Friday, May 31, 2013

Helicopter and Plane Rides From Ocean City Municipal Airport (26N), New Jersey

By Douglas Bergen, Ocean City Patch 
May 30, 2013  

At Thursday's public meeting, City Council voted to award a contract to Liberty Flight School of West Chester, Pennsylvania, to operate helicopter tours from Ocean City Municipal Airport. Liberty will pay the city $1,700 for the first year and $1,734 for the second year. This is the first year for the new visitor attraction, which will operate between June and September. Council also voted to award a contract for the return of Red Baron Air Tours (Aerial Skyventures of Woodbine) with visitor bi-plane rides. 


An aerobatic outing with the Air National Guard Airshow Team: Taking a spin with Lt. Col. John Klatt (With Video)

The Air National Guard Aerobatics Team was joined on Thursday May 30, by Daily Press Assigning Editor Ryan Gilchrest. The team will perform this weekend during the Patriotic Festival. 

6:59 p.m. EDT, May 30, 2013

Editor's note: Daily Press Assigning Editor Ryan Gilchrest took a ride with Lt. Col. John Klatt of the Air National Guard Airshow Team on May 30, 2013. The following is a first-person account of his experience.

Lt. Col. John Klatt made a career out of flying the C-130 and F-16. I'm glad he powered down a bit before taking me for a spin over Hampton Roads.

I arrived at Norfolk International Airport on Thursday morning — along with Daily Press photographers Adrin Snider and Ryan Kelly — and volunteered to let Klatt show me what he could do with a lightweight, two-seat aerobatics machine called an Extra 300L. Klatt oversees the Air National Guard Airshow Team through his company, John Klatt Airshows. He is a member of the Air National Guard and deployed to Iraq in 2005, 2007 and 2009, according to a company news release.

His days in the seat of a fighter are likely in the past, he said, but his love of flight lives on. Klatt performs in around 15 air shows each year, he said, and his second event this year is this weekend's Virginia Beach Oceanfront Air Show. You can see the air show for free Friday, Saturday and Sunday from noon-3 p.m.

After Snider, Kelly and I signed our lives away in the form of a legal waiver, team operations manager Tim Jarvis gave us a bit of preflight information. We would take off in formation, make a pass by the Peninsula to take a few photos, then head toward the Eastern Shore where Klatt would see just how many flips, spins, loops and slides he could do before I cried uncle. Snider and Kelly, meanwhile, would be stationed nearby — very nearby on a few occasions, as it turned out — in a Beechcraft Bonanza taking photos and video.

Since Klatt planned to perform aerobatic maneuvers, I was required to wear a parachute. Given our expected altitude of "low-enough-to-see-our-own-shadow," I recognized the relative futility of this requirement. Nevertheless, the FAA is not to be trifled with and neither is the pilot-in-command.

Klatt ran through the emergency scenarios. If we had to jump, he'd get rid of the canopy. I'd unbuckle, stand in my seat, leap straight up and pull the D-ring on the way down. He did not say it, but my mind added: "And hopefully you won't be cleaved in two by the tail of the aircraft." The water landing scenario was a bit trickier. We'd end up upside down in the bay, Klatt said, but the carbon fiber aircraft would float so we would have somewhere to sit while we waited for the Coast Guard.

I suspect the emergency chat doubles as a way for Klatt to figure out just how nervous his passenger is about the flight. Bailouts and water landings definitely fall into the category of "prepare for the worst."

Jarvis helped strap me in. I expected to be cramped, but the front seat in the Extra was a comfortable ride even snugged in tight by the shoulder harness. Klatt and I are both a few inches shy of 6 feet. Anyone over 6 feet tall or carrying a large frame might feel differently about the comfort level.

Our three-aircraft flight (another ANG Airshow Team pilot, Jeff Boerboon, flew alongside Kratt) taxied and took off in formation. The side door of the Bonanza, flown by Jarvis, was open so Snider and Kelly could take photos. Both were tethered, just in case they tumbled out the door. On the plus side, our formation was tight enough that they would have been able to put their feet on the Extra and step back in to the Bonanza.

After making a pass along the southern end of the Peninsula we headed toward Fisherman Island, on the north end of the Chesapeake Bay Bridge-Tunnel, to get down to business.

Klatt checked to see if I was ready for inverted flight. "Go fever" was in play at this point, and I would have said yes even if I wasn't prepared. The Bonanza began to move away, clearing out to allow room for Klatt and Boerboon to show off.

Next thing I know, I'm hanging upside down with a view full of the Chesapeake Bay over my head. It took a few seconds to let go and trust the harness, and once I did the experience was much like hanging upside down from the monkey bars in elementary school. A little pressure and a red face, but a lot of fun as long as you don't stay that way too long.

Klatt took a little jab at me, asking questions after we'd been inverted for about a few seconds. For me to respond, I had to find the button to key the mic (a tiny button on the throttle on the outside of my left knee) then manage to make words come out of my mouth. I choked out something enthusiastic and meant it. My inner 13-year-old was experiencing Christmas morning and the Fourth of July all at once.

The rest of the aerobatic maneuvers felt similar to a smooth roller coaster. I was strapped in tight, so I moved with the aircraft. There was no jerking or sliding sensation that might lead to motion sickness. Klatt performed hammerheads, barrel rolls, wing-overs, tail slides and loops. I was able to prepare for what was coming since he called out each maneuver beforehand to coordinate with Boerboon. Without those hints, I imagine the flight would have been disorienting.

And then, just a few exhilarating minutes later, it was over.


Klatt flipped the Extra over one more time then pushed over slightly and held the aircraft at an inverted upward angle. This has the effect of making it feel as though you are being thrown toward the earth. If the top of my head had a relief valve, it would most certainly have popped as we made a quick pass at the photo plane.

The hop back to Norfolk International was quick and quiet. The three planes touched down in formation, and it was all over but the handshakes.

Klatt will be available in the Air National Guard information booth after each air show performance this weekend. He was adamant about his role in promoting the guard's opportunities and benefits. During his time in the guard, Klatt has flown C-130s in the 133rd Airlift Wing and F-16s in the 148th Fighter Wing. He has participated in both humanitarian and combat missions.

The ANG booth will be located along the Virginia Beach boardwalk throughout the weekend.

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Thursday, May 30, 2013

Canadian Forces ‘Snowbirds’ perform over Niagara Falls, New York

NIAGARA FALLS, N.Y. (WIVB) - All eyes were on the skies over the Mighty Niagara on Wednesday. The Snowbirds from the Canadian Air Force put on an awesome, breath-taking air show. 

 There was definitely more than mist flying in the air over Niagara Falls.

Spectator Donna Scaduto said, "I thought they did a tremendous job. It was kind of scary; they get kind of close and you think they're going to touch and they're such professionals. It's unbelievable how skilled they are."

This precision flying squadron has been performing air shows for 42 years. It's the Canadian version of the Blue Angels and the crowd was delighted.

In some of their maneuvers, the Snowbirds, in perfect formation, fly over a hundred miles an hour with their wing tips just four feet apart.

Spectator Frank Mannarino said, "Wonderful, under this setting, coming down the gorge, it's really is something, especially the formations they fly, four- to five-feet apart. I wouldn't try it."

The Snowbirds perform in more than 50 air shows each year.

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Horizon Airships Docking at Woodbine Municipal Airport (KOBI), New Jersey

WOODBINE - Mayor William Pikolycky is pleased to announce the Horizon Blue Cross Blue Shield of New Jersey (Horizon BCBSNJ) Blimp will be visiting the Woodbine Municipal Airport.

It will dock here on June 1 and June 2, and again from June 22 through June 30.

Their Snoopy blimp will also dock here from June 7 though June 12.

The airship invites onlookers to visit the airport when it is in dock.

“Once again we are glad to host the Blimp at our airport And welcome its counterpart Snoopy, and encourage everyone to come out and see them while they are in dock and as they transit along the coast during the day,” added Mayor Pikolycky.


2nd Annual Helicopter Day at the Aviation Wing: Marietta Museum of History, Georgia

This annual event will showcase helicopters used by law enforcement, emergency medical services and our military in the metro Atlanta area.

The 2nd annual “Helicopter Day at the Aviation Wing” will be held on Saturday, June 1, from 10 a.m. until 4 p.m. at the Aviation Wing of the Marietta Museum of History, which is located at the corner of Atlanta Road and South Cobb Drive.

This annual event will showcase helicopters used by law enforcement, emergency medical services and our military in the metro Atlanta area.

Aircraft will be on display for the public to view.

Pilots and crew members will be on hand to talk about the specific vehicles, how they are used and the types of missions they fly. The Fox 5 Storm Chaser SUV is scheduled to be on display.

Blue Ridge Helicopters will be on site selling helicopter rides to Kennesaw Mountain for $40 per person (cash only, please).

Admission to the event is free, but there is a parking fee of $5 per vehicle.

The Aviation Wing of the Marietta Museum of History is a growing collection of aircrafts displayed on a 15 acre campus, conveniently located 4.5 miles west of I-75. This museum’s mission is to highlight the impact the aviation industry has had on local culture.


Wings and Wheels set for June 2: Robertson Field Airport (4B8), Plainville, Connecticut

When Nels Nelson launched his rickety flying machine into the air, little did he visualize how aviation would develop.

Nels was one of the first to fly in Connecticut and the very first to fly in Plainville from a farmer’s field off Unionville Avenue.

Stan Robertson was the next pioneer to believe in the vast possibilities of aviation in Plainville. He developed and opened the field for public use after returning from war in Burma, where he flew rescue missions.

The airfield now boasts a newly resurfaced 3,600 foot runway and will be the site of the second Wings and Wheels event on June 2.

All proceeds from the show go to benefit the Petit Family Foundation and the Plainville Community Food Pantry.

Show cars, antique cars, planes and helicopters of many kinds will be on display—some of which are available for rides for a fee.

Special events, including carnival rides, are planned for the children.

Robertson Airport, the oldest in Connecticut (circa 1911) will be alive with rides, displays, food, and fun.

Adults are admitted for $5. Children 5 to 11 years old are admitted for $2. Children under 5 are admitted free.

For more information, call chairman Scott Saunders at (860) 747-8837 or Mike Turcott at (860) 614-2140.


Wednesday, May 29, 2013

Wings Over Gillespie Air Show Takes Flight this Weekend: Gillespie Field Airport (KSEE), San Diego/El Cajon, California

Bearcats, Hellcats, Wildcats and Corsairs — the skies above and runway below will be filled with excitement and fun this weekend at Gillespie Field in El Cajon when the annual Wings Over Gillespie Air Show takes place from 9 a.m. to 4 p.m. Saturday and Sunday. 

The air show, which is put on each year at the County airport by Air Group 1, the San Diego chapter of the “Commemorative Air Force,” will feature aerobatic displays, wing-walking, a mock battle with pyrotechnics, military re-enactors, a fun zone for kids, a beer garden for adults — and lots of airplanes and aircraft.

There will also be amusements, rides, educational displays, and food and drink venders.

This year’s event celebrates San Diego’s contribution to aviation during WWII. Attendees can learn about what San Diego was like when it was home to major aviation industries and thousands of pilots.

General admission at the gate is $20 for adults and $15 for children between ages 7 and 14, seniors 65 and older, and active military members. The event is free for children 6 years old and under, and to all WWII veterans, Korean War veterans and Purple Heart recipients. Special two-day passes are also available. Online tickets start at $8 at Air Group 1’s website,

Just some of the aircraft that will be on display in the air and on the ground — many of which were designed and built in San Diego — include: the PBY-Catalina amphibious flying-boat; the Douglas C-53 D-Day Doll paratroop carrier; the Navy version of the famed B-24 bomber, the Consolidated PB4Y-2 Privateer; “Lady Alice,” a P-51 Mustang; a P-63 Kingcrobra (used by the Soviet Union); and the only Northrup N-9M “Flying Wing.”

Aerobatic performer John Collver returns with “Wardog,” his North American T6-SNJ Texan. And the Silver Wings Wingwalking troupe will make their first appearance at Gillespie at this year’s event.

For more information, go to Air Group 1’s website.


Community Will Play A Role In Future Airport Restaurant: Tacoma Narrows (KTIW), Tacoma, Washington


Through an online campaign, the community can help finance the restaurant project at just $50 a piece, or "square."

When Harmon Brewing says it wants its future restaurant at the Tacoma Narrows Airport to be a community gathering spot, it isn't paying lip service.

It hopes that, literally, the community will have a role in the future Hub restaurant that it has dubbed "Pie on the Fly."

The restaurant's owners - Pat Nagle and Carole Holder - have teamed with a group called Community Sourced Capital to help raise $20,000 in loan money to cover the remodel and other costs associated with opening the airport site, which is expected to employ 25 people.

Instead of a bank, however, the community will be the lender.

Here's how it works:

Nagle and Holder are selling 400 "squares" for the restaurant at $50 apiece. The squares, technically, are small pieces of the larger, $20,000 loan that's needed for the site's facelift.

Through a website, people can buy them to become "squareholders." CSC says it will aggregate the funds generated through the website into a zero-interest loan for the Hub.

The restaurant will make zero-interest payments - based on a preset percentage of revenue - back to the squareholders over two years.

Another perk? "We will also be holding a pre-opening party for all squareholders and providing pizza and beer on us!" Nagle told Patch.

The Hub isn't the first restaurant to benefit from CSC's community financing.  Earlier this year, it helped generate $3,000 for Playback Sports on North Proctor, which designed a new sports sock featuring Tacoma's skyline.

Harmon Brewing Co. launched its campaign earlier this month and, at last count, filled $13,150 of the $20,000 loan thanks to 112 new squareholders in the Tacoma area.

It expects to meet the $20,000 minimum before the fundraising deadline of June 3. If the community is up for it, Harmon Brewing says it is prepared and capable of taking on a loan up to $40,000 to finance the new Hub location, according to CSC.

So the restaurant has eight days to raise the money needed for the Tacoma Narrows Airport site, which is expected to open after the airport conducts its Wings & Wheels Car Show in July.

Nagle, who lives in Gig Harbor, and Holder, who grew up on the Peninsula, are hoping residents with an appetite for a community gathering spot and local business will come to their aid.

To buy a square or learn more about the Harmon's community lending effort, click here.

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Popular Cocoa Beach Air Show may move to Melbourne, Florida


May 29, 2013 7:16 PM 
Written by Rick Neale

The Cocoa Beach Air Show may move southward down the barrier island in October to a new home at Paradise Beach park in beachside Melbourne.

The free, annual aerobatic spectacle has attracted droves of spectators — and hotel guests — to Cocoa Beach’s oceanfront the past four years.

Last September’s air show drew more than 250,000 people, said Bryan Lilley, organizer. Themed “The Year of Extreme Flight,” the event featured an F-22 Raptor, V-22 Osprey tilt-rotor aircraft and other high-performance planes.

However, Lilley said big beach crowds do not necessarily translate into financial success.

Tuesday, he told the Melbourne City Council that his event’s sponsor base needs to grow, and “significant” funding is required from the Brevard County Tourist Development Council.

The TDC earmarked $48,000 to help market last September’s show, said Kalina Subino-Person, director of marketing for the Space Coast Office of Tourism — and no such sponsorships are available right now.

Lilley and Melbourne City Manager Michael McNees will spend the next month seeking sponsorships and strategizing on parking, traffic flow, hotel cooperation and other matters.

City Council will likely hear a report on the air show June 25. McNees said he will recommend to City Council to move forward or “pull the plug.”

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Great New England Wings & Wheels show will bring World War II aircraft and vintage cars to Westover Metropolitan Airport (KCEF), Springfield/Chicopee, Massachusetts

By Cynthia Simison, The Republican
on May 29, 2013 at 1:13 PM, updated May 29, 2013 at 1:16 PM

CHICOPEE – The Galaxy Community Council, the charitable organization which has assisted the Westover Air Reserve Base’s 439th Airlift Wing and other military-related groups for more than two decades, is planning a new event to at least temporarily fill in the gap left by the absence of a major military air show in the region.

The “first edition” of the Great New England Wings & Wheels show will debut Aug. 24 and 25 at Westover Metropolitan Airport, 255 Padgette St.

Planning for the show came about in the wake of the federal budget sequestration’s effects on military air shows around the nation. This show will take place on the civilian portion of Westover and is not expected to include any active military aircraft.

Organizers say the Wings & Wheels show will “be the best and only opportunity for aviation enthusiasts to see vintage civilian and military aircraft” in the region because of the cancellation of shows like those previously held at Westover and at the Air National Guard’s 104th Fighter Wing in Westfield.

This show will include a display of Air Force Gen. Hap Arnold’s B-25 Mitchell bomber and other World War II aircraft.

Proceeds from the show will benefit the, the Pioneer Valley USO, other military assistance organizations, the Shriners Hospital for Children in Springfield and “the next edition” of the Great New England Air Show at Westover Air Reserve Base.

Along with the static vintage and modern aircraft, there will also be displays of classic cars, from early 1900s vehicles to “modern exotics.”

Music groups, along with food and beverage vendors, will be offered throughout the weekend. Admission will be $10; children under 12 will be admitted free.

The events schedule, prize schedule, musical line-up, gate and registration fees, and additional acts are still to be determined.

Car registration forms will be available online at in the near future. Sponsorships, as well as food and merchandise vendor booths, are available.


Boeing 747-400F, N571UP: Investigations into UPS crash near end - Accident occurred September 03, 2010 in Dubai, United Arab Emirates

The General Civil Aviation Authority (GCAA) has spent the past 33 months investigating the crash of the Boeing 747-400 that claimed the lives of 48-year-old Captain Doug Lampe and First Officer Matthew Bell, 38.

Investigators from the GCAA's Air Accident Investigation Sector worked with representatives from UPS, Boeing, the National Transportation Safety Board (
United States) and the Federal Aviation Administration (United States).

"Over the past years, the GCAA has gained enormous capabilities in handling air accident investigations, and we are very keen to collaborate with other specialised entities to share expertise and enhance the safety of the UAE skies," said Saif Al Suwaidi, director general of the GCAA.

Representatives of all involved bodies met in the capital at the start of the month to review progress on the report and its findings.

"The GCAA is in the final stages of preparing the air accident final report," said Khalid Al Rais, the investigator in charge. "The workshop aimed to open a constructive dialogue between all parties involved in the investigation, to enhance safety.

"The investigation has involved a significant level of international cooperation that has seen the UAE take a leading role. A number of independent fire tests have been performed, and reconstruction of the aircraft critical systems was undertaken to establish the root cause of the aircraft's failures."

What is currently known to the public is that at 7.12pm on September 3, 2010, UPS Flight 6 reported its Main Deck Fire Warning had gone off. It is believed its cargo of lithium batteries was on fire.

The pilots were in contact with Bahraini air-traffic controllers at the time, who said they could land at Doha, but the pilots chose to return to Dubai instead.

Once in Dubai airspace, it became clear they could not change radio frequency meaning they had to communicate with Dubai air traffic control through their counterparts in Bahrain.

By the time the pilots attempted to land at Dubai International Airport, thick smoke had filled the cockpit and the aircraft overflew the runway at around 4,000ft, then turned right. Five minutes later, emergency services were alerted when the plane crashed inside Nad Al Sheba Military Base, close to the junction of Sheikh Mohammed Bin Rashid Road and Al Ain motorway.

The full findings of the crash investigation will be published on July 1, along with numerous safety recommendations set forward by the GCAA to concerned entities.



NTSB Identification: DCA10RA092
Nonscheduled 14 CFR Part 121: Air Carrier operation of UNITED PARCEL SERVICE CO
Accident occurred Friday, September 03, 2010 in Dubai, United Arab Emirates
Aircraft: BOEING 747-44AF, registration: N571UP
Injuries: 2 Fatal.

The foreign authority was the source of this information.

At about 7:45 pm local time (1545 UTC), United Parcel Service (UPS) Flight 6, a Boeing 747-400F (N571UP), crashed while attempting to land at Dubai International Airport (DXB), Dubai, United Arab Emirates (UAE). Approximately 45 minutes after takeoff, the crew declared an emergency due to smoke in the cockpit and requested a return to DXB. The two flight crew members were fatally injured. The airplane was being operated as a scheduled cargo flight from Dubai, UAE to Cologne, Germany.

The investigation is being led by the UAE General Civil Aviation Authority (GCAA). The NTSB has designated a U.S. Accredited Representative as the state of the operator and state of design and manufacture of the airplane and engines.

All inquiries should be directed to:

General Civil Aviation Authority
Regulations and Investigation Section
P.O. Box 6558
Abu Dhabi
United Arab Emirates

Stearman reaches final destination

Posted: May 28, 2013 9:10 pm


Mike Rinker has been flying airplanes for nearly 30 years, but the thrill of flying a World War II PT-17 Stearman is an experience he humbly described as “an interesting deal.”

Rinker flew the bright blue and yellow airplane from Everett-Stewart Regional Airport to Everett Boulevard early today and landed it right in front of the Discovery Park of America.

“It’s not the most difficult plane I’ve ever landed, but it’s one of the most difficult,” Rinker told The Messenger early today, before his historic flight.

He described the Stear-man as “elegant” and “state-ly” and said the plane flies “very honest.”

It was an impressive spectacle as the single-engine Stearman rumbled smoothly from out of the bright blue skies onto the black asphalt that served as Rinker’s landing strip.

Everett Boulevard in front of the Discovery Park of America was blocked off for the landing and once on the ground, Rinker maneuvered the plane through the main entrance of Discovery Park of America. It will be hung from the ceiling as part of the facility’s military exhibit.

Nancy Atkins of Union City and Sue Williams of Memphis were among the first spectators to arrive on the parking lot of Second Baptist Church, across the boulevard from Discovery Park. They set up lawn chairs to enjoy today’s historic landing.

“It’s not every day you see a plane landing on the highway,” Ms. Atkins said.

“I’m looking forward to the museum opening,” Ms. Williams added. “I was really surprised they got a plane for the museum.”

They were among a large crowd of spectators lined up along a wire fence as the Stearman made several low passes over Discovery Center in the complex.

Chelsea Sanford, 7, of Union City positioned herself across the boulevard from the main entrance to Discovery Park to witness the plane’s landing.

“I’ve never seen an old-fashioned plane; I’ve never seen a plane ever,” she told The Messenger.

She was there this morning with her father, Byron Sanford, a member of the U.S. Army.

“It’s exciting. It’s not often you get to see a plane landing on the highway,” said Jason Molands of Union City.

He was there with his friend, Jimmy Schmidt, also of Union City, as they got a good view of the Stearman landing.

“I think it’s going to be good for the community...Discovery Park,” Schmidt said.

The Stearman’s high-profile landing at Discovery Park of America today was scheduled to help promote this fall’s grand opening of the multi-million dollar education and entertainment complex. 

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Jet Lands in Hillsboro with Broken Landing Gear

The pilot of a Lear jet managed to get five passengers down to the ground safely with its front landing gear deployed sideways.

Emergency crews lined the Hillsboro airport expecting the worst. 

But after burning over half it's 8,000 pound fuel load and making several low altitude passes, the jet landed safely on the runway. 

The plane was towed away for repairs and investigating. 

What caused the malfunction is still unknown.

4 apply to be commercial carrier for Boone County Airport (KHRO), Harrison, Arkansas

Posted: Wednesday, May 29, 2013 2:45 am 
Harrison Daily  

Four airlines have filed applications with the Department of Transport to provide Essential Air Service for airports located at Harrison, Hot Springs and El Dorado/Camden.

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Piper PA-31-350 Chieftain, N969BD: Accident occurred May 28, 2013 in Page, Arizona

NTSB Identification: WPR13CA245
14 CFR Part 91: General Aviation
Accident occurred Tuesday, May 28, 2013 in Page, AZ
Probable Cause Approval Date: 07/23/2013
Aircraft: PIPER PA-31-350, registration: N969BD
Injuries: 5 Uninjured.

NTSB investigators used data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator and did not travel in support of this investigation to prepare this aircraft accident report.

The pilot stated that he and four passengers were about 4.5 hours into the flight and about 10 nm from their destination when the left low boost light illuminated. About 20 seconds later the left engine quit, and the pilot feathered the propeller. After about 1 minute the right low boost light illuminated, and 20 seconds later, the right engine quit. The pilot feathered the right propeller and proceeded to execute a forced landing in the desert 5 miles east of the intended destination. During the accident sequence the right engine separated from the airplane and the left wing buckled, resulting in substantial damage to the airplane. The pilot reported that the airplane had ran out of fuel, and that there were no preimpact mechanical failures or malfunctions that would have precluded normal operation.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
A loss of engine power during cruise flight due to fuel exhaustion. Contributing to the accident was the pilot's improper fuel planning.

The Coconino County Sheriff's Office has released more information about the plane crash outside of Page on Tuesday aftnernoon. 

On Tuesday, at approximately 4 P.M., Page Police Dispatch received a call of an airplane crash near the Navajo Generating Station, about 5 miles east of the Page Airport.

The passengers of the downed aircraft called via cellphone and reported that only minor injuries were sustained by the pilot. 

The Coconino County Sheriff’s Office, National Park Service, Navajo Police Department, and Page Fire Department responded to the area and located the aircraft and passengers.

The aircraft is a privately owned, twin engine plane out of Nevada. 

The plane had taken off from New Orleans, Louisiana to Nevada, with planned fuel stops in Texas and Page, Arizona. 

According to statements received by deputies, after departing Texas the aircraft’s fuel supply expired approximately 5 miles prior to reaching its re-fueling destination at the Page Airport. 

An investigation of the plane crash will be conducted by the Federal Aviation Administration and the National Transportation Safety Board.

This was the second crash of the day on Tuesday.  

Earlier in the day a plane taking off from the Flagstaff airport crashed near the community of Mountainaire, killing two aboard the plane.

There was a plane crash Tuesday afternoon east of Page. 

The location of the crash site was listed as approximately five miles east or southeast of town. 

Five passengers were reported to be on board the aircraft and all were listed as being okay and in good condition. 

The pilot was said to have suffered some cuts, but was otherwise uninjured. 

Piper PA-34-200T Seneca II, N31743: Accident occurred May 24, 2013 in Johnstown, New York

NTSB Identification: ERA13FA253
14 CFR Part 91: General Aviation
Accident occurred Friday, May 24, 2013 in Johnstown, NY
Aircraft: PIPER PA-34-200T, registration: N31743
Injuries: 3 Fatal.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

On May 24, 2013, at 1710 eastern daylight time, a Piper PA-34-200T, N31743, operating as Angel Flight 743, was destroyed during an in-flight breakup near Johnstown, New York. The certificated commercial pilot and one passenger were fatally injured; the second passenger was missing and presumed fatally injured. Visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the personal flight, which departed Laurence G. Hanscom Field Airport (BED), Bedford, Massachusetts, and was destined for Griffiss International Airport (RME), Rome, New York. The flight was operated under the provisions of Title 14 Code of Federal Regulations Part 91.

The purpose of the volunteer medical transport flight was to return the patient and his spouse from the Boston, Massachusetts area to their home in New York. The flight departed BED about 1604, and climbed to its planned cruise altitude of 8,000 feet. Preliminary air traffic control radar data obtained from the Federal Aviation Administration revealed that the airplane was established on a northwest heading near Ephratah, New York, when, at 1708, the airplane altered its course to the north-northeast. The airplane continued on this track for approximately one minute before beginning a descending left turn towards the south. The last recorded radar return, at 1709:19, placed the airplane about 1,500 feet northwest of the accident site, at an altitude of 6,700 feet.

The wreckage path measured approximately one mile in length, beginning on the southeast side of the Garoga Reservoir, continuing to the north end of the reservoir, and oriented on a heading of approximately 360 degrees magnetic. The left side of the horizontal stabilator, the vertical stabilizer and rudder, sections of the left wing, and portions of the fuselage skin were located south of the reservoir. The main wreckage, including the majority of the fuselage and cabin area, along with the right wing and engine, came to rest in the reservoir. The left engine was found on the north side of the reservoir.

The main wreckage was recovered from the reservoir on May 28, 2013, and transported to a secure facility for further examination.

The 1653 weather observation at RME, located about 40 miles northwest of the accident site, included winds from 330 degrees magnetic at 8 knots, 10 statute miles visibility in light rain, broken cloud layers at 2,300 and 2,800 feet, overcast clouds at 3,700 feet, temperature 7 degrees C, dew point 4 degrees C, and an altimeter setting of 30.06 inches of mercury.

UTICA, N.Y. (WKTV) - Funeral arrangements have been announced for Frank and Evelyn Amerosa, the couple killed Friday in a plane crash in Ephratah.

A mass will be held on Thursday at 5 p.m. at Our Lady of Lourdes Church on Genesee Street in Utica. The family will receive visitors following mass.

Frank was being treated for brain cancer, and was traveling back home following a medical appointment in Boston. He, along with Evelyn were on board and Angel Flight.

Frank was born in Connecticut on December 28, 1948. He was raised and educated in Utica and a graduate of Proctor High School.

Frank served in the US Marine Corps during the Vietnam War and was a retired truck driver who worked for many companies including the F.X. Matt Brewery.

Evelyn was born in Vermont on November 13, 1954. She was raised and educated in Bennington and Utica, where she was a graduate of St. Francis DeSales High School. She later attended MVCC.

For many years, Evelyn was a community life leader at the Masonic Care Community.

Frank is survived by two daughters. Evelyn is survived by her daughter and son. They also leave behind five grandchildren.

Pilots try to save Braden Airpark (N43), Easton, Pennsylvania: Forks Township airfield could close next month, but group says decision is short-sighted (With Video)

By Matt Assad, Of The Morning Call

9:44 p.m. EDT, May 28, 2013

Braden Airpark could be shut down this summer, but the pilots who use it say they're not going down without a fight.

Nearly two dozen small plane advocates Tuesday protested a Lehigh-Northampton Airport Authority proposal to close the 75-year-old Forks Township airfield. While some circulated a petition urging the plan be killed, members of the Lehigh Valley General Aviation Association asked for a chance to find a buyer that would allow the 80-acre property to remain an airfield.

Lehigh-Northampton Airport Authority board members agreed not to act on Braden until next month, but airport Executive Director Charles Everett Jr. already knows where he stands. He recommended it be closed, saying Braden needs $2.6 million in improvements the authority can't afford, plus a yearly subsidy of $1,000 apiece for its 38 pilots.

"We are not in a position to keep open an operation that is projected to continue losing money," Everett said. "We cannot afford to invest in Braden, and we can't subsidize the pilots who use it."

That, according to a member of the local General Aviation Association and the Experimental Aircraft Association, is short-sighted.

"It's a unique, precious asset that a lot of communities would love to have," pilot Robert Brown of Easton told the Lehigh-Northampton Airport Authority board at Tuesday's meeting. "Once you close it, you can never get it back. Please don't close Braden Airpark."

The airfield has a single 1,956-foot runway and was opened in 1938 as Easton Airport by packaged-meat seller Edwin Braden. The Braden family sold it to the airport authority for $2.4 million in 1999, when it was renamed Braden Airpark. The Rev. Paul Braden, pastor of a church in Easton, said his family took less money to sell the airport to the authority back then so it could remain an airfield.

With a flight school and maintenance center, over the past seven decades it was a place where thousands of people learned to fly, practiced their hobby or based the plane they used for transportation.

The authority oversees the Lehigh Valley International Airport, which faces declining passenger traffic, and must repay millions to settle a court judgment for taking a developer's land in the 1990s.

That debt has caused the LVIA board to evaluate its assets, and Everett made it clear Tuesday his staff's assessment of Braden is that it be closed. According to Everett, Braden's hangars and terminal buildings badly need repairs costing $2.6 million over five years. Meanwhile, the authority pays $160,000 in annual debt service from when it was purchased.

Even without those big expenses, the airport's day-to-day operating expenses are projected to outpace revenues by $39,000 per year — meaning the airport would be subsidizing each pilot by more than $1,000 per year.

"Investing capital into a facility that has a negative rate of return?" authority board member Dean Browning said. "That makes no sense."

Neither do the numbers from Everett's evaluation, pilots say. They argue that the only reason revenues at Braden's are so low is because the authority refused to renew the lease of Moyer Aviation, which had been paying a $56,000-a-year lease fee to run airport flying and maintenance operations.

Vern Moyer's 18-member staff pumped the fuel, ran the flight school and fixed the planes for 16 years, but when the authority wanted him to work on a month-to-month lease while its assets were being evaluated, he moved Moyer Aviation to Pocono Mountain Municipal Airport in Monroe County.

"It's like poisoning your wife and then complaining that you are single," Paul Braden told the board. "Please consider the long-term affects of doing this, compared to the short-term gain."

Clarissa MacIntosh, an officer with the Lehigh Valley General Aviation Association, asked the board to delay its vote long enough for the association to find a private buyer for the airport.

"How long do you need?" asked Allentown Mayor Ed Pawlowski, an authority board member.

"About a year," MacIntosh said.

"A year?" Pawlowski said. "Maybe if you had said a few weeks. But not a year."

Everett said his staff has already considered the options of finding a new airport operator to do what Moyer did, or a private buyer to take it over. Neither is viable, he said: The airport simply needs too much work to justify keeping it open.

The authority could vote on the matter as early as its June 25 meeting. From there, Everett said he'd need 60 to 90 days to transfer the planes at Braden to LVIA or Queen City Airport. 

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Man dies after crash of ultralight aircraft south of Quebec City - Canada

The Canadian Press | May 28, 2013 | Last Updated: May 29, 2013 - 3:40 UTC

SAINT-LAMBERT-DE-LAUZON, Que. - A man is dead after the crash of an ultralight aircraft Tuesday afternoon in Saint-Lambert-de-Lauzon, south of Quebec City.

Provincial police say the incident occurred at about 4:45 p.m. on the runway of a small private airport where the victim was training to be a pilot.

Spokeswoman Audrey-Anne Bilodeau says the man in his early 60s was flying a gyroplane, a rotorcraft that resembles a helicopter.

She say he lifted off and crashed about 500 meters away when the rear of the aircraft touched the ground before the wheels.

The unidentified man died in hospital a few hours after the crash.

An instructor who was on the edge of the runway and other witnesses will be interviewed by the Transportation Safety Board.


Tuesday, May 28, 2013

Remos Aircraft GMBH, Remos G-3/600, N268RA: Fatal accident occurred August 28, 2010 in Tucson, Arizona

 Aviation Accident Final Report National Transportation Safety Board:

National Transportation Safety Board  -  Docket And Docket Items:

National Transportation Safety Board  -  Aviation Accident Data Summary:

NTSB Identification: WPR10FA435
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 28, 2010 in Tucson, AZ
Probable Cause Approval Date: 06/19/2013
Aircraft: REMOS AIRCRAFT GMBH REMOS G-3/600, registration: N268RA
Injuries: 1 Fatal,1 Serious.

NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

Witnesses observed the airplane taxi to the runway, and the student reported that the pilot spent about 2 minutes performing a preflight check of the engine. Seconds after liftoff, the pilot made a right turn before the intersection of the crossing active runway, about 200 feet above ground level. Witnesses observed the airplane remain at this altitude while flying a close-in downwind leg over airport buildings. The airplane continued a right turning descent onto the base and final approach legs. The airplane overshot the runway, and the bank angle increased to about 45 degrees. The airplane continued to descend, right wing low, and subsequently impacted the ground adjacent to the runway. It is unknown why the pilot flew this type of maneuver over the airport or if he intended to land on the runway. This was the student's first ride in a light airplane, and she recalled that the pilot banked the airplane steeply right, the wing was nearly perpendicular to the ground, and it "did not look right.” A postaccident examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's failure to maintain airplane control while maneuvering at a low altitude.


On August 28, 2010, about 0822 mountain standard time, a Remos Aircraft GMBH, Remos G-3/600, N268RA, crashed while maneuvering shortly after takeoff at the Marana Regional Airport, Tucson, Arizona. The airplane was owned and operated by Tucson Aeroservice Center, Inc., and was substantially damaged during the impact sequence. The commercial pilot held a certified flight instructor (CFI) certificate, and was fatally injured. The student pilot was seriously injured. Visual meteorological conditions prevailed at the time of the 14 Code of Federal Regulations (CFR) Part 91 instructional flight, and no flight plan was filed. The flight originated from runway 03, about 0817.

The operator reported that the purpose of the flight was to provide a prospective student with an introduction to aviation.

The 16-year-old student reported that the pilot performed a preflight inspection of the airplane and provided an explanation of the flight control system and instruments. Thereafter, the CFI started the engine and taxied for takeoff. This was the student's first ride in a light airplane.

The student recalled that the CFI spent between 1 and 2 minutes near the edge of the runway performing a pretakeoff check of the engine. Thereafter, the CFI increased engine power and the airplane took off. The student stated to the Safety Board investigator that she anticipated the flight would last about 1/2 hour. The student further indicated that seconds after liftoff the pilot made a right turn.

The student's mother, who was filming the flight, reported that the airplane flew over her location at low altitude. She was standing on the tarmac near the operator's hangar.

A pilot-witness who was inbound for runway 12 heard the accident pilot transmit that he was taking off on runway 03, but would not interfere with traffic on the crossing runway 12.

According to another pilot-witness who was departing from runway 12, which was predominantly the active runway, the local traffic pattern was fairly busy at the uncontrolled airport. This pilot-witness estimated that the accident airplane turned onto the crosswind leg before the intersection of runway 12, about 200 feet above ground level, then remained at altitude while on the downwind leg over the airport. The accident airplane turned to the right and subsequently crashed; coming to rest adjacent to runway 03.

A helicopter pilot-witness on the ground thought that the accident airplane might be performing stunts for the benefit of the people filming the flight and estimated that the airplane was about 50 to 75 feet agl when it banked steeply to the right and began to lose altitude. She reported that its wings were nearly perpendicular to the ground, and that the right wing impacted the ground first.

Another witness, who was a commercial pilot observing the accident airplane from the ramp near building 101, first saw the airplane on what appeared to be a "short approach" to runway 3. To this witness it appeared that the airplane's turn exceeded 45 degrees of bank and that the airplane was going to overshoot the runway. The airplane pitched up and then descended to the ground still in the 45-degree bank attitude.

Another witness on this road observed the accident airplane to be very low over the airport buildings, which he described as "very unusual." It turned right and proceeded west, but did not appear to climb. It made another right turn near the approach area, then made a steep right-hand bank, descended sharply, and disappeared from sight. This witness reported he saw no smoke or other indications of fire.

Several additional witnesses similarly reported observing the airplane following liftoff. The airplane commenced a right turn and entered the downwind leg while still over the airport. After flying a close-in downwind leg, the airplane made a circling descent onto the base and final approach legs while continuing in a right wing low attitude until impact.

The student stated to the Safety Board investigator that she recalled the pilot banked the airplane steeply right, the wing was nearly perpendicular to the ground, and it "did not look right."


The pilot, age 45, held a commercial pilot certificate with airplane ratings for single engine land, multi-engine land, and instruments. His certificate was endorsed for type ratings in DHC-8 and CA-212 airplanes, limited to second-in-command privileges. He also held a flight instructor certificate with single and multi-engine airplanes and instrument privileges. The certificate was issued January 26, 2009. The pilot held a first-class airman medical certificate issued October 12, 2009, without limitations.

No flight records were located for the pilot. On his most recent airman medical certificate application completed on October 11, 2009, the pilot reported a total time of 2,645 hours, with 340 accrued in the past 6 months.


The airplane, a Remos Aircraft GMBH G3/600, serial number 231, is a light sport aircraft manufactured in 2007. The operator’s records showed that the last condition/annual inspection was endorsed on August 19, 2009, at a recording tachometer reading of 785 hours, which is also the total time on the airframe and engine. The engine is a Rotax 912UL-S, serial number 5.649.795, and its condition/annual inspection corresponded to the airframe date.


The Marana Regional Airport elevation is 2,031 feet msl, and has two asphalt-covered hard-surfaced runways that intersect at a 90-degree angle. Runway 12/30 is 6,901 feet long by 100 feet wide. Runway 03/21 (used by the aircraft on departure) is 3,893 feet long by 75 feet wide. The distance from the end of runway 03 to the point it intersects and crosses runway 12/30 is about 2,800 feet.


The Marana airport is equipped with an Automated Weather Observation Station (AWOS). At 0825, the station recorded the weather as clear skies; visibility 10 miles; temperature 25 degrees Celsius; dewpoint 18 degrees Celsius; and wind from 011 degrees at 11 knots. None of the witnesses observed any unusual weather phenomena in the vicinity.


A Garmin 496 global positioning satellite receiver was installed in the airplane's instrument panel. The receiver was not damaged in the accident. The receiver had the capability of recording the airplane's flight track. The data and the plotted flight path were consistent with the witness observations.

In addition, the airplane was equipped with a Rotax FLTdat data recorder that records engine performance parameters. Review of the data showed that it was corrupt and not usable.


The airplane came to rest in an upright attitude about 70 feet south-southwest of the airport's windsock for runway 03. This location was about 70 feet west of the runway's left side, in a level dirt field, and nearly abeam runway 03's threshold. There was no fire.

A Federal Aviation Administration (FAA) airworthiness inspector responded to the accident site and documented the wreckage prior to its removal to a secure location. The FAA inspector reported no evidence of a preimpact flight control anomaly and fuel was noted in the fuel tanks.


The pilot was transported to a hospital; however, later died secondary to injuries received in the accident. An autopsy was performed by the Pima County Medical Examiner's Office. The autopsy did not disclose any evidence of physical incapacitation or impairment that would have adversely affected the pilot's ability to operate the aircraft. The cause of death was attributed to blunt force injuries.

The FAA Civil Aerospace Medical Institute, Oklahoma City, Oklahoma, performed forensic toxicology on specimens from the pilot with negative results for alcohol. Ephedrine was detected in urine and muscle tissue samples. Phenylpropanolamine and Pseudoephedrine were detected in urine.


The fuel supply system was examined, starting with the engine compartment moving aft to the fuel cell. Inspection of the right side carburetor found residual fuel remaining in the bowl. The left side carburetor bowl had separated in the accident sequence. Fuel was also found in the mechanical fuel pump and the fuel filter. No debris was present in the internal screen. Air was blown through the filter and no blockage was present. The electric fuel pump operated normally when energized. The fuel supply line screen filter (finger screen) was found to be free flowing and clear of debris. The fuel cell was inspected and no contamination or debris was noted. Throttle and choke control cables were intact and no anomalies were found with the cables or sheathing. The ACS ignition switch was tested and no discrepancies were found.

The flap control motor extension arm was found in the up position. Electric power was supplied to the flap control motor and the control arm moved full in and out with no discrepancies. The flap drive shaft extension measured at 4 9/16 from center of the bell crank bolt to the end of the actuator housing, which corresponds to 0 degrees of flap extension. The engagement drive pin slots on the flap torque tube was found at 12 and 6 o’clock positions, also corresponding to 0 degrees flap extension, and consistent with flap on wing being in the up position.

The right aileron outboard attach point was found intact and in place. Both wing root pins were installed and safety retention pins were installed. Elevator and rudder control systems were verified from the surfaces to the brake in the tail boom. The left wing aileron and flap control continuity was verified from the surfaces to the wing root. The elevator push-pull tube jam nut at the aft connection rod end was found loose. When turned clockwise, 4 flats were tight.

The left-side seat was in the full forward position. Damage to the right seat mounts was consistent with the seat in the middle position. The right seat separated from the pan and both inboard attach pins.

Left-to-right movement of the control stick in the cockpit moved the push-pull rods at the wing roots. Aileron actuation mechanism inside the cabin compartment appeared completely intact and damage free. All attaching hardware within the cabin area was intact and no damage noted.

The right wing was physically removed from the airframe. The aileron was broken approximately mid-span, with the outboard hinge still attached to the wing structure. The aileron torque tube was found to be sheared within the interior of the wing structure. Partial compression of tubing was noted and a sheared section appeared to be freshly exposed with no perceptible indication of corrosion or prior failure. Attachment of the torque tube to aileron bell crank was complete with all hardware securely fastened. No structure damage to the bell crank mounting gussets, bell crank proper or surrounding surfaces were noted.

Aileron control continuity was established except where damage/destruction was noted above, and freedom of movement appeared to be unimpeded.

The right-side flap was attached at all intact hinge locations. The flap actuating torque tube was intact with the structure and could be manipulated by hand. Engagement mechanism for the right wing flap torque tube studs was intact at the inboard-most position and no damage was noted.

The right wing strut was intact, with the wing internal bracing components undisturbed. All surrounding structure, gussets, and adhesion components were intact and unremarkable with no evidence of loss of structural integrity.

The right-hand strut intermediate vertical support tube (airfoil shaped) was found to be attached to the strut without any damage at the attach point. However, the point of attachment of this strut to the lower surface of the wing appeared to have been fractured and broken.

The under-wing attach socket (recessed) appeared intact and free of obvious damage. Inspection of the interior of the wing construction for this socket showed no signs of degradation of integrity and was sound and intact.

The root area of the right wing where it attached to the wing proper was completely ripped free of the wing itself. This section comprised the full span of the wing and was of various dimensions, being less (span-wise) at the leading edge as compared to the trailing edge area. It should be noted that upon initial examination on the day of the accident and at the crash site, the wing attach rod/pin was found to be completely installed and the safety pin intact.

The left wing aileron torque tube was found intact with no defects noted internally or externally. All hardware was intact with no evidence of binding or rubbing. The attachment mechanism were found intact and damage free along the entire length.

The empennage surfaces were intact and secured to the fuselage boom but the fuselage boom was found fractured and sheared approximately mid-length as observed from the general aft section of the cockpit “pod” to the leading edge of the vertical fin.

Initial examination showed nothing remarkable damage-wise to the vertical fin, horizontal stabilizer, elevator assembly, or rudder. Removal of the tail cone found the quick disconnect for the elevator tube intact and properly installed; however, the jam nut for the torque tube was found unsecured and unscrewed approximately four (4) nut “flats.” All electrical attachment items, i.e., strobe and trim motor, were found to be secured in their respective sockets and undamaged.

The rudder cables were found to be properly installed and secured with continuity verified.

The fuselage tail boom was found to have both the upper and lower seam halves to be split apart for some distance forward and aft of the sheared area. Interior inspection of both halves showed no indication that the structure failed prior to impact. All localized damage appeared to be fresh based on visual observations with strong light and mirror as required.

Bulkhead supports for the elevator push-pull torque tube are intact with no evidence of damage, displacement, or displacement based on visual inspection of the structure exposed except for one free-standing support approximately centered within the length of the tail boom. This support was in close proximity to the boom fracture and found broken free. Close examination indicated this support was broken free upon impact.
The ignition system components were taken to Rotech, a Rotax factory facility for examination and testing under the supervision of a Safety Board investigator.

Rotech technicians measured the electrical resistance of the stator elements (Generator coil, charging coil, and trigger coils). All tested within specification. The ignition coils produced spark on all terminals. Both ignition control modules (07-6227, 07-6209) regulated the start-up timing with in specification in both channels (2 channels per module-top & bottom). Initial spark being produced about 250 rpm (6° lead), and shifted to operating timing (26° lead) between 975-1050 rpm.

No anomalies were identified with the ignition system that would have precluded normal operation.

Remos Aircraft GMBH, Remos G-3/600, N268RA
Photo courtesy of Northwest Fire

The National Transportation Safety Board has released dramatic video showing a 2010 fatal plane crash in Marana.

The video was released in advance of an expected report on the cause of the crash at the Marana Regional Airport in August of 2010.

In the video, a single-engine plane flies low over the photographer moments after take off, then banks sharply before crashing.

45-year-old flight instructor Robert Cloutier died in the crash.

A 16-year-old student passenger was seriously injured.

The NTSB factual report finds no mechanical problems or weather issues.

Officials mulling thousands of Truckee-Tahoe Airport (KTRK) comments

Margaret Moran, SierraSun  

May 28, 2013

TRUCKEE, Calif. — The public has resoundingly answered Truckee Tahoe Airport District’s call to help pilot the airport’s future.

In an effort to update its 1998 master plan, the airport district solicited community input by holding eight public workshops in April that 190 people attended and offering an online survey that 311 people took, generating 3,200 comments.

“There’s nothing in here that I think is terribly surprising,” said Seana Doherty, owner of Freshtracks Communications, referring to the themes identified in the community outreach summary report compiled by the firm.

Some favored ideas include accommodating natural growth consistent with aviation and community demand; keeping undeveloped portions of airport property as open space; expanding the hours of the airport restaurant, Red Truckee; and having a flying club to promote the next generation of pilots, Doherty explained to the airport board of directors last Thursday.

The top two concerns voiced by community members were noise and growth — not wanting the airport to grow dramatically. To mitigate noise annoyance, options favored by the community are to discourage night operations, lengthen one of the runways and create a mandatory night curfew.

As far as having flight paths concentrated or dispersed, feedback is split, Doherty said.

Another concern — though not as high as noise and growth — is anti-pilot sentiment, specifically regarding district spending and decision making, she said.

“(The) first priority should be making this the best baby airport ever for aviation,” commented a workshop attendee, according to the report. “It’s fine to acknowledge neighbors’ concerns about noise, but that is way secondary to focusing on airport needs.”

Ideas favored by pilots include developing multi-use hangars, developing box/executive hangars and enhancing facilities, such as de-icing capabilities and the wash rack, among others. Not supported by the pilot community was an air traffic control tower.

“The next challenge is for the board to look at this and say, ‘OK, specifically, what does this mean as far as facilities and aviation,’” Doherty said.

On June 5, the airport board will have a special workshop to review the findings, along with results from a follow-up pilot survey, before its June 27 regular board meeting, where it will provide direction for airport master plan consultant Mead & Hunt to create alternatives for future airport needs.

“It’s not a foundational document for the master plan,” emphasized board member Lisa Wallace, referring to the community outreach summary report. “It’s an important document; it’s a very important tool, but there are other tools that we’re going to need.”

Some of those include Federal Aviation Administration requirements and results from a more scientific public polling process, she said.

A final airport master plan is expected to be adopted in 2014.

On the web 
To learn more about the airport master plan update or to review the community outreach summary report in its entirety, visit


Learn to fly at David Wayne Hooks Memorial Airport (KDWH), Houston, Texas

By Lindsay Peyton | May 28, 2013

American Flyers Flight School is welcoming anyone with an interest in aviation to stop by the airport - and consider learning to fly a plane.

The school, located at the David Wayne Hooks Memorial Airport at 20803 Stuebner Airline Road in Spring, hosts a monthly open house, free and open to the public.

Visitors are invited to a barbecue lunch starting promptly at noon, then to a tour of the facility and a presentation by a certified flight instructor.

The next open house will be Saturday, June 1. There is no need to make reservations and guests are encouraged to bring friends and family.

The event is the perfect opportunity to ask questions about flight school, check out the training aircraft and even try a "flight" in one of the school's state-of-the-art flight simulators, Brian Williams, director of operations for the Spring location, said.

"This is just to welcome people out," Williams said. "The airport is not off limits."

Every guest who attends will receive a certificate for two free hours of instruction in one of the flight simulators.

Williams said pilots are also invited to the event and to stay for a free FAA Wings seminar on Technologically Advanced Aircraft, presented by an American Flyers senior instructor.

"This is a chance for people who haven't ever flown before to learn about the school," Williams said. "And for people who haven't flown in a while, it's a chance to rekindle that fire."

Williams joined the staff at American Flyers in 1996 as an intern. He attended the flight school while working for the company.

"It's something I always wanted to do," he said.

The program includes group classes at the ground schools where students learn the basics.

The rest of the training is one-on-one and is designed to accommodate students' schedules, Williams said.

"We offer 24/7 flexibility," he said. "We're here for them."

Being available for training is important, Williams added. He recommends that people train two or three times a week until they finish.

"Consistency equals proficiency," he said.

The course work is patterned after military training, Williams explained.

It starts with brief lessons in classroom, then lessons in the flight simulators. When a student is proficient enough in virtual flight, it is time to take to the sky.

After flights, students have a chance to discuss their performance with instructors and study how they can improve.

The course also involves homework.

"It's a tough course, very laborious," Williams said. "We teach; we don't just go fly. You can better apply what you learn, and that's a critical difference between us and other schools."

The school has students of all ages - starting with the Young Eagle Program with 10 year olds and continuing to students in their late 70s.

"It's not nearly as difficult to get started as people think," Williams said. "It just takes a time commitment."

The school offers both the introductory flight course as well as a training program for commercial pilots.

"We serve people who want to be airline pilots and people who just want to fly for fun," Williams said.

American Flyers has been training pilots since 1939, and operates seven accredited schools in six states plus one in Mexico City. A new location is also opening in Amsterdam this year.

"We're one of the oldest flight schools on earth," Williams said. "For 70 years, we've been learning the right ways to do things. Our curriculum is seven decades in development."

Tim Genc, director of the American Flyer's headquarters in Chicago and the national school's online programs, said the first location of the school was in Dallas. At the time, it was an airline and a flight school.

"There's actually a famous picture of the Beatles in front of a plane with 'American' on the side," Genc said. "That's one of our planes."

Over time, the airline shut down and the focus switched to instruction, Genc said.

"We've continued to teach people to fly as our primary mission," he said.

He said the school has taught generations of pilots in the same families.

"We focus 100 percent on instruction," he said. "That's what we do. It's what we're good at."

Genc said that focus and specialization in training makes the program top-notch.

He also said the individual attention offered by the school sets it apart.

"We design a program specifically for you," he said. "The majority of our programs are for a person who needs to schedule around a normal life."

Williams said the quality of instructors at American Flyers is unique.

"We spend a lot of time training our instructors," he said.

Ultimately, Williams said flight school allows people to pursue a passion.

"It's just doing what you love," he said. "It's something that just grabs you. It's very rare that you can become disinterested in flight."

Genc said that there is currently a shortage of pilots. "That is something we are hoping to address," he said. "This is a good time to get into aviation. The need for pilots is enormous."

He said the school's students are equally split - with half seeking a career in an airline and the rest just pursuing a new hobby.

"If you're looking for your next adventure, we can help," he said.

Want to go?
What: American Flyers open house and barbecue.

When: Noon, Saturday, June 1.

Where: American Flyers is located on the northeast side of the David Wayne Hooks Memorial Airport, 20803 Stuebner Airline Road in Hangar 32

Details: 281-655-4500 or visit

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