Yet as demonstrated by broad participation in art, music, or sport, individuals seek more than practical solutions. Sometimes the activities that inspire us most are those which free our minds and lift our spirits.

The aircraft in this portion of FLYING’s Buyers Guide this year might be called “joy machines,” for their mission is to elevate you—physically and emotionally.

Welcome to recreational—and, yes, affordable—aviation. To offer a taste of the 158 aircraft the FAA has accepted as special (fully built) light sport aircraft (LSA)—plus more than 100 kit-built models—I’ve divided the subject aircraft into several categories, with three outlined here. These aircraft are good representatives but between them account for just a small percentage of the models available.

Buyers enjoy many diverse choices, one of which might be perfect for them. I encourage you to explore the segment more fully at ByDanJohnson.com (to become AffordableAviation.com), now a member of the FLYING family.

Our Favorite LSA

Light sport aircraft have been part of the aviation firmament for almost 20 years, and over that time, some models established themselves even as newcomers regularly arrive. The way the FAA accepts (not “certifies”) these airplanes allows rapid improvement, which has stimulated surprisingly fast progress. What will happen as the Modernization of Special Airworthiness Certification’s (MOSAIC) recent rulemaking comes to conclusion looks like it will only serve to expand upon the grand variety and capability we witness on the market—such as expanding the envelope of the Bristell SLSA featured in our opening spread, and in the April 2023/Issue 936 edition of FLYING.

• READ MORE: We Fly: BRM Aero Bristell SLSA

The Evektor Harmony is a next-generation model following its SportStar, which will forever hold the title of the first special LSA accepted by the FAA in April 2005 only weeks after the new sport pilot/light sport aircraft regulation was released. Flight Design’s CT was accepted the same day.

Being first often conveys some advantage, but in an industry where new ideas often emerge, a successful producer cannot long rest on past achievements. Based in an aviation-rich area of the Czech Republic, Evektor steadily upgraded its SportStar through a series of alterations. Later, the company introduced the Harmony with added sophistication.

The Harmony uses a more advanced compound wing—the leading edge does not form a straight line—to bring performance up to the top of the category (restricted by present regulation, which may change with MOSAIC). Pilots who fly the Harmony say it feels like a legacy GA airplane.

The Jabiru J-230D, hailing from Australia, is the result of years of development, beginning long before light sport aircraft came along. When FAA’s rule hit in 2004, the Down Under designer and manufacturer was quick to adapt its kit products to the new market.

The J-230D resembles the company’s J-400, a four-seater. That many seats aren’t permitted on LSA, so out they came, leaving an aft interior bigger than a Cessna 150. A third door sized for people brings the easiest luggage area loading among LSA—you can easily take your pet along. Jabiru is a rare airframe manufacturer that also makes its own engine. When you hear the word “Jabiru” (a large bird), you need to think airplane and powerplant, though the engines are also used on other airframes. A J-230D with the 6-cylinder Jabiru 3300 can readily hit the top speed among LSA.

The 2020 FLYING Editors’ Choice Award-winning Texas Aircraft Colt relies on the great success of a predecessor Brazilian design, but the Colt is all American. One of the newer aircraft to the LSA fleet in the U.S., developers had the advantage of seeing what pilots were buying…and what they were requesting.

With its conventional yoke control, the Colt breaks a familiar mold in LSA, an overwhelming majority of which use joysticks in various forms. A refined aircraft, the Colt is beautifully appointed inside and out, attracting pilots seeking a legacy GA airplane look in a ground-up-new design that can be operated by a sport or higher-certificated pilot exercising the no-medical privileges of LSA.

Built in Hondo, Texas, with local support, the Colt joins the best of an experienced Brazilian aircraft designer with American airplane-building capability in the U.S.

Seaplane LSAs

Seaplanes quickly earn a special place in some aviators’ hearts because of their unique ability to land on water and for the versatility that amphibious gear affords. The FAA recognized this interest and allowed 110 pounds more gross weight for qualifying seaplanes and also permitted amphibious gear. With a water-going craft, you have vastly more places to make a landing, whether for a pleasant visit or an emergency.

From its first announcement, pilots could see ICON’s A5 LSA seaplane was something distinctive. Its hull and fuselage blended form and function to retract gear invisibly while providing stability on the water. When its wings were electrically folded, jaws dropped; many envisioned how to launch A5 at their local marina.

The California developer went on to a long development period where every detail was sussed out to an intricate degree. The resultant aircraft that emerged addressed FAA’s current counsel to industry: “Make these aircraft easy to fly, operate, and maintain.” Three checks for ICON engineers and company leadership. They forged ahead while maintaining the smooth lines of early prototypes.

By 2022, ICON rose to be one of the leading suppliers in the LSA industry, and those of us lucky enough to have operated its well-located controls quickly acquired large smiles. A5 is simple and responsive, stall resistant, and stable. The modern sports car cabin is comfortable and spacious. Amphibious gear makes the A5 versatile and puts America’s many waterways on the list of available landing areas.

Vickers Aircraft closely observed ICON after it made a big splash with the A5. Vickers, based in New Zealand, saw an opportunity to achieve even more with its Wave. And engineers took a different approach to creating it. Using modern CAD methods and software similar to Boeing or Lockheed Martin, Vickers worked for years before unveiling a product but, when it did, it flew “right out of the box.” The company remains in testing as it works toward FAA acceptance but believes it can swiftly move to manufacturing because of the detailed preparation work. Indeed, elements are already being produced. The Wave first tempted buyers with prices substantially below ICON’s eye-watering $394,000, although continued improvements and the latest engine from Rotax have pushed up its costs. All told, the Wave is an intriguing amphibian loaded with features and boasting a large interior complete with sliding doors.

Scoda Aeronautica’s Super Petrel started its life in France. It was much different before the team at Edra, now Scoda Aeronautica, took over in Brazil. Here’s another seaplane entry from the South American nation that is very big in aviation. The Super Petrel sets itself apart from all others with its biwing construction. You may not think that’s logical in the modern world, but the Super Petrel is a highly efficient aircraft. Plenty of wing area helps it leave the water faster. The shorter the water run, the less strain on an airframe. LSA seaplanes are masterful at this task, jumping off the water in a few seconds. The higher power-to-weight ratio helps, but Scoda wanted to go even further.

Scoda’s XP designation for the Super Petrel means extra performance, but you also get more airplane. The airframe was extended by 10 inches, bringing with it a bounty of benefits, including more luggage area. With Rotax’s 141 hp 915iS engine atop the center of gravity, Super Petrel leaps out of the water with great energy.

Niche Buys

The Airplane Factory’s Sling HW, or High Wing, is an all-new design clearly aimed at FAA’s coming MOSAIC regulation. A quick glance at the specifications below illustrates that Sling HW is well outside the current regulation for light sport aircraft. That’s OK for now. It can start with a kit or import a few aircraft in the experimental/exhibition category.

• READ MORE: We Break Down the State of MOSAIC By the Numbers

Numbers are bigger than for a present-day LSA, and that’s great if you seek extra capability. Be prepared to pay for it. Most MOSAIC-targeted LSA unveiled to date are often well into the $200,000s. Several exceed $300,000. Still, that’s much less than a comparable legacy GA aircraft, and Sling HW is big, comfortable, and well equipped. A sleek composite exterior helps it outperform comparable models.

These MOSAIC light sport aircraft (MLSA) are going to greatly expand the LSA range, and Sling producer TAF has long been an innovator.

It is also supremely confident in its designs and loves to demonstrate that by literally flying a new design all the way around the world. In fact, it has done so several times.

Kit-Built

Building your own aircraft involves much more than just saving money—just ask the experts at Van’s Aircraft, who offer both SLSA and kit versions of the RV-12. For most, it is a learning experience, a use of craftsmanship, or simply an absorbing hobby. When you’re done, you will know it in a way few pilots know their aircraft. You can also put in it precisely what you want.

Lockwood Aircraft’s AirCam is no light sport aircraft, but it might qualify as a MLSA. The AirCam has been such a hit that 200 have been built as kits. It looks somewhat unorthodox with its twin aft-mounted Rotax engines on a half-open-cockpit design, but you need to know why it looks this way.

The AirCam was custom designed and built for one job—taking National Geographic-grade cover story photos of Namibian jungles and African wildlife. The country’s terrain is utterly unforgiving. Clearings are few and small. The photographer, seated up front for photo missions, needs huge visibility and no obstructions. Plus, they wish to fly at the speed of nature, that is, slowly. The AirCam accomplishes all this like it was designed for it—because it was.

This story first appeared in the September 2023/Issue 941 of FLYING’s print edition.

The post Here’s a Look at Some Affordable Aviation Favorites appeared first on FLYING Magazine.

The nearly 60-year-old airport features a 2,100-foot asphalt runway, a 4,500-foot water runway, and several banks of hangars. And in November 2020, new owners took possession of it.

Over the years, there have been several ownership transitions. In 2020, the East Haddam, Connecticut, airport was listed for sale, and two of its own stepped up. Bill McEnery and Eric Zipkin both kept aircraft at Goodspeed and banded together to purchase the airport.

McEnery, the co-owner of a chain of local bike shops, explained how the airport could have ceased to exist following its most recent ownership transition.

“When it came up for sale, it was the classic story of the town wanting to purchase the land—but really having no interest in keeping it an airport,” McEnery said. “They wanted it to be open space, parks and that kind of stuff. Actually, prior to Eric and I putting our deal together, I tried explaining to the city how good of an opportunity it would be to keep it as an airport. But fortunately, Eric and I both met and have a common goal.”

Just as the airport has been a place of fond memories for McEnery, important parts of Zipkin’s aviation life happened at Goodspeed Airport. 

“I spent one of the most enjoyable summers of my life teaching people how to fly seaplanes here at Goodspeed Airport,” Zipkin said. “I was a low-time instructor, who had never flown a seaplane before, and didn’t really know anything from anything. But with the nature of seaplane training, you have a new student every couple of days. So, you always learn a little bit from each of your students. I learned an enormous amount and credit this experience with giving me the kick in the pants to get my aviation career going.”

Goodspeed has long been a popular destination for this rating, as well as for those who own and fly their own amphibious aircraft. This aspect was one of the many reasons why the pair decided Goodspeed Airport was a worthy investment.

“It’s what I would call the most beautiful airport in New England, although I may be a little biased,” noted McEnery. “It’s a 57-acre property and was in decent shape with a lot of grass to cut (including a turf landing area that’s adjacent to the paved runway and is similar in length). There were 35 hangars and a neat little terminal building. It has quite a distinct character to it. As time went on with the old owner, who maintained the airport and its infrastructure really well, the activity went down. There wasn’t an active flying community going on there.” 

“Since we’ve been here, the feedback we are getting is that it is changing. So, on the weekend, a lot of people will fly in and walk a few minutes up the road to a restaurant. That [flying for food] is the primary mission for all pilots,” McEnery added with a laugh.

Being that Zipkin, who is now the president of Tradewind Aviation, had such memorable times during his early aviation days flying seaplanes, it’s unsurprising that one of the airport’s most important features is its proximity to the river. But, when the duo assumed ownership of Goodspeed in the Fall of 2020, the airport wasn’t fully operational for seaplane use. Additionally, the new owners felt that there were other areas of opportunity. 

“One of the biggest improvements that we’ve made was putting in seaplane docks. The other big improvement, maybe even bigger than the seaplane docks, was starting to keep the airplane open year-round and being welcoming to all pilots. The airport prior to our ownership would close down at Christmas and re-open at Easter. It was NOTAMed closed, to where you could not operate during that time. The previous owner didn’t want to clear snow, which is quite the shame, and of course reduced the hangar appeal to pilots,” McEnery said. 

“What being closed for four months out of the year really ended up doing was that the hangar space kind of wound up being more self-storage space, as opposed to aircraft storage space. We are pushing to try and have the hangars used for active aviation purposes. But the combination of being open full-time, seaplane docks, and being welcoming to people that want to base their planes and businesses at the airport are the three biggest things that we have done during our ownership tenure thus far.”

Zipkin added some additional detail. “The thing that I’m looking forward to is that we’ve added tie-downs recently and plan on adding more. The docks weren’t there when we bought the airport, either. We had to re-permit for them, and it’s been a two-year process to be able to put the docks back in the water, even though they were there before. Once those go in, I am really looking forward to the potential of more of that seaplane operation coming back and really being alive. There’s instruction going on right now, but it’s really the coolest thing seeing a seaplane going by on the river at 200 feet. It’s a great sight to see.”

With some big improvements under their belt, the duo is encouraged to take on more projects that they feel are long overdue. They believe that this work will really set the tone for how pilots see Goodspeed and its position as a New England destination airport. There is one aspect of its current state that may be a negative for some pilots, though. Regardless, the two are confident that the airport’s charm more than makes up for the lack of a common amenity. 

“And I don’t think I mentioned it yet, but just adjacent to the airport, to the north, there is a 600-foot-long swing bridge. And there is a steam train across the river that operates, as well as an opera house in town. So, when you are talking about a picturesque community type of thing, people are always like, ‘holy cow!’ They feel like they have stepped back in time.”

“We don’t have fuel at this time, but it’s on the short list of things that we are thinking about doing in the near term,” Zipkin said. “What we are trying to foster is an airport that is more than just a place that people fly to, hop in a courtesy car, and drive away. We are really trying to create a community where people know each other, hang out with one another, and are welcoming of visitors. And we have a waiting list of people that want to be here!”

The post Connecticut Airport Keeping Seaplanes on the River appeared first on FLYING Magazine.

The North Kingstown, Rhode Island company also revealed plans to expand its headquarters, adding as much as 600,000 square feet of manufacturing and testing space. Regent said it has received orders totaling $8 billion, or more than 400 seagliders, and plans to begin fulfilling them soon. The company said it expects its first commercial seaglider model, the Viceroy, to enter service “by mid-decade.”

• READ MORE: Seaglider Electric Scale Model Makes First Flights In Rhode Island

“This mock-up along with the announcement of our plans to build new state-of-the-art facilities showcases our growth trajectory and our commitment to begin production as soon as possible,” said Regent co-founder and CEO Billy Thalheimer. “Our studies, based on publicly validated data, show that our seagliders serve an $11 billion market that we project to swell to as much as $25 billion as battery technology advances.”

Seagliders are maritime vehicles that resemble seaplanes but are designed to combine the speed of an airplane with the low operating cost of a boat. The regent models will be all-electric, zero-emission vessels that will operate only over water, flying in ground effect and using existing dock infrastructure, the company said. The craft are expected to travel at up to 180 miles per hour, or about 156 knots.

• READ MORE: Investment in Regent Aims to Spur Military Seaglider Development

Last year Regent completed test flights with a one-fourth scale prototype and said the mockup “represents a key next step in the build journey for Regent that will enable customers to begin interfacing with the full-scale vehicle design and think about the passenger experience.”

Stan Little, chairman and CEO of Southern Airways, which Regent said will receive the first seaglider deliveries, said the vehicles are part of a broad plan to cut the company’s emissions. “The seaglider is truly transformative, and Southern Airways is incredibly proud to be the launch customer through our Mokulele brand.”

The post Seaglider Developer Regent Unveils Full-Scale Mockup appeared first on FLYING Magazine.

A grand jury in the U.S. District Court for the District of Alaska charged Marian Beck  with willfully attempting to interfere with Eric Lee, a pilot who operates Alaska Ultimate Safaris in Homer. The grand jury also charged Beck with operating a boat “in a grossly negligent manner that endangered the life, limb, or property of a person.”

Lee was at the controls of a de Havilland DHC-2 Beaver. A video shared widely on social media showed the boat circling and swerving close to the aircraft, which was taxiing slowly. The cause of the apparent dispute is unclear.

@xploringalaska

What is happening here?

♬ original sound – xploringalaska

Alaska is known for far-flung cities, towns and territories where floatplanes are a vital part of the transportation network. Traffic congestion on the water often results in floatplanes and boats having to operate near each other, and specific rules regarding right of way are usually sufficient to keep traffic flowing without conflict.

Neither Lee nor Beck, who owns the Saltry Restaurant in Halibut Cove, responded to requests for comment.

The post Alaska Boat Operator Faces Federal Charges For Driving Too Close To Floatplane appeared first on FLYING Magazine.

With a fleet totaling 165 in the field—and on the water and in the air—ICON reports that the A5 has notched more than 30,000 hours. Part 23 type certification lies just over the horizon, by its estimates, and that date looks to be hitting around the end of Q1 2023. With the TC in hand, the company can expand its international footprint, and it’s in the hunt for sales partners to make that happen.

• READ MORE: ICON A5 Among Aircraft To Appear at Detroit Auto Show

Deliveries Almost There

ICON shares the trials felt around the industry as far as meeting its delivery expectations—but it is happy to say that even in spite of supply chain woes and increased components costs, it is tracking to send 35 aircraft out the door in 2022—a little short of its target. The company looks ahead to a better 2023, with a backlog that will take it through June, and 80 percent of those orders for the higher-end Garmin G3X-equipped A5. It hopes to build and send off between 55 and 60 amphibs next year, all told.

“We had initially targeted more than the 35 A5s that will be sold in 2022,” said ICON CEO Jerry Meyer. “Like others in our industry and beyond, we faced supply chain challenges that caused us to lower our production goal. The good news is we pushed though and we’re in a better position because of it. We still are experiencing isolated shortages and longer lead times, but things are trending in a positive direction.”

In order to make that higher rate, ICON has been at work on optimization. According to an additional statement shared with FLYING, it’s “a big focus in 2022—we worked tirelessly as a company to control costs, optimize our production process, and put the company on a path to success. We made significant progress thanks to our incredible team.” Workforce has reportedly not been an issue for the company’s production footprint in Tijuana, Mexico, and completion and delivery center in Vacaville, California.

ICON concluded: “Our investors are committed, and we are evaluating a global capital raise to help accelerate product development projects that will enhance marketability.”

The post ICON Wraps 2022 with Milestones, Year-End Deliveries appeared first on FLYING Magazine.

Much of the program’s attraction stems from the expense of insuring amphibious aircraft like the ICON A5, which are designed essentially for having fun and visiting remote destinations.

Greg Bongiorno, co-owner of Low Altitude Adventures, said in a statement that the A5 is “a unique aircraft that has proven somewhat challenging to own based on insurance requirements.” 

• READ MORE: An ICON A5 for the U.S. Military—or China?

Low Altitude Adventures’ membership program includes the opportunity to train in water operations with ICON-authorized flight instructors. The company provides club members with 50 flying days of access to the A5 with unlimited hours for a flat-fee initial membership cost of $50,000 for a five-year term and annual dues of $25,000, which can be paid in monthly installments. The company also handles insurance, maintenance, and other less-enjoyable elements of aircraft ownership.

Adding the second A5—based in Laconia, New Hampshire—expands the company’s operating area to include the lakes of New Hampshire and Maine. The move also gives members access to more ocean locations and secluded beaches in southern New England.

The post Low Altitude Adventures Adds Second ICON A5 to Membership Program appeared first on FLYING Magazine.

The seaglider, also known as a WIG, or wing-in-ground-effect vehicle, resembles a seaplane but flies close to the surface in ground effect, which allows it to remain airborne while using less energy than it would flying at higher altitudes.

Regent plans to develop and build passenger-carrying seagliders that will be ready to enter service on coastal routes between major cities around the world by 2025.

• READ MORE: Monarch Seaglider Will Handle Harsh Hawaiian Conditions

“This is the next great moment in the history of human transportation,” says Billy Thalheimer, the company’s CEO and co-founder. ”There has not been a new mode of transportation since the helicopter. Seagliders will bring welcome relief for travelers seeking an alternative to traditional air travel servicing coastal communities such as New York City, the Hawaiian Islands, Barcelona, Tokyo, and many more worldwide.”

A seaglider operates in three modes, starting out by floating away from the dock, like a boat, before gaining speed and rising onto a hydrofoil. Once the vehicle reaches open water, it accelerates, retracts the foil, and begins to fly at a height within a wingspan of the water.

For many pilots, ground-effect flying is familiar. We experience it when landing with excess airspeed, which causes the airplane to fly farther down the runway before settling onto its wheels. In some cases, flying in ground effect leads to a go-around or a runway overrun.

During the Cold War, military forces in the former Soviet Union tested a number of large wing-in- ground-effect vehicles designed to carry troops and cargo. They never caught on, in part because they were difficult to fly. Imagine controlling an aircraft in a constant state of almost landing, during missions that could last hours.

Regent says it has overcome this problem and many others that plagued earlier WIG vehicles by using the latest technology. “Driving a seaglider is enabled by coupling advanced digital flight software with simple boat controls,” the company says.

“People have been attempting to make wing-in-ground effect vehicles viable for 60 years, and in 15 months, we have gone from a drawing on a napkin to the first successful flight,” says Mike Klinker, Regent’s CTO and co-founder.

Regent says the flights of its demonstrator model marked the final step in proving the seaglider’s feasibility. Now, the company says it is focused on developing its full-scale prototype and preparing it for sea trials, set to begin in 2024.

• READ MORE: Regent Craft To Build 200 Seagliders for Mesa Airlines

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But that’s where FLYING found Mark Palm, CEO and co-founder of Samaritan Aviation, whose tiny fleet of Cessna 206 seaplanes and staff—including six pilots—serve as a medical and healthcare lifeline for 120 villages in the nation located north of Australia. 

Palm took time during last week’s AirVenture airshow to show us Samaritan’s latest 206—a modified 1976 model— and put it through its paces on a beautiful day for seaplane flying. Soon, it will be shipped to Papua New Guinea to become Samaritan’s third aircraft. 

For 13 years, Samaritan Aviation pilots have been flying emergency flights and other important missions, helping local residents who live days away from hospital by land get the treatment they need in an average of 45 minutes. Palm estimated that the Christian nonprofit has helped save thousands of lives. Typical patients need immediate care for pregnancies, snake bites, traumatic injuries, sicknesses, and other conditions.

“Sixty-five percent of our flights are emergency flights,” said Palm, who helps make sure all Samaritan pilots learn how to safely navigate Papua New Guinea’s mountains, thick rainforest canopy, and extreme weather.

“The South Pacific is a very tropical, hot environment, so you’re dealing with density altitude; you’re dealing with storms that blow up really quick, and you’re dealing with winds, at times,” he said. “But really, the most dangerous thing we do is [that] we work on a river that is up to 1,000 feet wide that will rise and fall up to 20 feet in a week.”

Palm said sometimes his pilots will fly in and taxi right up to the clinic, drop off medicine, and pick up a patient. Then, the next week, pilots will find a 600-foot sandbar between them and that same place where they parked before. Along with sandbars, pilots in the region also must keep an eye out for crocodiles, fishing nets, and people in the water, amid constantly changing conditions.

About the Aircraft 

Before takeoff, Palm walked us through some of the modifications on the Cessna, including new floats, new tip tanks, and a Robertson STOL Kit, which allows the ailerons to droop with the flaps during takeoff and landing. “We’ve also put on a bigger engine—an IO-550 from an IO-520—which it comes with. We added an 86-inch seaplane prop, which allows us to get off the water quickly. We put a right-hand door in it, which is a Wipaire conversion.”

We lifted off quickly from the water’s surface—experiencing a few bumps from wind gusts as we gained altitude. Bush piloting involves keeping a constant eye on fuel as well as oil pressure, and engine temperature gauges, Palm explained. “You’re always double, triple checking your fuel to make sure you can get back to civilization.”

Samaritan’s newest pilot Matt Condon said the seaplane flight training he underwent in Michigan was an intensive three-month bush flying course. “We were doing 500-foot patterns, spot landings with currents and tides,” Condon said. “You have to be able to read the water—just preparing as much as possible to get us ready for Papua New Guinea.”

“We’ve found that those who go through more intensive training specifically for bush flying have had a lot more success,” Palm said. 

During our flight, Palm demonstrated a couple of smooth splash-and-go landings, before setting down near the seabase entrance, where we taxied along the shoreline to the dock and exited the aircraft. 

A Deep Personal Commitment

Condon—a former police detective and combat veteran—along with his wife, Jeannine Condon, and their two children are planning to move to Papua New Guinea this fall, where she will begin serving as a respiratory therapist while he takes on piloting duties. A bonus: All pilots have an aircraft maintenance technician on hand to maintain and repair the fleet. 

Palm was driven to start Samaritan Aviation and fly under these challenging conditions largely because of his aviation family and a deep, faith-based personal commitment. 

“My grandpa was a World War II pilot; my uncles flew; my cousin’s a fighter pilot, and my dad was a minister, and when I was a high-schooler he ran a mission in Santa Cruz, California, for the homeless,” Palm said. “So we would feed them, clothe them, and I had a chance to see that—serving people in need at a young age.”

“I had a passion for aviation and I also had a spiritual moment in Mexico as a teenager where I felt God spoke to me and said, ‘I want you to use your passion for people and aviation to share my love in a remote part of the world.’” 

‘We Could Make a Difference’

Now 47—Palm first traveled to Papua New Guinea at age 19. There he saw a remote, beautiful country where many people were dying because they didn’t have timely access to hospital care. 

“Seeing the water, I started thinking, ‘Wow, if we had a seaplane, we could make a difference. We could offer access and hope to these remote communities.’ That’s really where the vision came.”

After finishing his initial flight training, Palm attended aircraft mechanic’s school and worked as an aircraft mechanic for five years. “In 2000, we incorporated and it took us 10 years—telling this story to anyone who would listen—before I moved over there with my wife and my three kids in 2010 and began serving the people in those remote communities, offering access and hope to those people.”

Along with fundraising, partnerships are key to Samaritan’s ability to continue its life saving missions. As an example, Palm said Western Skyways in Colorado has done engine work for the fleet, in exchange for the cost of parts. Samaritan has partnered with float manufacturer Aerocet as well.

“As we grow and add airplanes, funding is a big challenge for us,” Palm said. “We’d encourage anyone who would like to, to go to the website, samaritanaviation.org. We’d love to have you join the team and help us continue to grow, to do more.”

The post Cessna Seaplane Pilots Save Lives in Papua New Guinea appeared first on FLYING Magazine.

On Tuesday, the partners announced plans to build a new dock and terminal on property purchased by the Tribe along Ruston Way in Tacoma. The land was once inhabited by the Puyallup Tribe. For generations, they existed off salmon, shellfish, and native plants. Today, the Puyallup Tribe of Indians is a sovereign nation of more than 5,000 members and is one of the largest employers in Pierce County, Washington. The name, pronounced “pew-AWL-up,” means “generous people.” 

According to Matt Wadhwani, CFO for the tribe, the partnership has been a year in the making, noting that it was important that tribal concerns aligned with the values of Kenmore Air.

Wadhwani says the partnership will also create job opportunities for tribal members, which is one of the goals with tribal developments such as the Emerald Queen Casino and luxury hotel in Tacoma.

“With all of our developments creating jobs for tribal members and training them is key,” he said. “Kenmore Air was very supportive,” 

Wadhwani notes there are many training opportunities to be had such as aircraft maintenance, operating the terminal and flight training.

He notes Kenmore’s presence in the South Sound will likely be appreciated by the traveling community who will no longer will have to drive all the way to north Seattle to get a Kenmore Air flight in one of the company’s iconic de Havilland Beavers on floats.

The enthusiasm is echoed by Todd Banks, president of Kenmore Air. 

“We are honored to work with the Puyallup Tribe and thrilled to bring seaplane service to the homelands of the Puyallup people and to South Puget Sound,” he said. 

Kenmore Air has been serving the Pacific Northwest for 75 years, with floatplane tours and commuter runs to the San Juan Islands and British Columbia.

The seaplane dock will be built next to the Ram, a popular waterfront restaurant. A second building which contained another restaurant until the pandemic, is being renovated to house a new Native/internationally inspired restaurant by world-renowned Chef Roy Yamaguchi. Both the new restaurant and seaplane terminal are on target to begin operations in late 2023.

Ruston Way is located along the Tacoma waterfront bordering Commencement Bay. The street contains a wide, walkable path that hugs the shoreline for approximately 2.5 miles. In addition to spectacular views of the Sound and the mountains in the distance, the path is interspersed with historical markers, sculptures, mosaics and poems carved into the pavement.

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FLYING Travel Editor Jonathan Welsh had to give it a try.

Read More: Are Seaplanes the Fastest Way From New York to Boston?

The post Watch: We Go From New York to Boston and Back on a Seaplane appeared first on FLYING Magazine.