captain built the original lighthouse privately during the mid-1800s and charged fees to ships that arrived in port. The federal government bought the lighthouse in 1875 and replaced it with the current cast-iron building. It was known as the Chocolate Lighthouse because of its reddish brown color until 1988, when it was painted white.

West Chop Lighthouse was the last of the island’s lights to be operated by a keeper before automation took over. Today’s brick structure was built in 1838to replace an earlier wooden lighthouse. It has also been moved back from the edge of the bluffs following threats from raging seas and shifting ground.

The especially picturesque Edgartown Lighthouse was built in 1828 on a man-made island in the Edgartown harbor, and for a year or so after completion, the only way to reach it was by boat. Government funds eventually allowed for construction of a footbridge.

The Cape Poge Lighthouse—sometimes spelled “Cape Pogue”—is the most remote of the island’s lights, located at the northeast corner of Chappaquiddick Island. It also seems to have endured the roughest life. Built in 1801, it lasted until 1838, when it succumbed to destructive waves. Islanders rebuilt it, but over the next 50 years the sea wore it down. Another rebuild with a change from reflector lamps to revolving prisms lasted only until 1892. It was rebuilt and wrecked one more time before the current wooden structure was completed in 1922.

This is where lighthouses and aviation came together on the Vineyard. In the January 16, 1987, edition of the Vineyard Gazette, there is a wonderful photo of a Sikorsky S-64 Skycrane helicopter flying overhead with the Cape Poge Lighthouses hanging below, on its way to a new foundation. An accompanying article described the landmark scene:

“Dangling beneath a giant Army sky crane helicopter, guy wires flying like kite strings, for a brief moment the historic shingled lighthouse evoked memories of Dorothy’s house in the Wizard of Oz as it sailed through the air.”

• READ MORE: Destinations: Half Moon Bay

Martha’s Vineyard (KMVY)

Location: 3 miles south of Vineyard Haven or 41.5 nm southeast of Providence, Rhode Island.

Airport elevation: 66.9 feet msl

Airspace: Towered, Class D

Airport hours: Open 24 hours. Tower operates 0600-2200 May 15 to October 31; 0700-1700 November 1 to May 14

Runway: 6/24, 15/33

Lighted: Yes

Pattern altitude: 1,000 agl (light), 1,500 agl (large)

This column first appeared in the July 2023/Issue 939 print edition of FLYING.

The post Destinations: Martha’s Vineyard appeared first on FLYING Magazine.

While working on an article about the Epic E1000 in the early summer of 2020, I was introduced to another beachside airport. Epic Aircraft’s CEO, Doug King, recommended a trip to Half Moon Bay Airport (KHAF) to evaluate the single-engine turboprop (see FLYING’s August 2020 issue for the story). I gladly accepted the suggestion. It was a terrific flight, but we didn’t have much time on the ground and, since COVID restrictions were still quite strict, we couldn’t explore the area as much as I would have liked to. A return trip was on my bucket list, and it didn’t disappoint.

Getting There

Located just a hop, skip, and a jump from San Francisco Bay, Half Moon Bay airport is a tranquil escape that offers activities aplenty. As the name implies, the nontowered airport is located a few steps from an arc-shaped bay on the shores of the vast Pacific Ocean. Inside the arc is a beautiful beach covered in golden sand, a marina with a pier, and a quaint community with several restaurants and other activities.

Being right on the coast, the airport elevation of KHAF is only 66 feet msl. The paved, 5,000-by-150-foot-long runway provides plenty of room for most privately owned airplanes, whether piston-, turboprop- or jet-powered. Airplanes with a max gross weight of more than 12,500 pounds are prohibited.

While the Pacific coastline offers beauty and great recreational options, it does spin off a marine layer that can linger through late morning, particularly in the spring and summer. This cloud condition plagues VFR pilots as it can park itself low to the ground for days and sometimes weeks. KHAF offers instrument approaches to both runways 12 and 30 that will allow you to fly in on cloudy days, provided you’re IFR rated and fly an airplane equipped with an IFR-capable GPS navigation system. The RNAV RWY 12 approach allows you to descend to 300 feet agl and RNAV RWY 30, the most commonly used runway, gets you down to 400 feet agl with LPV minimums. Be aware that Runway 12 has IFR takeoff minimums of 2,600 feet and 2 sm because of the trees at the departure end. Night ops are also available. Lights can be activated with the CTAF frequency—122.8.

Photographer Jeff Berlin and I had planned to fly my Mooney M20C from Camarillo (KCMA) in southern California to KHAF on a Tuesday in early April. However, the remnants of the last atmospheric river—the weather phenomenon that presented itself several times this past winter, with really heavy rains and strong winds—prevented us from going. The cloud layer on the day we had planned to go was forecast to linger around 1,000 feet until early afternoon at both airports and the wind gusts were expected to blow around 35 knots in Half Moon Bay—not ideal for either a beach visit or a photo session. Also, my Mooney’s IFR navigation database had expired, so I was limited to VFR conditions.

Fortunately, Jeff and I were able to reschedule a couple of days later. A marine layer was still in the forecast, but it was expected to burn off both at Camarillo (mid-morning) and Half Moon Bay (early afternoon). The winds had also subsided. We decided to meet at KCMA around 10 a.m.—later than we normally would plan a flying rendezvous.

Being one of the first good VFR flying days in a while, there were tons of pilots who were as excited as we were to fly. By the time we were holding short of Runway 26 in Camarillo, there was a never-ending line of approaching airplanes, likely to enjoy brunch at the popular Waypoint Café. We were dumbfounded that the controller kept guiding airplanes to the runway even though there was a growing line ready for departure. We held for about 25 minutes before we were finally cleared for takeoff.

Once we were in the air, it was a spectacular day to fly, with smooth, clear skies, albeit with a slight haze. With all the rain that had fallen on California, the hills along the coast were covered in bright green grass, along with splashes of orange poppies, yellow mustard flowers, and other wildflowers contributing to a spectacular super bloom. Our scenic, mostly coastal flight passed by Santa Barbara, San Luis Obispo, Monterey, and Santa Cruz before cresting the hills south of the stretch of coastline that is crowned by Half Moon Bay.

Arriving VFR from the southeast, as we did, is very straightforward. Simply follow the coastline. Once you crest the mountains past Monterey Bay, you can’t miss the airport at the end of the half-moon-shaped bay. However, you need to be aware of the proximity of the San Francisco International Airport (KSFO), which is merely nine miles northeast of KHAF.

The base of San Francisco’s Class B airspace along the shoreline southeast of KHAF sits at 6,000 feet. Higher up you must be on an IFR flight plan or request a clearance through the Bravo. If you go inland at all, you need to stay below 4,000 feet and if you overfly the hills, you’d better talk to someone because, even if you stay out of Bravo, you have San Carlos’ and Palo Alto’s Class Delta to contend with. The airspace from these three airports, Oakland’s and San Jose’s Class C airspace, and several other Class D airports make up a patchwork of multi-layered blocks that would be nearly impossible, if not reckless, to navigate through without communicating with ATC. So, if you’re arriving from the east or north, a thorough navigation plan and flight following are required.

Since we had cruised from KCMA at 8,500 feet, with flight following, we began our descent early to clear the airspace. Because of our delayed departure, the clouds had completely burned off by the time we arrived at KHAF, which advertised more than 10 miles visibility, clear skies, and winds from 320 at 11 knots—almost straight down Runway 30. Flight time was under two hours with a slight detour west of the towering Sierra Madre Mountains east of Santa Barbara.

We made a low approach and circled around to set up for Runway 30. Wind shifts around the shoreline kept me on my toes on short final. I was happy that there was plenty of runway to play with and, since the crossing taxiways are sparse, I rolled out to the end of the runway.

Being There

On our visit, the main taxiway, which is offset on the right side of Runway 30, was obscured by tall grass and flowers. I had studied the airport diagram so I knew where to go. At around the halfway mark of the airport, there is a terminal building with dozens of parking spots and a self-serve fuel station for 100LL avgas. If you’re flying an airplane powered by jet fuel, you’ll have to gas up elsewhere. The fuel cost on the day we were there was $6.13 per gallon, significantly lower than the airports in the Bay. Parking is free, but if you’re staying the night, there is a $15 fee for light pistons and $25 for larger airplanes, such as twins, turboprops, and jets.

While there are parking spots by the terminal building, the better place to park is at the southeast end of the runway, where plenty of tiedowns are available as well. There are no cars to rent at KHAF. You can easily catch an Uber, but there really is no reason to, since everything you could possibly need is within walking distance.

As you go through the gates on the southeast tip of the airport, you’ll basically walk right into Princeton. This bohemian community offers quaint, coastal-themed buildings housing unique shops and restaurants. If you like seafood, Princeton is the place for you.

On my Epic visit in 2020, pandemic restrictions allowed for takeout only. We picked up some really yummy fish and chips from Barbara’s Fishtrap, which is near the pier, and brought it to the picnic tables at the airport. This time, Jeff and I stopped at Half Moon Bay Brewing Company, which has a really large outside patio overlooking the bay with portable heaters and a gas firepit. While the fish and chips looked amazing, we both opted for the fish tacos. The thick slabs of cod and scrumptious coleslaw did not disappoint.

Airplane geeks as we are, we spent our lunch watch- ing airplanes approaching Runway 30. We spotted several interesting airplanes, such as a Diamond DA42 Twinstar, a Cessna Skycatcher, a Kitfox, and a T-6.

If you’re planning on staying the night, there are sev- eral hotels in Princeton. On the high end, there’s the Oceano Hotel and Spa, or the Inn at Mavericks, which offer stunning accommodations starting at around $300 per night. For about half of that price, you can stay at the Harbor View Inn. There are several other options for both hotels and restaurants located within about half a mile of KHAF’s south parking area.

If you’re on a budget or prefer to sleep under the stars, the airport offers camping by the southeast tiedowns. There are no showers, but there is a permanent restroom. Picnic tables and firepits provide opportunities for cooking and dining. The campground is open year-round and there are no additional fees for camping, other than the overnight fee.

Take a few steps past the restaurants and hotels and you’ll find plenty of opportunities for recreational activities. At the tip of the bay, Pillar Point offers beau- tiful trails across the hills and around the point, and terrific tide pooling in the flat rock areas that mix in with the sandy beach. You can’t miss the prominent radome on top of the hill. The radar equipment along with telemetry and command antennae are part of the Pillar Point Air Force Station, which, by the way, you should avoid overflying, and are used to support space and ballistic missile launches from the Vandenberg Space Force Base.

If you want to get out on the water, Half Moon Bay Kayak Company offers a variety of kayaks and stand-up paddle boards for rent. And if you want to tour the area more quickly than on foot, you can rent bikes there, too. 

Fishing enthusiasts can throw fishing lines off the pier. We saw several people out there testing their luck with rods and lures. But if you’re looking for more of an adventure, Half Moon Bay Sportfishing and Tackle will take you out in a boat to fish for salmon, rockfish, crab, and more. 

Unfortunately, we didn’t have time to get out on the water. By the time we were ready to head back to Camarillo, there was a flock of Cessnas circling the airport. The pilots did a good job with the nontowered operations, and we were able to depart quickly. As we left the airport behind us, I already longed for a return visit to this beautiful place that is so close to a major city, but feels so far away. 

Half Moon Bay Airport Information

Location: 9 nm southwest of San Francisco International Airport

Airport Elevation: 66 feet msl

Airspace: Nontowered, Class E

Airport Hours: Open 24 hours, Attended 8:30 a.m. to 4:30 p.m.

Runway: 12-30

Lighted: Yes

Pattern Altitude: 1,066 msl (light)/1,566 msl (turbine/large)

This article first appeared in the June 2023/Issue 938 of FLYING print edition.

The post Destinations: Half Moon Bay appeared first on FLYING Magazine.

Mike Harris and Matt Wilkins launched Runway 2 RV earlier this year and say this new business venture not only provides aviators a way to easily travel to and stay overnight at airshows but also helps fellow pilots get more enjoyment out of their aircraft. 

“Matt and I are working for Forge Flightworks, an avionics and aircraft interior company in Smyrna, Tennessee, and we had an opportunity to purchase this RV,” Harris said. “Basically, we decided that we would use it during Sun ’n’ Fun and Oshkosh but that it would be a really good idea to make it available to other pilots the rest of the year.” 

Ground logistics are often a challenge for pilots flying in for an event.

“You have to catch an Uber or get a rental car to get to the hotel or wherever you are staying,” Harris said. “Both of us liked camping and had camper trailers before, so this made sense for us to do. So, we got the RV and made it available as a concierge service where you can fly into our base of operations at Smyrna Airport (KMQY), and the RV will be sitting right there on the ramp.

“How cool is it that all you have to do is taxi right up next to it and we toss you the keys? You just grab your bags and go. It’s kind of a fun thing [for us] to do, to have the red carpet rolled out for you and have a weekend adventure. Everyone we have talked to has loved the idea and think that it’s great.” 

The duo advised that the convenience of their service isn’t only because the RV is located at the airport but also what that means for pilots after they leave. They explained that pilots would avoid tie-down fees by keeping their plane on the Forge Flightworks, where there is also hangar space available. Additionally, they believe the long weekend pilots spend away from their aircraft would be an opportune time for small avionics maintenance tasks, such as software updates and IFR certifications. 

“We can handle a lot of details for pilots who rent the RV,” Wilkins said. “If they want the whole thing stocked with drinks and food, we can handle it for them. The sky is kind of the limit on how personal they make this thing, because it’s Mike and me. That makes it a real personal touch. And one of the great things about our RV is that it’s really easy to set up. But we also offer delivery service, if someone doesn’t want to drive it or set it up themselves.”

There are two airports near Music City, as well as plenty to do in close proximity to Smyrna, Harris said. 

“Nashville is such a great place to visit,” he said. “People are always talking about how much fun they had here or that they want to come and visit. There is a lake that’s about 15 minutes away from our hangar, which has three or four campgrounds. If you are coming into Nashville, John C. Tune Airport (KJWN) is slightly closer to downtown but not much closer. It’s only 25 or 30 minutes away from Smyrna. There are several campgrounds close to downtown, as well as to the Grand Ole Opry. But if you are wanting to do a lake weekend, Smyrna Airport is the best option. The airport sits right on Percy Priest Lake. There is a marina where you can rent boats, [and it] also has a restaurant. You can literally land, be in the RV, and cracking [open] a cold beer at the lake in 15 minutes.” 

Wilkins added that the pair’s mission with the new platform is simple—to connect other pilots with opportunities in aviation that may not otherwise exist. 

“The goal behind Runway 2 RV is how do we make pilots that are flying a PA-28 or a Cessna 172, for example, have a really cool experience?” he said. “One where they pull their plane up at the airport and jump into the next vehicle. Prior to being in aviation, Mike had a long career in the [car] rental side, and I have a friend who works for another RV rental company in Nashville. And hearing him talk about the frustrations and complaints around the logistics of having to solve, after landing and getting to the RV, it was clear this was an opportunity to engage people in the aviation community.”

Wilkins also pointed out a baseline principle behind Runway2RV. 

“Mike has influenced me a lot on the topic of pilot engagement, but how do we get engaged in aviation?” he said. “It’s more than just ‘here is an avionics shop fly-in,’ or ‘here is a maintenance shop with a breakfast fly-in.’ We have started some things at our shop to engage pilots more during the weekdays, like bringing in a food truck. This is instead of just having the standard Saturday morning fly-in breakfast. We are also thinking about things like this as a way to engage pilots more in general aviation. It’s been fun to see this project come to life with that mentality of getting more people involved in flying.”

The pair advised that the overall goal with this service is to connect pilots to a new way of using their certificates for recreational purposes. 

“The way that I look at this overall is that we are pilots providing something to other pilots to live the pilot lifestyle,” Harris said. “This is not our main business. It’s a side, fun thing that we are doing with our RV—so that pilots have something else to do.” 

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