Friday, June 28, 2013

Helicopter will be filming Nebraska

Nebraska landmarks from east to west and north to south will be captured on high-definition (HD) video by air and used to showcase the state's diverse landscapes, monuments, resources and attractions for future productions to benefit Nebraska. Residents across the state may see a low-flying helicopter July 3-10 as Skyworks, the largest aerial HD footage resource in the world, will be filming Nebraska from the air. 

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Mitsubishi MU-2B-26A, Charles B. Yates, N60BT: Accident occurred October 06, 2000 in Edgartown, Massachusetts

Law360, New York (July 02, 2013, 5:40 PM ET) -- The son of a former New Jersey lawmaker and banker who died in a 2000 plane crash on Martha’s Vineyard has launched a suit in New Jersey federal court alleging Skadden Arps Slate Meagher & Flom LLP and others mishandled trusts containing his $5 million inheritance.

Sergei S. Yates, the adopted son of former New Jersey legislator Charles B. Yates and his wife, Anya Yates, claims Skadden and the firm’s of counsel Robert J. Del Tufo negligently represented him in litigation and other matters connected to the establishment of several trusts totaling $5 million that benefited Sergei Yates, according to the June 26 complaint.

Sergei Yates also contends that trustees, including his half brother, Roy D. Yates, co-trustee Winifred “Wendy” Benchley, and PNC Bank NA, improperly administered his trust funds by making unauthorized payments to a former Wyoming attorney, Jody M. Vannoy, a trustee for one of those funds, that were for her personal use, according to the complaint.

“Because of the trustee defendants’ lack of care in performance of their fiduciary duties, Vannoy absconded with an as yet undetermined amount of trust funds belonging to Sergei, some or all of which was released to her by the trustee defendants,” the complaint said.

He contends that Skadden and Del Tufo, a former New Jersey attorney general, failed to communicate with Sergei on important matters related to the administration of his trusts, the suit says.

According to the complaint, Sergei Yates was 16 when the plane his father was piloting crashed on Martha’s Vineyard, killing his father, mother and two other siblings in October 2000, setting off a legal fight between Sergei and Charles Yates’ five other children from a previous marriage over how the businessman's estate would be divvied up.

Charles Yates' will had stipulated that half of his estate would go to his wife, Anya, and the other half would go to his seven natural-born children — two from his marriage to Anya and the five from his previous marriage, according to the complaint. The will also provided that if Anya did not survive him, the half of his estate that was supposed to go to her would instead go to their three children together, William, Elena and Sergei, according to the complaint. But the will didn't have a contingency for if two of Charles and Anya's three children died in the same accident. William and Elena died in the 2000 crash with Charles and Anya, according to the complaint.

Sergei Yates, as the sole surviving child of Charles B. Yates and Anya Yates, was the beneficiary of trusts totaling $5 million that were funded by his parents’ life insurance proceeds as well as the estate of his mother, who had died without a will, according to the complaint. Skadden had represented Sergei since 2003, helping to set up the funds that came out of settlements from the legal fight with the half siblings, but breached their duty of care by not watching out for his interests, the suit says.

Representatives for Skadden were not immediately available for comment on Tuesday. A PNC spokesman declined to comment and the other defendants could not be immediately reached for comment.

The plaintiff is represented by Danielle M. Weiss of Haines & Associates.

Counsel information for the defendants was not immediately available on Tuesday.

The case is Sergei S. Yates v. Roy D. Yates et al., case number 3:13-cv-03951, in the U.S. District Court for the District of New Jersey.

The prop from the Yates's  Mitsubishi MU-2B airplane at the crash site in the Manuel F. Correllus State Forest on Martha's Vineyard.

NTSB Identification: NYC01FA005.  
 The docket is stored in the Docket Management System (DMS). Please contact Records Management Division
Accident occurred Friday, October 06, 2000 in Edgartown, MA
Probable Cause Approval Date: 02/07/2002
Aircraft: Mitsubishi MU-2B-26A, registration: N60BT
Injuries: 4 Fatal.

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.

The pilot departed on a night cross-country flight without obtaining a weather briefing or flight plan. Arriving in the area of the destination airport, the weather was reported as, 2 statute miles of visibility and mist; overcast cloud layer at 100 feet. The pilot requested an instrument flight rules clearance from the approach controller, and was vectored and cleared for the ILS 24 approach. The clearance included an altitude restriction of 1,500 feet msl, until the airplane was established on the localizer. As the pilot contacted the control tower, the tower controller issued a low altitude alert to the pilot. The pilot replied that he was climbing and the tower controller cleared the pilot to land, which the pilot acknowledged. No further pertinent radio transmissions were received from the airplane. The airplane came to rest in a wooded area about 3/4-mile from the runway threshold, and about 50 feet right of the extended centerline. Review of the approach plate for the ILS 24 approach revealed that the minimum glide slope intercept altitude at the beginning of the final approach segment on the precision approach was 1,500 feet. The glide slope altitude at the final approach fix for the non-precision approach, which was located about 4 miles from the approach end of the runway, was 1,407 feet. The glide slope altitude at the middle marker, which was located about 0.6 miles from the approach end of the runway, was 299 feet. Review of radar data revealed that the airplane was observed at 700 feet, about 4 miles from the airport, and at 300 feet, about 1.5 miles from the airport. The pilot had accumulated about 1,946 hours of total flight experience, with about 252 hours in make and model. The pilot had attended initial and recurrent training for the make and model airplane; however, did not complete the training.

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

The pilot's failure to follow instrument flight procedures resulting in a collision with a tree. A factor related to the accident was the low cloud ceiling.


On October 6, 2000, about 2158 eastern daylight time, a Mitsubishi MU-2B-26A, N60BT, was destroyed when it impacted terrain while conducting an instrument approach to the Vineyard Haven Airport (MVY), Edgartown, Massachusetts. The certificated commercial pilot and three passengers were fatally injured. Night instrument meteorological conditions prevailed at the accident site. No flight plan was filed for the personal flight conducted under 14 CFR Part 91.

According to Federal Aviation Administration (FAA) air traffic control transcripts and radar data, the airplane had departed the Trenton Mercer Airport (TTN), Trenton, New Jersey, about 2101, and proceeded in an easterly direction. The last communication from the airplane to the TTN air traffic control tower was about 2103. The next radio communication from the airplane was received by Cape Approach Control, about 2138, in the vicinity of MVY. The pilot requested an instrument flight rules clearance from the approach controller, and was vectored for the ILS Runway 24 approach at MVY. The approach controller issued the pilot an approach clearance about 4 miles from BORST intersection. The clearance included a left hand turn to 230 degrees, and an altitude restriction of 1,500 feet msl, until the airplane was established on the localizer. The pilot acknowledged the clearance and requested the approach controller to repeat the heading for the left turn. The approach controller replied "continue left turn heading of" 220 degrees.

About 7 miles from the airport, the pilot was instructed to contact the MVY air traffic control tower. The pilot contacted the MVY control tower and announced that he was on the ILS 24 approach. The tower controller replied to the pilot to report BORST intersection inbound, which the pilot acknowledged. At 2153:14, the approach controller contacted the tower controller to issue a low altitude alert warning for the accident airplane. The tower controller advised the pilot, "and uh six zero bravo tango approach advises low altitude alert check your altitude immediately altimeter two niner eight seven." The pilot replied "bravo tango climbing up." The tower controller then queried the pilot about what type of aircraft he was, and how long he would be staying on the island. The pilot replied that he was a Mitsubishi and that he would be staying until Monday. At 2154:54, the pilot stated that he was "crossing" BORST intersection. The tower controller cleared the pilot to land, which the pilot acknowledged. No further radio transmissions were received from the airplane.

The airplane came to rest in a wooded area about 3/4-mile from the runway 24 threshold, and about 50 feet right of the extended centerline.

The accident occurred during the hours of darkness, at 41 degrees, 24.40 minutes north latitude, 70 degrees, 35.90 minutes west longitude, at an elevation of 55 feet.


The pilot held a commercial pilot certificate with ratings for multi-engine land and single-engine land airplanes. The pilot was also instrument rated. His most recent application for a FAA second-class medical certificate was dated on December 9, 1999.

According to the pilot's logbook, he had accumulated about 1,946 hours of total flight experience, with about 252 hours in make and model. The pilot had also accumulated about 178 hours of night flying experience and about 209 hours of actual instrument flight experience. His last instrument competency check was completed on January 2, 1999.

Further review of the pilot's logbook revealed a remark, entered during the month of April 1999, stating that the pilot had "completed flight safety MU-2 initial course." A certified flight instructor signed the entry.

A flight instructor, who was employed by the Flight Safety (FS) Houston Learning Center, Houston, Texas, stated that the pilot had attended MU-2 ground school and simulator training early in 1999. At that time, the flight instructor estimated that the pilot arrived at FS with about 1470 hours of total time, and his only experience with turbine aircraft was in a Vampire Jet. During the ground school, the pilot had a positive attitude, but did not meet the minimum standards of FS during the simulator sessions and left without completing the course.

The pilot returned to FS about August 1999, for recurrent training. The flight instructor was tasked with conducting the simulator portion of the training with the pilot. During the simulator training, the pilot needed to be "spoon fed" procedures and techniques, "step by step," in the simulator. He was not near the minimum standards set by FS. The pilot was able to fly the simulator if the weather was VFR and no emergencies occurred. However, when the weather was low or an emergency occurred, the pilot "could not keep the airplane right side up." As the simulator sessions progressed the flight instructor observed the pilot improving in his abilities; however, "he was still a 100 knot pilot in a 300 knot airplane." The pilot did not complete the recurrent training, and departed FS. The flight instructor advised the pilot prior to his departure that he should secure a second qualified pilot to fly with him, and avoid flying in bad weather.


The airplane's maintenance logbooks were not recovered during the investigation.

According to records from a maintenance facility in Rhode Island, the airplane was last maintained on October 4, 2000. The maintenance included a 100-hour inspection, and the repair of the turn and bank indicator. The owner of the maintenance facility stated that the pilot picked up the airplane on October 5, 2000. The maintenance facility owner advised the pilot that the pilot's side horizontal situation indicator (HSI) was still inoperative and suggested that it be removed for repair prior to departing. The pilot replied to the maintenance facility owner that he would have it fixed by another maintenance facility, and that he would fly the airplane as it was. The pilot also added that the upcoming weekend was very important and he did not want the problem with the HSI to ruin it.

An individual, who sold the accident airplane to the pilot, stated that he had conversed with the pilot about 1 week prior to the accident. The conversation included the subject of the pilot's side HSI installed in the airplane. The pilot stated to the salesman that the HSI had been inoperative for about the last 4-5 trips and he was utilizing the instruments on the right pilot's side to fly the airplane during inclement weather conditions. The salesman advised the pilot of several facilities that could fix the HSI, but the pilot replied that he would have the maintenance facility in Rhode Island check it the next time maintenance was performed.

Copies of discrepancies, or "squawks," which were in the pilot's handwriting, outlined problems that included, "Pilot's side HSI does not slave to fluxgate. (Right side HSI slaves fine!) (Pilot's HSI works fine except slaving.) Pilot side ball and needle is frozen inop. (I would prefer a turn coordinator anyway but it sits in a 2 ½ hole." "Autopilot no problems at all."


The weather reported from MVY, at 2153 was, winds from 340 degrees at 12 knots; 2 statute miles of visibility and mist; overcast cloud layer at 100 feet; temperature and dew point of 55 degrees Fahrenheit; and an altimeter setting of 29.86 inches of mercury.


About 3 minutes prior to the accident, a "Citation X" jet airplane landed uneventfully at MVY, after conducting the ILS Runway 24 approach. According to an FAA inspector, the runway 24 ILS system was "flight checked" the day after the accident, and no abnormalities were noted.

Review of the approach plate for the ILS Runway 24 approach revealed that the minimum glide slope altitude at the beginning of the final approach segment on the precision approach was 1,500 feet. The glide slope altitude at BORST intersection, which was located about 4 miles from the approach end of the runway, was 1,407 feet. The glide slope altitude at the middle marker, which was located about 0.6 miles from the approach end of the runway, was 299 feet.


Examination of the accident site on October 7, 2000, revealed the terrain consisted of low-lying brush, in addition to evergreen and hardwood trees that reached a height of about 40 feet. The evergreen trees, which predominantly surrounded the accident site, had branches of varying diameters, which were cut at 45-degree angles and displayed black paint transfer. The cut branches were located on the ground and snared in other trees along the wreckage path. The first tree strike area was located about 210 feet prior to the main fuselage. The wreckage path was oriented on a 358-degree heading, with the main fuselage coming to rest on a 180-degree heading.

About 22 feet from the first tree strike, a 51-inch section of the left horizontal stabilizer and a 28-inch piece of the left elevator, were located. A large section of an 11-inch diameter tree was found lying on the ground about 13 feet past the horizontal stabilizer. About 4 feet in front of the fallen tree, were the right wing fuel tip tank and an estimated 6-foot section of the outer right wing. The right engine propeller assembly was found about 20 feet beyond the right wing fuel tank, followed by the empennage section, which came to rest 195 feet from the initial tree strike point. The left wing and main fuselage, which came to rest against a hardwood tree, were located about 15 feet beyond the empennage. The right wing inboard section, with the right engine attached to it, came to rest about 10 feet beyond the main fuselage.

Beyond the right wing were large patches of burned grass and fallen leaves, which extended forward about 30 feet.

When the wreckage was examined, the left horizontal stabilizer had an 8-inch deep "u"-shaped dent on the leading edge; about 14 inches from the inboard attach point.

The right wing inboard section sustained damage from a post-crash fire. The right engine remained attached to the inboard section. Examination of the engine revealed that the propeller assembly had separated at the hub assembly, and the two hub locking pins were sheered. The complete engine air intake duct was filled with dirt, leaves, soft broken tree branches, and evergreen tree branches that were cut at 45-degree angles. Examination of the forward compressor impeller revealed damage to seven blades, which were bent opposite to the direction of rotation. The impeller also exhibited leading edge nicks and gouges on all blades.

The right engine propeller assembly exhibited chordwise scratching and curled tips to all four blades. Two propeller blades were bent rearward and the other two were bent forward. The propeller spinner cap remained attached to the assembly, and was crushed upward and inward.

The right horizontal stabilizer remained attached to the empennage, and exhibited leading edge damage and crushing. The rudder was deflected to the left, about 10 degrees. The cable controlled rudder trim tab was deflected to the right about 20 degrees. The right elevator was deflected downward about 12 degrees. The emergency locator transmitter was recovered from the empennage section, and found in the off position.

A post-crash fire consumed the main fuselage cabin area. The pilot's altimeter was recovered, but had sustained impact and heat damage. No other flight instruments, which could provide any useful information for the investigation, were located in the wreckage. Impact forces and fire damage destroyed all engine instruments. The "Run Crank Stop" switches, located in the forward section of the main fuselage wreckage, were observed selected to the "Run" position. The throttle quadrant of the central pedestal was recovered and examined. The two power levers were found in the full forward or "TAKEOFF" position. The two condition levers were found in the full forward or "TAKEOFF LAND" position.

The left wing was located parallel and adjacent to the right side of the fuselage. The left engine and propeller assembly remained attached to the wing, but sustained heat damage from the post crash fire. Examination of the left engine propeller blades revealed chordwise s-bending and scratching to all four blades. Two propeller blade tips were bent rearward, one propeller blade tip was melted off, and the fourth propeller was buried in the soil. Examination of the forward compressor impeller on the engine revealed damage to two blades, which were bent opposite to the direction of rotation. The impeller also exhibited leading edge nicks and gouges on all blades.

Continuity of the control cables from the inboard section of the left wing to the spoilers, and trim surfaces was confirmed. Control cable continuity for the right wing was confirmed from the wing separation point to the spoiler and trim surface. The control cable continuity for the rudder, elevator, and trim surfaces located on the tail section of the airplane, were confirmed from the separation point. All cable ends were examined with a 10-power magnifying glass. The cable end strands were cut at 45-degree angles, which were consistent with tension overload, and no corrosion was observed at the separation points.

The landing gear was confirmed in the fully extended position, by noting the jackscrews positioned to the full retract position. The flap position was determined to be 20 degrees, by the position of the left and right flaps and the cockpit flap selector. The mechanical rudder trim indicator in the cockpit was aligned with the 10 degrees nose left position. The rudder trim tab was offset to the right of the rudder, full deflection.


The Commonwealth of Massachusetts, Department of Health, Office of the Chief Medical Examiner, Pocasset, Massachusetts, performed an autopsy on the pilot, on October 7, 2000.

The FAA Toxicology and Accident Research Laboratory, Oklahoma City, Oklahoma conducted toxicological testing on the pilot.


The pilot's altimeter was retained and sent to the Safety Board's Materials Laboratory for examination.

According to the Metallurgist factual report, the instrument was fire damaged, and the indicated altitude and the altimeter setting number drums could not be observed on the front face of the instrument.

When the instrument was disassembled, and the number drums were removed from the instrument housing, the numbers displayed on front of the altimeter setting drum were "2983."



Radar information was obtained from the Cape 8 Radar facility, Otis ANGB, Massachusetts. A target identified as N60BT, was observed:

At 2142:08, at an altitude of 7,500 feet, about 16 miles southwest of MVY.

At 2146:03, the target was observed crossing the MVY VOR at 3,000 feet.

At 2148:57, the target was observed at 2,900 feet, on a heading of 088 degrees, about 8 miles east of MVY.

At 2150:08, the target was observed at 1,700 feet, on a heading of 044 degrees, about 10 miles east of the MVY VOR.

At 2150:41, the target was observed at 1,500 feet, on a heading of 331 degrees.

At 2151:42, the target was observed at 1,500 feet, on a heading of 306 degrees.

At 2152:06, the target was observed at 1,400 feet, on a heading of 299 degrees.

At 2152:29, the target was observed at 1,300 feet, on a heading of 233 degrees.

At 2153:02, the target was observed at 900 feet, on a heading of 195 degrees.

At 2153:21, the target was observed at 600 feet, on a heading of 243 degrees.

At 2153:30, the target was observed at 700 feet, on a heading of 250 degrees.

At 2153:40, the target was observed at 700 feet, on a heading of 239 degrees.

At 2153:49, the target was observed at 600 feet, on a heading of 251 degrees.

At 2153:59, the target was observed at 800 feet, on a heading of 244 degrees.

At 2154:32, the target was observed at 900 feet, on a heading of 235 degrees.

At 2154:41, the target was observed about 4 miles from MVY, at 700 feet, on a heading of 245 degrees.

At 2155:00, the target was observed at 700 feet, on a heading of 242 degrees.

At 2155:10, the target was observed at 600 feet, on a heading of 214 degrees.

At 2155:24, the target was observed at 400 feet, on a heading of 229 degrees.

At 2155:38, the target was observed at 400 feet, on a heading of 241 degrees.

At 2155:47, the target was observed at 300 feet, on a heading of 230 degrees.

At 2155:52, the target was observed at 300 feet, on a heading of 207 degrees.

At 2155:57, the target was observed at 200 feet, on a heading of 228 degrees.

There were no further radar contacts.

According to the Aeronautical Information Manual chapter on Navigation Aids, Instrument Landing System (ILS), it stated that "Make every effort to remain on the indicated glide path." It also cautioned the pilot to, "Avoid flying below the glide path to assure obstacle/terrain clearance is maintained."

Wreckage Release

The airplane wreckage was released on October 8, 2000, to a representative of the owners insurance company.

Pavement work to temporarily close Sea-Tac’s
center runway this summer: Construction period scheduled for July 8 - August 2

The Port of Seattle is alerting area residents to a scheduled temporary center runway closure for pavement work this summer at Seattle-Tacoma International Airport. During the closure, airport neighbors may notice changes in runway use as the two outside runways will be used more frequently.

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Man Charged For Allegedly Stealing From Estate Of Father Who Died In Plane Crash: Aero SP AT-4 LSA, N8549S, Accident occurred July 28, 2010 in Delaware, Ohio

A Delaware County grand jury indicted a man for allegedly stealing $46,000 from his deceased father's estate. According to the Delaware County Prosecutor's Office, Lance C. Moore stole the money over the course of 16 months. "This individual wrote himself checks and took cash out of his father's estate," said Prosecutor Carol O'Brien in a release on Friday.

Airport volunteers thanked for community service: Ells Field-Willits Municipal (O28), Willits, California

The Willits City Council recognized the airport commission and airport volunteers June 12, thanking them for their dedicated service and many contributions. Those present to accept were airport commission president Dave Shelton and member Banning Galten. Mayor Holly Madrigal also recognized commission members Gary Miner, Ken Smith and Mike Smith as well as Experimental Aircraft Association Chapter 1027.

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Taking time to fly: Amdor, 71, receives commercial pilot’s license with leisurely approach

After decades of hoping and practice, John Amdor on Friday, June 21, finally obtained his commercial pilot’s license. Amdor, a retired veterinarian who helps with upkeep of the grounds at the Denison Municipal Airport, developed his dream to fly as a high school student. Throughout high school and into college at Iowa State University, Amdor saved money to take flight lessons.

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State Lawmakers Call for Study of Aircraft Noise

Local and state representatives detailed the next steps that are needed to quiet local airplane noise during a press conference Wednesday at the New Hyde Park Village Hall. Wednesday's conference came on the heels of the passage of a bill last week in the New York State Legislature to address the concerns of aircraft noise in local communities in western Nassau County and Queens over which airplanes pass on their way to and from JFK and LaGuardia airports.

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Multimillion-dollar compensation air crash trial stalls

The multimillion-dollar compensation case in the United States involving the families of 15 people killed in one of Australia's worst civil aviation disasters has stalled. All passengers and the two pilots on board a Transair twin-engine plane were killed when it crashed into a mountain near Lockhart River on May 7, 2005.

Steubenville, Ohio: Runway bid sought anew

Changes to the runway extension project at the Jefferson County Airport were discussed by the Jefferson County commissioners during Thursday's meeting. In a letter to commissioners from the Jefferson County Airport Authority board, the board recommended commissioners reject bids for two phases of the planned project, including rejecting the electrical and paving portions of extending Runway 14-32. 

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Update given on Price County Airport projects

A number of projects that aim to improve Price County Airport facilities are beginning to take flight on the north end of Phillips. Work to create a parallel taxiway along runway 1/19 has begun as have electrical updates in the terminal, according to Price County Airport Manager Brian Ernst. 

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Air ambulance service operating illegally, says Auditor General

The local Air Ambulance Services is operating illegally, according to Auditor General, Alistair Swarbrick. Mr Swarbrick, in a report entitled, Air Ambulance Provision in the Cayman Islands, Public Interest Report, released to the press this past Tuesday, said that the operator was not licensed nor authorized for ground handling services for air ambulances at the airport.

Metal Clipboard With Aviation Documents Mysteriously Falls from Sky on Long Island

A Long Island, New York, man is still shaken after he says a metal object plummeted from the sky and slammed into the pavement just feet from where he was standing outside his home Thursday. Gus Binos was washing a van outside his home at about 3:30 p.m. when he heard the startling noise. 

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Lyndhurst, Ohio, resident has spent 55 years collecting assorted airplane memorabilia

When Werner “Bud” Lindquist was a young boy in 1958, his family arrived at Cleveland Hopkins International Airport to pick up a relative.  Some incorrect information regarding flight times that day lead to a delay that turned out to be the beginning of a hobby that boy has enjoyed ever since.

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Federal Aviation Administration Aids Worcester Regional Airport Vegetation Removal

The federal government is giving Worcester Regional Airport nearly $500,000 to help pay for the removal of trees and other vegetation from the ends of the facility's runway, according to the Massachusetts Port Authority, or MassPort.

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Mercy Flight Central to end airplane program in the north country Monday

It appears there is not enough room in the skies over Northern New York for dueling air medical services.  Because of the increased competition between Mercy Flight Central and LifeNet, the Marcellus-based nonprofit Mercy Flight will offer its last fixed-wing flight in the north country on Monday.

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Different flight paths benefit birds, jets: expert

Imagine if birds could be saved from possible extinction just by flying airplanes on an altered schedule. Dr. Yossi Leshem, a renowned ornithologist, made this happen in his home country of Israel. He will be in Manitoba this weekend as a guest of the International Jewish Fund of Canada, to talk about this and other conservation innovations based on his 38 years of research.

Barnstable Municipal Airport manager defends budget

In presenting his annual budget to the town council last week, Barnstable Airport Manager Bud Breault took issue with comments and criticisms of his budget reporting by the Comprehensive Financial Advisory Committee.

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The Runway Restaurant at Westfield-Barnes Regional Airport Abruptly Closes

An ABC40 viewer tells us The Runway Restaurant at Barnes Airport in Westfield has been completely gutted of everything including tables, chairs and equipment. The viewer says it was open for business Wednesday because she ate there, but when she went back Thursday with her gift certificate it was closed.

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Experts fixing buggy Richmond International Airport thermometer

Two National Weather Service experts checked Richmond’s temperature sensor on Thursday and found three possible reasons for some strange readings from the high-tech thermometer. Bugs, grass and dirt. 

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Four lonely hounds took a trip up north Wednesday

Volunteers with the Carolina Basset Hound Rescue and Pilot N Paws flew four dogs to Pennsylvania to find permanent homes. Members of the Carolina Basset Hound Rescue group get the animals out of the shelters.

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Minister charges aviation authority to regain Federal Aviation Administration

Transport Minister, Dzifa Attivor has urged the Ghana Civil Aviation Authority (GCAA) to intensify efforts to regain the Federal Aviation Administration (FAA) standards to enable airlines fly directly from Ghana to the United States of America. 

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Appropriation bills include money for air traffic control towers

Stillwater Regional Airport and five other small Oklahoma airports moved closer Thursday to landing federal funding to keep their air traffic control towers staffed through Sept. 30, 2014.

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Back in the Air: Rockford Memorial Unveils New React Chopper Following Deadly Crash

It's a new beginning for the Rockford Memorial flight nurse team. They unveiled their new helicopter Thursday, replacing the one that crashed just more than six months ago. It was back in December the React chopper was en route to pick up a patient in Mendota. The helicopter hit bad weather and the pilot lost control. The crew of three crashed and died in Lee County. 

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Incidents involving birds, plane crashes common

A bird that may have brought down a fighter jet after it struck the aircraft near Luke Air Force Base is not the first such incident in the state and won’t be the last, federal data suggests.

Flight Bound for Germany Diverted to Seattle-Tacoma International Airport, Washington

SEATTLE — Lufthansa Flight 459 bound for Munich, Germany from San Francisco was diverted to Sea-Tac Airport Thursday night due to what is being described as an electrical odor in the cabin.

Flight in his blood: Pilot gets all fired up for balloonfest

Landing a 62-foot hot-air balloon at a gas station off M-59? Denny McGuire has been there, done that. The Livingston County Spencer J. Hardy Airport instructor has taken an estimated 300 hot-air balloon flights in his 10 years as a balloon pilot, with a 30-year background as a flight teacher. 

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Nevada County emergency agencies attend briefing

The Nevada County Air Park was teeming with emergency personnel and vehicles Thursday morning for an aviation operational briefing. The briefing is an annual refresher course to ensure clear communication and coordination between emergency agencies and to expose new members to the various vehicles and procedures. 

New flight to link Reno and Portland

Come November, Reno’s link to the Pacific Northwest will become even stronger. On Thursday, Alaska Airlines announced it will begin daily nonstop service on Nov. 8 linking Reno-Tahoe International Airport with Portland, Ore.

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Tiny Allegiant Air thrives on low costs, high fees

There are no sure things in this city....  with one exception: Allegiant Air. While other U.S. airlines have struggled over the past decade from the ups and downs of the economy and the price of jet fuel, Allegiant has been profitable for 10 straight years. 

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Stanislaus County sheriff's use of copter wrong?

Stanislaus County Sheriff Adam Christianson is facing questions again about the use of a department helicopter for purposes other than law enforcement — this time for a charity fund-raiser outside the county.

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Boeing to lay off 266 more workers in the Puget Sound area

Boeing issued layoff warning notices to 266 more workers in the Puget Sound area Thursday bring to more than 1,500 the number of workers it has told they will be losing their jobs this year. 

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Boeing's state layoffs notice brings recent total to 1,557 jobs cut

Washington state officials released Boeing’s fourth official layoff notice in two months Thursday. The number of workers affected by the most recent series now totals 1,557.

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