Saturday, January 31, 2015

Norwalk-Huron County Airport (5A1) begins search for new leader

Huron County Development Council director says she is not interested in becoming next airport manager.


It's time to plan for the future.

That theme was made evident at Wednesday's special meeting of the Huron County Airport Authority where board members terminated the management contract with Douglas Aviation.

Harry Brady, airport board president, talked Thursday about a new direction for the facility and the plan for management.

Brady was asked if Carol Knapp, director of the Huron County Development Council, would become the next fixed-base operator at the airport.

"I've heard that rumor, too, and I don't think there's much substance tied to it," he said. "I haven't asked her and we really haven't put out there the criteria we're looking for in the position."

Knapp was also asked Thursday if she was interested in the job.

"I have no interest in serving as the next fixed-base operator at the Huron County Airport," she said.

"My passion is economic development and it is my desire to continue doing the job I love. As the county's economic development director, my plate is full and there is not sufficient time in my day to take on additional responsibilities of this nature," Knapp added.

Is the airport looking for a full-time manager?

"That really depends on what we expect them to do," Brady said. "The position needs to be flexible.

"Maybe some weeks it would be 15 to 20 hours, but during the weeks where there are main events at the race track, they might work five days, eight hours per day, because planes will be in and out and people will be in and out," he said.

Brady said the position also depends on how much the county commissioners are willing to contribute monetarily.

Brady said he'll ask the commissioners, himself, for funding.

"It'll happen," he said.

In the meantime, the airport board members will be filling in until a manager is hired.

"John Evans will be out there on weekends monitoring the phones for a couple hours," Brady said. "I'll make sure the runway is plowed.

"We'll try to get somebody in there as soon as possible," he added. "Maybe we'll just hire a maintenance person who is responsible for the upkeep of the airport."

Original article can be found at: http://www.norwalkreflector.com

Bay Area tech types take to skies

Aviation student Thomas Munka, of San Francisco, does a visual check while making his approach for landing during his flying lesson with Chris Hansen of Sterling Flight School at Buchanan Field Airport in Concord on Jan. 24. Munka is one of a growing number of tech workers in the Bay Area who have developed an interest in learning how to fly and perhaps buying their own aircraft. (Dan Honda -- Bay Area News Group)



SAN JOSE >> When it comes to riding Silicon Valley’s soaring tech boom, the sky’s not the limit — it’s simply the next rung in the ladder.

In another byproduct of the digital Gilded Age that has turned the Bay Area into one big startup-tropolis, the tech community is undergoing a remarkable altitudinal adjustment. Whether it’s Intel using its fleet of corporate jets to essentially run a private regional airline, or the retired Apple big shot getting his pilot’s license so he can zip back from his San Luis Obispo home to have lunch in Cupertino, or the San Francisco 20-something learning to fly because it’s a “beautiful hobby” that lets him “defy physics,” the region’s tech warriors are spreading their wings.

“I’m seeing more and more young people who’ve made money from tech startups and are now buying planes,” said Walt Gyger, owner of the Trade Winds Aviation flight school at Reid-Hillview Airport in San Jose. “Back in 2008, people were holding off on spending on a dream like flying, but that money is coming back now.”

Big tech companies are using private jets to shuttle their CEOs between meetings in Santa Barbara, Seattle and Denver, sometimes in a single day, and the IPO-endowed are using their stock-option windfalls to buy fractional shares in NetJets planes. Vickie Buonocore, publisher of San Mateo-based In Flight USA, has noticed an increased interest in private aircraft, especially among companies “looking for ways to quickly get their executives around the country and the world. Private planes let you go where you want and when you want, without security hassles or waiting in long lines.”

And with the worsening congestion on Bay Area roads, flight student Tom Munka said it’s only a matter of time before he and his fellow pilots will be “aero-commuting” around the region. Munka, a 23-year-old San Franciscan working for a telecom company and learning to fly at Sterling Flight Training Center in Concord, said he hopes to buy a plane after he gets his license and use it initially for leisure but eventually for business.

“If it becomes cost-effective to travel around by plane, then I might do that,” said Munka, as he pursues his “beautiful hobby.”

TRAFFIC CONGESTION


He said “with the traffic becoming so congested, it can take one hour to drive across San Jose. In L.A., we’re starting to see more and more people aero-commuting, with the airport parking lots full by 7 a.m., and I can see this as a reality for more and more people in the Bay Area, too.”

The flexibility and speed of private aviation have been shown to help boost the bottom line, an important point given the competitive pressure cooker Silicon Valley is these days. One industry survey showed that companies using private aviation enjoyed an 11 percent higher market-cap growth than those that didn’t use it and that they also generated more income due to productivity.

Access to smaller airports is a big part of that efficiency. According to the General Aviation Manufacturing Association, business aviation serves 10 times the number of U.S. airports (more than 5,000) than are served by commercial airlines, which total about 500. So it’s no surprise, as Buonocore points out, that “there are more and more corporate people who want to rent aircraft. And you have aircraft operators standing by, waiting for their phone calls, just like a taxi service.”

While business aviation may not necessarily be experiencing a dramatic boom, some industry data indicate a strong and steady increase in activity year over year ever since the market hit bottom in 2008. U.S. sales of piston engine airplanes and business jets jumped nearly 10 percent from 2013 to 2014, while overall airplane shipments rose nearly 6 percent, according to GAMA, with more growth expected in 2015.

FULL HANGARS

Jim Lafferty of Lafferty Aircraft Sales, based at Mineta San Jose International Airport, said he sees the impact of those sales figures each day. With planes coming and going nonstop, and work proceeding at the airport on a huge new facility co-owned by Google, the scene is what you’d expect to see in the middle of an economic renaissance.

“There are hangars full of airplanes everywhere you look, some based in San Jose, others in places like Monterey and Stockton, that are constantly flying in to pick up or drop off businesspeople,” said Lafferty. “There’s a lot going on — it’s crazy out here.”

Large-scale operations such as Intel’s — whose fleet of private aircraft shuttles employees daily between corporate outposts in California, Oregon and Arizona — are the exception, and GAMA studies show that smaller companies operate the majority of business aircraft, with 59 percent of firms operating business aircraft having fewer than 500 employees. But just below the Intels of the aviation world rests a long string of options, descending in price and offering a custom-fit flight experience for each substratum of the tech world’s peripatetic.

There are private planes for hire, such as the ones from JetSuite, that have become go-to travel choices for the Valley’s rich and powerful. With state-of-the-art avionics, a board of directors that includes Zappos wunderkind Tony Hsieh, and onboard Wi-Fi and XM Radio, these aircraft provide a just-in-time experience that’s seemingly cut from the Silicon Valley cloth. It’s not cheap: one recent “Daily Deal” offered a private four-seater jet, one-way from San Jose to Oakland, for $536.43.

A less expensive option is an “all-you-can-fly” airline like Surf Air, a startup that offers a monthly membership for $1,750 (with a $1,000 sign-up fee) that lets members hop on daily scheduled flights up and down the state, pretty much to their heart’s content. “A lot of our members could afford something like NetJets but would rather invest that money in something else,” said Justin Hart, vice president of member acquisition for Santa Monica-based Surf.

“The new commodity is time. You have your typical executive in the Bay Area, who’s making $400,000 a year but chooses not to buy his own plane. But he needs to get to a meeting in L.A. and he knows his company values his time, so he can’t afford to wait in line for 90 minutes at LAX, dreading what awaits him at SFO.”

SAVING MONEY

Marcus Lovingood, a 29-year-old movie distributor and owner of a digital ad agency in L.A., uses Surf to fly up to the San Carlos Airport for business three or four times a week. He figures he’s saved his eight-employee company, Futureleap Media, $30,000 since he first joined Surf Air a year and a half ago. “We were spending $2,000 to $3,000 a month for travel in California, with me taking Southwest flights three times a week and using up a lot of my valuable time,” said Lovingood. “Surf Air just made so much sense.”

Other entrepreneurs are learning to fly, either for fun or for business once their startups get off the ground.

“We’ve been seeing an uptick this past year in the number of people learning to fly, and a lot of them are from the tech community,” said Bert Postma, a pilot and member of the Stanford Flying Club. “This area is much better off than other parts of the country, so a lot of people here can afford to get into general aviation.”

Postma said students have included “young people from Google and Stanford,” as well as a recently retired senior executive at Apple, and techies who fly to work from as far away as Oregon. And many of them,” he said, “end up buying their own planes.”

Bill Sutherland, director of marketing operations for Apple, said friends got him interested in flying in 2009, and when an in-law told him about how he used his plane for his own business, “that flipped my switch.

“Someone said it might make sense to buy my own plane for my training, so I got a used Cessna 172 for like $118,000,” said Sutherland, who knows at least six fellow Apple employees who fly. He has since upgraded a couple of times, using his plane to visit family across the country.

Sutherland said he kept one of his old planes and rents it out, but he sold his Cessna 206 “to another Apple guy, so it’s staying in the Apple family.”

Story and photos:  http://www.santacruzsentinel.com

Pull out of tailspin on airline dilemma: Kearney Regional Airport (KEAR), Nebraska

Kearney Hub Opinion

If commuter air service in Kearney could be in a worse situation, it is hard to imagine how. Reliability is iffy. Passenger traffic is in the toilet. The choice of companies that could replace the current carrier, Great Lakes, is dwindling as excessive federal requirements for pilot experience have decimated the commuter airline industry.

To understand how desperate the situation has become, consider the bet that Kearney leaders placed on an Ohio-based airline, Aerodynamics Inc. Municipal leaders here picked ADI to provide daily commuter flights to Denver and promised up to $500,000 to help with promotional efforts.

ADI has been skating on thin ice, having declared bankruptcy in 2013, and now is in danger of losing its federal permit for commuter and charter flights. Last week the federal Department of Transportation tentatively canceled ADI’s commuter and charter certificates, declaring the airline to be financially unfit because its president was guilty of defrauding $500,000 from another company.

ADI has replaced the offending executive, but it’s unknown whether the airline possesses the capital that FAA officials would like to see as an assurance that ADI can make good on its obligations to the communities it intends to serve. It’s entirely possible, after the required review period, that the DOT will make its temporary declaration against ADI permanent.

If ADI is dealt the death blow, Kearney could be adrift without a paddle — but wait.

What about Great Lakes?
Its balance sheet is strong, and the FAA has ordered Great Lakes to temporarily continue its service out of Kearney.

Why not put some energy into helping Great Lakes? How? Start by cutting out the negative talk. Each time a city leader says we have a lousy airline, potential passengers drive down the road.

Put money on the table. Great Lakes can’t lure passengers until it resolves its reliability issues. Rather than tossing $500,000 at a bad bet, consider how that money might help put pilots in Great Lakes’ cockpits. Spiffs for pilots, scholarships for pilot trainees at UNK — get outside the box and think creatively.

Ask questions. How do other airports succeed? 
Grand Island is boarding 60,000 passengers annually and will open a new $14 million terminal in early 2016. Why do other communities have airport authorities, and how are they boosting air service with the taxes and other revenues the authorities generate?

Finally, encourage businesses and industries to support Kearney’s airline. If executives and high level managers aren’t using the airline, we’ll surely lose it.

Original article can be found at: http://www.kearneyhub.com

Edgar County Board having insurance problems at KPRG - Paris, Illinois

PARIS, IL. (ECWd) –  The Edgar County Airport’s recent response to a Freedom of Information Act request proved to be consistent with what we have been suspecting for years – that the perceived issue of “insurance” was never really an issue, and is still not an issue – it was simply a smoke screen for several “people” to attempt to flex their muscles and try to get what they were after from the Airport, and ultimately from the taxpayers.

Think back over the past few years and remember the constant badgering about insurance from people leasing hangars, etc, at the airport. Even going so far as the former airport manager claiming that even though proof of insurance was shown, it could be canceled at any time, therefore there was no insurance. Chris Patrick (disgraced former county board chairman), Jimmy Wells (disgraced former airport manager), Adonna Bennett (disgraced former airport advisory board chairman), and Mike Heltsey (disgraced former Dept. of Corrections employee, former illegally appointed “covert investigator” for the Crippes regime, and current county board member) were the main culprits in the scheme – all on the taxpayer dime.

Now back to present time:

The existing hangar lease agreement at the airport requires that proof of insurance be given to the airport manager for all “flyable airplanes” stored inside or outside of the leased hangar. The proof of insurance must name the county as additionally insured (on flyable airplanes), and there must be a minimum of $1 mil of general liability insurance. This term as used, is meant to denote airplanes that are currently flyable, and also airplanes that can be brought to flyable status with some type of maintenance performed on them. Remember that term “flyable airplane” as that plays an important part to this puzzle.

A FOIA request asking for the certificates of insurance on all airplanes for all hangar leases was sent to the airport, and this is their response:

Certificates of insurance for T-hangar leases…were provided for:

a)      1) John Milligan*1981 Cessna 152 – 1,000,000.00 – 7/2014 to 7/2015 Does not show the County as additionally insured

b)      2) Jacob Barrett – 1968 Cessna 1721 – 1,000,000.00  – 6/2014 to 6/2015 Does not show the County as additionally insured.

c)       3) Dale Barkely  2007 Sky Ranger II LSA  – 1,000,000.00  –  8/2014 to 8/2015 Shows the County as additionally insured.

d)      4) Jacob Jobst    1968 Cessna 150 H   –  1,000,000.00  –  8/2014 to 8/2015 Does not show the County as additionally insured.

e)      5) Frank Bishop 2006 Christavia MK 1 –  0000000000 – 4/2014 to 4/2015 Does not show the County as additionally insured.

f)       6) John Roehm  1946 Cessna 140  –  1,000,000.00 – 5/2014 to 5/2015 Does not show the County as additionally insured.

g)      7) Dennis Naylor 1978 Cessna 152   – 1,000,000.00 – 8/2014 to 8/2015 Does not show the County as additionally insured.

Far-reaching Consequences

Let us just assume for once that the Edgar County Airport and the Edgar County Board are actually telling us the truth on this issue – that there are only 7 (SEVEN) flyable airplanes at the Edgar County Airport. Don’t get me, wrong, I don’t believe for a minute that the board gave us the correct number, but we can always hold out hope…

This would further prove the fraudulent grant application for the fuel farm/apron extension, where they all claimed 36 airplanes at the airport – is it any wonder the FAA and IDOT put a screeching halt to the million dollar grant?

Now, copies of any applications for future grants have been requested, so we can see what numbers are listed on those applications – care to take a wild guess?

Ok, back to reality – the County did not respond with all of the information that is required by the lease agreements. We must find out why certain people are allowed to violate their lease and demand they comply. I suggest that all leaseholders in violation of the lease be given 30 days to vacate the T-hangar and the airport, after all, they should treat everyone the same.

Remaining Questions:

a)      Why, in foia hangar lease requests, did not all 15 hangars have leases on them and match the insurance documents when all 15 hangars are in use as indicated by the comparison between leases and insurance documents?

b)      Does Chris Patrick have a flyable airplane at the airport and if so, where is his insurance document?

c)       Does “Tom and Jerry “ have a flyable airplane at the airport and if so, were is his insurance document?

d)      RSB does not have flyable aircraft in storage at the Edgar County Airport…

e)      Does Jake Payne have a flyable airplane at the airport and if so where is his insurance document?

f)       Does Tom Newlin have a flyable airplane at the airport and if so where is his insurance document?

g)      Does Steve Blane have a flyable airplane at the airport and if so where is his insurance document?

h)      Does Tom Newlin have a flyable airplane at the airport and if so where is his insurance document?

i)        Does Dale Barkely lease a hangar and if so where is a copy of the lease agreement?

j)        Does John Milligan lease a hangar and if so where is a copy of the lease agreement?

k)      Does Jacob Jobst lease a hangar and if so where is a copy of the lease agreement?

l)        Why doesn’t Frank Bishop (insurance doc) match name on lease (Kevin Bishop) and include information requested in FOIA showing $1,000,000.00 in insurance coverage?

m)    Why are Indiana residents (i, e, Newlins) allowed to lease (3) hangars…from the airport when that airport is a subsidized by Illinois/Edgar County taxpayers to the tune of $100,000-$200,000.00 annually – AND – claims have been made that there is a waiting list for hangar space, but that list could not be produced.

n)      Records in hand indicate only 7 airplanes at the Edgar County Airport in flyable condition

————————

The bottom line in all of this, is to show that all of the excuses and lies put forth in the past from airport and county board members were in fact lies, and there has never been, and will never be, an attempt at holding others accountable to the terms of the lease they signed.

Original article can be found at: http://edgarcountywatchdogs.com

Friday, January 30, 2015

Community Wants More Restrictions at Montgomery County Airpark (KGAI), Gaithersburg, Maryland




The Maryland Aviation Administration inspected the Montgomery County Airpark Wednesday morning and the results of that inspection are due in a few days. 

 Keith Miller, executive director of the Montgomery County Revenue Authority, told members of the Airpark Liaison Committee Wednesday night, that the inspection was requested by the authority in the wake of the tragic plane crash in December that killed six people. The MAA, the administration that issues the license to the Revenue Authority to operate the airpark, annually inspects the Gaithersburg airpark.

“We requested the MAA to do in interim inspection and that was conducted this morning. We anticipate the results of that inspection this week or the week after,” Miller told the group.

Miller said the authority also recently met with the Federal Aviation Administration who agreed to designate the north side of the airport as a “congested area” on flight charts starting Feb. 5 but that the designation won’t have any impact on airport operations. Miller also said the FAA was not in favor of limiting the hours the airport here is open. It is now open 24 hours a day, seven days a week. Limiting the scope of the airport could impact federal funding, he said. That funding has ranged between zero dollars some years to $2 million other years, he told MyMCMedia. Last year, Miller said, 39 operations took place between 11 p.m. and 6 a.m.

The authority also met with the Aircraft Owners and Pilots Association earlier this month to review airpark operations, according to Miller. A report from that group has not yet been submitted.

The meeting Wednesday night comes on the heels of an earlier meeting held between County Executive Isiah Leggett; Council member Craig Rice, who represents that area of the county and members of the Airpark Concerned Citizens Alliance. In that meeting, alliance spokesperson Robert Anderson expressed concerns about the number of take-off and landings completed at the airport and the lack of an updated airpark impact study that was last done about 25 years ago. The group made several requests including limiting hours at the airport and the types of aircraft that fly there.

Miller did not attend the Tuesday meeting, but said the authority is waiting on a National Transportation Safety Board review of the crash to determine if any operational changes need to be made at the airpark. That could take up to a year. He said the number of airpark operations – a take-off or landing- totaled about 50,000 last year, far less than the airpark at its busiest in 2001 when more than 160,000 operations were logged there. The drop can be attributed to post 9/11 regulations regarding restricted airspace and training requirements, Miller said.

Liaison Committee member Nancy Shenk said at the meeting she believed the community needed a public meeting to hear an update about the airpark and about the crash that killed the three aboard the jet on Dec. 8 and a mother and her two young sons who died when the plane crashed into their house.

“You have a community so distraught about what happened and to wait a year is not giving that community a change to really talk to they people they need to talk to. This is a community raw with emotion,” she said. “There has to be a meeting sponsored by the county  to talk with the people of that community that includes the FAA and MAA so these organizations are made aware of our needs and what’s been going on over our houses all these years.”

 Story and video:  http://www.mymcmedia.org 

NTSB Identification: DCA15MA029
14 CFR Part 91: General Aviation
Accident occurred Monday, December 08, 2014 in Gaithersburg, MD
Aircraft: EMBRAER EMB-500, registration: N100EQ
Injuries: 6 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 traveled in support of this investigation and used data obtained from various sources to prepare this aircraft accident report.

On December 8, 2014, about 1041 Eastern Standard Time (EST), an Embraer EMB-500 Phenom 100, N100EQ, impacted terrain and houses about 0.75 miles short of runway 14 while on approach to Montgomery County Airpark (GAI), Gaithersburg, Maryland. The airline transport rated pilot and two passengers were fatally injured as well as three persons on the ground. The airplane was destroyed during the impact and ensuing fire. Marginal visual meteorological conditions prevailed at the time and the flight was operating on an instrument flight rules (IFR) flight plan. The airplane was registered to and operated by Sage Aviation LLC., of Chapel Hill, North Carolina, under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. The flight originated from Horace Williams Airport (IGX), Chapel Hill, North Carolina, with GAI as its intended destination.

Interview with an Alaska pilot: Mark Madden

By  Colleen Mondor
January 30, 2015


UAA Flight Technology Professor Mark Madden holds numerous certificates and ratings, including airline transport pilot multi-engine, commercial airplane single-engine land and sea, instructor certificates for CFI, CFII, MEI, AGI, IGI, is tailwheel-endorsed and has been designated a Master CFI by both the National Association of Flight Instructors and Master Instructors, LLC. He is a member of the Federal Aviation Administration's FAAST Team Safety Program and was named National FAA Safety Team Representative of the year in 2013 by the General Aviation Awards program.

Madden has been a part- and full-time pilot, instructor, and program developer for the FedEx Cessna Caravan contractors, is a freelance aviation technical writer, an officer of the board of directors of the Alaska Aviation Safety Foundation and board member of the Lake Hood Pilots' Association.

Mark Madden answered questions about Alaska flying via email late last year.

Q: What item (or items) in your flight bag do you consider to be the most indispensable?

A:
• Headset. Prefer noise cancelling;
• Hand held standby VHF transceiver and spare batteries;
• Nomex gloves (yes, I really do wear them when I fly);
• Electronic scale to obtain accurate baggage/cargo weights for performance calculations. This scale is hand held and can also be attached to a wing strut tie-down ring;
• Current FAA approved navigation charts and Alaska Supplement. These are hard copy paper charts that do not require an electrical source to operate (see next item for night operations);
• Small flashlight with batteries stored separately i.e., batteries are never stored inside the “dead battery case”. Also spare batteries; and
• Small first aid kit. This one is in addition to a larger first aid kit in my survival vest.
Madden carries all of these items in his flight bag, and not in his survival vest, which is also carried on board.

Q: What is your favorite place to fly to (or over) in Alaska and why?

A: This is a difficult question to answer since there are so many. I always enjoy flying through Lake Clark Pass. I consider this mountain pass to be one of the most beautiful passes I’ve ever seen. Flying around Denali is at the top of the list as well.

Q: What is the best flying advice you ever received?

A: Never pass up an opportunity to take on more AvGas (load permitting of course) or use the men’s room!

Q: What type of aircraft do you most enjoy flying and why?

A: I enjoy flying my Maule M5-210C. It’s a great airplane and perfect for off-airport and STOL operations. It’s also owned free and clear.


Original article can be found at: http://www.adn.com

No pilot's license, no problem: Flying for beginners

Light-sport planes in front of the Richard B. Helgeson Airport in Two Harbors. The local Experimental Aircraft Association chapter is hosting a speaker on February 5 to talk about the more affordable side of flying. Photo courtesy of Seth McDonald.



Seth McDonald of Two Harbors still remembers the first time he rode in a small airplane. He was 8 or 9 years old, his stepdad had a friend that was a pilot, and he took McDonald for a ride.

 It took McDonald almost 30 years to rekindle that love for flying. He joined the Two Harbors chapter of the Experimental Aircraft Association four years ago, and is working towards getting his pilot's license.

McDonald, now the local EAA club vice president, said if he had known how affordable hobby flying is, he would have jumped in much sooner. Their EAA chapter is bringing a speaker to Two Harbors Feb. 5 to talk about ultralight planes, one of the least expensive and easiest ways to get into aviation. Ultralights are one-seater planes intended for recreational flying that can cost as low as $4,000 and require no pilot's license to fly.

"It's a big myth ... that these people are doctors and lawyers," McDonald said. "Yes, there may be a couple that are. But a vast majority of the folks are middle-class, blue collar guys and gals that are flying on a budget that is pretty tight."

The myth has its roots in fact — a small Cessna plane can cost more than $100,000 and requires a pilot's license with around 40 hours of flight time to fly. But McDonald and local EAA chapter president Mike Busch are on a mission to let people know that's not the only way to fly. Busch invited Timm Bogenhagen from the national EAA headquarters to speak in Two Harbors, and his talk will focus on ultralights.

"What we're trying to do with Timm's visit is to engage that part of the public that is interested in aviation but they've not taken that step because they've just said, 'Well, it's expensive. It's not for me,'" McDonald said.

Busch said another motive for the outreach is to get more young people involved in flying. He's been flying since he started working towards his pilot's license when stationed in Puerto Rico in the Navy in the 1960s. Today, professional pilots that are Busch's age are retiring in droves.

"There are a shortage of pilots even now. We're trying to grow some new ones," he said.

They have a Young Eagles program that takes kids up into the air, just like McDonald got the chance to do when he was young.

Busch said the Two Harbors EAA chapter focuses heavily on "homebuilt" aircrafts. About a half-dozen planes are being constructed at the Richard B. Helgeson Airport in Two Harbors right now, including Busch's own in his hangar. He pointed to the gearhead process of building a plane as something to expose aviation to people that don't yet know how to fly a plane. High-tech model planes are another easy way to learn about flying, McDonald pointed out.

"There are many facets of aviation," Busch said. "You don't have to be a pilot to get involved."

The talk on Feb. 5 is at 6:30 p.m. at the Two Harbors Community Center, 407 South Ave., Two Harbors. It's open to the public. The local EAA chapter meets every first Thursday at the community room in Two Harbors High School throughout winter and at the Two Harbors airport in the summer. They have grown the club from just a handful of members five years ago to around 30 now, and are always accepting new members, McDonald said.

"I don't care what you fly ... flying is flying," Busch said. "You depart from mother Earth, and you're up there in the ocean of air. You may be going a little faster or slower, but the feelings and the actions required are all about the same. It's just such a different feeling."

Story and photo: http://www.twoharborsmn.com

Steven Saint-Amour, Eclipse Group Inc: Annapolis firm helped find Socata TBM700N (TBM900), N900KN • Fatal accident occurred September 05, 2014 in Jamaica

Steven Saint-Amour is managing director Eclipse Group Inc. The marine operations service provider helps with the recovery of fallen aircraft. 
(By Joshua McKerrow, Staff / January 28, 2015) 



Whenever a plane crashes, Steven Saint-Amour tries to learn as much as he can. 
 
It's part of his work as managing director of the Annapolis-based Eclipse Group Inc. One of the marine operations service provider's functions is to help with the recovery of fallen aircraft.

Saint-Amour never knows when his firm will be called in, so he always does his research — just in case.

This fall, Saint-Amour was intrigued by CNN's round-the-clock coverage of the crash involving Larry and Jane Glazer, a prominent Rochester, New York, couple who were flying in their personal airplane when it went down in the Caribbean Sea.

Months later, representatives of the Glazers contracted the Eclipse Group to search for the downed plane near Jamaica. Saint-Amour and a team of 20 contractors spent six days there and recovered it. The National Transportation Safety Board continues to investigate.

"I get a lot of raised eyebrows. (People say) 'What a terrible job you would have to perform,'" Saint-Amour said. "I counter that it's actually incredibly satisfying, because associated with the victims is a family. They want their loved ones back and they want to know what happened. If we can help them find some closure, that's an incredible feeling to walk away with."

Larry Glazer ran Buckingham Properties, a property management and development firm, and Jane was founder and chief executive of QCI Direct, which sells home and personal care products online and through catalogs.

On Sept. 5, they were flying to Florida when their turboprop lost cabin pressure and the depleted oxygen left them unconscious, according to the Rochester Democrat and Chronicle.

U.S. Air Force fighter jets accompanied the plane as it continued south for hours, eventually running out of fuel and crashing about 12 miles north of Jamaica.


Last week, the Glazer family released a statement to the media that thanked Saint-Amour and Eclipse for their role in the search.

"The search was a success, and so it is with great relief that we will be bringing our parents home," said the statement, attributed to the Glazers' children, Mindy MacLaren and Rick and Ken Glazer.

"We also recovered significant portions of the aircraft itself and we are hopeful that, in time, this will provide us with answers as to exactly what happened that day … Knowing we did all that could be done to bring our parents home provides us with the possibility for closure and eventual healing."

The Eclipse Group was incorporated in 2009, but its business operations began in 2012. Saint-Amour operates out of an office on Annapolis Exchange Parkway, but uses 22 contractors stationed around the world who can be called in for projects at any time.

In 2013, the company received a nearly $23 million contract with the Naval Underwater Warfare Center Division in Newport, Rhode Island, to provide operational and logistical support for ocean testing and at-sea projects.

Saint-Amour and his crew were in Jamaica Jan. 15-20, conducting their investigation in the Caribbean Sea. As four months had passed since the crash, there was no fuel or debris to indicate the wreckage's location. But crash data from the plane gave them an approximate idea where it went down.

The investigators used Phoenix International's autonomous underwater vehicle — an unmanned submersible — to find components of the plane. After that, the investigation was turned over to federal investigators.

Saint-Amour also gives lectures around the world on aircraft technology.

"With air crashes, everybody doesn't really want to think about it," he said. "You always think it will happen to the other guy."

- Story and photo gallery: http://www.capitalgazette.com


Eclipse Group Inc: http://www.eclipse.us.com

Steven Saint Amour of Eclipse Group Inc. talks about remotely operated underwater vehicles used to assist in salvage. 
(By Joshua McKerrow,  Baltimore Sun Media Group / January 28, 2015)



Larry and Jane Glazer






NEW 51LG LLC: http://registry.faa.gov/N900KN


NTSB Identification: ERA14LA424
14 CFR Part 91: General Aviation
Accident occurred Friday, September 05, 2014 in Open Water, Jamaica
Aircraft: SOCATA TBM 700, registration: N900KN
Injuries: 2 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 September 5, 2014, about 1410 eastern daylight time (EDT), a Socata TBM700 (marketed as TBM900), N900KN, impacted open water near the coast of northeast Jamaica. The commercial pilot/owner and his passenger were fatally injured. An instrument flight rules flight plan was filed for the planned flight that originated from Greater Rochester International Airport (ROC), Rochester, New York at 0826 and destined for Naples Municipal Airport (APF), Naples, Florida. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91.

According to preliminary air traffic control (ATC) data received from the Federal Aviation Administration (FAA), after departing ROC the pilot climbed to FL280 and leveled off. About 1000 the pilot contacted ATC to report an "indication that is not correct in the plane" and to request a descent to FL180. The controller issued instructions to the pilot to descend to FL250 and subsequently, due to traffic, instructed him to turn 30 degrees to the left and then descend to FL200. During this sequence the pilot became unresponsive. An Air National Guard intercept that consisted of two fighter jets was dispatched from McEntire Joint National Guard Base, Eastover, South Carolina and intercepted the airplane at FL250 about 40 miles northwest of Charleston, South Carolina. The fighters were relieved by two fighter jets from Homestead Air Force Base, Homestead, Florida that followed the airplane to Andros Island, Bahamas, and disengaged prior to entering Cuban airspace. The airplane flew through Cuban airspace, eventually began a descent from FL250 and impacted open water northeast of Port Antonio, Jamaica.

According to a review of preliminary radar data received from the FAA, the airplane entered a high rate of descent from FL250 prior to impacting the water. The last radar target was recorded over open water about 10,000 feet at 18.3547N, -76.44049W.

The Jamaican Defense Authority and United States Coast Guard conducted a search and rescue operation. Search aircraft observed an oil slick and small pieces of debris scattered over one-quarter mile that were located near the last radar target. Both entities concluded their search on September 7, 2014.


Flight Standards District Office: FAA Miami FSDO-19
  
 Larry Glazer

Wednesday, January 28, 2015

Kitset plane far from child's play for students • Two-year build a lesson in persistence

Danny Little, left, Alan Caudwell, Morgan Frost and Mike Cole attach a wing to a Vans RV-12 aricraft that a group of college students has been building for more than two years at Nelson Airport.  MARTIN DE RUYTER/ Fairfax NZ




It's like a complex lego build on steroids, but with much higher stakes.

A group of young Nelson students has spent the past two years building a kitset aeroplane.

The mission has been a lesson in persistence and patience, and on Saturday the students and their mentors celebrated the milestone moment of attaching the Van's RV12's wings to the craft.

Students started when they were at college, toiling to decode the plans and fix the pieces together on Wednesday afternoons and Saturday mornings.

The kitset plane was imported from the United States in five wooden boxes by longtime aviator Alan Caudwell, of the The Copter Shop.

Caudwell, and his partner Julja Vogt, were in the States a few years back and met students who had put a similar plane together. Struck with how passionate the youngsters were about the project, they decided to import a similar plane to help Nelson students gain insight into aviation engineering.

Caudwell bought an RV-12 kit from Van's Aircraft.

The project, which started in 2012, was initially run with the different colleges, but Caudwell said that had been frustrating at times. However, a core group of students had stuck with the project, with others joining in along the way.

The project was supported by a number of different local business sponsors and mentors from people working in the aviation industry in Nelson also gave up their Saturdays on a regular basis. Retired aviation engineer Mike Cole was also a big part of the project.

Two young men who had worked on the plane were now studying aviation through Nelson Marlborough Institute of Technology in Blenheim.

Caudwell said the project taught practical engineering skills and plan reading skills that he believed was missing at college.

"It surprises the hell out of me that anybody wants anybody that comes from the school.

"I've talked to a lot of people and the one thing that seems to be lacking in the schools is the ability for kids to translate technical information and put it into practical use."

Those who had come through the programme could hopefully now read plans and not have to have employees standing over them, he said.

When the plane was finished the students involved wanted to have a go flying it, and he would sell it.

He estimated the plane would sell in the $100,000 range and said it had cost about $130,000 to this point.

"To see these guys now with it coming together, they are quite delighted by it. To start with [the project] was a bit of a hard row."

Harrison Carver, 19, has been involved since the start. He now has an apprenticeship at Repaircraft. He said the project was fantastic and he had learnt a lot.

"I've got a job out of it."

He initially wanted to be a pilot, but working on the plane had "got me hooked into engineering. I was interested in everything aviation pretty much".

Story and photo:  http://www.stuff.co.nz

Tuesday, January 27, 2015

Leo Treggi takes seaplane interest to new job

Likes seaplanes 
Leo Treggi, the new director of the Winter Haven Municipal Airport after stepping down from that position in Leesburg, sits in the conference room of the Winter Haven Municipal Airport. -Paul Crate / Halifax Media Group




WINTER HAVEN — Leesburg plans to build a $1.2 million seaplane ramp at Leesburg International Airport, which city officials say will be vital for economic development.

But Leesburg could get some competition from Winter Haven Municipal Airport, whose director wants to expand seaplane operations there. That man is Leo Treggi, Leesburg’s former airport director.

City Manager Deric Feacher said he hired Treggi last November based on his knowledge and skill set “to expand the airport’s economic opportunities.” Treggi said he has big dreams when it comes to seaplanes and said Winter Haven is perfectly positioned to grow into the role of a seaplane capital.

He said one thing he wants to do is organize a seaplane gathering, maybe one called the International Seaplane Festival & Parade.

The event would be held in November and would involve some kind of big-lake-only competition between seaplane pilots. Treggi said he wants Bryce’s Juvenile Diabetes Foundation as a partner. The nonprofit organization serves families with children affected by Type 1 diabetes.

Winter Haven’s airport is in an unusual, if not unique, situation: It’s surrounded by six lakes. From 1,000 feet in the air, the airport “looks like an aircraft carrier,” said Jon Brown, who has operated Jack Brown’s Seaplane Base on Lake Jessie next to the airport since 1963.

On a seaplane ramp update last year, Leesburg City Manager Al Minner told city commissioners that seaplane pilots would be able to land on Lake Harris, taxi onto the airport operations area via the taxiway extension, and receive servicing from Wipaire and other business there, while also taking part in recreational seaplane activities at the seaplane base in Tavares, the city that bills itself as the “seaplane capital of the world.”

“There is a whole lot of synergy that we can trade off of from the success of our (Tavares) neighbor and bring that success next door to our airport, and one of the things that we need to do for that is build the seaplane ramp,” Minner said.

Leesburg is still rounding up grant money for the ramp project.

According to the website iflightplanner.com, there are more than 40 seaplane bases in Florida but only three are public, including the ones in Tavares and Winter Haven.

Story and photo:  http://www.dailycommercial.com

Monday, January 26, 2015

Peter Dixon: Building an airplane, one rivet at a time

Peter Dixon figures he has about 500 hours of work left before his Van’s RV-7 airplane is ready to fly. 
Photo by Laurelle Walsh


By Laurelle Walsh 


After two years of not really knowing what his airplane would look like, Peter Dixon’s Van’s RV-7 is finally becoming recognizable. “It’s only looked like an airplane for about the last two months,” he said.

Putting the fiberglass nose cone onto the fixed-pitch catto propeller three weeks ago was the most recent landmark event in Dixon’s labor of love.

“Right now it seems like I’m doing about a thousand things at once,” Dixon said. Within the last few weeks he has also finished the wiring and the instrument panel and started installing the engine baffles.

The in-wing fuel tanks were the hardest things to build, he said. The next big milestone will be when the RV-7 is finished, about five to seven months from now, he estimates.

“It’s so hard to tell how much more time before I finish. It will take as long as it takes,” Dixon said.

Building this airplane has been Dixon’s full-time job for the last two winters. On winter days he can be found working on it from 9 a.m.-5 p.m. daily in the hangar he rents from Don and Pat Owens at the Twisp airport.

During the summer, the 32-year-old Methow Valley native works in construction and gets in a few hours of work on the plane when he can, he said.

An early start

Dixon remembers being out in his parents’ large vegetable garden as a child, and watching Stan Gardner fly over in a tiny ultralight. “I thought it was pretty cool, but looked way too dangerous,” he said.

He started flying around age 14 with Ed Matthews out of Chelan. “Ed was kind of a fly-by-the-seat-of-his-pants kind of guy. I did the book work on my own,” he said.

The youngster hitchhiked or got his parents to drive him to Chelan for lessons, which he took whenever he had spare money from odd jobs. “I saved up money and flew whenever I could, a few hours here and there,” he said.

Dixon got his solo license at age 16, before he had his driver’s license. He had to wait until he was 17 before he could get his private pilot’s license and take a passenger along with him.

His first foray into aircraft building was assisting Fred Cooley with his as-yet-unfinished RV-4 about 20 years ago, Dixon said. “Fred taught me how to rivet.”

Since then, countless hours of drilling and de-burring holes, riveting, polishing and putting pieces together have made Dixon pretty adept at this process by now. Building a plane from a kit gives him the advantage of getting some parts pre-cut and pre-bent; however, other components Dixon has had to build himself.

Another advantage of building his own plane will be the ability to do his own maintenance on it and save money in the process, he said.

The best of all worlds

This is actually the second RV-7 Dixon has built. He built the same airplane in 2005 but never flew it because he couldn’t afford to put an engine in it at the time, he said. He sold it to a man from California in 2007, who came to Twisp and “handed me a big stack of money,” Dixon said.

Dixon also helped Don Owens build his RV-7, which is parked just a few feet away from the one in progress. “But Don has helped me more, every step of the way,” Dixon said. “Both Don and Pat have been awesome. I couldn’t have done this without them.”

The Van’s RV-7 is the best design for performance and resale, Dixon said. “You can actually build it and make money on it.” A high-demand airplane, once it’s finished it could sell for around $75,000, Dixon estimates.

“Buying this plane already built would be more than I can afford,” he said. By the time he’s done, he will have put about $45,000 and 2,000 hours of work into it, he figures.

But cost and resale value aren’t the only factors in Dixon’s decision to build this airplane. It’s also the best-designed plane for general use, he said.

The RV-7 cruises at 200 miles per hour, using about 7 gallons of gas per hour — about 30 miles per gallon. The plane is nimble, fully aerobatic, able to do loops, rolls and spins, Dixon said. And “it’s built for travel. It’s the best of all worlds,” he said.

In comparison, a more common entry-level airplane, the Cessna 150, might cost under $20,000, but it’s “not fun to fly,” said Dixon. “It’s super slow; it flies barely faster than a car, and there’s no performance.”

Dixon plans to use his RV-7 for camping and visiting friends who live far away. He figures it will get him to San Diego in about 12 hours. “I’ll fly it as long as I can afford it,” he said.

Dixon plans to tell no one about the first launch of his aircraft. “It’s better to keep the pressure low,” he said. “It’s a big deal to fly it for the first time.”

He plans to invite friends and family out for a launch party after he’s flown it a few hours, he said. It will take about 40 hours of flight testing before the airplane can be certified and he can take a passenger up in it.

In the mean time, Dixon figures he has about 500 more hours of work before first takeoff. He must document each step of the building process for the eventual FAA certification. The RV-7 will be certified as an Experimental Amateur-built Aircraft. Best of all, even after it’s sold to somebody else, Dixon’s name will still be on the plane. “I will always be the manufacturer of this airplane,” he said.

Plus, it’s too soon to talk about being done, Dixon said. “You’re never really finished building it. I’ll always be fixing things.”

Story and photo:  http://methowvalleynews.com

Sunday, January 25, 2015

Tour companies can still apply to dive sunken bomber at Lake Mead

The National Park Service is extending its application deadline for dive companies that want to take tourists on an underwater trip to see a B-29 Super­fortress at the bottom of Lake Mead.

The original deadline was Friday, but officials at Lake Mead National Recreation Area decided to extend it until Feb. 20 after just one company applied. Park spokeswoman Christie Vanover said the extension also gives the park a chance to clarify an application process that might have been confusing to prospective tour operators.

Park officials do not expect the later deadline to change the overall schedule for the enterprise. They still hope to review the applications and issue commercial dive permits by mid-March or early April and see the first tours of the sunken bomber by this summer. “That is still a goal of ours,” Vanover said.

The B-29 crashed in the lake’s Overton Arm on July 21, 1948, during a mission to test a secret ballistic missile guidance system.

All five crew members survived, but the bomber was lost until August 2001, when a team of local divers discovered it sitting upright and mostly intact on the lake bottom.

In 2003, archaeologists from the Park Service’s Submerged Resources Center documented the wreck. Five years later, the Park Service awarded one-year permits to two companies — one from Lake Havasu City, Ariz., and the other from Ventura, Calif. — for guided technical dives at the site, then at a depth of roughly 160 feet.

Those first two permits were not renewed in 2009 because the companies struggled to turn a profit on the expensive, technical dives.

The Park Service is now offering what it hopes is a more enticing deal: a two-year, commercial-use permit allowing up to 100 divers a year at the B-29 wreck and unlimited scuba instruction and charter dives to other “submerged resources” in the Lake Mead National Recreation Area.

The Park Service won’t give the bomber’s precise location or depth because the site is considered a “protected resource,” but a diver familiar with the wreckage said it now rests beneath roughly 110 feet of water.

Permit applications for B-29 tour operators are available at www.nps.gov/lake/parknews/b-29-permit.htm.

Story and photo:  http://www.reviewjournal.com

Two arriving planes stopped for bomb threats at Seattle-Tacoma International Airport (KSEA), Washington

Passengers are being delayed or evacuated Sunday afternoon due to two, possibly three bomb threats being investigated Sunday afternoon at Seattle-Tacoma International Airport.

Passengers aboard JetBlue Flight 1006, which landed at 4:15 p.m. were evacuated due to a “security concern” after the plane arrived  from Long Beach, airport officials say.  Baggage was on the pavement being inspected using dogs, a passenger tweeted.

The aircraft was sent to the far southwest end of the airfield, about 2,500 feet from other coming and going flights, said Perry Cooper, spokesman for the Port of Seattle. Passengers were walking off on portable stairs, he said. They were taken to the terminal on buses. A woman named Tiffany has been tweeting pictures of airport police, luggage and the sunset, as she waited for a ride back to the terminal.

The evacuation was a precaution, and other jets continued to take off and land, Cooper said.

Then another plane was detained, a Delta flight from Phoenix, reported KING 5 News. The pilot mentioned three bomb threats, said Jenna Luthman, an executive producer at Northwest Cable News, who was on board and spoke live to KING 5 during its 5 p.m. newscast.

Luthman said the threats are being described as “low credibility,” but that it’s unusual to have three at the same time.

“Everyone seems kind of lighthearted,” she said on the newscast.

During the JetBlue evacuation, which lasted about 45 minutes, Cooper said there were no immediate reports of injuries, or reports of arrests.

A similar incident occurred Sept. 11, when  a plane was sent to the far end of the Sea-Tac property, Cooper said. 

Original article can be found at: http://blogs.seattletimes.com

Harriman-and-West Airport (KAQW), North Adams, Massachusetts: Panel Delays Project Vote; Talks Derelict Plane

NORTH ADAMS, Mass. – The Airport Commission tabled the approval of Phase 2 apron plans until the full board could meet.

Gale Associates, the commission's engineers, provided alternatives on Thursday for the next step in the project.

The commission, however, was hesitant to vote because it did not have a full board and had not yet heard if the city can cover the 5 percent local share needed for the project to be funded.

"I'd rather table this and call a special meeting next week when I know all of the members will be available and when the mayor may have an answer," Chairman Jeffrey Naughton.

Representatives from Gale recommended alternative 2, which includes full reconstructing the apron and the fixed-base operator building. Because there is no extension to the apron, which is included in alternative 1, the city would not have to pay for fixed-rate surveys and additional soil work. Many other aspects of the project can be changed to reduce local contribution but these cannot.

If proper funding could not be found the project would only be delayed.

The third option called for reconstruction of the apron and partial construction of the fixed-base operator building.

Gale representatives said the taxiway may have to be shut down during construction to avoid construction vehicles driving over the newly placed apron, but Airport Manager William Greenwald said this would not be an issue.

Alternative 2 would also decrease the amount of tie-down spaces by 30 percent. This would bring the 24 spots down to 15.

Greenwald said it should not be an issue, but he would be worried about transient planes that need to tie down temporarily.

"You look at the airport at any time, the number varies from eight or nine maybe 10," Greenwald said. "It fluctuates depending on the season. What I do worry about, we do get a lot of transient flights that come in that would want to tie down."

The commission discussed possibly adding two more spots near an apron exit and taxi planes out differently.

Greenwald also reported that he would like to remove a derelict plane from the airport. He said the owner never signed a contract, but has been paying dues on the tie down.

He said he has been having a hard time contacting the owner.

"So what they are doing right now, it is very clear, is playing us," he said. "They don't believe that we will have enough spine to pursue this so they are letting this piece of junk sit there, and it is a danger to the airport."

Greenwald said the airport's regulations allows the commission to remove derelict planes if need be. He said there are two sources willing to remove the plane and use it as collateral. If the owner does not pay for the removal, he or she would lose the plane.

One of the interested movers wants to purchase the plane and restore it.

Commissioner James Neville asked if they could move the plane somewhere else on the airport grounds and charge the owner for daily storage, much like what happens when a car is towed.

Greenwald said he would be afraid of any liability if the plane was damaged during the moving process.

The regulations have been reviewed by the city solicitor, however, Naughton suggested running the commission's plans by him again to make sure they are acting correctly.

"The last thing we want to do is get the city in a legal battle," he said. "I want to make sure we are on firm ground here."

Greenwald also told the commission that although the Department of Public Works is plowing the airport in a very timely manner, it is doing it in a way that damages lights.

The plows are being adjacent to the edges of the runway and that is breaking lights.

He said he felt uncomfortable asking them to change how they do it because they are so busy.

"The city is short staffed, and they have a gun to their head trying to get anything done," he said. "Do we sit here and be frankly grateful it is being done in a timely manner or … try to improve the quality of the job?"

Naughton suggested the Greenwald continue to show gratitude but he should just inform the DPW of the lights because it is a cost to the city.

Story and photo:  http://www.iberkshires.com


The Airport Commission delayed a vote on the next phase of the apron project until it could confirm the city's contribution.

Woman arrested for drowning puppy at Central Nebraska Regional Airport (KGRI), Grand Island, Nebraska

A Florida woman suspected of drowning a puppy in the bathroom at the Central Nebraska Regional Airport has been booked into the Hall County Jail on animal abuse charges.

Grand Island police Sgt. Stan Steele said it appeared the woman may have drowned the two-week-old Doberman puppy after she was denied access to a flight because of the dog’s young age and lack of being properly contained.

Cynthia V. Anderson, 56, of Edgewater, Fla. first tried to board a flight at the Grand Island airport on Thursday, but was denied because she had three young puppies, all believed to be two weeks old or less, Steele said. Anderson also was traveling with two small dogs, but the dogs were of age and had proper kennels to board the flight, he said.

Anderson’s parents came from western Nebraska and took two puppies, so Anderson again tried to board a flight on Friday, Steele said. She still had the two small dogs and one puppy, which she attempted to conceal in carry-on luggage.

After Anderson was denied boarding a flight Friday, she was seen entering a bathroom in the airport’s passenger terminal. Anderson then left the bathroom and another patron reported finding a dead puppy in the toilet.

Steele said the Central Nebraska Humane Society retrieved the dead puppy and conducted an autopsy.

“The cause of death was determined to be drowning,” Steele said.

Anderson was arrested on animal abuse charges and booked into the Hall County Jail.

Story and photo:  http://www.theindependent.com

Incident occurred January 25, 2015 at North Central West Virginia Airport (KCKB), West Virginia

 

Sunday evening, local fire crews responded to an emergency landing at North Central West Virginia Airport. A regional jet from United Airlines was flying from Dulles International Airport, just outside of Washington, DC, to Dayton, Ohio.  

During the flight, one of the plane's engines failed and wouldn't restart. Pilots got in contact with air traffic control, who advised them to perform an emergency landing in Bridgeport. A total of 49 adults and one child were aboard the plane, and luckily no one was hurt. Passengers we talked to described what they saw and heard.

"All of a sudden, (I heard) a big loud boom, and then another one, and there was lots of vibration, and we were all kind of looking around, like 'What's happening?', and looking for flames or whatever else. It was quite scary," said Becky Brown, a passenger from Dayton, Ohio, who was on the flight.

Pilots landed the plane quickly, even though at the time of the engine failure, the plane was at quite a high altitude.

"I just heard someone here say that they had a father who was monitoring at home, and said he told her how high we really were and said that they did a great job of lowering us very rapidly. We couldn't notice that. We were watching out the window but you couldn't feel how fast we were coming down," said Patricia Kuhlman, a fellow passenger also from Dayton, Ohio.

After they landed, passengers were quick to praise the flight crew for their work in making sure no tragic events occurred.

"The flight attendant was very good because she said right away, 'We are going to make an emergency landing, and just be calm. I'll be through to collect trash,'" added Brown.

Officials at the airport say that they see about two to three emergency landings every year. Last year, country singer Miranda Lambert's plane landed at the airport after an emergency. Luckily, no one was hurt in that incident either.

Both passengers 5 News talked to said that they fly a lot for their jobs, and that this incident isn't going to keep them away from the runway any time soon.





BRIDGEPORT, W.Va. —  An airplane headed to Dayton Sunday evening made an emergency landing.

The United Airlines regional jet, with 49 adults and one child aboard, apparently lost oil pressure and had to land early after departing from Dulles International Airport in Washington, D.C., according to a report by CBS affiliate WDTV in West Virginia.

The plane landed just after 6 p.m. at the North Central West Virginia Airport in Bridgeport, W. Va. The plane was headed to Dayton, the TV station reported.

There were no injuries.

During the flight, one of the jet’s engine’s failed and wouldn’t restart. Pilots were advised by air traffic control to perform an emergency landing in Bridgeport, according to WDTV.

“All of a sudden, (I heard) a big loud boom, and then another one, and there was lots of vibration, and we were all kind of looking around, like ‘What’s happening?’ and looking for flames or whatever else. It was quite scary,” said Becky Brown, a passenger from Dayton who was on the flight. Pilots landed the plane quickly, despite the plane’s high altitude at the time of the engine failure. “I just heard someone here say that they had a father who was monitoring at home, and said he told her how high we really were and said that they did a great job of lowering us very rapidly. We couldn’t notice that. We were watching out the window but you couldn’t feel how fast we were coming down,” said Patricia Kuhlman, a fellow passenger also from Dayton.

After they landed, passengers were quick to praise the flight crew for their work in making sure no tragic events occurred.

“The flight attendant was very good because she said right away, ‘We are going to make an emergency landing, and just be calm. I’ll be through to collect trash,’” added Brown. Officials at the airport say that they see about two to three emergency landings every year. Last year, country singer Miranda Lambert’s plane landed at the airport after an emergency. Luckily, no one was hurt in that incident either. Both passengers from Dayton who spoke to WDTV said they fly a lot for their jobs, and that this incident isn’t going to keep them away from the runway any time soon.


BRIDGEPORT — A plane bound for Dayton, Ohio, had to make an emergency landing Sunday at North Central West Virginia Airport after experiencing engine trouble, Airport Director Rick Rock said.

The ERJ 145 United Express aircraft was transporting 53 passengers from Washington Dulles International Airport in Virginia when it had to land on North Central West Virginia Airport’s runway at approximately 6 p.m., Rock said.

There were no injuries, and the landing went smoothly and without incident, Rock said.

“Due to the runway length and our location, this happens from time to time,” Rock said. “We’re happy we’re able to be there to support this operation.”

The passengers were to wait for another plane to finish their trip, but instead they will be bussed to their destination, Rock said.

“All mutual aid assignments responded to the airport and did an excellent job,” Rock said.

Also responding were the Bridgeport, Nutter Fort, Stonewood, Anmoore and and Flemington fire departments, and airport emergency vehicles.