He passed down his passion for flying to younger members of the family, and both he and his teenage son began flight training at the same time. His next youngest son has recently started training for his private certificate, and there are three other sons who could also follow the same path. 

In only a few short years since returning to the skies, Manda has purchased an aircraft of his own and an asphalt airstrip in Missouri. But having an airstrip wasn’t the reason he purchased the property.

• READ MORE: Oregon Airpark Development Aims to Create Access to ‘Outdoor Playground of the West’

“My wife and I own a landscape company up here in Kansas City [Missouri] and as part of that company, we grow sod,” Manda said. “Three years ago or so, we bought 130 acres from a guy…and developed a sod farm. We were looking to expand our operation further and…[the guy] was looking to sell more of his property. We ended up buying the house and the airstrip along with 75 more acres.” 

The airport has been around since 1979 and sports a new name following the transition, Blue Cedar Landing Airport (43MO). Manda said that maintaining the airport requires minimal additional attention to his company’s existing operations on the property. He envisions his privately owned airfield will be a vibrant GA-focused outpost and has plans for future fly-ins.

That’s why Manda is excited for other pilots to come and enjoy the airstrip as much as he and his family. 

“We mow our sod once a week, and when we do, we just mow a little bit more and mow up to the runway,” he said. “So, because I have those fields around me that I will never develop or plant trees on, it will always be a wide-open area. That gave me the thought to have a fly-in where people can just park their airplanes in the grass. We could do flour-bombing competitions, food trucks right next to the airplanes, and other things you may not be able to do at a municipal airport. We will do different things to bring people together and support aviation.”

Manda decided that a large farmhouse that came with the second land purchase would make for a good short-term rental, bringing another option for pilots looking for a place to stay the night alongside their aircraft. 

“We looked at doing something different that not a lot of places can do, so we decided to make this house a Vrbo for really anybody, but I’m definitely going to cater it to the fly-in community,” he said. “It’s a great place for three or four couples to meet up and have something to do. They can fly in and keep their airplane here and rent the house that’s literally 100 yards from the 2,430-foot-long-by-30-foot wide asphalt runway. And we will have a car that they can get on Turo to get around the area.

• READ MORE: Idaho Luxury Fly-In Development Poised for Takeoff

“The house is about a 15-minute drive to downtown Lee’s Summit, where there is tons of stuff to do. There are shops, restaurants, and dining, like a little brewery and a wine bar. It’s situated about 10 minutes away from downtown Pleasant Hill, where there are eclectic shops, restaurants, and Rock Island Trail, which connects to the Katy Trail, which at 240 miles long is the longest developed rail-trail in the country. We have teamed up with a bike shop so people can rent bikes, since it’s hard to fly with a bike.”

The 7,300-square-foot home sleeps up to 20 and rents for an average of $800 per night. Manda is adding a separate one-bedroom option to the property that will be priced more economically, $200 per night on average. He believes that the addition of this smaller rental and an available on-site rental car will entice more aviators to consider flying in.  

“On the property we also have a little pilots lounge that we are currently finishing and will be named ‘The Stables Event Space at Blue Cedar Landing,’” he said. “It will be an event space for rentals up to 150 people. When the space isn’t rented, it will be open for pilots that fly in during the day and want to have a coffee or just get together.”

Blue Cedar Landing is located 11 nm south of Lee’s Summit Municipal Airport (KLXT).

The post New Turf for Blue Cedar Landing appeared first on FLYING Magazine.

The company was founded 1980 by the late Jim Richmond who, after noticing how the Piper Super Cub was used for backcountry operations while on a trip in Alaska, modified and refined the design for better safety and performance.

Richmond was an accomplished pilot and engineer, and was dedicated to making machines that enabled pilots to reach unimproved areas for recreation. He died in November 2021 at the age of 67.

• READ MORE: CubCrafters Founder Jim Richmond Dies

A newly formed nonprofit organization aims to honor the legacy of the founder of CubCrafters aircraft by expanding access to backcountry flying.

Jim Richmond Backcountry Aviation Foundation

“The new [Jim Richmond Backcountry Aviation Foundation (JRBAF)] is a tax-exempt 501(c)(3) public charity dedicated to expanding public backcountry aviation access as a legacy project in honor of Jim Richmond, the late founder of CubCrafters,” said Brad Damm, vice president of CubCrafters.

The new foundation is completely separate from CubCrafters, said Damm, who serves as its volunteer executive director.

• READ MORE: Latest CubCrafters Design Looks Back and Ahead

According to Damm, the creation of the new charitable organization has been in the works for several years.

“We’ve organized a solid nonprofit corporate structure, established a great board of directors, and applied for and received tax-exempt status from the IRS,” he said.

The membership fee for the foundation is $100 a year, which, according to Damm, covers the federal tax on the grand prize aircraft in its annual fundraising raffle.

“So the winner doesn’t have to pay tens of thousands of dollars out of pocket just to accept the prize,” he said. “The grand prize aircraft itself is pretty special. It is a Carbon Cub S/N 001—an aircraft with a direct connection to Jim Richmond himself.” 

According to Damm, the foundation has been designed to complement the work that similar groups, such as the Recreational Aviation Foundation (RAF), Alaska Airmen, and Idaho Aviation Association do to support the backcountry pilot community.

“We are constantly blown away by the advocacy they accomplish, the volunteer hours they put in, and the overall scope of what those organizations do year in and year out,” he said. “[Our new foundation’s focus is on] expanding public aviation access to the backcountry by opening more high-quality destination locations for people to fly to, experience, and enjoy.”

Part of that is the foundation’s purchase of the historic 45 Ranch in Idaho and opening it to the public.

“The airstrip is on deeded land owned by the Jim Richmond Backcountry Aviation Foundation,” Damm said. “The new strip has always previously been closed to the public, but we’ve now changed that now and the public is welcome. Anyone is welcome to land and explore or enjoy the property. If you want to use the camp or rent one of the cabins, membership is required.”

Information about JRBAF membership may be found here.

The post New Organization Aims to Expand Backcountry Aviation Access appeared first on FLYING Magazine.

Richter joined forces with longtime friend and business partner Jordan to create their Planecave venture. The two met more than 25 years ago when they were both working behind the camera in Hollywood. Since then, they each had their own successful entrepreneurial careers.

Jordan’s foray into a novel business venture ultimately led to inspiration for the airplane hangar development firm.

“Steve had gone off to Hawaii to start a shark diving business,” Richter said. “It was sort of a fledgling tourist operation that he resurrected and was very successful with. He sold it two years ago and was traveling the country. When he went to Alaska, he fell in love with backcountry flying and immediately bought a plane.”

Jordan began initial flight training at the north central Oregon airport. Only a week after receiving his private pilot’s license, he joined Richter on a trip around the country. 

“That was really the beginning of Planecave, because we started talking about how difficult it is to find hangars up where he is [on the Oregon-Washington border] and down here as well [in Los Angeles],” Richter said. “Steve said, ‘If you want to look at this and develop this, let’s talk about it because we have a long waitlist at every airport around here. And no one is building hangars.’” 

• READ MORE: Oregon Airpark Development Aims to Create Access to ‘Outdoor Playground of the West’

The duo decided to tackle the apparent nationwide hangar shortage, starting with KDLS first.

“Steve knew the airport manager and had learned about the waitlist, and that the airport has space to build hangars—but didn’t have the funds to do so,” Richter said. “[It was] the same problem we discovered at many airports all across the nation and it became clear to us why that problem exists.”

The pair’s plan to tackle the hangar shortage at the airport is different from how others have solved the problem elsewhere, according to Richter. They believe that aviation infrastructure is prime for outside investment. 

“What we’ve come up with is an innovative, newer approach, where we don’t just look at one property necessarily,” he said. “But we look and say, ‘How do we create a product that we can sell to someone who wants to have a return and wants to have very little to do with the investment?’ It’s what we call in the real estate world a triple net investor, and I have some of these types of investments for that very reason. You don’t have to deal with the property very much and essentially just buy the value of the lease.”

The two rows of hangars have been approved by the airport and the ground lease is awaiting final sanctioning by city and county authorities. Construction is expected to begin in late August, with a targeted completion date in October. 

“There is potentially a 40-year ground lease for this development—20 years plus two 10-year options,” Richter said. “There is very high demand, very low supply, and very low [expected] vacancy based on that. And it’s a business that’s very difficult to disrupt. No one is going to come up with some new digital technology that’s going to disrupt how you park your airplane. All of those things pointed in the right direction, and it seemed like this idea could have legs on that basis.”

Roughly 35 pilots were on the waitlist at the airport, with 18 new hangars planned to be created. Each nested T-hangar will be 42 feet wide with a 12-foot-tall door (four of the hangars will be slightly larger). 

Richter said that reception from aviators in the area has been positive, despite the limited marketing from the Planecave team to date. Interest has also come from outside the aviation community, including traditional investors looking to learn more about this niche of real estate. 

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

“Right now, we’re intending to, unless we find a single investor who wants to finance the entire project, syndicate the project to several parties,” he said. “There are networks that exist [to attract real estate investors], but this is a unique and new product that people are not familiar with. So, it takes a little bit more education on our part, and we really have to educate investors on why we think this is a good investment. I’ve talked to a whole bunch of them and most seem to immediately get it.

“I tend to say, lLook, it’s like self-storage on steroids. People don’t give up their self-storage facility once they have it, and people definitely don’t give up their hangar once they have it. That makes a really good pitch to investors, and they see the opportunity, the high demand and low supply. They see the value in the 40 years of steadily increasing revenue with low vacancy.”  

The Planecave team’s goal is to initially satisfy the demand for hangar space at Columbia Gorge Regional, with its sights set on pursuing additional projects in the future.

“Everyone else seems to be concentrating on one airport, right?” Richter said. “It may be the guy who needs a hangar but can’t get one and decides to start a project. We think there is a real opportunity to repeat this over and over again. To serve the market at other airports and keep going. The feedback we are getting seems to support that.

“Hangar projects are an attractive investment property for investors that want to come in and buy a finished product that is stabilized with tenants, and that has a good outlook into the future in terms of the lease lengths, rents, and vacancies.”

The post Hangar Shortage Spurs 2 GA Pilots to Launch Development Project appeared first on FLYING Magazine.

Pilots also have favorite and least favorite airports, but for different reasons. In addition to wondering who has the best scenery and food, crewmembers are interested in which airports are busiest, where the arrivals are easiest, and which air traffic controllers generally do the best work. Also included are the scenery of approaches, airport complexity, and workload throughout each turn.

Different pilots have slightly different metrics to determine which airports they like most. However, there is generally a consistent theme as to which airports pilots like to fly into the best.

Favorites

One notable airport is ​​Innsbruck Airport (LOWI) in Austria, with an approach that takes crews over the Austrian Alps. Though that poses a unique challenge, the airport is also relatively close to the city center, allowing crews easier access to hotels and activities on their layovers. The airport’s smaller size also means that it’s easier to navigate than larger global hubs.

London City Airport (EGLC) has a reputation among passengers and crews alike. The relatively short runway poses a welcome challenge for crews that get to feel their aircraft’s performance in real-world conditions. Besides the one-of-a-kind approach through downtown London and along the River Thames, the airport’s small scale equally means that getting through security and out to the city are particularly easy.

In the United States, San Francisco International Airport (KSFO) has a particularly famous approach over the San Francisco Bay and Golden Gate Bridge. The airport also regularly sees parallel approaches over the water, making for picturesque arrivals.

Too Early to Tell

There are a couple brand-new airports around the world where the jury is still out.

Berlin Brandenburg Airport (EDDB) opened in 2020 with the goal of replacing the city’s aging airports with a single, brand-new facility. Though delayed for years thanks to a number of certification problems, the airport does boast new, state-of-the-art facilities designed to make traveling easier for passengers and crews alike.

Beijing Daxing International Airport (ZBAD) is equally brand new, having opened in September 2019. The airport serves as a reliever for Beijing Capital International Airport (ZBAA), which reached its max capacity in the mid 2010s.

Designed to be Beijing’s primary airport, Daxing has been challenged to accommodate a significant number of passengers and flights, though Beijing is generally known as a favored destination for pilots, so the airport still has a chance of becoming a favorite for crews.

Least Favorites

Not every airport has the same great impression among pilots. In fact, some pilots may be quick to voice their concern over their experiences at a variety of these airports.

New York’s LaGuardia Airport (KLGA) is known to be cramped, outdated, and congested, as it is placed right in the middle of the Queens borough of New York City. The airport is undergoing a terminal modernization, which may change some minds, but whether the challenging operations will be alleviated anytime soon remains to be seen.

Ronald Reagan Washington International Airport (KDCA) is equally known for being cramped and overcrowded. The airport’s short runways and outdated terminals make it difficult for aircraft to navigate, and landing requires precise maneuvering along the Potomac River.

Chicago O’Hare International Airport (KORD) is notorious for its long taxi times. The airport has more runways than any other airport in the world, divided into two airfields that can take nearly 30 minutes to navigate. For some regional flights within the midwest, these taxi times can nearly double the length of the flight.

On the bright side, O’Hare’s ATCs do have a good reputation for managing the flow of traffic and staying aware of where each aircraft is.

San Diego International Airport (KSAN) also has a reputation for its challenging operations. The airport is among the busiest single-runway airports in the world, and aircraft are often tightly spaced while attempting to land.

Pilots also report limited navigational facilities, meaning they must be especially proactive about managing the aircraft’s position in dense airspace in what is already a busy phase of flight. There have been a couple notable incidents at the airport over the years as pilots try to approach, touch down, and clear the runway efficiently.

Internationally, the Paro International Airport (VQPR) in Bhutan is known to be especially challenging—so much so that only a handful of pilots in the world are approved to land there. 

The airport is nestled in a valley, and the approach requires pilots navigate through hills at low level without even being able to see the runway. Landings are only approved during the day in good weather, but the approach does provide some incredible views.

Remember, this is not an end-all-be-all assembly of pilots’ favorite and least favorite airports, but it provides a good idea of what the notable features are of each airport: what makes it stand out, what pilots notice, and how crews handle each differently.

Every airport requires its own planning and demands special attention to one thing or another. That means pilots must always be ready for whatever each flight throws their way.

The post Pilots’ Favorite and Least Favorite Airports appeared first on FLYING Magazine.

“The fire came right up to the runway,” said Wendy Oakes, public information officer for Cal Fire Amador-El Dorado Unit.

According to Oakes, the blaze that is known as the Pay Fire began Saturday in vegetation on Pay Dirt Road near the airport. 

The airport covers 243 acres at an elevation of 2,585 feet. The runway, aligned 5/23, sits atop a mesa with a steep drop-off. According to AirNav.com, the GA airport has approximately 80 aircraft on site. 

Per local reports, the fast-moving blaze traveled uphill toward the airport, prompting aircraft owners—some of them volunteer firefighters—to scramble to the scene to rescue their aircraft and assist in defending the airport. 

The airport is also the location for the Hangtown VOR (HNW). According to a notice to air mission (NOTAM), the VOR is out of service until July 19.

Access to the aircraft in the hangars was a challenge as the power to the airport had been shut off—a common practice when fire threatens a community. The shut-off, however, made it difficult to open hangar doors.

Evacuation orders were issued for the surrounding community and people fled their homes. 

Photographs and video, including those released by Cal Fire, show flames in trees higher than the tops of hangars and aircraft parked on the ramp shrouded in smoke while fire crews scrambled to keep the blaze from reaching the structures or aircraft. CBS affiliate KOVR-TV in Sacramento initially reported that there was hangar damage.

The airport will remain closed until July 13, a FAA NOTAM said.

By Tuesday afternoon, local evacuation orders had been lifted, and people were allowed to return to their homes, according to Oakes. She added that the fire was held to 77 acres and was 65 percent contained.

Cal Fire crews remained on scene to take care of any hotspots that pop up, Oakes said.

The post Fire Threatens Rural California GA Airport appeared first on FLYING Magazine.

Linda Goering, from Bend, Oregon, feels that Goering Ranches Airport (50OR) is the perfect location for an airpark that will attract aviators from near and far.

“We started building the runway…in 1984 on what was a 200-acre property,” Goering said. “As we saved money, we bought more and more pieces, so that we ended up with a square mile surrounded by thousands of acres of BLM [Bureau of Land Management] land, yet just minutes from downtown Bend. So, it’s totally private around us, and we can’t really be encroached upon, which is important for a private airport. There are 360-degree panoramic views, including the seven-peak mountain view of the Cascades.”

Bend, a town of roughly 100,000 and home to Epic Aircraft, is touted as both a great place to visit and live. Recreational highlights range from local shops, restaurants, and golf courses to hiking trails, museums, and resorts.

“Bend has become one of the most desirable resort towns to live in this country, located along the Deschutes River in Oregon,” Goering said. “It is known for the great weather, natural beauty and year-round outdoor activities, often being called the outdoor playground of the west.Mount Bachelor Ski Resort is just minutes from town, and the crystal-clear water of the Deschutes River offers kayaking and floating the river even right through downtown. The numerous high lakes of the Cascades offer endless mountain camping and hiking opportunities.

“It is a beautiful mountain getaway with a cosmopolitan downtown appeal. The historic Old Mill District offers an outdoor amphitheater with summer concerts, more than a dozen riverside restaurants, premier shopping, a 16-screen movie theater, and many signature golf courses. Bend is known for its local 22 breweries in the area. The downtown area is filled with art galleries, boutique shopping, spas, and all types of restaurants, many with outdoor seating.”

Goering explained that the 40 year-old airport is protected into the future, so she, her husband, and others will be able to enjoy it for many years to come.

“In Oregon, we have the Airport Protection Act, which [means], if you can prove you’ve had an airport in existence for a certain amount of time, you’re pretty much protected [from it being closed],” she said. “It’s a nice little safety net. Our runway runs from north to south and is hard-packed gravel and is a little bit longer than a mile [at 5,500 feet]. My husband has flown 690 Commanders and all kinds of other planes into here.

“When we started, we got our county approval, then state approval, and finally FAA approval. Our dream has been to see if we could do an airpark. It has been a lot of work doing that, because Oregon has a lot of land use laws and state goals you have to meet for anything you do.”

In 2006, the couple began working to get approval for a fly-in community. A considerable amount of work has been done since to overcome the zoning hurdle and ensure the feasibility of an airpark.

“This ultimate destination airport development took many years to get this exclusive zoning in place,” Goering said. “It was created to provide one of the longest and most private airport facilities on the West Coast of the United States. We hired land use consultants, attorneys, and others and created this really cool zone called a ‘rural aviation community,’ a ‘RAC zone.’ The purpose of the RAC zone is to provide for private aviation and aviation housing uses within the community.”

Now that the correct zoning is in place, with the provision for clustering (cutting down on infrastructure costs), the Goerings are still planning to have their property become a fly-in community. But they have taken a step back and determined that an experienced airpark developer can better execute their vision. 

“For years, my husband has bought and sold airplanes and got into the ag aviation business,” she said. “We rebuilt turbine Thrush aircraft here, put Garretts on them. We put out about two and a half planes a year. So right now, that’s really the only things on the property, our house and hangar. There are various ways to develop this property within the approved RAC zone, depending on the intended use of residential and or aviation industry use or both. All sites would have runway access, common areas, and open spaces throughout—including walking and biking trails, a community gardening area, and outdoor gathering space for all to enjoy.

“The goal of the development…is to recognize and appreciate the existing beautiful character of the land while providing and supporting aviation activities and related uses. With a PUD (planned unit development) being put in place, zoning will allow homesites to be clustered, yet some sites could be platted as large as 80-plus acres if desired. We’ve had a lot of interest in people wanting to buy lots. But we have to have the developer in place before selling lots. This is the ultimate destination where dreams take flight it is finally ready to market.”

The Goerings plan to continue living at the private airport and keep their home and business hangar, meaning they expect there will be up to 30 homesites available for development.  

The post Oregon Airpark Development Aims to Create Access to ‘Outdoor Playground of the West’ appeared first on FLYING Magazine.

Las Vegas Executive Airport will be located some 30 miles west of Harry Reid International Airport (KLAS) and will accommodate single-engine, multiengine, and rotorcraft operations. Clark County commissioners unanimously approved runway construction for the project, which is set to begin in the coming months.

Officials involved with the development told local TV news outlet KVVU that the new site will capitalize on events like Formula 1 racing and others that exceed the capacity for transient aircraft and private jets.

The project will also house the Las Vegas Spaceport—a first-of-its-kind site to attract space tourism. Initial plans include a fleet of space planes, a space pilot school, hangars, a post-high school STEM academy, hotel and restaurant, and a passenger terminal.

Spaceport officials say they have already secured $10 million in funding but still need an additional $20 million to meet first-round goals. Overall, the project is expected to cost at least $310 million.

“This is a major step toward creating a space economy that will lead to thousands of high-paying jobs in our community, our county, and our state,” said Robert Lauer, CEO of the Las Vegas Spaceport.

Editor’s Note: This article first appeared on AVweb.

The post FAA Greenlights New Las Vegas Area Airport appeared first on FLYING Magazine.

“Fly-Inn [provides] short-term rental accommodations for pilots only,” Carmichel said. “Every property owner has to offer three things. One is a way to land, whether it’s a runway, grass strip, a pond for floatplanes, or even a helipad. Number two, there must be a way to secure your aircraft once you’ve landed. And number three is the most important because how many times have you landed and had no way to get around? So, every host is responsible for saying right in the listing how you’re going to get around.”

Kenya Hodson, vice president of the website and Carmichel’s daughter, noted that soon the website will feature accommodations from around the world.

• READ MORE: Idaho Luxury Fly-In Development Poised for Takeoff

“The point of Fly-Inn.com is to take the guesswork out of planning,” Hodson said. “You can now go all over the country because you don’t have to worry about where to stay, how to secure your aircraft, or how to get around once you land. This makes it really convenient for pilots to go on adventures and enjoy places they have never seen before.”  

Most of the site’s more than 50 current listings have direct runway access. But some are within a short drive from a local airport.

Fly-Inn has been several years in the making and was first unveiled to the aviation world at the Buckeye Air Fair in Arizona and Sun ’n Fun Aerospace Expo in Lakeland, Florida, earlier this year.

“What makes us unique [from other short-term accommodation listing sites] is that we market only to our tight-knit community of pilots,” Hodson said. “We are very protective of our exclusive community. We have everything from campsites to homes with a lazy river in the Florida Keys, to mansions with their own private strips, to homes inside hangars. A quick look through our listings shows there’s something for everyone and more hosts are adding listings all the time.

“This is the third version of the website, and it took a long time to get this one done. There’s so much legal stuff behind it. It took years and a team of lawyers and developers to get everything buttoned up tight so that we can provide the service. We have all these different things that we’re going to keep adding to make it better and better, and our motto, one of our slogans people love most is, ‘You squawk, we wilco.’

“With that mindset, we are constantly integrating what our hosts and guests ask of us. We aim to continually improve the technology and to progressively add more features that will make general aviation travel planning easier and more fulfilling.”

Carmichel said that the reason pilots are so excited about Fly-Inn is that they have been waiting for this service for a long time. The inspiration behind the website was that flying adventures with her husband in their planes were limited. She really wished there were more options than just flying to the nearest FBO just because they offered a courtesy car.

Her solution was an online repository of short-term rentals she could turn to make traveling fun and interesting again.

“For hosts, it’s absolutely free [to list their properties on the website,] and we really want to provide this service to everyone with short-term accommodations for pilots,” Carmichel said. “Hosts receive several benefits when they list a property on Fly-Inn.com. First is the clientele. Because guests have to be able to fly and land an aircraft on these properties, we market to pilots only. Being a pilot requires a certain mentality. We all understand each other here and share a common mindset. This is a major benefit to hosts because you get a pretty good feel of whom you will be trusting your home to..

“Second, hosts have a variety of potential ways to earn. The platform allows hosts to list unique offerings besides accommodations. Hosts offer toys like boats, ATVs, and even other aircraft. Some hosts offer a fully stocked pantry and refrigerator when the property is in a remote location. There are so many possibilities.

• READ MORE: Lucky Ducks: Locating Community at Mallards Landing

“Third, hosts get to contribute to our community by contributing to our pool of listings. More listings mean more places they can fly to themselves. Fourth, hosts get to make friends. They find that they instantly have things in common with their guests simply because they are aviators.”

Lastly, hosts have a dedicated point of contact with Fly-Inn. Carmichel and her right hand, Hodson, strive to personally be on every phone call with their hosts and guests and make sure everyone feels included, and above all, heard.

The duo is looking forward to all the other aviation events they are attending throughout the year as an exhibitor, including EAA AirVenture in Wisconsin, the International Seaplane Fly-In in Maine, Triple Tree Aerodrome Fly-In in South Carolina, Wings and Wheels in Utah, and Texas Antique Festival of Flight, to name a few.  

The post GA Flight Planning Website ‘Takes the Guesswork Out’ of Finding Next Destination appeared first on FLYING Magazine.

The town is known as a hub of colonial American history in general and for its connections to founding father Thomas Jefferson in particular and has been a popular destination since long before the first powered flight.

Today, though, it is also among the most inviting places for general aviation pilots , thanks in part to Charlottesville-Albemarle Airport (KCHO), a towered field with a spacious terminal, scheduled airline and charter flights , and a range of services for private pilots.

Getting There

Flying into airports near the special flight rules area (SFRA), the roughly 30 nm radius encircling Reagan Washington National Airport (KDCA) and Washington, D.C., requires special consideration. Unless my destination is inside that restricted area, I simply avoid it. Charlottesville is outside the SFRA to the southwest but close enough for potential discomfort.

• READ MORE: Chart Wise: Charlottesville RNAV (GPS)-Y Rwy 21

The direct route from my home airport at Sussex, New Jersey (KFWN), grazes the SFRA and takes me through the Class B airspace of Dulles International Airport (KIAD). Rather than pick my way along the restricted perimeter and under the Class B shelf, I added Winchester Regional (KOKV) as a waypoint that would keep me clear of those sensitive areas. While I am fond of F-16s, I worry incessantly about the prospect of being intercepted by one.

The Airport

Long before today’s KCHO opened, Charlottesville was a magnet for some of the earliest aviators. In 1912, Beckwith Havens, a young demonstration pilot who worked for the Curtiss Aeroplane Company, made two 12-minute flights in a Curtiss Pusher from the University of Virginia’s Lambeth Field during the college’s Easter celebration. According to historical records, spectators paid 50 cents for admission to the field. Havens went to work for Glenn Curtiss in 1910 as a salesman, but Curtiss soon taught him to fly.

An airport called Wood Field that included a flying school opened in town in 1929 but closed within a few years as the Great Depression took hold. In 1951 town officials decided to begin the project that would become Charlottesville-Albemarle Airport.

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

Unlike several midsize airports we have visited, KCHO lacks a direct connection with aviation’s golden age. The field did not get its start during the 1920s as a grass strip where airmail pilots landed to refuel or for emergency assistance, nor did it host Ford Trimotors and Douglas DC-3s in the 1930s as scheduled airline operations began to expand. While many of today’s airports opened at or near the beginning of World War II as training centers for military pilots, Charlottesville was built after the war, opening in 1954. Still, KCHO’s development provides an informative reflection of how airline travel evolved.

Although the Jet Age had begun by the time of the airport’s completion, and the program handed out during its official opening ceremony included the stylized image of a swept-wing jet on its cover, the airport—and its relatively short runway—were designed around the piston-engine airliners that defined the period.

The airport began operations the same year British aviation authorities grounded the fleet of new de Havilland Comet jet airliners following three fatal accidents involving in-flight breakups. The Comet prototype first flew in 1949, and the production version entered service with British Overseas Airways Corp. in 1952.

The aircraft was a watershed design whose turbine power and pressurized cabin allowed it to fly at higher altitudes than were typical for piston airliners and cruise at speeds previously unheard of for passenger airliners. It promised to solidify Britain’s position as leaders in aviation technology. The accidents, however, slowed the acceptance of jet propulsion for commercial aircraft. At most airports, including KCHO, propeller-driven aircraft such as Douglas DC-3s and DC-6s, prewar and wartime designs respectively, carried out the airline flights.

Jets did not arrive at Charlottesville until 1969, when Piedmont Airlines began operating Boeing 727s there, around the same time the runway was extended to 6,000 feet. In the 1980s, the airport added another 800 feet to the runway to support the many regional jets that operate from KCHO. Today, the airport serves more than 500,000 passengers annually.

Things to Do

There is a lot going on in Charlottesville, with numerous historical sites, tours, galleries, shops, and restaurants vying for your attention. The list of possibilities might prove too long for a single visit, so it is best to plan carefully and focus on the attractions that interest you most.

Here are a few suggestions to get you started:

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Monticello

Most people would say you cannot visit without spending time at Monticello, Thomas Jefferson’s hilltop home. The house and grounds offer a window into the mind and personality of the country’s third president, lead writer of the Declaration of Independence, and founder of the University of Virginia. Jefferson designed the house and the property’s many outbuildings, and the home’s interior details and grounds say much about his tastes and lifestyle. A number of tours are available at Monticello and worthwhile for anyone seeking a better understanding of the nation’s beginnings.

Highland

While you are visiting Monticello, you should take advantage of the adjacent location of Highland, former home to fifth president, James Monroe. Visitors will spot several contrasts and similarities in the two homes, but for many people, Highland will seem like a more realistic place to live.

During tours of the house you can learn more about the wide range of people who visited during Monroe’s decades-long political career and become more familiar with their individual stories. You can also come away with a clearer sense of history through Monroe’s point of view.

University of Virginia

When Jefferson founded the public university in 1819, it was uncharted academic territory. The idea of a public institution for the advancement of knowledge seemed to many like a reach.

Today, UVA is a well-established, must-see in Charlottesville. I recommend a tour, so you will not miss attractions such as author Edgar Allan Poe’s dormitory room from the short time he was a student at UVA. A group called the Raven Society keeps the room as it would have looked during Poe’s time. You can also see Lambeth Field, where Havens performed air shows more than 100 years ago.

Jefferson had an architectural affection for domed buildings—including Monticello—and the Rotunda on the UVA campus is one that is open to visitors and worth a visit. Jefferson also designed the serpentine brick walls that can be seen lining gardens on campus, many of which are open to visitors.

The Memorial to Enslaved Laborers is a more recent addition to campus that serves as a tribute to the people who built the university.

The Mall

The Charlottesville Mall is not a “big box” indoor shopping center but a picturesque downtown pedestrian corridor lined with more than 120 shops and 30 restaurants. Highlights include clothing stores, independent bookstores, consignment shops and more.

Numerous outdoor cafes give the mall the feel of a European village square. Visiting at night, when the mall’s unique overhead lights are on, adds to the unique atmosphere.

Charlottesville-Albermarle Airport (KCHO)

Location: Charlottesville, Virginia
Airport elevation: 640 feet msl
Airspace: Class D
Airport hours: Continuous. Tower operates 0600-2300
Runways: 03/21
Lighted: Pilot-controlled PAPI
Pattern altitude: 1,640 msl

This column first appeared in the May 2024/Issue 948 of FLYING’s print edition.

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The northern Idaho city, which is home to the Daher Kodiak manufacturing facility, was intentionally chosen as the site for the exclusive fly-in community due to its idyllic setting and abundant recreation options. 

Scott Wolfe, a member of the community’s development team, provided FLYING with an update on the airpark project.

“I guess that it was about 18 years ago now that finding a place to live where you could encompass flying, skiing, boating, and basically everything outdoors was the goal, and Sandpoint was definitely the perfect place to do that,” Wolfe said. “We are located in a great spot. The area has lakes with boating, water skiing, and other water activities. Lake Pend Oreille, one of the largest lakes in the western U.S., is about 10 minutes away. It’s so big (1,158 feet deep at its lowest point) that the Navy uses it as a submarine testing site. And SilverWing is situated about 15 minutes from an excellent ski resort, Schweitzer Mountain. There’s lots to do around here and Sandpoint is a great small town.”

The SilverWing community boasts two homes, including one that was recently finished and is currently for sale.

“The land that was chosen was adjacent to Sandpoint Airport, a public airport, and once it was confirmed that the development could be built, the papers were signed,” Wolfe said. “From there, the model was built, the utilities were put in, and the streets were paved. But change is not always easy, and sometimes it takes a little patience.” 

He addressed why more homes have not been built in the nearly two decades since the project was first conceptualized.

“There were a few hurdles that the development team encountered,” he said. “There was speculation of insolvency, rumors that SilverWing lost the RTTF (residential through-the-fence) agreement, and a multitude of other things—none of which are true. With the legal issues that the development faced now a thing of the past, what was initially envisioned can finally move forward.”

While working to overcome these obstacles, the development team simultaneously sought to improve on its initial vision for the property. 

“I’ve gone around the country for the last three years visiting different airparks of all different types and talking with the people that live there,” Wolfe said. “I wanted to know, ‘What are the things that are working well in your airpark? What are the things that aren’t working well? What would you do differently? What would you like to see changed?’

“The biggest complaint that I have heard from people is that what was originally envisioned or intentioned didn’t turn out to be what transpired. People were sold on an idea. ‘Hey, let’s go live at the airport. We’ll live there and we’ll build a house that’s going to be awesome.’ Sounds like a good idea. Then they just sell you a lot and turn you loose on builders, architects, and everything. Well, not every architect understands hangar homes.”

The simple fact that aviation real estate is unique spurred there to be prescribed construction guidelines within the SilverWing development. 

“How we have it set up is that once you decide that you want to live at SilverWing, you meet with our architects,” Wolfe said. “They give you a four-page questionnaire to see the types of things you want in a home. They also include your aircraft needs. Some people have one plane and others have three. So, they design a few different options that completely fit all of the criteria for the buyer to choose from. We take a deposit and fund the build all the way through and sell a turnkey house at the end.”

This way, according to Wolfe, every residence is finished once started and in a timely fashion. He is also proud to note that the SilverWing team isn’t a large developer that is coming in, buying up land, building homes, and leaving. Rather, he said SilverWing is in it for the long haul and invested in the community’s future.

“We will have to face the people that we sell to and are very much concerned and care a lot about the fact that these people are going to be our neighbors,” he said. “And everyone that is involved in SilverWing is either a pilot, an aircraft owner, or both—and that is the most important thing. We all understand that desire to get up into the sky and building our lives around this very special passion.”

Every lot in the airpark is on fee-simple land with a deeded RTTF agreement with the airport, providing use of the runway 365 days a year. Wolfe advised that homeowners are not involved in maintenance or expenses of the airport whatsoever, outside of an annual $150 annual assessment. 

The project’s site plan outlines the potential for up to 44 homes, although it’s possible that some buyers will combine multiple lots to build larger residences or have more free space.

Wolfe, who acts as the project’s broker, noted that the newly finished home is 6,180 square feet in total—half of which is hangar space, fronted by a 48-by-15-foot Schweiss door. The four- bedroom, four-bath home is being sold fully furnished, down to the furniture and linens. It’s a move-in-ready property with everything you could want in a new hangar home—except for a plane, of course.

For more information about the fly-in community, visit SilverWing’s website or see them at EAA AirVenture in late July at booth No. 1081 in Oshkosh, Wisconsin.

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