Four projects intended to study potential AAM use cases and guide Michigan lawmakers as they regulate the industry have received a total of $6.25 million in funding. AAM is an umbrella term used by the FAA to denote new forms of passenger- and cargo-carrying aircraft, from drones to electric vertical takeoff and landing (eVTOL) air taxis.

The $2.6 million will be allocated to electric aircraft and charging station developer Beta Technologies. The remaining funds will be divided among drone infrastructure developer Skyports ($512,000); Traverse Connect, the economic developer for the state’s Great Traverse region ($689,500); and Michigan Central, a transportation technology campus located in Detroit ($2.45 million).

The money comes from the Michigan AAM Activation Fund, which has the combined backing of the state’s Department of Transportation (MDOT), Office of Future Mobility and Electrification (OFME), and Economic Development Corporation (MEDC). The fund aims to prepare Michigan for the arrival of AAM aircraft by coordinating state agencies.

“Advanced air mobility is an incredible economic opportunity for the state of Michigan,” said Gilchrist. “These investments create high-tech jobs, grow cutting-edge businesses, and enhance quality of life for our residents. These innovative advancements will elevate the way our companies operate, making air transportation more efficient and changing the way we move both people and cargo.”

Added Bradley Wieferich, Michigan state transportation director: “This new investment complements the state’s strategy to find safe and cost-efficient ways to capitalize on a robust network of aviation infrastructure serving Michiganders today.”

Beta will use its $2.6 million appropriation to install electric aircraft chargers statewide, including at Cherry Capital Airport (KTVC), Capital Region International Airport (KLAN), West Michigan Regional Airport (KBIV), and Willow Run Airport (KYIP).

The company is developing systems that adhere to the combined charging standard (CCS), a set of design protocols endorsed by Beta, the General Aviation Manufacturers Association (GAMA), and other manufacturers such as Archer Aviation and Boeing’s Wisk Aero. So far, Beta has about 20 chargers installed and online in the Eastern U.S., with another 50 or so in the construction or permitting process.

Skyports will use its money to launch a trio of proof-of-concept, ship-to-shore drone delivery services in the cities of Sault Ste. Marie and Detour Village, in partnership with local shipping provider Interlake Steamships. The ships will be anchored while drones arrive to pick up deliveries.

Traverse Connect, with an assortment of partners, will examine the use of drones to deliver critical medical supplies to rural areas, which typically have less access to the U.S. healthcare system. The drones will also be deployed for marine surveying, water sampling and testing, bathymetric mapping, and emergency response in the Lake Michigan area.

Michigan Central, meanwhile, has been tasked with improving Michigan’s recently announced advanced aerial innovation region, an urban campus that was opened to bring AAM companies and jobs to the state. It will also work alongside Brooklyn’s Newlab, a technology center best known for revitalizing the Brooklyn Navy Yard, to test beyond visual line of sight (BVLOS) drone use cases across building inspection, cargo delivery, and medical delivery.

“Michiganders have always been pioneers in the mobility space, and now we’re taking to the skies, finding new ways to use next-generation transportation to deliver critical resources like medical supplies and food, reinforcing international partnerships and cross-border collaboration, and so much more,” said Justine Johnson, Michigan chief mobility officer.

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The post Michigan Allots Over $6M for Advanced Air Mobility Projects appeared first on FLYING Magazine.

The decision would modernize fleet operations at the base, where the 12 tankers would replace aging KC-135 Stratotankers, set to begin divestment in 2028, and A-10C Thunderbolt II fighters, which will begin divestment in 2026.

• READ MORE: USAF Crew Sets Record With 24-Hour KC-46A Pegasus Flight

The final decision about the KC-46A host location is pending review of an environmental impact analysis, which is expected in 2026, the service said.

Once completed, it would still be years before the aircraft would arrive, according to the Air Force.

• READ MORE: Air Force KC-46 Flies Refueling Mission Without Copilot

“Selfridge ANGB is slated to receive 12 new KC-46s that are projected to start arriving in 2029 and will bring enhanced capabilities, such as boom and drogue refueling on the same sortie, worldwide navigations and communication, cargo capacity on the entire main deck floor, receiver air refueling, improved force protection, and multipoint air refueling capability,” the Air Force said.

The Air Force just announced that they're bringing 12 next-gen refueling tankers to Selfridge.

I've been pushing to secure Selfridge's future for years, and this squadron will help maintain the base's key role in our national security. pic.twitter.com/iQc3MPjKPc

— Senator Gary Peters (@SenGaryPeters) January 12, 2024

Senator Gary Peters (D-Mich.) commented on the announcement in a video posted on X, formerly Twitter.

“This decision will not stop me from pushing to bring a new fighter mission to Selfridge as well,” Peters said. “Selfridge is absolutely essential not only to Michigan’s defense footprint and economy but to American national security.” 

• READ MORE: Air Force Approves KC-46A Tanker for Worldwide Deployment, Including Combat Operations

The door for fighters at the base remains open, according to service officials. “Selfridge ANGB is not precluded from being considered for a fighter aircraft mission or other potential missions in the future,” the Air Force said.

The Air Force first began operating the next-gen tanker in 2019 and has signed a contract with Boeing to purchase up to 179 of the aircraft, including options for more. In December, the Air Force awarded Boeing a $2.3 billion contract award to purchase 15 additional KC-46A tankers, which increased global orders for the aerial refuelers to 153, Boeing said at the time.

The post Air Force Taps Selfridge ANGB as Next KC-46A Location appeared first on FLYING Magazine.

As previously reported by FLYING, on August 13 both pilots ejected from MiG at low altitude during an airshow performance. The pilots sustained minor injuries in the event and were rescued from Belleville Lake. The jet came down near the Waverly on the Lake Apartments in Belleville, damaging a few cars.

The aircraft, known as a “Flogger,” was owned and flown by Dan Flier, a former U.S. Naval aviator. The aircraft had been one of the highlights at the EAA’s AirVenture in Oshkosh, Wisconsin, a few weeks earlier.

• READ MORE: The Effective, Long-Lasting MiG-21

The flight was the second-to-last act performing at the airshow staged at the Willow Run Airport (KYIP) in Ypsilanti, Michigan.

The MiG is a Russian design that uses variable-geometry wings that allow their sweep angle to be changed in flight. The jet is powered by a single turbojet engine with afterburner capability.

According to the NTSB preliminary report, the pilot reported that the flight departed from Runway 23 at KYIP, followed by a right turn to a low-level knife edge pass along Runway 23.

“Following the pass, he started banking the airplane and noticed that the engine afterburner did not ignite, and the airspeed began to decrease,” the report states. “He brought the swing wings into the fully forward position (16-degree sweep) to increase lift and began troubleshooting the problem.”

The report continues that as the pilot was actively troubleshooting the problem, the rear seat observer stated that they needed to eject. The pilot reported that he was not ready to eject and was still troubleshooting while maneuvering the airplane toward Runway 27 at Willow Run when his ejection seat fired. According to the pilot, if either occupant pulls the ejection handle, both seats eject.

The rear seat observer told the NTSB that the airplane made a pass along the runway, and the plan was to go to the left for another pass followed by a landing. However, the engine was not “accelerating.”

• READ MORE: 2 Pilots Eject from MiG-23 During Incident at Thunder Over Michigan

“He and the pilot had a brief discussion and began to climb up and gain altitude,” the report states. “They determined that they had some type of engine problem and needed to get back on the ground. He stated that they determined they did not have sufficient altitude to make it to a runway at the airport. He said they were compressed for time and needed to get out.”

When asked if he had pulled the ejection seat handles, the back seat observer stated that he could not specifically remember but thinks that he would have pulled them.

The ejection was captured on video, showing the airplane in a left bank when the ejection seats fire. The airplane continued to the left and descended into the ground, coming down about 1 mile south of the approach end of Runway 27 at KYIP. There was a postimpact explosion and fire that produced a large column of black smoke.

The fuselage and empennage containing the tail surfaces and engine came down in the parking lot next to the apartment building. The rest of the aircraft was fragmented and distributed along the ground.

It will be several months before the NTSB will conclude its investigation and issue a final report on the cause of the accident.

The post NTSB Releases Preliminary Report in Airshow MiG Accident appeared first on FLYING Magazine.

Video of the event shows the jet at low altitude entering a left bank when the occupants of the aircraft ejected. Some witnesses stated they saw fire coming from the jet.

The flight demonstration was taking place over Willow Run Airport (KYIP). The privately owned MiG was part of the finale for Thunder Over Michigan. 

Two parachute canopies were seen along with a large column of black smoke as the jet crashed in the parking lot next to an apartment building in Belleville, Michigan.

There were no injuries on the ground and no damage reported to the building. The cars in the parking lot were unoccupied, however, a few were damaged.

The Wayne County Airport Authority reported that both pilots were recovered safely and “while it did not appear they sustained any significant injuries, they were taken to a local hospital as a precaution,” The Detroit News reported.

The remainder of the air show was canceled following the accident.

The FAA and National Transportation Safety Board are investigating the accident.

The registration of the 1981 MiG shows it belongs to Daniel Filer from Alto, Texas.

This is a developing story that FLYING will continue to follow.

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In development since 2018, the proposed 200-acre “drone park” now looks like a sure thing after Battle Creek Unlimited (BCU), the nonprofit business and economic development arm for the city of Battle Creek, received a $7 million allocation in the state’s 2024 budget. Now, the site at 97-year-old Battle Creek Executive Airport (KBTL) could serve as a hub for the emerging advanced air mobility (AAM) industry.

While billed as a drone park, MICH-AIR will host unmanned aerial systems (UAS) like drones as well as electric vertical takeoff and landing (eVTOL) aircraft. Marketed as a site for drone and urban air mobility (UAM) manufacturing, operations, maintenance and repair, and training, the facility should create plenty of opportunities for innovation—and economic growth.

“MICH-AIR will put Battle Creek and Michigan at the forefront of the advanced air mobility sector,” said Joe Sobieralski, BCU president and CEO. “This industry is rapidly expanding, and this project will have a transformative impact on our community. It will bring a new, high-tech industry to Battle Creek which will create hundreds of high-paying jobs.”

BCU will use the state’s money to upgrade the airport’s airspace surveillance system in anticipation of greater traffic. It previously had a bid for Build Back Better funding rejected, which would have greatly accelerated the project timeline. But the corporation has so far poured $3 million into preparing the site, acquiring land for a new entrance, developing engineering plans, and conducting an environmental analysis.

The facility is further expected to require a new multitenant hangar and training facility, upgraded utilities, and leveling and grading on the 200 acres of land set aside for the project.

Drone parks are not uncommon. Most are geared toward recreational flyers and research opportunities. MICH-AIR, though, is eyeing large companies seeking business opportunities, rather than drone hobbyists.

“At MICH-AIR, we will be targeting large aviation and defense manufacturers, which are developing next generation aircraft,” Sobieralski said. “These could be used for transportation, cargo delivery, border surveillance, spraying crops, or firefighting. There are all kinds of applications for both civilian and military use. Our goal is for MICH-AIR to be a leader in the emerging sector.”

It’s unclear whether BCU will turn MICH-AIR into an FAA UAS test site, an FAA-Recognized Identification Area, or some other agency-designated zone. But doing so could expand the kinds of activities permitted at the site, such as beyond visual line of sight (BVLOS) flights.

BCU did not immediately respond to FLYING’s request for comment.

Scoping Out the Site

The MICH-AIR project traces its roots back to 2018. That year, BCU earned a $150,000 Defense Industry Growth Area contract from the Michigan Defense Center to determine if KBTL would be an attractive location for drone companies looking to set up shop.

One of the state’s busiest airports, KBTL has a main runway measuring over 10,000 feet and a parcel of unused land that would be “ideal for drone operations,” per BCU. The airport serves as the headquarters for airplane manufacturer WACO Aerospace and a maintenance hub for business jet service provider Duncan Aviation.

Further, KBTL is home to Western Michigan University’s College of Aviation, which offers degree programs in aircraft maintenance and aircraft and airport operations. The Michigan Air National Guard’s 110th Wing, which has its own remote drone operation, also has a base at the airfield.

The airport is adjacent to Fort Custer Industrial Park, a BCU-owned, 3,000-acre facility hosting 90 companies and more than 30,000 employees.

Ringing in the New Guard

MICH-AIR promises to expand Michigan’s role within the AAM industry, with the hopes of developing a Silicon Valley-like hub for emerging aviation technology. The project is one in a series of initiatives embraced by the state.

To the north, the Michigan Department of Transportation is partnering with the Canadian province of Ontario on a feasibility study to explore the concept of a “commercial drone highway.” The project includes a 40-mile air mobility corridor that will enable activities, such as BVLOS flights, to explore potential applications such as just-in-time delivery or medical transport.

More recently, the state awarded a contract to autonomous delivery company MightyFly. The agreement calls for it to conduct a first-of-its-kind public demonstration in 2024, using its autonomous, fixed-wing eVTOL to deliver 100 pounds of cargo. The company has reportedly begun talks with potential business partners, with an eye on expanding into Michigan.

But another UAS firm has already ironed out an agreement. In March, drone delivery provider Zipline agreed to fly prescriptions to patients’ doorsteps for local healthcare provider Michigan Medicine. Expected to launch in 2024, the service could double the number of prescriptions the company fills each year.

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Part of the event was focused on a recurrent seminar for inspection-authorized mechanics, while another room focused on topics in a pilot track. One session brought the two together, “A&P/Pilot Communications, Regulations and Responsibilities,” to discuss how pilots and mechanics can work together to ensure safe and airworthy aircraft.

Pilots engaged on topics including discussions of local “ATC Hot Topics” from Detroit Approach controller supervisor Tim Caruso, “CFI Hot Topics” and “Non-towered airport operations” by longtime designated pilot examiner Jason Blair, a discussion of “Managing Medical Matters and Aeromedical Updates” from AME Dr. Dana Bush, “National Weather Service Aviation Products” by Kevin Kacen, a meteorologist at National Weather Service, and a special remote presentation from longtime mountain flying expert Bill Dunn from Denver.

Over lunch, the Michigan FAASTeam presented awards, including the Michigan CFI of the Year to Amanda Roggow, a CFI who works with the University of Michigan Flyers in Ann Arbor, Michigan. A Michigan FAASTeam Member of the Year award was presented to FLYING contributor Jason Blair. And an Aviation Maintenance Technician of the Year award was presented to Marty King from King Aero Aviation Services in Elkhart, Indiana. These individuals were identified to represent the State of Michigan through their nominations as a part of the General Aviation Awards Program, a cooperative effort between the FAA and aviation industry sponsors to annually recognize outstanding individuals in the fields of avionics, flight instruction, and maintenance.

Michigan was clearly proud of the work of the FAA staff and many volunteers who continue to dedicate themselves to these events. “The work that the FAA Safety Team in Michigan put into continuing education and spreading safety awareness in the aviation maintenance and pilot community is critical to continuing and enhancing safety in this region,” said Blair.

The post Michigan FAASTeam Hosts 2023 Michigan Aviation Safety Forum appeared first on FLYING Magazine.

Many people’s thoughts turn firmly to football during this time of year  and the college game is particularly attractive to pilots. The airport network will get you close to many venues, and the same social atmosphere and sense of anticipation that make college football games classic road trip destinations also apply to flying.

While just about any game is worth flying to as long as weather and other conditions are favorable, we have narrowed the field by focusing on rivalries. From the Big 10 Conference to the military academies and the Ivy League, certain matchups tend to draw crowds and stir emotions more than others. Below are a few of the contests we have enjoyed over the years or would like to see. 

Mississippi State University at University of Alabama

October 22

Tuscaloosa National Airport (KTCL)

This might not be among the season’s hyped “brand name” rivalries, and the Mississippi State Bulldogs have not beaten the Crimson Tide since 2007. However, the teams’ games tend to be more competitive than expected given Alabama’s powerhouse status. Could their series be ripe for an upset? 

Michigan State University at University of Michigan

October 29

Ann Arbor Municipal Airport (KARB)

These teams have played each other since the late 1890s and while the Michigan Wolverines have won nearly twice as often as Michigan State Spartans, their long history has seen numerous ups and downs with both teams enjoying strings of victories and extended periods of dominance. In 2007, Michigan player Mike Hart referred to the Spartans as the Wolverines’ “little brother” and the Spartans answered the insult with a famous series of wins.

• READ MORE: Six Sports Halls of Fame That Make Ideal Flying Destinations

Yale University at Harvard University

November 19

Laurence G Hanscom Field Airport (KBED)

In 1957, the Yale Bulldogs beat the Harvard Crimson 54-0 in this classic confrontation, but historically the teams have been well-matched. In a rivalry that dates to 1875, Yale leads with 68 victories to Harvard’s 61, with 8 ties. The games are often good, but the scene, arguably, is almost always better, with students from each school waving flags and wearing shirts emblazoned with clever insults against the other. 

University of Minnesota at University of Wisconsin

November 26

Dane County Regional Airport-Truax Field (KMSN)

It seems the Ivies have nothing on these tough teams from the OG Big Ten when it comes to close rivalries. The Wisconsin Badgers lead 62-61-8 in a series that began in 1890. The squads battle for a trophy known as Paul Bunyan’s Axe. Sentiments among the universities’ fans also tend to reflect those at the NFL level Those rooting for the Minnesota Golden Gophers tend to be Vikings fans while Badgers fans support the Green Bay Packers.

Army vs. Navy: Lincoln Financial Stadium, Philadelphia

December 10

Wings Field Airport (KLOM)

Another classic matchup dating to 1890, the series between the U.S. Military and Naval academies may have been a bigger deal decades ago, in terms of national championship aspirations, but it remains an institution, and occasionally a player from these teams will emerge as a star. Quarterback Roger Staubach, a 1965 Navy grad, famously led the Dallas Cowboys to two Super Bowl victories and landed in the Hall of Fame.

The post Will Fly for Football: Five College Gridiron Matches Near Airports appeared first on FLYING Magazine.

It all started last winter. Fed up with endless frustrations inherent in my public-sector job, I began exploring options in an entirely different career. By spring of this year, I had accepted a new job that is 100 percent remote and allows me to live anywhere. By any measure, it was a huge improvement.

Initially, visions of unbridled freedom filled my head. Shall I leave Wisconsin and move up to the northern Michigan paradise I love so dearly? Or should I move back to live closer to family and friends near Detroit? Then there’s always the possibility of branching out and trying someplace wildly different, with no snow, humidity, or mosquitos at all. The mind boggled at the possibilities, but I ultimately decided I’d like to move back to the area in which I grew up, near Ann Arbor, Michigan.

Certain Accommodations

As I began to scour the various real estate websites, one thing became very clear: Great housing options were easy to find…but great hangar options, not so much. As a single guy with no kids and the ability to fit every last non-motorized personal possession into the footprint of one small car, even the most modest studio apartments or tiny houses would suffice. The airplane, however, demanded certain accommodations.

First and foremost, it would require a good T-hangar. As I would be remaining in a northern climate, an outdoor tie down wouldn’t suffice. I had no interest in clearing snow and ice off of the airplane before every flight, nor did I want to expose the airframe to UV rays and violent, hail-filled thunderstorms.

An open hangar without a front door wouldn’t cut it, either. For lack of a better option, I used one briefly when I first bought the airplane. I wasn’t thrilled about the bird droppings that collected atop the airframe, and I definitely wasn’t thrilled about the idea of various other creatures taking up residences of their own within it. 

No, a decent, fully-enclosed hangar with a concrete floor would be required. Electricity for my engine heater would be necessary for the cold months, and it would have to be an individual T-hangar as opposed to a communal hangar, where the airplane is subject to hangar rash from others. This combination, I came to learn, was an exceedingly rare commodity in the area I was considering. 

To make matters worse, I’d also require an option for landing on grass. I installed a set of tundra tires this year, and operating from hard surfaces quickly chews up the soft rubber. Even ignoring this, however, I simply prefer taking off from and landing on grass, as it’s more forgiving when it comes to taildraggers and crosswinds.

Grass is fun, too. When the conditions are just right, you can open up the side window and use the sound of dandelion heads smacking against the left tire to precisely calibrate your flare and landing. I once took a flight instructor friend up for a ride in a Cessna 152 and did this without revealing my secret. He was mystified at my ability to hammer out one perfect landing after another. I finally came clean about 10 years later and we shared a good laugh.

The requirement for a grass option doesn’t necessitate an actual grass runway. Thanks to the efforts of the Recreational Aviation Foundation (RAF), the FAA recently acknowledged turf operations within runway safety areas. These operations most commonly entail taking off and landing from the grass immediately adjacent to an existing hard-surfaced runway. Good airports that lack a grass runway recognize the benefits and welcome such operations.

My No. 1 airport choice was the airport at which I did all of my primary training: the Ann Arbor Municipal Airport (KARB) about 30 miles west of Detroit, Michigan. It met nearly all of my requirements. The T-hangars were nice and well-maintained, the airport was situated right where I wanted to live, and it was equipped with a 2,750-foot-by-110-foot grass runway that intersects with the main, paved runway. 

However, my excitement was tempered when I learned that there were 33 people on the hangar waiting list. Frustrated, I mailed in a nonrefundable $100 check to secure position No. 34. The owner of the local FBO estimated that it would most likely take more than a year—and possibly as many as three—for me to reach the front of the line. 

Still motivated to find a hangar, I opened up a VFR sectional chart and began working my way outward in an ever-increasing radius. My findings were bleak. Every direction I looked, there were either no T-hangars available, the airports had fallen into disrepair, or my calls were simply never returned. Ann Arbor appeared to be the one and only option that would meet my needs.

Discouraged, I reflected upon what this meant for my living situation. I’d sold my house earlier in the year and had since found an inexpensive apartment, still in the Madison, Wisconsin, area. I was renting a great hangar at a nearby private field with a beautiful, 3,100-foot grass runway. Best of all, I had, over the preceding year, met some really great friends who got together for all kinds of flying adventures pretty regularly.

Although it wasn’t close to my friends and family in Michigan, it was an enviable situation. 

A Lot To Offer

Before long, it occurred to me that I’d only just scratched the surface of what Wisconsin flying had to offer. From lush grass strips, to remote northern destinations near Lake Superior, to uncharted strips in the surrounding counties—potential adventures were in no short supply. 

Even the barren, sub-zero, Arctic-esque winter months had a lot to offer. A couple of years ago, my friends Jim and Ross took me along for some landings on a nearby frozen lake. It was a blast, and now that I had an airplane of my own, I could join them in my own machine.

Exploring frozen lakes can be a really fun winter activity. After confirming the ice is sufficiently thick, usually by the presence of large diesel pickups driving to and from ice-fishing shanties, you can land and park on the ice at the nearest lakeside restaurant. There, you can enjoy some excellent local fish while admiring your airplane against the vivid blue sky and white landscape. 

While I’m sure similar opportunities exist over in Michigan, there’s a certain lakeside fish-fry culture in Wisconsin that makes it particularly enjoyable.

The Airplane Was Steering Me

Gradually, my frustration with my inability to find a good hangar option in Michigan was displaced by visions of autumn and winter flying adventures where I was already living. Sure, I still wanted to move away in the long term. But in the shorter term, if the main problem was that I had to continue exploring my current state with some good friends, well, that’s a good problem to have.

I also reflected on the irony in the greater scheme of things. On any given flight, I steer the airplane to the places I want to go. But when it came to choosing which city and state I wanted to live in, the airplane was steering me. I may have been stuck in limbo, but maybe limbo wasn’t such a bad place to be.

The post Relocating Can Be Complicated When Airplanes Are Involved appeared first on FLYING Magazine.

Despite building more than 1,300 helicopters that were sold to customers in more than 50 countries, the Michigan-based company announced that “several financial difficulties,” some related to the pandemic, compelled its owners to close the company.

Dennis Martin, Enstrom’s director of sales, shared the news in a letter to its suppliers and dealers in which he confirmed “all existing contracts and agreements [with the company] will become null and void.”

“Enstrom understands that you all have customers you are supporting and that this will put both you and your customers in a difficult position,” Martin said.

All employees, about 30 in total, lost their jobs, Enstrom’s president Matt Francour told the Eagle Herald.  

Enstrom’s final delivery—a pair of 280FX aircraft—was to the Peruvian Air Force in December 2021. Meanwhile, Enstrom ceased its parts and overhaul supply services on January 7, before ending its technical support on January 19.

New Investment Couldn’t Outlast Waning Demand

Enstrom was acquired by Chinese firm Chongqing General Aviation Industry Group (CGAG) in December 2012. CGAG offers a bundle of other products and services, including emergency rescue, aerial forest fire protection, agricultural spray application, aerial photography, and a host of others through its subsidiaries.

The new owner tried to turn the storied brand around by investing up to $8 million to upgrade Enstrom’s factory. They nearly doubled the space, expanding it to a 160,000-square-foot FAA-approved manufacturing facility. The company also hired more than 200 new employees.

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The company showed signs of tenacity when it celebrated its 60th anniversary in 2019. In an interview with Vertical Magazine at the time, CEO Matt Francour gushed over his company, sharing “how many small aircraft manufacturers have been in business for 60 years, continuously, with no bankruptcies…It’s really a testament to the people we have here, our workforce, and our local community.”

Indeed, in 2019, the company ranked third in sales of piston helicopters, with 38 sold between 2018 and 2019, but the overall rotorcraft market was in the midst of a slump. The 2019 annual report from General Aviation Manufacturers Association (GAMA) that tracks aircraft deliveries showed that 2019 was the slowest year for rotorcraft sales in the preceding seven years.

Then the pandemic hit.  

GAMA’s data showed that from 2019 to 2020, the overall piston helicopter market sales and deliveries decreased by 20.7 percent.

Company History

In the 1950s, when Rudy Enstrom first had the idea of building a helicopter, he’d never even seen one before. As FLYING previously reported, the mining engineer worked on many prototypes that barely got off the ground. A local businessman, Jack Christensen, injected enough cash into the startup, and in December 1959, the R.J. Enstrom Corp. was formed.

The brand had early success. Even in 1965 when Ford introduced its legendary Mustang muscle car, it was Enstrom’s newly FAA-certified F28 that won Michigan Product of the Year.

In the 1970s, the company was building more than 100 aircraft per year. Even when the general aviation market experienced a downturn in the 1980s, Enstrom outlasted the recession to bring its 480 series turbine helicopters to market in the 1990s.

When the factory closed last week, Enstrom’s production fleet still included the turbine 480B and the piston F-28F and 280FX.

Its newest project was to be the two-seat trainer, the TH180, that it announced at the Helicopter Association International (HAI) Heli Expo in 2014. Though progress was made, the macro trend of declining helicopter sales seemed to have bested the brand.

“It’s an incredible legacy, and the people of Northern Michigan and Wisconsin who helped start the company, and especially the hard-working employees who kept it going all these years, should be proud of what we accomplished,” Martin said in his statement to suppliers.

A Second Chance?

Meanwhile, Enstrom’s leaders are optimistic about the chance at a second run. Francour said they have already fielded multiple requests from interested parties who would like to buy the company’s assets out of bankruptcy, and maybe invest in revamping the company.

In a Chapter 7 bankruptcy, the assets of a company are usually liquidated and the proceeds are used to pay off outstanding debt to creditors.

“I don’t know how, and I don’t know when, but I have a feeling [the Enstrom brand will] be back,” Francour said.

The post Enstrom Helicopter Files for Bankruptcy After 64-Year Run appeared first on FLYING Magazine.

The 109 passengers and seven crew members of an Ameristar Charters flight out of Willow Run Airport in Ypsilanti, Michigan, are all safe after their airplane slid off the runway on Wednesday. The Michigan Wolverines men’s basketball team and staff were among those on board, as they were leaving for the Big Ten tournament; however, their plans were altered when high winds caused the pilots of the McDonnell Douglas MD-83 to abort the takeoff.

According to reports, the weather at Willow Run was “very similar” to observations reported just minutes earlier at both Ann Arbor Municipal and Detroit Metropolitan Airports. Ann Arbor was experiencing southwest winds of 33 mph with gusts as high as 53 mph, while Detroit dealt with west winds at 38 mph, according to reported conditions.

On Wednesday afternoon, DTE Energy reported that approximately 500,000 customers were without power in southeast Michigan, which could explain why Willow Run’s weather system was not reporting between noon and 4 p.m.

The FAA and NTSB will be investigating the overrun incident, while airport officials released this statement on Wednesday:

“Shortly before 3 p.m. today, a charter flight aborted takeoff at Willow Run Airport and went off the end of Runway 23L. The Airport Authority Public Safety and Operations teams responded. There were no injuries to the seven crew members and 109 passengers, including members of the University of Michigan men’s basketball team. The MD-83 was operated by Ameristar Charters. As a result of this incident, Willow Run Airport remains closed at this time.”

Michigan players and staff members tweeted their reactions, images and video from the accident site. Tyler Davis, a team manager, offered an up-close look at the plane’s resting spot.

Wolverines strength and conditioning coach Jon Sanderson offered additional perspective on the plane’s wild, short journey.

The team successfully departed from Detroit, in style, on Thursday morning and arrived in Washington DC without problem.

The post Plane Carrying Michigan Men’s Basketball Team Slides Off Runway appeared first on FLYING Magazine.