A little more than a decade ago , around the time I decided to resume flight training after a 25-year lapse, I was perusing instructional videos online, probably seeking confirmation that my decision made sense. I came across a clip from King Schools in which John is in his Mooney, talking about the payoffs of earning a pilot certificate. As he chats, he flies the traffic pattern at Sedona, lands, parks, and steps out onto the wing. The camera slowly pans to show the colorful ridges and cliffs that surround the field.

“I have to learn to fly so I can land there,” I thought. Better late than never. Indeed, I think the interim years of flying helped me appreciate the visit more than I would have a decade ago. The added experience probably made the trip safer, too.

The Airport

Sedona Airport had modest beginnings dating to 1957, when a grant of $13,420 from the Civil Aeronautics Administration funded a paved 3,700-foot runway and a parking area. By the following year, four airplanes were based on the field, and the operators had added a hangar, runway lights, and a rotating beacon. The field was a hub for hunters who flew in and sometimes bagged their quarry right on the runway, according to the airport website.

As the airport grew, so did Sedona. By 1963 the once-obscure town had 10 churches, 14 restaurants, 21 motels, and three art galleries. In 1968 the airport extended its runway to its current length. A decade later, there were 35 airplanes based there and an average of 40 daily flight operations, many of which were charters. The airport restaurant opened in 1981, and the Sky Ranch Lodge and Motel opened in 1982 with 35 units, and has since expanded to 94. 

You might have heard that Sedona, which today calls itself  “America’s most scenic airport,” is the most beautiful landing spot you will ever find. There is a good chance this will be true. Its unique location atop a mesa, high above the town of Sedona and surrounded by the soaring red sandstone ridges and formations for which the area is famous, certainly sets it apart from the airports I frequent. 

As a pilot based in the Northeast, I have landed on many strips with stunning views, like Great Barrington, Massachusetts (KGBR), a leaf-peeper’s dream in early autumn. Rhode Island’s Block Island (KBID) is known for its dramatic left downwind for 28, which showcases cliffs to the left and wind turbines sprouting from the ocean on the right. Impressive indeed, but no match for Sedona’s visuals. It is easy to see why this airport is a bucket-list destination for so many pilots.

You may also have heard or read that Sedona is a dangerous airport. It isn’t, but pilots should approach it with care. There are visual and psychological elements to consider, like the steep drop offs and rocky terrain at each end of the 5,132-by-100-foot runway and along its southeastern edge that can make the strip appear shorter and narrower. These features also give operations a high-stakes feel, especially when mixed with a little turbulence or a crosswind.

Runway 3 has an upward slope, which can give pilots the sense that their approach is too high, with the opposite effect on 21. Maintaining perspective in general can be challenging in the pattern because of the surroundings. The beauty of the colorful ridges is potentially distracting, and their scale might make judging distances difficult, especially for pilots unaccustomed to the Southwest’s vastness. While 3 is the preferred calm-wind runway, pilots tend to land on 3 and take advantage of the downhill run on 21 for takeoffs.

If you are flying there for the first time, planning is especially important. Pilots who typically fly at lower elevations can prepare for Sedona by perusing the FAA’s numerous publications on high-altitude operations, reading one of the many books available on flying from high-elevation airports—Sparky Imeson’s Mountain Flying is a good one—and seeking advice from local pilots.

Mind the Density Altitude

While you might have felt the effects of density altitude when flying from your home airport nearsea level during a heat wave last summer, the effect at Sedona’s 4,830-foot field elevation might still surprise you. When visiting Sedona I flew with Greg Brown, a seasoned flight instructor and author with years of experience flying in Arizona’s high country. He briefed me on what to expect and how to stay out of trouble when flying in thin air.

Brown’s 1979 Cessna 182 was good at demonstrating the loss of performance a typical naturally aspirated piston aircraft will experience as elevation increases. It felt reluctant to accelerate—at least by 182 standards—and used nearly half the runway before lifting off. Having spent time flying in 182s close to sea level, I know how quickly they get off the ground when conditions are ideal. In Sedona we still had more than enough runway to operate safely, but the altitude’s effect was noticeable even on a cool winter morning. “You can imagine how it would be during the summer,” Brown quipped.

As long as you gather reasonable intelligence in advance and brush up on your aircraft’s performance charts, arriving at Sedona Airport will be a highlight of your flying career and the beginning of a fun, engaging visit.

Things to See and Do

There is a lot going on in Sedona, starting with the airport, which is home to airplane and helicopter tour operators. Red Rock Aviation is the FBO, which in addition to the usual fuel and parking services, also operates Sedona Car Rentals. Cars are available by the week, day, and hour. Hourly rentals are meant to offer convenience similar to that of the free crew cars once common at GA airports. Visitors can also rent Harley-Davidson motorcycles from Eagle Rider Rentals and Tours, which also has an office in the terminal.

The Mesa Grill, which overlooks the runway, has a menu well beyond typical airport restaurant expectations, and the Sky Ranch Lodge hotel, where I spent two nights, is a two-minute walk from the airport. A popular lookout area that draws a crowd all day is a few steps away from the hotel. The Airport Loop Trail follows the perimeter of the airport, mostly at a lower elevation. In fact, hikers have little indication that they are on the edge of an airport for much of the 3.2-mile trail.

It might seem like everything you need is within a few steps of the airport, but you need to go into town to get a true appreciation for Sedona, which reminds me a bit of Palm Springs, California, only much smaller and a bit newer. While the development of Palm Springs got going during the 1930s and took off in the ‘50s, Sedona didn’t awaken as a destination until the airport arrived in the 1950s, and even then the pace was slow until around the 1980s when much of the construction that now characterizes the town took place.

The town thrives on tourism, so visitors have lots to do, from dining and shopping to hiking; hitting the trails on mountain bikes, ATVs, and jeeps; and sightseeing from airplanes, helicopters, or hot-air balloons. Top sites include Red Rock State Park, Chapel of the Holy Cross, and the Verde Valley Wine Trail.

About Those Vortices

People say Sedona is a center for vortexes, or vortices, which some believe are areas of enhanced energy that can help meditation, healing, prayer, and creative thinking. The airport mesa is one such spot, known as an upflow area, that is supposed to foster reflection, problem-solving, stress reduction, and a feeling of being one with the universe. A few people I spoke with told me I would have the best chance of feeling the energy around sunrise or sunset.

I did have a lovely sunrise hike around the mesa on my first morning there, and an energetic run the next day, despite the altitude. I cannot attest to feeling anything out of the ordinary, but I understand the vortex effect can be subtle.

There is nothing subtle about vortices as marketing tools throughout the town, though. References abound. My favorite was a shop on the main drag called Sedona Crystal Vortex.

Flying Out

As nice as Sedona is, pilots should remember that there are other airports in the area competing for their attention. There really are so many places to go. Brown and I visited several of them, including Payson (KPAN), known for the Crosswinds Restaurant on the field and the pies served there. We also stopped at Glendale (KGEU), which is sandwiched by Phoenix SkyHarbor (KPHX) and Luke Air Force Base. Glendale offers GA pilots convenient access to the greater Phoenix area and an opportunity to sharpen their radio procedures while negotiating the busy airspace.

Brown is based at Flagstaff (KFLG), another scenic airport roughly 20 nautical miles north of Sedona and more than 2,000 feet higher. He described the sensation of taking off there and essentially flying “down the hill” to land at KSEZ. When you fly around Arizona for a few days, you gradually get used to flying situations you might never have considered before, like having lots of terrain above you most of the time and cruising at, say, 9,500 feet and worrying that you still might be too low.

While checking out other airports, be sure to catch some of the wonderful scenery beyond Sedona’s red rocks. Brown and I explored numerous formations, traversed the Painted Desert, circled the Meteor Crater Natural Landmark in Winslow, and spotted the remains of old airmail route markers, all within a short flight of Sedona.

Speaking of scenery, there’s one more attraction you might stop by while you are in the area. Yes, the Grand Canyon is only about 70 nm north-northwest of KSEZ.

This article was originally published in the March 2023 Issue 935 of  FLYING.

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For years, my older sisters and I looked forward to the annual autumn apple-picking trek. Spending warm days in the orchards using long picking poles to pluck only the best apples, competing to find the biggest ones, felt a bit like living in a postcard. A little later in the season, during the peak of fall foliage, that made-to-order impression grew even stronger, though our parents tended to avoid the area during that period. Too crowded, they would say.

Poughkeepsie, a classic college town on the east side of the Hudson River, is a hub of activity and a great headquarters for year-round valley vacation activities from snow sports in winter to hiking, biking, and fishing in spring and summer. Just following the winding country roads to surrounding towns makes for memorable scenic tours. My family made numerous stops here over the years for weekend getaways and when my sisters and I began visiting colleges. While the trips elicit fond memories, the downside—as you might have guessed or perhaps experienced yourself—lies in getting there.

Our chosen destinations always involved long, droning stretches on the Garden State Parkway, New York State Thruway, Interstate 84, or older state highways where the miles never passed quickly enough. Sometimes I would look up from the back seat of the car and spot Cessnas, Pipers, and Beechcraft traveling in roughly the same direction. Knowing that Poughkeepsie possessed an airport, I imagined these airplanes heading there and wondered how much sooner they might arrive.

Getting There

Fast-forward about 40 years to a trip that finally answered my question. I was flying a Cessna 172 with my instructor on my way to Hudson Valley Regional Airport (KPOU), a Class D field that pilots simply call Poughkeepsie. The time had arrived to perform the landings at a towered airport required for my private pilot certificate. Flying to Poughkeepsie from my home airport in Sussex, New Jersey (KFWN), confirmed the obvious, that even “slow” airplanes like the 172 are significantly faster than cars. The flight took less than 30 minutes, or about a third of the time required to drive.

Last summer I drove about two hours to drop off our son at a camp in Poughkeepsie. When it was time to pick him up, my wife and I flew our Commander 114B from Essex County Airport (KCDW), which is close to our home, to KPOU in 20 minutes. The flight seemed even shorter because we were able to spot our destination soon after slipping out from under the New York Class B that covers KCDW. Realistically speaking, the airplane turns a day trip into a jaunt and gives travelers more time to spend in this cool town.

The Airport

Like many fields of a certain age, KPOU began as part of the airmail network developed during aviation’s golden age. In the run-up to World War II, it also served as a training base for the U.S. Army Air Forces and cadets at the U.S. Military Academy at West Point, just down the river.

Postwar, as passenger service blossomed, Poughkeepsie’s location roughly halfway between New York City and Albany (KALB) helped establish it as a regular stop on routes between Washington, D.C., and Canadian cities, including Montreal and Ottawa. During the 1940s and ’50s, Colonial Airlines, which flew Douglas DC-3s and DC-4s, conducted multileg flights covering territory from Ottawa to Bermuda.

From the mid-’60s through the late ’80s, commuter airline Command Airways operated a hub at KPOU with service to more than a dozen destinations from Manassas, Virginia (KHEF), to Burlington, Vermont, and including several stops in New York, ranging from John F. Kennedy International (KJFK) to Ithaca (KITH) and Binghamton (KBGM). As larger airlines began rapidly acquiring smaller carriers, they cut many destinations from their schedules. Today there are no airlines operating from Poughkeepsie, but the GA community is vibrant and welcoming.

Things to Do

The FBO, Flight Level Aviation, can help you arrange a rental car for the drive into town or beyond. On short visits we have borrowed the airport crew car to dash in for a quick meal or other errand. Taxis and rideshares are available as well. Next time I visit, I might bring my folding bike that fits neatly into the Commander’s baggage compartment. How you choose to get around will depend on how much ground you want to cover. Once in town, there is enough going on within walking distance to keep most folks busy. Poughkeepsie is also tantalizingly close to other hot spots like Kingston, New Paltz, and Rhinebeck, all within short drives.

Flying stokes my appetite, so when I arrive, I like to stop for breakfast, lunch, or coffee at one of the area’s many fun, family-run eateries such as the Poughkeepsie Grind, for breakfast and coffee, or Rossi’s, which turns out fantastic focaccia, sandwiches, and other traditional Italian fare. The range of cafes and restaurants reflects the variety you might expect in an area with so many colleges nearby. Vassar College, Marist College, and Duchess Community College are right in town, and it often helps to note where the students are eating. They will point you to the best spots.

Poughkeepsie is home to numerous art galleries, shops, and interesting boutiques. It is a good place to walk and explore neighborhoods with a range of personalities. Once again, the proliferation of schools gives the place an encouraging, youthful vibe.

When our sons were younger, this town and the surrounding area was ideal for introducing them to the notion of going to college someday, long before they grew interested in any particular school. Today our younger son has his eyes on Vassar after visiting last summer. I have noticed an uptick in his work ethic lately.

The area’s campuses are full of attractions, including galleries, tours, and sporting events. We had an architectural field day the first time we walked through the Vassar campus. It boasts a beautiful collection of Edwardian- and Victorian-style academic buildings and residence halls inside a perimeter of colonial faculty offices and homes. Then visitors come across something unexpected: Noyes Hall, a curved, stylish mid-20th century dormitory designed by Eero Saarinen. It is the kind of sight that makes you want to apply to college again.

Another must-see for those interested in history, architecture, and home decor is Locust Grove, former estate of Samuel Morse, who invented the telegraph and developed Morse Code. The 45-room home was built in 1852 on expansive grounds with views of the Hudson River. The particularly well-preserved house provides visitors with a distinct sense of well-to-do Northeast lifestyles of the 1800s. Guided tours are available.

In the interest of walking off that big meal, you can head for the Walkway Over the Hudson, one of Poughkeepsie’s truly unique attractions. The former railroad bridge stretches across the river to the town of Highland on the west bank. The span is breathtakingly high and surprisingly long—about 3 miles across and back. On previous visits, I have noticed many people if not most trekking only as far as the halfway point, which is where you get the best view. The walk is good exercise and a great experience.

While flying might make it possible to turn Poughkeepsie into an easier day trip, I would rather spend the night there and fly home the next day, or the day after. With the amazingly wide range of accommodations available, from a straightforward high-rise DoubleTree by Hilton to the Dome House Retreat in nearby New Paltz, there is something for everyone.

Editor’s Note: This story originally appeared in the MARCH 2024 issue of Plane & Pilot magazine.

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The ability to make this type of trip was a big part of the case we made for buying an airplane. Driving from home in northern New Jersey to see our son in Hanover, New Hampshire, typically takes about five hours each way. Flying direct to neighboring Lebanon (KLEB) at 145 to 150 knots true cuts that to an hour and 20 minutes plus a five-minute cab ride. Without rushing, we could complete the mission in a day and be home for dinner.

• READ MORE: A Quiet Place: Flying to New York’s Fishers Island

There is so much more to flying than saving time, however. Making the trip in our own aircraft brought joy in numerous forms, from looking down on slow-moving highway traffic to using some of our region’s best ski mountains as visual waypoints to guide us. Yes, there are GPS options on the panel, but this was an especially rewarding pilotage opportunity. After spotting Stratton, Killington, and Okeemo, we slipped past Mount Ascutney, which meant it was about time to call the tower.

We could hear another aircraft approaching Lebanon—a Cessna 402 from Cape Air, the domestic airline serving mostly New England destinations. We spotted each other shortly after, and the controller had us follow the Cessna, which can be a bonus at an unfamiliar airport.

• READ MORE: Things To Do After Landing In Great Barrington

Approaching Runway 25, we had the benefit of a 10-knot headwind, resulting in a landing that seemed almost ridiculously short on the nearly 5,500-foot strip. Like many airports developed around the time of World War II, Lebanon was designed with airlines in mind. Northeast Airlines began flying Douglas DC-3s there in the late 1940s. The main runway was lengthened in 1960 to accommodate commercial carriers using Douglas DC-6s and similar airliners. In the early 1970s Delta operated turboprop service to New York’s LaGuardia (KLGA) and Kennedy (KJFK) airports.

As the nature of air travel changed, many airlines stopped using airports like Lebanon, which has more of a GA focus today, though Cape Air still offers connections with partner airlines for longer trips. But we found the greater Lebanon area to be a destination on its own. The following are a few of the attractions for which we plan to return soon.

Lebanon Opera House

Like a number of old opera houses serving small communities, Lebanon’s version, built in 1924, began as a vaudeville theater, was converted to a movie theater, and has survived brushes with death. Today the 800-seat venue hosts a range of performing arts productions. The March schedule includes the musical Anything Goes, Ladysmith Black Mambazo, David Sedaris, and more.

Northern Rail Trail

Rail trails are a great way to explore and learn more about an area’s history. For pilots, they make a strong case for lightweight folding bicycles that fit easily into the baggage compartments of many small aircraft. This trail runs southwest from Lebanon for 58 miles to Boscawen, passing numerous towns and a broad range of scenery along the way.

Dartmouth College/Appalachian Trail

Nearby Hanover is home to Dartmouth’s compact, picturesque, and easily walkable campus that appears to be a postcard model of how a New England college is supposed to look. The area is ideal for outdoor activities, from swimming or kayaking in the adjacent Connecticut River to hiking the Appalachian Trail, which happens to cut through campus.

White River Junction, Vermont

Driving into this town across the river and a few miles south of Lebanon, you will know right away how it got its name. A bunch of railroad tracks converge, many of which are still active. A regional freight train may pass through, followed a few minutes later by an Amtrak passenger train. The rail station doubles as a museum and is part of an interesting historic district that includes a number of hotels, restaurants, shops, and galleries.

Mount Ascutney

Once a bustling ski resort with an impressive network of chair lifts, Ascutney in West Windsor, Vermont, fell on hard times and closed over a decade ago. The surrounding community took over and transformed the place into a hub for backcountry skiers and other outdoor enthusiasts. This new approach to a ski destination had the unexpected result of attracting new residents and businesses to the area.

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The maintenance manual says every 50 hours, but most of my pilot friends say that interval is too long. As a result, conversation in the hangar community revolves around how often you change yours and what that number says about you as a pilot—or so it seems.

• Cessna 172 Offers Opportunity for Intro to Aircraft Maintenance

A careful check of the logbook showed I was just short of 40 hours since the last oil change during the pre-buy and annual inspection late last year. That was more than I expected. I’ll try to hold it to 35 next time.

The oil change itself was a bit daunting. While I have completed the procedure dozens of times with cars and motorcycles, it feels more significant with the airplane. Indeed, there is more at stake. No one is checking the logs on my ancient Suzuki, and if it starts leaking because I failed to tighten the oil filter properly, I can coast to the curb and take corrective action. You get the picture. During the next long flight with my wife, I spent too much time watching and listening for hints of trouble and sniffing for the scent of oil dripping on a hot exhaust pipe.

• READ MORE: Finding Your Ideal Aircraft That’s An Aluminum-Clad Time Machine

All was well, though. We had a lovely trip. I had followed the instructions and triple-checked my work. I also knew the FAA trusted me to do the job, or at least implied this through 14 CFR Part 43 Appendix A Subpart C. This is the part of the regulations that covers preventive maintenance tasks that certificated private pilots can perform on their own aircraft. Like the annual NOTAMs for EAA AirVenture, it is a must-read that packs more information than you might expect.

Sure, you can change light bulbs and batteries, but you also can adjust air and oil pressure or replace elastic shock absorber cords on landing gear, change tires, service wheel bearings, and patch fabric covering as long as there is no rib stitching or removal of structural parts involved. Balloon pilots can make certain patch repairs to their envelopes and refinish baskets.

Small projects like these bring pilots closer to their aircraft, making them more familiar with their workings and less tentative about taking a wrench to them. With each new maintenance job, you are likely to become more confident and comfortable around your airplane. Those of us who consider ourselves handy should be careful about going too far, though. Stick to the FAA’s list and don’t forget to make logbook entries for everything you do. If you want to get into more serious work, ask your mechanic about owner-assisted annual inspections.

I like to think my mechanic will be pleased that I am willing and able to work on my own airplane, and that I have yet to call on him to fix something I have broken in the process. I’m also sure he will say my safety-wiring technique needs work.

The post Maintaining Your Ideal Aircraft: What Can a Pilot Do? appeared first on FLYING Magazine.

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, Sporty’s Pilot Shop

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. $399.99, Amazon

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.

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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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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

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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.

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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.

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