Wednesday, January 11, 2017

Export-Import Bank chairman visits Air Tractor

Fred Hochberg, chairman and president of the Export-Import Bank of the United States, left, tours the Air Tractor aircraft plant in Olney Wednesday with Jim Hirsch, president of the company.  

Fred Hochberg made a promise to Air Tractor Vice President of Finance David Ickert roughly eight years ago when the two met.

The president and chairmen of the Export-Import Bank of the United States was determined to get to Olney and visit the aircraft manufacturing plant in North Texas because he was impressed by what he had heard and wanted to see it for himself. Hochberg made good on that promise Wednesday — one week before his term at the Ex-Im Bank expires — when he and a couple others from the self-sustaining federal agency paid a visit.

He called Air Tractor one of the bank's star exporters of products in the world.

"Here's a company that went from 10-12 percent exports to half their sales are now exports," he said. "We support about half of those sales, so about 25 percent of the sales of the company. And it's an export that people understand.

"Ultimately, at the end of the day, we're about jobs. People understand that this company supports a lot of jobs in Olney, Texas, in a town of about 3,000 people."

Hochberg arrived early Wednesday afternoon and met with Ikert and Air Tractor President Jim Hirsch, who provided an update on how sales have been in areas such as South America, sub-Sahara Africa and China, for example.

But, it's the countries with weaker economies who need assistance with purchasing Air Tractor's products, and the Ex-Im Bank has been the mechanism by which they are able to purchase the airplanes, primarily for agricultural purposes, by underwriting loans. Since fiscal year 2012, Ex-Im Bank estimates it has supported $171.1 million of Air Tractors exports.

Ikert said Brazilian aircraft manufacturer Embraer builds planes for agricultural purposes, and only sells them in Brazil with good financing for their local market.

"So, we're competing with very, very good financing. That's how they sell it; on financing," he said. "But, what y'all do for us gives us enough of a level playing field to let us compete. We're not going to be heads-up, but we've got a better plane and a better product, and with the financing as part of it, we think we can be (compete) there."

Hochberg told the Times Record News that leveling the playing field is one of Ex-Im Bank's responsibilities, as well as help those in some country secure financing when they can't do it locally and purchase goods they need from the United States for their business. He said it's about helping companies like Air Tractor be able to continue building their product, putting people to work and supporting more families .

The chairman said when U.S. manufacturers are making a product, they are assembling components made from other manufacturers in the country. For example, while Air Tractor builds they planes, they aren't making the tires, brakes, propellers and other parts that go on the aircraft. They are buying them from other manufacturers to make the end product.

"We have to remember that when we're exporting, it's not just the jobs here in Olney, it's the supply chain around this country," he said. "It's a deep supply chain and why it's important to keep companies here and keep them exporting from here is because the supply chain is here."

Despite an effort by Congress in 2016 to end the Ex-Im Bank, Hochberg said the agency's charter is good until 2019. President-elect Donald Trump has made it clear that more products need to be manufactured in the United States instead of going oversees, he said, which was also a priority for President Barack Obama. The Ex-Im Bank fits into the manufacturing strategies of the White House and the incoming administration.


Nashville International Airport sees another record-setting year of passengers in 2016

NASHVILLE, Tenn. (WZTV) — Nashville International Airport has set a new passenger record as it saw more than 12.9 million travelers in 2016.

BNA saw 1.3 million more passengers in 2016 than in 2015 which made for a robust 11 percent increase in travelers.

This is the fourth consecutive year the airport has set a new all-time passenger record from the previous year.

“It’s been a whirlwind of a year, and we expect even more good things in 2017,” said Bobby Joslin, chair of MNAA’s Board of Commissioners. “We are all committed to serving Nashville and our neighbors all across Tennessee by keeping BNA a world-class airport and preparing for the continued growth on the horizon.”

Several new nonstop flights were launched in 2016, including (but not limited to) Ft. Lauderdale, Boston, San Francisco, Toronto and Charlotte.


Helicopter gunner will target feral hogs at Ozark National Scenic Riverways park

A conservation agent armed with a semiautomatic.308-caliber rifle will be shooting feral hogs from a helicopter in an area of the Ozark National Scenic Riverways next week.

Both sides of the Current River between the mouth of Big Spring and the park's southern boundary at Gooseneck will be closed to hikers and visitors on Monday and Tuesday. Day-use areas and campgrounds within that aerial hunting footprint also will be closed, according to park officials.

Big Spring and the nearby campground, pavilions, and boat launch will not be affected and will remain open to the public, according to park officials. Big Spring is located south of Van Buren, and the area involved in the aerial shooting is approximately 15 miles long.

It's the first time helicopters will be used to help eradicate feral hogs within the Ozark National Scenic Riverways park, according to park officials.

"Aerial gunning is one of the tools we have available to us, which we don't use often, but is effective in certain situations," said Alan Leary, feral hog coordinator with the conservation department. "It's one shooter and one pilot flying the helicopter. Our goal is to eradicate all of them, as many as we can, 100 percent."

Leary said a helicopter is useful during winter months because trees have shed their leaves and hogs are more easily seen on the ground. He said the conservation department has done some feral hog trapping on ONSR land, but are using the helicopter in conjunction with trapping to remove as many hogs as possible.

"They definitely have some damage from hogs down there, yes," Leary said. "There's damage to agriculture and damage to the natural communities that are within the park."

According to Missouri Department of Conservation, feral hogs and wild boars can spread diseases to livestock, tear up pastures and fields with their rooting behavior and contaminate water sources by wallowing in them. Feral hogs also compete with native Missouri species by eating acorns and other sources of food that native animals rely on.

The two-day eradication effort is a joint project between ONSR, the MDC and the U.S. Department of Agriculture’s Animal and Plant Health Inspection Service. All aerial shooting will be conducted over public lands, according to an ONSR news release.

Leary said tissue samples will be taken from some of the hogs to test for various diseases wild pigs can carry. The carcasses will be left to decompose and provide food for other native animals like coyotes, foxes, bobcats and other carnivores.

It's possible this weekend's winter weather and possible ice storm could postpone the aerial shoot, Leary said. Any changes would be announced on the Ozark National Scenic Riverways website or Facebook page.

The conservation department has been trying to eradicate feral hogs from Missouri for years. They are considered a non-native, invasive species and are not considered to be wildlife under the state's wildlife code.


Incident occurred January 11, 2017 at Stewart International Airport (KSWF), New Windsor, Orange County, New York

NEW WINDSOR, N.Y. (CBSNewYork) — New York Gov. Andrew Cuomo’s helicopter made an emergency landing at Stewart International Airport in Orange County Wednesday afternoon, sources said.

The helicopter made the emergency landing at Stewart International Airport in New Windsor around 4 p.m., sources told CBS2.

Cuomo was on his way to New York City from Albany for meetings at the time. He delivered a State of the State address at SUNY Albany earlier in the day.

En route to the city, the New York State Police helicopter filled with fumes that smelled like smoke, and thus, the pilot decided to make the landing, Cuomo’s office said.

Late Wednesday afternoon, the cause was being investigated and the helicopter was undergoing maintenance, the governor’s office said.

Cuomo was on the helicopter with two aides, along with security and the pilot.

Cuomo released a tweet taking the emergency landing in stride, and touting his tour of the state for multiple addresses this week.

No one was injured in the incident, and Cuomo was safely transported back to the city, the governor’s office said.


Hawaiian Air working to resume flight service to Kapalua Airport

KAHULUI — Hawaiian Airlines is “very, very close” to returning service to the Kapalua Airport in West Maui, which will be outfitted with a Transportation Security Administration checkpoint, according to company and state Department of Transportation officials.

Maui Airports District Manager Marvin Moniz said Tuesday that the TSA checkpoint equipment will arrive by the end of this month. He said a contractor will be hired to install the equipment and that the state will build partition walls to secure the checkpoint.

“We’re working with the TSA in having the equipment running by February 20th,” Moniz said noting that Hawaiian can begin service the same day.

Peter Ingram, executive vice president and chief commercial officer of the company, said that he expects its commuter airline, ‘Ohana by Hawaiian, to start flying before the end of March. He announced the plans Tuesday during a Maui Chamber of Commerce luncheon at Maui Beach Hotel.

“We’ve got just about everything in place to restart service at Kapalua,” Ingram said.

The airline announced in November its plans to resume service to West Maui beginning Jan. 18. Four daily one-way flights between Kapalua and Honolulu on a 48-seat turboprop aircraft were planned.

Tickets were being sold online, but sales were halted when officials realized a TSA checkpoint would not be ready in time. Under the law, airports with planes carrying more than 19 seats must have a checkpoint.

“It was a bit of an oversight on our part in terms of communication and getting final notification back from the TSA that they were ready,” Ingram said.

Traveling to Kapalua is bit of a homecoming for the airline, which originally built and operated the airport from March 1987 to April 1993 before selling the airstrip and terminal to the state, Ingram said. The airport’s three-letter designation of JHM honors the late John H. Magoon, Hawaiian’s longtime former CEO and chairman.

“When I joined in 2005 and our finances were a little shakier than what they are today, I would remark to people from time to time that I think we may have sold the wrong business,” Ingram joked. “We should’ve kept the airport and sold the airline.

“It turned out, I’m glad we kept the airline.”

The 48-seater ATR 42-500, which travels to Oahu, Lanai and Molokai, will add West Maui to its destinations. The Kapalua Airport has the shortest runway of the group and the airline invested in a lighting system to help guide pilots in for a safe landing, Ingram said.

The Federal Aviation Administration has since tested and approved the system and pilots are in training, he said.

TSA has hired and is training workers at Kahului Airport before transferring them to Kapalua, Moniz said.

The last time the West Maui airport had a checkpoint was in 2013, when Island Air discontinued its service. The equipment remained in place for about two years in hopes of another airline, but was dismantled and shipped about a year ago to another city, Moniz said.

“The good thing is now we get newer equipment,” he said.

Moniz said the service will relieve congestion at Kahului Airport and on Honoapiilani Highway. He said Kahului airport faces gate challenges every day.

“It’s a good thing. It takes a little stress off Kahului and helps us increase operations over there,” he said of Kapalua. “We always get challenges with gate space, so having a few flights in Kapalua will increase some capacity too for planes here.”

Ingram said that Hawaiian is doing well and is benefitting from moderate fuel prices. He said North American markets are doing “particularly well,” but the most growth is coming from international destinations such as China and Korea.

“China is going to be a huge market and I think in the long term we should all be thinking about how we communicate with other parts of the world because they are bound to be an important economic superpower in the years ahead,” he said.

Ingram said Hawaiian’s growth on Maui has been slow due to the transition to its new fleet. He said its new line of A321neo planes will allow them to expand flights as they come into service at the end of the year.

“The fact that we’re not growing as fast in Maui this year is in no way a reflection of a enthusiasm for growth in Maui,” he said. “We’re keen to look for opportunities to grow our service in the future and the A321neo aircraft is going to be part of that growth plan.”

More than 100 people attended the annual Chamber of Commerce luncheon. Guests asked about interisland ticket rates, overhead baggage fees and restarting direct flights from Kahului to Las Vegas.

Ingram said Hawaiian is committed to providing a quality service at an affordable but competitive price. He said there are no plans for overhead baggage fees.

As for restoring a flight from Kahului to Las Vegas, he is hopeful that it will return aboard the A321neo planes. He said the route suffered from being less than daily and the airline struggled with matching the right number of seats with the market capacity.

Ingram recalled announcing the flight several years ago and its later discontinuance.

“I would like to bring that back to restore my slate,” he said.


The Final Flight of Martin McNally: He hijacked a plane at Lambert — and nearly got away with $500,000; it would take years to return to St. Louis

Finally alone after eleven hours of feverish demands, threats and hostage exchanges, the hijacker pulled off his shaggy brown wig and began to disrobe. He shrugged out of a burgundy sport coat, white dress shirt and yellow trousers — it was, after all, 1972 — revealing a second outfit: a set of dark-colored slacks and a collared blue t-shirt. Upon surveying the rows of empty seats running the length of the Boeing 727, he checked his wristwatch. Only a few hours remained until sunrise.

It was after 3 a.m. on June 24, and the purloined aircraft was hurtling through a cloudy night sky, heading for the Canadian border.

The hijacker, Martin McNally, was 28 years old, but with his boyish face and near-smirk, could pass for a teenager. He scooped up the discarded clothing and walked to the very rear of the pane, arriving at the open hatch and extended stairwell. He stared into the murky darkness below.

There was still time to call it off, McNally thought. He could turn around, walk back to the cockpit and hand his rifle to the pilot. He could return the bag stuffed with $500,000 cash and then, somehow, talk his way out of the mess he'd left back in St. Louis. He could tell the FBI agents that there was never any bomb on the plane, that it was all joke.

McNally tossed the wig through the hatch, followed by the clothing, several smoke bombs and the rifle with its two loaded cartridges. The items whipped into the air and disappeared. This was no time for second thoughts.

Aside from a single hostage, McNally was now the only non-crew member left on the flight. Hours before, on the tarmac at Lambert International Airport, he'd negotiated to release more than 90 passengers in exchange for a fresh crew to fly him to Toronto — a city McNally had no intention of visiting. Soon after takeoff, he'd ordered the sole remaining American Airlines stewardess (through whom he had relayed all of his demands) to join the hostage and flight crew in the cockpit.

Now, McNally's only companion was the thrilling weight of a cash-heavy mailbag tied to his left belt loop.

After strapping on a pair of flight goggles, McNally donned a reserve parachute, tightening the straps around his legs and chest, just as he'd been instructed by an FBI agent during an on-the-spot lesson earlier that evening. McNally had never touched a parachute before. This would be his first jump.

Slipping a handgun into his pocket, he descended the stairs haltingly, on his butt, scooting down step-by-step into the roar of the wind. He turned onto his stomach, catching one last look at the rear hatch leading into the passenger cabin; he imagined how easy it would be for someone on the plane to walk back here and shoot him in the head.

McNally's hands were the only things keeping him connected to the plane. His body, suspended from the stairwell at 300 miles per hour, felt like a daisy caught in a hurricane.

In the cockpit, the remaining crew felt their ears pop as the cabin pressure fluctuated.

One thousand feet above the Boeing 727, from the vantage point of a military surveillance plane, an FBI agent observed a small, dark object falling rapidly from the rear hatch.

McNally dropped like a bullet, feet-first, and the first thing he perceived was the wind punching his flight goggles into his eye sockets. In seconds, the goggles were violently ripped from his head. McNally threw out his arms, bringing his body parallel to the ground as he began counting down from twenty in his mind. Basing his calculations on the formula for terminal velocity — which he'd learned in a library physics textbook — McNally figured that this would be enough time to slow his fall to a safe speed. If he pulled the chute too early, he knew, the air would shred the canopy like tissue paper.

The time came to test his math. McNally fumbled for the ripcord with his right hand, but he made the mistake of leaving his left arm outstretched. Instead of producing the serene, deliberate movements of an experienced skydiver, the wind took hold of his arm and slammed the hijacker into a furious spin.

In the midst of the chaos, the parachute exploded out of the chest harness and ejected its spring-loaded contents directly into McNally's face. Blinded and hurting, he managed to grab hold of the shroud lines above him. He tugged hard, and was rewarded with resistance as the canopy filled with air.

McNally was going to live after all. His hand strayed down to his left thigh, hoping to be reassured by its half-million dollars.

He could only look down in horror. The mailbag was twenty feet below him, and getting smaller and smaller by the second. As if in a dream, McNally watched the fortune tumble in slow-motion, end-over-end, until it slipped below the clouds and vanished.

The hijacker considered his options.

Forty-four years later, on a sweltering afternoon in August 2016, Martin McNally enters the Thomas Eagleton U.S. Courthouse in downtown St. Louis. He rides an elevator to the second floor and checks in at the front desk of the federal probation office.

Clean-shaven, his white hair combed and slicked back from his forehead, the 72-year-old ex-con is anticipating good things from a scheduled meeting with a federal parole supervisor. Five years out of prison, McNally is now permitted to apply for release from his permanent parole, a status that saddles him with travel restrictions and random checkups. The meeting could set the wheels of true freedom in motion.

By the time McNally had been released from a California prison in 2010, he had already spent more than half his life behind bars. He then settled into an apartment in south St. Louis, where he subsisted on disability benefits linked to an old Navy injury.

McNally's first decade as inmate had been marked by violence and multiple failed escapes. He was involved in numerous scraps with prisoners, and, although never convicted, he was twice brought up on charges for assaulting guards in the U.S. Penitentiary in Leavenworth, Kansas. In one instance, he was accused of wielding two sharpened pencils as shanks.

"My first ten years, those were turbulent, no question," McNally says, making conversation in the parole office waiting room. "The guards at the U.S. Penitentiary in Leavenworth were brutal. They beat up and assaulted prisoners; they killed prisoners. So yes, there were assaults on guards, there were indictments."

By the early 1980s, the inmate had calmed down a good deal. McNally dedicated much of the next three decades to appealing his conviction for air piracy. He became a proficient jailhouse lawyer, ran for president and accrued more than $10,000 by illicitly trading Wall Street stocks.

At the courthouse, McNally waits an hour before he and his local parole officer are beckoned into the conference room to meet the supervisor.

The meeting lasts under 30 minutes, and it doesn't look good. During the meeting, the local officer testifies that it would be best to keep the septuagenarian hijacker on parole indefinitely.

On the drive back to his apartment, McNally unleashes a stream of curses, mostly directed at the parole officer.

"I would recommend retaining him on parole," McNally quotes, sneering his impression of the testimony, "because of the nature of this crime."

Fuming, he says, "Yeah, no question, I'll be on parole until I'm dead." 

A FBI photo of Martin McNally in 1972.

Beginning in the mid-1960s, the"Golden Age" of airline hijacking was an era when any passenger could walk through an airport terminal unmolested, breeze onto the tarmac and board a plane — all that with their shoes on, no less. In some cases, you could even pay for your ticket on board.

This casual freedom — a relic of a more civilized time — persisted in the face of an unprecedented wave of hijackings. Early interventions proved laughably inadequate, flabbergasting airline companies. Ticket agents were instructed to subjectively screen passengers based on a cooked-up checklist of psychological and physical traits believed to be particular to hijackers, and although sky marshals were deployed in 1970, their limited ranks couldn't hope to make a dent in the vast number of flights taking off each day in American airports.

The virtually non-existent security led to a frenzy of hijackings. According to Brendan Koerner's 2013 book chronicling the period, The Skies Belong to Us, more than 130 hijackings were committed in American skies between 1968 and 1972.

Many of the culprits were straight nutjobs, driven by religious or political yearnings that required (for some reason or another) immediate passage to Cuba. But even as the capers escalated in audacity and potential violence, airlines companies balked at beefing up their own security. Instead, they sought to avoid the possibility of violence at all cost. Crews were instructed to comply with hijackers' demands rather than risk an altercation. Pilots on domestic flights were provided with charts outlining passage to Havana, just in case.

But there was a second, altogether different species of hijacker: not a nutjob, but rather a certain kind of foolhardy opportunist. In other words, a common crook.

Driving through Detroit in January 1972, Martin McNally listened with growing interest to a radio news report of a two-month-old hijacking in the Pacific Northwest. Shortly before Thanksgiving, an unidentified man had commandeered a Boeing 727 after taking off from Portland International Airport.

According to the report, the hijacker had ordered the plane to land and subsequently demanded a parachute and $200,000. Upon receipt, the hostages were released, but the hijacker kept the crew and ordered the plane to take off once again. Forty-five minutes into flight, the man jumped from the lowered stairwell at the rear of plane. Both hijacker and cash had seemingly disappeared without a trace.

In the coming months, McNally would spend hours poring through library books on parachutes and skydiving. An idea took root in his mind. The hijacker on the radio — soon mythologized as "D.B. Cooper" — had demonstrated an effective strategy for air piracy, and it seemed a much easier task than knocking over an armored truck or a bank.

McNally was a product of a large family, and had lived most of his life in his hometown of Wyandotte, a suburb in the southern shadow of Detroit. McNally's father, a shoe store owner and respected figure about town, had put eight children through Catholic school. But young Marty McNally spurned his studies. Instead of completing eleventh grade, he enlisted in the Navy, where he labored as an airplane electrician. It was no harbinger of destiny: His flight time was restricted to servicing the cramped patrol craft sweeping for Soviet submarines off the coast of Alaska.

Given a general discharge from the Navy in 1964, McNally had no interest in joining his father at the family shoe store. He wound up scrambling through a series of odd jobs and minor scams, including a plan to embezzle gas sales from a service station and a short-lived counterfeiting operation, which ended when he was busted feeding fake quarters to a laundromat change-machine. By 1972, he was exhausted with the paltry returns on minor scams.

One big score, that's what he needed. All he required was a weapon, some phony documents and a passable disguise. D.B. Cooper had shown him the rest.

Getting the gun was easy. A local pool hall hustler, Walter Petlikowski, provided a .45 rifle, and McNally cut ten inches off the barrel. The weapon fit comfortably inside a black attaché case with a wig and smoke bombs. Petlikowski, in turn, signed on as an accomplice in exchange for $50,000.

In the fall and winter of 1972, McNally charted a tour of Midwest cities, hitting Indianapolis, Chicago, St. Louis and Kansas City. He settled on St. Louis' Lambert Airport — it had the worst security, McNally says — and made two more trips to the airport with Petlikowski to prepare for the one-way flight.

On the morning of June 23, a Friday, Petlikowski dropped McNally at the main terminal. Petlikowski had changed his mind about participating in the hijacking directly, but he'd still agreed to act as chauffeur for half his original fee. McNally, briefcase in hand, bid his accomplice farewell and boarded Flight 119 destined for Tulsa, Oklahoma.

McNally encountered no metal detectors on his way to the flight. His ticket, purchased with forged Navy discharge papers, identified him as "Robert Wilson."

Less than 30 minutes before landing in Tulsa, McNally excused himself from his seat three rows from the rear of the plane and walked to the lavatory. When he emerged, he was wearing a shaggy brown wig and sunglasses and wielding a rifle. He handed a note to a startled stewardess.

A few minutes later, the captain's voice came over the intercom:

"Ladies and gentleman. We have a passenger who needs to return to St. Louis."

McNally followed D.B. Cooper's example to the letter, though he added a key embellishment: McNally demanded more than twice Cooper's ransom, asking for $500,000. He also requested another $2,000 in small bills, most of which he gifted to the stewardesses as a tip for their compliance.

Around 4 p.m., Flight 119 returned to St. Louis and came to a stop on a runway on the far edge of the airfield. McNally made his demands known. He claimed to control the detonator to a bomb somewhere on the plane, and that any attempts at resistance would be met with gunfire.

Over the next hour, a flurry of negotiations and counter-negotiations played out between the hijacker — who relayed all messages to the cockpit via stewardesses — and FBI agents on the scene. Eventually, McNally permitted 80 hostages to leave the plane by way of the plane's inflatable emergency slide.

But raising a half-million dollars on a Friday evening was no easy task. It could take hours. So, after refueling, McNally directed Flight 119's crew and the fourteen remaining hostages to ready themselves for takeoff. Back in the air, the plane traced circles above St. Louis. At one point, McNally allowed the pilot to redirect the plane to Fort Worth, Texas, based on reports that the money could be collected there much faster. That report turned out to be premature, and the plane instead turned back to St. Louis, where bank and airline officials were still scrambling to put together the ransom.

It was after 9 p.m. when their efforts succeeded. Flight 119 made its second landing on a Lambert runway. Now, McNally relayed three additional demands: He needed a shovel, flight goggles, five parachutes and two harnesses.

The money was delivered in two packages: a heavy airmail bag and a small wrapped parcel. However, despite his preparations, McNally struggled to figure out how to buckle the parachute harness. So he added an additional request: for someone to show him how to put the thing on.

When the "instructor" (actually an undercover FBI agent) came aboard, McNally watched from a distance of several feet, rifle at the ready in case of ambush. The instructor/FBI agent made no move to disarm McNally, and after his quick lesson, left the aircraft unharmed.

It was just after midnight, and the plan seemed to be chugging along perfectly. McNally released thirteen more hostages, leaving under his control one hostage, two stewardesses and the flight crew.

TV and radio stations were already broadcasting the unfolding drama across the country. From behind the rectangular glass facade of the main Lambert terminal, throngs of passengers watched as a tanker truck refueled Flight 119, readying the plane for its fourth St. Louis takeoff in the past eight hours.

But nothing could have prepared McNally for the interference of a young Florissant businessman, David Hanley, who was among the bystanders ogling the drama from the terminal.

Hanley did not remain a bystander for long. As the jet taxied down the runway, its massive engines revving in preparation for takeoff, Hanley's 1971 Cadillac Eldorado crashed through the runway's perimeter, battering through a fence at 80 miles per hour on a collision course with Flight 119.

The plane, heavy with fuel, was essentially a bomb with wings. Over the intercom, the captain's voice crackled with panic. "Oh my god, there's a vehicle on the runway!"

Hanley steered the Cadillac into the nose of the plane. Inside, the impact knocked McNally forward in his seat, and the heavy vehicle careened through the nosewheel, coming to a smoldering halt against the landing gear beneath the portside wing. The damage was superficial — the jet fuel did not ignite — but the plane was crippled.

(Interviewed by the Associated Press one year later, Hanley claimed that the crash had wiped all memory of that night, and that he was as mystified by his actions as everybody else: "My mind is a blank from 6 o'clock that night to two weeks later." As for "reports" that he'd left a cocktail lounge near the airport, telling friends he "would shock the world," Hanley denied it. "If I was there then any friends who were with me were a bunch of slucks," he told the AP. "No one has come to me and said, 'David, I was with you that night and this is what you said.'")

An ambulance arrived to take Hanley to a hospital. He'd suffered two broken jaws, broken ribs, a fractured skull and a crushed left arm and ankle — but the only damage McNally cared about had been inflicted on his getaway ride. The aircraft was useless now. McNally relayed an urgent message to the cockpit: "Get me another plane."

It took 90 minutes to bring a second Boeing 727 alongside the disabled airliner. Fearful of FBI snipers, McNally pressed himself between two stewardesses and covered his head with his briefcase until he safely entered the new plane's lowered rear stairs.

The second plane was fueled and ready for takeoff. Along with his civilian hostage, McNally presided over the jet's three-man replacement crew as well as the one remaining stewardesses he'd kept from Flight 119. There was no need for more leverage than that. McNally ordered the plane to leave St. Louis and set a course to Toronto.

Tracing a straight line, the flight path would take the plane over the vicinity of Detroit. In the preceding months, McNally had tried to work out the precise timing of his jump based on the plane's airspeed, but he now worried that the delays had disrupted his calculations. He had originally planned to make his jump shortly after midnight. It was now nearly 4 a.m.

Still, it was time to leave. He stripped off his disguise and buckled the parachute's harness around his arms and legs.

McNally didn't know where he was. From 10,000 feet, the undisturbed whiteness of the clouds below had obliterated any landmark or geographic feature. He wondered if the pilot had betrayed him, and whether he was seeing not clouds but the deep waters of Lake Michigan.

In reality, McNally chose to make his jump too early. The plane was passing above central Indiana, about 150 miles southwest of Detroit.

Having already hijacked two planes that day, getting to the ground should have been the easy part of McNally's plan. He intended to bury the money immediately, leave the area and lay low for a few weeks or months. Then he would return with a shovel.

McNally dropped from the rear stairwell. Without firing a shot, he'd just made more money than he'd ever earn in a lifetime of shoe sales or petty crime.

But riches were not in McNally's future. Gravity saw to that.

Having never used a parachute before, McNally needed outside help to get into the harness.

McNally landed hard in a barren field, narrowly missing a grove of trees. He had made a mistake, panicked on approach, thrusting his heels into the soil and causing his body to whip backwards into the ground. His head bounced on the soil, leaving him concussed. His vision danced with stars that were not really there.

The money was gone. It had disappeared, eaten by a blanket of clouds in a moment that imprinted itself in McNally's mind like a nightmare. There was nothing he could do. He didn't even know where he was; the lack of discernible landmarks on the ground made triangulation useless. Of the $502,000 he'd had in his hands, all he had now was $300 that he'd pocketed before the jump.

McNally peeled himself off the ground. Around him, the sound of dogs barking echoed through the night. He gathered the parachute and clambered over a barbed wire fence surrounding a thicket of trees. Finding a suitably covered spot, he laid out the parachute and collapsed for two hours.

At dawn, woozy and shivering, he dragged the chute deeper into the woods, where he covered the canvas with leaves and shrubs. He climbed into the parachute's folds as if it was a cocoon and slept until noon.

McNally awoke to helicopter blades thumping overhead. The search parties were already on the move, hoping to sniff out the skyjacker and the loot.

He decided to wait for dusk before moving from the forest's tall canopy. In the meantime, he napped, buried the parachute and cleaned his clothes and shoes as best he could.

Again crossing the barbed-wire fence, McNally walked 500 feet before coming to a gravel two-lane road. In one direction, he perceived a white glow against on the horizon, possibly a city or town. He began trudging in that direction, the monotony broken only by a few cars with Indiana license plates passing by.

An hour and a half later, one car stopped short about a quarter-mile down the road. In the driver's seat was Richard Blair, the police chief of Peru, Indiana. Chief Blair had been driving back to Peru with his wife, and the sight of a lone pedestrian on the road so late at night tugged his interest.

McNally introduced himself as Patrick McNally (his older brother's name) and displayed a Michigan driver's license (a forgery) that corroborated the ID. Though McNally's two credit cards were issued to a "J. McNally," he explained to the chief that he had borrowed the cards — with permission — from his brother.

The chief asked McNally what he was doing out on a country road after 9 p.m.

McNally claimed he had recently traveled to Peru from Detroit on a mission to retrieve his brother from a nearby farm. Alas, McNally continued, his brother had gotten drunk earlier that night and beaten the snot out of him, leaving McNally in this sorry state.

McNally's eyes and cheeks were heavily bruised, his chin was gashed open and he sported several cuts on his forehead. He really did look like he'd taken a beating. Chief Blair offered a lift to Peru, and McNally gladly took him up on it.

Before climbing into the car, McNally quickly slid the handgun from his pocket and tossed it to the side of the road.

("He did not frisk me," McNally would later recall. "If the chief had said anything about patting me down, I would have pulled out this pistol from my right pocket, cocked it and said, 'You'll search nothing.' He and his wife would probably have been killed at that point.")

On the drive to town, Blair warned McNally that it was a bad time to be alone on the road, what with so much traffic speeding back and forth. Hadn't he seen the news? Search parties were scouring the area for a hijacker and a bag of money. McNally answered vaguely in the affirmative, and thanked the chief for saving him the long walk and potential hassle. Blair dropped McNally off at the Peru Motor Lodge, across the street from police headquarters.

It was late, and McNally hadn't tasted food in more than 24 hours. He also hadn't had a chance to look in a mirror. Sitting down for a burger in a nearby bar, he felt the eyes of the other patrons evaluating him from all angles. He wasn't losing his mind to paranoia. In the bar's bathroom, McNally stared in shock at his bruised and puffy reflection. No wonder he was getting weird looks.

McNally returned to the motor lodge and bought a room for the night. The elderly desk clerk accepted his explanation about the mismatched driver's license and credit cards, but she couldn't help but notice the condition of his face.

"You aren't that skyjacker, are you?" she asked.

McNally laughed it off as a joke. "No," he said. The hijacker, he added, was probably a long way off by now.

Using the payphone in the lobby, McNally tried calling an accomplice in Detroit — a fellow hustler to whom McNally had confided the hijacking plan. Hitchhiking from Peru was out of the question; he needed someone to extract him from this hellhole. But there was no answer, so McNally returned to his room to watch TV coverage of the unfolding manhunt. A sketch artist had provided a composite portrait based on witness statements; it flashed on screen, showing a culprit with shaggy hair and aviator sunglasses.

On Sunday, McNally paid for another day in the motel, and made another call to Detroit. Still no answer. He was getting worried: Along with the bruised hijacker, the motel also served as lodging for a half-dozen FBI agents who were in the process of hunting him down. On his way downstairs, McNally passed two agents walking to a different floor; they were oblivious now, McNally thought, but how long could that last? He really had to get out of Peru.

By Monday, in desperation, McNally phoned his chauffeur, Walter Petlikowski.

"I thought you were dead," said Petlikowski.

By now, both had seen the latest breaking news on the search for the hijacker — the bag of money had been recovered in a bean field. The find was made by an elderly farmer, who, perhaps naively, had chosen to report the bag's contents to the authorities rather than keep it for himself. (The farmer's selfless act would later be enshrined in the Guinness Book of World Records as the most cash ever returned to its owner.)

By the time Petlikowski arrived in Peru the next day and the two men took off, the motel was swarming with FBI agents — who by now had picked up McNally's scent. A search party had discovered the handgun he'd hastily deposited on the side of the country road. The FBI knew the hijacker was nearby.

McNally was already dreaming of his next hijacking. If he could take one plane, he could do it again, he told Petlikowski. He was thinking of hitting the airport in Indianapolis.

But there would be no second chance.

By the time McNally returned to Detroit, FBI agents were already staking out his home and awaiting an arrest warrant. Investigators had linked the forged "Robert Wilson" Navy discharge papers to McNally's actual Navy records. And in Detroit, two of McNally's criminal confidants had immediately ratted him out to the feds.

Six days after leaping from a plane and losing a fortune, McNally was arrested outside his home without incident. He was charged with air piracy, which at the time carried a potential death sentence, and held on a $100,000 bond. Not long afterwards, Petlikowski turned himself in as well.

In a turn of good luck for McNally, the U.S. Supreme Court had recently instituted a moratorium on the death penalty. After a quick trial in 1973, McNally was found guilty and given a more humane punishment: a life sentence, which at the time meant just 30 years in prison.

On a summer evening in 2016, McNally nudges a black-and-white cat off his coffee table and lights the first in a long chain of cheap cigars. The smoke billows in the cramped, shotgun apartment. Lying on a threadbare sofa, facing a television playing the news on mute, McNally kicks his feet up on the coffee table.

"Nobody knows my real history," he says. "These neighbors and stuff, they don't know what I'm about, where I came from. They don't know what I'm capable of doing."

After his conviction for the hijacking, McNally decided he wouldn't go down without a fight. He appealed, arguing that FBI agents had illegally searched his home while gathering evidence for the 1972 criminal trial. But his argument failed to sway a judge. When the appeal was denied in 1974, McNally concluded that the courts had been corrupted, and he resolved to free himself by any means necessary.

"I immediately got into escape mode," he says.

In Leavenworth, McNally met the perfect escape partner, a hijacker of some renown. Garrett Brock Trapnell was serving a life sentence for commandeering a TWA flight over Chicago about five months before McNally's exploits in St. Louis. Armed with a .45 pistol smuggled inside a plaster arm cast, Trapnell was ultimately shot and apprehended by FBI agents after landing in New York City.

But Trapnell was more than a hijacker. A highly successful manipulator, he had left a trail of bank robberies across Canada in the mid-1960s, and he became famous for exploiting the legal defense of "innocent by insanity." Upon capture, Trapnell would present symptoms of schizophrenia or multiple personality disorder, committing to the role until a judge granted admittance to a mental hospital instead of prison. Time and again, Trapnell was either released upon "recovery" from his bout of madness, or he simply escaped.

McNally and Trapnell were obvious allies.

"At one point, we made a commitment to each other," McNally remembers. "If I ever got out, I would skyjack a plane to get him out. Or, he would skyjack a plane to get me out."

Before the two could plan an escape from Leavenworth, however, McNally was thrown into a series of high security cells owing to his repeated run-ins with guards. The two men didn't see each other again until 1977, when McNally was transferred to the U.S. Penitentiary in Marion, Illinois, the country's first "supermax" prison, dedicated to housing the country's most dangerous criminals. McNally and Trapnell found themselves sharing the same cellblock.

One afternoon in February 1978, Trapnell stopped by McNally's cell and knocked politely on the bars. McNally waved him in. In careful whispers, Trapnell sketched out an escape plan that was elegant, crazy and ethically vile. McNally loved it.

Decades later, McNally looks back on the plan with regret.

"It makes us look like monsters," he says. "We destroyed a family."

Trapnell's offer was simple: "How would you like to leave this place in a helicopter?"

After McNally listened to the details, the two set their minds to refining the plan's moving pieces: First, an outside accomplice would hijack a helicopter at gunpoint and force its pilot to fly to Marion, where Trapnell and McNally would be waiting in a designated spot. From there, they could hijack a plane at the nearby airfield in Perryville, Missouri. The next step could be improvised from there.

The key to the plan was Barbara Oswald. A 43-year-old former Army staff sergeant who had served as an air-traffic controller in a helicopter squadron, she happened to be in love with Trapnell.

Even behind bars, Trapnell maintained an air of celebrity, which only increased after the publication of a biography in 1976. The book, The Fox Is Crazy Too, was anything but a scholarly tome. A lengthy subtitle touted its epic contents: "The true story of Garrett Trapnell, Adventurer, Skyjacker, Bank Robber, Con Man, Lover."

The book had fallen into Oswald's hands. In its pages, Trapnell was presented as a tragic figure, a modern-day pirate who lived life freely and made fools of psychiatrists and prosecutors across North America. Oswald was smitten.

She wrote to Trapnell in prison, and she was rewarded with a flood of love letters. So strong was her passion that Oswald convinced prison officials to place her on Trapnell's approved list of visitors, and soon she was regularly visiting the object of her infatuation. On a few occasions, Oswald even brought her two teenage daughters along for the trip.

It was only a matter of months before Trapnell asked Oswald to help him escape. In letters, he promised her a new life on a 2,000-acre planation he owned in Australia. He sent her photos of a palatial estate where they could live together, happily ever after.

Of course, Trapnell owned no plantation in Australia. And Oswald would never find that happily ever after with Trapnell — or, as it turned out, anyone else.

In McNally and Trapnell's preparations, Oswald represented a tool to be used and abandoned at the earliest opportunity. She wasn't part of Trapnell's post-escape plan, which encompassed robbing a handful of banks with the assistance of McNally and the third member of the escape crew, a convicted bank robber named Kenny Johnson.

Shortly after 6 p.m. on May 24, 1978, the trio of inmates shuffled around the recreation yard alongside a couple hundred prisoners. The day was hot, and many of the inmates were shirtless and wearing shorts.

McNally sweated under a jacket, heavy fatigues and boots. He watched the sky, and waited.

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Alaska Airlines offering four new flights out of Portland airport

Whatcom County residents are getting new Alaska Airlines flight options through the Portland, Ore., airport.

The airline announced that it’s starting seasonal flights from Portland to Baltimore, Milwaukee and Philadelphia this summer, as well as year-round service to Albuquerque. Alaska currently offers daily flights from Bellingham to Portland.

Alaska currently has 55 nonstop destinations through the Portland airport, according to a company news release.

The seasonal flights between Portland and Philadelphia run from May 22 through Aug. 26, while the flights to Milwaukee and Baltimore run from early June to late August. The flights to Albuquerque start Aug. 18.


McCook Ben Nelson Regional Airport: Passenger numbers continue to soar

McCOOK, Neb. -- The McCook City Council hoped a new airline would turnaround what had been a disastrous two-year stretch for commercial air service at McCook Ben Nelson Regional Airport and, so far, they appear to be right. The airport posted a 388 percent annual increase in boarded passengers and finished 2016 with the best fourth quarter stretch in nearly a decade, according to city enplanement reports.

The McCook airport boarded 1627 commercial passengers for the year, up from 333 and 402 passengers in 2015 and 2014, respectively.

During the fourth quarter of 2016, October thru December, the airport boarded 634 passengers. The mark represents a significant spike from the 83 passengers boarded during the same time period the year prior, as well as the most fourth quarter commercial passengers since 758 were boarded in 2007.

Considering Boutique Air didn't assume commercial air service responsibilities until early June, and passenger counts continued to increase as the year progressed, the airport appears to be on pace for one of its busiest years in 2017.

In December of 2015 City Council recommended to the Department of Transportation Boutique Air provide essential air service going forward. At the time, council members advocated for early termination of the Great Lakes contract which ran through June of 2016. City staff initially sought more time to research the contract situation and later indicated they didn't see a premature change on the horizon.

Great Lakes subsequently averaged 62 boarded passengers per month over the first five months of 2016. Boutique boarded 137 passengers in June and averaged 196 per month for the remainder of the year.


Maule MX-7-160 Sportplane, N3156K: Incident occurred January 11, 2017 in Carthage, Smith County, Tennessee

FAA Flight Standards District Office: Nashville


Date: 11-JAN-17
Time: 21:47:00Z
Regis#: N3156K
Aircraft Make: MAULE
Aircraft Model: M7
Event Type: INCIDENT
Highest Injury: UNKNOWN
Aircraft Missing: No
Activity: UNKNOWN
Flight Phase: LANDING (LDG)

CARTHAGE, Tenn. (WZTV) — Some say it's a miracle a local pilot is alive after walking away from a nasty plane crash in Smith County.

Next week, Collin McDonald will go to Vanderbilt to begin reconstruction surgery on his face. The fact that's the only major injury he suffered is something both he and his family are thankful for tonight.

“I've got some pretty extensive facial trauma," McDonald said.

Eight facial fractures and a few bumps and bruises later, McDonald believes he's lucky to be dealing with nothing more after walking away from this.

"The Lord blessed me, put his hand in protection around me, I'm very thankful to be here," McDonald said.

McDonald still doesn't remember much about the crash other than it happened after an aborted landing on this strip by his house during heavy winds.

"That was a factor, but it was just one of the factors that add up to the crash I assume," McDonald said.

McDonald's father David immediately rushed over to the scene and helped his son get free of the leaking fuel.

“It was scary looking, I thought it's not as bad as it looks," David McDonald said.

David McDonald considers it a miracle his son survived and he admits he'll be nervous when the day comes for Collin to get back in the cockpit.

The young pilot has been flying for eight years and last summer, even flew across the country.

He says this accident isn't going to stop his dream of flying missionary work to third world countries.

"I'm a Christian and I personally believe God has a purpose for everyone's life and I'm thankful he's not through with me," Collin said.

Collin said he hopes potential pilots aren't scared away from flying because of his accident.

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CARTHAGE, Tenn. - A pilot has been taken to the hospital following a plane crash in Smith County.

The wreck happened in the 100 block of McCall Street in South Carthage on Wednesday afternoon.

Smith County EMA Director Sonny Carter said the pilot was the only person on board.

The victim was taken by LifeFlight to Vanderbilt University Medical Center in unknown condition. No identity had been released.

Reports stated the single-engine plane was trying to land on a runway at a farm and hangar. Strong winds were an issue.

Officials with the Federal Aviation Administration said the plane was a Maule MX-7-160 Sportplane. They confirmed the plane made a forced landing in a field.

The exact cause of the crash had not been released as the investigation remained ongoing by the FAA.


9 investigates unlicensed security company contracted at Orlando, Sanford airports

ORLANDO, Fla. - A company that provided guards at airport rental car lots across the state during the busy holiday travel season is under state investigation after it was discovered that the company wasn’t licensed.

Investigative reporter Karla Ray found out that company has since skipped town, leaving dozens of employees unpaid.

The security guards worked hundreds of hours at the Orlando-Sanford International Airport and Orlando International Airport for a company named GuardNow.

 “Making sure everything is secure, as far as the parking lot for Hertz, Dollar, Thrifty,” former guard Cat Rajnauth said. 

Rajnauth said GuardNow promised $20 an hour to those working through the holidays. Right away, though, checks weren’t being written on time.

 “Nobody wants to work for free in America, period,” Rajnauth said.

Employees showed us checks that were issued, and then bounced.

“Check my account and, boom, it’s bounced back, and now I owe my bank $500,” former employee Dukens Montrose said. “I started paying bills with it.”

State investigators said GuardNow had no license to operate as a security company in Florida. 

Once the Department of Consumer Affairs launched an investigation, and notified the car rental companies who subcontracted GuardNow, the positions and promise of pay disappeared.

“They flew the coop, that was it,” Rajnauth said.

9 Investigates searched state records and found GuardNow filed paperwork to operate as a business in Florida in October. 

9 Investigates went to the company’s last-known address inside an office building off Aloma in Winter Park, where through a letter slot we could see the office was cleaned out.

“I’ve been working in the United States about seven years. I’ve never heard anything like this,” Montrose said.

Workers filed a fraud complaint with the State Attorney General’s office, holding out hope that with the help of a lawyer, and 9 Investigates, they might get paid; but even 9 Investigates’ calls to the company’s California headquarters were sent to voicemail.

 “How do you do that in Florida, in an airport, anywhere in our airports?  Not only that, bamboozle so many employees,” Rajnauth said.

The CEO of the Sanford airport said the contracts for security at car rental locations are handled directly by those companies and are not housed in a secure area.  In this case, officials for the parent company, Hertz, said that a subcontractor handled the hiring of GuardNow.

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