MDT Plane Spotting: Beechcraft 1900D

In this post we will take a look at one of the aircraft that you may spot flying to and from Harrisburg International Airport (MDT).

The Beechcraft 1900D is the smallest commercial aircraft that flies through Harrisburg International Airport. It was manufactured by the Beechcraft Division of Raytheon between 1991 and 2002. The 1900D is the third iteration of the Beechcraft 1900 series, following the 1900 and the 1900C. The 1900 series are all 19 passenger turboprop airliners which were themselves an evolution of Beechcraft’s Model 200 Super King Air.

The 1900C was an early redesign of the 1900, distinguished primarily by the removal of a second airstair door. The 1900D was a more significant redesign. The most obvious feature of the 1900D when compared with the earlier 1900 models is the shape of the cabin. The 1900D is notable in its class for being one of only two 19 passenger airliners in service with a ceiling height that allows most passengers to walk through the craft without bending over. Changing the shape of the body necessitated other changes to the design, including more powerful engines and a larger tail.

Although more than 70 airlines currently operate Beechcraft 1900Ds, the only ones you’ll see at MDT wear the livery of Air Georgian, operating flights for HIA’s airline partner Air Canada. As many as 900 passengers make their way between Toronto and Harrisburg on 1900Ds every month.

Holiday Shopping and its Impact on MDT

'Tis the season of gift giving as Christmas is just around the corner!  With gift giving comes an increase in packages being shipped to and fro across the country via train, truck and of course, aircraft.  Many of you may be aware that UPS, FedEx and DHL conduct air cargo operations at your hometown airport, Harrisburg International Airport (MDT), on a daily basis.  

UPS-contracted 747 at MDT

But, did you know that at this time of year, due to the increase volume of package shipment from online holiday shoppers, UPS contracts a 747 for their fleet at MDT to help offset the increased flights needed?  That's right, plane spotters!  There's a 747 based at MDT for the next week and its departing daily around mid-morning flying the country delivering your gifts where they need to go.

Today's flight departed around 9 am EST and was bound for Denver, Colorado.  If you 'plane spot' the 747, be sure to tweet us about it with the hashtag '#MDTplanespot' or post the photo to our fan page!

Innovative Aircraft - Cessna Citation Longitude

Cessna Citation Longitude -
photo courtesy of AINOnline.com

Cessna’s newest, biggest jet is the Citation Longitude. The swept-wing Longitude has the roomiest cabin and the longest range of any Citation jet. Longitude will have a range of 4,000 miles.

The cabin will have a flat floor and six feet of headroom, and will seat eight in double club seating. The cabin also features a galley, a spacious lavatory and a large baggage area.  The Longitude is manufactured in Wichita, Kansas.  The engines on this aircraft are said to be industry leaders in fuel-efficiency, weight and manageability.

At 86-feet wide and 87-feet long, the Longitude is expected to be in service by 2017.

Have you flown on one of the other 9 members of the Citation family of aircraft?  Which ones and what features of these Cessnas did you enjoy?

Aircraft of Our Lives: AS-202 Bravo

We will be running occasional posts in a guest series entitled "Aircraft of our Lives," featuring the favorite aircraft of pilots from around the globe.  Today, Etienne M. shares his about his favorite aircraft.  Etienne is an Air Traffic Controller ARR/DEP in Geneva (LSGG), Private Pilot, and fan of the New England Patriots.  Enjoy today's flight on the AS-202 Bravo.


The sun was shining on this cold December morning as I was filing my VFR flight plan from Sion (LSGS) to Lugano (LSZA). It was 2009, and I was enjoying a full month of flying in Sion as part of my training to become an Air Traffic Controller in Geneva. Skyguide, my employer, believes it is a good thing for its trainees to learn the basics of flying, and I couldn't agree more!

AS-202 Bravo

We had two AS-202 Bravos at our disposal, HB-HFH and HB-HFK. The Bravo - no connection to the Mooney M20 whatsoever -  was designed and manufactured by Flug- und Fahrzeugwerke Altenrhein (FFA) in eastern Switzerland as a trainer/aerobatics aircraft from 1969 until the early 90s. About 220 have been built, and most are still in use in flight schools. The Bravo offers two seats side by side in front, and an optional third seat in the back. Its fixed landing gear allows her to withstand some quite hard landings by the student pilots, but she is quite easy to handle, making such happenings a rarity. The Bravo behaves differently from the Cessna 172 I had flown in some previous flying experiences, so some adaptation time was required. She is equipped with a stick, and there is a throttle conveniently located on the left side of the cabin. This design proves to be very useful in the aerodrome circuit, as the pilot can fly "Hands on Throttle and Stick" very comfortably. The low-wing offers very good maneuverability while maintaining a good level of stability. The huge bubble canopy provides a great view of the surroundings, even to the rear. It really is a fun airplane to fly for training and sightseeing.

Sion airport is a wonderful place. It handles lots of GA, a growing number of business jets and a few airline flights during the winter. On top of that, it is a military base used by Swiss Air Force Tigers, Hornets and Cougars. The beautiful landscape - surrounding mountains over 10000ft high - makes it an aviation enthusiast's dream!

Bravo in-flight

This will be the first time I cross the Alps to go to the south, and I'm excited. Sion Ground clears us to hold short of Runway 25, intersection Bravo. After the run-up, we contact Sion Tower, and we are cleared for take-off. Power set, I release the brakes and the propeller drives us through the cold air: we are airborne! We climb on downwind before exiting the CTR to the east of the valley. The winter has painted the whole landscape in white, and no clouds are in sight. We keep climbing to 12500ft in order to tour the Matterhorn at a reasonable altitude. Since we are pretty heavy, the rate of climb is quite modest, and the Bravo is letting us know that we're not going to get much higher than that! The mountain appears to us in all its majesty. Its shape and surroundings are breathtaking, and it deserves to be known among the most beautiful things on this planet. It is with much respect that we wander around it for a while, before setting course to the Simplon Pass.

The Simplon Pass appears under our wings as turbulences start to make themselves felt. The Bravo is shaken quite a bit, but she keeps us bravely high above the ground. You're never too cautious when overflying a pass, as downdroughts can be pretty strong. There is a building down there, managed by Canons. You can find shelter there if you're into alpine skiing or just to find some peace away from the city. On the other side, there is Italy. I initiate the descent into the valley, and the Bravo takes advantage of gravity to accelerate a little. She definitely is not a Mooney by any means, but she's my beloved airplane, and right now, it is the most beautiful in the world. The huge canopy gives me a wonderful sight of the surroundings, and down the valley I can already see Verbania, a jewel of a city right next to the Lago Maggiore, or Great Lake, in Southern Switzerland. In this part, the spoken language is Italian, as opposed to French in the West, and German in the North. This may seem weird to many, but the Swiss take great pride in being able to make such diverse cultures and languages work together.

Matterhorn, The Alps, Switzerland

A few minutes later, we prepare to enter Lugano CTR via point W. Lugano is a small regional airport not far from the Italian border, where you can see mostly Saab 2000s and other turboprop aircraft. The approach for Runway 19, which is in use today, is quite tricky due to the height of the circuit. The Aerodrome Reference Point is at 915ft, and the circuit for aircraft up to 3000kg MTOW is at 2600ft. There is a high hill just below on the right on downwind, so we must maintain this altitude strictly. During the base turn and final, over 1600ft must be lost before touchdown. It is very important to be well configured and at the right speed, or else a go-around is a certainty. Luckily for me, my instructor has briefed me well, and keeps insisting on these points during the approach, so I'm able to land the Bravo softly, still a bit further than the desired touchdown point...

Sadly, we don't have much time to enjoy the Lugano sun, we've got to fly back to LSGS. We head swiftly to the "Bureau C" to pay the landing fees (yes, they are expensive in Switzerland) and back to the plane we go! No need for refueling, as we took enough Avgas in Sion for the return trip. This leg will take us north to overfly Lodrino, Ambri and the Nufenen Pass, then the Aletsch Glacier before landing in Sion. This time, the wind will be blowing against us, so the Bravo will need to work even harder.

I apply full throttle when cleared for takeoff, and as we leave Runway 19 the Lago di Lugano appears under our wings. In case of engine failure, we don't have many options other than attempting a "Sullenberger". Luckily for us, we won't be practicing this impressive feat today. The engine roars to perfection, and as soon as we can we turn left to the North to exit the CTR in the direction of Mt Ceneri. Just like during the first leg, we won't be entering any controlled airspace. The terrain is high, and airspace Charlie only starts at FL150 in this area. No need to contact the flight information service either, because the radio waves would have difficulties to meet us anyway. So it is in airspaces Golf and Echo that we wander around, climbing with difficulty up to 13500ft at some point. The navigation is made quite easy, as we are following a valley north-eastbound. The only tricky part is to identify the right pass at the end of the valley, because a mistake would be costly then. If we take a wrong path, the Alps are wide, and there aren't many adequate terrains to make a precautionary landing, or worse, an emergency one.

Aletsch Glacier

With the Nufenen Pass in sight, I set course to the Aletsch Glacier. A few nautical miles later, it appears to my enchanted eyes. It is so magnificent, so peaceful and yet mighty and dangerous... Parts of it look very flat, others more bumpy. It is so huge! This is something a pilot must see once, although with proper altitude clearance.

After a few minutes of enchantment, it is time to head back to Sion. The descent is pretty steep, and entry point Echo 1 gets there sooner than I expected. The speed went way up during descent, and things are starting to pile up in my student pilot's little head. Flying, checking, briefing, communicating... Echo 2 is there, and the nice ATCO clears us for a straight-in approach. The long runway appears reassuring, and I calm down. On the right, the beautiful castles of Valère and Tourbillon, up on the hill, watch me bring the Bravo softly back to earth on Runway 25, exhausted but so happy. This was an incredible morning, and the things I saw I will remember for a long time. I can't wait to go back up there!

Have you ever piloted or flown in an AS-202 Bravo?  Or, have you flown over the Swiss Alps?  Share your stories and photos with us about this beautiful country and landscape! 

Aircraft of our Lives - Piper Super Cub

We will be running occasional posts in a guest series entitled "Aircraft of our Lives," featuring the favorite aircraft of pilots from around the globe.  Today, Len Costa has been piloting anything with wings, and some without, for the last 15 years all over the USA, Canada, and Mexico. He blogs about aviation technology at ThePilotReport.com in addition to hosting the Stuck Mic AvCast, an aviation podcast about Learning to Fly, Living to Fly, and Loving To Fly. For opportunities to work with Len, he can be reached via email at ThePilotReport@gmail.com.  Enjoy today's flight on the Piper Super Cub.

As a kid becoming a pilot wasn't really my thing. Nope, I had higher goals. Goals that would literally take me beyond the stratosphere and into space. Space wasn't just the final frontier, it was my frontier because for as long as I can recall and I wanted to be an astronaut.

Looking into the job postings for astronaut applicants on NASA's website made me realize that my desire to fly in space would not come to fruition. Not because I wasn't capable, but honestly because I wasn't interested. A core part of the job is to have a doctorate degree in science or mathematics and quite frankly I had no desire in those fields. Dream shattered. Or maybe not...

While I never did become an astronaut the wonder of flight didn't escape me all together. I opted for a more earthly endeavor, still flying related, when deciding to take fight lessons after experiencing my first small pane ride. It happens to be strange fortune that my family and I would be visiting the local airport one afternoon when the Experimental Aircraft Association was hosting a Young Eagles day.

Young Eagles is a program that shares the joy of aviation with children between the ages of 8 and 17 all provided by volunteer pilots in their personal aircraft. On this fateful airport visit, I would experience that; a ride in an experimental Lancair 320. With its sleek, clean lines, and Ferrari like speed, I was in love.

Following that day I began to find ways to start accumulating flight hours and taking lessons when I was 15 years old, enjoying flying so much, a career in aviation seemed natural. While I wasn't old enough to drive a car, I was flying airplanes and would end up being the only high school graduate who was an FAA certificated pilot. I had been bit by "the bug" and began pursuing all the necessary flight training requirements to become a Commercial Pilot and eventually an airline pilot.

Now most people might think that my favorite airplane to fly is the jet at work simply for the fact that it's a jet. More power, more speed, better capabilities, who couldn't love that? While I enjoy the jet, my real passion is flying general aviation aircraft. And it wasn't until recent that I could even say I had a favorite flying machine and only a trip to Alaska could show me this other world of possibilities.

My old flight student that I taught how to fly had moved onto a career in aviation as well. His dream was always to buy an airplane and live in Alaska. He succeeded! His aircraft of choice, and common fixture of the Alaskan landscape, is the Piper Super Cub; the Alaskan SUV, or super utility vehicle.

Like many Super Cubs in Alaska, this one is tricked out with a special climb propeller to produce more thrust for taking off allowing you to operate into smaller than usual landing spots. Nope, not airports, landing spots. Be it a gravel bar, mountain top, or glacier. But in order to use these off-airport locations, no stock tire would suffice. Enter the bush wheel; a large, treadless, balloon like tire that not only gives the aircraft clearance from ground objects in the bush, but also acts as a soft cushion absorbing the rough imperfections of a land-anywhere location; rocks, brush, rough terrain, just about anything.

So there I was, my first time in Alaska and excited for what flying adventures were ahead of us. Everything from landing on river gravel bars, to glaciers for camping, and even the summit of Mt Susitna where the only way in was by bush plane. You've haven't lived until you see a place you want to explore and then land, airports not required. And Alaska would be just that, the land-anywhere, do (almost) anything, aviation heaven. The place most pilots dream of.

So how does one land on a mountain top with sloping hills and no runway? Carefully. You make a few low passes first to inspect the landing area looking for debris, obstacles, whether the surface is hard enough if recent rains have passed through, in addition to determining which direction the wind is blowing to plan as normal a traffic pattern and approach to landing as one can.

And that's exactly what we did on the northeast face of Mt Susitna. Our purpose? To pick wild blueberries from the mountain top brush. No joke! So tell me, who couldn't love flying let alone in a Piper Super Cub, my favorite, highly capable, play date.

Aircraft of our Lives: Pilatus PC-12NG

We will be running occasional posts in a guest series entitled "Aircraft of our Lives," featuring the favorite aircraft of pilots from around the globe.  Today, Jean Denis Marcellin, a professional pilot for a major Canadian operator, shares with us his love of the Pilatus PC-12NG.  Jean Denis is interested in helping make the world a better place for his fellow pilots and is passionate about aviation and all things that fly!  Enjoy today's flight on the PC-12NG. 

So the crew fly on with no thought that they are in motion. Like night over the sea, they are very far from the earth, from towns, from trees. The clock ticks on. The dials, the radio lamps, the various hands and needles go through their invisible alchemy. . . . and when the hour is at hand the pilot may glue his forehead to the window with perfect assurance. Out of oblivion the gold has been smelted: there it gleams in the lights of the airport.

— Antoine de Saint-Exupéry, 'Wind, Sand, and Stars,' 1939.

I often relate to Saint-Exupéry because flying has always had this ‘magic’ feeling for me. Maybe it was because of reading his masterpiece ‘’Le Petit Prince’’ when I was only a boy, sharing the Prince’s awe for this strange pilot and his wondrous bird. Or maybe it was just a plane love story… but I knew it was only a matter of time before I made my own way to a cockpit. And so it was that when it came time for college, I had the amazing opportunity to complete my flight training through one of Canada’s most highly regarded aviation colleges – le Centre Québécois de Formation Aéronautique (http://www.cqfa.ca).

Acquiring my CPL and Twin-IFR there during a 3-years program, I went on the International Air Rally the summer I graduated. Crossing the Quebec province from all possible angles, the 20+ airplanes involved went from Montreal to Iqualuit, ending the trip back near Quebec City. What a blast! This opened doors, created connections, and led me to my first job in Toronto, flying charter flights in a Piper Chieftain. It was a fun airplane – a real work horse – but nothing compared to what came next!

Today I fly a Pilatus PC-12NG, doing medical evacuation missions across the province of Ontario. Although it is ‘only’ a single-engine turbine, this airplane will never cease to amaze in every way.

A recent example of what the aircraft is capable of would be my last recurrent training ride. It always starts with the push of a button – the automated system taking it from there, starting up electrical systems one after the other in sequence when the engine parameters reached their pre-set values.  The goal of the flight: test our capability to handle the aircraft – both in technical flying exercises as well as IFR procedures. Piece of cake! As we roll out from our hangar and start our taxi, the tasks are divided into configuring the aircraft for take-off and setting up the ‘FMS’. A wrong flaps or condition lever setting will own you a vocal warning from the aircraft: a loud ‘NO TAKE-OFF’ for all  to hear in the aircraft, making sure you will be so  embarrassed that you won’t miss it next time! The FMS incorporates all the legs of the flight, allowing the pilot to enter everything from the departure runway, SID, enroute airways, STAR and approach. Once all the information is in, it calculates a vertical profile and announces forecasted fuel consumption.

“Radio, Pulse 101 on the roll, Runway 03”. With that announcement, and all the checks complete, the last thing left to do is set the power. The PC-12NG boasts 1600 SHP, de-rated to 1200 SHP. You can definitely tell it yearns to fly. “Set Take-Off Power” the captain calls. “Take-Off Power Set” I answer.  Picture me jumping around in my seat with ELEVATION by U2 rocking in my head. It never fails. With that, I call “Positive Rate of Climb” and “Gear Up”. We are in business!

Quickly reaching our cruise altitude for today – a cozy 16,000 feet – we setup in cruise and prepare for some technical flying prowess. Ok I may be exaggerating. The airplane deserves most of the praises here, as the exquisitely crafted ailerons and trims take care of perfectly balancing the flight controls in the pilot’s hands. Only smooth movements are required as we roll through steep turns, stalls, and finally simulated engine out procedures.  Now onto the fun part!

Rapidly approaching the airport once more, we request an ILS approach, followed by an overshoot and a transition into another approach. Darn! As we near the beginning of the first approach, we get reminded that we also need to complete a holding procedure. No worries, the FMS has it all under control! Entering our first approach into the FMS and loading up the electronic approach plate that goes with it, the captain and me make a quick work of briefing and finally starting the approach. “Minimums – NO Contact” I announce once we reach our simulated minimum altitude. With the simple push of the “Go-Around” button, the Captain switches the FMS onto its overshoot procedure, synchronizing navigation and altitude constraints to reflect the new flight path already loaded. Smoothly applying full power once more, we climb out with no more to do than let ATC know we are back with them  for the next approach.

We still have to complete a holding procedure. But where? The airplane does not care, as it can enter a hold virtually anywhere, from any direction, by itself. So the task falls on me to decide as it’s going to be my approach. “Let’s ask ATC for a hold at our FAF, following the DME-ARC in” I decide.  But ATC throws a wrench in our well-laid plans. “Pulse 101, there is company traffic inbound with MEDEVAC priority. Maintain present radial to intercept the DME-ARC inbound, then you are clear to hold at the FAF as published. Report established in the hold”. I must admit I lost my breath trying to read back the clearance. WHAT sort of intercept is THAT going to give us? Looking at the captain, I see the same question mark in his eyes. Time to see what this computer is capable of! Swiftly entering the full approach and DME-ARC in the FMS, I setup the airplane to intercept from our present heading. 30 seconds later, the hold is also programmed and we still have a few minutes to take a breath and finally brief the procedure. Both the captain and I sit back, and monitor as the airplane intercepts, flies the arc, then enters the hold – all on its own. Never ceases to amaze!

Finally leaving the hold for the final stretch, I ask the captain to take a quick look at the wings as we are descending through icing and good winds. The approach will be the most challenging part of the day. With the de-ice system working full time, I make my way down the localizer steadily. Because of gusty cross-winds, I brief for a slightly higher reference speed over the threshold. The airplane has advanced stall protection which is not forgiving – a stall during flare would still activate the stick-pusher, ending with a hard nose-wheel at best…

“500 Hundred” – the automated callout resonates through the cockpit, informing us of the rapidly approaching runway. “Ref plus 10” my captain calls out. The last few hundred feet give us a rocky ride as the winds push us from side to side with each gust. I flare with a low wing into the wind, waiting for contact. I feel it – ever so slightly, as the trailing-link design of our main wheels absorb most of the touch-down shock. Bringing the power to full reverse, I settle us back firmly onto the runway.  “Radio, Pulse 101 is down and clear”. Another day, another flight. One always amazing airplane! 

Are You Inclined to Recline?

The great seat debate!

To recline or not to recline?  That is the question.

This remains a hot button topic going back through a number of years of air travel.  Should passengers recline their seats on a commercial flight?  Over the past few weeks we inquired on Twitter and Facebook to get a temperature on this topic.  The responses we received were passionate on both sides of the argument!  We've sampled a few of those answers below: 

Pros:

• Mark states, "My rule is more the timing... Do it early in the flight before beverage service on shorter flights, or on longer flights with a meal I wait until the meal service is over so they're not scrunched behind you trying to eat."
• Greg says, "OK, since we are doing etiquette, The recline is there, and free to use. Whether we use it is up to us. It truly depends on the aircraft I am on, if I use it. Some of the older CR aircraft are not that comfortable. Some of the new 170-190, I never need to recline. The common theme, if I want to recline, I will always look back, check the person behind me and let them know I am coming back a little..."
• Christopher shared this, "Well...I always look behind me first...and if the person doesn't look like they would be uncomfortable by my seat going back a bit, I just do it. (airplane manners??) My logic is, I paid for the seat (literally on some airlines), so if it goes back a few inches...I'm going for it if I need to rest. In first class it's never an issue. If the plane has WiFi (US Airways, AirTran, Delta, Southwest) or satellite TV (JetBlue, Virgin) I'm upright enjoying technology!"
• Lee Ann conveyed, "It's polite to warn and ask the person behind you first! Nothing like having a full tray suddenly unexpectedly in your lap. Think first if it was YOU in the rear!"
• Max says, "yes but SLOWLY... and if you're going to lean forward to eat, RAISE IT!"
• Timothy espoused, "Certainly, you payed for those extra several inches of room!"

Cons:

• Bob says, "If you clearly see someone behind you with long legs or working on a laptop then the answer is 'no.'"
• Susan's thoughts on the matter, "NO!!! Space is very limited. Every time the person puts their seat back I feel like it is an invasion of my space. Suck it up like the rest of us courteous people. I have noticed that the people that normally recline do not seem like frequent flyers."
• Dan indicates, "I personally do not use that feature because I dislike when others do and never inform you they are and if you have a drink on your tray at the time is can and does spill. Most people are not courteous to even ask or inform the person behind them they are going to recline there seat."
• Evan opined, "No unless no one is behind you. I almost never recline my seat anyway. I I am tired enough on a flight I will fall asleep no matter what position my seat is in. I fly 20,000-30,000 miles a year."
• Jeff shared, "Not okay. I avoid it because I fear being perceived as rude by the person seated behind me."
• Ryan said, "I tend not to. They don't go back far enough to be comfy and it just annoys the person behind you."

A number of taller passengers indicated that due their above average height, they needed to recline for more space, but didn't care for seats being reclined into their knees.  So they were honestly on both the pro and con side of the seat reclining topic!   We found responses to our inquiry to be nearly an equal split for and against the idea of seat reclining. 

So, where do you sit on this matter?  Are you inclined to recline?  We'd be interested in hearing what solutions you have that could remedy this great debate once and for all in everyone's favor. 

I’m an HIA #Superfan for life! - #MDT324

Over the past few months, those of you following the MDT's Twitter stream may have seen the hashtag #MDT324 in use. What appears to be a nonsensical collection of letters and numbers actually represented an event planned to bring several of our more active twitter followers to MDT for an opportunity to meet one another in person. In total 5 "tweeps" flew or drove in from across the country for an evening "tweetup" with the airport tweeter. Each tweep has graciously agreed to share their experience in a wrap up blog series.



Chris Stotz's post is the third of the wrap up series on #MDT324. Maybe we'll be seeing you at the 2012 event!

Harrisburg International Airport (HIA) is my hometown airport. I was born and raised in central Pennsylvania, graduated from Penn State in 1998, and lived in Harrisburg until I moved to Fort Lauderdale in late 2002. I remember the original Harrisburg Airport, the newer terminal in the 1980s, and I’m thrilled with the new facility. Until I moved out of the area in 2002, I was flying in and out of HIA all the time. I think the progress of HIA over the years, and what it has become today, really reflects how special and unique central Pennsylvania is. I’m so proud of what HIA has become, and it was exciting to be a part of a special event showing off HIA known by Twitter followers as #MDT324.

#MDT324 was a gathering of HIA Twitter followers from all over the United States. Stephanie Gehman, Marketing Manager for HIA, has developed an impressive online presence for the airport on websites like Facebook and Twitter. She coordinated the event with the HIA fans, and provided a special “VIP” behind-the-scenes tour of the airport. For me, it was a very special event because this state-of-the-art airport, with bright and shiny concourses, busy gates, and great vendors like Starbucks and Subway, is the kind of airport I’ve always imagined for Harrisburg and the surrounding area. It’s nice when you can return to the place you grew up and lived as a younger adult and see things going well, especially in this current economic climate. It was a great feeling to see people from around the country be impressed with what I think is the perfect airport.

In the last few years I’ve been especially lucky to be able to enjoy direct, nonstop service between Fort Lauderdale and Harrisburg on AirTran Airways. This makes it very easy and affordable to fly home and visit family and friends, with a flight time of about two hours. Lucky for me, there are many options and carriers going in and out of HIA, so getting home to central Pennsylvania will never be difficult no matter where I am. I’ve said it before, and I will say it again…there’s no place like home!

I really am proud to call HIA my hometown airport, and appreciate the opportunity to connect with HIA on Facebook and Twitter and make lasting friendships with other fans of what has become an airport that many cities would envy. Thank you to everyone involved with the #MDT324 event, and the friendly and hard working staff at HIA, especially Stephanie, for making this fly-in possible, and making HIA a pleasant and “hip” airport!

Guest Blog: Tips for Evacuating an Aircraft during an Emergency

We have asked a few select guest bloggers to join us on this blog as part of a six week mini series on hot button aviation topics that effect you, the traveler. These guest bloggers will no doubt enrich your travel experience by bringing in their own various perspectives and experiences from different horizons. Today we would like to introduce Beth Blair as the second guest blogger*.

Her strong online presence includes penning the monthly USATourist News Magazine and, in the blog world, co-owning TheVacationGals.com where she blogs about her travels and offers valuable insight and tips for hitting the road (and skies). Her blog posts have been featured on major news websites including Travel Meredith, Fox and NBC affiliates, Reuters, Chicago Sun Times, and others. She writes regularly for Fodors.com and Homewood Suites' SuiteTrip.com.

A former flight attendant, Beth enjoys sharing her insider’s perspective and knowledge on all aspects of travel. She is frequently quoted in the media, including Chicago Tribune, FoxNews.com travel, RealSimple.com and Woman's Day magazine and is a PBS SproutforParents.com travel expert. Beth also appeared on ABC-15 Sonoran Living Live in Phoenix, Arizona. Follow Beth on Twitter @BethBlair.

Today Beth will be sharing her tips on how to evacuate an aircraft during an emergency.

January 15th is the one-year anniversary of US Airways Flight 1549’s Hudson River ditching (aircraft water landing). The fact that every passenger and crew member on board survived stunned the world and made Captain Chesley B. "Sully" Sullenberger a household name.

It’s true that the majority of airplane accidents are survivable - especially if passengers can escape within the first 90 seconds, also known as the “golden period.” Of course, the possibility of your flight actually being involved in an airplane accident is very unlikely; however, tell that to the crew and passengers of Flight 1549 and they may have a different opinion – because, despite statistics, they know it can happen.

What if you were to find yourself in such a situation - would you know what to do? Here are some basic tips every air passenger should know before boarding an aircraft:

Wear safe shoes. The trend these days is to wear easy-off shoes to get through security quickly; however, ensure the shoes you choose will protect your feet during an evacuation. You may be facing anything from freezing water, fire or snow.

Know how your seatbelt works. As silly as it sounds, passengers struggle with their seatbelts under normal circumstances. During an emergency, when seconds count, struggling with a seatbelt could become a nightmare. Fasten it low, snug and practice its easy release feature when you first sit down.

Know where the floatation devices are located. Keep in mind that not every aircraft has a life vest, but your seat does double as a floatation device. If you end up with a life vest on, never inflate it while still in the aircraft. If the plane becomes submerged under water you will not be able to lower yourself through an exit with an inflated vest.

Study your exit. This is especially important if you are sitting in an emergency exit row as not every exit is made the same. Some 40 pound exit windows are a “pull in and throw out” while others have a pull handle which pops the exit open. Also, don’t forget to look behind you for your closest exit. It is human instinct to exit through the door you entered – even if the closest exit is directly behind you.

Look outside before opening an exit. Don’t open an exit if there is smoke, fire, water or any other obstruction that could make exiting through that escape route unsafe. If the exit is blocked, direct your fellow passengers to another exit.

Never return to the aircraft. After flight 1549 passengers were quoted saying that they almost returned inside the cabin to retrieve belongings or were asked by other passengers to do the same. Never take that risk.

*The opinions expressed in this blog are not necessarily those of Harrisburg International Airport.

Be prepared! Fun is upon you!

Shhh! Can you keep a secret? We're going to let you in on a tidbit of information. HIA has some upcoming fun and exciting news regarding Fort Lauderdale, AirTran and freebies! That's right, we're partnering with low-fare airline, AirTran Airways and the Greater Fort Lauderdale Convention and Visitors Bureau to bring you some fun and exciting prizes and giveaways over the next eight weeks.

Be prepared for fun-in-the-sun antics at the upcoming Harrisburg Kipona Festival. It involves scuba gear and "beachy" tourists! Followed, shortly there after by an announcement in the coming days of a very exciting beach-themed giveaway! Do you want to be amongst the first to receive the giveaway info? Then sign-up today for the fly HIA e-news!

Stay tuned to www.flyHIA.com/FLL for more information!

Your new favorite hot spot is at 10,000 feet!

Ever have the urge to log onto your favorite airport's blog while you were cruising at 10,000 feet, but have the sudden realization that you couldn't? Well that landscape is changing as more and more airlines are adding inflight wireless internet services to their flights.

This morning, AirTran Airways announced that they will provide inflight WiFi on every flight by July 2009. AirTran is not the first to implement this amenity to its flights, click here for a list of WiFi-providing airlines.

Have you already surfed your favorite airport blog while inflight? If so, which airline were you flying at the time? Did you vote in the Every Flight effort AirTran spearheaded? We did! Our vote was for access to our blog for all AirTran passengers!