Monday, April 22, 2013

Pocatello Regional (KPIH), Idaho: Airport Appreciation Day Taking Year Hiatus

No rodeo… no airshow, 2013 seems to be the year of “no” for one local city. It was just announced that the city of Pocatello will not be hosting their annual airport appreciation day because of a shortage of volunteers and uncertainty over the future of their air traffic control tower.

It’s the one day a year that the Pocatello Regional Airport has more air traffic than San Diego, Portland, or Oakland and so you can see why the air traffic controller situation would cause an issue.

“It’s not a local problem, it is a national problem,” said David Allen, Airport Manager. “With all the sequester cutbacks, there’s two issues. Number one, the towers that are being threatened with closure, there’s currently 149 towers that could face closure on June 15th unless some other action is taken. The other thing is the military sequester cutbacks.”

For many, the airport appreciation day was the only time they could fly in an airplane. It introduced thousands of people to the world of aviation every year. It was good for the industry and even better for the airport and that’s why organizers hope to bring this event back as soon as they can.

“We offer a lot that I don’t think people in Pocatello are familiar with,” said Wendy Harris, Committee Chair. “We have jet service. The AV Center has their charter service. We have a flight school. We have many things that the community is not even aware that we have out here in their backdoor. We would like to keep doing this event every year so that they can come out here and have a chance to see the static display. This airport used to be a large military base and I think it’s very important that the history of that continues.”

They realized with last year’s event that it is going to take a larger budget to make this event a major draw in the region. They are currently exploring funding option to make this happen.

Also affected by the sequestration cuts are the Navy’s Blue Angels flight demonstration squadron and Air Force Thunderbird team. These two fan favorites may not be putting on any shows this year. 

Airport Appreciation Day will be held Saturday, June 21, 2014. For additional information, contact airport management at 208-234-6154.


Source:  http://www.kpvi.com

Top Air, Turkey: Tamer Haliloglu - Cirrus SR22

 
 Hezarfen LTBW Corlu LTBU Hezarfen LTBW cekim öncesi check list yapılmıştır

Air India diverts flight to Mumbai for fresh crew

MUMBAI: More than 70 passengers on an Air India (AI) flight from Muscat to Chennai were stranded inside the aircraft after the flight made an unscheduled landing at Mumbai airport on Monday morning. The flight duty time limit (FDTL) of the flight crew had expired and the airline landed in Mumbai to change crew.

The flight duty time limit is the designated time a crew can operate a flight free of fatigue. After those designated hours expire, it is mandatory for the crew to take rest before they operate another flight. The FDTL is about eight hours for short-haul flights.

The passengers had to wait for three hours before the flight eventually took off.

AI flight 0908 from Muscat was to depart for Chennai at 8pm on Sunday. The flight was supposed to reach Chennai at 3am, but after departure, AI decided to make a technical landing at Mumbai airport as the FDTL of the flight crew had expired due to the delay at the place of origin.

The flight instead stopped midway at Mumbai airport at 8am. The 72 passengers on board were taken by surprise when the pilot announced a landing at Mumbai. Even after the flight landed, passengers were told to stay inside the aircraft.

"We were all confused as the airline staff did not allow us to alight. They said they would take a short while before they take off for Chennai. However, the wait lasted three hours," said a Madurai resident who was on the flight. "Not only were we not told about the exact time the flight would spend at Mumbai, but no refreshments or food were offered to us," he added.

Passengers said there was a lack of communication from the airline. "This made it worse as we didn't know what was happening," said a passenger. The flight eventually departed from Mumbai at 11pm.

An AI spokesperson said the crew had to be changed and hence the flight was brought to Mumbai. "It took some time to arrange the crew. The flight departed from Mumbai after three hours," the spokesperson said. 

Source:  http://timesofindia.indiatimes.com

Beech B35 Bonanza, N5155C: Auburn Municipal Airport (KAUN), California


SACRAMENTO, Calif. (KCRA) —A small plane crashed at the Auburn Airport on Monday afternoon, officials said. 

No one was hurt.

It appears the landing gear failed, and the front gear gave way, a Cal Fire spokesperson said.

Officials first learned of the crash about 3:20 p.m.

As of 3:45 p.m., Cal Fire said the single-runway airport is shut down for now, and the FAA has to respond.

Alaska National Guardsmen Rescue Pilot Northwest of Bettles

By Sgt Balinda O'Neal | Alaska National Guard

CAMP DENALI, Alaska—Airmen with the Alaska Air National Guard’s 210th, 211th and 212th Rescue Squadrons rescued a pilot stranded 80 miles northwest of Bettles April 21.

A concerned family member of the pilot notified the 11th Air Force Rescue Coordination Center at 10:23 p.m. April 20 that the pilot’s aircraft, an Aviat Husky, was overdue. The RCC immediately called the FAA to solicit reports of emergency locator transmitter beacons in the Fairbanks vicinity. 

According to the RCC, after airports along the pilot’s flight path reported no sign of the aircraft, the FAA issued an alert notice for an overdue aircraft traveling from Chena Marina to an area northwest of Bettles.

“By filing a flight plan with his family, the RCC was able to identify that the aircraft was overdue rather quickly,” said Senior Master Sgt. Robert Carte, superintendent, 11th Air Force RCC.  “We strongly encourage people to file a flight plan with the FAA, or at a minimum, with their family. 

The 176th Wing of the Alaska Air National Guard, based at Joint Base Elmendorf-Richardson, accepted the mission to search for the overdue aircraft and notified the 211th and 212th Rescue Squadrons of the situation.

Subsequently, the RCC received the first report of an ELT at 2:26 a.m. from a high flying aircraft in the vicinity of the pilot’s intended route of flight.  At 3:05 a.m., an HC-130 “King” aircraft from the 211th Rescue Squadron was airborne, with a 212th Guardian Angel pararescue team onboard, from Joint Base Elmendorf- Richardson and enroute to the pilot’s last known location.

After picking up the electronic signal at 5:26 a.m., the HC-130 was able to visually locate the aircraft and pilot stranded on a sandbar about 80 miles northwest of Bettles at 5:45 a.m.

After establishing radio contact with the pilot, it was determined that he had no medical issues and that a helicopter would be required for a rescue.

An HH-60 Pave Hawk helicopter from the 210th Rescue Squadron with another Guardian Angel pararescue team onboard from the 212th Rescue Squadron was enroute to the plane’s location shortly after 6 a.m. The helicopter arrived on scene and the Guardian Angels began recovery efforts at 11:20 a.m.  There was no place near the plane’s location for the helicopter to safely land, so a rescue hoist had to be conducted to lift the pilot to safety.

The pilot was on board the helicopter and enroute to the Fairbanks International Airport at 11:25 a.m. where he was released to Alaska State Troopers at 1:15 p.m.

According to the RCC the pilot was prepared with a survival kit. 

“Flying during the winter in Alaska is a higher risk activity, and we encourage everyone to have an adequate survival kit,” Carte said. “Luckily, we were able to rescue the pilot in a short amount of time, and he wasn’t forced to use all of his survival gear.  Rescue forces can be delayed due to weather and other issues that may arise.  Aviators need to be able to sustain the life of the crew and passengers for a couple of days.”

The Alaska Air National Guard’s 210th, 211th and 212th Rescue Squadrons were awarded one save for this mission.


Source:  http://alaska-native-news.com

Vans RV-4, N194BD: Accident occurred April 20, 2013 in Bullhead City, Arizona

http://registry.faa.gov/N194BD  

NTSB Identification: WPR13LA203  
14 CFR Part 91: General Aviation
Accident occurred Saturday, April 20, 2013 in Bullhead City, AZ
Probable Cause Approval Date: 08/29/2013
Aircraft: HOFFMAN RV-4, registration: N194BD
Injuries: 1 Fatal.

NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

The wreckage was located on airport property in the early morning hours having crashed under unknown circumstances. There were no witnesses to the accident. The medical examiner determined that the pilot died as a result of a self-inflicted gunshot wound and the manner of death was determined to be suicide.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:

The pilot’s suicidal act.

On April 20, 2013, between 0600 and 0720 mountain standard time, an experimental amateur built Hoffman RV-4, N194BD, crashed at Bullhead City Airport (IFP), Bullhead City, Arizona. The owner/pilot was operating the airplane under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The commercial pilot sustained fatal injuries as a result of a self-inflicted gunshot wound; the airplane sustained substantial damage by impact forces. The cross-country personal flight departed Cottonwood, Arizona, sometime after 0600 with an unknown destination. Visual meteorological conditions prevailed, and no flight plan had been filed

Airport personnel from IFP reported that during an airport safety sweep about 0720, they found the crashed airplane between the runway and the taxiway. They reported it was not present during the previous sweep at 0430. There were no identified witnesses to the airplane impact.

A witness at Cottonwood Airport (P52), Cottonwood, reported that he heard what he believed to be N194BD depart sometime after 0600. He further stated the airplane was observed at the airport on Friday night.

On April 22, 2013, the Mohave County medical examiner performed an autopsy on the pilot. It was determined that the pilot died as a result of a self-inflicted gunshot wound. The manner of death was determined to be suicide.


NTSB Identification: WPR13LA203 
 14 CFR Part 91: General Aviation
Accident occurred Saturday, April 20, 2013 in Bullhead City, AZ
Aircraft: HOFFMAN RV-4, registration: N194BD
Injuries: 1 Fatal.

NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On April 20, 2013, between 0600 and 0720 mountain standard time, an experimental amateur built Hoffman RV-4, N194BD, crashed at Bullhead City Airport (IFP), Bullhead City, Arizona. The owner/pilot was operating the airplane under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The commercial pilot sustained fatal injuries as a result of a self-inflicted gunshot wound; the airplane sustained substantial damage by impact forces. The cross-country personal flight departed Cottonwood, Arizona, sometime after 0600 with an unknown destination. Visual meteorological conditions prevailed, and no flight plan had been filed.

Airport personnel from IFP reported that during an airport safety sweep about 0720, they found the crashed airplane between the runway and the taxiway. They reported it was not present during the previous sweep at 0430. There were no identified witnesses to the airplane impact.

A witness at Cottonwood Airport (P52), Cottonwood, reported that he heard what he believed to be N194BD depart sometime after 0600. He further stated the airplane was observed at the airport on Friday night.

On April 22, 2013, the Mohave County medical examiner performed an autopsy on the pilot. It was determined that the pilot died as a result of a self-inflicted gunshot wound. The manner of death was determined to be suicide.



Thomas Joseph 
 Courtesy Gordon Goddard, Airport Photographer


BULLHEAD CITY - A man who was thought to have died in a plane crash in Laughlin/ Bullhead International Airport was from the Verde Valley and is now reported to have killed himself. The dead pilot is identified as Thomas Joseph, 44.

The airport near the Colorado River is not staffed overnight, but when crew members arrived early Saturday morning, they found a small experimental aircraft had crashed between the runway and a parallel taxiway, according to Airport Director David Gaines.

Gaines said he was uncertain of the exact time of the crash, reporting that at 7:20 a.m. Saturday, the aircraft was discovered by a duty aircraft rescue firefighter at the airport.

The RV-4 is a kit-built two-seater based manufactured in Aurora, Ore., by Van's Aircraft with more than 1300 completed and flown. Joseph kept his RV-4 at the Cottonwood Airport.

Monday afternoon an autopsy was completed on the dead pilot and it was reported that he did not die from the plane crash, but rather a self-inflicted gunshot before the plane crashed. The Mohave County medical examiner determined that Tom Joseph killed himself before the plane crashed, according to Bullhead City Police Spokeswoman Emily Frommelt.

FAA inspectors arrive and began the investigation into the crash.


Source:  http://verdenews.com

BULLHEAD CITY, Arizona — Authorities say a man flying an experimental plane fatally shot himself moments before the plane crashed at a northwestern Arizona airport.

Bullhead City police on Monday identified the pilot as 44-year-old Thomas Joseph. They say he lived in Yavapai County, but his hometown wasn't immediately released.

Police say an autopsy showed Thomas died from a self-inflicted gunshot wound to the head.

Authorities say he was the only person aboard the plane that crashed about 7:30 a.m. Saturday near the runway at Laughlin/Bullhead International Airport near the Arizona-Nevada border.

Officials with the Federal Aviation Administration are investigating the crash.

Information from: Mohave Valley Daily News, http://www.mohavedailynews.com

Cessna 401, N9DM: Accident occurred May 11, 2012 in Chanute, Kansas

NTSB Identification: CEN12FA290 
14 CFR Part 91: General Aviation
Accident occurred Friday, May 11, 2012 in Chanute, KS
Probable Cause Approval Date: 09/05/2013
Aircraft: CESSNA 401, registration: N9DM
Injuries: 4 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.

While en route to the destination airport, the pilot turned on the cabin heater and, afterward, an unusual smell was detected by the occupants and the ambient air temperature increased. When the pilot turned the heater off, dark smoke entered the cabin and obscured the occupants' vision. The smoke likely interfered with the pilot’s ability to identify a safe landing site. During the subsequent emergency landing attempt to a field, the airplane’s wing contacted the ground and the airplane cartwheeled. Examination of the airplane found several leaks around weld points on the combustion chamber of the heater unit. A review of logbook entries revealed that the heater was documented as inoperative during the most recent annual inspection. Although a work order indicated that maintenance work was completed at a later date, there was no logbook entry that returned the heater to service. There were no entries in the maintenance logbooks that documented any testing of the heater or tracking of the heater's hours of operation. A flight instructor who flew with the pilot previously stated that the pilot used the heater on the accident airplane at least once before the accident flight. The heater’s overheat warning light activated during that flight, and the heater shut down without incident. The flight instructor showed the pilot how to reset the overheat circuit breaker but did not follow up on its status during their instruction. There is no evidence that a mechanic examined the airplane before the accident flight. Regarding the overheat warning light, the airplane flight manual states that the heater “should be thoroughly checked to determine the reason for the malfunction” before the overheat switch is reset. The pilot’s use of the heater on the accident flight suggests that he did not understand its status and risk of its continued use without verifying that it had been thoroughly checked as outlined in the airplane flight manual. A review of applicable airworthiness directives found that, in comparison with similar combustion heater units, there is no calendar time limit that would require periodic inspection of the accident unit. In addition, there is no guidance or instruction to disable the heater such that it could no longer be activated in the airplane if the heater was not airworthy.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:

The malfunction of the cabin heater, which resulted in an inflight fire and smoke in the airplane. Contributing to the accident was the pilot’s lack of understanding concerning the status of the airplane's heater system following and earlier overheat event and risk of its continued use. Also contributing were the inadequate inspection criteria for the cabin heater.


HISTORY OF FLIGHT

On May 11, 2012, approximately 1630 central daylight time, a Cessna 401 airplane, N9DM, collided with terrain near Chanute, Kansas. A post crash fire ensued. The commercial pilot and three passengers were fatally injured. One passenger was seriously injured. The airplane was substantially damaged. The airplane was registered to DRDJ Sales and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91, as a personal flight. Visual meteorological conditions prevailed for the flight which operated on an instrument flight rules plan. The cross-country flight departed the Richard Lloyd Jones Jr. Airport (RVS), Tulsa, Oklahoma, approximately 1545, for the Council Bluffs Municipal Airport (CBF), Council Bluffs, Iowa.

The survivor of the accident provided a written statement of the accident. She reported that when the pilot turned on the heater, a “terrible smell” was detected. The pilot told the passengers that the smell was normal for some heaters. When the pilot turned the heater off, dark, black smoke began to enter the airplane, which made it difficult to see. In an attempt to extinguish the fire, they poured water bottles in the vents, which had not effect. The pilot quickly descended. During the emergency landing, the pilot attempted to pull up, but the wing tip hit the ground first. The passenger thought the airplane rolled as it hit the ground. Another passenger assisted her in egressing from the airplane, but that survivor later succumbed to his injuries.

PERSONNEL INFORMATION

The pilot, age 23, held a commercial pilot certificate with airplane single engine land, airplane multiengine land, and instrument airplane ratings. On June 28, 2011, a first class medical certificate was issued with the restriction “not valid for night flying or by color signal control.” At the time of the pilot’s application for a medical certificate he reported accumulating 600 total hours, with 50 logged in the preceding 6 months. On June 27, 2010, the pilot had applied for his commercial pilot certificate and on that application he reported 392.8 hour of total time. The pilot’s logbook was not located during the course of the investigation.

AIRCRAFT INFORMATION

The multi-engine airplane, N9DM, serial number 401-0123, was manufactured in 1967. It was powered by two turbo-charged, fuel injected, 300-horsepower, TSIO-520-E engines. Each engine drove a metal, 3-blade propeller. According to the airplane’s logbooks, the last annual inspection was accomplished on January 15, 2012, at a Hobbs time of 2,455.5 hours. This inspection had a remark, “heater is inop[erative].” A sales advertisement, dated January 8, 2012, listed the airframe’s total time as 4,819 hours. Including the time the pilot flew for his insurance requirements, the airframe had accumulated at least 4,831 hours.

METEOROLOGICAL INFORMATION

At 1652, an automated weather reporting facility located at the Chanute-Martin Johnson Airport (KCNU), Chanute, Kansas, 6 nautical miles east of the accident site, reported wind from 180 degrees at 4 knots, visibility 10 miles, a broken ceiling at 11,000 feet, temperature 21 degrees Celsius (C), dew point 15 C, and a barometric pressure of 30.07 inches of mercury.

COMMUNICATIONS

The pilot was under radar and radio contact with Kansas City Air Route Traffic Control Center (ARTCC) and at 1606 reported that the airplane was level at 10,000 feet. The pilot requested and was approved to proceed direct to CBF. At 1624, the pilot requested a descent from 10,000 to 8,000 to “get out of the clouds and turbulence,” which was approved. ARTCC then issued a frequency change which was acknowledged by the pilot. The pilot did not make radio contact with the next controller, and there were no further communications with the pilot. In addition, no distress calls were heard by ARTCC controllers or other pilots on either ARTCC frequency.

WRECKAGE AND IMPACT INFORMATION

The accident site was in a line of trees between a grass field and a corn field. The debris path was aligned along a 277 degree magnetic heading. The first impact point was a narrow ground scar consistent with a wing tip strike. Near the impact point was a portion of the right wing tip. About 88 feet down the wreckage path were two ground scars of varying lengths. No other ground scars were found leading to the main wreckage.

The main wreckage came to reset in a tree line about 162 feet from the initial impact scar, in the upright position, facing east. A post-crash fire had consumed a majority of the fuselage. All of the airframe’s flight control surfaces were accounted for at the accident site.

The left wing remained attached to the fuselage. However, just outboard of the engine nacelle, the wing was torn and fragmented. The left engine separated from the nacelle and was located behind the left wing. The right wing remained attached to the fuselage and was crushed rearward and folded along its length. The outboard portion of the wing was bent upward and twisted rearward. The right engine had separated from its nacelle and was located 105 feet west of the main wreckage.

The vertical stabilizer was torn and twisted. The rudder was torn and separated from the vertical stabilizer, but remained attached to the fuselage via the control cables. The vertical stabilizer and elevator had separated from the empennage and were beneath the tail portion of the airplane. Flight control continuity was established to all flight controls.

The flaps were set to 15 degrees. The landing gear was in the retracted position. Portions of acrylic glass from the forward wind screens were found east of the wreckage in an area not exposed to the post-crash fire. These portions of acrylic glass contained soot on the cabin side surface. The cockpit gauges were impact and thermally damaged and did not convey reliable information. Both fuel selector valves were examined and found in the OFF position.

The left propeller had separated from the propeller hub and was found near the right wing. All three blades were relatively straight with one blade bent rearward near its mid-span. All three blades had soil and debris on the blade tips. The right propeller remained attached to the propeller hub. All three blades displayed leading edge polishing and damage near the blade tips. The blades were labeled A, B, and C, for documentation purposes only. Blade A was bent rearward just outboard of the blade root and bent forward near its 2/3 span. Blade B was bent forward towards the cambered side. Blade C was curled towards the cambered side near its mid-span.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was performed on the pilot as authorized by the Wilson County Coroner’s Office. The cause of death was a result of thermal injuries. The autopsy found no indication of physical or toxicological impairment.

Forensic toxicology was performed on specimens from the pilot by the FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. A reading of 12% carbon monoxide was detected in the pilot’s blood. Testing did not detect the presence of cyanide, ethanol, or other tested substances.

TEST AND RESEARCH

Engine runs

Both engines were shipped to Continental Motors Inc., Mobile, Alabama. Under the auspices of the NTSB, the engines were examined and prepped for engine runs. Each engine started and produced rated horsepower. No preimpact anomalies were detected with either engine.

Airplane Heater

The airplane was equipped with a South Wind 8259GL-1 combustion heater, serial number 388, which was last overhauled on February 11, 1994. Airplane logbooks recorded the heater’s installation on October 17, 1996, with a heater Hobbs time of 126.4 hours and Airworthiness Directive (AD) 81-09-09 accomplished. A review of the logbook did not find any additional entries for heater Hobbs time or compliance with AD 81-09-09.

On January 6, 2011, an annual inspection was accomplished and the heater was mistakenly identified as a Janitrol heater. This entry listed the heater as inoperative. A work order, dated February 9, 2011, described work performed on the heater: “Troubleshoot cabin heater. Found that cause of no fuel to fuel pump was due to no electrical power to fuel safety valve. Found stuck airflow switch, cleaned and heater operated normally.” There was not a log book entry that returned the heater to service. In addition, there was no evidence that a pressure decay test was accomplished. The heater Hobbs was destroyed in the accident and the heater’s hours could not be verified.

For insurance purposes, the pilot was required to fly with a certificated flight instructor (CFI) for at least 12 hours to obtain familiarization in the airplane make and model. In a telephone interview with the CFI, he recalled that during a flight on April 25, 2012, the heater’s overheat light illuminated shortly after they activated the heater. The heater shut down and no smoke or fumes were detected by the flight crew, so they continued to their destination. At the destination, the CFI demonstrated to the pilot how to reset the circuit breaker. He stated that they performed the return flight without utilizing the heater. Although they flew at least one additional flight on May 2, the CFI did not know any further information about the heater. The pilot’s father (a retired airline pilot) had flown with the pilot on May 6, in the accident airplane. He did not recall any placard on the heater and the pilot had not mentioned any problems with the heater to his father. Fire damage to the heater switch area prevented an evaluation of any placards.

Cessna’s Model 401 Owner’s Manual states that when the overheat warning light is illuminated, the heater overheat switch has been actuated and the temperature of the air in the heater has exceeded 325 degrees Fahrenheit. Once the heater switch is actuated, the heater turns off and cannot be restarted until the overheat switch, located in the right forward nose compartment, has been reset. Prior to having the overheat switch reset, the heater should be thoroughly checked to determine the reason for the malfunction.

There is no record of work being accomplished on the accident airplane after the overheat light had illuminated. Neither of the airplane’s home airfield repair shops performed work on the accident airplane. The fixed base operator did not recall seeing any personnel performing work on the airplane in the days preceding the accident.

Cessna’s service manual for the Cessna 401 listed the causes of “heater trips over heat switch” as a defective overheat switch or insufficient vent air and a defective duct limit switch. The corrective action is to replace the overheat switch or replace the duct limit switch and increase the air rate, respectively.

South Wind Heater exam

The heater was examined at Cessna Aircraft Company under the auspices of the NTSB and FAA. The heater displayed signatures of thermal damage. When the igniter housing assembly was removed, thermal damage was noted to the ignition unit and spark plug. The spark plug displayed heavy sooting. The heater’s shroud was removed and the duct limit switch was found to be misaligned. Discoloration on the switch surface suggested a misalignment prior to heat discoloring the metal. The combustion chamber’s interior was heavily sooted and contained several large pieces of carbon deposits and debris. The heater was reassembled with and sealed through the use of a general sealant. Attempts to perform a pressure decay test were unsuccessful. Utilizing a soap and water mixture and pressurization, at least four portions of the combustion chamber displayed signs of leaks. At least three leaks existed on welded joints and one leak around the igniter tip.

Compliance with Airworthiness Directive (AD) 81-09-09

After compliance with AD 81-09-09, the heater is required to be inspected every 250 hours of use and overhauled every 1,000 hours. Unlike comparable combustion heaters, there is no calendar time limits which would require an inspection. If the inspection is not completed or the heater is inoperative, there is no guidance in the AD to disable the heater in a manner that it can no longer be activated in airplane. In contrast, a similar heater’s AD requires a visual inspection every 100 hours or 1 year. That AD also provides steps to disable the heater in a manner that it can no longer be used, if the heater fails inspection or as an alternate compliance to the AD.


NTSB Identification: CEN12FA290
14 CFR Part 91: General Aviation
Accident occurred Friday, May 11, 2012 in Chanute, KS
Aircraft: CESSNA 401, registration: N9DM
Injuries: 4 Fatal,1 Serious.

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 11, 2012, approximately 1630 central daylight time, a Cessna 401 airplane, N9DM, was substantially damaged upon impact with terrain near Chanute, Kansas. The commercial pilot and three passengers were fatally injured. One passenger was seriously injured. The airplane was registered to and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91, as a personal flight. Visual meteorological conditions prevailed for the flight which operated on an instrument flight plan. The cross-country flight departed the Richard Lloyd Jones Jr. Airport (RVS), Tulsa, Oklahoma, approximately 1545, for the Council Bluffs Municipal Airport (CBF), Council Bluffs, Iowa.

Initial reports indicate that the pilot received air traffic control services and had requested to descend from 10,000 feet mean sea level (msl) to 8,000 feet msl. There were no further radio communications between the pilot and air traffic control, nor were there any distress calls by the pilot.

The accident site was located in a tree line, between a grass field and a corn field. The wreckage path’s initial impact point was a ground scar consistent with a ground contact by the right wing tip, followed by signatures of additional ground impacts, before the airplane collided with a large tree. A post crash fire ensured. All major airplane components were accounted for at the accident scene.

The wreckage was retained for further examination.

Peter Prince Field (2R4), Milton, Florida: Airport to get new hangars this year



By Jason Jandura/Press Gazette 

Published: Monday, April 22, 2013 at 16:48 PM. 


Construction is expected to begin at Peter Prince Airport to build eight to 10 additional airplane hangars, later this year.

The project is five-to-six years in the making, according to County Engineer Roger Blaylock. He said the construction falls in line with expected growth at the airport that handles mostly single-engine planes.

The entire project is expected to cost $840,000. Santa Rosa County will be funding the construction with help from the Florida Department of Transportation (FDOT), according to Blaylock. The county will be responsible for $336,000, while the FDOT will fund the remaining $504,000 as part of a joint participation agreement.

Santa Rosa County has been involved in this cost-sharing program with the FDOT since 1988, according to Blaylock.          

Bidding for the hangar construction project will begin in the next 30-60 days, Blaylock says, with an expected award date this summer. The county will lease the new hangers to private parties for a monthly fee. Current fees for storage range from $175 to $225 for light-twin and cabin-twin hangars and $800 to $1,000 for corporate hangars. Revenue generated from the rentals is put directly back into the airport, Blaylock says.

County officials say Peter Prince Airport currently has 100 hangars at full occupancy. There are 31 tie-down spaces sharing apron space where planes can be strapped down to the runway for storage, according to David Glass, president of aircraft management services. The Federal Aviation Administration requires both county and private operations receive equal access to the airport. Glass says there are tentative plans to expand tie-down spaces to an existing parking lot at the site.

Single-engine planes, according to an airport study released by the county, generate 98 percent of the airport traffic. There are a small number of twin-engine planes and helicopters stored at the East Milton location. Demand for additional storage is expected to continue largely within the single-engine format, with a slight increase in small twin-engine planes.



Story and Photo:  http://www.srpressgazette.com

Airline Delays Follow Sequester-Tied Furloughs: WSJ

Updated April 22, 2013, 3:26 p.m. ET 

By SUSAN CAREY
The Wall Street Journal

A day after the Federal Aviation Administration began furloughing some of its air-traffic controllers to save money because of the budget sequester, delays began to creep into the national airspace.

The FAA said on its website that Baltimore-Washington International Airport flight departures were being slowed down Monday due to traffic-management initiatives to "meter" the volume. The agency said the delays were running at an hour to an hour and 15 minutes by midafternoon.

Charlotte, N.C.'s airport was under a traffic-management program for arriving traffic due to "staffing" and "other" causes, leading to 17 minute delays.

Runway and taxiway maintenance at New York's John F. Kennedy International Airport on Monday was causing departing flight delays to run at two hours and 45 minutes, the FAA said. At New York's LaGuardia Airport, windy conditions were slowing arrivals by about the same length of time, while departures were running an hour and 43 minutes behind, the agency reported. Newark Liberty International Airport in New Jersey, also affected by wind, was seeing departure delays of an hour and 23 minutes, the agency said.

The New York-area delays can't be directly linked to having 10% fewer controllers on duty. But the FAA was unambiguous about the reason for arrival slowdowns Sunday night at JFK and LaGuardia. Both of these traffic-management initiatives were due in part to "staffing," the agency said on its airport status information website Sunday.

Rich Frostig, a public relations consultant, was trying to get home to Connecticut Sunday night with his wife after a weekend in Chicago. He said because the couple was flying from Chicago's Midway Airport, they didn't anticipate any problems. Chicago's O'Hare International Airport is one of 13 major airports where the FAA has warned that delays of up to 6,700 flights a day can be expected. But Midway isn't on that list.

Mr. Frostig said the Southwest Airlines  flight was slated to depart at 5:15 p.m. CT on Sunday night. But it didn't get under way until 6:50 p.m. The pilot explained to passengers that "the sequester cuts have caused air-traffic controller furloughs," Mr. Frostig said. The pilot went on to say that the sequester will bring delays, "and there is nothing we can do to avoid them." The plane landed at LaGuardia after 9:30 p.m. ET.

If such delays continue, "I think this is going to really affect traveling," Mr. Frostig said.

The Global Business Travel Association, a trade group for the business-travel industry, wrote to FAA Administrator Michael Huerta on Friday, expressing "significant concerns" about the potential delay to business travelers. "We are very much alarmed by the list of airports and the expected delays," said the association's executive director, Michael McCormick.

United Continental Holdings Inc. posted a notice on its website Monday offering travelers booked to fly to, from or through Los Angeles International Airport on Monday and Tuesday same-day flight changes within 24 hours of their original departure times without change fees. The carrier said the waiver was due to "FAA furloughs."

Alaska Air Group Inc.'s Alaska Airlines ran into an FAA ground-stop program late Sunday at Los Angeles International Airport. The airline said it was due to worsening weather conditions and insufficient controller staffing. The delays affected six Alaska flights and one of its Horizon commuter flights, which was canceled. One Alaska flight from Seattle and another from Portland, Ore., landed instead in Ontario, Calif., about 54 miles east of LAX. Alaska said in an internal email that it arranged buses to drive the passengers to LAX, a step it had laid out publicly on Saturday in its contingency plans. The other four LAX arrivals were late, the airline said.

Most other airlines haven't released many details of how they plan to cope with delays and cancellations, or what they will do to help their passengers.

John Thomas, head of the global aviation practice for consultants L.E.K Consulting, said Monday there is little airlines can actually do to keep their schedules from unraveling in the face of delays that will affect about a third of the nation's daily commercial passenger flights. If an airline tries to consolidate passengers from several small planes onto one flight using a larger jetliner, that airline would open up landing slots that its rivals might use by not trimming their own schedules. Moreover, he said, "given the complexity of the system, it's hard to change schedules." Airlines can increase the amount of scheduled time for a flight to build a buffer against delays, Mr. Thomas said. "But that costs money as it reduces the number of flights you can schedule for an aircraft."

Airlines for America, the trade group representing the major U.S. airlines, said it will continue to press its legal challenge of the FAA's controller furloughs even though the U.S. Court of Appeals for the District of Columbia Circuit last Friday denied its request for an emergency motion, a spokeswoman for the trade group said. The court merely said the petition "has not satisfied the stringent requirement for a stay pending court review," according to a court document.

A number of airline unions and aviation trade associations signed a letter sent to White House Chief of Staff Denis McDonough on Friday. The letter asked the administration to give the FAA funding flexibility to avoid the controller furloughs. The letter was initiated by the National Air-Traffic Controllers Association, the union that represents the nation's 15,000 civilian controllers who are now being hit by the furloughs.

The FAA, in a statement Sunday, said it will work with the airlines and use a comprehensive set of air-traffic management tools to minimize the delay impacts of lower staffing as it moves into the busy summer travel season.

At the daily press briefing Monday, White House Press Secretary Jay Carney was asked about the FAA furloughs brought about by the sequester. He said they couldn't be avoided because most of the FAA budget pays for personnel.

Sunday, the first day on which controllers were required to take one day off without pay for every 10 work days, relatively good weather helped the industry get 81% of the 22,874 flights to their destinations on time, according to Flightstats.com, an airline-schedule tracking website. But traffic is heavier on weekdays, and inclement weather could create havoc when layered onto the reduced controller work force, experts said.

Source:  http://online.wsj.com

Alon A-2 Aircoupe, N6369V: Accident occurred April 22, 2013 in Greenbrier, Arkansas

NTSB Identification: CEN13LA237  
4 CFR Part 91: General Aviation
Accident occurred Monday, April 22, 2013 in Greenbrier, AR
Probable Cause Approval Date: 01/30/2014
Aircraft: ALON A2, registration: N6369V
Injuries: 1 Fatal.

NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

According to a friend, the pilot had not flown regularly for about 20 years. However, the pilot had recently purchased an airplane and passed a biennial flight review. The flight instructor who conducted the flight review recommended to the pilot that he obtain additional flight instruction. The accident pilot then departed the location of the review to ferry the airplane to his home. A witness reported that, once the pilot reached the destination airport, the first two landing attempts were unstable, and the pilot initiated go-arounds each time. During the third landing, the airplane bounced and began to porpoise, and it then departed the left side of the runway and impacted a culvert. The pilot initiated a third go-around, during which, the airplane struck a tree and impacted terrain. A 131-foot ridge was located about 1,000 feet ahead of the approach end of the runway. Further, the runway was relatively narrow (about 40 feet) with a downslope. The combination of these factors created a challenging runway environment. It is likely that the pilot did not properly flare the airplane and then recover from the bounced landing due to his limited recent flying experience and proficiency.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's improper recovery from a bounced landing and porpoise. Contributing to the accident were the pilot's limited recent flying experience and proficiency and the challenging runway environment.


HISTORY OF FLIGHT

On April 22, 2013, about 1117 central daylight time, an Alon A2 airplane, N6369V, was destroyed after impact with terrain at Arkavalley Airport (12A), Greenbrier, Arkansas. The pilot was fatally injured. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91, with no flight plan filed. Day visual meteorological conditions prevailed for the flight, which originated from the Dennis F. Cantrell Airport (KCWS), Conway, Arkansas at 1055.

According to a witness, the pilot attempted two landings on Runway 18, touching down briefly on each attempt and then performing a go-around. On the third landing attempt, the airplane touched down, bounced, and began to porpoise. About 1000 feet after the first bounce, the airplane departed the left side of the runway and subsequently struck a culvert. As the pilot initiated a go around, the airplane became airborne and impacted a tree to the left of the runway. The airplane subsequently impacted terrain and a post impact fire ensued, consuming the majority of the airplane.

PERSONNEL INFORMATION

The pilot, age 81, held a commercial pilot license with airplane single-engine land and instrument ratings. On September 21, 2011, the pilot was issued a limited Class 3 limited medical certificate, which required corrective lenses be worn. At the time of exam, the pilot reported a total 1900 flight hours, with zero flight hours in the last six months. According to a friend of the pilot, it has been about 20 years since he had flown regularly.

The pilot had recently purchased the accident airplane and traveled to North Carolina to ferry it back to Arkansas. In conjunction with picking up the airplane, the pilot completed a biennial flight review on April 20, 2013 at the Harnett County Airport (KHRJ), Erwin, North Carolina. During this flight review, the flight instructor stated the pilot flew fairly well and safely, but not great. The flight instructor recommended to the pilot that he obtain additional flight instruction after returning to Arkansas.

The flight instructor was concerned with the pilot becoming fatigued during his return flights to Arkansas. The flight instructor discussed appropriate rest periods with the pilot, who chose to stop and remain overnight during his return trip. The flight instructor was unaware of the pilot’s home airport and there was no discussion of approach/landing considerations at the Arkavalley Airport.

AIRCRAFT INFORMATION

The accident airplane, an Alon A2 (serial number A-45) was manufactured in 1965. It was registered with the Federal Aviation Administration on a standard airworthiness certificate for normal operations. The airplane had a total time of 3,654 hours as of the last annual inspection, which was completed on November 2, 2012. The airplane was equipped with a Continental C90 series engine. As of the last annual inspection, the engine had accumulated a total of 1,661 hours, with 287 hours since last major overhaul.

METEORLOGICAL INFORMATION

The weather station at Little Rock Air Force Base (KLRF), located about 18 miles southeast of the accident site, reported the following conditions at 1158: wind 150 at 7 knots, visibility 10 miles, clear skies, temperature 21 degrees Celsius, dew point 8 degrees Celsius, altimeter setting 30.14.

AIRPORT INFORMATION

The Arkavalley Airport, privately owned and managed, is located in a rural area five miles southeast of Greenbrier, Arkansas. The airport has one asphalt north-south runway (36/18), with dimensions of 3,133 by 40 feet. The runway slopes downward from both approach ends toward the center. All three approaches flown by the accident pilot were to Runway 18, which has a 131 foot ridge about 1000 feet from its approach end. Due to this obstruction, a steeper than normal approach angle is required to land on Runway 18.

WRECKAGE AND IMPACT INFORMATION

The airplane came to rest about 200 feet beyond the tree strike, facing southeast. The majority of the airplane was consumed by fire. Federal Aviation Administration personnel confirmed flight control continuity on scene. Examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.

MEDICAL AND PATHOLOGICAL INFORMATION

On April 24, 2013, an autopsy was performed on the pilot by a medical examiner at the Arkansas State Crime Laboratory. The cause of death was attributed to smoke and soot inhalation. The FAA's Civil Aeromedical Institute in Oklahoma City, Oklahoma, performed toxicology tests on the pilot. The test was negative for carbon monoxide, ethanol, and tested drugs.


 NTSB Identification: CEN13LA237 
14 CFR Part 91: General Aviation
Accident occurred Monday, April 22, 2013 in Greenbrier, AR
Aircraft: ALON A2, registration: N6369V
Injuries: 1 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 may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On April 22, 2013, about 1117 central daylight time, a Alon A2 airplane, N6369V, was destroyed after impact with terrain at Arkavalley Airport (12A), Greenbrier, Arkansas. The pilot was fatally injured. The airplane was registered to the pilot and operated under the provisions of 14 Code of Federal Regulations Part 91, with no flight plan filed. Day visual meteorological conditions prevailed for the flight, which originated from the Dennis F. Cantrell Airport (KCWS), Conway, Arkansas at 1055.

According to a ground witness, the pilot attempted two landings on Runway 18, during which he touched down briefly and performed a go-around. On the third attempt, the airplane touched down, bounced, and began to porpoise. The airplane drifted to the left side of the runway and the pilot increased engine power. The airplane became airborne again and impacted a tree to the left of the runway. The airplane subsequently impacted terrain and a post impact fire ensued.


http://www.flickr.com/photo


(Photo courtesy of Corey Johnson)


ARKAVALLEY (KATV) – Faulkner County Sheriff Office reporting at least one dead in a small plane crash near a private airport. According to Arkavalley airport manager Bill Hooten, Monday morning around 11:20, a pilot aborted the landing of a plane but did not regain control. As the pilot attempted to steady the aircraft, it clipped a tree causing the crash. The pilot, Chuck Snyder, died from the impact.  

GREENBRIER - One person is dead following a plane crash at Arkavalley Airport in Greenbrier on Monday morning, the airport's manager said. 

Airport manager Bill Hooten said the plane crashed about 11:20 a.m., killing the pilot, who was the only person on board.

Hooten said the crash caused a fire, but crews were on scene extinguishing the blaze.

Federal Aviation Administration spokesman Lynn Lunsford said in an e-mail Monday afternoon that the aircraft was a single-engine Ercoupe.

Speaking by phone from the scene, Faulkner County Coroner Patrick Moore said it was too early to know what happened. He said the plane was badly burned.

Faulkner County sheriff's office spokesman Capt. Matt Rice said Federal Aviation Administration officials are on the scene and investigating the accident.

Lunsford said the National Transportation Safety Board has been notified, and would take over the investigation upon arrival. Phone calls to a NTSB official were not immediately returned.

A Faulkner County coroner's office official said the pilot's identification could not be released until it was confirmed, which the official said would be completed Tuesday morning.

Arkavalley Airpark resident Corey Johnson, who has lived in the neighborhood of the airport for about a year, said he had observed the pilot doing "touch-and-goes" — an exercise that involves landing, taking off and circling the airport.

Johnson said he saw the plane attempting to land on the north side of the runway, which he referred to as the "professional side" because of the power lines and trees in the way, as he entered his home.

"It's not a flat runway (coming from the north side), and you have to come over this hillside," Johnson said.

Most landing attempts are done on the south side of the runway, Johnson noted.

Johnson's wife said she heard what sounded like a crash, and Johnson said he immediately went to the scene and saw broken branches everywhere. He didn't comment on the condition of the plane.

"I saw the mushroom cloud going up, so I jumped in my truck and got to the scene as soon as possible to see if I could help out," Johnson said.



Story, Photos, Video:   http://m.thecabin.net

Aircraft restorer wants more space in Cameron Park

A proposal before the Cameron Park Design Review Committee would enlarge a business devoted to finding what’s left of vintage military aircraft and restoring them.

According to the agenda, an entity known as NARF would expand from 4,182 square feet to 9,780 square feet on Cameron Park Drive near the Cameron Park Airport.

An engineer working on project design said the owner is expanding his business of restoring the World War II-era aircraft, which he then sells to private collectors. He also sometimes pilots the aircraft himself to air shows and other events.

The expansion is not because the owner would be doing more work, the engineer said, but because the planes he fabricates parts for need more space. The owner could not be reached for comment Friday; nor could officials with El Dorado County’s development department.

Read more here:  http://www.bizjournals.com

Photos: 1923 Curtiss Jenny pioneer airplane restoration

Fairbanks residents are anticipating the return of their most iconic aviation artifact to Fairbanks International Airport this fall.

The 1923 Curtiss Jenny flown by aviation legends Ben Eielson and Joe Crosson was removed when the terminal was expanded and it settled into a lengthy refurbishment under the care of the Pioneer Air Museum and Experimental Aircraft Association (EAA), FAI chapter - Chapter 1129. Coordinated by member Roger Weggel, an Airframe and Powerplant (A&P) instructor at the University of Alaska Fairbanks, the Jenny has been taken apart and reassembled with great care. But Weggel is quick to point out this isn’t a new plane. This Jenny will never be museum quality. Rather, the Eielson/Crosson aircraft sports evidence of work done by all the men who took care of the aircraft the past 90 years, including highly regarded Alaska mechanics Jim Hutchinson and Frank Reynolds.

Read more and photo gallery:   http://www.alaskadispatch.com

Forks Township airport might have a buyer in Lafayette College, Pennsylvania


Vern Moyer, of Moyer Aviation, stands beside a plane in February 2011 at Braden Airpark in Forks Township. 
Express-Times File Photo


The Rockefeller Group, a New York developer looking to buy property surrounding Lehigh Valley International Airport in Hanover Township has no interest in buying Braden Airpark in Forks Township.

However, Lafayette College might be interested.

In an email, Robert Massa, vice president for communications at Lafayette College of Easton, said the college discussed the property.

"Because the property is adjacent to Lafayette's athletic fields, the college has had some initial internal discussion about the feasibility of purchasing the property, but the discussions have not proceeded beyond the early stage, and no decision has been made," Massa said. "Beyond that, there is really nothing to report at this point."

According to Erik Chuss, chairman of the board of supervisors for Forks Township, officials from Lehigh Northampton Airport Authority told him at a recent meeting with the Business and Commerce Association of Forks Township that the authority was in discussions with Lafayette College about Braden Airpark. The authority owns the airpark as well as Lehigh Valley International Airport.

Charles Everett, executive director for the authority, said Braden Airpark creates about $200,000 in annual debt service. Braden's primary revenue stream is the $56,000 annual fee from Moyer Aviation, a business that has terminated its lease at the airport effective at the end of this month.

Chuss said he did not know how that debt figure was determined and described it as excessive.

Everett confirmed that there have been discussions between the authority and the college regarding the property.

"The authority and Lafayette College have benefited from an ongoing dialogue," he said.

He declined to discuss anything further regarding the communication between the two groups.

Everett said the authority would meet with Forks Township officials before any decision regarding the airport is made.

As a pilot and plane owner and township official who served in voluntary, appointed and elected positions, Chuss said he understands the value the airport brings to the community.

"They are not looking at indirect revenues it brings into the area as well as intangible benefits such as retaining and attracting businesses," Chuss said. "As far as what's next, they don't know, so it's obvious they are looking into the possibility of selling Braden."

Source:  http://www.lvb.com

Pranksters Beam Blinding Lasers at Aeroflot and Transaero Jets

22 April 2013 | Issue 5115
The Moscow Times

Two passenger jets have been targeted by lasers pointed by unknown people on the ground as they approached or left Moscow airports.

No one was injured in the Sunday night incidents, Interfax reported Monday.

The pilots of an Aeroflot Airbus A-320 radioed air traffic controllers that someone was trying to blind them with a laser beam as they descended into Sheremetyevo Airport on a flight from St. Petersburg, Interfax said, citing an official with the air traffic control center.

A few minutes later, the pilots of a Transaero Boeing 737 radioed a similar message as they climbed out of Vnukovo Airport on a flight to Astana, Kazakhstan.

Pilots on both aircraft steered the planes out of the beam of the lasers and landed safety at their destinations.

Interfax did not say how many people were on the planes.

Pranksters with lasers have been an off-and-on problem in Moscow and other Russian cities for the past two years. No one has been injured, but lawmakers have sought to ramp up punishments for anyone convicted of staging laser attacks.

Source: http://www.themoscowtimes.com

Andrew Swanson Selected as City of Palo Alto's New Airport Manager

Palo Alto, CA – After an extensive recruitment process that included a candidate interview panel comprised of City staff, airport users and a former airport manager, Public Works Director Mike Sartor announced that the City has selected Andrew J. Swanson as its new Airport Manager. This newly created Airport Manager position will oversee airport management and operations after the transfer of the Palo Alto Airport from the County of Santa Clara to the City later this year. Mr. Swanson began his new duties this week, with an annual salary of $128,000.

Currently, Santa Clara County operates the Palo Alto airport, one of the busiest in the Bay Area, through a lease with the City that ends in 2017. The County has indicated that it does not intend to renew its lease. As a result, the City is accelerating the transfer and expects to assume full responsibility for the Palo Alto Airport by December 2013.

"Andrew brings outstanding airport operations and facility management experience to Palo Alto as well as a strong customer service focus," said Sartor. “These skills will serve us well as we transition the airport to a new City venture.”

Read more here:  http://www.cityofpaloalto.org

Middletown Regional/Hook Field Airport (KMWO), Middletown, Ohio: New manager

MIDDLETOWN —

Start Aviation is set to be the permanent manager at the Middletown Regional Airport/Hook Field, after serving as the interim manager since January.

Middletown Economic Development Program Manager Matt Eisenbraun, who is the city’s employee liaison to the airport commission, said a contract is “working its way through the system” to award Start Aviation the contract.

“That was going to help us with the question of ramping up the new airport manager, to understand what was going on,” he said. “Just the learning curve that’s pretty substantial.”

Start Aviation, owned by John Hart, was awarded a 90-day contract to take over as the airport manager on a temporary basis after the resignation of Rich Bevis, owner of B&B Aero. Bevis said in a scathing resignation letter that he was leaving because of issues he had with City Manager Judy Gilleland, claiming she “mishandled” business contracts costing the airport tens of thousands of dollars.

Hart, who also owns Start Skydiving and who’s company is the airport’s fixed-base operator (which provides general aviation support to the airport), is “excited” to take over as the permanent manager, pending City Council’s approval in May. The airport commission recommended earlier this month to award the contract to Start Aviation.

Read more here:  http://www.middletownjournal.com