New gadgets and improved versions of older ones arrive on the market regularly, and even for those who tend to shy away from new things, many of these products are worth a look. In some cases, you might wonder how you got by without them.

The following list includes items that I have integrated into my flying routine or plan to try out soon.

Garmin D2 Air X10 Aviation Smartwatch

Using this device is like taking your favorite sports-tracking watch and adding vital aviation features like a horizontal-situation-indicator display, airport information, and direct navigation from a worldwide database. Tired of listening to that scratchy AWOS recording? The same information can be available on your wrist. Not flying today? You can still use the watch to track your run, swim, or other workout while providing background music from your playlists. $549.99, Sporty’s Pilot Shop

Yaesu FTA-450L Handheld Transceiver

Pilots often seem to “give in” and buy handheld radios after years of holding out. Maybe that’s because manufacturers keep adding features and improving their performance. It could also be that eventually, after flying long enough, many pilots experience radio failures and the queasy, stranded feeling that comes with them. There are also times at the airport when you need to contact other aircraft after stepping away from your own airplane. And a handheld is great if you fly gliders or antique aircraft that do not have built-in communications equipment. $249, Marv Golden Pilot Supplies

Dual Electronics XHUD1000 Head-Up Display

Almost any accessory that reduces the amount of time a pilot spends looking down at instruments, charts, and iPads is worth a second look. The XHUD1000 projects flight information onto a folding screen that can be adjusted for angle and distance. In one of its modes settings, it displays altitude, airspeed, attitude, bank angle, and compass heading. Another shows ADS-B traffic information on a radar-style background while a third mode displays graphics from apps on a smartphone or tablet. $549.99, Aircraft Spruce

ASA CX-3 Digital Flight Computer

From the folks who brought you the old-school aluminum, slide-rule style E6-B flight computer comes an electronic version that is easier and less intimidating to use. Pilots can use the device to calculate true airspeed, fuel burn, crosswind components, center of gravity, and other factors. Its menus are laid out in general flight plan order to ease the planning process. The CX-3 retains settings and data from previous entries, and its memory can be backed up. Like its analog predecessor, the CX-3 can be used during FAA exams. $109.95, Amazon.

CruzTools Pilot’s Tool Kit

I recently watched a flying friend fish through his pocket, looking for a dime to use as a screwdriver for loosening hatch fasteners on his airplane. Other coins are too thick. A tool kit designed with aging GA airplanes in mind is a more elegant solution. The CruzTools version includes numerous wrenches, a 6-in-1 screwdriver, cutters, tire gauge, telescoping mirror, a socket that fits most aviation spark plugs and 30 feet of aviation-grade safety wire. While most aircraft maintenance requires a qualified mechanic, sometimes pilots have to make repairs in a pinch, far from the FBO. $89.95, MyPilotStore

Nelson Yoke-Mounted Chart Clip

One of the simplest aviation accessories on the market, a good yoke clip can relieve stress in the cockpit, especially for those of us who try to keep charts loose on our laps or clipped into an overloaded kneeboard. Even with all of the electronic aids available to pilots, many of us still carry paper charts, flight planning notes, lists of radio frequencies, and other bits of “hard copy” while flying. Clips like this one help spread these items out for easier viewing. $12.75, PilotShop

The post Six Gadgets that Make Flying Easier 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:

• READ MORE: Pittsburgh Offers Steel, Coal, Culture, and Much More

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.

The post Thomas Jefferson Certainly Left His Mark on Charlottesville appeared first on FLYING Magazine.

If you are still looking for presents at this late date, and you happen to be shopping for a pilot or aviation enthusiast, do not despair. There are still plenty of possibilities to make that person’s holiday a bit more memorable. Here are a few ideas for your last-minute shopping list.

Lightspeed Delta Zulu Headset

Lightspeed understands that not everyone has time to spare when it comes to gift shopping, so the company is offering free standard overnight domestic shipping on any of its headsets until Wednesday, December 20. Lightspeed has long been a “go-to” for ANR headsets, and its flagship Delta Zulu won FLYING Magazine’s Gear of the Year Award for 2023.

Price: $1,199

Leatherman Wingman

No flight bag, tool bag, or car glove box is truly complete without the right multitool. I have been loyal to Leatherman tools for 30 years and although I haven’t needed mine for emergency in-flight repairs, I know people who have. Often the tool is just right for small adjustments and quick preflight tweaks. Early in my flight training my instructor whipped out a well-used Leatherman to tighten a radio connection and remedy a hot mic. And what pilot does not need a “Wingman” occasionally?

Price: $69.95

Flight Gear Survival Tool

Some emergencies require more than pliers, knives, and saws. The Flight Gear Survival Tool is a 13-in-1 multitool with features designed specifically for aviators. It includes an ax blade, wire cutter, pliers, knife, hex key, screwdrivers, and  hammer that can be used for a range of duties from setting tent stakes to breaking windows for emergency egress.

Price: $29.95

Stick and Rudder

This classic book about how aircraft fly and how to control them properly is a must-read for aspiring pilots as well as veteran aviators with thousands of hours in their logbooks, and every pilot in between. While author Wolfgang Langewiesche covers the fundamentals of flight, he also demonstrates how counterintuitive some of those fundamentals can seem, from the relationship between elevator and throttle to the nature of stalls. And do not let the 1944 copyright fool you. The book is as vital today as it was then.

Price: $23.08

Aviation Cuff Links

Having to wear cuff links on stage for a middle school production of The Sound of Music was a chore. Today, though, they are among my favorite fashion accessories. They are no longer so difficult to install, and wearing them is pure fun, especially when they express one of my special interests, like aviation. Cufflinks Depot has a broad range of airplanes, helicopters, and other aviation-themed examples worthy of consideration. I am partial to the Concorde.

Price: $34-$365

The post 5 Last-Minute Aviation Gift Ideas for Shoppers Battling Headwinds appeared first on FLYING Magazine.

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

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

Getting There

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

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

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

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

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

The Airport

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

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

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

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

Things to Do

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

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

• READ MORE: Mackinac Island Is Especially Stunning by Air

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

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

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

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

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

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

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

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

Only on the tail this time.

Allegheny County Airport (KAGC)

Location: West Mifflin, Pennsylvania

Airport elevation: 1,251.5 feet msl

Airspace: Class D

Airport hours: Continuous

Runways: 10/28, 13/31

Lighted: Yes, all runways

Pattern altitude: 1,000 feet agl for all traffic

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

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

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.

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

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

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

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

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

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

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

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

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

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

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.

You are likely to spot Seneca Lake first, as it is 38 miles long and covers the greatest area of the 11 bodies of water that make up the Finger Lakes region. Just to the east is runner-up Cayuga Lake, with the city of Ithaca at its southern tip. It is huge, too, and it can be difficult to tell which of the top two is larger. Cayuga is 2 miles longer, but Seneca covers more acreage. The lakes have a roughly north-south orientation and fan out across the state’s midsection, seeming to point toward Lake Ontario.

You might think even the smallest of the Great Lakes would make the Fingers look like puddles, but they remain impressive, especially from the air. There are 11 Finger Lakes: Canadice, Canandaigua, Cayuga, Conesus, Hemlock, Honeoye, Keuka, Otisco, Owasco, Seneca, and Skaneateles. The lakes range in length from 3 miles to 40 miles and are as deep as 618 feet. They cover an area within a triangle connecting the cities of Syracuse, Rochester, and Elmira-Corning.

Receding glaciers gouged deep openings in the earth’s surface that look as if they were made by a giant’s fingernails. These became the Finger Lakes and also formed the gorges and waterfalls that characterize the area and reliably draw tourists to the region. The surrounding valleys are wonderfully scenic, but can be challenging for pilots who are new to the area.

Getting There

We chose Elmira Corning Regional Airport (KELM) as a starting point for exploring the area. The field is just 117 miles, or about 55 minutes, from my home airport in Sussex, New Jersey (KFWN). Most pilots have heard warnings about expecting short trips to be easier than long ones, but the forecast looked decent. I expected lots of broken clouds but with a ceiling of nearly 5,000 feet they would not cause any problems. The forecast suggested the ceiling would remain the same through noon, when the clouds would dissipate, providing for an even better late-afternoon return transit.

The flight progressed as expected for 40 minutes or so, when the clouds began to thicken, with the broken layer at 5,000 feet turning into an overcast and a new broken layer forming around 2,000 feet, or about the same level as the highest charted obstacles in the area.

The Airport

I descended through a clear spot, saw good visibility underneath, contacted the tower, and received instructions to fly a right base for Runway 6. Shortly after that, I let the controller know that I was turning left to avoid low clouds.

He told me to continue the turn and look for state Route 17, which I could follow to Runway 28. He reminded me about the obstacles at 2,000 feet—antennas on the hills next to the highway. I was below them by then, but well clear. I have heard stories about scud-running pilots following highways under worsening weather conditions, but I was in good shape at that point, clear of clouds with the runway in sight.

• READ MORE: Chart Wise: Finger Lakes RNAV Rwy 1

Route 17 makes a sharp left turn, and if you follow it, you wind up flying from left base to final for 28—something I will remember next time I head to Elmira. The controllers were similarly understanding and helpful later that day when we requested permission to circle the field for photographs. With the former Schweizer factory on the field, there was a lot to see.

Things to See

Plan to spend at least a weekend getting a good feel for the region and taking in the highlights. You might want to take Monday off too, because there is a lot to see and do and, once you get started, the time seems to run out quickly. As aviators, we headed first to Harris Hill (4NY8), a well-known gliderport just a few miles away, overlooking the Elmira runways and necessitating careful traffic patterns. The airport is home to the National Soaring Museum, and visitors can show up and take a glider ride on most days. One could easily spend a day at the museum, which traces the development of soaring from kite-like aircraft of the 1890s to high-tech composite models that followed a century later—as well as the story of the Schweizer family who proved instrumental in the development of soaring and, later, light helicopters.

Any Finger Lakes visitor even remotely interested in aviation should not miss the Glenn H. Curtiss Museum in Hammondsport at the south end of Y-shaped Keuka Lake. Pioneer pilot and aircraft builder Curtiss led a fantastic life during which he explored the limits of airships, airplanes, motorcycles, and fast boats while developing a broad range of engines and aircraft innovations. From the 1908 Curtiss June Bug biplane to the 1940 C-46 Commando transport of World War II that is parked outside, this museum covers the finer points of Curtiss’ life and legacy.

Beyond Aviation

There are many attractions in the region not related to airplanes, including the Corning Museum of Glass, which has been a popular destination since its opening in 1951. The museum is all about glass and its varied uses in artistic, scientific, technological, and utilitarian applications.

The museum’s collection includes more than 50,000 objects that represent more than 3,500 years of history. Its curators and librarians acquire materials and help organize exhibitions, conduct research, teach, and arrange daily glassworking demonstrations. Visitors who wish to try handblowing glass can do so with assistance from an instructor.

Glaciers that formed the lakes also sculpted the landscape in ways that make it especially suitable for vineyards and winemaking. Over nearly two centuries, the region has developed into a major wine-producing center known for award-winning Rieslings.

The Finger Lakes Wine Alliance trade group lists dozens of wineries where visitors can take tours and tastings. Three wine trails—at Cayuga, Keuka, and Seneca lakes—offer visitors wine and food pairing events all year with themes that include chocolate, herbs, cheese, barbecue, and holiday menus.

Flying low over the region’s plateaus and through its jagged valleys is one of the best ways to understand how the terrain lent itself to winemaking. If you have visited other wine regions in California, elsewhere in the United States, or throughout Europe, you are likely to spot similarities in the dramatic land formations in this part of New York.

We spent time flying a counterclockwise circuit along the terraced shore of Seneca Lake, initially wondering if we would be able to spot the vineyards easily or if they would blend in with other forms of agriculture. There was no confusion. You will know a vineyard when you see one, and flying the lake provides the best view. Remember to remain vigilant about spotting traffic, as many pilots in the area are there to do exactly what you are doing. Flying the lake can feel a bit like the famous Hudson River Corridor over Manhattan. It is not as precisely supervised, but Elmira controllers offered flight following when we told them about our plan—and it helped.

More Fast Things

Completing our lap of Seneca Lake brought us over the town of Watkins Glen, which sits at its southern tip. Just outside of town is Watkins Glen International Raceway, a rolling, twisting track that hosts numerous auto racing events from club competitions to an annual NASCAR Cup Series race. The racetrack was home to the United States Grand Prix on the prestigious Formula 1 circuit from the mid 1960s until 1981.

North of the lakes, visitors can find more recreational opportunities on the historic Erie Canal, a main artery for transport and commerce during the 1800s that remains open in many places for boat tours or walking and cycling on trails formed by the former canal towpaths. There are numerous museums and other related attractions along the canal, which crosses the Finger Lakes region between Syracuse and Rochester. Flying over the canal, which connected the Great Lakes to the Atlantic Ocean via the Hudson River, is a particularly eye-opening experience. It makes clear the fact that long-distance travel over land is a fairly new concept for most people, and that we have advanced significantly in terms of personal mobility. It also makes a great case for general aviation.

When the canal opened almost 200 years ago, it cut the travel time between Albany and Buffalo to about five days from the two weeks or more required by horse-drawn coaches. Today drivers on Interstate 90 can make the trip in about four hours if traffic is flowing well. At 150 knots in a light piston single, you can make it in an hour and a half.

This feature first appeared in the October 2023/Issue 942 of FLYING’s print edition.

The post Flying the Finger Lakes Region of New York 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.

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.

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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.