With over 1000 hours of total flight time and experience in more than 35 aircraft types, I have developed a high level of adaptability across a wide range of operations. My background includes commercial warbird flying, turbine charter, glider towing, skydive operations, and extensive general aviation flying. These experiences have prepared me to operate safely in dynamic, high paced environments where risk management, precision, and situational awareness are critical.

Education

SUNY Schenectady
Associate 8/15/2022 - 5/23/2023

Work Experience

Maintenance Technician
Saratoga Aviation Services - December 23, 2024 - Assist on aircraft inspections and repairs under licensed A&P mechanics - Perform tire and oil changes - Ferry customer aircraft to and from our facility
Jump Pilot
Connecticut Parachutists September 27, 2025 - May 9, 2025 - Safely conduct skydive operations in C182, C206, and C208 aircraft per FAA and Club regulations - Apply safe aeronautical decision making in regard to aircraft operations and environmental conditions - Remain in constant ATC communication regarding weather, traffic precautions, and changing procedures

Highlights

Carbon Monoxide Emergency
September 27, 2025 At approximately 12:51:33 local time I departed for my sixth jumper load of the day after flying for 2.5 hours. During that day, I was refueling the aircraft every 1.2 hours or every other jumper load which made this load the one right before I fueled again. My first indication of impairment was a feeling of shortness of breath at approximately 8000 feet MSL. I dismissed this feeling as I have been getting over an illness and it was similar to the feeling I had flying a Cessna Caravan at 14,500 feet MSL for the same operation just the week prior. At 9,500ft MSL, I was about to make my two minute prior to “Jumpers Away” call when I started feeling clammy, nauseous, and was rapidly losing my vision. Upon this feeling I immediately called for a bailout to the four fun jumpers in the back. My last memory before falling unconscious was the door opening and myself making a radio call to Bradley Approach about the situation. I do not remember the jumpers leaving the aircraft or how they did it as I entered a dive. I started to regain partial consciousness at around 8000 feet MSL. Using sources such as FlightAware, ADS-B Exchange, and FlightRadar24 which all indicated an initial -2600 feet per minute dive, I was unconscious for around 35 seconds. I most likely hit my jaw on the yoke as I felt a soreness later on. After regaining partial consciousness I was unable to see where I was. My vision was incredibly tunneled with a yellow tinted central vision. I can only remember glimpses of the descent using my altimeter for ground clearance and my iPad for heading and direction as they were immediately in front of me and the only things I could see. I have no recollection of the landing especially in regard to where I touched down. The dropzone is positioned at the approach end of Runway 1 which has zero view of Runway 19 which I landed on. After veering off the last ~500 feet of Runway 19 and at a complete stop, I was able to figure out where I was. I pulled the mixture and then crawled through the open jumper/cargo door on the airplane. Due to the vagueness of the emergency, the jumpers on the ground were under the impression one of the departed jumpers was having a medical emergency. A few minutes passed before I was found sitting on the ground by the airplane with the battery master still on. The airplane was configured with the flaps up, throttle at idle, propeller control set for climb (2500rpm), mixture cutoff, cabin heater half open, and cowl flaps fully open. This indicated that I was unsuccessful in reconfiguring the aircraft for the descent. A fellow jumper who is a student pilot came by to turn off all the electrical components of the airplane. After about 10 minutes I was able to walk and talk which even included speaking to Bradley Approach on the phone as they wanted to know the outcome of my emergency. I later learned some shocking details about my descent that I do not have a collection of. The most prominent being my last ADS-B timestamp was 170kts at 700ft MSL ~3.4nm from the airport (41.9644, -72.4043). Given the elevation of the mountainous terrain adjacent to the airport, the calm winds at 7B9 (Ellington), this means I was 100ft AGL while flying 45.5mph (40kts) past Vne with the door in the open position. The cause of the carbon monoxide leak was due to a crack in the muffler under the cabin heat shroud. The cabin heater was in use due to decreasing outside air temperatures and I descended with the jumper door open since I am unable to close it from my seat. This also means that having the door stay open most likely helped me regain partial consciousness as I descended into more oxygen rich air and evacuated the monoxide out of the cabin.
Elevator Failure Emergency
August 6, 2021 It was 9pm flat when we took off from N23 bound for KSCH. After a hot loading, we taxied to the runway where a normal runup and before takeoff checklist was completed. Normal takeoff procedure was executed. About 50ft in the air now doing 80mph, a thump was felt followed by the yoke feeling mushy along with the airplane starting to pitch up and down. Thinking it was a tail heavy aircraft condition, I pulled power, dumped the flaps, and put the nose to the ground. The runway was 4,200ft long, but was ending quickly. When I cut power, only 520ft of the runway remained below us. We touched down pretty hard on all three points at 80mph with only 220-250ft of runway left. We managed to stop and not overrun the runway. The plane sustained no further damage and we were able to taxi back as I thought it was just a poorly balanced airplane that caused this. We shut down at the FBO where we were greeted by the standby Medevac crew. Marisa ran to the tail section where she found out our right elevator was broken and hanging from the trim tab actuator. The medevac crew calmed us down and talked with us until we were picked up by Marisa’s dad at around 11pm. The cause of the failure was the nutsert on the elevator coming loose to where the bolt could just back out with nothing stopping it. On Cessna 150s and some 152s built between 1969 and 1976, the elevator design uses this nutsert design. The nutsert does not allow it to be replaced as it is welded to the elevator itself. The remedy for such a thing is putting a castellated nut over the nutsert at the end of the bolt with a cotter pin.

Aircraft Experience

PC-12
  • Time in Type: 50 hrs
C-208
  • Time in Type: 12 hrs
  • Last Training: September 20, 2025
C-150
  • Time in Type: 70 hrs
C-182
  • Time in Type: 120 hrs
PA-23
  • Time in Type: 10 hrs
  • Last Training: August 24, 2024
Fairchild
  • Time in Type: 19 hrs
C-206
  • Time in Type: 77 hrs
M20
  • Time in Type: 82 hrs
Piper
  • Time in Type: 73 hrs
PA-18
  • Time in Type: 58 hrs
PA-28
  • Time in Type: 265 hrs