Island Aviation

Island Aviation (833)

AIRPORT ROAD, St. MaartenOn Saturday November 21th 2015, WINAIR attended the Marketing Retreat hosted by the Nevis Tourism Authority (NTA) at the Four Seasons Resort.

During this well attended retreat the NTA shared its goals and vision for 2016 with all stakeholders, presentations on Marketing, Public Relations, Sales and Airlift were given and brainstorm sessions held on ideas and strategies for the upcoming season and year.

With regard to Airlift and connections to Nevis, WINAIR spoke with several stakeholders in Nevis on strengthening partnership and the work relationship.

WINAIR offers Nevis and its visitors better connection to their interline partners such as Air France and Copa through the St. Maarten hub, Princess Juliana International Airport, commencing November 30, 2015 by increasing seat capacity.

WINAIR will split the combined flights to St. Kitts and Nevis to direct flights.

These flights will operate 5 times weekly and for the remaining 2 days will be combined flights. In conjunction with this commencing December 11, 2015, WINAIR will add a daily midday frequency from St. Maarten to St. Kitts and Nevis to enhance connections to Air France and our other interline partners.

Flight schedule

route Frequency Departure time SXM Departure time SKB Departure time NEV
SXM < > SKB Mo, We, Fr, Sa, Su 7.05 / 18.10 7.55 / 18.55  
SXM < >NEV Mo, We, Fr, Sa, Su 7.00 / 18.05   7.55 / 18.55
SXM-SKB-NEV-SXM Daily/ 7 days a week 10.55 11.45 12.15
SXM –SKB-NEV-SXM Tu, Th 7.00 / 18.00 7.45 / 18.45 8.15 / 19.15

WINAIR’s CEO and President Mr. Michael Cleaver stated: “We took the opportunity to discuss with especially Nevis’ Hoteliers and their marketing departments about increasing and developing new marktes such as Continenal Europe and South America and work more closely in moving forward.”

Airport Road, St. Maarten On November 19th 2015, the Gwendoline van Putten School of St. Eustatius organized their first Career Fair with the objective to provide their students with tools which will enable them to take important steps towards career planning and understanding the educational commitment required to reach their goals.

As the purpose of this fair is to provide students the opportunity to explore paths to various professions, the Career Guidance Counselor approached WINAIR to participate and showcase future career opportunities and requirements within WINAIR’s organization.

Captain Michael Jeffrey greeted many enthousiatic students at the WINAIR booth and explained them what it would take to become a pilot at WINAIR.

We also took the opportunity to explain the students and teachers that a pilot is just one of the many career options within WINAIR! From Customer Service to Aircraft Maintenance, all departments are invaluable links needed to operate a full service airline company.

The Gwendoline van Putten School was very happy with the enthousiasm and professionalism of all participating companies and hopes to see continued support to develop the next generation of employees.

SIMPSON BAY, St. MaartenThe Princess Juliana International Airport, SXM, was highlighted in a report that appeared on on Monday, November 16, 2015.

The story, written by Milena Veselinovic and titled “Touring the Caribbean’s most dramatic landing strips,” begins thus: “Thrill-seeking aviation buffs with deep pockets might soon get a chance to embark on a trip of their dreams.

“PrivateFly, a global booking service for private jet charter, has launched a travel itinerary that takes passengers on a tour of the Caribbean’s most dramatic landing strips.

“For $72,000 per person, plane enthusiasts can enjoy the part-scenic-part-terrifying landings at St. Maarten, St. Barths and Saba, nicknamed roller-coaster runways for their challenging approaches.”

The article quotes Adam Twidell, PrivateFly CEO and former UK Royal Air Force pilot, as saying, “I have been lucky enough to land at all three as a passenger, experiences I’ll never forget.” 

Twidell was among the group of international aviation journalists who took part in a media tour earlier this year organized by SXM Airport.

The CNN story continues: “The first of the three stops, chosen by travelers in a PrivateFly poll, is the island of St. Maarten.

“Planes that descend over the resort’s popular Maho beach on their final approach to the airport look like they are about to scrape vacationers’ heads.”

“You're so low you can almost read the sunbathers’ newspapers below,” says Twidell.

According to the CNN report, “In recent years the landings have become a tourist draw, with crowds gathering for scheduled arrivals of large jetliners thundering by only a few meters above.”

A multitude of articles in various international publications resulted from the media tour, which also focused attention on St. Maarten’s hub partners, St. Martin, Saba, St. Barths, Anguilla, and Dominica.

The full story can be read at:

ST. JOHN’S, Antigua – LIAT, The Caribbean Airline, will launch a new service from Barbados to Trinidad early next year.

Starting January 18, LIAT will fly nonstop daily from the Grantley Adams International Airport to Piarco International Airport. The flight will depart Barbados at 13:00 and arrive in Trinidad at 14:00.

The return flight will leave Trinidad at 14:30 and arrive in Barbados at 15:30.

Tickets are now on sale for the new service, with fares from as low as US$ 196.36 return from Barbados and US$ 183.10 return from Trinidad. These fares are inclusive of all taxes.

In light of the anticipated high demand for seats to / from Trinidad for carnival in February, customers are advised to book early to enjoy the best rates.

Tickets can be booked on the website –, through the Call Centre, Airport Ticketing Offices or through your local Travel Agent. 

Schedule for New Daily Service

Flight Dep. Airport Arr. Airport Dep. Time Arr. Time
LI 335 Barbados (BGI) Trinidad (POS) 13:00 14:00
LI 336 Trinidad (POS) Barbados (BGI) 14:30 15:30
My best friend, Mike,­ and I woke to the subtle muttering of raindrops and realized that beyond the curtains of our Ketchikan, Alaska, motel room there was only gray, dismal sky. Damn. At that moment a scenario began that could have ended up as an NTSB accident report, starting with unquantifiable indicators and an irrational discussion.
"Dude. It's raining," I began.
"Ugh," Mike responded. Beyond this legitimate initial transaction the decision-making process began to deteriorate. "What do you think?"
What I should have thought was let's go down to that diner and get some French toast. "I don't know. It looks pretty dismal. Sometimes you can get a better idea from the ­airport, though. We could go out there at least, call Flight Service, see if it might clear."
"Sounds good."
A mental brick existed then. Just one. The kind of brick that eventually forms a barrier to rational thought, beyond which the mind no longer has access. We'd been flying a VFR-only 1956 Cessna 172 with a handheld backpacker's GPS. All of the navigation on our long ferry flight thus far had required plotting the latitude and longitude from the GPS with a draftsman's compass as we relied heavily on pilotage. We should not have taken any precipitation lightly.
It was a two-hour flight up the Inland Passage. The weather report suggested marginal VFR weather, visibility 3 miles in rain, ceilings overcast at 900 feet and something like that for most of the route. Then again, a local pilot enlightened us to the knowledge that the Tongass Narrows draws weather in like a venturi and it gets stuck in the Narrows; if you can get outside of 5 miles or so, often the weather thins. "It might be OK," he had said. Brick two.
As we stood there contemplating, our toes going from damp to numb, a de Havilland Beaver on floats took off from the water and cruised by, leveling off at 100 feet. Looking at each other with a shrug, we traded a silent concurrence that it must be flyable weather.
"We could warm up the plane, get up to the pattern and look at it from there," I suggested optimistically. "Once we get up there, if it doesn't look good out to the horizon, we can just land." More bricks materialized.
"OK, I'll get the fuel sample," Mike replied, never one to put up much of a fight.
We fired up the aging Continental. It was Mike's turn to fly in the left seat. The moisture from our damp clothes and breath condensed on the inside of the cold windows, fogging us in completely until the engine warmed up. Seven minutes passed until the cockpit dried out enough to taxi. We spent that time looking at the sectional and determined we'd be within a four-minute flight of elevations exceeding 4,000 feet at certain points. There would be no climbing our way out of trouble.
We departed Runway 29, and the opportunity to make a weather decision at altitude had its moment. We leveled off, deciding in real time that the only sure way to verify the stranger's claim about the Narrows was to go out there and look. Out where the Beaver had gone ... We reasoned it was safe enough to continue to the northwest as long as we could look back and see Ketchikan, decide from there and then turn around if we weren't comfortable. With that, in an aircraft having no instrument capability and not enough performance to outclimb the terrain, the last brick was mortared into the wall between us and prudent decision making. Ketchikan airport was no longer an option.
Almost immediately the weather worsened, and the only comfortable place to go was down. It became necessary to stay below the very wet-looking clouds, which tended to lurk around under the reported ceiling. We leveled off at 200 feet above the water. For the first time in the flight we made an assessment of the visibility, estimating 2 miles ahead and less than that to the side. We were in the right spot, and the nose was pointing in the right direction. If the visibility stayed like this it was survivable, at least with two people working it.
I plotted a GPS fix and measured a course up the middle of the strait, but after telling Mike the heading, he began turning the plane toward steep terrain.
So I said, "Whoa! Where are you going?"
"I'm flying 320, like you said," he replied, his emotional state rising to meet mine.
"Turn back; turn back to where you were. Fly parallel to the shore for a minute. Is the directional gyro good?" This could get out of hand quickly, I thought.
"Yeah, it's right with the compass. Holding my heading."
"All right," I replied, realizing I had created the problem all on my own. We had flown far enough to the northwest on our trip to be in 21 ­degrees of magnetic variation, which I had neglected to compute along with 8 degrees of deviation. It was the first notable sign of my performance slipping. The fact that I had made a technical mistake was annoying, in and of itself another stressor.
"All right, I've got it." I figured out quickly if I subtracted 30 degrees from the true answer, Mike would have usable data for the magnetic compass. Thirty degrees. In a conscious moment of contemplation, the first claws of fear constricted my normal thought process. We shouldn't be up here. Fear made the surrounding terrain go vertical when really it was a gradient; it made the visibility conclude when really it was constant; it made solving even simple math equations akin to disarming a bomb with a countdown timer. I increased the frequency of plotting our position to every minute and ran the "true virgins make dull companions" equation continuously, providing Mike a constant source of frantically updated headings. 
As we passed Meyers Chuck seaplane base, low and to the right, I saw the cheery-looking yellow and white de Havilland Beaver that had teased us into the sky, moored now against a dock. The pilot had successfully completed what was no more than an errand. A sad epiphany distracted me then — part of why we went is because it went, but we didn't have the same margin of safety its pilots did; we didn't have floats.
I eventually settled into a higher level of economy with the navigational routine, regaining a bit of composure with each accurate calculation. The plotted-fix spacing was narrowing, though, suggesting either we had slowed or a headwind had picked up. Glancing down at the tachometer I read only 1,950 rpm, and I reminded Mike to keep it at 2,100. After he pointed out he hadn't changed anything, I prompted him to check for carburetor ice. The instant he pulled out the carb heat knob a period of violent coughing and sputtering ensued, which at 200 feet over water provided us both a crippling adrenaline rush. 
Fortunately the sputtering cleared and the constant hum of smooth rpm returned. Turning off the carb heat brought a 200 rpm increase, which settled back down to the original cruise power setting, and in resolving to check for carb ice every five minutes, we realized the event and ensuing discussion had cost us situational awareness; we no longer had sight of land.
"Dude, I've got nothing but water!" Mike announced.
Frantically scanning the full field of view, I could only concur and suggested we drop down to 100 feet. The circle of visible water expanded, which was enough to help us keep the wings level, but we had no further reference for pilotage. The carb ice event had effectively distracted us into an area with less than 1 mile of visibility.
Bound by the routine of constant, methodical position keeping, we realized a major turn was coming up. We were going to depart the 6-mile-wide Clarence Strait for the 2-mile-wide and curving Stikine Strait. Our circle of visibility had held at less than a mile, and Mike was going to have to make the turn on my command, to a calculated heading that by now we could only hope was accurate. Mike adjusted the directional gyro and checked for carb ice again.
Once the backpacker suggested we were abeam Blashke Island, I decided on a dogleg maneuver and had Mike turn 30 degrees to the right. I shifted temporarily from calculating headings to giving only relative heading recommendations. Using this technique we threaded our way into the strait and faced a series of significant turns to stay in the middle. One GPS fix aimed right at the shoreline, and we found that it was horrifying to look straight down on land.
"Turn left 20 degrees!" I commanded. Mike responded immediately, concurring our only comfort was over water. I checked the backpacker, laid down a course, ran the true virgins and announced the next heading. For a second it looked like we were shooting the gap toward Vank Island, but then the horror of my life presented itself: power lines. Dear God.
My eyes just happened upon the symbol on the map, suggesting in a moment we would have to either duck below or flinch skyward to get over them, but we couldn't see half a mile. It was going to be a last-minute reaction if anything.
"The map says power lines coming up, Dude," I announced. "Scan forward to see which way we're ­going to go."
"You've got to be kidding me," Mike objected, each of us picturing the massive, high-strung power lines that typically drape great spans.
"Nope, says so on the map. Just get ready to duck."
That may have been the most intense moment of forward concentration for the entire flight, but as our GPS position marched up the strait and past Vank Island on the sectional, we saw nothing more than the circle of water below us and fog ahead. We were certainly past the power lines; as it turns out they were the kind engineered to tunnel below the waterways. We shared a moment of chuckling deflation.
After 45 minutes of intense, almost desperate concentration, the opportunity to laugh at our calamitous predicament allowed us to regroup. We were successfully working the problem no matter how idiotic, and for the first time in the flight, we found resolve.
"OK, stand by for a left turn," I said, convinced nothing could be worse than a surprise obstacle. "We're about to go through the narrowest part."
"Roger, standing by," Mike replied in his best military ready voice.
The next few maneuvers took us right through the second wildlife refuge of the day, and between two points of land less than a mile apart. Mike made each turn with astute and immediate compliance, checking the directional gyro every 10 seconds.
"On my mark there should be visible land within a half-mile out either door. … Mark."
Mike looked left and I looked right, noting only water. Oddly, at that very moment, the drizzle began brightening. Hope suddenly emerged from dread.
"Look," I said, pointing beyond the propeller.
"Yeah, yeah, yeah!" Mike replied, both of us reacting as if we had scratched off a winning lottery ticket. It was clearing.
A few more minutes passed and I realized we would be within 5 miles of Petersburg Johnson Airport. I tuned the CTAF. At once, fate carried us out of whatever weather system we had been in. Visibility ­improved to 3 miles. We never thought 3 miles of visibility could feel so comfortable.
Off to the left a small airport came into view. We dropped the flaps and landed without further ado, taxied into one of the tiedowns and shut down. We set the parking brake and sat quietly for a minute in the stillness of the cockpit. We'd have at least a day and a night of cold, gloomy camping and energy bars.
We should have chosen the French toast.

On July 25, 2000, Air France Flight 4590 begins a takeoff roll from Runway 26R at Charles De Gaulle Airport in Paris. The airplane is a Concorde, en route to the John F. Kennedy International Airport. It is operating as a charter flight with passengers that will board a cruise ship in New York.
Barely a minute into the takeoff, the tower controller advises the flight, "You have flames behind you." The crew acknowledges the report. Fifteen seconds later, an unconfirmed voice on tower frequency states, "It's really burning and I'm not sure it's coming from the engines."
Cockpit gauges indicate that the No. 2 engine on the left side of the airplane has suffered a serious loss of power while the No. 1 engine on the same side is surging with its own power issues. Despite efforts from the captain, the Concorde deviates to the left of the runway centerline. 
Unable to abort, and in an effort to prevent an excursion off the pavement, the captain pulls back on the control yoke at 183 knots, 16 knots below calculated rotation speed. The airplane becomes airborne and is unable to maintain a speed that will allow its climb to a safe altitude.
The controller advises Air France Flight 4590 that it has priority to return. Approximately 30 seconds later, the crew announces, "We're trying for Le Bourget." Le Bourget Airport is the site of the Paris Air Show and Charles Lindbergh's trans-Atlantic arrival in 1927.
A fire warning from the No. 2 engine activates. The captain calls for the appropriate checklist, and the flight engineer responds by shutting down the engine and firing the extinguishing bottle. Adding to the seriousness of the problem, the gear will not retract as a result of the fire engulfing the left underbelly of the wing. Either the fire has destroyed the electrical activation of the landing gear or the gear door sequencing fault protection is preventing retraction.
Asymmetric thrust and a high angle of attack are causing the airplane to bank sharply to the left. The crew attempts to correct the problem by reducing thrust on the Nos. 3 and 4 engines located on the right side of the airplane. The high angle of attack is unsustainable. The supersonic transport (SST) enters an aerodynamic stall.
Only 5.9 miles after departure and three minutes after the commencement of the departure roll, the ­Concorde impacts the ground. One hundred passengers, nine crew members and four people on the ground perish in the fiery crash. What happened?
It's a simple answer. A piece of FOD (foreign object damage) 16 inches long and a little over an inch wide pierced a tire on the left main landing gear truck as the Concorde progressed past its V1 speed of 150 knots. Fragments of the tread penetrated a fuel tank on the same side. A source of ignition from either the electrical wiring within the damaged gear well or combustion from the No. 2 engine caused a fire to erupt. Pieces of debris entering the No. 1 engine and back flow from the fire caused it to surge as well.
The investigation concluded that, even if the engines had remained operating, the outcome most likely would have been catastrophic. A high-speed abort would have departed the runway end, with survivability unlikely.
The FOD was tracked to a protective portion of the fan reverser sleeve on the No. 3 engine of a Continental Airlines DC-10 that had departed five minutes earlier. A lack of quality control for the repair on the fan reverser was attributed to it dislodging from the engine.
The BEA (France's accident investigation board) terminated Concorde's airworthiness certification as a result of the accident findings. Unfortunately, the recommendations specific to modifying various aspects of Concorde's design as a preventive measure were not cost effective for an aging airplane that wasn't profitable anyway. The world lost a prestigious and legendary piece of aviation history.
In this circumstance, however, tragedy inspired innovation. Six engineers, veterans of the Israeli air force, asked the question: "Why do airports have to accept FOD as the cost of doing business?" They don't. Managing potentially hazardous debris is controllable. Combining their collective skills and experience, the six men devised a technology that automatically detects runway FOD. In addition, other runway hazards can be managed through the same installation. Enter Xsight Systems ­(
The clever aspect to the technology is that the installation does not require a change to the airport's existing runway infrastructure. Why not? The system is co-located with the runway edge lights. The mounting platform, supplied by Xsight, is redesigned to accommodate both the edge lights and the FODetect sensors. Electrical power is already available.
The sensors use radar technology similar to that of the backup alarms available in Mom's minivan. At night, once the sensor or sensors detect a piece of debris, a laser is activated to physically locate the object.
When FOD is detected, an aural and visual alarm is activated on a remote display screen that monitors the sensors. The display screen is located in the airport operations area, assigned usually to one individual who has direct communication with the appropriate authorities. 
If the alarm activates, the operator is given an immediate image of the FOD. Each unit co-located with the runway edge lights offers live video, providing the operator an adjustable view to examine the FOD. At night, NIR (near infrared) technology is utilized. In addition, the exact location and size of the object is also available. If the FOD is deemed a potential threat, an airport vehicle is dispatched to retrieve the offending debris.
As a side benefit, the CCTV-type video imaging is useful for security purposes and runway activity monitoring. As an example, live video can aid ARFF (aircraft rescue and firefighting) crews responding to an emergency. Because FODetect is an automated, computer-based system, everything can be documented and archived for future reference.
Arik Fux, Xsight's vice president of U.S. operations, introduced me to the system at Boston Logan International Airport, where it is deployed on Runways 9/27. A total of 68 sensors are operating at any one time, providing continuous monitoring of the runway surface. Whereas a vehicle inspection using human eyes conducted a FOD search only three times a day with great difficulty at peak usage, the inspection now occurs at least once a minute. A vehicle is employed only when debris is detected and deemed a hazard.
FODetect is active at Bangkok International Airport, Sea-Tac International Airport and Tel Aviv, and partially at Charles De Gaulle. More installations are being negotiated with various airport authorities. In round numbers, Arik indicated that the average installation cost is approximately $5 million per runway. In the scheme of ever-increasing global airline traffic, it seems like a small price to pay for an additional margin of safety.
An enhancement to the FODetect product, called SnowWize, is designed to accurately measure snow levels in real time. Considering that airline operations require snow depths to determine potential aircraft weight limitations, calculations of takeoff V-speeds and simply go or no-go decisions, this information is vital. Currently, the reported environmental contamination levels can be subjective and untimely, especially during a dynamic snowstorm event.
Another enhancement to FODetect is BirdWize. By combining the use of imaging technology and computer algorithms, bird species can be detected and identified. Confirmation of the bird threat can be viewed via live video. Rather than using a one-size-fits-all approach to scare away the airport pests, an audio sound specific to the species is generated by the BirdWize unit. 
This "harassment" method is activated manually so as to leave the potential bird escape path to the discretion of an expert. What works to scare away Canada geese may not work for seagulls (although nothing seems to bother seagulls except for a lack of French fries). Bird detection can be archived and documented to determine habitat trends.
Certainly the Concorde accident in Paris could have been avoided had this innovative FOD detection system been available. Despite the negative economic factors involved in operating the SST, perhaps the world would have retained at least one airplane for posterity's sake. Concorde was a tremendous representation of aviation ingenuity. It is indeed a horrible irony that a small, obscure piece from another aircraft heralded the end of an era.

PHILIPSBURG, St. Maarten - Insel Air's flight to Curacao Wednesday evening was forced to return to the island shortly after takeoff.

Shortly after take off the the Captain lost one of his two engines and was forced to make an emergency landing on one engine which was executed safely by the crew.

The cause of the engine failure is not yet known.

The incident startled some passengers and based on current world wide events this is understandable. It should be noted that at the time of the engine failure, the aircraft is fully capable of flying safely on one engine.

It is said that the islands Chief of Police and other high ranking officials were on-board the flight headed for Curacao Wednesday evening.

The aircraft is currently parked at Hard Stand B1 at SXM Airport where it will remain until the engine problem is fixed.


SIMPSON BAY, St. Maarten The Princess Juliana International Airport, SXM, was a proud sponsor of the Caribbean Eagles Seventh Annual November Bike Fest, which was held recently.

An estimated 200 bikers took part in the Fest, including bikers from St. Maarten/St. Martin, Guadeloupe, Martinique, St. Barth’s, Aruba, Curacao, Bonaire, St. Croix, and the USA. Others came from France, Monaco, Luxemburg, Belgium, Canada, and Mexico.

In Photo: Maggie Gumbs, SXM Airport Marketing Officer (center right), presents a donation to the Caribbean Eagles Motorcycle Club president Jane Ann Therond, both surrounded by participating bikers. (SXM photo)

PHILIPSBURG, St. Maarten – A Delegation from Sint Maarten’s Department of Civil Aviation and Shipping and Maritime, Sint Maarten Civil Aviation Authority comprising of the Director of Civil Aviation and Shipping and Maritime Affairs, Louis Halley, the Legal Advisor for Civil Aviation, Cheryl Shewpersad and the Policy Advisor, Arsenio Rombley, recently attended the Eighth International Civil Aviation Organization (ICAO) Air Services Negotiation Event (ICAN/2015) which was held in Antalya, Turkey, from 19 to 23 October 2015.

ICAN or ICAO Air Services Negotiation event is an ICAO initiative that was established in 2009 with the goal of providing an efficient and effective platform for States to conduct air services negotiations meeting.

The delegation from Sint Maarten that attended this year’s event conducted four successful air services negotiation meetings with the Countries, Kuwait, Sweden/Denmark/Norway, Luxemburg, and Iceland resulting in the signing of three memoranda of understandings, one agreed minute and initialling of the air service agreements.

It should be noted that the above countries with exception of Iceland and Kuwait were proposed by the Tourism Office.  This procedure is customary in aviation negotiation as it allows for the airlines of both states to make use of the provisions in the agreement until ratified by the parliaments of both countries. Because ratification can be a long process, a memorandum of understanding or agreed minute is signed by the Head of the Delegation to facilitate the provisional application of the agreement as mentioned above.

The three memoranda of understandings and one agreed minute makes it possible for airlines of Kuwait, Iceland, Sweden, Denmark, Norway, and Luxembourg to start scheduled flights from their respective countries to Sint Maarten and vice versa. This is a great benefit for Sint Maarten given that tourism is a major source of economic activity on the island.

Our hope is that with the signing of these memoranda of understandings, new tourism markets will be open to Sint Maarten which will in turn increase airlift and economic activity on the island.

Since its inception in 2009, the event has seen a steady climb in participating States, with the last event in Turkey witnessing attendance of 93 States and eight International Organizations. This year’s event marks the first time that aviation industry partners such as airlines, airport, tourism authorities were also invited to attend.

With respect to Sint Maarten, ICAN 2015 marks the second time Sint Maarten has participated, Durban 2013 was the first together with the Netherlands and Curacao.

PHILIPSBURG, St. Maarten - Residents and guest alike were treated Sunday to the islands first air show.

The air extravaganza was a gift to the island of St. Maarten from SXM Airport who thought that it was an appropriate event to bring the curtains down on the St. Maarten Day week of activities.

The event involved two aerobatic airplanes and pilots who guided the airplanes expertly in death defying stunts over the Great Bay Harbor.

Thousands of people from various points on the beach, gathered with family and friends to witness the first of its kind event on the island.

The air show got off to a start with an air jump which was done by a team of sky divers from French St. Martin.

The St. Maarten Day Weekend party continued on the boardwalk at the Walter Plantz Pier where attendees had the opportunity to meet the pilots and have some fun to close out the St. Maarten Day activities, just the way SXM Airport envisioned it.

SXM Island time 21

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