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I’ve been flying since 1994 if you don’t count model airplanes, rockets, balsa wood and tissue paper rubber band powered models, control line, radio controlled (R/C) model aircraft and gliders. Starting at five years old, the models just got bigger until I jumped into gliding and then powered aircraft. I’m sure that my wife and kids would say that aviaton is part of my DNA.
In 2024 I had the opportunity to fly Air Phil to Sun ‘n Fun from Toronto, Ontario Canada to Winter Haven, Florida. The entire round-trip journey is roughly 2,079 nm and would require 255 gallons of 100LL fuel. I fly a Rockwell Commander 114B which I flight plan at 14 gph and 140 kts. It turns out that an Air Canada flight from Toronto to Orlando would have cost $1,646.00 (CND with taxes) but going Air Phil is way more fun. Had I not been flying solo, and splitting the fuel with another, the Commander would have beat out Air Canada. But a much better use of the Commander than the typical $100 hamburger flight.
In 2024 I had the opportunity to fly Air Phil to Sun ‘n Fun from Toronto, Ontario Canada to Winter Haven, Florida.
One complication of the flight is clearing US Customs and Border Protection (CBP). Ideally, I would have cleared Customs in Greensboro, North Carolina (KGSO) which would have required two hops to get down to Winter Haven (KGIF) and taken slightly less time. But there was a hefty call out charge for CBP on the weekend at KGSO, so I cleared Customs in Buffalo, New York (KBUF).
The US Customs folks at KBUF could not have been more pleasant, making the entry process easy. I’m sure that I was not the first aircraft that they cleared into the US heading to Sun ‘n Fun. My route of flight was Oshawa Executive Airport (CYOO), Buffalo Niagara International Airport (KBUF), Piedmont Triad International Airport in Greensboro, North Carolina (KGSO), and into Winter Haven Regional Airport (KGIF). Three hops and a total of 1,005 nm.
After refuelling, checking weather, filing my VFR flight plan using ForeFlight, coffee and a washroom break, I launched to my next destination, Greensboro. Flying over the Appalachia mountains (large ridges and hills) was not a big deal. To be extra careful, I brought along an Aerox oxygen tank, using a Oxysaver nasal cannula. Up at 8,500 feet (VFR), being on oxygen helped reduce my fatigue level and improved my alertness and eyesight. But let’s rewind the trip a bit.
Up at 8,500 feet (VFR), being on oxygen helped reduce my fatigue level and improved my alertness and eyesight.
My goal was to get to Winter Haven in one day, but if need be, overnight in Savannah, Georgia. My US Customs appointment was set for 8:30 am. The flight is roughly 30 minutes (straight across Lake Ontario). My schedule was wheels up at 8:00 am and preflight at 7:00 am which required me to leave my home at 6:00 am (yes, it’s about one hour drive to the airport). This meant that I was up at 4:00 am. So yes, it was going to be a long day.
I’ve done the turnaround many times in Greensboro. Back in the late 90s the FBO at the time (Atlantic) had crew cars for transient pilots. I recall one trip, where my flying buddy Dav1d Grossman and I grabbed the crew car and had lunch at a local restaurant, The Hole in the Wall—a great local dinner with awesome food. To quicken the turnaround, I brought a packed lunch and ate in the FBO. My travelling companions, Andy and Eric, flying a Beechcraft Sierra, had arranged with the FBO for a takeout lunch. They were looking for a fast turnaround and would eat their lunch while airborne. I was airborne in roughly one hour.
Next stop was Winter Haven, which was 490 nm and took 3.7 hours flight time. With a screaming tailwind, I was seeing a groundspeed of 185 kts at 6,500 feet. By 5:19 pm (EST), I was wheels down at KGIF, and with a little help from the rampies, had the Commander tied down on the ramp. By 7:00 pm I was checked into the Holiday Inn in Winter Haven where the rest of the Buttonville Flying Club folks were going to be staying (birds of a feather). I
With a little help from the rampies, I had the Commander tied down on the ramp and was at the hotel by 7pm.
I had decided not to get a rental car and left the driving to Uber which was so much easier and simpler. By 8:00 pm I was enjoying a cocktail and dinner at the Outback Steakhouse. Andy and Eric had decided to stay in Kissimmee so I was flying solo at dinner. Most of the flying club folks were flying down commercial, with one other member flying down in his Cessna 182. My total flight time to Florida was 7.7 hours.
Sun ‘n Fun, or as the show management like to call it, “Spring Break for Aviators,” is a great event. It’s arguably one quarter the size of AirVenture and can be seen in one or two days. Many of the airshow participants are the same. The real difference between the two shows could be summarized as: being in April, it takes the edge off the last five months of winter; fewer workshops and speaking sessions than AirVenture; aircraft and automotive parking is much easier; and much less people. It still has lots of aviation including vendors, pilots and enthusiasts. I really like the Coconut Flyers—they setup an environment delivering a Caribbean feel, including music and craft beer on tap. What could be better.
Arriving on Sunday, I was able to walk Sun ‘n Fun on Monday before the show officially opened. There are so many folks camping at the airport and lots of aircraft to admire. I meet up with my Commander buddy, Charles “Chuck” Wright, who brought his camper and a neat ATV to the show. Sitting in lawn chairs while having a few cold ones and chatting about everything aviation was a great way to spend a Monday.
Sitting in lawn chairs while having a few cold ones and chatting about everything aviation was a great way to spend a Monday.
Chuck and I jumped into his ATV and cruised the airport, flight line, and of course, the Coconut Flyers (more beer). We ended up having a BBQ dinner at a food truck near his camping site. The food and conversation could not have been better. During Sun ‘n Fun, I meet up with other friends from Toronto, Marvin Kalchman and Bob Stevenson who were great compnay. On Wednesday night, Marvin and I attended a meet and greet hosted by the Canadian Owners and Pilots Association (COPA). Thursday night Bob and I had dinner at Fords Garage in Winter Haven—a really cool spot with tons of automotive eye candy in the restaurant and great food.
We used the ATV to cruise the airport, flight line, and of course, the Coconut Flyers.
I spent the rest of the week wandering around Sun ‘n Fun, and as a freelance aviation journalist, interviewed a bunch of aviation manufacturers, aerospace innovators, and pilots attending the show. Events like Sun ‘n Fun, AirVenture, AOPAs Fly Ins, and other local events, are great ways to expand your knowledge, meet cool people, swap ideas and stories and off course pickup a few must have items (or at least want to have versus need to have). A lot of manufacturers and vendors will have show specials providing some discounts which is another great perk of attending the event. I had another mission to attending the event. As a journalist, these are great places to meet up with my editors and publishers, talk to other journalists, and expand my network. I also interviewed interesting folks for my Podcast, PlaneTalk, walking away with 10 episodes.
Friday was a day to decompress, spending time around the pool and preparing the Commander for the flight home. Flying back was bit more challenging from a weather perspective. Andy and I began our flight planning and weather reviews on Wednesday night. On Friday evening, with the current forecast weather in hand, we decided to go west to get around a low pressure system (low IFR). Our route of flight was: Winter Haven Regional Airport (KGIF), Columbia Metropolitan Airport in Columbia, South Carolina (KCAE), Tri-State Airport/Milton J. Ferguson Field in Huntington, West Virginia (KHTS), London International Airport (CYXU), and back home to CYOO.
Being behind the low pressure system, there were strong mountain waves over the Appalachians. Starting at 8,500 feet, the wave would take me up to 10,000 feet and then back down. When I hit the first wave, the Commander’s autopilot with altitude hold engaged was flying the aircraft. This had the effect of a rapid reduction of airspeed (to 80 knots) as the autopilot fought to maintain altitude. On the other side of the wave, the airspeed increased to 150 knots. I quickly disengaged the autopilot and reduced speed to maneuvering speed (118 knots) by pulling the throttle back. On oxygen, I wasn’t too worried about altitude. I was takeing advantage of flight following and given a block altitude to ride the wave. Allowing the altitude to sort itself out was the most practical approach with dealing with the wave and associated turbulence. Once on the north side of the Appalachians, the mountain wave and turbulence subsided making the flight into London (CYXU) quite enjoyable.
There were strong mountain waves over the Appalachians starting at 8,500 feet.
Due to weather conditions, Andy, Eric and I overnighted in London, Ontario. Clearing Canadian Customs was a breeze,—a simple telephone call to CANPASS to get our clearance number. The next day delivered a questionable weather forecast. Eric took the train home while Andy and I stayed one more night in London, enjoying all that the city had to offer. The next day was VFR with some lower cloud ceilings along the way. As a Canadian pilot, I have my VFR OVER-THE-TOP rating, so the thin overcast ceilings were not an issue. A short hour later I was putting the Commander back into the hangar.
During the trip I put 18.1 hours into my logbook, met up with my buddies, made new friends, took a bunch of pictures, had great food and added new life experiences. Why not plan a flying adventure with your friends or flying club, enjoying all that the freedom to fly offers. Keep the blue side up!
Phil is a licensed pilot with over 2,200 hours, holding multiple ratings, and volunteers with many aviation organizations. He currently owns a Commander 114B in partnership. Phil has published articles appearing in Canadian Jewellers Magazine, Computing Canada, the Pickering Air Park and others.Phil in collaboration with 8 other authors, self published a book entitled The Flying Adventures of the Buttonville Flying Club.
- Flying to Sun ‘n Fun 2024 - August 16, 2024
Thanks for an enjoyable read! Mountain waves are a pain in jets too. One minute you’re 30 knots slow and the next, the overspeed warning is going of if you don’t babysit the throttles.
Phil, Thanks for sharing your trip to Sun’n Fun. We attended our first Sun’n Fun this year, flying commercially from Seattle, renting a car, and representing the UFOs (United Flying Octogenarians…pilots over 80 who still fly). The organization Silver Wings invited us to join them and share their cottage for the week. We invited UFOs to stop in and say hello (1800 members worldwide). It was a fun experience and UFO president, “Brownie,” and I plan on going back next year, again sharing the Silver Wings cottage. Hope to see you there.