Friday, September 4, 2015

Glazer plane crash probe continues: Socata TBM700N (TBM900), N900KN, fatal accident occurred September 05, 2014 in Jamaica

Larry and Jane Glazer

One year after the death of Larry and Jane Glazer in their plane, the National Transportation Safety Board is continuing to investigate the incident and officials there declined to estimate how much longer their inquiry will take. 

"I don't want to compromise any part of the investigation at all, or put any expectations in their heads, because I know the family is absolutely devastated by this and I want to do them justice by giving them a good solid detailed investigation," said NTSB Air Safety Investigator Stephen Stein in Seattle.

"I can't release any information. I can't release the probable cause or any sort of analysis until the reports are released and publicly available," he said.

The prominent Rochester couple was flying to Florida on Sept. 5, 2014, when their plane apparently lost cabin pressure, lowering oxygen levels and rendering the couple unconscious.

The plane, guided by auto-pilot, continued south for several hours. The aircraft eventually ran out of fuel and crashed into the sea about 12 miles north of Jamaica where the water is up to 10,000 feet deep.

Initially, attempts to find the plane were unsuccessful. But the Glazers' family hired a Maryland firm, Eclipse Group, which found much of the plane in January.

Larry Glazer was chief executive of Buckingham Properties, one of Rochester's leading property management and development firms. Jane Glazer was founder and chief executive of QCI Direct, which sells home, kitchen and personal care products through catalogs and the Internet. They were noted philanthropists and very active in the local Jewish community.

"The couple embodied the spirit of entrepreneurism so prevalent in the Rochester and Finger Lakes region," Rochester Business Alliance CEO Bob Duffy said in a statement released Friday afternoon. "Larry was in line to serve as the next RBA chairman of the board. His voice on behalf of business is greatly missed. While Jane and Larry can never be replaced, it is heartening to know the Glazer family carries on their legacy. Jane and Larry's impact on our community will be felt for many, many generations to come."

Buckingham Properties is now being run by partners Ken Glazer and Rick Glazer, sons of Larry and Jane Glazer, and Dan Goldstein. The Glazers also are survived by their daughter, Mindy MacLaren.

Stein said the investigation so far has included examinations of plane parts, plus a review of production and maintenance records. NTSB workers also are looking into the medical, air traffic control, and weather angles of the case.

"There's a variety of areas of expertise that were pulling from," Stein said.

Original article can be found here:

 Larry Glazer


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

On September 5, 2014, a private aircraft with two persons on board, USA citizens, Larry and Jane Glazer, was reported to be unresponsive to air traffic control directions, while in flight from Rochester, New York, to Naples, Florida, USA. The aircraft was deemed to be proceeding without pilot control, when it disappeared into the sea approximately 19 miles north of Port Antonio, Jamaica, in about 3,000 metres of water, in the early afternoon. A search of the area was immediately conducted by the Jamaica Defense Force Coast Guard, JDF Air Wing and US Coast Guard. However, after two days, the search was discontinued, based on the assessment that there was a minimal probability for a successful rescue and/or recovery operation, under the existing conditions.

The Jamaica Civil Aviation Authority (JCAA) has responsibility for the flight control region over which the aircraft was lost. The Authority collaborated with the US Federal Aviation Administration (FAA) and the US National Transportation Safety Board (NTSB) in the aftermath of the occurrence, and lead agency investigative responsibility was designated to the US NTSB. This arrangement is consistent with international practice, where the State of the occurrence can delegate investigative responsibility to another (involved) State.

The family of the Glazers retained the services of the ECLIPSE Group, an experienced recovery organisation, to undertake the salvage of the aircraft and to search for the remains of their loved ones. With the cooperation and collaboration of the Government of Jamaica, through the services of the Maritime Authority of Jamaica (MAJ) and the Jamaica Civil Aviation Authority, the Managing Director of the ECLIPSE Group mobilized a highly specialized, technical and sophisticated team, utilizing the platform of the specially adapted ship, the MV OCEAN PIONEER. The salvage operation was conducted to identify and recover the remains and aircraft wreckage from the seabed, at a position 19 miles (nautical) north of Port Antonio, Jamaica.

The operation commenced on Tuesday, January 13, 2015 with technologically-advanced, underwater detection and recovery equipment from the vessel MV OCEAN PIONEER.  The debris from the aircraft along with human remains was recovered unto the OCEAN PIONEER, where the ECLIPSE Group team carried out post-recovery and preservation arrangements.

On Monday, January 19, 2015, the operation was terminated and the MV OCEAN POWER is now on passage to the USA, where the various authorities will observe the necessary post-incident protocols consistent with the national requirements of the USA.

The detailed accident investigations will follow.

Joint Press Release by the Jamaica Civil Aviation Authority (JCAA) and the Maritime Authority of Jamaica (MAJ), January 20, 2015.

Piper PA-28-161 Warrior II, N8441B, Golden State Flying Club: Fatal accident occurred September 03, 2015 near Gillespie Field Airport (KSEE), California

NTSB Identification: WPR15FA256
14 CFR Part 91: General Aviation
Accident occurred Thursday, September 03, 2015 in Santee, CA
Aircraft: PIPER PA28, registration: N8441B
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 either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

On September 3, 2015, about 0915 Pacific daylight time, a single-engine Piper PA28-161 airplane, N8441B, struck the roof of a house, and came to rest inverted in a driveway in a residential area in Santee, California. Golden State Flying Club, El Cajon, California, operated the airplane as an instructional flight under the provisions of 14 Code of Federal Regulations Part 91. The flight instructor and student pilot were fatally injured. The airplane sustained substantial damage during the accident sequence, and was also involved in a post-crash fire. Visual meteorological conditions prevailed for the local area traffic pattern flight, and no flight plan had been filed. The airplane had just departed from Gillespie Field Airport (SEE), San Diego/El Cajon, California, runway 27R; the accident site was located about a ½ mile from the airport.

According to the Federal Aviation Administration (FAA), tower personnel reported that the airplane had been conducting touch-and-go takeoffs and landings on runway 27R. After completing the second touch-and-go landing, tower personnel stated that the airplane was on the upwind, when they observed the airplane make a left turn and descend rapidly toward the terrain west of the field. There were no mayday calls made by the pilot.

Witnesses located at the accident site reported that the engine quit, and it appeared that the pilots were trying to restart the engine when the left wing struck the roof of a house. The airplane then struck three vehicles, and came to rest inverted in a driveway abut a palm tree.

A National Transportation Safety Board (NTSB) investigator responded to the accident site along with the FAA, and a Piper Aircraft air safety investigator. The entire airplane came to rest at the accident site; the left wing had separated from the airplane, but had come to rest on top of the right wing. The engine and engine mount remained attached to each other, but had separated from the airframe, and came to rest adjacent to the nose of the airplane. The airplane was recovered with an inspection scheduled for a later date.

FAA Flight Standards District Office:  FAA San Diego FSDO-09

Any witnesses should email, and any friends and family who want to contact investigators about the accident should email

A week before the plane crash that claimed their lives, Robert Sarrisin and Jeffrey Johnson were sitting under the plane, going over safety preparations – something they did before every flight.

“He took time with every single student,” Mike Roberts, manager of the Golden State Flying Club (which operated the plane) recalled of Sarrisin. “He was a very good instructor.”

Roberts spoke Friday with NBC 7 about his good friend, Sarrisin, and the tragic crash on Thursday in a Santee neighborhood.

Johnson, 50, was flying with Sarrisin, 59, when the small plane suddenly lost power and went down, killing them both.

Roberts said he was heartbroken and shocked about the crash, saying he has logged 200 hours in that very plane and never had problems before.

About Sarrisin, Roberts said he was very popular among flying students.

“I don’t think I ever saw him in a bad mood,” Roberts said. “Every input I got from a student was very positive about him.”

Johnson had been pursuing his lifelong dream to be a pilot and had been taking flying lessons for about two months, his family said in a GoFundMe page set up in his name.

Johnson left behind five children, including two sets of twins, ages 3 and 17.

The FAA and NTSB are investigating the cause of the crash, but preliminarily, officials say it appears the plane lost power. There was no distress call issued in the moments before the crash.


Pilot dies after light aircraft crash in Nigel Farage accident field

A pilot has died following a light aircraft collision in the same field in which Nigel Farage suffered severe injuries in another crash.

The incident took place at 12.10pm yesterday at Hinton-in-the-Hedges airfield in south Northamptonshire.

A spokesman for East Midlands Ambulance Service said it received a call just after midday to reports of a light aircraft collision, and was on the scene within minutes, immediately calling for back-up from the air ambulance.

He added: "Our crews provided care to a male patient on scene with serious injuries. He was not conveyed to hospital."

The Air Accident Investigation Bureau (AAIB) in Farnborough, Hampshire, has launched an investigation into the matter and will be supported by Northamptonshire Police.

Ukip leader Mr Farage had to be pulled from the crushed cockpit of a plane after an election banner caused it to crash in May 2010.

The PZL-104 Wilga 35A light aircraft came down after the tow line for the sign became wrapped around the tailplane, an investigation by the AAIB found.

Mr. Farage, who was standing in the election - ultimately unsuccessfully - against the Commons Speaker John Bercow in the constituency of Buckingham, suffered broken ribs, bruised lungs and facial injuries.

He was treated at John Radcliffe Hospital in Oxford and said afterwards: "I must be the luckiest man alive."

The pilot, Justin Adams, was also seriously injured and was trapped in the wreckage of the aircraft by a foot until freed by firefighters, the report said.

Mr. Farage, dressed in a pin-stripe suit, blue shirt and tie, with a Ukip rosette still attached, was able to get out after his harness was released by witnesses.

Original article can be found here:

Ambulance crews attended the scene (not pictured) in the field where Farage had his accident May 6th, 2010.   

PZL-104 Wilga 35A, Sky Banners Ltd, G-BWDF: Accident occurred May 06, 2010 at the Hinton-in-the-Hedges Airfield, Northamptonshire - United Kingdom

Donald Trump’s Big Boost: His Own Air Fleet • Planes and helicopters can whisk the Republican to far-flung locales and promote his brand

The Wall Street Journal 
Sept. 4, 2015 12:03 p.m. ET

Donald Trump’s presidential campaign has a big advantage hidden in plain sight: Trump Air.

Mr. Trump’s fleet of private aircraft, which includes a Boeing 757, a Cessna Citation X and three Sikorsky helicopters, whisks the billionaire executive to Republican primary events in far-flung locales, some of them difficult to reach by commercial planes.

The fleet also allows Mr. Trump to promote his brand. He garnered valuable publicity at the recent Iowa State Fair, for example, by giving children free rides in one of his helicopters with a huge Trump logo on the side.

“It’s a massive, unbelievable competitive advantage,” said Dave Carney, a GOP campaign consultant who was chief strategist for Rick Perry’s 2012 presidential primary campaign. “Having access to a private jet is the single most important asset to any national political campaign. It’s hugely expensive, but it gives you the ability to set your own schedule.”

The two Trump jets logged at least 71 campaign-related flights between April 1 and Aug. 31, according to a Wall Street Journal analysis of Federal Aviation Administration flight records on and The flights included at least 26 stops in airports serving Iowa, New Hampshire or South Carolina, all of them early primary or caucus states. As of Sept. 1, Mr. Trump’s jets have been blocked from being tracked by commercial aviation sites, which is permissible.

Air Advantage

In an interview, Mr. Trump said other campaigns might charter planes, but his 757 has amenities such as two bedrooms and a shower. It also features a 57-inch TV, pillows emblazoned with the Trump family crest and gold-plated seat belt buckles and bathroom faucets, according to a 2011 promotional video of the jet provided by his campaign.

“It’s like living in a beautiful home,” Mr. Trump said. “The advantage is that I’m able to fly nicely, quickly and on time.” He said he owns the aircraft outright and has no mortgages on them.

Flyovers with his Trump-branded planes, such as a recent one when his 757 circled over a campaign rally at an Alabama stadium, maximize his impact, Mr. Trump said. “We flew over the center of the stadium and the place went wild. It gave impact to the stadium and it gave impact the following day when everybody carried it” on television, he said.

Many of his GOP rivals, meanwhile, are flying commercial flights for all or much of their travel. Florida Sen. Marco Rubio typically flies commercial; he and former Florida Gov. Jeb Bush sat next to each other on an American Airlines flight from Miami to Nashville, Tenn., for a National Rifle Association event in April.

New Jersey Gov. Chris Christie has flown commercial of late, although he racked up a hefty private-jet tab last year when flying as chairman of the Republican Governors Association. While former Pennsylvania Sen. Rick Santorum reported $10,000 in commercial airline expenditures for the second quarter, his campaign emails have asked supporters to “fill up the tank,” seeking per-mile donations to fund his visits to all 99 counties in Iowa by car.

In the last week of August alone, Mr. Trump’s 757 flew to Dubuque, Iowa; to a Trump rally at a convention center in Greenville, S.C.; and to a gathering of conservative activists at the National Federation of Republican Assemblies in Nashville, where Mr. Trump won a straw poll.

Earlier in the campaign, Mr. Trump’s big jet traveled from New York to three small Iowa cities in a single day, then flew to Houston, where Mr. Trump delivered a speech the next day.

None of this comes cheaply. Flying a 757 costs about $10,800 an hour for fuel and other variable costs, according to Conklin & deDecker Aviation Information. That suggests Mr. Trump’s mid-August visit to the Iowa State Fair cost more than $47,000 for the round-trip flight from New York—not including the children’s chopper rides.

Mr. Trump said his campaign pays his jet-management company for the aircraft under an arrangement worked out with the Federal Election Commission. The FEC requires campaigns using aircraft owned by the candidate or their associates to report it as an in-kind gift, and requires campaigns to reimburse plane owners for costs including fuel, crew services and a share of the maintenance.

Because Mr. Trump’s campaign is largely self-financed, he is in effect reimbursing himself for use of his planes. His campaign reported spending $506,000 on private-aircraft travel in the second quarter. That is about three times the $179,000 reported by the leading Democratic contender, Hillary Clinton, and nearly double the $281,000 reported by Mr. Bush, the top fundraiser among the Republican candidates.

Still, flying around on private jets isn’t the image every candidate wants to convey, even if they could afford it.

Wisconsin Gov. Scott Walker has posted photos of himself via Twitter and Instagram flying in coach at the back of commercial airplanes. During his campaign rollout in mid-July, Mr. Walker’s entourage missed a connection in Atlanta after their flight was redirected due to storms. They eventually left Atlanta by rental car in the middle of the night to get to a morning event in Charleston, S.C.

For Mr. Trump, by contrast, his private jets are a not-so-subtle reminder of his message that he is a wealthy man who says he isn’t beholden to special interests and big donors.

Mr. Trump said he generally flies with his campaign manager, his staff, his spokeswoman and his security detail. During the flights, Mr. Trump said he catches up with the day’s news, which he incorporates in his speeches. Mr. Trump doesn’t use notes, so the flight time is essential, he said.

“It gives me privacy. If I was going commercial and signing autographs and taking pictures, it would be tougher for making a great speech.”

FAA records show that Mr. Trump typically flies to just one event and then returns to his New York home the same day. That keeps him refreshed, but doesn’t take full advantage of the main edge that private jets can provide: travel to four, five or six locations in a single day.

Mr. Trump said the campaign has found that doing one or two events a day has more impact. He said he expects to do more multiday trips as the campaign progresses in the fall.

Will Ritter, who was director of candidate operations and advance logistics for Mitt Romney’s 2012 campaign, said having access to a private jet so early in the primaries is a “significant benefit.” But Mr. Ritter, whose firm is producing ads for Mr. Rubio’s campaign, noted that the playing field soon will level as better-financed rivals ramp up their private-jet travel by chartering or borrowing planes.

Mr. Romney, he said, had plenty of resources, but often liked to fly commercial, where he could mingle with voters on the plane and in airports. “You miss some things by always getting swept away by your own jet,” he said.

Story, comments and photos:

Lancaster, California: Man Tried to Crash Commercial Airliner and Sheriff Plane

A commercial airliner flying over the Lancaster City area of the Antelope Valley Thursday night, September 3, reported to air traffic controllers that their cockpit was illuminated several times by a powerful green laser light. The situation created a potentially dangerous and challenging situation for the pilot, and was reported to have caused temporary visual impairment.

The concerned pilot notified air traffic controllers of the incident, who then notified the Lancaster Sheriff’s Station. Station dispatchers relayed the information to the pilot of the Law Enforcement Airborne Platform System (LEAPS), a fixed wing airplane, who is assigned to aerial patrol in the city of Lancaster.

The LEAPS airplane, provided by the city of Lancaster and the Lancaster Sheriff’s Station, enhances community protection and public safety. It is used to assist field deputies in coordinating calls for service and responding to emergencies, and can provide critical and timely information to patrol deputies on the ground.

The LEAPS pilot began immediately searching for the source of the obstruction and spotted the green laser light. Almost immediately, the cockpit of the LEAPS airplane was illuminated several times with the powerful light, causing distraction and temporary visual impairment to the pilot.

The pilot directed Lancaster Sheriff’s Station patrol units to the area on the ground where the light was emanating from. The patrol deputies converged on the area and began checking the neighborhood.

The subsequent investigation by the deputies on the ground led to a residence in the 42000 block of 30th Street East where a 27-year old male, and resident of Lancaster, was detained. After further investigation, he was ultimately arrested on a charges of discharging a laser at an aircraft, 247.5 PC California Penal Code. He is being held at Lancaster Sheriff’s Station in lieu of $25,000.00 bail.

Deputies recovered a high-powered laser pointing device at the scene.

If you see someone point a laser at an aircraft, Call 9-1-1. You could save the lives of the flight crew and also the people on the ground.

Story and photos:

Talks Begin Over Terms for Martha's Vineyard Airport (KMVY) Manager's Departure

Airport manager has been on administrative leave since August 10.
— Jeanna Shepard

Attorneys for the Martha’s Vineyard Airport Commission and embattled airport manager Sean Flynn met this week in Boston in an effort to negotiate the terms of Mr. Flynn’s exit.

Mr. Flynn, who is entering the third month of a new three-year contract, has been on leave since August 10, following a dispute with commission leadership over his handling of airport inspections by the Federal Aviation Administration. Commission chairman Myron Garfinkle has said that Mr. Flynn is not expected to return to work, but terms of his departure have not been finalized.

On Wednesday, the commission issued the following statement: “The parties came together and frankly exchanged their views regarding their positions and their ideas for a negotiated resolution. The parties intend to continue more conversations in good faith.”

Meanwhile, the Gazette has come up against multiple roadblocks in its efforts to gain access to government records surrounding a routine FAA inspection held in May at the Island’s only commercial airport and a follow-up inspection held in July. Mr. Garfinkle and commission vice chairman Robert Rosenbaum have described the inspection findings in some detail, but a lawyer for the airport commission said correspondence from the FAA about the inspections is exempt from disclosure under the state public records law because it relates to “an ongoing investigation.”

Further, commission attorney Susan M. Whalen said in a letter emailed Thursday to the Gazette, “We have been advised by the Federal Aviation Administration (FAA) that the documents may not be released until such time as the FAA has concluded its investigatory process as defined by federal regulations.” Separately, the FAA responded to several requests from the Gazette for the inspection reports by referring to a brief statement it released on August 20: “The FAA and state aviation officials are working with the Martha’s Vineyard Airport Commission to resolve issues at the airport.”

According to Mr. Garfinkle and Mr. Rosenbaum, the May inspection turned up multiple deficiencies that were to be corrected by Oct. 15, including the lack of a wildlife management plan, inadequate runway markings, lack of progress on a new fire safety building and insufficient training of personnel. In a follow-up inspection in July, another 31 areas of concern were noted in addition to about a dozen previously identified, some dating to the previous year, according to Mr. Garfinkle. The second inspection resulted in the FAA issuing a letter of investigation, he said. Under FAA regulations, a letter of inspection is issued when an apparent violator does not agree to corrective action.

A spokesman for the Massachusetts Department of Transportation said this week that although inspections are managed entirely by the FAA, a DOT representative, Andrew Mihaley, accompanied the FAA inspector for the second visit to the Vineyard.

“Drew wanted to make sure that there weren’t any safety of flight issues at the airport that might affect the flying public and he and Laurie [Dragonis, the FAA inspector] both wanted to confirm with the airport commission that the airport was working to clear the inspection discrepancies that they had been told to correct by Oct. 15,” Amanda Skahan, MassDOT deputy press secretary, said in an email. “If any immediate safety of flight issues had been found during the inspection, the airport would have been asked to provide an action plan and a mitigation plan but it appears that these discrepancies didn’t fall into that category,” she added.

With Mr. Flynn out, assistant manager Deborah Potter has been placed in charge at the airport. She was on vacation this week.

Friction between Mr. Flynn and commission officers over the first inspection surfaced at a May 28 airport commission meeting, when Mr. Rosenbaum and another commissioner, Rich Michaelson, described being rebuffed by Mr. Flynn when they attempted to join him during an exit briefing with an FAA inspector.

At that meeting, Mr. Garfinkle read a portion of what he described as a “very honest” email that he said he had sent to Mr. Flynn following the FAA incident. In the email, he told Mr. Flynn the situation involving the two commissioners “was not handled respectfully or appropriately and apologies are due and overdue. You can do better.”

Mr. Garfinkle and Mr. Rosenbaum were appointed to the airport commission in March, a month after Mr. Flynn’s contract as manager was renewed by a majority vote of the previous sitting commission.

On May 29, Gazette reporter Steve Myrick requested a copy of Mr. Garfinkle’s full email to Mr. Flynn along with any other emails that preceded it. On June 8, Ms. Whalen, the commission attorney, refused to provide the email, citing an exception to the public records law that protects personal privacy. On June 11, Gazette publisher Jane Seagrave appealed the refusal to the Public Records Division of the Secretary of State’s office. “Based on the context in which the email was discussed in public session, we have strong reason to believe its content addresses actions taken by a public official in his official capacity,” Ms. Seagrave wrote.

In an August 21 letter to Ms. Whalen, state Supervisor of Records Shawn A. Williams found the airport commission’s response was inadequate.

Mr. Williams noted that the state public records law “strongly favors disclosure by creating a presumption that all governmental records are public.”

While there are exemptions, the commission failed to properly identify why it was claiming an exemption, he said. Mr. Williams ordered the commission to provide the records within 10 days or explain in writing “with specificity” why the records should be withheld.

Ms. Whalen told the Gazette on Thursday that the public records supervisor’s letter was delayed in the mail, but that she would have a response next week.

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Inspection in May turned up multiple deficiencies. 
— Jeanna Shepard