But headquartered in the same region is Oshkosh Corp., which—among other functions—is a major player in fire truck manufacturing. The firm also specializes in aircraft rescue and firefighting (ARFF) equipment with its line of specialized trucks.

Oshkosh Corp. has carved a niche in the firefighting industry with its line of airport fire trucks. These specialized vehicles are designed to handle the unique challenges posed by aviation accidents, offering a level of capability that sets them apart.

Among these are water tanks that are significantly larger than those of traditional municipal fire trucks, ensuring that firefighters have ample water to combat large-scale fires without needing frequent refills. The fire trucks boast powerful pumps capable of delivering high-pressure water streams, essential for penetrating the outer skin of aircraft and reaching internal fires. Many of these vehicles are also outfitted with advanced foam systems that can create a blanket over fires, helping to suppress flames and reduce the spread of smoke.

The company’s Striker 8×8 model can hold up to 4,500 gallons of water and 630 gallons of foam at a time. In comparison, a normal municipal fire truck can hold around 1,500 gallons of water alone.

In addition to their water capacity and firefighting capabilities, these vehicles are designed to handle various terrain, including runways, taxiways, and grassy areas. Some of Oshkosh’s Striker models can go from 0 to 60 mph in approximately 35 seconds.

Over 5,000 Oshkosh Striker vehicles have been made and shipped to airports around the globe. The company is also rolling out an electric fire truck called Volterra, which has already been adopted by some airports.

AirlineGeeks had the opportunity to visit Oshkosh’s manufacturing facility in its namesake city. A video from the tour is below:

Editor’s Note: This article first appeared on AirlineGeeks.com.

The post Why Airport Fire Trucks Are So Unique appeared first on FLYING Magazine.

Liam Ferguson purchased the North Pole, Alaska, airport (95Z) in May because he was looking for a suitable place to base his sonic drilling company. The equipment-heavy business requires a large footprint, and the 61-acre property was able to accommodate, with room to grow. The runway was icing on the cake.

• READ MORE: Delaware Ag Airport Sets Eyes on Growing GA Future

“When we started working in Fairbanks more often, I purchased a lot at an airstrip and ran my business out of my home there,” Ferguson said. “That was a temporary solution, and the goal was to find a block of land or a shop where we could move all of our equipment to. We looked around for about a year and the airport was for sale during this time. I thought that it was more than what we were looking for, but we started to entertain buying the airport because everything else was expensive, and I thought it would be cool as a pilot.

“Buying an airport seemed far-fetched and outside the realm of possibility, until we realized the potential that Bradley Sky Ranch had.” 

The property’s existing hangar building with dedicated office and shop space satisfied the needs of Ferguson’s business. In addition to improving the space, Ferguson has his attention focused on understanding what the future of the airport should look like.

• READ MORE: New GA Airport Near Las Vegas Has Its Eye on Space

“We have been trying to assess the place and then build from there,” he said. “Now that we have learned more about the airport, I feel like I have a pretty good long-term plan of what we are going to do. I am leaving the timeline pretty open-ended, The long-term plan is to provide rental hangars, basic maintenance services, and a full range of parking options to service local pilots. We are also talking about possibly adding an Airbnb and courtesy cars to help attract pilots to come visit. Camping spots will also be available.

“We could possibly sell some lots for hangar homes or develop some ourselves. We really do have a blank slate with this and will continue to grow it as long as we have support from the local aviation community.”

The condition of the runway at the time of purchase was satisfactory and required minimal work. After grading, compacting, and removing grass from the gravel/dirt surface, Ferguson shifted his attention elsewhere. 

“For phase one of improvements, I didn’t want to come in with all of these big plans, say we are going to do something, and have nothing change,” he said. “My goal for the summer was to talk to the people that are a part of the flying community here, to learn more about this place and get an idea of what should be improved.

“Part one is to clean up and renovate the hangar. Part two is to do dirt work on the taxiways and parking spots to improve drainage in the spring and open up more parking spots. This will also include fencing and general clean up. Part three is adding infrastructure like T-hangars, fuel, and an FBO.”

• READ MORE: Flight Training in the Scenic, Wild Last Frontier

Another key focus has been refurbishing the existing tie-downs at the airport, which had fallen into disrepair.

Ferguson advised that his commute from his hangar home to Bradley Sky Ranch is a paltry one-and-a-half-minute flight in his Cessna 205. His girlfriend and business partner, Maddy Thom, frequently joins the fray in her Cessna 150. There are currently 20 aircraft based at the airport.

The pair’s short-term goal for the airport is to stoke the energy that they’ve felt from current tenants and other Alaskan pilots. One of the ways that they plan to harness this shared enthusiasm for Bradley Sky Ranch’s future is by hosting an event at the end of the month. 

“The fly-in is going to be September 27-29, which is the first weekend after hunting season,” Ferguson said. “All of the pilots will be out of the bush at that time, and we’ve already gotten over 700 people signed up that are interested in coming to the event. This is the fourth year for the event and the second year that it’s being held here at this airport. It’s going to be something pretty big and will be a way to show people that we are cleaning up the airport. The goal is to include the community, and everyone is super excited.”

Notable aspects of the fly-in include food trucks, fire pits and camping, several live bands, and a pumpkin drop competition.

The post The Blank Slate of a North Pole Airfield appeared first on FLYING Magazine.

Nearly 11,000 Stearmans were built, but only around 1,000 are still flying. Earlier this week, a handful of these biplanes descended on Dallas/Fort Worth International Airport for a special mission.

Founded in 2011, a charity called Dream Flights provides veterans with the “adventure of a lifetime” flying in a Stearman biplane. The nonprofit organization conducts these flights all around the U.S. free of charge.

• READ MORE: Two Legendary Ace World War II Pilots Return to the Skies

The group’s visit to DFW was even more special, flying its 7,000th participant in 99-year-old WWII veteran Carlyle Hayes, who joined three other senior veterans.

“I’ve never ridden in an open cockpit aircraft, so this will be [the] first time,” U.S. Air Force veteran Jerry Brown told KTVT-TV.

The flights lasted around half an hour, arriving and departing from DFW, which is the world’s third-busiest airport. Both American Airlines and the Allied Pilots Association (APA) sponsored the event.

Editor’s Note: This article first appeared on AirlineGeeks.com.

The post World War II-Era Aircraft Visit World’s Third-Busiest Airport appeared first on FLYING Magazine.

With plans to pursue Part 139 certification from the FAA, city officials are laying the groundwork for scheduled passenger service and increased corporate activity. This ambitious vision aims to position Greeley as a key gateway to the Front Range.

AirlineGeeks had the opportunity to interview Paul Trombino, the current director of public works for the city of Greeley, to help understand his vision and the city’s ambitions for the airport. Trombino assumed the role of director in June 2021 and has now added the airport to his list of areas where the city has significant growth potential.

Greeley-Weld County Airport

Greeley-Weld County Airport was built in 1944 as a small regional airport. In the late 1940s, it saw small commercial service operations, with Challenger Airlines serving Greeley as a stop between Billings, Montana (KBIL), and Denver along with Salt Lake City (KSLC) and Denver. Ultimately, service ended, and the airport has since become a general aviation airport with around 120,000 operations annually.

In 1996, the airport underwent its most comprehensive expansion since opening in partnership with the FAA. It constructed a new 10,000-foot runway and taxiway system, along with a terminal, administration building, and landside infrastructure improvements to improve accessibility to the airport. Trombino highlighted how this significant investment was a sign of a strong “growth plan since 1996” and added how “[the city] has always seen potential in the airport” with the foundation already being set.

The airport is uniquely positioned because it already has a 10,000-foot runway. According to GlobalAir.com, the only public airports in Colorado with 10,000-foot plus runways are Colorado Springs (KCOS), Centennial (KAPA), Denver, Grand Junction (KGJT), Greeley, Hayden (KHDN), Montrose (KMTJ), and Pueblo (KPUB).

But what sets Greeley apart from this short list of airports?

Other than Centennial, which serves as a reliever airport for Denver International (KDEN), all other airports already see commercial service, making Greeley an attractive airport for future service additions. In fact, according to the FAA’s National Plan of Integrated Airport Systems, Greeley is currently the only public airport with a 10,000-foot runway in Colorado that is classified as a GA facility.

Development Plans

As mentioned, Greeley has a unique 10,000-foot runway, but what else can the airport offer for the Front Range? For one, the airport is already profitable as a GA airport serving the community.

“Rural airports typically operate in the red, but Greeley is in the black, which is unique,” Trombino said.

The airport is projecting significant growth in the next 10 and 20 years, with revenue jumping from $125 million in 2023 to $360 million by 2033 and nearly $700 million by 2043.

Trombino is adamant that he “wants the current businesses to [stay] successful,” as bringing more operations to the airport “will bring more customers, from maintenance to fuel,” even with the city’s growth plans.

Its operational outlook aligns with this vision, with projections showing growth from 120,000 operations in 2023 to 300,000 by 2033 and 600,000 by 2043.

Another major player spurring this growth is JBS USA Foods, a major meat processing company headquartered in Greeley. The company currently operates its corporate jets out of Fort Collins but is looking to move to Greeley.

JBS is looking to move to Greeley by March 2026 and needs a new hangar and taxiway built for its needs. It also needs the runway to be developed to increase weight limits from the current 45,000 pounds to a minimum of 65,000 pounds, or even 100,000 pounds. Trombino sees this opportunity as “phenomenal for setting us up for success” and believes it will be an excellent platform for the city to present to the FAA as a necessity for an increase in runway weight.

Trombino stated that the FAA “envisions Greeley as one of the main airports in Colorado, alongside Denver and Colorado Springs.”

Furthermore, the airport does not face the same constraints as similar regional airports. Many airports near the Denver metro area suffer from environmental, capacity, and space limitations, but Trombino believes that Greeley’s location is insulated from such issues.

“[The city views] the space in and around the airport [like] a blank canvas,” he said. “The other airports don’t have the length that we do, and more importantly, they all have housing around them, which causes constraints that we don’t face.”

When specifically asked about similar competitor airports like Northern Colorado Regional (KFNL) in Loveland and Rocky Mountain Metropolitan (KBJC) in Broomfield, Trombino said that they “have capacity challenges,” and don’t necessarily have the “capacity to expand.”

The city also believes there is no better time than now to invest heavily in the airport.

“If the airport doesn’t follow the growth of the city, it will become an economic drag, as we think about the city in the future, including transportation,” Trombinso said.

With the recent announcement that the American Hockey League’s Colorado Eagles are moving to Greeley from Loveland and the University of Northern Colorado is building its Osteopathic Medical School in downtown Greeley, Trombino believes that “all of the things are starting to align for businesses and residents for further growth and jobs.”

With the Greeley-Weld County Airport directly sitting within the Colorado Enterprise Zone, it provides tax advantages for new businesses to invest in and around the airport. The city recently presented its Strategic Airport Business Plan to the FAA, highlighting how the airport can also develop an agriport and railport to connect. A major highlight is that the city “has the ability to create a spur off the main [Union Pacific Railroad] line,” which, in Trombino’s view, will open the airport and the surrounding area for further freight operations.

Future Airport Vision

It’s clear that the city has a strong vision for the airport, but building it up and making it commercially successful requires more than solid infrastructure. This includes interest from operators in utilizing the airport, alongside facing issues such as not being equipped with an air traffic control tower.

Trombino believes that there are multiple ways for Greeley to tackle this.

The 233rd Space Group is located right next to the airport and already utilizes some areas of the field. Trombino believes that if the city “made improvements, [the airport] could be a great training space for the Air Force National Guard.”

The city is exploring the option of taking advantage of its partnership with Aims Community College. Trombino views Aims as “such a good partner” and potentially “building an ATC tower in partnership with Aims” to allow training to occur at the airport, too.

Other ideas have also been proposed, including utilizing a remote tower system, which would be cheaper for the airport in capital and labor costs.

“I’m not afraid of having Greeley at the forefront of technology,” he said. “It’s a matter of where we are and where the industry is heading, [so] we haven’t built a new airport in the country since 1995.”

The logical next step is to understand the market dynamics of the surrounding area and how to convince airlines and passengers to select Greeley over Denver and Cheyenne, both of which are an hour away from the city, with all of the developmental plans starting to take place.

Trombino says the city wants to start conversing with carriers like JSX and others “by the end of the year.” His reasoning stems from reduced security costs and a proven model at Rocky Mountain.

Airlines such as JSX “will be important” and “could be competitive” at an airport like Greeley.

He compared the airport to existing models like Chicago-Midway or Orange County, allowing people to get in and out of the busier metro more efficiently than the bigger, more congested airports nearby.

The city “thinks that this needs to be a high-end airport,” with Trombino personally believing that Greeley could “become a primary ancillary airport” in the Front Range.

“The airlines have to know who we are and that we are coming,” Trombino said. “I think we will be the new place to be, and the people in the northern Front Range will be surprised.”

Editor’s Note: This article first appeared on AirlineGeeks.com.

The post Greeley’s Ambitious Plan to Become Colorado’s Third Major Airport appeared first on FLYING Magazine.

Cook Airfield was established in 1957 and once served as a reliever facility for Cessna to tie down planes waiting to be ferried around the nation. The decades that followed led the property away from aviation. At one point it was a site for motorcycle racing and the airport ultimately fell into disrepair.

• READ MORE: Airpark HOAs Aim to Keep Pace With Capital Improvements, Maintenance

The current ownership group, Crosswinds Aviation, as local aviators would testify, performed a complete 180 on the airport.

“I was keeping my plane here at the airport, and the rumor was that it was for sale. Once we tried to buy it, it was already under contract,” said Greg Thomas, Cook Airfield’s co-owner. “Then 9/11 happened, the contract fell through, and we started negotiating to purchase the airport. Two years later, we ended up buying Cook Airfield from the trust.”

Thomas knew it would be a significant challenge to get the airport to where he thought it should be. It took years of hard work to rechart the airport’s course.

“It was a complete junkyard when we got it,” Cook said. “You could only land on the east 20 feet of the runway, because the other side had too many potholes in it. And we probably tore down more hangars than we kept.”

Since its new life beginning in 2003, the airport has benefited from several Kansas Airport Improvement Program (KAIP) state grants issued from the Kansas Department of Transportation to improve its facilities. This work has included the lengthening of the primary runway, which required the closure and relocation of a county-owned road.

Cook Airfield Today

Today, Runway 17/35 is a 3,472-foot-long-by-40-foot-wide paved and lighted surface. There is also a 1,600-foot-long-by-50-foot-wide turf runway. Cook Airfield airport has more than 100 based aircraft, more than 60 hangars, and publicly available 100LL fuel. Jet-A fuel is expected to be available in the near future. 

• READ MORE: Delaware Ag Airport Sets Eyes on Growing GA Future

Thomas built a hangar home at the airport in 2007, and since then roughly 20 additional hangar homes have been constructed at Cook Airfield. Having residences with taxiway access was always in the plans.

“After we purchased the airport, our goal was to subdivide the land into six lots, because the county told us they had to be 5 acres in size,” he said. “So, that’s what we did, to get the cash flow to help fix the airport up. Later on, we figured out that we could have 1-acre lots, as long as we were doing approved septic systems.”

The airpark subdivision is now in its second phase, with five lots still available at the south end of the property. Land continues to be allocated for additional box hangar construction. 

• READ MORE: Flight Training in the Scenic, Wild Last Frontier

“We seem to sell our hangars as fast as we can put them up,” he said. “In fact, the last one I just sold to a guy in Ireland. We have two new hangars that will be completed soon, and then we are getting ready to order two more. Most of the hangars we build are on leased ground.”

In addition to homes, commercial hangars, a pilot’s lounge, and several businesses are based at the airport. Air Capital Drop Zone, a skydiving operation, and Compass Rose Aviation, a flying club, have both been there for more than 10 years.

After 21 years of owning Cook Airfield, Thomas and business partner Steve Logue are ready to pass the baton to the next owner.

“The airport has been for sale and under contract a couple of times, but has fallen through each time,” Thomas said. “We are both ready to move on to other things and let somebody else take Cook Airfield to the next level. There is a lot of potential here, and each potential buyer has their own vision for the airport. They could extend the runway or build a new runway to the west. [With additional infrastructure], they could add a restaurant if they wanted to, which is what the last buyer was going to do—alongside a hotel.”

Cook Airfield is approximately a 23-minute drive from downtown Wichita and 26 minutes from the city’s commercial service airport, Wichita Dwight D. Eisenhower National Airport (KICT). The purchase of the 47-acre property includes the runway with PAPI system, pilot’s lounge, and seven buildings/hangars that total 32,906 square feet.

The post Two Decades After Renaissance, Wichita Airpark Ready for New Ownership appeared first on FLYING Magazine.

Mark Flury, a pilot based at another airport, told the Seattle Times he well understands the turmoil the closure of First Air Field (W16) in Monroe, Washington, will cause, but the 36-acre parcel really is a great spot to centralize the Snohomish County Public Utility District electrical distribution services.

Geoffrey Thomas, the city’s mayor and a pilot and hangar renter at First Air Field, disagrees, but there’s not much he or his council can do about it.

The utilities district is offering the family of late former owner Dr. Daryl Habich, who operated a dental office on the airport and even took fly-in appointments, $7 million for the site. For the district, the property is ideal.

“The history of the site is important, but for us it’s really about finding a place that’s a good spot for our crews and a good spot for future growth for the county,” Public Utility District spokesperson Aaron Swaney told the newspaper. “We have to meet that growth, and we have to have facilities that can do that.”

But for local pilots, life without the field just won’t be the same.

“Yes, it’s had a private component, but it’s also a public good,” Thomas told the newspaper. “A place that helps keep us connected—not a place with a 6- or 8-foot-high fence that keeps us out.”

Thomas said that although the city zoning allows for the utility center, the area of the airport is tourism oriented and he’s afraid a large compound of equipment storage and offices will be out of place. He said there is no doubt the facilities are needed (the area is one of the fastest growing in the state) but wishes the utility had found another spot. Fellow pilot Flury said they looked at 10 other places before settling on the airport.

Assuming the deal goes through, it will take several years to break ground on the new facility, and Flury said the district will help pilots find new accommodations. But First Air will leave a hole.

“I’ve made some of my best friends here learning how to work on a plane and learning how to fly,” pilot Edward Haynes said. “It’s just sad to see it go and be another forgotten-about airport that was a really special place.”

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

The post Pilots Lament Likely Loss of Beloved Washington Airport appeared first on FLYING Magazine.

With more than three decades of experience in HOA management, Duane McPherson saw the need for professional management at fly-in communities. As a result, the private pilot created Airpark Association Management (APAM) in mid-2024. 

“APAM simplifies HOA management for aviators. We handle financial intricacies, strategic planning, and administrative tasks,” McPherson said. “We understand the balance between high-flying dreams and maintaining a smoothly operated community. Airparks are a different animal and traditional HOA management companies don’t know a lot about flying. They don’t understand the regulations or appreciate the commitment that the residents have to aviation. So, these communities are underserved from an association aspect.”

There are unique aspects of managing airpark HOA communities, as well as aspects that are very similar to regular neighborhoods. 

“Most airpark boards understand the aviation end of it, and they’re able to do a lot with that,” he said. “But the homeowners association part of it, such as collecting assessments, managing the financials and boards, or making sure all regulations are complied with [is different]. I felt like I could help with my years of experience. That way residents just enjoy flying. I mean, that’s why you have a plane and live in an airpark. You should be able to jump in and go flying without having to deal with all of these administrative headaches.” 

McPherson is enthused by the growing interest in residential airpark communities. 

“In the 1990s I started flying and began seeing these associations that had airstrips,” he said. “But there really wasn’t much interest [in living at an airpark] until the last 10 to 15 years. The concept has really started to catch on and right now, I estimate that there are about 700 airparks in the United States.”

Which functions does McPherson say airparks struggle with most frequently?

“It’s a gambit of common issues that airparks struggle with,” he said. “A lot of the associations haven’t done research studies to plan for future maintenance. That’s one of the most important aspects, especially since an airpark community’s single largest common interest asset is the airstrip. You have to save for repair and repaving of the runway, adding lights, or whatever is else needed. And a lot of airparks have not saved for capital improvements, or even in some cases regular maintenance.”

Another thing that volunteer-led boards should be mindful of are the regulations that govern their communities. 

“The other common issue is keeping up with laws,” McPherson said. “Each state has completely different laws governing common interest communities. That’s one of our areas of expertise and we make sure that boards are in compliance with local and state regulations. And we can handle all financial aspects of association management with transparency, accuracy and optimal budgeting tailored to your airpark community.

“We also have a technology package that is second to none. Aspects of this software are currently being modified for the airpark, so you will be able to see which airplanes are based there, whether they have insurance, and other things that will help the board better manage their community.”

McPherson takes great satisfaction in helping existing communities.

“The governing documents for every association are different and are typically set up by the original developer, not by the people who live there,” he said. “So, the documents are created long before lots are sold, and sometimes older communities have to reinvent themselves. The original people’s ideas are outdated in some cases and technologies have changed. There are a lot of differences that can occur.

“What we can do to help is that we will modernize their documents and create a strategic plan. This often takes working with a local attorney and making sure everything is up to date because in many cases, governing documents will have paragraphs that are no longer applicable or against current laws. It takes a lot of planning to go through changing the association but it’s one of my favorite things to do.” 

McPherson also enjoys ensuring new fly-in communities are well poised for many years of operation and feels that developers should seek advice to understand the best path forward.

Here are some key considerations he says that a developer should consider when drafting governing documents for an airpark community:

Aviation regulations: Include provisions that comply with federal, state, and local aviation regulations and zoning requirements related to the operation of aircraft within the community. This may include restrictions on aircraft types, noise levels, flight patterns, and hangar construction.

Airpark maintenance: Establish guidelines for the maintenance and upkeep of common areas, runways, taxiways, and other aviation-related facilities within the community. Outline responsibilities for maintaining and repairing infrastructure to ensure the safety and functionality of the airpark.

Hangar use: Define the permitted uses of hangars within the community, including provisions related to aircraft storage, maintenance, and commercial operations. Specify any restrictions on hangar construction, size, design, and appearance.

Community amenities: Outline the availability and use of amenities, such as fueling stations, tie-down areas, aircraft wash areas, and other aviation-related facilities provided within the community. Establish rules for accessing and utilizing these amenities in a safe and responsible manner.

Aircraft ownership: Define the requirements for aircraft ownership and registration within the community, including restrictions on nonresident aircraft, subleasing, and commercial operations. Specify any insurance requirements or liability provisions related to aircraft ownership and operation.

Homeowner responsibilities: Detail the obligations and responsibilities of homeowners within the community, including compliance with aviation regulations, noise abatement policies, and community standards. Outline procedures for resolving disputes, enforcing rules, and maintaining a sense of community harmony.

Architectural guidelines: Establish design standards and architectural guidelines for hangar construction, home construction, and landscaping within the community. Ensure that these promote a cohesive aesthetic and maintain the unique character of the airpark community.

“By considering these key factors and incorporating them into the governing documents, a developer can create a comprehensive set of rules and regulations that govern the operation, maintenance, and use of an airpark community,” McPherson said. “These provisions can help ensure the safety, functionality, and overall success of the community while preserving its aviation-focused identity and appeal.”

The post Airpark HOAs Aim to Keep Pace With Capital Improvements, Maintenance appeared first on FLYING Magazine.

The airport, which has been around since the 1950s, was purchased in 1991 by Allen Chorman. His plan from the outset was to use the airfield as base of operations for Chorman Spraying, formerly known as Allen Chorman & Son. 

“When I was 12 years old, my dad and I rode over here on a Sunday. I remember like it happened right now,” Jeff Chorman said. “He was like, ‘Maybe we could rent the airport from John [Mervine],’ who was a real big name in Delaware at the time. My dad ended up buying the airport from John and since then we’ve built the airport up and widened the runway from 37 feet wide to 51 feet wide.”

• READ MORE: Flight Training in the Scenic, Wild Last Frontier

From mid-March to mid-November, this 3,585-foot-long paved runway is abuzz with activity from sunup to sundown. Chorman Spraying employs nine pilots and has a fleet of aircraft that consists of Air Tractors, Ag Cats, Thrushes, and Bell Jet Rangers. 

“We are probably one of the largest agricultural operators on the East Coast, as far as agricultural work, and cover the eastern shore of Delaware and Maryland,” Chorman said. “We have gone from running two airplanes to running seven all the time. And we have gone from radial engines to turbines, although [we] still spray mosquitoes with Twin Beeches and are thinking about getting into the drone world.” 

The operation is an integral partner to farmers within roughly a 50 nm radius of D74. Typical crops in the region that the company tends to are wheat, barley, pumpkins, watermelons, cantaloupes, peas, sweet corn, and other vegetables, in addition to a strong emphasis in the fall on cover crop seeding.

Aerial services are provided from 10 main airfields and five satellite airfields, from Chestertown to Snow Hill. But most ag aviation flights originate from Chorman Airport, which is a competitive advantage for the operation.

• READ MORE: New GA Airport Near Las Vegas Has Its Eye on Space

“Having your own airport [as an ag operator] is almost a must. It’s all about control,” Chorman said. “Even though it’s a public airport, we still control the people who are here. [By having our own airport] we control the activity during the busy times and also the overall ramp operations and security here.”

Efficiency and safety on the field is balanced with national security precautions in the area. Chorman reported that there is frequently a presidential TFR active near the airport, due to President Joe Biden’s home in Rehoboth Beach being only 26 nm away. 

“Right now, if you look at Delaware in ForeFlight, the whole state is yellow,” he said. “I was the first one in agricultural aviation history last year to get permission to conduct ag operations inside the TFR’s inner ring during Biden’s 10-day visit last year. The Secret Service understands [the need for our operation to continue helping farmers] and has been great to work with.” 

Chorman’s longtime interest in military aviation led him to acquire a handful of vintage aircraft. His Stearman biplane, T-6, and T-28 can be seen by airport visitors this fall during a highly anticipated fly-in event at Chorman Airport.

• READ MORE: Utah Bluff of Juniper and Sagebrush Turned Into Backcountry Destination

“We are planning our second annual fly-in for October 26, weather and TFR permitting,” he said. “We will have a cookout with hamburgers and hot dogs. Last year we had 65 airplanes fly in, and you couldn’t have ordered better weather. We are hoping for a good turnout again this year”

The airport welcomes transient traffic, although fuel is only available to based aircraft. There are roughly four dozen aircraft presently kept on the field. 

Chorman is encouraged about the future of the airfield and that it will continue being a central asset in the operation of his business and an attractive option for local pilots to base their aircraft.  

“In 2018, we repaved the runway because it was in very bad shape with no base underneath at all. We didn’t have any state or federal funding for that project,” Chorman said. “The airport will continue to grow as the need develops. I can see two more hangars here with eight units each for rental airplane storage, as well as an [automated weather observing system] AWOS. I would also like to have a GPS approach here, since we are strictly VFR now with pilot-controlled lighting. We are just starting to work on getting that done and the Delaware Aviation Council is helping.”

The post Delaware Ag Airport Sets Eyes on Growing GA Future appeared first on FLYING Magazine.

Dubuque Regional Airport (KDBQ) in Iowa announced on Tuesday that a new carrier will begin serving the city this fall.

Dubuque is located just over 200 miles east of Des Moines and saw a sharp decline in air service coming out of the pandemic. It joins a long list of about 70 other similarly sized markets that American Airlines, Delta Air Lines, and United Airlines also dropped since 2020.

American was the only carrier serving the airport, ending its daily route from Chicago O’Hare International Airport (KORD) in September 2022. At the time, the airport’s director said the airline’s decision to leave the market was due to the “national pilot shortage.”

Regional carriers bore the brunt of the post-pandemic pilot shortage as major airlines hired new aviators at record-setting rates. This rapid movement within the pilot ranks caused some markets—including Dubuque—to lose daily service altogether.

Six months after American exited the market, ultra-low-cost carrier (ULCC) Avelo started flights from Dubuque to Las Vegas and Orlando, Florida. These flights were operated less-than-daily and eventually became seasonal.

Avelo was set to return to Dubuque in November 2024 but nixed those plans last month, citing increasing costs in Orlando along with aircraft availability issues.

A New Airline

Earlier this week, Dubuque Mayor Brad Cavanagh announced that Denver Air Connection will launch flights to Chicago O’Hare on November 4. The new route is slated to operate daily on an Embraer E145.

“The return of daily flights to and from a major hub is cause for celebration,” said Cavanagh in a press release. “We are excited to welcome Denver Air Connection to the Dubuque Regional Airport, and I encourage all travelers, whether for leisure or business, to take advantage of the convenient connections across the country and around the world that this service will provide.”

Based in Colorado, Denver Air Connection has continued to expand eastward in recent months. Dubuque will be the carrier’s first market in Iowa.

Editor’s Note: This article first appeared on AirlineGeeks.com.

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His flight training business, FLY8MA, moved with him to Big Lake, about an hour north of Anchorage. The company and its staff of full-time, experienced flight instructors invite adventure seekers to experience what flying in Alaska is like. 

“It’s not just about the training or getting a tailwheel endorsement—that’s a very lower 48 [way of thinking],” Kotwicki said. “The wilderness that you see here, even the best photographer and videographer can’t capture. It can only be experienced, and that’s what I want to provide for people that come here.”

Alaska is a land of extremes that attracts people who enjoy challenges, Kotwicki said. In that vein, he has spent a considerable amount of effort to transform his 115-acre property into a destination for flight training. 

“We get people that visit for a variety of reasons, whether to do flight training or a scenic tour with us in our Cessna 206 that we have on a Part 135 certificate,” Kotwick said. “So, we have pilots and nonpilots that come here and those that train with us, [and] most want to experience what flying in Alaska is like.They may want to fly a Cub on 35s [inch tires] while at the controls when landing on a mountaintop or landing on a crystal blue alpine lake in a Super Cub on floats with glaciers all around.

“So, we will work with them to the extent of what they want to do. And what I mean by that is we can show them a lot of cool stuff, or there may be a specific goal they are trying to achieve that we are going to train towards.” 

Kotwicki’s flight training company’s headquarters is based on the property, which is also home to FLY8MA Pilot Lodge Airport (57AK). There are two gravel runways and an under-construction control tower, in addition to short-term rental facilities used by students and other visitors. 

The first four overnight accommodations built on-site are standard one-bedroom, one-bathroom cabins. These units are modern and feature heated floors, but Kotwicki wanted to add some additional flavor to the airport. 

“I thought, ‘Well, what would be cooler than these cabins?’” he said. “‘We could get an airplane and turn it into a house.’ So, I spent about eight months calling around trying to find who would sell me an airplane. Finally, someone said yes but said that I would have to come and get it [a Douglas DC-6] right away or they would charge a ramp storage fee.

“During the long drive on the way to pick up the airplane I thought, ‘I have no idea what I’m getting myself into.'”

Cleaning, reconstructing, insulating, and furnishing the retired aircraft into its present state were aggravated by the cold Alaskan winters. In total, it took about two years between transporting the DC-6 (in pieces on a flatbed trailer) to its new home and the first guest being welcomed. 

Two more decommissioned transport category aircraft have since been added to the airport and its rental availability page, a Douglas DC-9 and a Boeing 727. 

The DC-6, for example, can accommodate up to six guests. There are two bedrooms, a living room, and a cockpit, complete with a coffee station and beer fridge. Where else can you sit behind the yoke with a cold one in hand? 

Guests’ fondness for the existing overnight aircraft rentals has inspired Kotwicki to add another retired airplane to the lineup. He just closed on a Fairchild C-119 Flying Boxcar, which he intends to turn into a summer-only rental that keeps most of the original systems inside intact.  

“This is a place to preserve the history of these aircraft and get you up close and personal, whether that be the avionics and controls of a 727 and all of the associated systems, or face to face with an 800-pound grizzly on a beach you flew to in a Super Cub with your flight instructor from our lodge,” Kotwicki said. “The experience of getting to touch and feel every inch of the aircraft, walk around outside to poke your head up in the avionics bay or gear bays, see all of the systems, or just the novelty of barbecuing steaks on the wing deck, [it’s an] experience [those who visit] all say is simply one of a kind.”

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