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.

Wings Over the Rockies is a Colorado-based, nonprofit organization that supports educational programming at the Wings Over the Rockies Air & Space Museum.

This year’s scholarship winners will receive $12,000 for the pursuit of a private pilot certificate in either a single-engine airplane or a glider. The awards are made possible by the Ray Foundation, an organization that “provides grants for programs and educational organizations primarily in aviation that develop life skills such as honesty, worth ethic, self-confidence, and self-discipline.”

Scholarship applicants were subjected to a rigorous evaluation and interview process conducted by representatives from Wings Over the Rockies, the Captain Jeppesen Foundation, and other partner organizations, including Daedalian Flight 18, the Colorado Pilots Association, and the Colorado Aviation Business Association (CABA).

This year 119 students applied, and more than 50 made it to the interview process. Each scholarship recipient was assigned a mentor to guide them through the training process, which included both flight time and a thorough study regime to help them reach certification.

“Our future is bright with the up and coming students who want to pursue a career in aviation,” said retired U.S. Air Force Major General John Barry, president and CEO of Wings Over the Rockies. “We hope to continue to expand this scholarship program in the future and are incredibly grateful to the Ray Foundation for making this scholarship program available to Colorado’s future pilots.”

Since the program was launched in 2019, 150 high school students in Colorado ages 15 to 19 have received more than $1.3 million in scholarship awards. 

The post 26 Colorado High School Students Awarded Flight Training Scholarships appeared first on FLYING Magazine.

The competition promotes skill over speed along the course that measures 2,610 sm. The race is set to end June 21 at Northern Colorado Regional Airport (KFNL) in Loveland.

The Air Race Classic (ARC) traces its roots to the 1929 Women’s Air Derby in which 20 female pilots, among them celebrity aviatrix such as Amelia Earhart, Florence “Pancho” Barnes, Ruth Elder, Louise Thaden, and Evelyn “Bobby” Trout, raced from Santa Monica, California, to Cleveland.

The ARC continues in the spirit of that event, with women pilots of all ages and backgrounds.

Race organizers note that this year marks the 95th anniversary of the Women’s Air Derby.

• READ MORE: Fundraising Underway for 1929 Women’s Air Derby Film

“The ARC board of directors and volunteers have been hard at work preparing for our 47th race,” said Air Race Classic president Donna Harris. “We welcome back veteran racers and meet new competitors at our start in Carbondale, Illinois.”

The teams consist of at least two female pilots. Each team flies a normally aspirated, piston-powered airplane in visual flight conditions during daylight hours.

To qualify for the race, they must hold at least a private pilot certificate and have 100 hours as pilot in command (PIC). One of the teammates must hold a commercial certificate and have at least 500 hours as PIC or a current instrument rating. Teams can include an additional teammate provided they hold at least a student pilot certificate.

• READ MORE: The Legendary Life of Pancho Barnes, Aviatrix

The teams will launch from (KMDH) starting at 8 a.m. CDT in 30-second intervals. The route takes the aircraft over La Porte, Indiana; Cadillac, Michigan; Newark, Ohio; Monee, Illinois; Owatonna, Minnesota; Moberly, Missouri; Bartlesville, Oklahoma; and Dodge City, Kansas. Teams will execute high-speed flybys over a timing line at each of these intermediate airports, where they may also land to refuel, take a break, or stay the night.

• READ MORE: Air Race Classic Announces 2024 Route

Every aircraft has a handicap, and each team is responsible for its own flight planning. Each team also is assigned a handicap, and the best teams will beat that metric, so essentially the teams are competing against themselves.

Race organizers note that the official standings are not determined until all teams have crossed the finish line.

The post Air Race Classic Ready for Launch appeared first on FLYING Magazine.

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

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

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

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

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

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

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

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

Airport manager Josh Adamson explained that Lake County is on many aviators’ bucket lists. Unlike many other airports, it offers visitors a document to commemorate their first visit. 

“We actually have people fly here from all over the world because they have heard about the ‘Certificate of Navigation,’ and they want it,” Adamson said. “So, we do those for free, and it is a fun service. And we sell a lot of shirts, hats, and coffee mugs too.” 

There are special considerations for pilots when flying to high-altitude airports. But Adamson said Leadville is not plagued by the obstacles of many other mountain-flanked facilities in the state. 

“We don’t have any of the [obstacle clearance] issues that Aspen has, for example,” he said. “We are not on the valley floor, but we have a pretty broad, open valley here where the airport is located. But actually, terrain wise, it is pretty simple to fly to Lake County Airport. A lot of people approach from the south, and you can fly down in the valley. Once they get here…, they are like, ‘Oh, that really wasn’t that bad!”

Adamson pointed out that while there may not be a box canyon or frequent turbulence when flying into Lake County, it still can be a challenging airport.

“The biggest thing to keep in mind is to check the DA [density altitude] because that gets pretty high up here in the summers,” he said. “A normal summer day here I would say is probably 68 to 72 degrees Fahrenheit. If it is 72, you are usually looking at a DA at around 11,000, maybe getting into the 12,000 range. If we get any hotter than that, I’ve seen it higher—in the 13[000]s.”

• READ MORE: What Is Density Altitude?

A video published by the Colorado Department of Transportation provides an aerial glimpse of the facility and nearby terrain. There are several instrument procedures (RNAV) for KLXV, as well as a tailored departure procedure. 

Adamson, a transplant to the area originally hailing from Nebraska, said he is happy to educate transients on the abundant recreational opportunities nearby. One of the highlights of the airport’s central location in the state is  seven ski resorts within an hour’s drive, including Copper Mountain, Breckenridge, and Vail. 

“You fly to Leadville for what’s around because I think probably half of our county is public national forest land,’ he said. “So, there’s hiking, snowboarding, snowmobiling, skiing, snowshoeing, cross-country skiing, mountain biking, off-roading, and more. The Arkansas River starts here, which is a gold medal stream for trout fishing. Then there is also hunting around as well. If you like outdoor stuff, this place is mecca. Our area has it all.” 

The airport’s most noticeable aspect from an airplane is the imposing Rocky Mountains that surround it in the distance. Adamson said the state’s two largest mountains, Mount Elbert and the aptly named Mount Massive, are located in Lake County. In the lower 48 states, these two peaks are only bested by Mount Whitney in California. 

The area’s elevation is not only a draw for mountain climbers, hunters, and other recreationists but also for OEMs and other companies completing high-altitude aircraft testing. Adamson noted that the summer months are attractive for these parties to test the upper limits of aircraft performance. 

“This year was a little slower than years past, but [summer 2022] was busy,” he said. “We had Bell out of Canada, Airbus out of France, and Leonardo out of Italy up here for the span of three months, testing. We had four helicopters here testing at one point. Our starting elevation of 9,934 msl, coupled with [a] high DA, provides the companies a perfect test bed for performance over 10,000 feet.

“Another key aspect is our weather. Most companies are looking for less than 3 knots of wind, and our mornings are very calm. Testing flights usually wrap up by 10 or 11 a.m. due to winds increasing and incoming afternoon storms. We have tested numerous other platforms [in addition to helicopters], including unmanned aerial systems (UAS), gas and turbine engines, mobile power/hydraulic/bleed air carts, side by sides, UTVs [utility task vehicles], and motor vehicles.

For aviators looking to undertake a new challenge with memorable options once on the ground, Lake County Airport is understandably a popular place. The county-run FBO at the airport offers fuel (100LL and jet-A), transient hangar space, and courtesy vehicles. The airport’s 6,400-by-75-foot-wide asphalt runway (16/34) and adjacent taxiway were fully resurfaced in 2020. A new taxi lane was built in 2023 to accommodate new hangar development.

“We own two hangars,” Adamson said. “One is 11,000 square feet that we have eight aircraft in right now, and a smaller hangar with two aircraft. And then we are looking at expanding hangar development for ground leases as well. Our close proximity to Summit County ski resorts makes [KLXV] a prime location to access these resorts via air travel at an affordable cost. A ground lease hangar would allow a pilot to keep their aircraft warm, dry, and free of ice and snow. Companies like NetJets often ask if we have hangar space during the winter months, so opportunities exist for revenue from storing transient jet traffic as well.”

Adamson concluded his summary of the airport with a short thought: “Check the DA and come get some good views!”

The post Visiting North America’s Highest Public-Use Airport appeared first on FLYING Magazine.

The Reno Air Racing Association said it will commemorate its 60th anniversary with an airshow at Reno-Stead (KRTS) from October 4-6. The event will feature a rare combination of military aerobatic teams: the U.S. Navy Blue Angels and theRoyal Canadian Air Force Snowbirds.

• READ MORE: Reno Air Races Reveal Final List of Participating Pilots, Aircraft

Other performers scheduled to appear include the U.S. Air Force F-16 Viper Demo Team and a range of top civilian aerobatic acts. RARA said the Reno Air Show will include static displays, a racing heritage area and its STEM Discovery Zone. The organization also said it has planned “a few surprises” for the event.

“Even though we are not racing, we are planning an epic celebration of our history and certainly our future that promises to be yet another amazing event for Northern Nevada,” RARA said.

• READ MORE: 6 Cities Competing to Host Next National Championship Air Races

Regarding the future, RARA previously disclosed that it was reviewing proposals from six cities interested in hosting the National Championship Air Races in 2025, which had been held in Reno since 1964. The candidate cities are: Buckeye, Arizona; Casper, Wyoming; Pueblo, Colorado; Roswell, New Mexico; Thermal, California; and Wendover, Utah. RARA said it expects to decide on a new host city this year.

The post Navy Blue Angels and Canadian Snowbirds to Perform in October Reno Air Show appeared first on FLYING Magazine.

As reported by FLYING last week, UND resumed the use of 100LL after noting “exhaust valve recession” in the Lycoming engines that power its fleet of Piper PA-28-181 Archers and PA-44-180 Seminoles.

According to UND chief instructor Jeremy Roesler, the school’s 120 aircraft used unleaded fuel between June and October, logging more than 46,000 flight hours. When routine maintenance detected abnormal exhaust valve recession, Roesler said the decision was made to revert back to 100LL as a precaution while the issue was investigated. UND is working with Lycoming and Swift Fuels to address the concern.

“We appreciate feedback from all customers related to the use of fuels in Lycoming engines,” Lycoming told FLYING. “Our team is proactively evaluating the data received from the University of North Dakota Aerospace related to the use of UL94 Fuels, and we will provide appropriate guidance to the industry based on our analysis of this data. Lycoming remains committed to the FAA EAGLE initiative of eliminating lead emissions from piston-engine aircraft by the end of 2030.”

According to Chris D’Acosta, CEO of Swift Fuels, the company became aware of the issue at UND when it was contacted by Lycoming Engines. Immediately, the fuel manufacturer and supplier “went through an audit check.” This means testing fuel from the production facility and all the tanks, both stationary and used in transport, to make sure there was no contamination. None was found, D’Acosta said, adding, “The fuel was on spec.”

The investigation is very thorough, according to D’Acosta, adding that Lycoming is running it and will be “looking at the materials used in the valves, the valve seat, the head of the valve stem, the flight operations telemetry—that’s a fancy way of saying the conditions the flight was operated under.“

Swift Fuels holds an AML-STC FAA approval for UL94 fuel, which each owner-operator can purchase and install on their individual eligible aircraft and engines allowing them to use UL94. Aircraft that require a higher octane, with such higher-performance designs making up approximately 30 percent of the general aviation fleet, are still having to use 100LL.

While UND has the option to revert back to 100LL, other schools are not so lucky. Flight schools at Reid-Hillview Airport (KRHV) in San Jose, California, don’t have that option because the facility is owned by Santa Clara County. In January 2022 the Santa Clara County Board of Supervisors enacted a ban on leaded fuel sales at the county-sponsored airport,  located on 180 acres in east San Jose. For several years, politicians in the region have called for the airport’s closure, citing alleged safety issues such as lead poisoning from the use of leaded aviation fuel.

The owners of the flight schools at KRHV saw the ban coming. In 2021, a county-funded study into blood lead levels (BLL) of local children allegedly indicated that the BLL of children who live near the airport is attributed in large part to air pollution from piston-powered aircraft that utilize 100LL. In August 2021 the board of supervisors banned the sale of 100LL in Santa Clara County, effectively removing it from both KRHV and San Martin Airport (E16) south of San Jose.

• READ MORE: Aviation Community Livid With Santa Clara County Over Looming 100LL Ban

When the ban went into effect in 2022, the flight schools were already using unleaded fuel, having made the switch to UL94 that summer.

Walt Gyger, the recently retired owner and operator of Trade Winds Aviation, one of the schools at KRHV, was skeptical of the study, noting that it did not take into account lead contamination coming from building materials such as paint and pipes used in the construction of the homes and business in the San Jose area. Many of those were built at a time when the dangers of lead exposure were unknown.

Gyger, who spent 16 years as an FBO owner, said rather than fighting the county on the study results, the flight schools obtained STCs to allow their aircraft to operate on unleaded fuel and made arrangements for Swift Fuels to deliver to the airport.

According to Josh Watson, co-owner of AeroDynamic Aviation at KRHV, the aircraft powered by Lycoming engines were designed to use lower-octane fuel, so putting them on a diet of UL94 was as simple as obtaining the STC and replacarding the aircraft. That was the easy part.

There were logistical challenges transporting fuel from the refinery in Indiana, said Gyger. “The options are by truck or by rail car, which brings it to a terminal and from there to the FBOs,” said Gyger. “A truck can carry eight to 10,000 gallons. A rail car carried 28,000 gallons.”

Unleaded fuel is also more expensive than 100LL, said Gyger, by about $1 per gallon.

“But the flight schools at Reid-Hillview didn’t really have a choice,” said Watson, who in addition to being a pilot holds an A/P/IA certificate. He says his business has also noticed some issues with the valves since the switch to unleaded fuel. The school runs a fleet of 22 aircraft, ranging from Cessna single-engine trainers to Citabrias. It also has a robust maintenance shop and does its maintenance in-house.

“We have to monitor the engine condition very closely,” Watson said. :Around the 1,800-hour range is when the valve issues happen, [and] that’s over the lifespan of the engine. We have noticed some valve recession and some valve deformation and discoloration, and it has made it a little more difficult to run in new cylinders. Typically, the cylinder makes it to TBO (time between overhauls), and we are able to reuse the valve. We can no longer reuse the valve due to valve recession and malformation. When the valve goes out of tolerance, it has to be replaced. We noticed it on a set of brand new cylinders. It is odd for a first run set of cylinders to have a problem like that.”

Other Flight Schools

Gyger recently sold Trade Winds Aviation to American Flight Schools (AFS), which owns several FBOs in California, and ones in Portland, Oregon; Carney, Nebraska; and Centennial, Colorado. All of them are using UL94, according to Danny Smith, chief operating officer for AFS. The fleet is made up of more than 125 aircraft, flying on average 6,000 hours  per month. “Centennial, KAPA, is our largest operation,” Smith said.

According to Smith, when AFS made the switch to unleaded fuel in May, it was very cautious about how it would impact aircraft operations.

“At Centennial, especially in the summer, we experience very high density altitude, sometimes more than 9,000 feet,” Smith said. “We were concerned about performance, but we had no reports of degraded performance from pilots or instructors in aircraft burning UL94. They were still reporting 1,000- to 1,200-feet-per-minute climbs on takeoff.”

In addition, Smith said the aircraft are experiencing lower engine temperatures and less deposits on spark plugs. “The engines are burning cleaner,” he said. “We have not had the experience of UND. There have been no valve recessions.”

Smith noted that, although AFS is paying more for a gallon of UL94 than it did for 100LL, “the operating cost of the fuel is reduced by not having to replace six to eight spark plugs every 100 hours. Spark plugs run about $40 to $60 each, so the cost of maintenance has come down because we don’t have to replace spark plugs contaminated by lead.”

In the meantime, Swift Fuels continues development on a replacement fuel for the higher-performance general aviation engines that require a higher octane for safe and efficient operation. According to D’Acosta, “100R, the 100 octane replacement fuel for 100LL, is going through the steps and stages for approval from the FAA,” adding that the FAA and ASTM international have a long list that you must comply with and specific methods that must be used to show compliance.

Swift Fuels is hopeful 100R will be certified by the end of 2024.

“It is challenging,” D’Acosta said. “There is lots of collaboration and diligence, and safety matters. We are working with county governments, FBOs, pilots, technicians, and mechanics. There are lots of dimensions to get it going. We have been working on 100R for three or four years through a variety of channels. We move at the speed of the FAA and the speed industry. Our goal is to be the global leader in unleaded fuels.”

The post Flight Schools Discuss Getting the Lead Out appeared first on FLYING Magazine.

In unveiling its intent, KBJC said it is already in the process of transitioning to UL94 unleaded aviation gasoline with a completion goal of fall2024. Additionally, as 100UL becomes more widely available, KBJC said it will “proactively and fully” transition to 100UL in the next two to three years—well ahead of the FAA’s 2030 deadline. 

“Our team’s commitment to innovative solutions and community collaboration is why the airport’s full transition will be well in advance of the FAA deadline,” said KBJC director Paul Anslow. “The aviation industry is working to scale production of 100UL for the larger market, and we feel confident that availability will rapidly increase while the price decreases. Our goal is to be the first airport in the state [of Colorado] that fully transitions to unleaded fuel.”

• READ MORE: G100UL Avgas Replacement Set to Soon Hit Pumps

Like several airports across the country, KBJC has faced harsh criticism from nearby residents raising health concerns when it comes to lead poisoning from piston aircraft. Residents have also complained of the uptick in air traffic at KBJC. According to AirNav, as the third-busiest airport in Colorado, KBJC sees an average of 718 operations per day with 476 aircraft based on the field including single- and multiengine piston, jets, and helicopters. It has also been reported that the additional activity has locals fearing the lead situation is worsening.  

According to a local news source, the town of Superior sent a letter to the FAA and Jefferson County Commissioners asking to make unleaded fuel available at KBJC.

• READ MORE: Federal Funding Could Speed Development of Unleaded Aviation Fuel

“The Superior Town Board [of Trustees] is concerned about the continuing and irreversible damage that lead air pollution from avgas inflicts on our community—particularly to the health and development of exposed children,” the letter stated.

Other Colorado airports have also taken advantage of UL94. In May, Centennial Airport (KAPA), located southeast of Denver in Englewood, became the first in the state to offer unleaded aviation gas. 

According to Anslow, KBJC’s purchase of a new fuel truck and storage tank for the unleaded fuel has charted the course for the transition to be complete by 2024. 

“This transition is about balance and innovation,” said Jefferson County commissioner Tracy Kraft-Tharp. “Responsible airport development brings jobs and opportunity to the county’s residents and businesses while protecting the quality of life of our citizens.”

The post Rocky Mountain Metropolitan Airport Announces Ambitious Plans for a Lead-Free Future appeared first on FLYING Magazine.

The restrictions to this airport are many—and for obviously good reasons. No night ops, no tailwind arrivals over 10 knots, which is standard for most jets. You land on Runway 9 and depart Runway 27. The box canyon at the end of 9 makes the departure path pretty scary at best. And landing on 27 would be equally risky. 

During my trip, my hotel balcony was perched at Mountain Village, high up, overlooking the valley and runway. I was on the approach path to 27, and I watched Pilatus PC-12s and Citation CJ3s or -4s going onto 27. In fact, the day we arrived, we couldn’t land, as a Gulfstream GIV in front of me went missed because of the tailwinds on its final approach to 9. We followed his diversion to the alternate—Montrose Regional Airport (KMTJ).

I wanted to showcase this neat place in both X-Plane 12 (XP12) and Microsoft Flight Simulator 2020 (MSFS2020). They both accurately replicate the excitement and experience along with the terrain. The runway dip and odd slope are also recreated well in both sims. Coming in for a landing the normal way on 9, you’ll be riding down an open canyon with high terrain on either side. The steep valley below is home to the main highway to Telluride. The airport sits on a bluff on a dramatic 1,000-foot cliff above the road below. This is stunning and hard to not stare at while piloting. 

Coming in over the sudden rise to the runway can cause some ground proximity warning systems to go crazy, or in our case in the real jet, suddenly go from “500” to 50, 40, 30, 20, 10 like that in a flash. The floating sensation is real, as you’re above a downhill runway at first, then if you don’t get it on soon enough, it’ll turn into an uphill run on the far end. 

I fly a Bombardier Challenger 300 in real life—sadly none exist currently for XP12—but the HotStart CL650 is the greatest corporate jet ever modeled for any flight simulator platform, in my opinion. Its was great fun operating this airplane in and out of KTEX. You can get the amazing add-on here.

The density altitude is well replicated in both sims. As long as you’re flying a quality add-on that simulates good engine realism in props or jets, you’ll be able to notice the lack of air compression in a prop, weak acceleration, etc. In the jets, takeoff numbers will grow and the FADEC-controlled engine settings will reflect the performance limitations, plus the more sluggish reactions. 

Even in the default Longitude in MSFS2020, there was a “cabin high” warning as we had in real life. Most bizjets don’t like cabin altitudes greater than about 9,000 feet msl. Certainly our Challenger 300 didn’t, and this is simulated on both the aircraft I tried in XP12 and MSFS2020. I even tried a Boeing 737-800 to see how it handled into KTEX and, performance wise, it had no problem. KTEX is not necessarily too short for an airliner—it’s mostly the altitude that affects everyone, and high terrain makes maneuverability an issue in the box canyon to the east, preventing landing on 27. 

Squeezing a 737-800 into KTEX was not overly difficult at all. The parking area was only a little small. It had just rained a bit, with the XP12 puddling and water shine looking amazing. 

XP12’s blowing dust simulation was great, powering up the CFMs to takeoff thrust on Runway 27. The box canyon towering over the town to the east has walls of rock that rise to above 12,000 feet in the distance. A go-around off of 9 could be deadly, as well as an approach to 27. Density altitude is a factor for any aircraft at this high starting point. 

The MSFS2020 Longitude sitting in the same position to compare sim versus real in these pictures taken together.

A real NetJets Longitude showed up as well, adding to the comparison fun in this photo with the MSFS2020 Longitude shown above. 

The XP12 CL650 looks realistic too in the same parking perspective. 

As you can see, the scenery in both sims does a great job in giving you the feel of reality and what the actual airport has in store if you fly there. If an engine should fail on a turbojet on the way out of 27, we would basically follow the canyon and highway out without much worry. It’s a visual maneuver and not one you can do legally IFR, unless the aircraft manufacturer allows it or you have a predetermined “escape path” on a chart or performance-based document that is legal for your operation. Common sense throws out any IFR operation to and from here. Flying a light twin, you would probably lose some altitude on takeoff before feasibly climbing out of the canyon below on the departure corridor of 27. It’s definitely a place to set up unpredictable emergencies into either sim for some fun and fright. 

I could easily spend most of the day doing multiple takeoffs and landings in and out of KTEX. It is so much fun—and what a challenge. I am only showcasing bizjets and a 737, and can only imagine how different this would be in a piston single. 

Recently, a fatal accident occurred in a Beechcraft Bonanza from a summer sightseeing trip. The airplane went down near the town over the box canyon to the east in an accelerated panic stall, spin. The density altitude was high, a result of the summer temperatures combined with the high field elevation. It’s something to consider re-creating in either sim and testing yourself on the outcome or factors leading up to the unfortunate ending. 

The post Navigating Telluride’s Box Canyon Runway, Virtually appeared first on FLYING Magazine.

Those that have had the “For Sale” sign staked into the ground each have their own unique histories. Not to mention they all have the prospect of a new—potentially better—future. Platte Valley Airpark (18V) in Fort Lupton, Colorado, is one of these airports; a nearly six-decade-old aerodrome with a rich history, which is presently for sale. 

Just like thinking about the prospects of winning the lottery, seeing an airport listing evokes thoughts of “What if?” and “If only!” But unlike the slim odds of striking riches in a state-sponsored raffle game, being involved in the purchase of an airport could be a reality for a good number of aviators. 

After lofty visions of what you would do with your airport purchase have subsided, a subsequent thought may be questions regarding why the property is for sale. That is a natural question to think of whenever an interesting land prospect becomes available—why is the hopeful former owner trying to get rid of it?

Platte Valley Airpark

A statement prepared by LIV Sotheby’s International Realty (the co-listing agency) prefaces the hopeful transition of ownership of Platte Valley Airpark.

“The 13 shareholders are aviators who recognize that change is happening, and the area is growing. What used to be considered far from Denver is now actually part of the growing suburbs. They want to go along with that change and move into retirement, as they consider themselves ‘old timers’ and not developers. While they hope the property stays an airport and is purchased by someone who loves aviation as much as they do, ultimately, they want the property to be a successful venture for the new owners.”

Kevin Kennelly, one of these shareholders, highlighted the airport’s early history and one of the ownership group’s more challenging periods. 

“Some of the original partners have passed away, their heirs have received that inheritance and are not interested in the airport. There was a certain amount of effort, assumed by the partners originally, that we would all share in the management and operation of the airport. So, we have a diverse number of shareholders now and the best thing to do is move forward,” he said. 

“In the 1960s, this was farmland. The owner was an aviator who built a hangar and a dirt strip to land a small plane. The property was foreclosed on in the late 1970s and purchased by a family who sold it to us, a small group of aviators, in 1992. The original deal was to have a simple little airport that was economical. We kept trying to get away from that and consequently got ourselves into a bad financial situation for a while, but resolved that, fortunately, with oil and gas royalties [from the property].”

Platte Valley Airpark, at an elevation of nearly 5,000 feet msl, sits on 226-plus acres and boasts two runways. The asphalt runway (15/33) is 4,100 feet long by 40 feet wide and the turf/gravel runway (9/27) is 2,500 feet by 90 feet long. The airport is presently home to almost 80 aircraft. Also, the property has a six-unit open T-hangar and a large dedicated FBO building with a three-story observation tower, which is a part of the offering.

The property also included a single-family home, as well as mineral rights. Even with revenue streams from this and hangar leases, operating an airport is a wholly unique kind of investment, according to Kennelly.

Potential Uses

“It’s not a classic real estate investment in terms of return on investment or potential growth. Growth is often a disadvantage to an airport because it’s conflicting usage. So, you have to be careful about the growth issue and non-conforming or different types of growth. The aviation market is growing dramatically, so related businesses—flight schools, maintenance [shops], small manufacturing, aerial banner flying, and related or compatible businesses are potential. Maybe some residential opportunities as well. We’ve had a variety of interests [so far].”

The airport has been eyed for several possible uses, Josh Jackson, a real estate associate with LIV Sotheby’s, said.

“We probably have had two dozen real leads, real conversations at this point—at a minimum. It is amazing how diverse the plans and visions are for something of this size with this existing usage and its proximity to a high-growth metro area. I could go on and on. There are a lot of different use cases.”

Jackson hinted that not all of the visions for the property were directly related to aviation, including storage space for 300 automobiles. But the group contends that the airport has nearly limitless potential to keep serving pilots, as the property has the potential to accommodate additional, larger aircraft than it presently does.  

“There is some interest in taking this property and turning it into another logistics supply opportunity, to some degree, whether it’s trying to move goods or personnel for oil companies,” he said. “Or have it as another private firefighting [airport]. There are so many different ideas, it’s crazy.”

“There are a lot of folks that, as they are seeking to understand what is at Platte Valley Airpark and what could be, there is a lot of interest in expanding the length of the primary runway. As Kevin has shared with all of these buyers, is doable—because the ground is pretty flat,” Jackson said.

The post Colorado Listing Offers View Into Reality of Airport Ownership appeared first on FLYING Magazine.