BEFORE THE 

DEPARTMENT OF TRANSPORTATION 

OFFICE OF THE SECRETARY 

WASHINGTON, D.C. 

Application of 

TWIN CITIES AIR SERVICE, LLC 

for authority to conduct scheduled passenger operations as a 

commuter air carrier under 49 U.S.C. 41738 

tmmmmminmmwrtrmfimmmm 

DOCKET oyj-zai - ^39 -

APPLICATION OF 

TWIN CITIES AIR SERVICE, LLC 

FOR A COMMUTER 

AIR CARRIER AUTHORIZATION 

Communications with respect to this document should be sent to: 

Nathan Humphrey 

president 

Twin Cities Air Service, LLC 

81 Airport Drive 

Auburn, ME 04210 

(Tel) 207-782-3882 

nate@flycharter.com 

Edward P. Faberman 

Katrina A. Skowron 

WILEY REIN LLP 

1776 K Street NW 

Washington, DC 20006 

Tel; (202) 719-7000 

Fax:(202)719-7049 

efaberman@wiieyrein.com 

kskowron@wileyrein.com 

Counsel for 

Twin Cities Air Service, LLC 

February 22, 2011 

Notice: Any person who wishes to support or oppose this application must file an answer 

by March 3, 2011 and serve that answer on all persons served with this filing. 
BEFORE THE 

DEPARTMENT OF TRANSPORTATION 

OFFICE OF THE SECRETARY 

WASHINGTON, D.C. 

Application of 

TWIN CITIES AIR SERVICE, LLC 

for authority to conduct scheduled passenger operations as a 

commuter air carrier under 49 U.S.C. 41738 

DOCKET 

APPLICATION OF 

TWIN CITIES AIR SERVICE, LLC 

Twin Cities Air Service, LLC ("Twin Cities") submits this application for authority to 

operate scheduled passenger service as a commuter air carrier under section 41738 of 

Title 49 of the United States Code ("the Statute"). 

In support of its application, Twin Cities states the following: 

Twin Cities is a limited liability company organized on May 22, 2002 under the laws of 

the State of Maine. Its address, telephone, and email are; 

Twin Cities Air Service, LLC 

81 Airport Drive 

Auburn, ME 04210 

(Tel) 207-782-3882 

nate@fiycharter.com 

Twin Cities is a citizen of the United States as defined in section 40102(a)(15) of the 

Statute. Twin Cities is 51% owned by Nathanair, Inc. ("Nathanair") and 49% owned by 

Liberty Aviation, LLC ("Liberty Aviation"). Liberty Aviafion is a holding company and 

is not engaged in any other aviation activities. Nathan Humphrey ovms 100% of the 

stock of Nathanair, which owns 100% of the stock for Bel Air Services. Bel Air Services 

is no longer used in any of Twin Cities' operations and is not currently an operating 

company. Liberty Aviation is owned by eight LLCs, all of which are United States 

citizens. See Exhibit TC-8, Corporate Structure, for additional infonnation. 

Twin Cities' key personnel are Nathan Humphrey, the President and Director of 

Operations, Benjamin Mosher, the Director of Maintenance, and Dale Stewart, the Chief 
Pilot. Mr. Humphrey, Mr. Mosher, and Mr. Stewart are all United States citizens. See 

Exhibits TC-9 through TC-11 for additional information. 

Twin Cities currently operates as an on-demand air carrier. It is registered under Part 298 

of the Department's regulations and possesses an Air Carrier Certificate issued by the 

FAA under Part 135. See Exhibit TC-4. It also possesses the necessary authority from 

the Government of Canada for these operations. See Exhibit TC-5. Twin Cities offers up 

to four round trips per week between Portland, Maine and Yarmouth, Nova Scotia using 

seven-seat Cessna 402C piston-engine aircraft. See Exhibit TC-1, Narrative History. 

Twin Cities submits this application because Twin Cities wants to be in a position to 

operate as many as seven round trips per week, using the same seven-seat Cessna 402C 

aircrafl;. Because Twin Cities is not otherwise changing its operations. Twin Cities 

respectfully requests that the Department expedite its review of Twin Cities' application. 

Twin Cities requests authority to engage in scheduled passenger operations as a Part 298 

commuter air carrier under the following proposal; 

Commencing in June 2011, Twin Cities will operate five flights per week 

between Portland, Maine and Yarmouth, Nova Scotia, with a flight schedule of 

Monday, Wednesday, Thursday, Friday, and Sunday. During the peak summer 

months of July and August, Twin Cities will operate additional flights on Friday 

and Sunday for a total of seven flights per week. Twin Cities will use the three 

Cessna 402C's and the Cessna 310R listed in Exhibit TC-2. 

Information required by Part 204.3 of the Department's regulations in support of Twin 

Cities' fitness to conduct the proposed air transportation operations is contained in 

Exhibits TC-1 through TC-18.' 

Twin Cities is working with its FAA Principal Operations Inspector to amend its Part 135 

authority and Operations Specifications as required by the FAA. Because Twin Cities 

will be using seven-seat piston-engine aircraft, the FAA will permit these commuter 

operations to be conducted under Part 135, rather than Part 121. Twin Cities' Principal 

Operations Inspector's name is Gary Readio, phone number (207) 780-3263 at ext. 113. 

Twin Cities is currently the only air carrier operating between Portland, Maine and 

Yarmouth, Nova Scotia. Accordingly, Twin Cities again respectfully requests that the 

Department expedite its review of Twin Cities' application to allow Twin Cities to 

commence its commuter air operations as early as June 2011. 

WHEREFORE, Twin Cities requests that the Department issue a final order and 

commuter air carrier authorization authorizing Twin Cities to provide scheduled 

passenger operations as a commuter air carrier as expeditiously as possible. 

' The Financial Statements and Supplementary Information for the Years Ended December 31, 2005 

through December 31, 2009 are included in Exhibit TC-12. The Financial Statement and Supplementary 

Information for the Year ended December 21, 2010 will be submitted upon completion. 
February 22, 2011 Respectfully Submitted, 

Edward P. Faberman 

Katrina A. Skowron 

WILEY REIN LLP 

1776 K Street NW 

Washington, DC 20006 

Tel: (202) 719-7000 

Fax:(202)719-7049 

efaberman@wileyrein.com 

kskowron@wileyrein.com 

Counsel for 

Twin Cities Air Service, LLC 

CERTIFICATE OF SERVICE 

I hereby certify that I have on this day served the foregoing application for conunuter air 

carrier authority by first class mail, postage prepaid, upon the persons shown in the 

following service list. 

February 22, 2011 cJU ^ r^ •70•ftw^i/v^ 

Edward P. Faberman 

SERVICE LIST 

FAA Flight Standards District Office 

Portland International Jetport 

412 Yellowbird Road 

Portland, ME 04102 
Manager 

Portland International Jetport 

1001 Westbrook Street 

Portland, ME 04102 

Manager 

Yarmouth International Airport 

PO Box 386 

Yarmouth, Nova Scotia, Canada 

B5A 4B3 
INDEX TO EXHIBTTS 

Title Exhibit 

Narrative History TC-l 

Current List of Aircraft TC-2 

Affidavit of Safety Compliance TC-3 

FAA Air Carrier Certificate TC-4 

Canadian Transportation Agency License TC-5 

Certificate of Good Standing TC-6 

Affidavit of Citizenship TC-7 

Corporate Structure TC-8 

Organizational Chart TC-9 

Duties and Responsibilities of Key Personnel TC-10 

Resumes of Key Persormel TC-11 

Financial Statements and Supplementary Information 

for the Years Ended December 31, 2005 through 

December 31, 2009^* TC-12 

Forecast Balance Sheet* TC-13 

Capital Estimate and Description* TC-14 

Letter from Machias Savings Bank* TC-14A 

Commercial Loan Security Agreement* TC-14B 

Commercial Line of Credit Agreement and 

Promissory Note* TC-14C 

^ The Financial Statement and Supplementary Information for the Year ended December 21, 2010 will be 

submitted upon completion. 

Submitted under Rule 12 Motion for Confidential Treatment. 
Guaranty* TC-14D 

Compliance Statements TC-15 

Civil Penalty Letter dated November 1,2010 TC-15A 

Briefof Accident and NTSB Report TC-15B 

Sectional Chart TC-16 

OST Form 4523 TC-17 

Title 18 Verification TC-18 
Exhibit TC-1 
NARRATIVE fflSTORY 

Twin Cities Air Service was formed under the laws of the State of Maine in 1992 as a 

Subchapter S corporation by Roger and Lillian Leblanc. Twin Cities Air Service 

provided aircraft charter and was based at the Auburn Lewiston Airport. In the mid1990's, Twin Cities Air Service acquired the fixed base operations at the Auburn 

Lewiston Airport. Twin Cities Air Service then provided aircraft charter, flight 

instruction^ aircraft maintenance, and fiieling services. In approximately 1999, Roger and 

Lillian Leblanc formed Bel Air Services in order to separate aircraft charter from flight 

school and fixed based operations. Bel Air Services was a wholly owned subsidiary of 

Twin Cities Air Service. 

On July 1, 2002, Twin Cities Air Service was purchased by entities led by Nathan 

Humphrey. The Subchapter S corporation's name was changed to Nathanair, Inc. 

("Nathanair"), with Mr. Humphrey owning 100% of the corporation. A new operating 

entity. Twin Cities Air Service, LLC (the applicant, '"Twin Cities"), was formed. Twin 

Cities is a limited liability company formed under the laws of the State of Maine. 

Nathanair owns 51% of Twin Cities, and Liberty Aviation LLC ("Liberty Aviation") 

owns 49% of Twin Cities. Liberty Aviation is a holding company and is not engaged in 

any other aviation activities. 

Under the new management, operations continued as normal and the staff remained the 

same. Twin Cities operated three Cessna 402's and a Cessna 310 carrying passengers on 

demand, and scheduled nightly freight flights. In 2005, Twin Cities obtained and 

operated a King Air 200 pursuant to Part 135 until February 12, 2010. In 2007, Twin 

Cities secured a management contract to operate a Lear Jet 35 pursuant to Part 135. Twin 

Cities operated the Lear Jet until the spring of 2010. In August 2008, Twin Cities sold its 

flight school operations. 

In March 2010, Twin Cities began to fly regularly scheduled charters from Portland, 

Maine to Yarmouth, Nova Scotia. The project has been a success. Twin Cities now 

offers four round trips per week, and the number of passengers remains high even 

through the slower winter season. 
Exhibit TC-2 
CURRENT LIST OF AIRCRAFT* 

N401SX 1981 Cessna 402C Serial # 402C0447 

N402SX 1982 Cessna 402C Serial # 402C0606 

N18VV 1982 Cessna 402C Serial # 402C0619 

N196TC 1980 Cessna 31 OR Serial #1801 

Twin Cities Air Service is authorized to conduct on demand operations under 14 CFR Part 119.2l(a)5. 
Exhibit TC-3 
AFFfDA-VIT OF SAFETY COMPLIANCE 

STATE OF MAINE 

COUNTY OF ANDROSCOGGIN 

Nathan Humphrey being first duly sworn, deposes and says: 

1. That he is duly elected and serving as President of Twin Cities Air Service, 

LLC and that he is authorized to and does make affidavit for it. 

2. That all aircraft owned and leased by Twin Chics Air Service have been 

certified by the Federal Aviation Administration and currently comply with all 

applicable Federal Aviation Administration safety standards under Part 135, 

as well as the noise standards of Part 36, of the Federal Aviation Regulations. 

"7 Signature 

Subscribed and sworn to before me this S.^ day of /Ifl/f^ ,2011. 

(SEAL) 

SHANDI B. HOWELL 

NOTARY PUBLIC. STATE OF MAINE 

M f COMMISSION EXPIRES 

APRIL 2,201 6 
Exhibit TC-4 
Q 

u s Department 

.of.TrgnsBartallon 

Federal Aviation 

Administratton 

Air Carrier Certificate 

This certifies that 

TWIN CITIES AIR SERVICE, LLC 

81 AIRPORT DRIVE 

AUBURN-LEWISTON MUNICIPAL AIRPORT 

AUBURN, MAINE 04210 

has met the requirements of the Federal Aviation Act of 1958, as amended, and the rules, 

regulations, and standards prescribed thereunder for the issuance of this certificate and is 

hereby authorized to operate as an air carrier and conduct common carriage operations in 

accordance with said Act and the rules, regulations, and standards prescribed thereunder 

and the terms, conditions, and limitations contained in the approved operations specifications. 

This certificate is not transferable and, unless sooner surrendered, suspended, or revoked, 

shall continue in effect indefinitely. 

By Direction of the Administrator 

Certificate number; , IWVA128U ANTHONY L. f.TGIlORr 

(Signature) 

Effective Date: JUNE 16, 1992 MANAGER 

REISSUED: APRIL 5, 2004 (TM^) 

Issued at: NEO.S NE-FSDQ-fl5 

(Region/Office) 

FAA Form 8^30-19 (6-67) AFS Electronic Forms Sysiem • v2 2 
Exhibit TC-5 
Office 

des transports 

du Canada 

Canadian 

Transporlalion 

Agency 

Dale: 2010 "02- 2 6 Licence N 

Licence No 100021 

Licence Internationale service regulier delivree a Scheduled international licence issued to 

Twin Cities Air Service, LLC 

par rOffice des transports du Canada conformement 

aux articles 69 et 78 de la Loi sur les transports au 

Canada. L-C (1996). ch 10. modifiee (LTC), et suivant 

I'Accord relalif au transport a^rien entre le 

gouvernemeni du Canada el le gouvememenl des 

Elats-Unis d'Amenque signe le 12 mars 2007 (Accord), 

autorisant la licenciee a exploiter un service 

internatronaJ regulier sous reserve des conditions 

prescrites par le ReglemenI sur les transports aeriens. 

DORS/88-58, modilie (RTA), des conduions exigeanl la 

detention d'un document d'aviation canadien del/vre par 

le ministre des Transports et de la police d'assurance 

responsabilite reglementaire prevue a I'article 7 du 

RTA, et des conditions suivanles auxquedes la licence 

est assujettie conformement au paragraphe 71(1) de la 

LTCby the Canadian Transportation Agency pursuant to 

sections 69 and 78 of the Canada Transportation Act. 

S.C, 1996, c. 10, as amended (OTA) and m 

accordance with the Air Transport Agreement between 

the Government of Canada and the Government of the 

United Stales of America signed on March 12, 2007 

(Agreement), that permits the Licensee to operate a 

scheduled international service subject, in addition to 

the conditions prescribed by the Air Transportation 

Regulations. SORy88-58, as amended (ATR), to the 

requirements to hold a Canadian aviation documenl 

issued by the Minister of Transport and to have 

prescribed liability insurance coverage as set out in 

section 7 of the ATR, and to the following terms and 

conditions to which the licence is made subject pursuant 

to subsection 71 (1) of the CTA. 

CONDmONS 

1 La licenciee est autorisee a exploiter la(les) route(s) 

enoncee(s) dans I'Accord. 

2. II est interdit a la licenciee d'achem/ner du trafic 

local entre des points situes au Canada. 

3. Le service international regulier autonse par les 

presentes devra etre exploite sous reserve des 

dispositions de I'Accord el des ententes s'y 

rattachant que pourraienl conclure le Canada et les 

tlats-Lfms d'Amenque 

A morns qu'il y soit mjs un lerme plus 161 en vertu de 

la LTC ou de I'Accord, la presente licence expirera 

a la r^siliation ou a I'expiration de I'Accord ou a la 

date d'entree en vigueur de toute modification de 

I'Accord qui aura pour effet d'abroger les droits 

autorises par les presentes 

1 The Licensee is authonzed to operate the route(s) 

set out in the Agreement 

2 The Licensee is prohibited from carrying local traffic 

between points m Canada 

3. The operation of the scheduled international 

service authorized herein shall be conducted 

subject to the provisions of the Agreement and to 

any arrangements related thereto as may be 

agreed to between Canada and the United Slates 

of America. 

4 Unless terminated at an earlier date m accordance 

with the CTA or the Agreement, this licence shall 

terminate at the termination or expiralion of the 

Agreement, or upon the effective date of any 

amendment to the Agreement which shall have the 

effect of eliminating the rights herein authorized. 

Office des Iranspons anadian Tiansportation Agency 

Ottawa (Onlariol KlA 0N9 

www.cla-oic gc ca 

Ottawa Ontdrio KIAGN9 

wwwcla-oic.gcca 

Canada 
Exhibit TC-6 
State of Maine 

Department of the Secretary of State 

/, the Secretary of State of Maine^ certify that according to the provisions of the 

Constitution and Laws of the State of Maine, the Department of the Secretary of State is the legal 

custodian of the Great Seal of the State of Maine which is hereunto affixed and of the reports of 

formation, amendment and cancellation of articles of organization of limited liability companies and 

annual reports filed by the same. 

1 furthe r certify that TWIN CJTJES AIR SERVICE, LLC, formerly NATHANAIR, LLC is a 

duly formed limited liability company under the laws of the State of Maine and that the date of 

formation is May 22, 2002. 

I furthe r certify that said limited liability company has filed annual reports due to this 

Department, and that no action is now pending by or on behalf of the State of Maine to forfeit the 

articles of organization and that according to the records in the Department of the Secretary of State, 

said limited liability company is a legally existing limited liability company in good standing under the 

laws of the State of Maine at the present time. 

In testimony whereof, I have caused the Great 

Sea) of the State of Maine to be hereunto affixed. 

Given under my hand at Augusta, Maine, this 

(iventieth da)' ofianuary 2011. 

Charles E. Summers^ Jr. 

Secretary of State 

Authentication: 1744-949 -1 - Thu Jan 20 2011 10:01:53 
Exhibit TC-7 
AFFTDAVTT OF CrTIZENSHlP 

STATE OF MAINE 

COUNTY OF ANDROSCOGGIN 

Nathan Humphrey being first duly sworn, deposes and says; 

1. That he is duly elected and serving as President of Twin Cities Air Service, 

LLC and that he is authorized to and does make affidavit for it. 

2. That Nathan Humphrey is a citizen of the United States within the meaning of 

49U.S.C.40l02(a)(15). 

Signature 

Subscribed and sworn to before me this rj?/ day of /l^4 ^ ,2011. ^ 

(SEAL) 

SHANDI B. HOWELL 

NOTASY PUBLIC STATE OF MAINE 

Wf COMMISSION EXPIRES 

APRIL 2, 2016 
Exhibit TC-8 
CORPORATE STRUCTURE 

Twin Cities Air Service, LLC ("Twin Cities") is a limited liability company organized 

under the laws of the State of Maine. Twin Cities is owned by Nathanair, Inc. 

("Nathanair") and Liberty Aviation, LLC ("Liberty Aviation"). Nathanair owns 51% of 

Twin Cities, and Liberty Aviation owns 49% of Twin Cities. 

Nathan Humphrey owns 100% of the stock of Nathanair. Nathanair also owns 100% of 

the stock for Bel Air Services. Bel Air Services is a business name that is no longer used 

in any of Twin Cities' operations. 

Liberty Aviation is a limited liability company organized under the laws of the State of 

Maine. Liberty Aviation is a holding company and is not engaged in any other aviation 

activities. Liberty Aviation has eight members, listed as follows: 

Limited Liability Company 

Ovar Holdings, LLC 

Owner / Principle Business 

Andrew Bedard / Insurance 

Fox Run Road 

New Gloucester, ME 04260 

Horse Rider Holdings, LLC Adriana Liberty / Student 

c/o Liberty Group 

245 Commercial Street 

Portland, ME 04101 

Cowboy Holdings, LLC George Liberty / Student 

c/o Liberty Group 

245 Commercial Street 

Portland, ME 04101 

Madness Holdings, LLC Max Liberty / Student 

c/o Liberty Group 

245 Commercial Street 

Portland, ME 04101 

Birddog LLC David Burton / Real Estate 

19 Rebecca Way 

Falmouth, ME 04105 

Seal Bay, LLC James Stanley / CEO for Liberty Group 

c/o Liberty Group 

245 Commercial Street 

Portland, ME 04101 

Mr. Bedard's interest in Ovar Holdings, LLC is currently held by a Bankruptcy Trustee. 
The Loaf, LLC Fred Forsley / Owner of Shipyard Brewing Co. 

86 Newbury Street 

Portland, ME 04101 

Mountain Valley Holdings, LLC Joe Bedard / Insurance 

31 Mayberry Road 

Gray, ME 04039 

All eight members are United States citizens, and none have an interest in any other air 

carrier business. Nathan Humphrey is a manager of Liberty Aviation, but not a member. 

The only operating entity or business name is Twin Cities Air Service, LLC. 
Exhibit TC-9 
Twin Cities Air Service, LLC 

FAR Part 135 Organization Chart 

Benjamin Mosher 

Director of Maintenance 

Mechanics 

Nathan Humphrey 

President 

Director of Operations 

Dale Stewart 

Chief Pilot 

Charter Pilots 

Nathan Humphrey has been employed by Twin Cities since July 2002 and has served as the 

Director of Operations and the CEO. Mr. Humphrey is a United States citizen. He holds 51% of 

the stock of Twin Cities and has no interest in any other air carrier business. 

Benjamin Mosher was employed by Twin Cities from September 1995 to January 2004, and has 

been employed again since March 2005. Mr. Mosher has served as a mechanic and as the 

Director of Maintenance. He is a United States citizen. He does not hold any stock in Twin 

Cities and has no interest in any other air carrier business. 

Dale Stewart has been employed by Twin Cities since January 1994 and has served as the Chief 

Pilot, chief flight instructor, mechanic, pilot, and general manager. Mr. Stewart is a United 

States citizen. He does not hold any stock in Twin Cities and has no interest in any other air 

carrier business. 

Key Technical Personnel Statement: Nate Humphrey, Benjamin Mosher, and Dale Stewart meet 

the qualifications set forth in sections 119.65 and 119.67 of the Federal Aviation Regulations (14 

CFR 119.65 and 119.67). 
Exhibit TC-10 
TWIN CITIES AIR SERVICE A-3/ R-1/03-01-10 

GENERAL OPERATIONS MANUAL 

DUTIES AND RESPONSIBILITIES 

Each of these people has the authority to act for Twin Cities Air Service and, in his respective 

sphere, exercises operational control under FAR Part 135.77. Their specific duties and 

responsibilities are: 

Director of Operations 

1. Reports to the President. 

2. Supervises the Chief Pilot and other employees as directed by the President. 

3. Ensures that all flight operations are conducted safely and In compliance with all Federal 

Aviation Regulations, Operations Specifications, and Company policies. 

4. Has authority to act for the Certificate holder, including the signing of FAA 

correspondence and operations specifications. 

5. Communicates with the FAA Flight Standards District Office and the National 

Transportation Safety Board. Files all required reports and documents. 

6. Devises revisions to this manual as needed, submits the proposed revisions to the 

FSDO, receives confirmation from the FSDO that the revisions are acceptable, and then 

distributes those revisions to all manual holders. 

7. Schedules aircraft availability, including scheduling the aircraft for required inspections. 

8. Coordinates with the Director of Maintenance the timely correction of mechanical 

irregularities and discrepancies. 

9. Hires and fires flight personnel. 
TWIN CITIES AIR SERVICE A-5/ R-1/03-01-10 

GENERAL OPERATIONS MANUAL 

Director of Maintenance 

1. Reports to the President or his designee. 

2. Is responsible for all maintenance and inspection personnel and signing of Part D of the 

Operations Specifications. 

3. Ensures that company aircraft are maintained in an airworthy condition. 

4. Ensures that all inspections, repairs, and component changes are accomplished in 

accordance with manufacturers or FAA approved procedures. 

5. Ensures compliance with maintenance procedures, airworthiness directives, service 

bulletins, service letters, and applicable Federal Aviation Regulations. 

6. Ensures all maintenance technicians are trained and current on the types of aircraft for 

which approved. 

7. Ensures that all maintenance technicians are certified and supervised according to the 

requirements specified in the Federal Aviation Regulations. 

8. Coordinates with maintenance contracting agencies when maintenance activities are 

being performed on company aircraft. 

9. Provides the Director of Operations and the company's Operations Office with the 

current airworthiness status of the aircraft and the forecast down times to facilitate 

maintenance scheduling and insure timely deferral or correction of aircraft 

discrepancies. 

10. Maintains a close liaison with manufacturer's representatives, parts supply houses, 

repair facilities and the FAA. 

11. Makes available to maintenance personnel the necessary overhaul manuals, service 

bulletins, service letters, airworthiness directives, applicable sections of this manual, and 

any other required technical data. 

12. Maintains all necessary work records and logbooks, including certification in the aircraft 

permanent maintenance records that the aircraft is approved for return to service. 

13. Maintains the weight and balance records for all aircraft. 

14. Completes the required MRR and MIS reports and submits them to the Director of 

Operations for forwarding to the FAA. 

15. Manages the MEL Program. 
TWIN CITIES AIR SERVICE k-At R-1/03-01-10 

GENERAL OPERATIONS MANUAL 

Chief Pilot 

1. Reports to the Director of Operations. 

2. Supervises flight crew personnel. 

3. Conducts or supervises all training activities and records of flight crew personnel. 

4. Advises the Director of Operations regarding the training of flight crew personnel. 

5. Assists the Director of Operations in formulating operations policies, coordinates those 

policies, and coordinates operations and training. 

6. Ensures that all aircraft are properly equipped for applicable operations. 

7. Disseminates information to all crewmembers pertaining to routes, airports, NOTAMS, 

NAVAIDS, company policies, and regulations. 

8. Maintains proficiency as Pilot-in-Command. 

9. Schedules flight crewmembers, including assigning Pilot-in-Command duties. 

10. Prepares and maintains proficiency records, pilot files, flight schedules, duty time 

records, reports, and correspondence pertaining to flight operations activities. 

11. Submits all reports regarding flight personnel to the Director of Operations. 

12. Keeps the aircraft copies of this Operations Manual current. 

13. Ensures that all flight crew personnel are certified and supervised according to the 

requirements specified in the Federal Aviation Regulations. 
Exhibit TC-11 
P.O. Box 2 

.Gray. UE ..(MQ3» 

Phone 207-836-3084 

Fax 207-784-5323 

E-mail nate@flycharter.com 

Nathan Humphrey 

Summary of 

qualifications 

Professional 

experience 

Over 8000 hours flight time 

7700 PIC 

Over 1100 hours Jet 

Over 1500 hours Turbine 

Over 3500 hours C-402 

Airline Transport Pilot with CE500, HS125 and Learjet type ratings 

Airplane CR, CFII, MEI 

1996 - 2000 Cape Air/Nantucket Airlines Hyannis, MA 

Dire<:tor of Pilot Training 

Responsible for recruitment, hiring, training and recurrent pilot training 

2000 - 2001 

Pilot 

Charter Fleet of Sanford, ME Sanford, ME 

2001-2002 

Pilot 

Executive Jet Management Cincinnati, OH 

2002-Present Twin Cities Air Service, LLC 

Owner, President 

Line pilot, check airman in C-402 and Kingair 200 

Auburn, ME 

Work experience: 

For the two years previous to acquiring Twin Cities, I was acting as a flight crewmember in the 

international jet market I was qualified as a Captain in both Hawker and Citation series jets. 

Prior to entering the jet market I was the Director of Pilot Training for Cape Air/Nantucket Airlines. 

Cape Air/Nantucket Airlines employs over 500 people, has a fleet of 50 Cessna 402s. and 

operates in three different geographical areas. Under my leadership, the pilot roster grew from 80 

to 120 pilots. I was responsible for the recruitment, hiring, training, and recurrent training for all 

pilots worldwide. I directly led a staff of about thirty training department members. During my 

tenure as the Director of Training, I was asked to join a committee of other Airline Directors. The 

committee, Regional Airline Associations Training Advisory Committee (RATAC), is Washington 

D.C. based, and focused on the pilot training needs of the airline industry. This was a great 

learning experience for me. Being the youngest member, I learned much from my older and 

more experienced peers. I was also responsible to the FAA for all training and standardization 

matters. I successfully worked closely with our FAA principal operations inspector. While at 

Cape Air, I conducted approximately 200 FAA check rides acting as a qualified FAA check 

airman. I also supervised the training of all ground crews in the recognition of hazardous 

matena\s, and conducted all hazardous materials research. Cape Air/Nantucket Airlines enjoyed 

an accident-free record during my tenure as the Director. Prior to Cape Air, my experience 

consisted of flight instruction and charter flying for Maine-based companies. I also served as the 
Chief Pilot and General Manager for one small Maine-based charter company. While serving in 

this position, I worked \withthe'FAA in obtaining an'FAR't35 certlfidate'for'the company. 

In summary, this February marked 23 years of professional experience for me. Twenty-three 

years of accident and incident free flying, with no violations, LOI's, or even so much as a 

speeding ticket. 
leOoldeneye Drive 

Topsham, ME 04066 

Phone: 207-725-0385 

E-mail dale@flcharter.com 

Dale Stewart 

Summary of 

qualifications 

ATP Multi-engine Land; Commercial Single-engine Land & Sea; LR-JET 

type rating 

Instmment, CFII, Advanced Ground Instructor, Airframe & Powerplant 

License; Restricted Radio License; Technician Class Amateur License 

Total Flight Time 7200 

Education 1989-1993 LeTourneau University 

Aviation Technology, B.S. 

Longview, Texas 

1984-1989 

High School Diploma 

Yarmouth High School Yarmouth, ME 

Professional experience 1994-Present Twin Cities Air Service Auburn, ME 

1999-2000 Assistant Director, Faith Bible Training Center, Philippines 

2006-2007 History Teacher, Maine Classical School 

Interests and activities Former Aviation Safety Counselor; Woodworking, Reading, History, 

Photography, Hiking, Canoeing 
Ben M. Mosher 

304 King Street 

Oxford, Maine 04270 

Employment History: 

March 2005 to Director of Maintenance at Twin Cities Air Service 

Present Auburn, Maine 

Jan 2004 to 

March 2005 

Owner and Operator of Eaglewings Aviation 

Mechanic Falls, Maine 

Sept 1995 to 

Jan 2004 

Director of Maintenance at Twin Cities Air Service 

Auburn, Maine 

May 1994 to 

Sept 1995 

Aircraft Mechanic at Oxford Aviation 

Oxford, Maine 

March 1993 to 

Aug 1993 

Aircraft Mechanic at Master Aviation 

Dan bury, CT 

March 1991 to 

Feb 1993 

Aircraft Mechanic at Bridgeport Air Service 

Bridgeport, CT 

June 1985 to 

March 1991 

Lead Aircraft Mechanic at South Central Airlines 

Kenai, AK 
Education: 

Associate of Science degree in Aviation Maintenance Technology LeTourneau College 1985 

Pratt & Whitney PT6A Turbine Engine Light Maintenance 1990 

Garrett TPE 331 Turbine Engine Light Maintenance 2000 

Lear Jet 35 Aircraft Maintenance Course 2007 

Ratings Held: 

Airframe and Powerplant Mechanic since 1985 

Inspection Authorization since 1992 

Commercial Pilot; Single Engine Land & Sea; Airplane Multiengine Land; Instrument Airplane. 

Total Flight Time: 815 HRS 

Work Experience; 

Have 26 years experience in maintenance of the following classes of aircraft: 

Light Single Engine Aircraft, Light Multiengine Aircraft, Turboprop Aircraft, Light Business Jets, and Light 

Helicopters. 

Perform all aspects of maintenance: Heavy structural maintenance and repairs, Electrical wiring 

installations. Avionics installations, Recip engine overhauls, and Turbine engine inspections and light 

maintenance. Adept at trouble shooting and repairing all types of aircraft systems. 

Experienced on the following aircraft: 

All Cessna 100, 200, 300 series aircraft. Cessna 401, 402, 414, 421, and 441 aircraft. 

Piper PA-23, PA-28, PA-30, PA-31, PA-32, PA-34, PA-39, and PA31T. 

Beechcraft Bonanza, Baron, Beech 18, King Air 90,100, and 200 series. 

Mitsubishi MU-2 

Commander 114 

Lear Jet 35A 
Schweizer Helicopter 269 series. 
Exhibit TC-15 
COMPLIANCE STATEMENTS 

Statement of All Actions and Outstanding Judgments 

Sec. 204.3(l)-(m) 

There are no actions or outstanding judgments against Twin Cities or any relevant 

corporation, key personnel employed (or to be employed) by any relevant corporation, or 

person having a substantial interest in any relevant corporation. 

Statement Regarding Status of All Pending Investigations, Actions, and Complaints 

Sec. 204.3(o) 

There is one pending enforcement action against Twin Cities. By letter dated 

November 1, 2010, the FAA, pursuant to title 49 U.S.C. § 46301(a)(5)(A), assessed a 

civil penalty against Twin Cities in the amount of $10,725 for Twin Cities' failure to 

receive a DOT-required verified negative drug test result prior to hiring an employee for 

a safety-sensitive function and prior to transferring another employee to a safety-sensitive 

function. A true and correct copy of the letter is attached as Exhibit TC-15A. 

Although there are no other pending investigations, actions, or complaints, Twin 

Cities discloses all prior enforcements as follows: 

• Due to a flight incident on December 10, 1992, the previous owner's pilot 

certificate was suspended for 90 days. See Statement of Aircraft 

Accidents or Incidents, infra^ for additional information. 

• On November 2, 1993 and May 24, 1995, Twin Cities received warning 

letters for drug abatement program and testing. On October 10, 2002, 

Twin Cities received a letter of correction for drug abatement program and 

testing. None of the letters resulted in civil penalties. 
Statement of Charges of Unfair Business Practices, etc. 

Sec. 204.3(o) 

There have been no charges of unfair or deceptive or anticompetitive business 

practices, or of fraud, felony or antitrust violation, brought against Twin Cities or any 

relevant corporation or person having a substantial interest in any relevant corporation, or 

member of the key personnel employed (or to be employed) by any relevant corporation 

in the past 10 years. 

Statement of Aircraft Accidents or Incidents 

Sec. 204.3(q) 

Twin Cities has had the following two accidents / incidents, neither of which 

remain under investigation: 

1. On November 1, 1999, a Cessna 303 (N511AR), owned by Twin Cities 

and on the Twin Cities certificate, experienced left engine failure in Binghamton, NY, 

resulting in one injury. A true and correct copy of the Brief of Accident and NTSB 

Report are attached as Exhibit TC-15B. 

2. On December 10, 1992, a Cessna 402 (N87266), owned and operated by 

Twin Cities, collided with an object on the final approach at Lebanon, NH in a night 

operation due to pilot error. There was damage to the leading edge of the left wing. 

After repair, the aircraft departed. The incident resulted in a 90-day suspension of the 

previous owner's pilot certificate. There is no infonnation regarding this incident on the 

NTSB database. 
Exhibit TC-15A 
o u s Deportment Office of the Chief Counsel 800 Independence Avenue, S.W. 

of Transportation Enforcement Division Washington, D.C. 20591 

Federal Aviation 

Administration 

Certified Mail - Return Receipt Requested 

November 1, 2 010 

Twin Cities Air Service, LLC 

c/o Eileen Gleimer 

Crowell & Moring LLP 

1001 Pennsylvania Avenue, NW 

Washington, DC 20004-2595 

Re: Case No. 2009SO950148 

Amended Order Assessing Civil Penalty 

On September 24, 2009, Twin Cities Air Service, LLC was 

advised through a Notice of Proposed Civil Penalty that the 

Federal Aviation Administration ("FAA") proposed to assess 

a civil penalty in the amount of $21,450. A settlement was 

reached between Twin Cities Air Service and the FAA leading 

to the FAA's service of an Order Assessing Civil Penalty on 

February 26, 2010. This Amended Order Assessing Civil 

Penalty is for the sole purpose of adjusting the payment 

schedule for Twin Cities Air Service. After considering 

all available information presently part of this 

proceeding, it has been determined that: 

1. Twin Cities Air Service is now, and at all times 

mentioned herein was, the holder of Air Carrier Operating 

Certificate No. TR7A137K issued under 14 C.F.R. Part 119 

and appropriate operations specifications issued under 

14 C.F.R. part 135. 

2. At all times mentioned in this document. Twin 

City Air Service's operations specifications required it to 

comply with 14 C.F.R. part 121, appendix I and 49 C.F.R. 

part 40 for its antidrug program. 

3. At all times mentioned herein, 14 C.F.R. 

§ 135.251(a) required Twin City Air Service to test each of 
its employees who performed a function listed in 14 C.F.R. 

Part 121, Appendix I in accordance with that appendix. 

4. At all times mentioned herein, under 14 C.F.R. 

part 121, Appendix I, Section III, an employee who performs 

flight crewmember duties or aircraft maintenance or 

preventive maintenance duties is performing a 

safety-sensitive function. 

5. At all times mentioned herein, 14 C.F.R. 

part 121, appendix I, § V.A.I, proscribed Twin City Air 

Service from hiring any individual for a safety-sensitive 

function unless Twin City Air Service first required that 

individual to undergo Department of Transportation 

("DOT")-required pre-employment drug testing and received a 

verified negative drug test result for the individual. 

6. On or about June 16, 2008, Twin City Air Service 

hired Benjamin Doughty to perform a safety-sensitive 

function involving the performance of aircraft maintenance 

or preventive maintenance. 

7. On or about June 16, 2008,' Mr. Doughty was 

administered a DOT-required pre-employment drug test for 

Twin City Air Service. 

8. On or about June 17, 2008, received a verified 

negative drug test result for the test referred to in 

paragraph 7. 

9. Twin City Air Service hired Mr. Doughty to 

perform a safety-sensitive position before receiving a 

verified negative drug test result for him. 

10. At all times mentioned herein, 14 C.F.R. 121, 

Appendix I, Section V.A.2. proscribed Twin City Air Service 

from transferring an individual from a nonsafety-sensitive 

to a safety-sensitive function unless Twin City Air Service 

first required that individual to undergo DOT-required 

pre-employment drug testing and received a verified 

negative drug test result for the individual. 

11. On or about December 4, 2007, Twin City Air 

Service transferred Jeremy Virts from a nonsafety-sensitive 

function to a safety-sensitive function involving the 

performance of flight crewmember duties. 
12. On or about December 11, 2007, Mr. Virts was 

administered a DOT-required pre-employment drug test for 

Twin City Air Service. 

13. On or about December 13, 2007, Twin City Air 

Service received a verified negative drug test result for 

the test referred to in paragraph 12. 

14. Mr. Virta performed flight crewmember duties for 

Twin City Air Service on December 10, 11, and 12, 2007. 

15. Twin City Air Service transferred Mr. Virts to a 

safety-sensitive position before requiring him to undergo a 

DOT-required pre-employment drug test and receiving a 

verified negative drug test result for him. 

16. On or about December 3, 2008, Twin City Air 

Service transferred Josiah Denny from a nonsafety-sensitive 

function to a safety-sensitive function involving the 

performance of aircraft maintenance and preventive 

maintenance. 

17. On or about December 2, 2008, Mr. Denny was 

administered a DOT-required pre-employment drug test for 

Twin City Air Service. 

18. On or about December 4, 2008, Twin City Air 

Service received a verified negative drug test result for 

the test referred to in paragraph 17. 

19. Twin City Air Service transferred Mr. Denny to a 

safety-sensitive position before receiving a verified 

negative drug test result for him. 

By reason of the foregoing. Twin City Air Service violated 

the following Federal Aviation Regulations: 

a. 14 C.F.R. part 121, appendix I, § V.A.I., in that 

Twin City Air Service failed to receive a DOT-required 

verified negative drug test result prior to hiring an 

individual (Mr. Doughty). 

b. 14 C.F.R, part 121, appendix I, § V.A.2., in that 

Twin City Air Service failed to administer a 

DOT-required pre-employment drug test and/or receive a 

verified negative drug test result prior to 

transferring individuals from a nonsafety-sensitive 
positio n t o a safety-sensitiv e positio n (Messrs. Virts 

and Denny). 

t o Titl e 49 U.S.C. fSj 

ervic e is assesse^/^V^ 

6rde r ,. , Jr ^ 

and Vy 

The Orde r 

A i r Service' s 

NOW, THEREFORE, IT IS ORDERED, 

§ 46301(a)(5)(A), that Twin Cit 

a civil penalty in the amount o 

constitutes a finding by the F 

regulatory violations contained 

Assessing Civil Penalty and Twin 

payment of the civil penalty do not constitute or imply an 

admission by Twin Cities Air Service that it committed the 

violations found by the FAA, or that it agrees with the 

facts averred to by the FAA. 

The total amount of the penalty assessed in this Order 

constitutes a debt owed to the United States, and agreed to 

between Twin Cities Air Service and the FAA. Pursuant to 

this agreement. Twin Cities Air Service has agreed to 

execute the Promissory Note in connection with this Order, 

and to return the same to the FAA. 

Twin Cities Air Service has now exhausted its right to seek 

review of the validity or amount of this debt. By reason 

of the above-referenced agreement. Twin Cities Air Service 

is hereby ordered to pay the assessed amount in twelve 

installments, in accordance with the terms of the 

Promissory Note included with this Order. The installment 

schedule is as follows: 

• M ^ 

:\( ^ 

1. $893.75 payable on or before the IS*"^ day of Novembe „......f-£^" r 20 ^ 

2. $893.75 payable on or before the 15*'*' day o t ^ V^'^^x^b W ^ "^ V 

December 2010. ^ ^'1> >.V" i J \ 

'' ' l) -"^-^ ' 1 " ^ 

3. $893.75 payable on or before the 15''*' day of January 2011.\>^'' ^^o.o^'^'^^"^' 

4. $893.75 payable on or before the 15*'*' day of pji fj^i^a. J^^Op 

February 2011. 

5. $893.75 payable on or before the IS"*" day of March 2011. 

6. $893.75 payable on or before the 15''*' day of April 2011. 

7. $893,75 payable on or before the IS*"** day of May 2011. 

8. $893.75 payable on or before the IS"*' day of June 2011. 

X 
.5 

9. $893.75 payable on or before the 15^*" day of July 2011. 

10. $893.75 payable on or before the IS*"*" day of August 2011. 

11. $893.75 payable on or before the 15*'*' day of September 2011 

12. $893.75 payable on or before the 15*=** day of 

October 2011, 

These installments are to be paid by mailing or delivering 

a certified check or money order in the amount due for each 

installment, on or before each due date, until the full 

obligation is paid. The certified check or money order 

shall be made payable to the "Federal Aviation 

Administration," and shall be sent to: 

Federal Aviation Administration 

Mike Monroney Aeronautical Center 

6500 South MacArthur Blvd, 

General Accounting, AM2-350 

Oklahoma City, OK 73169 

Attn: Brenda S. Barnhill 

Please send a copy of each payment instrument to: 

James A. Barry 

Senior Attorney 

Enforcement Division, AGC-300 

Office of the Chief Counsel 

Federal Aviation Administration 

800 Independence Avenue, S.W. 

Washington, D.C. 20591. 

Alternatively, Twin Cities Air Service may pay the civil 

penalty by electronic funds transfer. To pay by this 

method, Twin Cities Air Service must include all of the 

following information with its electronic funds transfer: 

Receiver Bank Name; Treas NYC 

Receiver ABA 

(U.S. bank routing number): 0210 3000 4 
Receiving Institution: United States Treasury 

c/o Federal Reserve Bank of New York 

33 Liberty Street 

New York, New York 10045 

Account Number: TREAS NYC/(69001104) 

Beneficiary: Federal Aviation Administration 

Reference: FAA Case No, 2009SO950148 

The FAA has waived interest on this debt pursuant to 

section 89.25(e)(3) of the Department of Transportation 

Regulations for the Implementation of the Federal Claims 

Collection Act, 49 C.F.R, § 89,25(e)(3), and section 103.2 

of the Federal Claims Collection Standards, 4 C.F.R. 

§ 103.2. This waiver of interest shall continue in force 

only so long as payments are made in accordance with the 

schedule set forth above. If Twin Cities Air Service is 

more than ten days delinquent in making any payment under 

the schedule, this waiver will terminate, and the entire 

uncollected debt shall become due and payable. Further, 

interest shall be imposed upon the entire remaining debt, 

and the administrative costs of collection shall also be 

imposed, pursuant to section 89.23 of the Department of 

Transportation Regulations for the Implementation of the 

Federal Claims Collection Act, 49 C.F.R. § 89.23. Such 

interest as shall be imposed will begin to accrue on the 

next calendar day after the installment payment was due, 

and will be equal to the Treasury Current Value of Funds 

Rate prevailing at the time the debt becomes delinquent. 

Should the debt remain unpaid past 90 days from the date 

the delinquent installment payment was due, a late payment 

penalty equal to six percent per year of the remaining debt 

shall be charged. Pursuant to section 89.23(c) of the 

Department of Transportation Regulations for the 

Implementation of the Federal Claims Collection Act, 

49 C.F.R. § 89,23 (c), if Twin Cities Air Service pays the 
Exhibit TC-15B 
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Natioiml Tra 

FAC 

^rutlep yljfely Board NTSB ID: NYCOOFAOZa 

Occurrence Date; 11/01/1999 

Occurrence Type: Accident 

Aircraft Registration Number: NSllA R 

Most Critical Injury: Serious 

Investigated By: NTSB 

Location/Time 

Nearest City/Place 

BINGHAMPTON 

State 

NY 

Zip Code 

13901 

Local Time 

0616 

Time Zone 

EST 

Airport Proximity: On Airport/Airstrip Distance From Landing Facility: 

Aircraft Information Summary 

Aircraft Manufacturer 

Cessna 

Model/Series 

T303 /T303 

Type of Aircraft 

Airplane 

Revenue Sightseeing Flight: No Air Medical Transport Flight: No 

Narrative 

8tlel narrative statement of Tacts, condrtions and dn:unisiance5 pertinent to xne accicjent/incident: 

HISTORY OF FLIGHT 

On November 1, 1999, about 0616 Eastern Standard Time, a Cessna T303, NBllAR, registered to Twin 

Cities Air Service Incorporated, was substantially damaged while landing at the Binghamton 

Regional/Edwin A. Link Airport, Binghamton (BGM), New York. The certificated coinmercial pilot 

received serious injuries and two passengers received minor injuries. Instrument meteorological 

conditions prevailed, and an instrument flight rules (IFR) flight plan was filed for the on-demand 

air taxi service, conducted under 14 CFR Part: 135. 

According to the pilot, he conducted a preflight inspection of the airplane and added a quart of 

oil to each of the airplane's two engines prior to departing from the Auburn/Lewiston Airport, 

Auburn, Maine, at 0320. The pilot then flew the airplane to the Portland International Airport 

(PWH), Portland, Maine. The flight took about 12 minutes and was uneventful. At PWM, two 

passengers boarded the airplane, and the flight departed, destined for the Youngstown-Warren 

Regional Airport, Youngstown, Ohio. About 2 hours into the flight, at 6,000 feet, the left engine 

"suddenly stopped." The left engine oil pressure gauge fluctuated and then went to zero. The 

pilot observed the propeller to be "windmilling, but turning at a rate." 

After the left engine failed, the pilot placed the throttles, mixture, and prop controls for both 

engines in the full forward position to attempt a restart of the left engine, but since "we were in 

cruise mode, I did not immediately try to feather the engine, but tried the obvious restart 

procedures." During the attert\pted restart, the pilot observed only about one-half rotation of the 

left engine propeller. He also changed the position of the fuel selector to the left engine, but 

could not remember what position he finally selected. The boost pump switch was placed in the low 

position, and then into the high position. Both magnetos were shut off for the left engine, and 

the pilot attempted to feather the propeller. The attempt to feather the propeller failed. The 

pilot believed "the prop was turning slower than normal, [and] the locks may have come out, making 

it impossible to feather." The pilot did recall that the propelled eventually feathered later in 

the flight. 

The pilot added that during the processes of attempting to restart the engine, and then securing 

it, he noticed that the airplane's speed was "slowly bleeding down, to a point when it got to 

blueline." The pilot pitched the airplane down to maintain the blue line speed. Unable to 

maintain the airplane's altitude, the pilot initiated a decent. The airplane descended to 3,200 

feet, described by the pilot as a "slow, gradual, sink." 

Once the left engine was secured, the pilot radioed to the Binghamton Approach controller that he 

"had an engine failure" and needed to land at the "closest VFR airport." According to the pilot, 

the controller replied that the closest VFR airport was 60 miles away. The pilot decided to land 

at BGM because it was nearby and he knew they had radar on the field. 

•ACTUM. Rl-POKT - AVIAIION Page 1 
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Occurrence Date: 11/01/1999 

Occurrence Type: Accident 

Narrative (Continued) 

An instrument landing system (ILS) approach was conducted to Runway 16 at BGM. On final approach, 

the landing gear was not selected to the down position until the last minute so that the pilot 

would have the option of executing a go-around. Once he descended to his minimum decent altitude, 

the only visual contact the pilot had with the runway environment were 3 unidentified lights, and a 

missed approach was initiated. As the airplane climbed, the pilot reported to the controller that 

Che "best altitude [he] could get was 2,200 feet." Since the approach called for a higher 

altitude, the controller "started" him in on an ILS approach to Runway 34 "inside the marker." 

The pilot added that, while on the second approach, "I was going to fly the aircraft right to the 

runway, and told the controller so." The pilot put the gear down, reduced power, and decided there 

was "no hope for a go-around." He then "flew down past the decision height," and about 70-80 feet 

above the ground, he "added a little power to smooth the landing." The pilot also stated, "The 

last thing I remember was the aircraft nose contacting the runway, I may have instinctively pushed 

the throttle forward..." 

A passenger stated that once the pilot could not see the runway, "he [the pilot] applied power, 

pitched the nose up," and attempted a "go-around" similar to the one that was executed on the first 

approach. The airplane's wing tip then hit the ground. 

The accident occurred during Che hours of dawn approximately 42 degrees, 12 minutes north latitude, 

and 75 degrees, 58 minutes west longitude. 

PILOT INFORMATION 

The pilot held g commercial pilot certificate with ratings for airplane single engine and 

multi-engine land, instrument airplane. He also held a flight instructor certificate for airplane 

single engine land, instrument airplane. 

The pilot's most recent Federal Aviation Administration (FAA) first class medical certificate was 

issued on January 18, 1999 , 

The pilot reported approximately 2,430 hours of flight experience, 200 hours of which were in 

multi-engine airplanes, and 60 hours of which were in make and model airplane. 

The pilot reported 180 hours of flight experience in the 90 days prior to the accident. His most 

recent biennial flight review was August 27, 1999, which was conducted in the Cessna T303. 

AIRCRAFT INFORMATION 

On April 30, 1994, the left engine was removed from the airplane and overhauled. During the 

overhaul, all steel parts were magnafluxed, and all aluminum parts were zygloed. The engine was 

then re-installed on the airplane. The engine's total time at overhaul was 3,596 hours and it had 

accumulated about 1,874 hours since. 

The last maintenance performed on the engine was on October 20, 1999. It included an oil change 

and oil filter replacement. 

METEOROLOGICAL INF0R^4ATI0N 

The weather reported by BGM at 0608 was; winds calm, 1/4 statute mile of visibility, fog, vertical 

visibility of 10 0 feet, temperature and dew point of 4 5 degrees Fahrenheit. 

WRECKAGE INFORMATION 

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Occurrence Date: 11/01/1999 

Occurrence Type: Accident 

Narrative (Continued) 

The wreckage was examined on November 1, 1999, at the accident site. The airplane came to rest on 

Runway 34; about 1,900 feet from the approach end, on a heading of about 290 degrees, and at an 

elevation of 1,636 feet mean sea level. All major components of the airplane were accounted for at 

Che accident site. 

The nose landing gear was collapsed, and exhibited scaring along the left side of the wheel forks. 

The forward nose cone section was crushed upward and to the right. It displayed scraping along the 

underside. The main landing gear were extended and locked. 

The right outboard wing section, 

buckling, and damage along the 

between the wing firewall and the 

from the cockpit to the engine, 

control, were all found in the 

lines as the engine was removed 

contained an undetermined amount of 

which was exposed to a post crash fire, exhibited rearward 

wing tip. All control cables and fuel lines remained connected 

right engine. Powerplant control cable continuity was confirmed 

The right engine throttle lever, propeller control, and mixture 

full forward position. Fuel was observed draining from the fuel 

from the fuselage. The right wing fuel tank was not damaged and 

fuel. 

The outboard section of the left wing exhibited damage from the impact and post crash fire. All 

control cables and fuel lines remained connected between the wing firewall and the left engine. 

Powerplant control cable continuity was confirmed from the cockpit to the engine. The left engine 

throttle lever, and propeller control were found in Che ful1 aft position. The mixture control was 

found in the mid-range position. A small amount of fuel was observed draining from the fuel lines 

as the engine was removed from the fuselage. The left wing fuel tank was compromised and did not 

contain any fuel. 

Flight control continuity was confirmed from the cockpit area to the ailerons, rudder, and 

elevator. The flaps were found in the full extend position, which corresponded with the selector 

position located in the cockpit. 

The left engine was inspected after being removed from the wreckage. It exhibited damage due to 

the post-crash fire. The engine was rotated by hand, using the propeller. Some resistance was 

noted during the rotation. The number 6 cylinder was damaged during the impact sequence and 

displayed exposed valves. Thumb compression was only confirmed to the number 3 and 5 cylinders. 

No compression could be determined for the remaining four cylinders. The top and bottom spark 

plugs were removed; their electrodes were intact and light gray in color. The left and right 

magnetos were removed from the engine and rotated by hand, producing spark on all cowers. While 

Che engine was rotated, the accessory drive section gears and the number 1 and 2 cylinder valves 

did not show any signs of movement. The propeller remained attached to the engine. Two of the 

three propeller blades were in the feather position. The remaining blade was in a high pitch 

position and bent 90 degrees about 9 inches from the hub. The counterweight for the bent propeller 

blade was found detached from the hub and was located along the debris path. 

The fuel manifold valve on the left engine was inspected. The diaphragm was dry, but exhibited a 

smell of aviation fuel . The fuel screen was free of debris. The fuel selector control for the 

left tank was found in the cross feed position, and the right tank selector was in-between tht; on 

and off posit^ions. 

TESTS AND RESEARCH 

The airplane's left engine was examined at Hagerstown, Maryland, on December 8, 1999, under the 

supervision of a Safety Board Investigator. 

Removal of the engine oil sump revealed large pieces of metal and metal shavings in the sump and 

trapped in the oil sump suction screen. 

FACTUAL REPORT - AVIATION Page lb 
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National Traq^rUtton ^tt y Board 

frTBO' 

NTSB ID: NYC00FAD23 

Occurrence Date: 11/01/1999 

Occurrence Type: Accident 

Narrative (Continued) 

Disassembly of the engine revealed that the crankshaft was fractured between connecting rod journal 

number 2 and main journal number 2. 

The crankshaft was forwarded to the Safety Board's materials lab on December 9, 1999. Fracture 

surfaces on the crankshaft were examined by optical microscopy. The fracture surface on the aft 

section of the crankshaft was destroyed by post-fracture damage. The fracture surface on the 

forward section of the crankshaft displayed several areas of smooth features, curving boundaries, 

and ratcliet marks, all typical of fatigue. 

ADDITIONAL INFORMATION 

Review of the Cessna T303 pilot's operating handbook revealed that the single engine service 

ceiling, at a weight of 4,800 pounds, with the landing gear and flap in the retracted position, was 

11,700 feet. 

The average single engine rate of clin±i, at a pressure altitude o£ 6,000 feet, a temperature of -5 

degrees centigrade, and a weight of 4,800 pounds, was 295 feet per minute. 

The average single engine rate of climb, at a pressure altitude of 1,625 feet, a temperature of 7.5 

degrees centigrade, and a weight of 4,800 pounds, was 314 feet per minute. 

Review of the ILS approach plate for Runway 34 revealed Chat the decision height was 200 feet above 

the ground. 

The airplane wreckage was released on November 1, 1999, to a representative of the owner's 

insurance company. 

[•ACTUAL REPORT - AVIATION Page 1c 
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National Traq||lfirUtk>n Sljfety Board 

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NTSB ID: NYC00FA023 

Occurrence Date: 11/01/1999 

Occurrence Type: Accident 

Landing Facility/Approach Information 

Airport Name 

BINGHAMTON REGIONAL APR T 

Airport ID 

B G M 

Airport Elevation 

1636 FtMSL 

Runway Used 

34 

Runway Length 

7501 

Runway Width 

150 

Runway Surface Type: Asphalt 

Runway Surface Conditron: Dry 

Approach/Arnva! Flown: ILS 

VFR Approach/Landing: None 

Aircraft Information 

Aircraft Manufacturer 

Cessna 

Model/Series 

T303 /T303 

Serial Number 

T30300192 

Airworthiness CertificateCs): Normal 

Landing Gear Type: Retractable - Tricycle 

Amateur Buill Acfl? No Number of Seats: 6 Certified Max Gross Wt. 5150 LBS Numberof Engines-2 

Engine Type: 

Reciprocating 

Engine Manufacturer: 

Continental 

Model/Series: 

TSIO-520-AE 

Rated Power: 

250 HP 

- Aircraft Inspection Information 

Type of Last Inspection 

AAIP 

Date of Last inspection 

10/1999 

Time Since Last Inspection 

9 Hours 

Airframe Total Time 

5480 Hours 

- Emergency Locator Transmitter (ELT) Information 

ELT lnstalied?/Type Yes / ELT Operated? Yes ELT Aided in Locating Accident Site? No 

Owner/Operator Information 

Registered Aircraft Owner 

TWIN CITIES AIR SERVICE INC 

Street Address 

390 LEWISTON JUNCTION RD 

City 

AUBUR N 

State 

ME 

Zip Code 

04210 

Operator of Aircraft 

TWIN CITIES AIR SERVICE INC 

Street Address 

390 LEWISTON JUNCTION RD 

City 

AUBUR N 

Slate 

ME 

Zip Code 

04210 

Operator Does Business As Operator Designator Code IWVA 

- Type of U.S. Ceftificate{s) Held. 

Air Carrier Operating Cer1ificate{s)- On-deman d Air Taxi 

Operating Cerlificale: Operator Certificate: 

Regulation Flight Conducted Under: Part 135: Air Taxi & Commuter 

Type of Flight Operation Conducted: Unknown;Non-scheduled; Domestic; Passenger Only 

FACTUAL REPORT - AV[AHON Page 2 
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Nfllional Trfli\»rUUpi i tmpty Board NTSB ID: NYC00FA023 

Occurrence Date: 11/01/1999 

Occurrence Type: Accident 

First Pilot Information 

Name 

On File 

City 

On File 

State 

On File 

Date of Birfh Age 

27 

Sex. M Seat Occupied: Left Occupaiional Pilot? Civilian Pilot Certificate Number: 

Certificate(s): Flight Instructor; Commercial 

Airplane Rating(s): Multi-engine Land; Single-engine Land 

Rotorcraft/Glider/LTA: None 

Instrument Rating(s) Airplane 

Instructor Rating{s): Airplane Single-engine; Instrument Airplane 

Current Biennial Flight Review? 

Medical Cert.: Class 1 Medical Gert. Status: Valid Medical--w/waivers/lim. Date of Last Medical Exam. 07/1999 

- Flight Time Matrix 

ihilMl U 

>nd WDd*l 

Aifolana 

Siriglfl Engine 

Ailplftna 

Mun-Engir 

initjumtn l 

A^ui l Simuiflltd 

Ugnifli 

TninAir 

Total Time 2430 60 2230 200 185 183 30 

Pilot In Comfnan<J(PIC) 2280 60 2100 180 170 150 27 

Instructor 1720 1720 40 

instmction Received 

LasI 90 Days 180 50 130 50 17 14 

Last 30 Days 50 24 26 24 

Last 24 Hours 

Seatbell Used? Yes Shoulder Harness Used? Yes Toxicology Performed? No Second Pilot? No 

Flight Plan/Itinerary 

"TTT; 

Type of Flight Plan Filed: IFR 

Departure Point 

PORTLAND 

State 

ME 

Airport Identifier 

P WM 

Departure Time 

0415 

Time Zone 

EST 

Destination 

YOUNGSTOW N 

Slate 

O H 

Airport Identifier 

Y N G 

Type of Clearance: IFR 

Type of Airspace. Class D 

Weather Information 

Source of Wx Information: 

No record of briefing 

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NTSB ID: NYCaOFA023 

Occurrence Date: 11/01/1999 

Occurrence Type' Accident 

Weather Information 

WOFID 

B G M 

Observation Time 

0608 

Time Zone 

EST 

WOF Elevation 

1636Ft. MSL 

WOF Distance From Accident Site 

ONM 

Sky/Lowest Cloud Condition: Unknown 0 Ft. AGL 

Lowest Ceiling: Overcast 100 Ft. AGL 

Temperature: 7 °C Dew Point: 7 "C 

Wind Direction: 

Visibility (RVR): 0 Ft. 

Direction From Accident Site 

0 Deg. Mag. 

Condition of Light- Dawn 

Visibility: 0.25 SM Altimeter: 30.00 "Hg 

Weattier Conditions at Accident Site: Instrument Conditions 

Wind Speed: Calm 

Visibility (RW) 0 SM 

Wind Gusts: 

Precip and/or Obscuration: 

Accident Information 

Aircraft Damage: Substantial Aircraft Fire: Ground Aircraft Explosion None 

- Injury Summary Matrix 

First Pilot 

Second Pilot 

Student Pilot 

Flight instructof 

Crieck Pilot 

Fligtit Engineer 

Cabin Attendants 

Ottier Crew 

Passengers 

-TOTAL ABOARDother Ground 

- GRAND TOTAL -

Fatal 

0 

0 

Serious 

1 

1 

0 

1 

Minor 

2 

2 

0 

2 

None TOTAL 

1 

2 

3 

0 

3 

FACTUA[ . RFiFORT - AVIATIO N Page^ 
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National TraqjiflortiidOD Sgtety Board ^WTSB rO: 'NYCDDFA023 

Occurrence Date: 11/01/1999 

Occurrence Type: Accident 

Administrative Information 

Investigator-ln-Ctiarge (llC) 

STEPHEN M. DEMKO 

Additional Persons Participating in This Accident/Incident Investigation: 

RICHARD P LANSILL 

ROCHESTER, NY 

EMILE J LOHMAN 

WITCHITA, KS 

GEORGE HOLLINGSWORTH 

MOBILE, AL 

FACTUAL REPORT-AVIAIION 
Exhibit TC-16 

Exhibit TC-17 
Q ..DocketOST 95.236 

U.S. Department of Transportation 

Office of the Secretary of Transportation AGREEMENT 

The undersigned carriers (hereinafter referred to as "the Carriers") hereby agree as follows: 

1. Each of the Carriers shall, effective May 16, 1966, include the following in its conditions of carriage, including tariffs embodying 

conditions of carriage filed by it with any government: 

The Carrier shall avail itself of the limitation of liability provided in the Convention for the Unification of Certain Rules 

Relating to International Carriage by Air signed at Warsaw October 12th, 1929, or provided in the said Convention as amended by 

the Protocol signed at The Hague September 28th, 1955. However, in accordance with Article 22(1) of said Convention, or said 

Convention as amended by said Protocol, the Carrier agrees that, as to all international transportation by the Carrier as defined in 

the said Convention or said Convention as amended by said Protocol, which, according to the contract of Carriage, includes a 

point in the United States of America as a point of origin, point of destination, or agreed stopping place 

(1) The limit of liability for each passenger for death, wounding, or other bodily injury shall be the sum of US $75,000 

inclusive of legal fees and costs, except that, in case of a claim brought in a State where provision is made for separate 

award of legal fees and costs, the limit shall be the sum of US $58,000 exclusive of legal fees and costs. 

(2) The Carrier shall not, with respect to any claim arising out of the death, wounding, or other bodily injury of a passenger, 

avail itself of any defense under Article 20(1) of said Convention or said Convention as amended by said Protocol. 

Nothing herein shall be deemed to affect the rights and liabilities of the Canier with regand to any claim brought by, on behalf 

of, or in respect of any person who has willfully caused damage which resulted in death, wounding, or other bodily injury of a 

passenger." 

2. Each Carrier shall, at the time of delivery of the ticket, furnish to each passenger whose transportation is governed by the 

Convention, or the Convention as amended by the Hague Protocol, and by the special contract described in paragraph 1, the following 

notice, which shall be printed in type at least as large as 10 point modern type and in ink contrasting with the stock on (i) each ticket; (li) 

a piece of paper either placed in the ticket envelope with the ticket or attached to the ticket; or (iii) on the ticket envelope: 

-ADVICE TO INTERNATIONAL PASSENGER ON LIMITATION OF LIABILITY 

Passengers on a journey involving an ultimate destination or a stop in a country other than the country of origin are advised 

that the provisions of a treaty known as the Warsaw Convention may be applicable to the entire journey, including any portion 

entirely within the country of origin or destination. For such passengers on a journey to, from, or with an agreed stopping place in 

the United States of America, the Convention and special contracts of carriage embodied in applicable tariffs provide that the 

liability of 

[certain ]• 

[(name of carrier) and certain other] carriers parties to such special contracts for death of or personal injury to passengers is 

limited in most cases to proven damages not to exceed US $75,000 per passenger, and that this liability up to such limit shall not 

depend on negligence on the part of the canier. For such passengers traveling by a canier not a party to such special contracts or 

on a journey not to, from, or having an agreed stopping place in the United States of America, liability of the carrier for death or 

personal injury to passengers is limited in most cases to approximately US $10,000 or US $20,000. 

The names of Carriers parties to such special contracts are available at all ticket offices of such carriers and may be 

examined on request. 

Additional protection can usually be obtained by purchasing insurance from a private company. Such insurance is not 

affected by any limitation of the carriers liability under the Warsaw Convention or such special contracts of carriage. For further 

information please consult your airline or insurance company representative " 

3. [This Agreement was filed with the Civil Aenanautics Board of the United States. The Board approved it by OnJer E-23680, 

adopted May 13, 1966. The Agreement (Agreement 18900) became effective May 16, 1966. On January 1, 1985, this Agreement 

became the responsibility of the Department of Transportation (DOT) by operation of law.] 

4. This Agreement may be signed in any number of counterparts, all of which shall constitute one Agreement. Any Garner may 

become a party to this Agreement by signing a counterpart hereof and depositing it with DOT. 

5. Any Carrier party hereto may withdraw from this Agreement by giving twelve (l/hriQntofilwriJten noticepf withdrawal to DOT 

and the other Carriers parties to the Agreement. •^"^'^^^ r ^^^X * """'^ 

(Signature and Date)' yO<? ^ C^" ^ , 

"Either alternative may be used. ^Z * j j J / ~7 A A 

(Printed Name and Title)^>^i2lV^/^^ /fZA^Mfi' e >/ '/y/iXJl^jCi/ 

(Name and Address of Carrier) "Ttj-U CrnVJ A' f O^/'LJ/C*-^ /-J-C -

OST Form 4523 (Formerly CAB Form 263) 8/ A'TotifT 'Dcl\Jt. ^A^h^ !•->, f^ ^ CHUcJ 
Exhibit TC-18 
TITLE 18 VERIFICATION 

The contents of this application and the attached exhibit(s) are true and correct to the best 

of my knowledge and belief Pursuant to Title 18 United States Code Section 1001, I 

Nathan Humphrey, in my individual capacity and as the authorized representative of the 

applicant, have not in any manner knowingly and willfully falsified, concealed or failed 

to disclose any material fact or made any false, fictitious, or fraudulent statement or 

knowingly used any documents which contain such statements in connection with the 

preparation, filing or prosecution of the application. I understand that an individual who 

is found to have violated the provisions of 18 U.S.C. section 1001 shall be fined or 

imprisoned not more than five years, or both. 

February 18, 2011 Submitted by, 

Nathan Humphrey 

President of Twin Cities Air Service, LLC