1{2 "document_id": "lb_hotpotqa_ce14f5dd15a5819d08a11f04e015e35a6f3640119973f806",3 "family": "public_hotpotqa",4 "split": "dev",5 "text": "Passage 1:\nPortland International Airport MAX Station\nPortland International Airport, or just Airport on station signage, is a light rail station in Portland, Oregon, United States, served by TriMet as part of the MAX Light Rail system. It serves Portland International Airport as the eastern terminus of the Red Line, which connects travelers to downtown Portland and Beaverton. The station is attached to ground floor of the main passenger terminal, near the southern end of the arrivals hall and baggage claim area. It features a wedge-shaped island platform, just beyond which both tracks join because the section approaching the terminal is single-tracked.\nPortland International Airport station was built as part of the Airport MAX project; construction began in July 2000, and it opened on September 10, 2001. Trains serve it for 22 hours daily with headways of 15 minutes during most of the day. In late 2018, the station recorded an average of 2,461 weekday boardings.\n\nHistory\nPortland's regional transit agency, TriMet, had served Portland International Airport with bus routes since 1970, notably with route 12–Sandy Boulevard since 1986, the same year planners from Metro (the Portland metropolitan area's regional government) first proposed an airport light rail line. Early plans envisioned a line running from Clackamas to the airport via Interstate 205 (I-205) using rights-of-way provided by the I-205 busway, which was originally built to accommodate a bus rapid transit line that never operated. In 1991, the Port of Portland adopted a multi-phased, $300 million airport master plan to address expected passenger traffic growth through 2010; the plan raised the capacity of the main passenger terminal building, as well as provisioned for a future light rail station outside the terminal's arrivals hall. By 1994, travelers using the airport had risen by 34 percent, far exceeding the Port's projections. Port officials, struggling to meet the surge in demand, moved to accelerate airport light rail plans, which regional planners did not anticipate until the late 2000s. TriMet—which by then was operating the region's light rail system called Metropolitan Area Express (MAX)—also aimed to complete its Westside MAX and the South/North Corridor projects before it would consider extending MAX to the airport.In 1996, engineering firm Bechtel approached the Port with an unsolicited proposal to build the airport line. After negotiations between Bechtel, the Port, and local jurisdictions, Bechtel was granted the design–build contract for the light rail extension in exchange for development rights to the 120-acre (48.6 ha) Portland International Center, the largest commercially zoned property in Portland at the time. Bechtel later developed this property and renamed it Cascade Station. The Port projected the airport terminal station to cost $8.4 million and allocated a $3 ticket fee to fund its construction. Delta Airlines, Reno Air, and United Airlines protested the use of ticket fees but the Federal Aviation Administration authorized it in May 1999. Construction of the Airport MAX extension commenced the following month. Hoffman Construction began building the station's platform in July 2000 and by August, Stacy and Witbeck had started to lay the 3,000 ft (914.4 m) of rail along the segment closest to the terminal.On September 10, 2001, the station opened along with the entire Airport MAX extension that introduced Red Line service between downtown Portland and the airport. Celebrations planned for the following weekend were canceled following the September 11 attacks, and the airport was closed for three days. Planners projected single-car trains to initially serve Portland International Airport station but TriMet deployed two-car consists on the line after recording 3,800 riders over Thanksgiving weekend in November 2001. In September 2003, TriMet extended Red Line service farther west using the existing Westside MAX tracks to Beaverton Transit Center. This was done in an effort to provide a one-seat ride to the airport for westside riders. In 2006, the station handled more than one million passengers in a single year for the first time.TriMet had reintroduced bus service to the airport with the 272–PDX Night Bus route on September 2, 2018. The bus route ran in the late night and early morning hours when the Red Line was not operating. It was indefinitely suspended on April 5, 2020, amid the COVID-19 pandemic.\n\nStation details\nThe station's platform is situated at ground level just outside the main passenger terminal, near the southernmost entrance and within 150 ft (45.7 m) of the baggage claim area. It features a wedge-shaped island platform and a glass canopy designed by ZGF Architects, which also designed the airport terminal's main-entrance canopy. An 80-seat station lobby is located inside the terminal and has ticket vending machines and real-time displays showing train departure times. The station occupies the end of a single-track section of the Airport MAX segment; the only other such section on the MAX system is located on another segment of the Airport MAX near Gateway/Northeast 99th Avenue Transit Center.\n\nPublic art\nPublic art pieces commissioned for the Airport MAX Project have a common theme of \"flight\". The station houses one art installation as part of TriMet's Public Art Program, which is funded at 1.5 percent of a project's total cost. Time Flies by Christine Bourdette is a large, porcelain enamel mural that is displayed on a wall between the station platform and the baggage claim area. The work is described as \"a sequence of images related to time and motion\". Bourdette also installed bronze rails that lead passengers from the escalators to the platform and blue chevrons on the platform pavement to depict movement.\n\nServices\nPortland International Airport station is served by TriMet's MAX Red Line, which connects the airport to Northeast Portland, Portland City Center, and central Beaverton. In late 2018, the station recorded an average of 2,461 boardings on weekdays. The day's first train arrives from Beaverton Transit Center. The last three westbound trips travel eastbound to Ruby Junction/East 197th Avenue station as through services of the Blue Line. Headway between trains varies from 15 minutes for most of the day to 30 minutes during the early mornings and late evenings. Services operate on all days of the week and are the most frequent on weekdays. Trains from the station take approximately 40 minutes to reach Pioneer Square in downtown Portland—where transfers to all lines are available—and approximately 65 minutes to reach the other end of the line at Beaverton Transit Center.\nPassage 2:\nGerald R. Ford International Airport\nGrand Rapids Gerald R. Ford International Airport (IATA: GRR, ICAO: KGRR, FAA LID: GRR) is a commercial airport in Cascade Township approximately 13 miles (21 km) southeast of Grand Rapids, Michigan, United States. The facility is owned by the Kent County Board of Commissioners and managed by an independent authority. The Federal Aviation Administration (FAA) National Plan of Integrated Airport Systems for 2017–2021 categorized it as a small hub primary commercial service facility.The facility opened as the Kent County Airport and later became Kent County International Airport. In December 1999, the airport was renamed for Gerald R. Ford, the 40th Vice President and the 38th President of the United States. Ford represented the Grand Rapids area in the United States House of Representatives from 1949 to 1973.\nThe airport is the largest commercial airport in the West Michigan region and is the second-largest airport in Michigan after Detroit Metropolitan Airport. GRR covers 3,127 acres (1,265 ha).The airport currently has flights to 37 domestic airports.\n\nHistory\nGrand Rapids' first airport broke ground in November 1919, four miles (6.4 km) south of downtown. This was eight years after the area witnessed its first landing, a Wright biplane at Comstock Park State Fairgrounds on September 10, 1911. The airport was operated by the Kent County Board of Supervisors.\nThe first scheduled air service in the United States was between Grand Rapids and Dearborn on a Ford-Stout monoplane named Miss Grand Rapids, which started July 26, 1926.\nIn 1938–39, the Works Progress Administration made improvements including new runways and runway widening, fencing, sodding, lighting, remodeling the administration building and construction of a new restaurant.Circa 1940, the airport extended between 32nd and 36th Streets, from Jefferson Avenue east to the railroad; the west end was soon expanded south to just north of Himes Street and in the 1950s runway 18/36 was extended to 5700’ and reached south to 44th Street.\nIn 1959, the county began construction on the present airport in Cascade Township, several miles east of the first airport. The new airport opened November 23, 1963, and was dedicated June 6, 1964; it had a 6,600-foot (2,000 m) runway designated 08/26 and a 3,400-foot (1,000 m) designated 18/36. The first scheduled jet was a United Airlines Boeing 737-200 on April 28, 1968, from Chicago O'Hare. The aircraft, N9003U, was named 'City of Grand Rapids'. In 1968, the only scheduled non-stops beyond Michigan were to Chicago and Green Bay.\nOn January 27, 1977, the Board of Commissioners renamed Kent County Airport as Kent County International Airport with the opening of a U.S. Customs Service Office in the main terminal building.\nIn 1997, the board added the 8,500-foot (2,600 m) runway 17/35 to allow continued operations during a $32 million reconstruction of runway 8R/26L, completed in 2001. It completed a passenger terminal renovation in 2000 at a cost of approximately $50 million.In 2004, the airport served more than 2 million passengers for the first time in a year. In 2010, the airport broke the 2004 record with almost 2.2 million passengers, as increase of over 23% from 2009.\nOn January 2, 2007, a U.S. Air Force jet carried the remains of former president Gerald Ford to his namesake airport as part of funeral services culminating in burial at his presidential museum in Grand Rapids the next day.\nFrom April 2010 through October 2011, the airport was a focus city for Allegiant Air.Air Canada operated the airport's only international flights to Toronto Pearson International Airport from July 2008 until September 2013. It was the airline's second attempt at service between the two markets.Delta Air Lines operates Boeing 757-200s seasonally between Grand Rapids and Detroit during the summer, making it the largest aircraft to serve GRR.Allegiant Air announced in mid-January 2019 that they would be making the airport one of Allegiant's 16 focus cities once again. After dropping GRR as a focus city in 2011, Allegiant is upgrading GRR again to a focus city adding Nashville, Tennessee, and Savannah-Hilton Head, Georgia, as new routes.In 2013 the airport began building a natural treatment system to improve stormwater management practices and safeguard the waters of the Thornapple River. The new, innovative system will include a biological treatment system that will improve collection of stormwater runoff and naturally remove sediments and pollutants before sending the water to the Thornapple River, which flows just east of the airfield.The airport eliminated the two separate security checkpoints in each concourse and created one consolidated checkpoint in the grand hall area to help traffic flow much faster and to be prepared for future growth. In addition, the grand hall area and the entrance area to the airport was renovated with more shopping and dining options. Work began in late 2015 and completed in June 2017.The airport began construction of a roof over the parking deck in March 2015 to increase close-in, covered, long-term parking. The roof covers most of the fourth floor, though some spaces on the fourth and third floors remain uncovered due to airfield sight-line requirements for the FAA control tower. The garage roof was completed in November 2015 and will allow use of the fourth floor spaces during heavy snow.In 2016, the airport partnered with the Cascade Community Foundation on plans to renovate the current outdoor viewing area to make it a larger, more inviting place for people to relax. The renovated park opened in May 2017.In November 2018 the airport began the phase II of the Gateway Transformation Project, reconstructing the baggage claim, check-in, and front of house areas, and have completed the apron reconstruction adding new pavement to the apron and taxiway areas.\n\nFacilities\nGerald R. Ford International Airport has two parallel east–west runways and one north–south runway. Along with cargo and general aviation facilities, the airport has a passenger terminal with two concourses: A has seven gates and B has eight. Runways 08R/26L and runway 17/35 have ILS. The airport also has a 5,000-foot (1,500 m) general aviation runway north of the main 08R/26L runway.\nIn September 2017, the airport celebrated the opening of phase one of their Gateway Transformation, a 59,000 square foot addition onto the passenger terminal facility that included a consolidated passenger security screening checkpoint, a new Marketplace with expanded retail and food & beverage offerings, new business centers and lounges, and much more. Concourse A's tenants are Allegiant Air, Delta Air Lines, American Airlines and Frontier Airlines. Southwest Airlines and United Airlines occupy Concourse B. All gates have climate-controlled jetways.\nThe airport is served by Signature Flight Support, which operates an FBO on the field. Besides fuel, the facility provides general maintenance, aircraft parking, courtesy and rental cars, conference rooms, pilot supplies, a crew lounge, snooze rooms, and more.When new baggage screening regulations were introduced by the Transportation Security Administration in 2002, the airport was the first in the nation to conduct trials on the new screening machines. The baggage processing areas were too small for the machines so they were placed in the passenger lobby.The airport is also home to the West Michigan Aviation Academy, a public charter high school that focuses on aviation, STEM, and robotics educations. The school offers a fleet of Cessna 172 aircraft for flight training, allows students to build a Carbon Cub EX2 plane, and has a Redbird LD flight simulator.\n\nAirlines and destinations\nPassenger\nSource:\n\nCargo\nSource: Flight Aware\n\nStatistics\nTop domestic destinations\nAirline market share\nAnnual traffic\nGround transportation\nThe airport is at the intersection of 44th Street and Patterson Avenue. It abuts I-96 on the east, M-6 on the south, M-37 on the west, and M-11 on the north.\nMetro Cab and Metro Cars provides taxi and luxury sedan service and the airport is served by Avis, Budget, Enterprise, Hertz, and National/Alamo rental car companies on-site.Rapid route 17, Woodland/Airport, travels between the airport and Woodland Mall (Kentwood Station) on weekdays between 6:30 a.m. and 10:30 p.m. From Woodland Mall, passengers can continue on to downtown or parts of the east side of Grand Rapids via routes 5 and 6, or across town to Grandville and Wyoming on routes 24, 28, and 44.\n\nPlanned development\nIn late August 2019, the airport made an announcement about its next focus, Project Elevate. This phase of airport development, consisting of three major projects, includes a $90 million expansion and extension of Concourse A to encompass 8 more gates, a $50 million relocation and construction of a new air traffic control tower as well as a $25 million federal inspection station to facilitate departures and arrivals of direct international flights.A $156 million rental car facility was announced in 2023 and is expected to be completed by late 2025.\n\nAccidents & Incidents\nOn May 9, 2008, a Cessna 208 Caravan operating for Federal Express by CSA Air crashed just north of Grand Rapids. The pilot was injured.\nOn September 6, 2010, a Cessna 210 Centurion that departed from Grand Rapids made an emergency landing in a field due to an engine failure. The aircraft was on a training flight at the time of impact. The probable cause of the accident was found to be a fatigue failure of the crankshaft due to the loss of engine case through-bold torque.\nOn October 29, 2012, a Delta Air Lines McDonnell Douglas MD-88 diverted to the airport after an engine issue. The engine was shut off and the plane was able to land safely.\nOn January 9, 2022, an aircraft returned to the airport due to a landing gear problem. It landed safely back at the airport.\nOn July 8, 2022, an American Airlines flight en route from Chicago to Buffalo, New York diverted to Grand Rapids due to smoke in the cockpit. The plane landed safely and there were no injuries.\nOn December 16, 2022, a Delta Air Lines Airbus A320 departed Grand Rapids for Minneapolis–Saint Paul and returned shortly after departure following an engine failure. The aircraft landed safely and the 147 passengers and crew were uninjured.\nPassage 3:\nPortland International Airport\nPortland International Airport (IATA: PDX, ICAO: KPDX, FAA LID: PDX) is a joint civil–military airport and the largest airport in the U.S. state of Oregon, accounting for 90% of the state's passenger air travel and more than 95% of its air cargo. It is within Portland's city limits just south of the Columbia River in Multnomah County, 6 miles (10 kilometers) by air and 12 mi (19 km) by highway northeast of downtown Portland. Portland International Airport is often referred to by its IATA airport code, PDX. The airport covers 3,000 acres (1,214 ha) of land.Portland International Airport has direct flights and connections to most major airports throughout the United States, and non-stop international flights to Canada, Germany, Japan, Mexico, the Netherlands, Iceland and the United Kingdom. The airport is a hub for Alaska Airlines. It also has a maintenance facility for Alaska Air subsidiary Horizon Air. General aviation services are provided at PDX by Atlantic Aviation. The Oregon Air National Guard has a base on the southwest portion of the airport property grounds, and is also the host unit of the 142nd Fighter Wing (142 FW), which operates the F-15 Eagle. Local transportation includes the MAX Red Line light rail, which takes passengers between PDX and downtown Portland, as well as farther west to Beaverton. There is also Interstate 205, which connects to southwestern Washington (north from PDX) along with many suburbs of Portland (south from PDX).\nPDX receives top honors among many polls: Travel + Leisure magazine 2013 readers' poll for best US airport; Condé Nast Traveler in 2006, 2007, 2008, and 2010: top airport for business travelers; #1 in 2015, 2016, and 2019 by J.D. Power and Associates for U.S. \"Large Passenger Airports\" and overall highest amongst passenger satisfaction; the 2015 ALPA Airport of the Year.\n\nHistory\nPortland's first airport was the Swan Island Municipal Airport, northwest of downtown Portland on the Willamette River. The Port of Portland purchased 256 acres (104 ha) and construction began in 1926. Charles Lindbergh flew in and dedicated the new airfield in 1927.\nBy 1935 it was becoming apparent to the Port of Portland that the airport was becoming obsolete. The small airfield couldn't easily be expanded, nor could it accommodate the larger aircraft and passenger loads expected to become common to Portland. Plans immediately were conceived to relocate the outdated airfield to a larger site. The Swan Island area is now used by the Port of Portland as an industrial park.\n\nConstruction and early operations\nThe Portland City Council purchased the present PDX site in 1936. It was 700 acres (280 ha) bordered by the Columbia River in the north and the Columbia Slough in the south. The city council issued US$300,000 and asked the Port of Portland to sponsor a US$1.3 million Works Progress Administration (WPA) grant to develop the site into a \"super airport\". The project provided badly needed Great Depression-era jobs. Construction of the airport steadily employed over 1,000 men, and was described by historian Neil Barker as \"Portland's most significant public works improvement during the New Deal era\". The WPA and Port of Portland faced difficulties in preparing the site for construction because the low-lying area was frequently covered by flood waters from the Columbia River. Workers covered the area with over 4 million cubic yards (3,100,000 m3) of sand to help drain it of water, and constructed a series of dikes to control flooding. Two runways capable of serving the modern aircraft of the time were operational by 1941. The airport was designated Portland–Columbia Airport to distinguish it from then-operating Swan Island Airport. During World War II, the airfield was used by the United States Army Air Forces.\nThe \"super airport\" had a terminal on the north side, off Marine Drive, and five runways (NE-SW, NW-SE, and an E-W runway forming an asterisk). This configuration was adequate until a new terminal and a longer, 8,800-foot (2,700 m) east–west runway were constructed in 1952. View airport diagrams: 1955 and 1965\nIn 1948 the entire airport grounds were flooded during the Vanport Flood, forcing scheduled airline services to reroute to nearby Troutdale Airport. The grounds were under water for several months.\n\nNew terminal (1950s)\nA new terminal opened in 1959, which for the most part serves as the present facility. The new terminal is located to the east of the original runways, and north of the then-new 8,800 ft (2,700 m) runway. Construction of a second east–west runway to the north made this a midfield terminal. At this point, all but the NE-SW (3/21) runway in the original \"X\" were abandoned and turned into taxiways. 3/21 was extended for use as a cross-wind runway. \"International\" was added to the airport's official designation after the 1950s-era improvements.\nPlans made in 1968 to add a third runway by means of filling in parts of the Columbia River were met with vocal public opposition and scrapped. The airport switched from screening passengers at individual gates to screening all visitors at concourse entrances in 1973 as new FAA regulations went into effect. In 1974, the south runway was extended to 11,000 feet (3,400 m) to service the newest jumbo jets. The terminal building was renovated and expanded in 1977.By the 1980s, the terminal building began an extensive renovation in order to update PDX to meet future needs. The ticketing and baggage claim areas were renovated and expanded, and a new Concourse D for Alaska Airlines was added in 1986. Concourse E was first to be reconstructed in 1992, and featured PDX's first moving sidewalks. The Oregon Marketplace, a small shopping mall, was added in the former waiting areas behind the ticket counters.\nThe early 1990s saw a food court and extension added to Concourse C, and the opening of the new Concourse D in 1994. This marked the first concessions inside secured areas, allowing passengers to purchase items without having to be re-screened.\nAn expanded parking garage, new control tower, and canopy over the curbside were finished in the late 1990s. Although hailed by architectural critics, the canopy blocked views of Mount Hood from the curbside. On July 31, 1997, during construction, the garage addition collapsed due to inadequate bolts holding girders together and inadequate securing of structural members, killing three steelworkers.The present H-shape of the PDX terminal, designed by Zimmer Gunsul Frasca Partnership, was completed on September 10, 2001, when the new A, B and C concourses, as well as the light rail line, were finished. Probably the most stunning portion of PDX's interior, the new concourses reflect a Northwest theme, focusing heavily on the nearby Columbia River. A huge celebration was to be held the following weekend, but the events of September 11, 2001, interceded. The new concourses, designed to be public spaces, were closed to non-passengers.\nIn August 2005, the concourse connector was opened. This is a long hallway on the secure side of the airport that connects the A, B and C concourses to the D and E concourses on the other side of the airport. If there is a long line at the checkpoint at one end of the airport, passengers may use the other checkpoint and walk through the connector to their desired concourse. The connector closed permanently on January 5, 2021, to make room for terminal expansion.The airport's carpet, installed in 1987, was designed to stylize the criss-crossing north and south runways. Beginning in 2014, a new design replaced the original pattern. In response, many residents created products to celebrate the carpet as a local icon.In December 2016, The Port of Portland renovated the security checkpoints and immigration facilities as part of its PDXNext project. This included the relocation, and wider of the exit lanes by the security checkpoints and upgraded security on both sides of the terminal.\n\nTerminal expansion (2020s)\nIn the latter half of 2016, the Port of Portland and several airlines at PDX approved a project intended to balance the use of the terminal and concourses at Portland International Airport. The subsequent project extended Concourse E by 750 feet (230 m) and added 6 new gates to the facility. After the project, Southwest Airlines relocated its operations from Concourse C to the newly expanded Concourse E, alongside United Airlines. With the relocation of Southwest Airlines to Concourse E, Alaska Airlines, American Airlines and JetBlue Airways became the primary users of Concourses B and C. Construction on this project began in the spring of 2017 and opened to passengers on July 15, 2020.Concourse A was demolished in November 2019 due to the age and space of the structure and was replaced by an expanded Concourse B. The extension featured 4 jet bridges, 6 ground loading zones, and improved concession stands. All Horizon operations that operated out of Concourse A was temporarily moved to Concourse C until the expanded Concourse B was completed. The new concourse opened on December 8, 2021.In March 2020, the main terminal began a 5-year expansion process to generate more open space in the pre-security area and an expansion of 150 feet toward the west. The Concourse Connector was closed in January 2021 and the Clocktower Plaza closed 3 months later to make room for the expansion. During construction, the remains of the concourse connector will be reused for passengers to bypass the construction zone to get to concourses C and D. Construction of the new main terminal is expected to be complete by 2025.\n\nDomestic service\nThe April 1957 OAG shows 38 United departures per day, ten West Coast, eight Northwest and six Western. Alaska had four a week and Pacific Northern had three; Pan Am and Northwest both flew SEA-PDX-HNL and back, Pan Am with five DC-7C round trips a week and Northwest with four DC-6Bs. Portland's first jets were Pan Am 707-321s about October 1959.\nIn 1966 PDX had nonstop flights to SLC, DEN, ORD and no other cities farther east than Boise; in 1977 nonstops reached LAS–PHX–DEN–DFW–ORD and no others east of Boise. In 1967 United started PDX's first transcon nonstop, to JFK; it ended in 1973.\nBy 1974, the airport was served by Braniff, Cascade, Continental, Eastern, Hughes Airwest, Northwest Orient, Pan Am, United and Western, and the Seattle route was served by seven airlines with aircraft as large as Boeing 747s.Air Oregon started short-haul service from Portland following deregulation in 1978, and by 1979 had routes to seven other cities in Oregon.In the 1980s Air California had nonstop flights to Seattle, Reno and the Bay Area; PSA (Pacific Southwest Airlines) had nonstops to San Francisco and one or two to Reno and Sacramento. In 2010 Northwest's former Honolulu service was eliminated by Delta altogether. In 2015, Delta resumed its seasonal service to Honolulu.\nUnited was the dominant carrier at PDX during the regulated era and through the 1980s.On May 30, 2022, Alaska Airlines added New Orleans' Armstrong International Airport to its schedule, and in doing so, added the only domestic FAA-designated \"large hub\" airport missing from the southern airfield's roster. Flights AS142 and AS143 will operate daily, beginning January 5, 2023, between Portland and New Orleans, operated by a Boeing 737-900ER.\n\nInternational service\nThe first international nonstop was Western's 720B to Vancouver in 1967.\nUnited Airlines, then the dominant carrier at PDX, used Portland as a once-weekly stop for its Chicago–O'Hare-Tokyo–Narita service from 1983 to 1987. The flight stopped in Seattle/Tacoma six days a week and in Portland once a week. After United Airlines acquired Pan American World Airways' Asian routes in 1986, they were able to use Pan American World Airways' Boeing 747SP aircraft to eliminate the West Coast stop.As United Airlines made plans to end Tokyo service from Portland, Delta Air Lines applied to begin Atlanta-Tokyo service via Portland using Lockheed L-1011 aircraft. Like United Airlines, Delta Air Lines lacked aircraft that could fly to Japan nonstop from the eastern United States; Delta Air Lines also lacked a West Coast hub at the time, and saw Portland as favorable international and domestic hub over Seattle, which was dominated by Northwest Airlines. After beginning Tokyo service in 1986, Delta Air Lines added a flight to Seoul in 1988, coinciding with the 1988 Summer Olympics; the Seoul flight was later extended to Hong Kong, Beijing, Shanghai, and Taipei. By 1994, Delta Air Lines had introduced McDonnell Douglas MD-11 aircraft, and added another transpacific flight to Nagoya and domestic flights to New York City, Anchorage, Fairbanks, and other destinations. Delta Air Lines's hub had peaked in 1998, with additional service to Osaka and Fukuoka.The 1997 Asian Financial Crisis hurt Delta Air Lines's operation, and international travel decreased even further due to complaints about treatment at the immigration facility in Portland, leading it to be nicknamed \"DePortland\". The combination of these factors caused Delta Air Lines to discontinue what was then the last direct flight from Portland to Tokyo and from Portland to Nagoya in March 2001. This change brought local media scrutiny. This then combined with the resulting congressional pressure, caused the officials in charge of the immigration facility to address the problems.\nMeanwhile, local travel businesses had begun recruiting other carriers. Lufthansa started direct flights to Frankfurt, Germany, in 2003, but suspended the route in 2009 citing lack of profitability. Northwest Airlines introduced non-stop flights to Tokyo–Narita on June 10, 2004, reviving a route terminated by Delta. Mexicana Airlines also introduced service to Guadalajara and Mexico City; after 5 years of service, Mexicana Airlines withdrew in 2008 due to high fuel prices and change in demand.Northwest Airlines added nonstop service to Amsterdam in 2008. The service was reduced that year to a Northwest-operated Delta-flown 767-300, and occasionally a Northwest-operated Delta-flown 767-400. The service has since been fluctuating between 767-300s, 767-400s and A330-300s depending on the season. Air Canada operated seasonal service to Toronto–Pearson from 2010 to 2012 but was then resumed in May 2016. Since 2014, three more foreign carriers have begun service at PDX: Volaris with service to Guadalajara, Condor with seasonal service to Frankfurt, and Icelandair with seasonal service to Reykjavík–Keflavík. British Airways also recently announced service to London–Heathrow beginning in June, 2022.\nFollowing its acquisition of Northwest, Delta Air Lines has maintained Northwest's nonstop flights to Amsterdam and Tokyo. The latter required a one-time $3.5 million subsidy from the Port of Portland to Delta in 2009 to maintain the route.On May 31, 2016, Delta Air Lines announced seasonal nonstop service to London–Heathrow in the United Kingdom, which began on May 26, 2017. This service ended the following year. British Airways announced a year-round service to LHR which is scheduled to start in June 2022.\nIn May 2017, Delta Air Lines and Aeroméxico announced new non-stop service from Portland to Mexico City using Aeroméxico flown Boeing 737-800 aircraft, which began on December 1, 2017, but ended on January 7, 2019.On June 3, 2022, British Airways launched a non-stop flight to London Heathrow 4x a week with a Boeing 787-8. It was the first time in 4 years the two cities were connected via nonstop flights.\n\nTerminal\nThere is one passenger terminal in the airport, with four concourses split between two sides. From January 5, 2021, until late 2023, the two sides are not connected beyond security. The airport also offers many complimentary services such as free Wi-Fi wireless internet access, a children's play area, and postal services.\nThe airport has a shopping mall behind its ticketing counters, with all shops and restaurants open every day. Because the state is one of the few in the nation with no sales tax, all stores offer tax-free shopping. The Port of Portland also requires all airport shops and restaurants to practice fair retail pricing—businesses are not allowed to charge more than at off-airport locations. Stores include national stores and Oregon-based ones such as Made in Oregon, Nike, Columbia Sportswear, Powell's Books, and Oregon Pendleton Shop among others. Food services also are a mix of national chains and local options.Several local food carts are located within the pre-security concourse.\n\nConcourses and terminals\nThe two sections of the main terminal (South and North) at Portland International Airport have four concourses (B, C, D, E). In addition, Portland International Airport handles many operations from a variety of cargo transportation airlines.\nThe international section of Concourse D was renamed the Governor Victor G. Atiyeh International Concourse to honor the former Oregon governor, who was also known as \"Trader Vic\" for launching international tourism and trade initiatives during his gubernatorial term.\n\nSouth TerminalConcourse B has 10 gates (B1–B10)\nConcourse C has 23 gates (C1–C23)North TerminalConcourse D has 15 gates (D1–D15)\nConcourse E has 12 gates (E2–E13)There are 60 gates within the two passenger terminals.\n\nAirport lounges\nSouth Terminal\nConcourse B: None\nConcourse C: Alaska Lounge – across from Gate C5North Terminal\nConcourse D: Delta Sky Club – across from Gate D6\nConcourse E: United Club – across from Gate E2\n\nAirport facilities\nInfrastructure\nJet fuel is supplied via the Portland Jet Line, an 8 inches (200 mm) Kinder Morgan fuel pipeline running from the Northwest Industrial area of Portland's Willbridge Terminal to the airport. Willbridge contains 40 tanks, connected to the 14 inches (360 mm) Olympic pipeline and 8 inches (200 mm) Eugene pipeline, BNSF rail, truck, and ships.\n\nBicycle resources\nThe lower terminal roadway near the TriMet MAX Red Line station has a work station and assembly for repairing bicycles. The Oregon Welcome Center also has a \"Tool check-out\".\n\nMini-movie theater\nIn February 2017, the Hollywood Theatre opened a microcinema within the post-security section of concourse C near gate C5. The theater has seventeen seats, with an additional standing only room. The films shown run for approximately fifteen minutes, are free of charge and showcase the work of Portland-based filmmakers, primarily focused on the culture of the Pacific Northwest.\n\nDistillery\nOperating at Portland International Airport since the summer of 2013, House Spirits Distillery upgraded and expanded their presence at the airport in 2017 from a mobile kiosk to a larger, permanent retail location within concourse C, across from gate C6. Known for the anchor of Portland's \"Distillery Row\", House Spirits Distillery was recognized as the nation's \"Best New Specialty Retail Concept, Small Operator\" as awarded in 2015 by the Airport Revenue News. They were recognized for their immersive retail experience at the airport and its offerings of product tastings, branded apparel and distilled beverages. House Spirits Distillery is currently the first distillery in the world to operate a spirits tasting room within an airport location.In addition to selling spirits and other curated items, House Spirits Distillery will also provide mini classes to introduce PDX fliers to their products during airport down time. The new retail experience is inspired by their new facility in Southeast Portland which opened in November 2015 and expanded the company's production capacity sixfold.\n\nAirlines and destinations\nPassenger\nCargo\nStatistics\nTop destinations\nAirline market share\nAnnual traffic\nGround transportation\nPublic transit service to the airport is provided by TriMet, the metropolitan area's primary transit agency, with its MAX Red Line light rail service. During late nights, service is provided by the 272-PDX Night Bus route. The 1986-opened MAX Light Rail system was extended to the airport in 2001. The Red Line originally provided service as far as downtown Portland only, but in 2003 it was extended west to Beaverton. The light rail station is located only about 150 ft (50 m) from the airport's baggage claim area. Prior to 2001, TriMet service to the airport consisted of bus route 72-82nd Avenue from 1970 to 1986, and route 12-Sandy Blvd. from 1986 to 2001.C-Tran route 67 bus connects the airport to Fisher's Landing Transit Center in east Vancouver, Washington.\nBy road, the terminal is accessible from exit 24 on Interstate 205.\n\nAccidents and incidents\nOn October 1, 1966, West Coast Airlines Flight 956 crashed in a desolate section of the Mount Hood National Forest during descent into Portland International Airport. Of the 18 passengers and crew, there were no survivors. The probable cause of the accident was \"the descent of the aircraft below its clearance limit and below that of surrounding obstructing terrain, but the Board was unable to determine the cause of such descent.\" The accident was the first loss of a Douglas DC-9.\nOn December 28, 1978, United Airlines Flight 173 was en route to Portland International Airport from Stapleton International Airport in Denver, Colorado. On approach to Portland International Airport, the crew lowered the landing gear which caused a loud thump, abnormal vibration, unusual yaw, and the landing gear indicator lights failed to light. The plane circled Portland while the crew investigated the problem. After about an hour, the plane exhausted its fuel supply and crashed into the suburban neighborhood of East Burnside Street and NE 158th Ave. Of the 189 passengers and crew on board, ten died and 24 more were injured. An investigation revealed that the crash was caused by \"the failure of the captain to properly monitor the aircraft's fuel state\". This accident's investigation led to substantially improved aviation safety by widespread adoption of crew resource management which emphasizes crew teamwork and communication instead of a command hierarchy.\nOn February 16, 2008, visibility of 1/8 mile was a possible factor in the fatal accident that took the life of the pilot, Oregon doctor Richard Otoski, a Klamath Falls dermatologist flying his Columbia 400. The accident took place just short of runway 10R at Portland International Airport. Otoski was the only person on board the aircraft, manufactured by the former Lancair Company. \"Damn it... we're gonna crash\" were the last words PDX controllers heard from N621ER. The aircraft was apparently in the process of making another missed approach in poor visibility following the ILS when it clipped an airport perimeter fence, crashed, and soon caught fire. The aircraft had departed from Klamath Falls 90 minutes earlier.\n\nAirport ratings\nTravel + Leisure\nIn 2013, a Travel + Leisure magazine readers' poll named PDX as the best US airport, based on its on-time record, dining, shopping, and mass transportation into the main parts of the city. In 2015, ten new restaurants opened at PDX, making it a \"foodie haven\" according to travelers. PDX also got significant recognition for its unique carpet pattern, which was replaced throughout the entire airport with newer carpet that contains a similar design.\n\nCondé Nast Traveler\nIn 2006, 2007, 2008, and 2010, PDX was identified as the top airport for business travelers in the United States by Condé Nast Traveler magazine. The Condé Nast ranking was based upon criteria including location and access, ease of connections, food, shops, amenities, comfort and design, and perceived safety and security; PDX received the top overall score, and the magazine noted the airport's environmentally friendly initiatives, including the airport's use of solar panels for power, its connection to the MAX Light Rail, and the recycling of its restaurants' used oil and grease.\n\nJ. D. Power and Associates\nThe 2015, 2016, and 2019 J.D. Power and Associates rankings for US \"Large Passenger Airports\" lists PDX at the #1 spot and overall highest among passenger satisfaction criteria.\n\nAir Line Pilots Association, International\nIn 2015 the Air Line Pilots Association, International, Airport and Ground Environment Group recognized Portland International Airport as the recipient of the Airport of the Year. The award was given as a result of the collaboration and partnering between PDX and ALPA on important on-going airport safety and construction issues.\n\nGallery\nSee also\nOregon World War II Army Airfields\nPearson Field\nPortland-Mulino Airport\nTourism in Portland, Oregon\nWestern Air Defense Force\nPassage 4:\nUnited Airlines Flight 173\nUnited Airlines Flight 173 was a scheduled flight from John F. Kennedy International Airport in New York City to Portland International Airport in Portland, Oregon, with a scheduled stop in Denver, Colorado. On December 28, 1978, the aircraft flying this route ran out of fuel while troubleshooting a landing gear problem and crashed in a suburban Portland neighborhood near NE 157th Avenue and East Burnside Street, killing 10 on board.\n\nAircraft\nThe aircraft involved was a Douglas DC-8 60 series, powered by four Pratt & Whitney JT3D engines and delivered new to United Airlines in May 1968. The aircraft was registered N8082U and was the 357th DC-8 built at the Long Beach assembly plant. The 60 series was a stretched version of the DC-8 that was 36.7 ft (11.2 m) longer than the DC-8 series 10 through 50.\n\nFlight\nFlight 173 was piloted by an experienced cockpit crew, consisting of Captain Malburn \"Buddy\" McBroom (age 52), First Officer Roderick \"Rod\" Beebe (45), and Flight Engineer Forrest \"Frosty\" Mendenhall (41). McBroom had been with United Airlines for 27 years; he was one of the airline's most senior pilots with more than 27,600 hours of flight time, of which about 5,500 hours had been as a DC-8 captain. Beebe had been with the airline for 13 years and had logged more than 5,200 flight hours. Mendenhall had close to 3,900 flight hours and had been with the airline for 11 years. The first officer and flight engineer had over 2,500 hours of flying experience between them in the DC-8.Flight 173 departed from Denver's Stapleton International Airport at 15:47 MST with 189 people on board—eight crew and 181 passengers. The estimated flight time was 2 hours and 26 minutes, and the planned arrival time in Portland was 17:13 PST, about 40 minutes after sunset. According to the automatic flight plan and monitoring system, the total amount of fuel required for the flight to Portland was 31,900 lb (14,500 kg). About 46,700 lb (21,200 kg) of fuel were on board the aircraft when it departed the gate in Denver.\nAs the landing gear was being lowered on approach to Portland International Airport, the crew felt an abnormal vibration and yaw of the aircraft and a lack of an indicator light showing the gear was lowered successfully. The crew requested a holding pattern to diagnose the problem, and for about the next hour, the crew flew over southeast Portland and worked to identify the status of the landing gear and prepare for a potential emergency landing. During this time, none of the three cockpit flight crew effectively monitored the fuel levels, which was exacerbated by the fact that the gear was down with the flaps at 15° during the entire hour-long holding maneuver, significantly increasing fuel burn rate. As a result, the number 3 and 4 engines flamed out.\nAs the crew prepared for a final approach for an emergency landing on runway 28L, they lost the number one and number two engines to a flameout, at which point a mayday was declared. This was the last radio transmission from Flight 173 to air traffic control; it crashed into a wooded section of a populated area of suburban Portland, about six nautical miles (11 km; 7 mi) southeast of the airport.Of the crew members, two were killed, flight engineer Mendenhall and lead flight attendant Joan Wheeler; two sustained injuries classified by the National Transportation Safety Board (NTSB) as \"serious\", and four sustained injuries classified as \"minor/none\". Eight passengers died, and 21 had serious injuries.The 304th Aerospace Rescue and Recovery Squadron of the Air Force Reserve, based at Portland International Airport, was conducting routine training flights in the area that evening. Airborne aircraft from this unit (HH-1H Huey helicopters) were immediately diverted to the crash scene and proceeded to transport many of the survivors to local hospitals.\n\nCrash investigation and report\nThe NTSB investigation revealed that, when the landing gear was lowered, a loud thump was heard. That unusual sound was accompanied by abnormal vibration and yaw of the aircraft. The right main landing gear retract cylinder assembly had failed due to corrosion, and that allowed the right gear to free fall. Although it was down and locked, the rapid and abnormal free fall of the gear damaged a microswitch so severely that it failed to complete the circuit to the cockpit green light that tells the pilots that gear is down and locked. Those unusual indications (loud noise, vibration, yaw, and no green light) led the captain to abort the landing, so they would have time to diagnose the problem and prepare the passengers for an emergency landing. While the decision to abort the landing was prudent, the accident occurred because the flight crew became so absorbed with diagnosing the problem that they failed to monitor their fuel state and calculate a time when they needed to return to land or risk fuel exhaustion.\n The Safety Board believes that this accident exemplifies a recurring problem—a breakdown in cockpit management and teamwork during a situation involving malfunctions of aircraft systems in flight… Therefore, the Safety Board can only conclude that the flight crew failed to relate the fuel remaining and the rate of fuel flow to the time and distance from the airport, because their attention was directed almost entirely toward diagnosing the landing gear problem.\nThe NTSB determined the following probable cause:\n The failure of the captain to monitor properly the aircraft's fuel state and to properly respond to the low fuel state and the crewmember's advisories regarding fuel state. This resulted in fuel exhaustion to all engines. His inattention resulted from preoccupation with a landing gear malfunction and preparations for a possible landing emergency.\nThe NTSB also determined the following contributing factor:\n The failure of the other two flight crewmembers either to fully comprehend the criticality of the fuel state or to successfully communicate their concern to the captain\nThe fuel situation was known to be on the minds of the pilot and crew to some degree. Transcripts of cockpit recordings confirm this. Media reports at the time suggested that a not widely known problem existed with fuel state gauges on that model aircraft. The problem was not widely known in part because commercial aircraft are expected to fly with no less than a 45-minute reserve of fuel at all times. The gauge problem is addressed, though obliquely, in one of the safety board's recommendations:\n\n Issue an Operations Alert Bulletin to have FAA inspectors assure that crew training stresses differences in fuel-quantity measuring instruments and that crews flying with the new system are made aware of the possibility of misinterpretation of gauge readings. (Class II, Priority Action, A-79-32)\nWhile the totalizer fuel gauge issue might have contributed to the crew's confusion toward the end of the flight, the NTSB report emphasized that the captain should never have allowed such a situation to develop in the first place. The NTSB made the following recommendation to specifically address that concern:\n\n Issue an operations bulletin to all air carrier operations inspectors directing them to urge their assigned operators to ensure that their flightcrews are indoctrinated in principles of flight deck resource management, with particular emphasis on the merits of participative management for captains and assertiveness training for other cockpit crewmembers. (Class II, Priority Action, X-79-17)\n\nAftermath\nThis last NTSB recommendation following the incident, addressing flight deck resource management problems, was the genesis for major changes in the way airline crewmembers were trained. This new type of training addressed behavioral management challenges such as poor crew coordination, loss of situational awareness, and judgment errors frequently observed in aviation accidents. It is credited with launching the crew resource management (CRM) revolution in airline training. Within weeks of the NTSB recommendation, NASA held a conference to bring government and industry experts together to examine the potential merits of this training.United Airlines instituted the industry's first CRM for pilots in 1981. This program is now used throughout the world, prompting some to call the United 173 accident one of the most important in aviation history. The NTSB Air Safety Investigator who wrote the CRM recommendation was aviation psychologist Alan Diehl.Assigned to investigate this accident, Diehl realized it was similar to several other major airline accidents including United Airlines Flight 2860, which occurred a little over a year before Flight 173 and under near identical circumstances; Eastern Air Lines Flight 401; and the Tenerife airport disaster. Diehl was familiar with the research being conducted at NASA’s Ames Research Center and believed these training concepts could reduce the likelihood of human error.Held responsible for the accident, Captain McBroom lost his pilot's license and retired from United Airlines shortly afterwards. He spent his remaining years battling health problems related to injuries sustained in the crash, as well as lung and prostate cancers. Family members and passengers who spoke to McBroom at a 1998 reunion of crash survivors reported he was \"a broken man\" plagued by guilt over his role in the accident. He died on October 9, 2004 at age 77.One of the surviving passengers, a three-year-old in 1978, was awarded US$900,000 in damages from the airline by a Portland jury in 1984. She was injured and both her little sisters and her parents were killed.Published in February 2018, Crash Course by Julie Whipple focuses on the events of the night of the crash, the investigation, and aftermath of the crash.\n\nIn popular culture\nThe events of Flight 173 were featured in \"Focused on Failure\" (also known as \"Fatal Fixation\"), a season-12 (2012) episode of the Canadian TV series Mayday (called Air Emergency in the US and Air Crash Investigation in the UK and elsewhere around the world).\nIt is featured in season 2, episode 1, of the TV show Why Planes Crash, in an episode called \"Crisis in the Sky\".\n\"One Against the Storm\" By Stanley C. Mann 1980 ISBN 0938662007 Paperback Bailey/sullivan \"About Joan Wheeler\"\n\nSee also\nAviation safety\nList of accidents and incidents involving commercial aircraft\nList of airline flights that required gliding\nPassage 5:\nPortland International Airport carpet\nThe carpet at Portland International Airport (PDX) in Portland, Oregon, featured geometric shapes on a teal background, representing the intersection of the north and south runways seen by air traffic controllers from the airport's tower at night. SRG Partnership designed it in 1987, and since then, the carpet has received much media attention.\nIn 2013, the Port of Portland announced the carpet's replacement with a new pattern conceptualized by the Portland-based firm Zimmer Gunsul Frasca Architects. The announcement generated a social media \"phenomenon\" and gained attention from local and national news outlets. Removal of the original carpet began in January 2015, with the airport recycling worn portions and making remaining pieces available for sale by local retail vendors.\nIn 2015, Portland Trail Blazers point guard Damian Lillard released his first PDX carpet colorway on the Adidas D Lillard 1 sneaker. In 2016, Lillard released the colorway on the D Lillard 2, also inspired by the carpet.\nIn February 2022, it was announced that the iconic carpet would be returning to the airport when a new terminal opens in 2024.On November 14, 2022, the Portland Trail Blazers of the NBA introduced their City Edition uniforms. The uniform pays homage to the airport carpet with a sash design that mimics the geometric pattern of the carpet.\n\nBackground\nTo reduce the amount of noise created by people walking across hard terminal floors, the Port of Portland contracted SRG Partnership to design new carpeting for PDX in 1987. The SRG principal and co-designer of the carpet, John Schleuning, visited several airports before deciding what to create for the carpet at Portland International Airport. SRG steered away from the earth tones traditionally used by airports in the 1980s, incorporating blue and green into their design early on and hoping to evoke \"northwest to the core.\" Its pattern featured geometric shapes on a teal background, an abstract depiction of the intersecting north and south runways seen by air traffic controllers from the airport's tower at night. Several acres of the carpet were installed by the early 1990s.Over time, the carpet gained a cult following. Multiple social media accounts were dedicated to it and more than 20,000 pictures were posted to its official Instagram hashtag, #pdxcarpet. Airport visitors often took pictures of their feet on the carpet.The original carpet design received a positive reception by Portland residents and airport visitors, eventually reaching \"local icon\" status. Its pattern was used on a variety of products, including bicycle helmets, socks and T-shirts. In 2013, Portland Monthly published \"Ode on a Carpet\", a poem inspired by T. S. Eliot's \"The Hollow Men\" (1925). In September 2014, PDX installed an 11 ft × 16 ft (3.4 m × 4.9 m) collage made of the carpet.\n\nReplacement\nA $13 million replacement of the airport's carpet was announced in 2013, sparking social media attention that was picked up by local and national media outlets. The Port of Portland received a large number of comments from local residents who were concerned about the original carpet's future. Annie Linstrom, a spokesperson for the port district, confirmed they were investigating recycling options and considering giving away portions to locals as keepsakes. She also said that the Port of Portland \"understand[s] that people have an emotional connection to the carpet.\" In December 2013, Portland Monthly published a preview of the redesign, which was conceptualized by Zimmer Gunsul Frasca Architects of Portland. The magazine reported that the new design included \"mood-enhancing colors and a new repeating pattern, while clearly preserving key elements\" from the original carpet. Linstrom said, \"The Port hopes that travelers will grow to appreciate elements of the new carpet design over time, just as much as the old.\"\nIn January 2015, removal of the nearly-30-year-old carpet began in front of a crowd of airport employees and media. The Port of Portland's chief operating officer said: \"Normally we do these ribbon cuttings when we’re introducing a new thing, but it’s actually the reverse of that in removing the old carpet. We’re going to miss the carpet and we appreciate the community and the love of this carpet.\" Any businesses that were able to receive, stockpile, and redistribute carpet could request 1,000 square yards (840 m2) from the Port of Portland.The airport's new carpet design features natural and man-made shapes found around the airport—referencing flight, nature, and structures such as airplane wings, hiking trails, leaves, runways, and waterways. According to Oregon Public Broadcasting, the old and new carpet designs are similar in appearance \"to the untrained, out-of-towner eye.\" Installation was scheduled to continue through November 2015. Local firm Hennebery Eddy Architects is overseeing its installation, having been contracted in June 2013 to select materials and manage logistics. The new carpet is made of materials from recycled carpet and plastic bottles and jars.\nPassage 6:\nPenAir\nPeninsula Airways, operated as PenAir, was a U.S.-based regional airline headquartered in Anchorage, Alaska. It was Alaska's second-largest commuter airline operating scheduled passenger service, as well as charter and medevac services throughout the state. Its main base was Ted Stevens Anchorage International Airport. PenAir had a code sharing agreement in place with Alaska Airlines with its flights operated in the state of Alaska.\n\nHistory\nPeninsula Airways was founded by Orin Seybert in 1955. Seybert was 19 years old, living in Pilot Point, Alaska, and owned a 1946 two-seat Taylorcraft. In 1956, a four-seat Piper Tri-Pacer was added. On March 1, 1965, Peninsula Airways became incorporated and purchased the fixed base operation (FBO) in King Salmon.\nIn 1967, Peninsula Airways became a full-time subcontractor to Reeve Aleutian Airways, meeting Reeve's certificate obligations to Chignik, Perryville and Ivanoff Bay.\nIn 1969, Peninsula Airways acquired all assets of Tibbetts-Herre Airmotive, which had operated from Naknek since 1950. By 1973, regular service was provided between King Salmon and the Pribilof Island communities, St. Paul and St. George. Charter service was also extended into the Aleutian Islands, Dutch Harbor, Atka and Adak with Grumman G-44 Widgeon amphibious aircraft.\nIn 1977, two Grumman Goose amphibious aircraft were purchased from Reeve Aleutian Airways, and the sub-contract was expanded to cover all locations certificated to Reeve throughout the Alaskan Peninsula and Aleutian Islands. This required setting up an operating base at Cold Bay, with hangars, offices and employee housing.\nIn 1980, the Civil Aeronautics Board awarded a Part 401 Certificate of Public Convenience and Necessity to Peninsula Airways, and all aircraft operations were conducted under Part 135 of the Federal Air Regulations.\nIn 1983, Peninsula Airways acquired its first turboprop: a Cessna Conquest operated out of Cold Bay. Peninsula Airways was the first Alaskan air carrier to qualify for CAB Part 419 subsidy, allowing the airline to operate Essential Air Service (EAS) routes to Atka, St. George and Kodiak Island.\n\nIn 1985, Peninsula Airways acquired all assets of Air Transport Services, Inc., based in Kodiak. Included in the deal was a hangar and office facility with approximately six aircraft and scheduled year-round service to all points on the Island. A base was established in Anchorage with two Cessna Conquest turboprops offering charter service from Anchorage to the Pribilof Islands. Scheduled service from Anchorage to King Salmon and Dillingham was added a year later.\nThe first Fairchild Swearingen Metroliner propjet was placed into service in 1987 and Metro aircraft remained in the fleet until 2011.\nIn 1988, several bush operators in Dillingham had their certificates revoked by the Federal Aviation Administration (FAA), prompting Peninsula Airways to set up an operation there. A hangar and aircraft were purchased and service to the surrounding communities began.\nIn 1989, Peninsula Airways was contracted by Exxon to support the Exxon Valdez oil spill cleanup. At the same time, a contract was awarded to Peninsula Airways by Alaska Regional Hospital to provide 24-hour medevac service. Peninsula Airways' operations were inspected and approved by Exxon Corporation, U.S. Department of the Interior Office of Aviation Services (OAS), U.S. Department of Defense, and two (FAA) NASIP \"white glove\" inspections.\nIn 1991, Peninsula Airways began doing business as PenAir and became a code sharing and Mileage Plan partner with Alaska Airlines. PenAir transitioned to FAA Part 121 regulations in 1996, operating under both Part 135 and 121. PenAir was the first regional airline in the United States to make the 10-19 seat required conversion, including a dispatch department.\nIn 1997, PenAir acquired two Saab 340B aircraft and, in 1998, moved its headquarters into a new hangar/office complex in Anchorage, Alaska.The airline expanded its operations outside of Alaska in 2012 after bidding on and being awarded Essential Air Service routes in the Northeastern United States. It established a hub at Boston's Logan International Airport and started operating service to Presque Isle, Maine and Plattsburgh, New York, with additional seasonal service to Bar Harbor, Maine.PenAir's presence in the continental United States greatly expanded in 2016 when the airline was awarded multiple Essential Air Service routes in the Midwestern and Western United States. The airline established its third and fourth hubs at Denver International Airport and Portland International Airport. From Denver, PenAir operated service to Dodge City and Liberal, Kansas and Kearney, North Platte, and Scottsbluff, Nebraska. From Portland, PenAir operated Essential Air Service to Crescent City, California and also began service to Arcata/Eureka and Redding, California and Klamath Falls and North Bend/Coos Bay, Oregon.\nOn August 7, 2017, PenAir filed for Chapter 11 bankruptcy. PenAir made the decision to end all flights out of its Denver and Portland hubs. Routes in California and Oregon that were not funded by Essential Air Service subsidies were terminated within days. The terms of the Essential Air Service contract required that PenAir continue to operate those routes until a new airline could be awarded the contract, a process expected to be completed within 90 days. On August 30, 2017, PenAir announced it would cease all Denver operations effective after September 10, 2017 due to a mass resignation involving 17 crew members.On November 30, 2017, PenAir announced it would end its service to Crescent City, California as of December 15. The city has chosen Contour Airlines to operate the Essential Air Service route, but PenAir stated it would be unable to continue the service until Contour begins operating.On May 30, 2018, PenAir cancelled service via Boston to and from Plattsburgh, Bar Harbor and Presque Isle a month early, citing staffing issues, breaking their Essential Air Services contract with the Department of Transportation.On June 1, 2019, PenAir ceased direct ticket sales under its own brand. From that day, all PenAir flights are marketed and sold using Ravn Alaska (7H) flight numbers.\n\nFleet\nAs of March 2019 the PenAir fleet consisted of the following aircraft:\n\nPenAir was the only air carrier in the U.S. operating the Saab 2000 regional turboprop in scheduled passenger airline service.\nPenAir was among the last airlines in the world to operate the Grumman G-21A Goose seaplane on scheduled flights. This piston-powered amphibious aircraft was used to resupply remote coastal locations where no land-based airstrip existed. On December 21, 2012, the Grumman Goose made its final commercial flight from Unalaska to Anchorage. PenAir also previously operated another piston-powered amphibious aircraft type being the Grumman G-44 Widgeon.\nThe airline also previously operated several turboprop-powered aircraft types including the Cessna 208B Grand Caravan, Cessna 441 Conquest, as well as the Metro II, Metro III and Metro 23 variants of the Fairchild Swearingen Metroliner. \n\nPreviously operated piston-powered landplane aircraft included the Piper Navajo Chieftain and Piper Saratoga.According to the July 1, 2016 Alaska Airlines system timetable, PenAir was then operating all of its code sharing flights in the state of Alaska on behalf of Alaska Airlines with Saab 340B and Saab 2000 turboprop aircraft. The Saab 2000 is a larger, high-speed version of the Saab 340B. All Alaska Airlines code sharing flights in the lower 48 states in the U.S. were operated by PenAir with the Saab 340B.\n\nDestinations\nUsing Ted Stevens Anchorage International Airport as an operating base, PenAir operated scheduled service to the following destinations in Alaska as of June 2019.\nAnchorage (ANC) – Ted Stevens Anchorage International Airport (to Cold Bay, Dillingham, Dutch Harbor, King Salmon, Kodiak, Fairbanks, and Sand Point)\nCold Bay (CDB) – Cold Bay Airport (to Anchorage)\nDillingham (DLG) – Dillingham Airport (to Anchorage)\nDutch Harbor / Unalaska (DUT) – Unalaska Airport (to Anchorage) (marketed and sold by Alaska Airlines)\nKing Salmon (AKN) – King Salmon Airport (to Anchorage)\nKodiak (ADQ) – Kodiak Airport (to Anchorage)\nFairbanks (FAI) – Fairbanks International Airport (to Anchorage)\nSand Point (SDP) – Sand Point Airport (to Anchorage)All flights in the state of Alaska were operated as code sharing service with Ravn Alaska, with the exception of service to Dutch Harbor / Unalaska which was operated under a capacity purchase agreement, where flights were marketed and sold by Alaska Airlines and operated by PenAir.\n\nCommunity awareness\nPenAir, along with Bering Air, Frontier Flying Service, Grant Aviation, Northern Air Cargo, and Ryan Air Services all participate in the Flying Can service, which allows rural Alaskan communities to recycle aluminum cans and number 1 PET bottles in cooperation with Alaskans for Litter Prevention and Recycling.\n\nAccidents and incidents\nOn October 10, 2001, Peninsula Airways (PenAir) Flight 350, a Cessna 208 Caravan (N9530F) on a scheduled flight from Dillingham, Alaska to King Salmon, Alaska, crashed shortly after takeoff from Dillingham Airport. The pilot and all nine passengers were fatally injured, and the airplane was destroyed on impact. There was no fire.\nOn October 17, 2019, PenAir Flight 3296, a Saab 2000 (N686PA) on a scheduled flight from Anchorage, Alaska to Unalaska, Alaska, went off the runway after landing at the Unalaska Airport, teetering over a bank toward a nearby body of water. The left propeller was destroyed and at least part of one blade entered the passenger cabin. An eyewitness reported high winds at the time of the accident. There were 39 passengers, including a high school swim team from Cordova, Alaska, and 3 flight crew aboard the flight. One passenger was fatally injured, two passengers were critically injured, and 10 more received medical care at a local hospital. There was no fire.\n\nSee also\nList of seaplane operators\nPassage 7:\nPan Am Flight 845/26\nPan Am Flight 845/26 was a four-engined Boeing 377 Stratocruiser named Clipper United States and registered as N1032V. It departed Portland International Airport in Oregon on a flight to Honolulu International Airport in Hawaii on March 26, 1955. The aircraft was en route and about 35 miles (56 km) off the Oregon coast when at 11:12 Pacific Standard Time the No. 3 engine and propeller tore loose from the wing causing a loss of control. The aircraft was ditched. \nThe aircraft floated for twenty minutes before sinking in 1,600 metres (5,200 ft) of water. Approximately two hours after the aircraft ditched, the United States Navy attack transport USS Bayfield (APA-33) arrived on the scene and rescued the 19 survivors. Four people died.The probable cause was failure of No. 3 propeller which caused the engine to detach and the aircraft to become uncontrollable.\nThe experience provided lessons that helped prevent any casualties in another ditching the following year, when Pan Am Flight 6 sank between Honolulu and San Francisco.\nPassage 8:\nPre-Commissioning Unit\nPre-commissioning unit (PRECOMUNIT or PCU) is a designation used by the United States Navy to describe vessels under construction prior to their official commissioning. For example, prior to her commissioning, USS Gerald R. Ford (CVN 78) had been described by the Navy as \" PCU Gerald R. Ford (CVN 78)\". Such descriptions can appear in the media as well.\n\"PCU\" is a temporary, descriptive term, and is not a ship prefix or a part of the ship's official name. Until they are commissioned, U.S. Navy vessels are officially identified by their given name and hull number, such as Gerald R. Ford (CVN 78).A \"PCU\" is also the entity that the ships staff is assigned to for training while the ship is being constructed and fitted-out. Prior to reporting to the ship, sailors will report to a PCU at one of two fleet training centers, located at either Naval Station Norfolk or Naval Base San Diego.\n\nSee also\nList of current United States Navy ships\nPassage 9:\nTwin Cities Air Service\nTwin Cities Air Service was an American fixed-base operator and charter airline based at Auburn, Maine and operated from Auburn/Lewiston Municipal Airport and the Portland International Jetport. The airline was a certified Part 135 operator, provided on demand and commuter service, while the FBO provided standard aircraft services and maintenance, specializing in overhauls of the Cessna 400 series aircraft. Beginning in March 2010, Twin Cities Air Service began a scheduled commuter route between Portland, Maine, and Yarmouth, Nova Scotia. At the time of the initiation of this route, Twin Cities was the only scheduled carrier into the Yarmouth Airport, and was the only scheduled international service into the Portland International Jetport.\n\nHistory\nTwin Cities Air Service was founded in 1992 as a fixed-base operator at the Auburn airport. The company has since expanded to include on demand air charter services, airframe maintenance and support, and scheduled international air service.\nCh-aviation stated \"Out of Business\", the last change on the Website was 2012, it seems the company has ceased.\n\nFleet\nTwin Cities Air Service currently operated a fleet of five aircraft. The majority of these aircraft are available for on-demand charter operations throughout the Northeastern United States, although the aircraft are certified to operate in Canada, Bermuda, and parts of The Caribbean and Central America. A single Cessna aircraft is devoted to the scheduled service between Portland, Maine and Yarmouth, Nova Scotia.\nAs of March 2010 the Twin Cities fleet includes:\n1 Beechcraft King Air 200\n1 Cessna 310\n3 Cessna 402 Utililiner\n1 Gates Learjet 35A",6 "char_len": 71243,7 "document_hash": "b0cd558230779ed3793a0ea31c5bab21dda3245e5be5a45c02e1308025f08d03",8 "questions": [9 {10 "question_id": "q00",11 "qtype": "hotpotqa",12 "question": "Are Portland International Airport and Gerald R. Ford International Airport both located in Oregon?"13 }14 ]15}