The airport is used for general aviation and by one commercial airline, Cape Air, which operates non-stop flights of 25 minutes duration to Boston's Logan International Airport. During the off-season, Cape Air operates three daily flights each way. On summer weekends, flights are scheduled approximately every 45 minutes in both directions. The airport recently added complimentary high-speed internet access for all passengers and crew members utilizing the facility. A limited amount of free parking is available for vehicles used by general and commercial aviation passengers. Aircraft parking is available from Cape Air, the fixed base operator (FBO).
The airport covers an area of 160 acres (65ha) at an elevation of 3,462 feet (1,055 m) above mean sea level. It has two runways: 3/21 is 3,564 by 48 feet (1,086 x 15 m) with an asphalt surface; 17/35 is 2,340 by 75 feet (713 x 23 m) with a turf surface.
For the 12-month period ending June 11, 2009, the airport had 500 general aviation aircraft operations, an average of 42 per month. At that time there were 6 aircraft based at this airport: 4 single-engine and 1 multi-engine and 1 ultralight.
Unionville Municipal Airport covers an area of 62 acres (25 ha) at an elevation of 1,046 feet (319 m) above mean sea level. It has one runway designated 17/35 with an asphalt surface measuring 2,805 by 49 feet (855 x 15 m).
For the 12-month period ending July 31, 2009, the airport had 1,610 aircraft operations, an average of 134 per month: 99% general aviation and 1% military. At that time there were four aircraft based at this airport, all single-engine.
Flying with Tony Arbini into the Provincetown Municipal Airport (KPVC)-Provincetown, Massachusetts
Hello everyone, Tony Arbini here from Landing patterns bringing you another in-depth video, guiding you on our landing into the Provincetown Municipal Airport (KPVC) down in Provincetown, Massachusetts. Our landing into the Provincetown Municipal Airport provide you with lots of information on charts, weights, altitudes, and airport information for pilots to plan for a safe landing!
published: 12 Mar 2021
Crash of Cape Air Flight 2072 at Provincetown Municipal Airport, Massachusetts (9 September 2021)
The pilot was transporting six passengers on a scheduled revenue flight in instrument meteorological conditions. The pilot familiarized himself with the weather conditions before departure and surmised that he would be executing the instrument landing system (ILS) instrument approach for the landing runway at the destination airport. The operator prohibited approaches to runways less than 4,000 ft long if the tailwind component was 5 knots or more. The landing runway was 498 ft shorter than the operator-specified length.
The pilot said he obtained the automated weather observing system (AWOS) data at least twice during the flight since he was required to obtain it before starting the instrument approach and then once again before he crossed the approach's final-approach-fix (FAF). Though ...
published: 13 Jul 2024
Cape Cod - Provincetown Municipal Airport (KPVC) Departure
Cape Cod - Provincetown Municipal Airport (KPVC) Departure
published: 11 Sep 2022
Landing at Provincetown airport (PVC)
published: 16 Nov 2021
Provincetown Municipal Airport - landing seen from Race Point Beach
An aircraft landing at Provincetown Municipal Airport as seen from the nearby Race Point Beach.
Video: Daniel Rosehill (@DanielSRosehill)
published: 03 Jul 2023
Landing at Provincetown Municipal Airport
Cape Air flight from Boston
published: 20 Sep 2015
Full visual approach in Provincetown, Ma. KPVC 02/23/2020
Here is a quick video of the full visual approach into Provincetown Municipal Airport, KPVC Runway 25 over Race Point.
If you are interested in a career in aviation check our Mohawk Valley Community College Aviation Maintenance Training Center.
https://www.mvcc.edu/academics/stem/airframe_powerplant/index.php
Music: https://www.bensound.com/royalty-free-music
published: 25 Feb 2020
Flying into Provincetown, MA on Cape Air.
First time flying on a small plane and first time flying to the tip of the cape. Yes, it's a bit boring but my sis and I were going to see our father shortly before his passing. We didn't know that at that time but I'm glad we made the trip. If you watch to the end, or skip ahead, we had a crew member moving up to pilot position who did an amazing job.
published: 26 Apr 2023
Landing at Provincetown Airport KPVC on Cape Cod
Landing my Cessna 150 at Provincetown airport on Cape Cod. Took the wife on her 2nd flight ever to this paradise. She loved it and I am just glad she didn't throw up.
published: 29 Jun 2010
Short Majestic Flight Over Provincetown, Cape Cod MA - PICOTT Aviation
Short Majestic Flight Over Provincetown, Cape Cod MA - PICOTT Aviation
Hello everyone, Tony Arbini here from Landing patterns bringing you another in-depth video, guiding you on our landing into the Provincetown Municipal Airport (...
Hello everyone, Tony Arbini here from Landing patterns bringing you another in-depth video, guiding you on our landing into the Provincetown Municipal Airport (KPVC) down in Provincetown, Massachusetts. Our landing into the Provincetown Municipal Airport provide you with lots of information on charts, weights, altitudes, and airport information for pilots to plan for a safe landing!
Hello everyone, Tony Arbini here from Landing patterns bringing you another in-depth video, guiding you on our landing into the Provincetown Municipal Airport (KPVC) down in Provincetown, Massachusetts. Our landing into the Provincetown Municipal Airport provide you with lots of information on charts, weights, altitudes, and airport information for pilots to plan for a safe landing!
The pilot was transporting six passengers on a scheduled revenue flight in instrument meteorological conditions. The pilot familiarized himself with the weather...
The pilot was transporting six passengers on a scheduled revenue flight in instrument meteorological conditions. The pilot familiarized himself with the weather conditions before departure and surmised that he would be executing the instrument landing system (ILS) instrument approach for the landing runway at the destination airport. The operator prohibited approaches to runways less than 4,000 ft long if the tailwind component was 5 knots or more. The landing runway was 498 ft shorter than the operator-specified length.
The pilot said he obtained the automated weather observing system (AWOS) data at least twice during the flight since he was required to obtain it before starting the instrument approach and then once again before he crossed the approach's final-approach-fix (FAF). Though the pilot could not recall when he checked the AWOS, he said the conditions were within the airplane and company performance limits and he continued with the approach. A review of the wind data at the time he accepted the approach revealed the tailwind component was within limitations.
As the airplane approached the FAF, wind speed increased, and the tailwind component ranged between 1 and 7 knots. Since the exact time the pilot checked the AWOS is unknown, it is possible that he obtained an observation when the tailwind component was within operator limits; however, between the time that the airplane crossed over the FAF and the time it landed, the tailwind component increased above 5 knots.
The pilot said the approach was normal until he encountered a strong downdraft when the airplane was about 50 to 100 ft above the ground. He said that the approach became unstabilized and that he immediately executed a go-around; the airplane touched down briefly before becoming airborne again. The pilot said he was unable to establish a positive rate of climb and the airplane impacted trees off the end of the runway.
The accident was captured on three airport surveillance cameras. A study of the video data revealed the airplane made a normal landing and touched down about 500 ft from the beginning of the runway. It was raining heavily at the time. The airplane rolled down the runway for about 21 seconds, and then took off again. The airplane entered a shallow climb, collided with trees, and caught on fire.
An airplane performance study was conducted using automatic dependent surveillance – broadcast (ADS-B) data, weather information, and aircraft performance data provided by the manufacturer. The study revealed that the approach became unstabilized when the airplane exceeded a sink rate of 1,000 ft/minute at 400 ft above mean sea level (msl). Per the operator's General Operations Manual (GOM), the pilot should have immediately executed a missed approach.
In addition, the wind speed and tailwind component increased as the airplane was on approach. Consequently, the airplane landed at a calibrated airspeed that was about 18 knots faster than the speed assumed in the pilot operating handbook (POH)/airplane flight manual (AFM) landing distance tables, with a tailwind component of about 11 knots.
Landing performance calculations indicated that even with the fast touchdown speed, the airplane had sufficient runway available to stop on a dry runway, including a 15% safety margin. However, the combination of the fast touchdown speed and reduced deceleration due to the wet runway significantly increased the distance that would have been required to stop the airplane. The video study revealed that if the pilot just continued to let the airplane decelerate on the runway, it would have stopped somewhere between 60 ft before the end of the runway to 88 ft beyond the end of the runway.
Due to the reduced deceleration, the pilot most likely thought the airplane was going to go off the end of the runway and he opted to go-around. After lifting off, the airplane continued to accelerate at 5.0 ft/s2. Climb performance calculations revealed that it was unlikely that the airplane could have simultaneously maintained this acceleration and climbed out of ground effect. The airplane could have achieved a higher climb angle and likely cleared the trees if it had maintained a constant airspeed after liftoff, instead of accelerating, even though the liftoff airspeed was below the airplane's best angle of climb speed. However, it is understandable that a pilot would want to accelerate to this speed before climbing to clear obstacles.
Given the outcome of the attempted go-around, the performance data determined that the better option for the pilot would have been to accept an overrun into the open area beyond the end of the runway.
Probable Cause: The pilot's delayed decision to perform an aborted landing late in the landing roll with insufficient runway remaining. Contributing to the accident was the pilot's failure to execute a go-around once the approach became unstabilized, per the operator's procedures.
The pilot was transporting six passengers on a scheduled revenue flight in instrument meteorological conditions. The pilot familiarized himself with the weather conditions before departure and surmised that he would be executing the instrument landing system (ILS) instrument approach for the landing runway at the destination airport. The operator prohibited approaches to runways less than 4,000 ft long if the tailwind component was 5 knots or more. The landing runway was 498 ft shorter than the operator-specified length.
The pilot said he obtained the automated weather observing system (AWOS) data at least twice during the flight since he was required to obtain it before starting the instrument approach and then once again before he crossed the approach's final-approach-fix (FAF). Though the pilot could not recall when he checked the AWOS, he said the conditions were within the airplane and company performance limits and he continued with the approach. A review of the wind data at the time he accepted the approach revealed the tailwind component was within limitations.
As the airplane approached the FAF, wind speed increased, and the tailwind component ranged between 1 and 7 knots. Since the exact time the pilot checked the AWOS is unknown, it is possible that he obtained an observation when the tailwind component was within operator limits; however, between the time that the airplane crossed over the FAF and the time it landed, the tailwind component increased above 5 knots.
The pilot said the approach was normal until he encountered a strong downdraft when the airplane was about 50 to 100 ft above the ground. He said that the approach became unstabilized and that he immediately executed a go-around; the airplane touched down briefly before becoming airborne again. The pilot said he was unable to establish a positive rate of climb and the airplane impacted trees off the end of the runway.
The accident was captured on three airport surveillance cameras. A study of the video data revealed the airplane made a normal landing and touched down about 500 ft from the beginning of the runway. It was raining heavily at the time. The airplane rolled down the runway for about 21 seconds, and then took off again. The airplane entered a shallow climb, collided with trees, and caught on fire.
An airplane performance study was conducted using automatic dependent surveillance – broadcast (ADS-B) data, weather information, and aircraft performance data provided by the manufacturer. The study revealed that the approach became unstabilized when the airplane exceeded a sink rate of 1,000 ft/minute at 400 ft above mean sea level (msl). Per the operator's General Operations Manual (GOM), the pilot should have immediately executed a missed approach.
In addition, the wind speed and tailwind component increased as the airplane was on approach. Consequently, the airplane landed at a calibrated airspeed that was about 18 knots faster than the speed assumed in the pilot operating handbook (POH)/airplane flight manual (AFM) landing distance tables, with a tailwind component of about 11 knots.
Landing performance calculations indicated that even with the fast touchdown speed, the airplane had sufficient runway available to stop on a dry runway, including a 15% safety margin. However, the combination of the fast touchdown speed and reduced deceleration due to the wet runway significantly increased the distance that would have been required to stop the airplane. The video study revealed that if the pilot just continued to let the airplane decelerate on the runway, it would have stopped somewhere between 60 ft before the end of the runway to 88 ft beyond the end of the runway.
Due to the reduced deceleration, the pilot most likely thought the airplane was going to go off the end of the runway and he opted to go-around. After lifting off, the airplane continued to accelerate at 5.0 ft/s2. Climb performance calculations revealed that it was unlikely that the airplane could have simultaneously maintained this acceleration and climbed out of ground effect. The airplane could have achieved a higher climb angle and likely cleared the trees if it had maintained a constant airspeed after liftoff, instead of accelerating, even though the liftoff airspeed was below the airplane's best angle of climb speed. However, it is understandable that a pilot would want to accelerate to this speed before climbing to clear obstacles.
Given the outcome of the attempted go-around, the performance data determined that the better option for the pilot would have been to accept an overrun into the open area beyond the end of the runway.
Probable Cause: The pilot's delayed decision to perform an aborted landing late in the landing roll with insufficient runway remaining. Contributing to the accident was the pilot's failure to execute a go-around once the approach became unstabilized, per the operator's procedures.
Here is a quick video of the full visual approach into Provincetown Municipal Airport, KPVC Runway 25 over Race Point.
If you are interested in a career in a...
Here is a quick video of the full visual approach into Provincetown Municipal Airport, KPVC Runway 25 over Race Point.
If you are interested in a career in aviation check our Mohawk Valley Community College Aviation Maintenance Training Center.
https://www.mvcc.edu/academics/stem/airframe_powerplant/index.php
Music: https://www.bensound.com/royalty-free-music
Here is a quick video of the full visual approach into Provincetown Municipal Airport, KPVC Runway 25 over Race Point.
If you are interested in a career in aviation check our Mohawk Valley Community College Aviation Maintenance Training Center.
https://www.mvcc.edu/academics/stem/airframe_powerplant/index.php
Music: https://www.bensound.com/royalty-free-music
First time flying on a small plane and first time flying to the tip of the cape. Yes, it's a bit boring but my sis and I were going to see our father shortly b...
First time flying on a small plane and first time flying to the tip of the cape. Yes, it's a bit boring but my sis and I were going to see our father shortly before his passing. We didn't know that at that time but I'm glad we made the trip. If you watch to the end, or skip ahead, we had a crew member moving up to pilot position who did an amazing job.
First time flying on a small plane and first time flying to the tip of the cape. Yes, it's a bit boring but my sis and I were going to see our father shortly before his passing. We didn't know that at that time but I'm glad we made the trip. If you watch to the end, or skip ahead, we had a crew member moving up to pilot position who did an amazing job.
Landing my Cessna 150 at Provincetown airport on Cape Cod. Took the wife on her 2nd flight ever to this paradise. She loved it and I am just glad she didn't t...
Landing my Cessna 150 at Provincetown airport on Cape Cod. Took the wife on her 2nd flight ever to this paradise. She loved it and I am just glad she didn't throw up.
Landing my Cessna 150 at Provincetown airport on Cape Cod. Took the wife on her 2nd flight ever to this paradise. She loved it and I am just glad she didn't throw up.
Hello everyone, Tony Arbini here from Landing patterns bringing you another in-depth video, guiding you on our landing into the Provincetown Municipal Airport (KPVC) down in Provincetown, Massachusetts. Our landing into the Provincetown Municipal Airport provide you with lots of information on charts, weights, altitudes, and airport information for pilots to plan for a safe landing!
The pilot was transporting six passengers on a scheduled revenue flight in instrument meteorological conditions. The pilot familiarized himself with the weather conditions before departure and surmised that he would be executing the instrument landing system (ILS) instrument approach for the landing runway at the destination airport. The operator prohibited approaches to runways less than 4,000 ft long if the tailwind component was 5 knots or more. The landing runway was 498 ft shorter than the operator-specified length.
The pilot said he obtained the automated weather observing system (AWOS) data at least twice during the flight since he was required to obtain it before starting the instrument approach and then once again before he crossed the approach's final-approach-fix (FAF). Though the pilot could not recall when he checked the AWOS, he said the conditions were within the airplane and company performance limits and he continued with the approach. A review of the wind data at the time he accepted the approach revealed the tailwind component was within limitations.
As the airplane approached the FAF, wind speed increased, and the tailwind component ranged between 1 and 7 knots. Since the exact time the pilot checked the AWOS is unknown, it is possible that he obtained an observation when the tailwind component was within operator limits; however, between the time that the airplane crossed over the FAF and the time it landed, the tailwind component increased above 5 knots.
The pilot said the approach was normal until he encountered a strong downdraft when the airplane was about 50 to 100 ft above the ground. He said that the approach became unstabilized and that he immediately executed a go-around; the airplane touched down briefly before becoming airborne again. The pilot said he was unable to establish a positive rate of climb and the airplane impacted trees off the end of the runway.
The accident was captured on three airport surveillance cameras. A study of the video data revealed the airplane made a normal landing and touched down about 500 ft from the beginning of the runway. It was raining heavily at the time. The airplane rolled down the runway for about 21 seconds, and then took off again. The airplane entered a shallow climb, collided with trees, and caught on fire.
An airplane performance study was conducted using automatic dependent surveillance – broadcast (ADS-B) data, weather information, and aircraft performance data provided by the manufacturer. The study revealed that the approach became unstabilized when the airplane exceeded a sink rate of 1,000 ft/minute at 400 ft above mean sea level (msl). Per the operator's General Operations Manual (GOM), the pilot should have immediately executed a missed approach.
In addition, the wind speed and tailwind component increased as the airplane was on approach. Consequently, the airplane landed at a calibrated airspeed that was about 18 knots faster than the speed assumed in the pilot operating handbook (POH)/airplane flight manual (AFM) landing distance tables, with a tailwind component of about 11 knots.
Landing performance calculations indicated that even with the fast touchdown speed, the airplane had sufficient runway available to stop on a dry runway, including a 15% safety margin. However, the combination of the fast touchdown speed and reduced deceleration due to the wet runway significantly increased the distance that would have been required to stop the airplane. The video study revealed that if the pilot just continued to let the airplane decelerate on the runway, it would have stopped somewhere between 60 ft before the end of the runway to 88 ft beyond the end of the runway.
Due to the reduced deceleration, the pilot most likely thought the airplane was going to go off the end of the runway and he opted to go-around. After lifting off, the airplane continued to accelerate at 5.0 ft/s2. Climb performance calculations revealed that it was unlikely that the airplane could have simultaneously maintained this acceleration and climbed out of ground effect. The airplane could have achieved a higher climb angle and likely cleared the trees if it had maintained a constant airspeed after liftoff, instead of accelerating, even though the liftoff airspeed was below the airplane's best angle of climb speed. However, it is understandable that a pilot would want to accelerate to this speed before climbing to clear obstacles.
Given the outcome of the attempted go-around, the performance data determined that the better option for the pilot would have been to accept an overrun into the open area beyond the end of the runway.
Probable Cause: The pilot's delayed decision to perform an aborted landing late in the landing roll with insufficient runway remaining. Contributing to the accident was the pilot's failure to execute a go-around once the approach became unstabilized, per the operator's procedures.
Here is a quick video of the full visual approach into Provincetown Municipal Airport, KPVC Runway 25 over Race Point.
If you are interested in a career in aviation check our Mohawk Valley Community College Aviation Maintenance Training Center.
https://www.mvcc.edu/academics/stem/airframe_powerplant/index.php
Music: https://www.bensound.com/royalty-free-music
First time flying on a small plane and first time flying to the tip of the cape. Yes, it's a bit boring but my sis and I were going to see our father shortly before his passing. We didn't know that at that time but I'm glad we made the trip. If you watch to the end, or skip ahead, we had a crew member moving up to pilot position who did an amazing job.
Landing my Cessna 150 at Provincetown airport on Cape Cod. Took the wife on her 2nd flight ever to this paradise. She loved it and I am just glad she didn't throw up.
The airport is used for general aviation and by one commercial airline, Cape Air, which operates non-stop flights of 25 minutes duration to Boston's Logan International Airport. During the off-season, Cape Air operates three daily flights each way. On summer weekends, flights are scheduled approximately every 45 minutes in both directions. The airport recently added complimentary high-speed internet access for all passengers and crew members utilizing the facility. A limited amount of free parking is available for vehicles used by general and commercial aviation passengers. Aircraft parking is available from Cape Air, the fixed base operator (FBO).
Change to Cape Air's Provincetown service. Cape Air will no longer be offering year-round service in and out of Provincetown MunicipalAirport, instead opting to become seasonal.
"Cape Air has made the difficult decision to convert its year-round air service in and out of ProvincetownMunicipalAirport to become seasonal," according to an email to the Cape Cod Times from Rebecca Chace, Cape Air's director of marketing,.
Cape Cod hikers at the Provincetown breakwater. This time lapse video shows hikers coming on and off the Provincetown breakwater on Cape Cod ... He was taken to Provincetown MunicipalAirport and placed on a MedFlight for additional treatment.
Perfect summer day at Newcomb Hollow Beach on Cape Cod. A video postcard from a beautiful summer day at a great Cape Cod beach ... The reports come from the weather station at ProvincetownMunicipalAirport, using nearby weather stations as a backup ...
... near shorelines and tidal waterways," according to the watch, which adds that "minor coastal flooding occurs in Provincetown, in the vicinity of RacePointRoad and Provincetown (Municipal) Airport.
Provincetown special town meeting voters will consider a property acquisition article that could eventually lead to between 48 and 60 units of much-needed community housing on Oct ... Establish a Provincetown MunicipalAirportEnterprise Fund.
Ferry service from Cape Cod to Nantucket, 30 miles offshore, was set to be suspended early Saturday, while in Provincetown, at the outermost tip of Cape Cod, town officials canceled all Saturday flights to and from the municipal airport.
... priority for businesses, municipalities, schools and research organizations years ago ... The nonprofit was awarded $250,000 for the expansion of Provincetown’s municipal airport fiber optic network.
Starting last May, the company took passengers from the Skyport Marina in Manhattan to the Fan Pier Marina in Boston and then to ProvincetownMunicipalAirport... Seaplane service will land at airport instead of harbor in Provincetown.