New Kodiak 100 Turboprop at Redtail Aviation, Canyonlands Field, Moab, Utah - 2012

 

New Kodiak 100 Turboprop at Redtail Aviation, Canyonlands Field, Moab, Utah

In April 2012, I visited Redtail Aviation at Canyonlands Field, Moab, Utah. As usual, I was servicing the live webcam that I provide to Redtail. When I arrived, my desire was to get my work done and get back to town. Soon, my plans changed. Upon walking into the Redtail hanger, I was awestruck by a beautiful new airplane that stood center stage, facing the main door. From its red, black and white paintjob to its ninety-six inch diameter, three-point prop, this was an airplane designed for business in the backcountry around Moab.

 

Watch the Kodiak 100 land at Canyonlands Field, Moab, Utah

In black lettering on the engine cowling was the single word, “Kodiak”. With its compact size and under-fuselage baggage module, it would take a superior power plant to lift this ten-place aircraft on hot days and the high altitude (4557 ft. elevation) of Canyonlands Field. Later, I discovered that the Kodiak 100 utilized a Pratt & Whitney PT6-34 turbine engine with 750 horsepower at takeoff. That amount of power provides the safety margin required to access gravel strips and unimproved airfields throughout the Canyonlands area.

Inside and out, the airplane was immaculate. With its first one hundred hours already in the logbook, the Kodiak was just then entering the Redtail Aviation charter fleet. Even with nine passengers and their luggage aboard, the lightweight materials utilized in construction kept takeoff weight to less than 7,300 pounds. With only moderate loading and two passengers, my Nissan Titan pickup truck weighs over 6,000 pounds. Built for high altitude, rough terrain takeoffs and landings, the Kodiak appeared to be a cut above any other airplane of its type.

In October 2012, I was back at Redtail Aviation working on our webcam, as usual. Even while buried in my work, I could hear the radio crackle to life. When the Redtail Kodiak pilot announced his imminent arrival in Moab, I ran to my truck, retrieved my camera and headed for the tarmac. Although the Kodiak had already landed, I was able to capture video of the airplane gracefully taxiing to a stop near the terminal. In only a few minutes the ground crew had secured the Kodiak, unloaded the baggage and helped a full load of passengers disembark in preparation for their own personal Moab adventures.

For any group up to nine people planning a Moab visit, I suggest contacting Redtail aviation for rates and schedules. As of this writing, Great Lakes Airlines provides daily service from Moab to Vernal, Utah and Denver, Colorado. For a group visiting Moab from Phoenix, Las Vegas or Salt Lake City, a Kodiak charter with Redtail Aviation might provide better service and lower costs. Although I enjoy traveling on Great Lakes Airlines, given the chance, I would opt for the adventure of flying in the Kodiak. After all, it is an airplane designed specifically for the conditions at Moab and all around Canyonlands.

Who knows…? Maybe the next time I service their webcam, the good folks at Redtail Aviation will take me up on a demonstration flight in their fabulous new Quest Aircraft Company Kodiak 100 airplane. I can hardly wait to ask, when I return to Canyonlands Field in Moab, Utah.

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A Rare 1954 Beech B-45 (AKA T-34A) Arrives at Moab, Utah in 2012

 

A Rare 1954 Beech B-45 (AKA T-34A) Arrives at Moab, Utah

On October 2, 2012, I was at Canyonlands Field, Moab, Utah fixing the webcam at Redtail Aviation. For unknown reasons, the MoabAirlines.com webcam had gone dark just a few weeks before. Although it would take several more trips to fix the webcam, I decided to stop work when an unusual airplane arrived on the tarmac. Over the roar of an engine, one of the mechanics said, “It’s a T-34A”.

By the time I had walked to the transient tie-down area, the engine had stopped and the pilot was on the ground, retrieving his tie-down equipment. “That was fast”, I said as he and his companion continued their work. I told him that I was always looking for another unusual aircraft to photograph and that this was a good candidate. Without stopping his work for more than a moment, he consented to my request.

With flawless gray paint, the number “021” and the words “U.S. Air Force” on the airplane’s narrow fuselage, I felt like I had stepped back into the early 1950’s. The Air Force banded-star logo and a diagonal checkerboard pattern on the tail looked authentic to me. Only the discreetly painted “N-134FA” painted on low, near the tail indicated that this was a private, not a military aircraft.

With no motorized tug available, the pilot hooked a handle to the nose wheel and pushed. With a slight uphill grade before him, I was surprised how quickly he got the heavy airplane moving. When he came almost to a halt, he asked his companion for some help. Soon, the couple had the plane positioned in its place on the tarmac. As I mentioned the unpredictable and erratic winds that sometimes visit Canyonlands Field, the pilot quickly chained each wing to a metal loop, cast into a concrete pad below.

As they worked, I noticed more details on the airplane. There was a robust, retractable tricycle landing gear. On each wingtip, there was a small, aerodynamic tank, which added to on-board fuel reserves. Built for strength more than speed, most of the rivets on the fuselage featured round heads, which protruded from the metal skin. In various places, especially on the wings, more aerodynamic flush-rivets had replaced the old round-headed ones. Earlier, it appeared, this plane had received an overhaul of its airframe. The three-point prop and its shiny spinner bespoke of a recent engine overhaul or replacement.

Soon, the canopy cover was on, special cushions sealed the engine air intakes and the crew of two was ready to depart. As if on cue, a van pulled up and an adventure outfitter chauffeured them to their next destination. In about twenty minutes, this couple had landed, tied down their airplane and departed. As if the airplane flight was not enough for this adventurous couple, they had an afternoon hike planned in the Canyonlands near Moab.

If you see an airplane and wonder, “Who owns that?” copy down the “N-Number”, which is found on or near the tail. Access the internet and go to the Federal Aviation Agency (FAA) Search Page. Type in the N-Number and then click “Submit”. In a moment or two, you will receive a summary of the airplane in question, including its type, age and ownership. Although I had given a business card to the pilot, Moab can be a distracting place, so perhaps he lost my card or forgot to write.

When I conducted a FAA search on “N-134FA”, I found many interesting details about the supposed T-34A aircraft. Although similar to the Air Force designated Beech Model T-34A Mentor that its markings indicated, this aircraft was actually a Beech Model B-45, manufactured in 1954. As a Beech B-45 of that particular vintage, it was a U. S. manufactured military trainer intended for sale to the export market. Current registration for the airplane is by Fast Aircraft, Inc. in Scottsdale, Arizona. Beyond that, I will have to wait for the pilot or his crew to see this posting and provide new or better information.

After publication of this article, we heard from owner and pilot Todd McCutchan. Following are his comments:

Hi Jim,

So it is a 1954 Beech T-34A (B-45). The B-45 was the export version of the T-34A which was built for the USAF. My particular aircraft went down to Chile where it was used to train fighter pilots and was outfitted with gun pods / bomb racks to gunnery / bombing training and perhaps some light ground attack.

It was returned to the USA in as a group of 20+ other T-34’s that were negotiated to be purchased by a private USA company in 1990. Since then it has been heavily modified and restored. The original 225 hp engine has been replaced with a 285 hp engine and all of the avionics, wiring, electrical system have been updated and most other systems have been overhauled or replaced.

I am the 2nd owner since its return to the USA and purchased the aircraft in 2009. My wife and I fly it around the USA where we participate in airshows and fly-ins as well as give rides to young people hoping for a career in the air and returning veterans to the air.

I have a written a few articles about the T-34 and its history which you will find here and here.

Kind regards,
Todd McCutchan
Fast Aircraft
T-34A - N134FA

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A Busy Afternoon at Canyonlands Field - Moab, Utah - 2012

 

A Busy Afternoon at Canyonlands Field - Moab, Utah

In April 2012, I visited Canyonlands Field, near Moab, Utah. It was a busy day at the airport, with takeoffs and landings going on throughout the afternoon. Serving both general and commercial aviation at the same field sets the Moab airport apart from most regional airports. The juxtaposition of commercial and private takeoffs and landings, all without tower support means that everyone involved needs to stay alert and responsible for their actions.

In this video, I watch as the Great Lakes Airlines Beech 1900 departs Moab. Only minutes later, a private pilot lands his high performance TBM850 turboprop on the same runway. As with any uncontrolled airfield, no one takes off or lands until radio communications have confirmed the location of any airplanes in the area. Although this video looks like a narrow escape, it is more like an aerial ballet, choreographed by the pilots themselves.

Next time you are in Moab, Utah, be sure to dedicate a few hours to the action at Canyonlands Field. The best time is often on a Saturday afternoon. Between the skydivers coming down and the busy airfield, you will not regret your visit.

 

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Crescent Junction Wireless Relocates Fourteen Miles Closer to Moab - 2012

 

Crescent Junction Wireless Relocates Fourteen Miles Closer to Moab

Several times each year, I drive the thirty-one miles south on U.S. Highway 191 from Crescent Junction to Moab, Utah. Other than the industrial-sized natural gas drilling rig hiding off to the left, the first half of the drive features an unremarkable desert environment. About four miles north of Canyonlands Field there is finally something interesting to look at. To the southwest, atop a bluff is a lattice-steel communications tower. With its heavy structure, the tower looks more like an old-energy oilrig than a communications tower. By its shape and size, the tower appears designed to support heavy loads and to withstand high winds.

During my April 2012 transit to Moab, I decided to investigate what purpose this unusual tower might serve. Since the tower access road intersects with Highway 191 on a straight stretch of four-lane road, I planned early for my exit. Speeding and tailgating are common along this stretch of highway, so I slowed and waited patiently for traffic to clear. As I approached the intersection, I braked hard. In a cloud of desert dust, my truck and travel trailer soon came to rest in a run-off area just beyond the intersection.

Although I had hoped to take the access road up to the top of the bluff, not far from the highway I encountered a locked gate. Not wanting to trespass into a secure location, I took the time to read the only available informational sign. From that mandated steel sign, I soon had enough information to research what I call the Moab Tower.

Owned by American Tower (NYSE: AMT), the site name for the structure is “Crescent Junction”. The real Crescent Junction is almost fourteen miles north of the site. With over 47,000 owned or managed tower sites around the world, the Crescent Junction tower is one AMT’s wireless network colocation towers. With its one hundred eighty-five foot height, I could imagine the tower having a clear line of sight to another AMT tower at Green River, Utah. Looking southeast toward Moab, I could not determine if another energy tower above Moab might facilitate communications there. As it turns out, the tower was once part of the AT&T microwave tower network.

After my ten-minute visit to the “Moab Tower”, I decided to get back on the road. As I returned to my rig, I noticed that the stop sign at the highway intersection had torn loose from its mounts. There it hung head down, with a view of the Klondike Bluffs in the background. After waiting for traffic to clear, another cloud of dust followed me as I swung back on the highway to Moab.

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Snowstorms Continue in Canyonlands and Moab, Utah - 2011

In 2006, I began working and writing in Moab, Utah. Then, and for several years thereafter, conventional wisdom held that it rarely snowed in Moab. Most locals said that when it did snow, the weather would soon warm up, melting the snow within a few days.

 

Then, along came the winter of 2009 – 2010. It snowed often in December and again in January. Even with partial thawing between storms, there was still snow on the ground well into February. As 2010 drew to a close, our friend in Moab, Tiger Keogh offered hopeful reports. Her emails indicated dry weather and daily high temperatures above forty degrees. Between Christmas and New Year’s, her sunny reports ended. On December 30, 2010, it snowed in Moab and has snowed several times since.

 

One of the benefits of deploying webcams in several locations is that we can check the weather all around Moab every day. Since this winter’s snow began to fall, our Canyonlands Field webcam has shown whiteouts overnight, followed by snowplowing the following day. Our webcam, located at the Moab Rim Campark and Cabins has shown heavy snowfall in the La Sal Range. In early January 2010, during a respite from the storms, I observed a sublime alpenglow-sunset over the Spanish Valley.

 

While viewing different locations in Grand County, Utah, I sat 800 miles away, in Simi Valley, California. From my remote location, I captured a series of images from the two webcams. Since each webcam updates every three seconds, I saved several image sequences. Once I had a series of images saved, I open a “GIF Animator” program and then compiled the sequences into “digital filmstrips”. I then saved each filmstrip as an “animated GIF”.

 

In an age where we can stream high-definition video to mobile devices, the animated GIF image seems quaint. CompuServe first developed the Graphics Interchange Format (GIF) in the 1980s. With the slow-speed modems and dial-up networks then available, creating motion online was quite a feat. In order to show animated images, CompuServe applied “lossless compression” to each image. Restricted to 256 colors, not the millions of colors available in a high-definition video, animated GIFs offer impressions, not details. Even so, an animated GIF that shows spectacular scenery and at least some action can have a charm all its own.

 

Illustrating this article are three animated GIFs. The first shows snowplows working on the tarmac at Canyonlands Field. The second shows the Spanish Valley and Sierra La Sal Range, ending with an alpenglow after sunset. The third shows nightfall at the airport on January 8, 2011. I hope you enjoy the action and the scenery as much I enjoyed compiling these animated slideshows.

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Canyonlands Field - Moab, Utah "UPS Air, Moab Style" - 2010

 

Canyonlands Field - Moab, Utah

"UPS Air, Moab Style"

On my way from Green River to Moab, Utah, I turned at Crescent Junction and then drove south on U.S. Hwy. 191. For the first ten miles, there was little to see except open sky and sparse desert vegetation. Four miles short of Canyonlands Field, better known as the Moab Airport, I spotted a landmark tower about one quarter mile from the highway.

 

As steel communications towers go, this one is not unique, but it does have character. The only similar towers I have seen were near Oildale, California in the 1950s. With latticework construction reminiscent of the Eiffel Tower, the Moab Tower is tall and sturdy. Between its struts and a catwalk near the top, it almost screams, “I am an old oil derrick”. As it turns out, the tower was once part of the AT&T microwave tower network.

 

Although the attached antennas and parabolic dishes bespeak of wireless communications, the tower’s oil patch looks left me wondering who specified such a robust structure and when. Internet searches yield nothing to indicate who owns the tower or its specific use. Since terrain in that area is relatively flat, it appears to be a transfer point for communications between Moab and Crescent Junction to the north.

 

After pondering the tower for a few moments, I traveled on to Canyonlands Field. There, I met with Mr. Chris Bracken a pilot and mechanic at Redtail Aviation. Chris’s easygoing nature belies the fact that he is adept at both flying and repairing complex aircraft. The day I was there, Chris was working on a tail-replacement for an old Cessna aircraft. With his thoroughness, Chris had noticed that a factory replacement part sent from Cessna, did not match the bent one he was replacing. His call to Cessna in Kansas got them scrambling on a potential recall of other similar faulty parts.

 

As Chris and I discussed the installation of a new webcam for Redtail Aviation, he was keeping a sharp eye out for the expected arrival of a United Parcel Service (UPS) truck. As soon as the brown van arrived, Chris swung into action. Although we did install a new webcam at Redtail Aviation a few days later, Chris’s duties as the Redtail Aviation designated “UPS Air” pilot took precedence.

 

On that October day, the package count was small, fitting easily in the Cessna 182 that Chris then flew to Carbon County Regional Airport, in Price, Utah. If the package count had been higher, a larger Cessna was available to make the daily flight. That day, Chris signed for the packages, jumped into his waiting Cessna and took off for Redtail Aviation’s headquarters in Price. There, in the late afternoon, Redtail flights converge. As soon as crews can transfer incoming packages to a larger plane, it departs for Salt Lake City. From there, a UPS cargo jet takes packages from all over Utah to the UPS hub in Louisville, Kentucky. After sorting and reloading, packages make their way to destination airports all over the country. As early as one business day after departing Moab, Utah, a UPS Air package might arrive for delivery in New York City.

 

 

 

In honor of Redtail Aviation and their role in facilitating commerce throughout Utah, I created the video that accompanies this article. In the video, I took liberty with Chris’s role. Rather than flying away in a Cessna 182, my video has Chris departing with his packages in a Grumman Gulfstream jet. We call that, “UPS Air, Moab style”.

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Moab Airport - Canyonlands Field, Moab, Utah - 2008

 

Moab Airport - Best Little Airport in the Four Corners

While visiting Moab, Utah in September 2008 I had many great experiences.  One of the best was a visit to Canyonlands Field, better known as the Moab Airport. That the regional airport serves Moab and all of Southeastern Utah.  With its internationally assigned airport code of “CNY”, one might think it was the “City of New York” airport, but the acronym is equally descriptive of CaNYonlands.  The more logical “CAN” designation disappeared early on to the Baiyun Airport in Guangzhou, PR China.  Does the acronym “CAN” stand for “Canton”?

 

Regardless of its moniker, CNY is a rare hybrid airport, serving both general and commercial aviation on the same field.  As long as there is no commercial flight in the vicinity, citizens may visit the hangers and the open tie-down area.  Throughout normal business hours, the terminal is open to all.

 

On the day I visited, I met first with my friend and Great Lakes Airlines employee, Ms. Tiger Keogh.  Great Lakes Airlines holds the contract for daily passenger service both “To” and “From” Denver, Colorado.  Because of CNY’s relatively low passenger volume, Tiger and her counterparts must wear several hats.

 

That day, I found Tiger checking in two passengers who were heading for the Upper Midwest.  Once they received their tickets, they proceeded to the U.S. Transportation Security Administration (TSA) area, where they received a security screening identical to what one finds in larger airports.

 

Mr. Terry Carlson, Manager for TSA at Moab told me that with the help of a federal government grant, his department operates a full security screening facility in Moab.  If every “earmark” that the U.S. Congress passed was as worthy as this one, it might restore our faith in government.  Terry went on to say that if you check in through TSA at Canyonlands Field, you can fly from Moab, through Denver and on to destinations that are as far away as Dusseldorf, Germany, all without any further security screening.

Next, Terry offered me a walking tour of the airfield, including a close-up look at the airplanes parked on the tarmac.  As soon as we walked on to the field, I spotted a bright red and white Cessna 182, parked in the front row.  Beyond its eye-dazzling paint job, there was something different about this Cessna 182.  With its high stance and longer wings, I would say, “it had attitude”.

 

Standing beneath the wing of this beautiful aircraft was its engineer, manufacturer and owner, Todd Peterson.  Todd is a principal at Peterson’s Performance Plus, based in El Dorado, Kansas, not far from Cessna’s home in Wichita, Kansas.  You can read all about Todd’s company at the company website.  Todd has experience as both a back country pilot and an aeronautical engineer.  This rare combination of experience allows him to create unique and functional “off-road airplanes”.

 

Southwestern Utah is peppered with old airstrips, most of which date back to the uranium boom of the 1950s.  When prospecting and mining folded in the late 1950s, so too did maintenance on most of these airstrips.  Today these fields often receive their maintenance from volunteers, if there is any at all.  With the area’s extreme variability of wind, weather and terrain, it takes a plane as capable as Todd Peterson’s King Katmai 300 SE/STOL to utilize these fields. 

 

When we expressed interest, Todd offered to take Terry and me on a guided tour of his exceptional aircraft.  As you might expect Todd’s personal plane is an experimental model, featuring a 300 horsepower turbocharged engine.  As Todd spoke, I realized that this red and white beauty looked brand new.

 

Todd’s version of alchemy is to take a small airplane originally manufactured thirty years ago, and then completely transform it.  The result is an aircraft featuring safety and performance that were unimagined in the past.  To do this, Todd and his team start with the best airframes available, and then accomplish a complete “frame-up” restoration.  A peek through the open door to the instrument panel shows that the panel and all of its components are brand new.  The details include Katmai’s trademark bear paw logo in the center of the wheel.

 

Since continued use is all that keeps some remote airstrips open, strong landing gear is essential for “ironing out the rough spots”.  In the late spring, it is common to make a final approach on a one-way airfield, only to find tumbleweeds encroaching on to the edges of the airstrip. 

 

A look at the Katmai’s main landing gear strut shows how “beefy” it is, when compared to original equipment.  The stainless steel leading edge acts as a brush-cutter, should errant foliage make its way on to a landing strip.  To create an extra safety margin on rough fields, the King Katmai also features oversized balloon tires, designed for rocky or rough terrain.   

 

In order to create additional lift and increased airworthiness on short fields and hot days, the King Katmai features beautifully integrated wing-extensions.  The extra wing surface and their flared tips help to create a slower stall speed and greater overall lifting capacity. 

 

Up front, the King Katmai sports two airfoils known as canards.  Sprouting from the belt-line of the engine cowling, these mini-wings add lift at the front of the plane, where one often needs it most.  By adjusting the canards’ angle of attack, the pilot can trim the plane for slow speeds and level flight, thus providing better forward-vision during a landing approach.

 

After our visit, Todd graciously offered me a DVD, which shows takeoffs and landings at many remote airstrips in Southeastern Utah.  For a novice flier, an airstrip with a steep drop-off or a cliff-face at the end of the runway might seem daunting.  For Todd, it is all in an afternoon’s fun. 

 

Utilizing a dashboard-mounted camera, the viewer sees exactly what the pilot sees as he maneuvers the airplane.  Todd offers live narration on approach, landing and takeoff at each field.  If there is a nearby archeological point of interest, Todd takes you on a tour of that, as well.  On his website, both the Utah DVD and a new Idaho DVD are for sale at a reasonable price.

 

For most Americans, the archetype of a bush pilot is a man flying a float-plane, somewhere in the wilds of Alaska.  Now there is a new breed, using wheeled aircraft to access remote and exotic sites.  Although the price tag for this back country access by air is not low, an expenditure of less than $400,000 gives any intrepid pilot the best “off-road airplane” in the sky. 

 

Immediately, my daydreams went to a seldom-seen airstrip in Canyonlands.  There, the love of my life sits to my left and my King Katmai sits a little farther away to my right.  Alone together, my love and I toast the sunset with chilled champagne in crystal.  After dinner fresh from our grill, we stop to view the night sky, and then retire to our tent.  Our accommodations include a queen-sized airbed, with luxury bedding.  There is a hot water, enclosed shower just outside our door. 

 

Respecting the peace and quiet of our unique campground, we use battery power for lights and refrigeration.  With the huge cargo carrying capacity of our King Katmai, we can “pack in” almost anything that we want and still not exceed our aircraft’s safety margins.  Before turning in, we plan a day hike up an untracked canyon.  To keep the terrain untracked, we will use its dry stream bed as our trail.  When the planning is done, we slip between clean sheets and dream about this little adventure that we are living.  What is it that “they” say?  “If you can dream it, you can do it”.

 

As I returned from my reverie, activities picked up elsewhere at CNY.  The afternoon flight from Denver was about to arrive.  When a commercial aircraft is approaching, the public must leave the field.  Thus I missed getting a picture of Tiger out on the tarmac, as she provided ground and parking control for the pressurized sixteen-passenger, twin-engine turboprop. 

 

In 2007, I had flown from Moab to Burbank, California.  In order to do so, I first flew on a smaller turboprop to Salt Lake City, Utah, then another flight to Phoenix, Arizona and then a final flight to Burbank.  At the time, the only way to fly to Denver was first to drive ninety miles to Grand Junction, Colorado and then take a flight from there.  Last year, it took me over eight hours to reach my destination.  Since then, Moab’s air service has markedly improved. 

 

Great Lakes Airlines, a well-recognized regional carrier, with an excellent safety and maintenance record, took over the Moab scheduled-service contract in 2008.  The new twice-a-day flights to Denver improve convenience, since Denver is the largest hub in the Mountain West Region.  The Moab to Denver service allows one-stop service to Burbank and many other regional airports. 

 

Additionally, each Great Lakes Airlines flight out of Moab Airport shares flight codes with the regional carrier, Frontier Airlines and with United Airlines, which is the largest carrier serving Denver International Airport.  This new service is another great example of U.S. federal grant money going for the public good.  Now, Moab and the fast-growing Southeastern Utah area can enjoy the highest quality service and security available, right there at Canyonlands Field, just a few miles north of town”.

 

On that September afternoon, the Great Lakes Airlines Pilot finished his post-flight checklist and then came out to enjoy the fresh air at Canyonlands Field.  Having helped remove the checked baggage from the plane, Tiger could once again go inside and resume her ticket counter duties.  Ever vigilant, one of Terry Carlson’s TSA staff members entered the airliner cabin to conduct a routine check.  At the same time, Tiger’s smile tells us how much she enjoys her job.

 

Tiger, a native of Moab, grew up believing that a woman could do any job, if given the opportunity.  These days Tiger works four days each week in downtown Moab, where she handles administrative duties for Cloudrock.  Author's Note - Cloudrock was a luxury residential development that received first-phase approval by Grand County, Utah in 2008.  Located at  Johnson’s Up-On-Top Mesa the company pledged to respect the environment as it developed $million homes, almost in the shadows of the La Sal Mountains. With the economy for luxury second homes drying up like the aquifer it might someday straddle, Cloudrock closed their website and their office on Main Street, Moab, Utah in early 2010. 

 

As a break from the land development business, one day each week Tiger enjoys the physical and intellectual challenge of balancing ticket agent, ground crew and baggage-handling duties for Great Lakes Airlines.

 

After my visit to Canyonlands Field that day, I had to tell the world that this is one of America’s great places.  If you think that all government projects are a waste of money, come to Canyonlands Field and experience the excellent services available to Moab residents and visitors alike.  Now that more corporate executives and government officials will be “flying coach” to their second homes or vacations in Moab, we are sure that they too will appreciate the new amenities.  Rather than driving to Moab the next time I visit, I plan to fly.

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