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Flight Tracker – Real-time International airline flight broadcast in real time

Flight tracker track the flight by airline name and flight number, or by city and arrival / departure time. Based on radar data, pilot creates online views of the position of any incoming or outgoing flight. The flight tracker will show updates on flight arrivals, delay times and time remaining on the air flight route. Use real-time, international free, live airline tracker you can track all airline flights operated in the US, Europe, Asia and worldwide.

Flight Tracker is smart to return catalogs to set flights of appropriate measure by airline, departure and arrival site, and flight in order such as altitude, pace, slowness, arrival and departure terminals. However, altitude and pace information may only be available for flights to the US as well as the UK and Mexico. After departure will be selected, Flight tracker visualizes flight route information, evaluating surveying to most competently combine vacation and go to a site around the world. The software then uses Mercator’s exposure to display this line on the 2D map of the flight coach and evaluate the flight site.

A little recognized information about real time flight tracker: The flight tracker displays a small image of the plane in the shadow of the fall on the surveying lane. If elevation information is available, the counterweight of the shadow falling below the aircraft deteriorates relative to the current altitude. The result is that the flights that take off now, or the corridor immediately below the plane, are darkened, at the same time, when the flights in the middle air have a greater displacement, in the direction of which is the plane and the shadow.

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History of the airport of the Republic

1. Aviation of Farmingdale origin:

Located in Farmingdale, Long Island, Republic Airport is a historically important airfield in the region and the world, playing both military and civilian roles. But long before it became an airfield, it spawned manufacturers who built airplanes.

“The Industrial Revolution and aircraft manufacturing came to Farmingdale during World War I, when Lawrence Sperry and Sydney Breeze established their pioneer factories in society,” write Ken Nobeck and Leroy E. Douglas in their book “Aircraft Manufacturing in Farmingdale”. , 2016, pp. 9). “They were attracted by the presence of two branches of the Long Island Railroad Line … adjacent Route 24, which brought traffic to and from the Bridge on Manhattan’s Fifty-ninth Street; the level of crossing the plain that provided land for flying fields; proximity to skilled; workers … “

However, the first aviation roots of the area were planted in 1917. The Lawrence Sperry aircraft company, founded that year with $ 50,000 in capital and located on Rose and Richard Streets in the village of Farmingdale, has released its first aircraft in the form of a Messenger.

Designed by Alfred Verville of the U.S. Army Engineering Division at McCook Fields, the 17.9-foot miniature biplane was intended for “air motorcycle” missions housed in small clearings to land and land messages from the commanders ’field, thus earning its name. Farmingdale’s aviation roots were equally cultivated by the Sydney Breeze, whose Breese aircraft company, located in East Parkway, designed the Penguin. Similar to the Bleriot XI aircraft, the mid-wing aircraft powered by a 28-hp Lawrence twin-cylinder engine was a non-flying, pre-flight trainer designed to help the U.S. Army pilot move from basic to operational types. Deployed on the open prairies of Texas, it had too short a wingspan to create a lift, but allowed the bird pilot to gain a sense of aerodynamic force before taking off on its horizontal tails. Of the 301 released only five were used for this purpose; the rest were placed in storage.

2. Fairchild Aviation Corporation:

When Lawrence Sperry and Sydney Breeze laid the aviation foundation of Farmingdale, Sherman M. Fairchild cemented it.

Initially fascinated by aerial photography equipment, he founded Fairchild Aerial Camera Corporation in 1920, selling two such devices to the military, and then deployed a company in Feldshire aviation photography to map, when he received a contract for an additional 20.

Seeking to replace many types of aircraft, he operated a single specially designed camera platform, Fairchild developed the necessary specifications for one, but could not find a manufacturer who could build it at a reasonable price. Forced to do so himself, he set up his third aviation company, Fairchild Aviation Corporation, and moved to the Sperry factory in South Farmingdale, liberated by the tragic death of Sperry founder in December 1923.

In a single-wing single-engine aircraft designed for the FC-1 and first flying in a prototype in 1926, the cockpit was fenced and heated to protect the pilot and his camera equipment, but its original OX-5 engine proved inadequate. Equipped with a Wright J-4 with more capacity and was converted to FC-1A.

The production version of the FC-2, supported by wheels, floats or skis, featured an increased cabin volume. Powered by a 200 hp Wright J-5, the aircraft, designed for commercial operations, moved 31 feet in total length and 44 feet. Seating one pilot and four passengers, or up to 820 pounds of cargo, it had 3,400 pounds of gross mass and could reach a top speed of 122 mph and control segments of 700 miles.

Demand at the South Farmingdale plant soon eclipsed capacity. After an airport survey of the region, Fairchild himself chose an alternative 77,967 acres on the south side of Route 24 and on Conklin Street in East Farmingdale, a site that offered predominant south shore winds and multiple land access via railroad line and main corridor. transportation of personnel and raw materials to the new field. Repacked in planes, the latter can then take off.

The 77,967-acre Fairchild Airfield was developed in the late winter and early spring of 1928 and was originally owned and operated by Fairchild Engine and Aircraft Company, according to the Long Island Airport Historical Society. ) took place in the late spring of 1928 after the Fairchild and Fairchild Jitter factories were completed and the aircraft manufactured (there). Fairchild built models of 41, 41A, 42, 21, 100, and 150 aircraft … “

The wings, similar to the Hampstead Plain in the west, re-emerged from the farm fields on Long Island, built, propelled and maintained by Fairchald’s aircraft plant, Fairchild engine and Fairchild Airfield after Faircam Realty, Inc., bought the land, and her the original layout was established on November 3, 1927.

Although Fairchild released several models at its new Long Island aviation center, its roots quickly proved insignificant. After moving with headquarters to Hagerstown, Maryland, in 1931, just three years later, he vacated his facilities, which were almost immediately occupied by the American Corporation, or AVCO, whose aircraft and engine divisions produced the Pilgrim 100 for American Airways. But the Depression, which captured too much of the economy, severely reduced demand for it, as aircraft purchases were high on the company’s cost-cutting list, and its presence was shorter than Fairchild’s. By mid-1932, he had disappeared equally.

3. Grumman Aviation Corporation:

Originally in Valley Stream, where she developed the floats, Grumman Aircraft Corporation moved further east, to Ferchald Flying Field and lived at the former Fulton truck factory, where it hatched its first FF-1 fighter. With a 750-horsepower single Wright engine, a biplane with a retractable chassis was also proposed in a scout configuration like the SF-1.

The most significant aircraft that emerged from the East Farmingdale production line was the Duck. Based on the XO2L-1 of the Loening Aeronautical Engineering Corporation, it was handed over to the U.S. Navy in 1931, but because Loning himself lacked the necessary funds to build it, he turned to Leroy Grumman, his former colleague, who re- presented it in a modified kind of. Adopted on April 25, 1933, the biplane, dubbed the XJF-1, powered a 700-hp Twin Wasp engine that operated a three-bladed Hamilton Standard propeller. His pull-up, which consisted of one set of fuselage struts and another of wires between the two wings, was minimal for his day. Water operations were supported by a centerline, a fuselage float into which the chassis was drawn.

A total of 632 JF and J2F Ducks were produced, which entered the global, role-playing service.

Although Grumman’s presence in Farmingdale surpassed that of anyone else, it ended a decade and a half later, in 1937, when he moved to a large headquarters in Betpag, Long Island.

4. Seversky Aviation Corporation:

The next Northern Aviation Corporation took center stage in Farmingdale when it moved there from Point College to Queens, which occupied the former factory of the American corporation.

Decorated as an ace of World War I, Alexander Pavlovich de Seversky, like Igor Sikorsky, immigrated to the United States from Russia, and in 1923 developed the first gyroscopically stabilized shelling in the company of Sperry gyroscopes before creating his own corporation, Seversky Airport, which focused on aviation instruments. and details.

It was originally contributed by fresh capital to the EDO aircraft float plant.

Its first major design, the SEV-3, was both aerodynamic and progressive, reflecting Seversky’s aviation-intuitive character. Powered by a single nose, a 420-hp J-6 Whirlwind missile, an all-metal low-wing aircraft containing the pilot and two passengers in sliding, tandem canopies, or supported by a wheel suspension. or floating, and in 1933 set a world speed record for reciprocating amphibians. Two years later, on September 15, it maintained a speed of 230 mph.

The foundation of many subsequent versions, which outwardly showed only minor changes compared to the main design, turned into the next major iteration – BT-8. As the first all-metal cockpit design operated by the U.S. Army Air Corps, it had a 24.4-foot length and a 36-foot wing span. Operating on a Pratt and Whitney R-985-11 with 400 hp, the 4,050-pound aircraft, which contained two, had a top speed of 175 km / m. Thirty were built. This led to the final version.

Originally occupying Hangar-2 on New Highway, and now used by the American Museum of Air Power, Seversky Aircraft Corporation took over the Grumman plant in 1937 when it moved to Betpage, thus supporting the two facilities. But, repeating a brief history of East Farmingdale airfield tenants, it ended abruptly: although Seversky, like many other aviation-minded “geniuses,” possessed the necessary design skills to build progressive aircraft, he lacked the necessary flip-side equation needed to develop and a lucrative business plan to market them, resulting in a loss of $ 550,000 by April 1939. During a European sales tour six months later, on October 13, he was ousted by his own board of directors who voted to deviate from the same company that he founded.

The Republican Aviation Corporation was reorganized and rebranded.

5. Republican Aviation Corporation:

The fortune of Fairchaid’s Flying Field was about to change. Engaged in World War II, the young Republican Aviation Corporation will explode in size, and its roots will become so deeply ingrained in Farmingdale’s soil that it would be decades before they could be found.

The Republican P-47 Thunderbolt became instrumental in this war.

Defeating the Seversky R-35, it was the result of the requirements of the Army Air Corps, which included an airspeed of 400 km / h, serving a ceiling height of 25,000 feet, at least six 50.5-caliber, machine guns, armor protection, self-sealing fuel tanks and a minimum fuel capacity of 315 gallons.

The Republic P-47 Thunderbolt, which drove all other aircraft, was the largest in the world, the heaviest single-engine strategic fighter of World War II, offering an unsurpassed dive speed.

The growth of the officially renamed “Republic Airport” led to the expansion of the existing factory on the south side of Conklin Street, as well as the construction of three additional buildings, the installation of a control tower and extension of existing runways, all in an effort to support production of P-47, which numbered 9 087 units in Farmingdale and required 24,000 manpower to execute them by 1944. Thousands of employees are filtered every day. The round-the-clock production line clapped from the planes every hour at the plant, and then they were transported by pilots of the Air Force of the Women’s Air Force. Republican aviation, one of the country’s major arterial defense arteries, pumped machines and vehicles into Farmingdale’s agricultural plains and turned them into an arsenal of democracy in 18 months.

“By 1945, the Republic had contributed more than 30 percent of the Army’s Air Force to military efforts against the Luftwaffe in the skies of Europe,” Leroy E. Douglas wrote in an article in The Conklin Street Intersection, published in the September 1984 issue of the Long Island Forum. 182). “So the Republic, the Ranger and 23,000 of its workers, more than half of whom were women, did their part to win the war.”

When the doors of the Great Patriotic War closed, so did the Thunderbolt factories, and the Republic was forced to diversify its product range in terms of destination and power plant, turning the military Douglas C-54 Skymasters into DC-4 commercial aircraft, producing 1,059 civilian amphibious aircraft Sea trying to design passenger transport on its own.

As a result, the Republic XF-12 Rainbow aircraft – along with a competitor and the Hughes XF-11 with the same power supply – both received a contract for two.

Imitating the graceful lines of the Lockheed Constellation, Rainbow, which has a total length of 93.9 feet and incorporates the design experience gained during the development of the Republic’s fighter jets, gave the look that was captured by Aviation Week and Space Technology magazine when it reported: “The sharp nose and cylindrical shape of the XF-12 cigar fulfills the designer’s dream of uncompromising design with aerodynamic considerations.”

Peace has proved the enemy plane. The end of World War II avoided her (and comparable Hugh XF-11) needs. However, due to its range, high speed and altitude, day and night, photo-reconnaissance capabilities with limited visibility, it was ideal as a platform to display territory. Indeed, on September 1, 1948, the second of the two aircraft built photographed its transcontinental flight route from the Air Force Flight Test Center to Moorek, California, to Mitchell Field in Garden City, Long Island, during Operation Bird’s Eye.

Returning to its military roots, the Republic entered an era of self-sufficiency with its successor the R-47 Thunder.

With a length of 37.5 feet, the design, conceived shortly before the end of the war in 1944, retained the straight wings associated with aircraft. They stretched to 36.5 feet.

First flown on February 28, 1946, the 19,689-pound fighter-bomber, designed by the F-84 Thunderjet and capable of climbing at a speed of 2,610 per minute, set a national speed record of 611 mph, running at 3,735 pounds J35-. GE-7. Its range was 1,282 miles, and its service ceiling was 40,750 feet. Its production was 4,455 units.

Development of its successor began in 1949. Due to a lack of funding from the Air Force, the Republic cut development costs while maintaining total, by 60 percent, using the F-84, but introduced wings. The aircraft, which runs at 4,200 pounds Allison XJ35-A-25 and was originally designed YF-96A, first took off on June 3 of the following year, three months before its renaming to F-84F Thunderstreak.

Korean funds increase the war, which allowed the republic to complete the second prototype, which first flew on February 14, 1951 with the YJ65-W-1 engine, followed by the first example of production, which rose to the sky on November 22, 2014. 1952. The type was deployed by countries NATO during the Cold War.

Production of the F-84F Thunderstreak numbered 2,713 aircraft.

However, Ken Nobeck and Leroy E. Douglas summed up the production of aircraft on the basis of the republic, stating in his book “Manufacture of aircraft in Farmingdale” (pp. 7-8). “While aviation began in Farmingdale with cloth-covered aircraft and biplanes and propulsion engines, after World War II the Republic helped move the U.S. into a jet age with the F-84 and F-84F, which assisted U.S. forces in Korea and NATO countries. 1950s “.

6. Federal Corporation Fairchild

Although Fairchild departed from the same airport he had established in 1931, the absence was short-lived. Appearing three years later, he lived at his former engine plant as the newly formed Ranger Aircraft and Engine Corporation and remained there until 1948. But the second time the story had to end in a complete cycle.

Nine years later by purchasing Hiller helicopters, he became Fairchild Hiller, and in July 1965 acquired most of the Republic’s stockpiles, bringing the Republican Aviation Division to Fairiller Hiller. So Fairchild returned to the soil in which he planted his first seeds. In 1971, he continued buying, purchasing Swearingen and producing and selling the 19-passenger Fairchild-Swearingen twin-seater turbovirus. The following year, the company adopted the official title of “Republic of Fairchild.”

Its basic design, conceived before the acquisition of the republic, was born of the Air Force’s requirement for a close-flying aircraft that includes simplicity, ease of maintenance, and short-field performance to operate small air bases close to combat. string.

Labeled the A-10 Thunderbolt II and receiving 733 production, it assisted in the Gulf War and during Operation Iraqi Freedom.

7. Post-war production:

Although the airport of the republic and its airlines were associated mainly with the design and manufacture of military aircraft, from its doors also appeared a variety of commercial and space components.

Напрыклад, да Boeing 747 былі, напрыклад, вядучыя рэйкі, задняя краёвая заслонка, спойлеры і элероны, пабудаваныя падраздзяленнем Рэспубліканскай авіяцыі Фэрчыльда Хіллера, у той час як было заключана таксама кантракт на выкананне аналагічнай ролі ў прапанаваным, але адмененым, звышгукавы авіялайнер 2707.

Не менш неад’емнай часткай касмічнага шатла былі кампаненты Рэспублікі Фэрчайд, вырабленыя ў Фармінгдейле.

29 сакавіка 1973 года, атрымаўшы кантракт Rockwell International з Лос-Анджэлеса на суму 13 мільёнаў долараў, Фэрчайльд Хілер распрацаваў і распрацаваў шэсць алюмініевых вертыкальных стабілізатараў хваста, якія праносілі 45-градусныя вядучыя краю і вымяралі 27 футаў у 22 футы ў даўжыню, у Hangar 17, разам з звязанымі з імі рулямі і хуткаснымі сіламі. Першы, усталяваны на выпрабавальным транспартным сродку Enterprise, спрыяў яго атмасфернаму запуску з платформы 747 пад кіраўніцтвам авіяцыйнай базы Эдвардса 18 лютага 1977 г., а астатнія былі ўстаноўлены на касмічных чоўнах Columbia, Challenger, Discovery, Atlantis і Endeavor.

25 студзеня 1980 г. Фэрхільд падпісаў пагадненне з Сааб-Сканіяй Швецыі аб пашырэнні ўдзелу пасажырскіх авіялайнераў, які пачаў займацца авіякампаніяй SF-340, што стала першым цалкам сумесным прадпрыемствам амерыканскага і еўрапейскага вытворцаў авіяцыі. У Рэспубліцы Fairchild было заключана праектаванне і будаўніцтва крылаў, гатункаў рухавіка, вертыкальных і гарызантальных хваставых паверхняў, канчатковая зборка якіх адбылася ў Швецыі.

Фэрчайлду Суарынгену была ўскладзена адказнасць за маркетынг у Паўночнай Амерыцы, у той час як сумесная шведская кампанія Saab-Fairchild HB заснавала офіс у Парыжы для выканання гэтай функцыі ў іншым месцы.

Пры дапамозе двухтурбавых турбавіторных рухавікоў самалёт змяшчаў 34 пасажыра ў чатырохпавярховай канфігурацыі з цэнтральным праходам.

Правёўшы каля 100 набораў крылаў, аднак, Fairchild спыніў кантрактную працу на рэгіянальным авіялайнеры, адступіўшы ад усіх грамадзянскіх праектаў, і самалёт быў перароблены на Saab 340.

8. Змена роляў:

31 сакавіка 1969 г. аэрапорт Рэспублікі перадаў уладальніку сталічнага транспарту (МТА), які працягваў пераўтвараць яго ў грамадскае карыстанне, набыўшы 94 ўрадавыя акры ад урада ЗША і набыўшы дадатковыя 115 прыватных належаць ім на поўдні і паўднёвым захадзе.

“Сталічнае транспартнае ведамства прыняло тытул у аэрапорце рэспублікі як першы крок у пераўтварэнні яго ў авіяцыю агульнага карыстання”, – паведамляе Гістарычнае таварыства аэрапорта Лонг-Айленд.

Пачаўшы праграму мадэрнізацыі, ён унёс некалькі ўдасканаленняў. Напрыклад, інтэнсіўныя лямпы былі ўсталяваны на 5,516-футнай узлётна-пасадачнай паласе 1-19 і 6 827-футнай узлётна-пасадачнай паласе 14-32, напрыклад, апошняя з якіх таксама была абсталявана прыборнай сістэмай прызямлення (ILS). Фабрыка грузавых аўтамабіляў “Фултон”, першапачатковая структура аэрапорта 1916 года, была зруйнавана, а Flightways ператварыў пляцоўку ў дзесяць акраў з паўночнай боку маршруту 109 у комплекс новых ангараў, адміністрацыйных будынкаў, бакаў для захоўвання паліва і самалётаў самалётаў. . Будынак адміністрацыі, тэрміналаў і тэхнічнага абслугоўвання падвойнага ўзроўню адкрыўся ў 1983 годзе, недалёка ад яго, і незадоўга да гэтага пачаўся этап працы 100-футовай, 2,2 мільёна долараў кантрольнай вежы FAA.

З мэтай садзейнічання эканамічнаму развіццю прылеглага рэгіёна 1 красавіка 1983 г. заканадаўчы штат Нью-Ёрк перадаў права ўласнасці на ўпраўленне Дзяржаўнага дэпартамента транспарту штата Нью-Ёрк (DOT), якое праінфармавала дзевяцічленны аэрапорт Рэспублікі. Камісія. Наўрад ці яна зменшыла тэмпы мадэрнізацыі.

Сапраўды, восем гадоў праз 3,5 мільёна долараў, 25 600 квадратных футаў Grumman Corporate Hangar, замяніўшы сховішчы самалётаў, якія раней падтрымліваліся ў яго зачыненым аэрадроме Bethpage, і ў ім размяшчаюцца Beechcraft King Air, Gulfstream I і два брытанскія аэракасмічныя BAe- 125-800-я гады, адкрыты.

У красавіку 1993 года зямля была разбіта на 3,3 мільёна долараў, 20 000 квадратных футаў SUNY Farmingdale, аэракасмічны адукацыйны цэнтр на ўсходняй частцы маршруту 110.

Даччыная кампанія “Air Air Support” (“Мільён эйр”) пабудавала на паўднёвым усходзе аэрапорта 11,700 квадратных футаў і фірмовы ангар, а да 2001 года кампанія “Air East” пачала працу ў сваім новым, прамяністым ацяпленні, 10 000- ангар з квадратнымі футамі, які таксама прадстаўляў краму ў 2500 квадратных футаў і офіс і школу палётаў 4500 квадратных футаў. Яшчэ адзін ангара-офісны комплекс, размешчаны ў раёне Ламберта, адкрыў свае дзверы ў чэрвені 2005 года, калі чартэрная кампанія Talon Air пачала сваю дзейнасць.

Для таго, каб забяспечыць павелічэнне клірансу, неабходны для бізнес-самалётаў апошняга пакалення, такіх як Gulfstream V і Bombardier Global Express, праезная дарога B (брава) была перамешчана.

Сапраўды, толькі з 2000 года было ўнесена больш як 18 мільёнаў долараў капіталу.

Гэтыя ўдасканаленні, якія забяспечваюць аэрапорту новую, агульную авіяцыйную ролю, магчыма, былі прадчуваннем будучага.

У 1982 годзе Рэспубліка Fairchild атрымала кантракт на будаўніцтва двух вучэбных самалётаў новага пакалення ВПС Т-46А; але этап, які першапачаткова разглядаўся як грашовая выратавальная схема, даваў толькі адваротны эфект: хаця прататып быў упершыню прадэманстраваны праз тры гады, яму не хапала каля 1200 дэталяў, і хаця другі здзейсніў паспяховы дзявочы палёт за 24 хвіліны ў ліпені з 1986 года кантракт на праграму, багатая палемікай, быў адменены, у выніку чаго былі звольнены 500 супрацоўнікаў.

Як і многія кампаніі, якія залежаць ад ваенных кантрактаў на выжыванне, Рэспубліка Fairchild без выбару спыніла сваё існаванне на наступны год, пакінуўшы свае прарастаючыя заводы і спадчыну, якая пачалася на шэсць дзесяцігоддзяў раней. Па іроніі лёсу, гэтыя два імёны, якія былі найбольш важныя для пачатку і росту аэрапорта – Фэрчыльд і Рэспубліка – былі тыя самыя, якія былі датычныя да ягонай гібелі. Такім чынам, дзверы галоўнага ўпраўлення па вытворчасці і выпрабаванні авіяцыйнага аэрадрома “Фармінгдейл” зачыніліся, а дзверы яго агульнай авіяцыі адчыніліся.

“У 1986-1987 гг. У Кангрэсе кампанія сутыкнулася з вялікімі фінансавымі праблемамі і са стратай падтрымкі праграмы T-46A, Fairchild спыніў вытворчасць SF-340 і T-46A пасля стварэння ўсяго чатырох самалётаў”, – заявіў Кен Нобек і Лерой Э. Дуглас у вытворчасці самалётаў у Фармінгдейле (стар. 99). “Такім чынам, да восені 1987 года семдзесят гадоў вытворчасці самалётаў у Фармінгдейле скончыліся заняткамі і эканамічнымі стратамі для супольнасці і сталіцы Нью-Ёрка”.

9. Авіякампанія:

У 1966 годзе, праз год пасля таго, як права ўласнасці на аэрапорт рэспублікі было перададзена ад Fairchild Hiller да карпарацыі Farmingdale, яна была афіцыйна прызначана агульным авіяцыйным (грамадзянскім) аб’ектам, які ажыццяўляла першую пасадку, двухмоторным букавым апаратам, якім кіравала паветраная служба Ramey з Islip, 7 снежня, каб ператварыць яго ў шлюз, палегчыўшы сувязь авіякампаніі ў трох асноўных аэрапортах Нью-Ёрка, сталічная транспартная адміністрацыя заключыла дагавор з Air Spur для прадастаўлення гэтай паслугі па падачы праз чатыры гады, ацаніўшы кошт аднаразовага кошту ў 12 даляраў.

Хоць Рэспубліка ніколі не разглядалася як буйны камерцыйны аэрапорт, яе цэнтральнае размяшчэнне на Лонг-Айлендзе, блізкасць да калідора маршруту 110 і значная інфраструктура стваралі для яе абмежаваныя, рэгулярныя і чартэрныя паслугі для ключавых напрамкаў бізнесу і адпачынку ў суседніх дзяржавах. Тым не менш, уласцівае ім аператыўнае абмежаванне было сцісла заяўлена ў Абнаўленні Генеральнага плана аэрапорта 2000 года.

“У аэрапорце рэспублікі,” растлумачылі (кіраўнік 3, стар 8), “Дэпартамент транспарту штата Нью-Ёрк у 1984 годзе ўвёў абмежаванне вагі самалёта ў 60 000 фунтаў стэрлінгаў. Гэта абмежаванне вагі абмяжоўвае эксплуатацыю самалётаў звыш 60 000 фунтаў фактычнага валавога вагі. без пісьмовай згоды аператара аэрапорта “.

“Прагнозы паказваюць, што ў аэрапорце рэспублікі будзе павялічвацца колькасць рэактыўных самалётаў”, – гаворыцца ў абнаўленні Генеральнага плана, “а таксама павелічэнне рэактыўных рэактыўных аперацый”, што ў канчатковым выніку даказана штогадовай статыстыкай эксплуатацыі чыстых рэактыўных самалётаў: 2792 у 1986 фінансавым годзе, 0556 у 1990, 4,976 у 1995 і 6,916 у 1998. І, з яго сярэдняй гадавой колькасці самалётаў на базе – каля 500, гэты сегмент таксама быў самым хуткарослым: 10 рэактыўных самалётаў у 1985, 15 у 1995, і 20 у 1998 годзе. З гэтага часу іх колькасць вырасла больш чым удвая.

Адна з першых запланаваных спроб авіякампаніі была зроблена ў 1978 годзе, калі кампанія Cosmopolitan Airlines, якая эксплуатуе экс-Finnair Convair CV-340 і два мітрапаліты Swissair CV-440 у адзінакласных, чатырохпавярховых, канфігурацыях, прапанавала “усё ўключана” дзень, запланаваны чартарныя пакеты ў Атлантык-Сіці з яго цэнтра Cosmopolitan Sky. Яе ўлётка параіла: “Лётайце ў Атлантык-Сіці толькі 19,95 долараў ЗША. Вось як гэта працуе: заплаціце $ 44,95 за білет у двухбаковы палёт у Атлантык-Сіці, уключаючы наземны транспарт да гатэля і казіно Claridge і да яго. Па прыбыцці ў Кларыдж вы атрымаеце крэдыты на прадукты і напоі ў памеры 20,00 долараў у любым рэстаране, акрамя лонданскага павільёна. Вы таксама атрымаеце крэдыт на палёт у памеры 5,00 долараў за наступны бой у авіякампаніі Cosmopolitan на Claridge “.

Перавозчык таксама коратка паспрабаваў прапанаваць два рэгулярныя рэйсы ў Бостан на сваёй пасажырскай CV-440s у 1980 годзе.

Садзейнічанне росту гэтага планаванага абслугоўвання стала будаўніцтва пасажырскага тэрмінала.

“Будынак тэрмінала, завершаны ў 1983 годзе, мае каля 50 000 квадратных футаў карыснай плошчы і размяшчае транспартныя сродкі ў аэрапорце, тэхнічнае абслугоўванне, супрацьпажарную абарону, памяшканне грамадскага тэрмінала і арэнду памяшканняў на першым паверсе, а таксама офісы адміністрацыі на другім паверсе. У будынку працуюць 70 супрацоўнікаў “, згодна з абнаўленнем Генеральнага плана аэрапорта 2000 года (раздзел 1, стар 17).

Спрабуючы ўсталяваць сувязь паміж Фармінгдейлам і буйным сталічным аэрапортам Нью-Ёрка Ньюарк Інтэрнэшнл, каб забяспечыць яго адпраўленне, авіякампанія правінцыі горада Бостан, Правінцыяун, пачала трансфер з прыгарадным самалётам Cessna C-402, які злучаў Лонг-Айленд пры дапамозе 30-хвіліннай авіяцыі скакаць з да пяці штодзённых туды і з каардынацыяй раскладаў з авіякампаніямі PEOPLExpress. Ён рэкламаваў пазбяганне празмерных часоў праезду, выдаткаў на паркоўку і больш працяглыя патрабаванні да рэгістрацыі, якія ў адваротным выпадку звязаны з большым выкарыстаннем аэрапорта, і прапанаваў зручнасць правядзення тарыфаў, афармлення білетаў і багажу ў любым канчатковым пункце PEOPLExpress.

Згодна з раскладам Паўночнай сістэмы на 20 чэрвеня 1986 года, ён прапанаваў вылеты ў Фармінгдейл у 0700, 0950, 1200, 1445 і 1755 гг.

Попыт неўзабаве запатрабаваў замены C-402 на большую, 19-сядзенную Embraer EMB-110 Bandeirante.

Усе гэтыя кароткія, няўдалыя планавыя спробы, якія зводзяць на сябе неабгрунтаваную занепакоенасць мясцовых жыхароў, што Рэспубліка ў канчатковым выніку ператварыцца ў буйны камерцыйны аэрапорт і нанесці свой шум бліжэйшым вушам, не змогуць прыцягнуць неабходны трафік, каб зрабіць іх самастойнымі, падкрэсліваючы некалькі фактараў, звязаных з аэрапортам.

1). На працягу апошняй часткі сваёй рэспублікі паслядоўна асацыявалася з агульнымі, а не планавымі аперацыямі.

2). Мак-Артур Лонг-Айленд ужо зарэкамендаваў сябе як прынцыповы камерцыйны аб’ект на востраве, і перавозчыкі, як паказала Precision / Northwest Airlink, не атрымалі ніякіх пераваг прыбытку, разводзячы той жа рынак, але пры гэтым павялічваючы аэрапорт і эксплуатацыйныя выдаткі.

“Рэспубліканскі аэрапорт аказваў абслугоўванне рознымі авіякампаніямі, і кожная з іх спыніла сваю працу”, – гаворыцца ў абнаўленні Генеральнага плана аэрапорта 2000 года. “Тэрыторыя камунальных паслуг у геаграфічным плане абмежаваная, улічваючы вялікія аэрапорты, такія як Ла-Гвардыя, Кенэдзі і Макартур, і паслугі, якія яны прапануюць”.

“З 1969 года аэрапорт Рэспублікі задавальняў патрэбу рэгіёну ў аэрапорце, прысвечаным прыватным і дзелавым самалётам, а таксама на чартэрных і прыгарадных перавозках”, – гаварылася таксама ў ім (раздзел 1, стар. 1). “Паколькі Рэспубліка размяшчаецца пасярод жылых, гандлёвых і прамысловых распрацовак, яе роля адпавядае ролі запланаванага аэрапорта авіяперавозчыка для камерцыйнага рэактыўнага транспарту”.

З нязменным узрастаннем колькасці пасажыраў – з 13 488 у 1985 годзе і 30 654 у 1990 годзе да 33 854 у 1995 годзе – яе будучая пасажырская роля не можа быць цалкам выключана.

“У той час як мінулыя намаганні прыгарадных авіякампаній не мелі поспеху, патэнцыял для будучага абслугоўвання існуе і яго трэба ўлічваць пры планаванні аэрапорта”, – сказаў ён на заканчэнне (кіраўнік 2, стар 10).

10. Будучыня:

У адрозненне ад палёў Рузвельта і Глена Керціса, якія паддаліся ціску сучаснай эпохі і памянялі свае ўзлётна-пасадачныя паласы пад гандлёвыя цэнтры, Рэспубліка 526 акраў здала невялікую частку сябе ў гандлёвы цэнтр Airport Plaza. Інструментальны ў раннім развіцці авіяцыі, а таксама ў Карэйскай, В’етнамскай, Заліўскай і Іракскай войнах, ён ператварыўся ў агульную авіяцыйную ўстанову, дасягнуўшы самалётаў на базе 546 і стаў трэцім па велічыні аэрапортам Нью-Ёрка па аб’ёмах руху пасля JFK International і La Guardia.

Сам заходні авіяцыйны аб’ект Лонг-Айленда, які прадстаўляе сябе “карпаратыўным аэрадромам эканомікі XXI стагоддзя”, складае 1370 працоўных месцаў і 139,6 млн. Даляраў эканамічнай актыўнасці, падтрымліваючы 60 прадпрыемстваў у аэрапорце. The 110,974 movements recorded in 2008 encompassed 52 by non-rigid airships, 7,120 by rotary wing, 76,236 by single-engine pistons, 6,310 by twin-engine pistons, 5,028 by turboprops, and 16,228 by pure-jets. The latter, its second-highest total, emphasizes its increasing role as the “Teterboro of Long Island,” perhaps pointing the way to its future. Indeed, companies considering the area for their corporate locations cite the airport as a major asset, since it provides close-proximity aerial access for personnel and materials.

Toward that end, the State of New York approved funding in April of 2009 for a Vision Planning process to collect data from residents, employees, businesses, and users, and then plot its future course. Specifically, the program had a three-fold purpose-namely, to define the airport’s role, to determine how it will fill that role, and, finally, to ascertain how it will work with the community to attain the desired operational and economic goals.

“As part of the National Plan of Integrated Airport Systems (NPIAS), Republic Airport is designated as a reliever airport with commercial service,” according to the 2000 Republic Airport Master Plan Update (Chapter 1, p. 1). “Under ownership by the New York State Department of Transportation, there are specific state development and policy procedures which are followed.”

Although it may never eclipse its current general aviation role, its importance was not to be underestimated.

“”Republic Airport is an important regional asset,” it stated (Chapter 1, p. 1). “It provides significant transportation and economic benefits to both Suffolk and Nassau counties. The policy of the New York State Department of Transportation and the Republic Airport Commission shall be that Republic Airport continue to better serve Long Island.”

Whatever the future holds for it, it has a nine-decade foundation upon which to base it, as acknowledged by the plaque hung in the passenger terminal by the Long Island-Republic Airport Historical Society, “honor(ing) the tens of thousands of men and women who labored here in East Farmingdale, contributing significantly to aviation technology and aircraft production.” Those men and woman turned the wheels of the 11 aviation companies based there.

Sources

Long Island Republic Airport Historical Society website.

Neubeck, Ken, and Douglas, Leroy E. Airplane Manufacturing in Farmingdale. Charleston, South Carolina: Arcadia Publishing, 2016.

2000 Republic Airport Master Plan Update, New York State Department of Transportation.

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Casway is a giant and chairman of Ireland

The Giant’s Causeway, located on the north coast of Northern Ireland, is Ireland’s only World Heritage Site. It has one of the most beautiful rock formations, consisting of 37,000 dark hexagonal columns that stand beneath the gray rocks of northern Antrim. The Causeway Giant consists of the Lesser Causeway, the Middle Causeway and the Grand Causeway. Interestingly, looking down from the sky, the shape of the Grand Casway resembles a lizard’s tail.

According to legend, these hexagonal rocks were actually housed by a giant named Finn McCool. He placed the rocks there, forming a bridge that spans the sea and reaches the island of Steffla in Scotland. There are similar columns in Scotland. This bridge served as a path for a beloved woman who was on Staff Island. He provided her with this path to get to him without wetting her feet. The giant, Finn McCool, really showed a deep love for this woman by building this bridge so she could get to it with ease, comfort and convenience. At the edge of the Middle River, there is a rocky seat known as the Wish Chair. It was said that this chair was made for giant Finn McCool when he was a child. According to the legend, all the wishes expressed by all comers at the Department of Wishes will come true. Perhaps the giant wished he could one day build a ridge, and his wish came true!

Geologists, however, have come up with some explanations for the existence of these amazing rock formations. According to them, these formations were created about 60 million years ago due to massive volcanic eruptions. The layer of toleitic basalt lava cools down quickly, which leads to the splitting of rocks into polygonal shapes. At the end of the ice age, about 15,000 years ago, seawater washed away the shore, thus today forming the Causeway giant.

How incredible rock formations actually arise remains a mystery. However, Casway the Giant is too weird to miss. With an intriguing legend and amazing rock formations, it has become a magical place worth visiting. If you want to travel on vacation and expect beautiful landscapes and mysterious places, you can think about visiting this legendary place and discover a miracle. Why not bring a loved one to the Giant’s Causeway and confess your love along the way? It would have been a meaningful gesture, as it was said that the bridge arose out of a man’s deep love for his woman. Wouldn’t it also be romantic to walk on this “love affair” with your loved one? It will definitely excite and affect a loved one. Apart from the opportunity to share the wonderful experience of discovering the wonders of this place with your loved one, you can also spend a romantic time together. It would be a long-term experience for both of you.

If you go to Casway Giant, it would be great to visit the Wish Cathedral as well and make a wish there. Remember, a giant might wish to build a giant cassowary, and it was born. So, don’t be surprised if your wish really comes true! For more travel information you can contact Travel Europe.

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Why should you pursue a career as a pilot?

There are various ways in which you can make a career in aviation. One of the most popular options is to become a commercial pilot. However, there are many students who have received their certificates as commercial pilots but still choose to try flight courses. There are many reasons why a pilot may choose an instructor instead, and they include:

Experience

This is one of the reasons why someone may choose this path. Being a commercial pilot is desirable, but most airlines need a person with a lot of experience before considering hiring. If you are an international student, then a flight instructor will give you the opportunity to gain some experience to achieve the ultimate goal of becoming a pilot.

Some independence

When you become an instructor, you have several options. You can work in an institution or you can create your own flight program. This is a good option if you need some level of independence. There is a good chance that the business will thrive and become successful.

For the love of teaching

Training brings great rewards, especially if you are passionate about it. This is one of the things that instructors like the most. The chance to pass on knowledge is one of the best things. When you see a student fasten the basics and then take them off, it’s exciting. It is a pleasure to be responsible for someone else’s education.

Challenge

If you love a challenge, then this is definitely a career path that should be pursued. The certificate is not easy and you will need a lot of work. Most people in the industry love problems. As an instructor, you will require that you be vigilant and pay close attention. There is never a sad moment.

Demand

Today there is a great demand for flight instructors and this can last for many years. It seems that the business of airlines is expanding every day, and it is for this reason that many governments are passing new laws that govern them. Due to the expansion there is a greater need for pilots and teachers. Being a qualified instructor will definitely give you a high chance of getting a job.

Respect

Being a flight comes with its own credibility. When people find out what you earn for a living, they will definitely want to know more about your job. This is done with great respect by society. This may not be the main reason to become an instructor, but it is definitely worth mentioning.

Communicating with people

As an instructor, you get the opportunity to meet people. The people you meet in your career have a lot in common with you. This is because you all love flying. This will provide an opportunity to communicate with domestic and international students, learn more about the flight. This is your chance to positively impact the future of people in the aviation industry.

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Cheap Vacations: A Guide to Available Travel Packages and How to Find Them

Travel plans are not as complicated as before. On the Internet there are many useful sites and tools that make hotel reservations, airline tickets and car rentals simple processes. Finding cheap holiday relaxations is simple and easy. You can view packages that have already been collected, or customize your own by choosing from a wide variety of flights and hotels. It is usually possible to include car rental in the kit.

To get a good deal, use only a reliable and reliable travel website. Navigation and search functions should be easy to use. You should be able to simply enter the dates you plan to travel, the local airport and the destination city. When searching, it should be possible to search only for airline tickets, airline tickets + hotel and airline tickets + hotel + car rental.

Of course, you can always check the packages that are already included if you don’t have specific plans. For example, last minutes, for example, often include a return route and 2 – 5 nights in a budget hotel. If you are looking for a cruise, there are usually last minute deals that also offer ship lines.

While some cheap holiday packages only include airfare, room and food or two, there are still some that have benefits such as access to the resort and tickets to nearby attractions. Read the package carefully to find out what it includes. Don’t spend money on a package that offers a lot of things that you most likely won’t need.

The cost of cheap relaxations

Where exactly can you go? What destinations do the cheapest vacations offer? It depends on factors such as time of year, regardless of the tourist season in the region, weather, airlines, market fluctuations and so on. When searching for “cheap travel packages” or anything like that, most countries in the Caribbean and Mexican regions are usually the most popular, followed by Vegas, Florida, California and Hawaii. Yes, sometimes it is even possible to find budget housing and a discount in Hawaii!

If you have not yet decided on a specific destination, find packages focused on a topic of interest to you, such as a golf package, beach holidays, outdoor adventures, spa holidays and vacations, ski resorts, etc. recommendations for affordable travel that you are sure to enjoy.

Wherever you want to go, or whatever you want to do, start looking for cheap holiday kits today. Keep in mind that the listed prices are usually per person.

Is there a coupon code online? If not, it’s time to take it. This is the best way to make deals on cheap relaxations. Use the site to view all current offers or search for airline tickets, hotels, car rentals, cruises and more.

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Kisses of the Blarney Stone

Blarney Castle with its closed towers and ruined towers, located 5 miles north of Cork, Ireland, is the most visited castle. This castle was established in 1446 by Dermot McCarthy, who at the time was the local ruler. Apart from the grandeur of this castle, which sits in a merciful park area, the focal point of the castle is the legendary Blarney Stone. Many people from all over the world flock to see this legendary stone. Legend has it that kissing this stone, this gesture imparts magical eloquence.

Blarney’s stone is located in the wall below the castle. To get to the stone, you need to climb 127 steps to the top of the restraint. Kissing a stone is not easy. In order to kiss the stone, your hands have to grab the vertical iron guides and someone has to hold your legs. You will be suspended back under the parapet. In such an awkward position you can kiss the stone. Although kissing a stone is not easy, many people flocked to this place to do so to try its effectiveness.

The tradition is said to have originated from the commentary of Queen Elizabeth I of England. Lord Dermot McCarthy tried to overcome it with his incessant chatter and verbosity to prevent her from occupying his estate. The queen is said to have despaired and made a comment that is believed to have started a tradition. The word “blarney” means a conversation about kaolin or flattery.

Today the castle is little other than storage. Its design and style is typical of a 15th century tower house. The tower is a small castles or fortified residences built between the 15th and 17th centuries. You can enjoy walks around the castle and see yew trees and limestone rock formations.

You can have a drink or go shopping in the village, which is close to the castle. The village has a number of craft shops and several pubs. You can also visit the Blarney woolen factories, which sell quality clothes and souvenirs.

Blarney Castle is a really great place to visit. If you want to travel on vacation and expect some adventures and hobbies, you can think about visiting Blarney Castle. If you’re there, maybe you’ll want to kiss the Blarney Stone and prove its effectiveness? More information can be found on the Cheap Flights website.

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5 tips to get the cheapest last minute flights

Whether it’s an individual or corporate traveler, in these tough economic times everyone is trying to save money if they can and get the cheapest last minute flights for their trip.

If you definitely need to book last minute flights, here are 5 great tips to help you find cheap last minute flights.

1. Try to book flights as early as possible. Try to plan your trip so you don’t have to book flights at the last minute. Many times people have to book their flights at the last minute because they postpone and postpone flight bookings.

If you can, book your ticket at least two to three months before the departure date. If you can purchase air tickets much earlier, you have the option to get the lowest ticket prices.

If you cannot book two to three months before the departure date, then at least try to book flights within two to three weeks from the departure date. Don’t wait until the week of departure dates to try to book flights.

If you wait until the last week to book flights, ticket prices will be very expensive and chances are high that seats can be sold out.

2. Search for flight offers and discounts on the websites of all major airlines flying to your destinations. Making a ticket deal is not easy, but if you have the patience and take the time to search all the websites for all the airlines, you can just find a large amount for your route.

3. See cheap last minute flights on all major online travel booking sites. These sites have access to millions of discounted flights, and they don’t always have access to the same flights and prices. Or another online travel site may have an instant discount on en route flights.

4. Do all the research on cheap last minute flights in one day, and be prepared to book your tickets if you find a great deal. If you find a lot, do not delay and do not continue to book flights …

Prices are subject to change and increase at any time. Ticket prices are constantly changing. You can find flights and prices that you like, and often if you don’t book flights right now, you can lose seats or agreements because tickets can be purchased by someone else.

Make no mistake in thinking that if you find a great price for cheap flights for your trip, you can wait a couple of hours or days to decide to buy them at that price. If you need to book flights, do not gamble on the opportunity to purchase tickets later.

Check all your research on all sites on the same day and book flights on the same day as soon as you can.

5. Make sure that if you are looking for flights, you have a credit card or debit card that has enough funds so you can pay for the tickets when you find the cheapest last minute flights for your trip.

Too often people waste time looking for cheap flights, and then when they finally find a large number of flights, they try to pay for the flights only after learning that their credit card has exceeded the limit, or their debit card does not have enough funds to cover ticket payments.

By the time they deal with payment issues and are ready to finally make the payment, they will find out that their seat is now sold out and / or that cheap ticket prices have gone up.

The key point is that if you want to book cheap last minute flights for personal travel such as last minute flights to Florida or last minute flights to Las Vegas, you should be prepared to make a payment if you find a great . deal on cheap flights. Otherwise there is a good chance that you risk losing a place or a discounted price.

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Calculating the cost of owning an aircraft

For many years, calculating the cost of owning an aircraft is one of the most frequently asked questions. There are many different cost factors that go into owning an aircraft. The purchase price is only one part of the total cost of the cake owned by the aircraft. Other parts include taxes, hangars or cost reductions, fuel, oil, insurance, ramp fees, engine stocks, regular maintenance, inspection items and subscriptions. The following article will help you determine what costs are associated with owning an aircraft and how to properly plan your finances. Keep in mind that the following article offers an overall estimate of how to calculate the cost of owning most reciprocating aircraft.

We will first divide the total cost of ownership into two sections; the first section will be an indirect cost and the second section a direct cost.

Indirect costs

Indirect costs are costs that you pay regardless of whether the plane is flying or not. These costs include the cost of purchasing the aircraft (or monthly payments), insurance, inclusion fee or hangar, subscription fees, taxes and tax breaks.

Let’s start with the first indirect value I mentioned, the purchase price, or the cost of capital. This is one of the simplest calculations. If you are financing the aircraft, get a bank quote about the required down payment and interest rate. Currently, tariffs are around 6% with a minimum of 15% reduction and 20-year funding. For example, if you reduced the new DA40XLS by 20% to $ 350,000, your monthly payment will be $ 20,000 per month for 20 years.

To calculate insurance premiums, call your insurance agent and get an offer for the aircraft you are considering purchasing, tailored to your level.

Honorary fees and ties are your own. Call the airport or FBO where you want to base your plane and ask what options are available. There are usually about four options: tether (leaving your plane outside in the elements), cover (the plane is outside in the elements but has a shade of coverage), a general hangar (the plane is constantly moving in a large hangar that separates several other planes) and finally an individual or T hangar. Many airports have little space for a hangar, so don’t be surprised if you find yourself on a waiting list. Prices for Hangar vary depending on your location. My hangar in Concord, North Korea, costs a little north of $ 300 a month, while the same hangar in Fort Lauderdale will cost well over $ 1,000 a month. If you keep the plane outside, make sure it at least covered it. It will protect the interior and avionics. Also, keep in mind that some insurance companies will lower your premium if you are able to hang your plane rather than keep it from falling.

Subscription services may not apply to you. If you own a J-3 baby, you can move on to the next item. Virtually all aircraft manufactured in the early 1990s have IGF GPS. If you have an IFR GPS, you will need to subscribe to a monthly update so that your database is legal to navigate exclusively by GPS and take GPS approaches. If you have weather on XM, you’ll pay about $ 30 a month for a basic subscription or $ 50 a month for a full package. The wind feature on the full package is more than worth the extra cost. XM radio is optional. If you own a plane with a glass panel, you can choose Garmin safe taxi cards and / or approach services. Visit http://www.mygarmin.com for cost information. Jeppesen also offers suitable plates for glass aircraft cabins. This service requires an initial installation cost and a higher monthly payment compared to Garmin plate services.

Unfortunately, taxes do not disappear from aircraft, except for corporations that are exempt from taxes (for more information, see an aviation tax consultant). Taxes vary from state to state. In Florida, it’s 6% of the purchase price. In North Carolina, this is the only tax of $ 1,500. However, North Carolina levies a property tax that depends on the county and city. Where I live in North Carolina, the plane’s real estate tax rate is about 63 cents per $ 100, and my city tax is 42 cents per $ 100. If you use an aircraft for business, you may be able to depreciate the use and cost of the aircraft, which benefits your estimated cost of ownership. Please consult a tax aviation specialist to determine your individual situation.

Direct operating costs

Calculating direct operating costs is a bit trickier. There are different ways to calculate what each hour of flight will cost. My method is just one method, but it works. Here you need to determine how many hours you plan to fly per year to set an annual base budget.

Let’s start with the basics. Most reciprocating engines will require an oil change every 50 hours. Depending on where you live, a regular oil change will cost $ 150 to $ 300. Call a local machine operator in the field and find out what he is charging. If you plan to fly 100 hours a year, the math is simple.

Fuel consumption varies by aircraft. You can usually go to the manufacturer’s website or contact the POH to get a cruise fuel. If you fly an aircraft with a worn out engine, consider that published fuel combustion is the best case scenario (which is often not the case). Find out how much augos cost at your local airport, and do some math. Keep in mind, gas prices are changing

Stocks of engines and propellers are taken into account in the equation, even if you own little time or a new aircraft that you plan to sell long before the overhaul. Normally you can get an offer from your local FAA engine repair station for an engine overhaul or for a factory-installed engine. Take this price and divide it by the hours left before TBO and you will get an idea of ​​how much you need to set aside each hour. If you plan to buy twins, double the cost of fuel, engine and propeller.

Scheduled maintenance is another cost to plan. Every year your plane will come for inspection. Again, prices will vary depending on where you do the review. Store prices in South Florida average $ 95 / hour, while in North Carolina they are around $ 70 / hour. Call a service center familiar with your aircraft and see what they charge for a regular annual inspection. Keep in mind that the price they quote you does not include subcutaneous viewing items, suitability instructions, newsletters, or replacement adjustment items. This is an additional cost. If your plane is still under warranty, then don’t expect any repair bills if you lift the plane. A safe rate for budgeting additional aircraft costs outside the warranty is to double the cost of the annual inspection fee; this budgeting will cover almost all the unexpected surprises that can happen during the year. You can also consider a reserve for upgrading paint, interior and avionics, and in this case you will want to remove a little extra.

Finally, you will need to determine what the cost of your aircraft will be when and when it comes time to sell it. Usually aircraft stop depreciating after 5 years. As with machines, their depreciation varies. Companies like Vref and Aircraft Bluebook offer retail and trade prices.

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World airports in Dallas

Dallas is one of the largest cities in Texas in the United States. The city ranks third in Texas in size and is also the ninth largest city in all of the United States. It is the largest economy in Texas, and was founded in 1841. The place was officially born in February 1856. The city’s economy consists of telecommunications, energy, computers, trade, banking, medicine, medicine. research, logistics and transportation. The city is really developing economically and richly, and a maximum of 500 Fortune 500 companies are concentrated here. The city has gained enormous historical significance as it is the center of the cotton and oil industries. These industries previously made up the city’s economy. Flights to Dallas can be used from all major cities of any country. The best air tickets are also available, giving you a luxurious and memorable trip and it can be saved for a lifetime.

Dallas International Airport or Fort Worth is located in downtown Dallas and Fort Stoit., Texas. This airport is one of the busiest airports in the US state of Texas. It is designed for people from both Dallas and Fort Worth. The airport has national and intercontinental airlines that operate from it, and therefore every day a large number of passengers travel from this place. It ranks fourth in terms of passenger traffic with 6,525,501 aircraft taking off in 2010. DFW Airport is the main hub of American Airlines and is considered an airport city. In terms of ground area, it is the largest airport in Texas and the second in the United States, and the largest – Denver International Airport. DFW Airport has five terminals and 152 gates. The number of terminals will increase to thirteen, and in the coming years the number of gates will reach 260. The airport is strategically designed to reduce the short distance between an airplane and a passenger car. Particular attention is also paid to reducing traffic in front of the terminals at the airport. Flights to Dallas can be taken to any of the major international airports from anywhere in the world. If you are planning an economic tour, then affordable and cheap flights to Dallas.

In terms of infrastructure, modern facilities and connectivity DFW is the best and world class. The atmosphere inside the airport is also unmatched. Business outlets inside the airport are very good, and having the best brands makes it a sought-after place to shop. Lunch options are also very good and so passengers should not face any problem. To get a cheap ticket to Dallas, go to any of the major travel and travel sites.

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History of Northeastern International Airways

His four-year reign was short-lived and tumultuous, with a high rate of what would have remained the same if ambitions had not exceeded costs. But perhaps his greatest legacy is that he triggered one of the development cycles of Long Island MacArthur Airport, attracting passengers and ultimately other carriers by putting at stake an inflamed airfield that was constantly striving for identity and purpose. The airline was given a name that suggests a globe – Northeastern International Airways with an unlikely two-letter code “QS”, although it has never stretched further than the West Coast. And its founder was Stephen L. Quint.

Born July 8, 1935 in the Bronx, but raised on Long Island, he could certainly identify himself with the roots of his possible venture, and his impact on aviation came in his teens, at the age of 12, when his older brother started his own air service. Like a father, like a son, it is said, but in this case it was closer to “like a brother, like a brother.”

His brother’s reign, at least characteristic of his life, was also short-lived, as he subsequently succumbed to a military plane crash. Despite the tragedy, this event could have become the grain that turned into Quint’s own airline, turning into a “philosophy”.

“I think it probably had a lot to do with seeing what it was all about,” he noted later.

However, two decades passed before the seed took root, and during this time his search ended in failure.

Just as honestly, his appointment to the U.S. Military Academy at West Point was uneven because he was too young to legally accept him all seven days! His other educational efforts, including at the University of Michigan, New York University, Brooklyn Polytechnic Institute and Prato University, were also impressive and at least allowed him to leave his mark on campuses, but he left without a degree. from any of them.

In an effort to avoid all this, he moved to France for a decade, but it was on this side of the Atlantic, particularly in England in 1968, that his aviation seed finally sprouted wings with the company Sagittair, which he created. That would be the first of three. The latter, as already hinted, rose from the native soil of Long Island, emphasizing its inclusion in the name of the very airport that will become its operating base, Long Island MacArthur. Until his airline’s fleet, which originally consisted of a single plane, appeared on its asphalt, no one had heard of it. Then, again, the airport was hardly world famous.

Built in 1942 as a result of the development of airborne territories for the National Defense of Congress (DZZD), it was originally conceived as a military facility caused by the outbreak of World War II and could be used for civilian purposes in peacetime. Because it was originally considered an adjunct to military aviation, its commercial counterpart was seen as a segment of the national defense system.

This commercial goal was realized, albeit in a limited form, by the end of the decade, when a 5,000-square-foot passenger terminal was built and the Gateway Airlines taxi operator began regular service to Boston, Newark and Washington with 11 passengers de Haviland Pigeons. passenger herons of 1956.

As a long-thought-out airport of relief for JFK and La Guardia, it achieved this goal ten years later when a more ambitious 50,000-square-foot oval terminal was built to handle predominantly morning business signals in Albany, Boston and Washington. USAir BAC-111-200s and DC-9-30s and in Chicago with American Airlines’ 727-100 astronauts.

Another long-term goal, as market research has found, was to create a 24-hour Long Island Florida service to facilitate travel for those wishing to visit their retirees ’parents and capture the tourist trade in search of winter heat. Deregulation of the airline and Quinto made both possible.

By renting the former Evergreen International DC-8-50, registered N800EV, and operating it in a single-class configuration, 185 passengers, it opened McArthur on Long Island (Islip) -Ft. Service in Lauderdale on February 11, 1982, paying low, unlimited rates. As an intercontinental aircraft its relatively low fuel rise combined with a full-fledged passenger and luggage supplement allowed it to use the runway 33-left take-off, from which it ascended over Ronconcoma Lake and headed to Long Island over its South. additional carbonated drinks and snacks with peanuts, cheese and crackers, sandwiches and fresh fruit were served at the salon. Checked baggage was included in the fare.

The original schedule provided for four weekly rotations in Ft. Lauderdale and one aircraft in Orlando, although a second aircraft, registered N801EV, increased frequency and destination capabilities.

In its first year of operation, it carried more than 150,000 passengers and ended the period on a large scale, transferring a monthly record of 32,075 in December, a figure due to weather-related Florida flight cancellations at major New York airports. and the subsequent bus transfer of fillers to Islip.

Long Island’s own statistics were also promising: in 1982, 3,071 air traffic and 250,406 passengers were filed, as it now boasts three operational operators after America and the United States.

Kinta linked the initial success of its carrier with proven and proven service quality concepts and low, unlimited tariffs, along with filling a market gap that had starved for years. For this reason, Northeast has adopted the slogan “: a lot of airlines for little money,” and because it served the airport of his hometown of MacArthur, excluding travel to either JFK or La Guardia for residents of Nassau and Suffolk counties, he also toted, “We’re one step closer to home.”

Although its corporate headquarters were in Ft. Lauderdale, Long Island remained its operational base. By renting two 128-passenger former pan-am-727-100s that were draped with pink and blue clouds, he offered seven daily departures from Islip to the Fort. Lauderdale itself, Hartford, Miami, Orlando and St. Petersburg, which was Tampa’s secondary airport. Round-the-clock flights from Connecticut airfield were also offered.

After the initiation of the impulse caused by deregulation, it was impossible to arrest. The following year, which resulted in the acquisition of three further-tier DC-8-62s, including the N752UA from United Air Leasing, OY-KTE from Thai Airways International, and the N8973U from Arrow Air-saw-service in 11 destinations and annual transportation slightly. less than 600,000 passengers.

McArthur Airport on Long Island, with which it was inextricably linked, also suffered a financial reward, recording 5,997 airline movements and a capacity of 546,996 passengers in 1983.

And yet, deviating from its hitherto successful strategy and ignoring the tried-and-true “if it doesn’t break, don’t fix” philosophy, Northeast has chosen to fight the big boys at airports such as JFK, and acquire wide-ranging aircraft, ultimately acting . The widest displays were available as four Airbus A300B2 aircraft in 314 passenger single-configuration configurations with eight beams: D-AIAD from Lufthansa in January (1984), D-AIAE from Lufthansa in February, F-ODRD from Airbus Industrie in May, and F- ODRE from Airbus Financial Services, also in May. It became the second American airline after Eastern, which operates the European type.

The strategy may have led to an inexpensive carrier with Long Island roots to a big player, but its excess was crushed by insufficient cash flow. Although in the fiscal year ended March 31, 1984, it received $ 64.7 million in revenue, it recorded $ 5.2 million in losses.

His non-financial statistics told another story. By the summer, it operated 66 daily flights to 17 U.S. destinations with a three-type, 16-strong fleet, including 727-200 with similar Mexican de Aviation and VASP, and employed 1,600 people. During the first half of the year, it recorded the highest load factor, 71.5 percent, of any American airline, and in May became the 18th largest measured by passenger mileage revenue.

His systemic schedule for June 1984 covered Boston, Fort. Lauderdale, Hartford, Islip, Kansas City, Las Vegas, Little Rock, Los Angeles, Miami, New Orleans, New York-JFK, Oklahoma City, Orlando, St. Petersburg, San Diego, Tulsa and West Palm Beach.

Although Long Island MacArthur still remained a flight base, New Orleans became its main hub, serving 15 cities. Large capacity A300s were located on the east coast from JFK to Ft. Lauderdale, Miami and Orlando, and the southern transcontinental from Miami to Los Angeles via New Orleans.

However, gravity was not the only element that made it descend from the air, even with the wings. Finances are equally secured – or, in this case, the lift is reversed, causing a rapid descent. Another $ 4.4 million was lost in the third quarter, which ended on September 30, 1984, and began a survival strategy that eliminates aspects that can no longer be maintained in cash, including the dismissal of 450 employees and return – this is the most the case was a reposition of the A300 fleet.

Browsing his fast-rising media as a puzzle, Quinta tried to keep his image intact without forcibly removing the pieces and replacing them with something he could break. The ten former Braniff 727-200s, which were vital to quenching the winter sun’s thirst market in the 1984-1985 season, promised a replacement. However, a judge in Dallas ruled that this sublease of aircraft and crew would violate the terms of the agreement to reorganize the bankruptcy of Branif.

Like plugs drawn from the rapid rise of the Northeast, the light that outlined its structure went out. Destinations were eliminated, booking lines were canceled, flights were canceled, bills were not paid, and passengers were stranded. And on January 3, 1985, the three-year-old low-cost carrier was in the same fate as Braniff, suing Chapter 11 in a Miami bankruptcy court with assets of $ 28 million and liabilities of $ 48 million. He borrowed about $ 15 million from more than a thousand unsecured creditors and could no longer meet the salaries of his employees.

“I don’t know what I’m guilty of,” Quinta told reporters at the time. “All I can tell you is that we have a lot of paper, but no cash.”

The Northeast never rose to its former but again short glory, though Quinta gave her soul and heart. Similar to a “lawyer’s dog,” he constantly tried to collect debris and keep the business in the air, which he did sporadically despite filing for bankruptcy.

The only unmistakable flight – from Islip to Fort. Lauderdale is priced at $ 69.00, stringing an aerial thread down the East Coast, but with a gradual regrowth, Florida’s four major cities to the Fort. Lauderdale, Orlando, St. Petersburg and West Palm Beach were connected to Chicago, as well as to Islip and Philadelphia, albeit for $ 20.00 more than the fare, until in March it stretched again when he missed paying the plane rent.

It was four months before he was back in the sky on June 21, serving Florida’s familiar routes from the 727-200s leased by United, although some sectors are periodically operated by All Star Airlines and Emerald Air DC-9s on his behalf.

But its market was intermittent. Confidence was lost. The planes got lost. And the cost of its fares, which is just $ 49.00 to compete with more established, well-known carriers, is unlikely to be able to support it.

The last glimmer of hope appeared at the end of the year with a $ 1 million loan and the lease of a single MD-82 from Alisarda, registered by HB-IKL. Yet its final light was diminished in early 1986, muffled by liquidation, but not necessarily at Long Island Airport, which spawned it and left a legacy.

Attracting the interest of passengers and other airlines, with 10,750 air carriers and 810,751 passenger passengers in 1984, the last full year of operation in the Northeast region, it demonstrated the market potential of the airport, serving as a catalyst for its growth and never leaving it untouched. Long Island Florida, which was subsequently supplied by dozens of other airlines including AirTran, Allegiant, Braniff (III), Carnival, Delta Express, Eastern, Elite, Frontier, Pan Am, Southwest, Spirit and USAir.