Aviation accidents

For centuries man has been interested in the idea of ​​flight. From the ancient Greek myth of Icarus and his wax wings to the tireless search of the Wright brothers, it was a dream of many to ascend to heaven. Modern aviation technology has far surpassed what one would expect a hundred years ago. Commercial airlines are one of the safest ways to travel; however, private jets and planes are significantly more dangerous, resulting in thousands of deaths a year.
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Who is flying?

Flying a personal plane is a luxury that not many people feel. Flight lessons are expensive, as is access to a private jet. However, those who enjoy the feeling of flight describe it as an indescribable joy. Unfortunately, trained pilots are often too ambitious and try to perform tricks and maneuvers that exceed their skill level. According to statistics from the National Transportation Safety Board (NTSB), pilots with less than a hundred hours of flight experience account for 45% of fatal crashes.
Failure statistics and causes

Accidents in private jets are quite common. NTSB data report that in 2005 there were 1,670 public aviation accidents that killed 563 people.
The NTSB reports that personnel-related factors were named in 91% of aviation accidents in 2005. Personnel-related factors include a wide range of errors, which may include:

• Inexperienced pilots

• Too ambitious tricks such as diving, flipping or turning

• Poor planning, such as insufficient gasoline

• Loss of control

• Adverse weather conditions

Accidents in the media
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Often people here report accidents in private aviation when a celebrity was involved. Famous people often enjoy the luxury of a private jet; however in many situations this led to their death. Stars such as vocalist Aaliyah (2001), golfer Payne Stewart (1999), John F. Kennedy and his wife (1999), singer John Denver (1997), Buddy Holly (1953) and many others all died in plane crashes.
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Depending on the circumstances of the plane crash, different people may be responsible for the damage. In many situations, pilot negligence is responsible for the deaths of their passengers; however, other factors may transmit the malfunction to the pilot training program or the aircraft manufacturer.
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If any of your acquaintances were injured or killed in a plane crash, you need to investigate the case to determine liability. Contact an aviation accident lawyer to discuss your legal grounds for filing a lawsuit.

For more information on how to file a lawsuit in connection with a plane crash, contact the law firm of aviation accident lawyer in Austin Vika Fissel, P.K. today.
With Greece’s unemployment rate at 17 percent and the current pandemic not looking like it will soon disappear magically, many Greeks are starting to look for alternatives to the current financial system. They continue to seek solace in digital currencies. There are Facebook groups like Bitcoin Community Greece and Cryptocurrency Greece that aim to educate the Greek people about ‘cryptocurrency investment opportunities’. These groups have become very popular, with Bitcoin Community Greece reaching almost 5,000 members so far.
Finally, it shows that the Greeks take cryptocurrencies much more seriously, as it first became popular during the 2014 financial crisis. Could this lead to a potential cure for Greek debt diseases? The current rescue from the EU, combined with cryptocurrency, could potentially improve Greece’s financial and economic recovery over time.
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Edward Murphy – pilot profile

Name: Edward John Murphy

Date of birth / place of birth: September / 15/1956, Brooklyn, New York

Hometown: Mix between Ellenville, New York (early years) and Ridgewood, New Jersey (teenage years)
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Names of parents: John Edward Murphy and Janet Elizabeth Murphy

Married? Yes: 31 wonderful years

Name of spouse / children: Jane Ellen Murphy / John Edward Murphy 28, James Patrick Murphy 25
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Education: high school, college, degrees and such: I studied and graduated from New York Military Academy in class 74, after which I entered Valley Forge Military Junior College, graduating with a degree in “Criminal Justice” in class 76. To graduate from college, I entered Elmira College in New York, graduating Cum Laude. with a bachelor’s degree in criminal justice in the winter of 77.
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Military experience: dates, places, positions: All together spent 21 years in active service;
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January 1978 enlisted as a lieutenant through the ROTC in Valley Forge.

In May 1979, he attended flight school at Fort Rocker Al. After graduating from flight school, he stayed another 3 months and took a qualifying course in the AH-1 Cobra helicopter.
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From May 1980 to March 1983, stationed in Fulda, Germany appointed the 11th AKR as platoon commander of First Lieutenant Cobra and then as platoon. I spent all my time flying on border missions and I was very lucky to stay in flight my entire tour. In those days it was very unusual for a commission type.
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May 1983 – September 1985 – Returned to Fort Rucker, Al. Cobra Hall (AH-1 qualification course) as a pilot instructor. After 18 months, I was selected as a flight commander so that I could take a pilot instructor course as a senior standardization pilot instructor, who was responsible for all initial AH-1 pilot instructor training for both Fort Rocker and units.
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From July 1986 to March 1999, he served as an NYARNG Active Protection and Reserve (AGR) pilot instructor in Long Island, New York, instructing UH-1H, OH-6A, AH-1S, UH- aircraft. 60A. Between 1986 and 1989, I was proud to have been the commander of the C 101 Cavalry Squadron, which flew OH-6A and AH-1S aircraft, when the squadron moved from all ground forces to a combination of ground and air forces.
From April 1989 to December 1995, he served as a pilot instructor for the Aviation Brigade, working directly with the Brigade Commander and the S3 Brigade on aviation training requirements and assisting the unit instructor in training programs.
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From December 1995 to March 1999, he served as an aviation liaison officer / pilot instructor who held this position until his retirement. During this period, the state was reorganized into UH60 aircraft, which dropped out of their UH1 and AH-1 aircraft. During this period, I developed a manual on UH-60 systems to help field pilots better understand their aircraft systems. In all, I have released several hundred copies that have been copied locally and are still in use. My biggest compliment was when Sikorski used it as an additional guild for his international Blackhawk training programs.
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Combat experience: When, where, hours, awards (air medals / DFC / purple heart, etc.) – None

Licenses / ratings:


The pilot of the airline is a helicopter on planes

Type – BH-204 / SK-92

Commercial privileges – single / multi-engine aircraft

Aircraft device

Flight instructor – helicopter on airplanes

Instrument helicopter

Pilot examiner – SK-92


Type Assessment Instructor – SK-92

A typical expert is SK-92

Flight instructor on simulator

Flight examiner simulator

Hours: 7145 RW hours, 480 FW hours

The planes you flew: military and civilian. Which of each did you enjoy flying, and why.

UH-1H, OH-6A, OH-58A, AH-1S, UH-60A, U-21A, T-42A, C-172, PA-22, SK-70, SK-92

What I liked most was the difficult question. This will be the link between the AH-1 and the SK-92. AH-1 because it was my first job as a pilot instructor, and every instructor remembers his first flight as an instructor with a young pilot in the second seat. However, I would say that it is the SK-92 that gets my recognition due to the variety of mission capabilities: offshore passenger or VIP, SAR and external load capabilities, not to mention that almost all weather launch capabilities. The SK-92 made me stay strict with both the FIU and the FIU.
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Current work: Please describe this in detail. Do you like it Fun? I am currently the lead instructor / examiner for SK-92 at the West Palm Beach FlightSafety Training Center, located in Florida. As a lead instructor, I assist the S-92 program manager in overseeing the training of new instructors. As one of the flight instructors, I perform both simulator pilots and pilots, performing operations on parts 91 and 135. I also work with the Sikorsky Aircraft Flight Test Center as an S-92 liaison with FlightSafety to gather new information about aircraft to develop training programs as new systems are added to the SK-92. As a connection this allows me to regularly fly with test pilots on pre-production versions of the SK-92 during the final stages of testing the new system just before certification.
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As for the question, do I like it? This period of my aviation career became the most enjoyable experience of my life. As a pilot / instructor I owe a lot to FlightSafety because I got a great opportunity that is enjoyed by very few. This is a chance to get on the ground floor of a new aircraft that is still under development, and work with side test pilots and engineers who study how systems work, directly from the engineer who develops that system. Then fly the plane with test pilots for years before it was even certified. Do I like work? I went past the fun and directly into ecstasy a few years ago and it never changed. I can’t help but hope that this very enthusiasm / passion spills over into my training of my clients / pilots here at the Training Center. So for this opportunity I thank FlightSafety and Sikorski for making this ordinary pilot’s dream a reality.
Hobbies: Scuba diving, boating, camping on Lake George, New York, family time with my boys and grandchildren.

The most memorable flight: My last flight to the army as a pilot instructor. It was an operation to raise troops from several ships. During the flight, when I didn’t know at all, one of the planes was filming a video of the mission along with pictures of me and my crew. During my retirement, the crews of this training mission presented me with a video presentation that day. One of the commanders of the aircraft on this flight was the CW2 pilot, whom I instructed and sent to flight school, who was a young chief of staff on UH-1H helicopters when I first started working in the unit 12 years before. This video and the memories of that day remind me that the teaching program is very much alive and well in aviation both past and present.
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The pilot instructor who did the biggest role and why: After leaving the Army for the first time, I joined the New York National Guard as a pilot. I met a full-time pilot instructor who saw the potential in my instructor skills, and placed me in UH-1, training me to be a UH-1 instructor. Upon graduation, I left civilian work and joined the unit as a full-time instructor with him, this working relationship lasted 9 years. This person has demonstrated to me the importance of never ceasing to strive to learn and that self-improvement of aviation is a daily practice, not something you have periodically studied for. So he instructed me in many ways. He retired in 1995 and I had the honor of replacing him as head pilot instructor for the last 3 years before retiring.

“If I could consult a new pilot, it would be …. For pilots – never stop learning, today’s aviation is changing, becoming more technical-based and less active. It’s not how well you can control the plane, but how much you can set up and use the information the plane gives you. Another instructor is my advice: your new pilots want to learn, they all crave knowledge. So as a wise instructor in the early years taught me. that if the pilot failed to learn – this is what the instructor failed to find a way to teach them.


Why buy a light aircraft Cessna 175 Skylark?

The Cessna 175 Skylark offers an affordable and reliable route to owning a private jet, and good examples can be picked up at prices no higher than the average family cabin. You don’t often encounter these rugged light aircraft, but they’re one of the models in the Cessna that has really stood the test of time.
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Cessna 175 Skylark is a four-seater single-engine high-wing aircraft, which was manufactured in 1958-1962 by Cessna. It was designed to fill a niche between the Cessna 172 Skyhawk engine and the powerful Cessna 180 and Skylane 182. That’s the name Skylark called the chic 175 version from 59-62. The main aircraft was sold as 175. The Skylark C175B included a package of optional equipment and a special paint scheme.

Throughout life, the basic design of the frame has changed once: from a straight cap, a straight tail to a hunchbacked cap and a sloping tail of later models. The fuselage of fast processing has remained on all production line.

Outwardly the only obvious difference between the 172 and 175 is the small hump on the hood behind the 82-inch propeller. The hump allows for the larger GO-300 Continental engine, which provides 175 additional horsepower and power. .

The C175 engine is rated at 175 hp. (130 kW), or 30 hp (22 kW) is larger than the 172. Skylark engine, having 175 horsepower, is 15 km / h faster than the Skyhawk, and can take off and land. at shorter distances. The extra power and manual sash activation on the Cessna 175 make these aircraft great for short takeoffs and landings.

The Model 175 had a newly developed Cessna dashboard, placing all the main instrument flights directly in front of the pilot, instead of distributing them across the dashboard like previous models. This makes them much better for IFR use than previous Cessna models.

The 175 is not a noisy aircraft, as the engine with the GO-300 gearbox runs on a low-speed propeller (maximum 2400), however, the slight noise of the gearbox drive will be needed in order to get used to those unfamiliar with it.

The Cessna 175 offers a comfortable ride, so you can continue the journey without fear of stiff limbs and a bad back at the end of it! The cockpit is well thought out, but it is the high wings – this is probably the best feature for the pilot and passengers. The high wings allow you to get a continuous view from all sides, which makes the flight of rest a real joy.

Between 1958 and 1962 a total of 2106 Cessnas were built in the 175s, so they are not the most common in airfields. But they are definitely worth considering if you are interested in buying an affordable and reliable light aircraft.


7 fun things to do in Tampa

A fantastic place for a family vacation, Tampa is located on the Gulf Coast of Florida. You will absolutely love the place if you love nature and animals. A wide variety of vacationers, including Bush Gardens, Laurie Zoo, Tapa, Apollo Beach and the Museum of Science and Industry – the only kind of travel. But Tampa isn’t just for kids and it’s not all about nature and animals; it is home to many historical sites, beautiful beaches and cool restaurants. In this blog, we have listed the best fun things you can do in Tama. Plan your trip in advance, as some of these places require a reservation. Also, consider booking cheap flights to Tampa in advance to make your trip profitable.

Bush Gardens

Spread over 335 acres, Bush Garden is an African-themed amusement park. It features exciting attractions, live entertainment and shows, a selection of wildlife in the natural conditions of their habitat and dining options. Exhibits of animals in the Bush Gardens include “Cheetah”, “Bird Gardens”, “African Land” and “Jumbo Junk”.

Tampa Museum of Art

If you want to do something new while vacationing in Tampa, check out the Tampa Museum of Art website for their schedules. The Art Museum presents a variety of educational activities and workshops for children and adults throughout the year. In addition to a permanent collection of visual art is worth a visit at any time.
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Laurie Zoo

Known for sheltering more than 20,000 animals in its natural habitat, Laurie Park is a world-renowned zoo and a major attraction for families in Tama. You can experience some close encounters with multiple animals. Kids especially love to feed giraffes. Asian Gardens, Safaris, Africa, Florida and the Water Center, Florida Wildlife Station and Valaroua Station Children’s Zoo are highlights at Lowry Park Zoo.

Rescue a big cat

The non-profit organization Big Cat Rescue is dedicated to rescuing and rehabilitating cruel and orphaned big cats. Don’t forget to take a tour as it is not a zoo where you can roam freely. Excursions for children are available on certain days, which you can check out at the sanctuary. Among the hundreds of large cats you can see snow leopards, Jeffrey cats, jungle cats, foggy leopards and tigers.

Florida Aquarium

A renowned institute dedicated to the conservation and population of marine life, the Florida Aquarium in Tampa should also be included in your itinerary. A wide range of interactive exhibits, such as Travel to Madagascar, swamp trails, bays and beaches, coral reef, ocean barriers and others, fascinate your whole family. The bay and beaches alone have more than 20,000 marine wildlife.

Boat tours

Include a boat tour in your itinerary while you are on the Gulf Coast. You can choose sails at sunset, afternoon excursions and browse dolphins on cruises (or you can take them all). A dolphin cruise can be hosted at clubs if you visit a Florida aquarium. You can sail far into Tampa Bay where you can spot hundreds of dolphins from a bottle.

Tampa Theater

When the Tampa Theater was built in 1923, it was included in the world’s most complex theaters. Visit this vibrant theater when you are in town during a movie screening. Even if there is no film adaptation or performance, the Tampa Theater is still worth a visit. Take a 90-minute tour “Balcony behind the scenes” and learn and admire the art and architecture of the theater, which takes place in the National Register of Historic Places.

Since all good things come with a price, your vacation in Tampa can also cost you a fortune if you don’t plan to make it up. A flight ticket can cover a significant portion of your budget, so online you can find flight deals in Tampa to help you save on plane tickets to Tampa.
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Now one of you may be wondering if Nearby Sharing works directly with AirDrop, or at least integrated in some way. Well, as you expected, it doesn’t work, and it’s unlikely it will ever work with iOS hardware. It’s a shame, but at least if Google Chrome provides functionality, you’ll technically have better overall device compatibility anyway.


How to get to the lost Inca city, Machu Picchu – how to make a smooth journey

Although Machu Picchu is the most popular place in Peru, you would be disappointed to learn that there is no direct route from Lima, the Peruvian capital to Machu Picchu. Once you have landed in Lima, you need to get to Cuzco, the old capital of the Inca Empire. The distance between these stretching cities is over 700 miles. You can fly from Lima, or take a bus for a long challenging journey. Once you get to Cuzco, you will need to make another trip to get to Aguas Calientes, the nearest town to Machu Picchu. Machu Picchu, a famous ruin, is just a few miles from Aguas Calientes. You can get there on foot or by bus. Now let’s discuss all this more complicated.

Lima in Cusco

Most people get to Lima by international flight. If you get to Lima with enough time, you will probably be able to stay there for a night or two and move around the city. There are many cases where people reach Peru with a budget of 4/5 days. In these cases you have to fix the flight so as to get there in the morning. Most popular flights land early in the morning at Lima Airport. So you can make another flight from Lima to Cuzco in a few hours. They have 3/4 good airlines in Peru and some of them offer flights every few hours from Lima.

But you don’t have to buy tickets from the airport, and when buying an international ticket, make a flight to Cuzco that morning. Flight time from Lima to Cuzco is only one hour, so you can get to Cuzco early in the afternoon on the same day. There is another alternative way. You can take a bus to get to Cusco. This is a long way. There are several good bus companies that you can choose from, such as Ormeno or Cruz del Sur. They have posh buses plying between Lima and Cusco. If you are not in a hurry, you can choose a bus instead of a plane, as they are really very cheap. The plane will cost you about $ 100.00 for a one-way trip. While for a ride on a luxury bus to Cusco you only need 30.00 / 40.00 US dollars. But remember that the bus to Cusco takes about twenty hours.

Cusco in Aguas Calientes

When you get to Cusco, you can spend the night here or move to Machu Picchu on the same day. It depends on how many days you plan to stay in Peru. Cusco is a historic city. If you can spend some time there, you will definitely enjoy the city. But if you’re in a hurry, dine in the afternoon from Cuzco to get to Aguas Calientes. The train journey is scenic, and although you’ll have to sit on the train for over three hours (distance – 70 miles), you’ll enjoy it.

There are many hotels in Aguas Calientes. If you have a busy season, I recommend you book a room long before you get there.

Aguas Calientes to Machu Picchu

You can wake up very early in the morning to take a bus to get to the ruins of Machu Picchu. It is less than two miles and you need about twenty minutes to get to the ruins. Aguas Calientes is a very small town. They only have buses for transportation. you can easily cover the city on foot. They have two bus stations in the city, one is in the middle of the city, very close to where the train stops, the other – at the end of the city, towards Machu Picchu. Catching a bus from Aguas Calientes is easy, the ticket office is at bus stations, and the bus leaves the city at short intervals to the ruins of Machu Picchu. So get on the bus, enjoy a little 20-minute trip, get to Machu Picchu and enjoy the gorgeous Machu Picchu.


Guide Italy and flights to Italy

Italy is world famous for its cultural heritage and amazing food. However, such a diverse country deserves much more time than usual. This is why it is often better to visit Italy several times to experience the many different places and people it has to offer.

If you are going to try to see as many countries as possible in one trip, we would recommend this.

Start with Rome, which is the capital of Italy. It is a truly charming city with historic buildings and statues that surround you almost everywhere you go. Some highlights include the Colosseum, the Trevi Fountain, the Spanish Steps and of course the Vatican. The Roman Forum is also definitely worth a visit.

From here you could head to Sorrento. It is a small town, but it will give you an understanding of “old” Italy and allow you to taste the wonderful Italian seafood and the famous Italian drink called Lemoenchello. One could then ascend to Florence, famous for its art and buildings. After Florence you need to drive to Pisa. This city not only has a sloping tower, and is definitely worth a walk. Another very famous and popular city – Venice. It’s an absolute must see and just stunning. One of the best ways to get to all of these places is to rent a car and drive a car. This will make the trip much more flexible and spontaneous and will relieve the need for deadlines.

Italy has become a very popular country to visit, especially for South Africans. There are two airports that have airlines that operate flights to Italy. It is Cape Town International and OR Tambo Airport. The main airline that operates these routes is SAA, but other airlines such as Virgin Atlantic and Air France also do so.


Four watt aviation radio

What is the most difficult part of training pilots? Almost everyone will say, “We’re talking on the radio.” However, even beginners can sound good on the radio if they apply some simple rules. I will first discuss these rules and then give tips that all pilots can use to improve their radio skills.

Four Bs by radio

Usually it is most difficult for a pilot to make a radio call first – an “initial call”. However, with each initial call (and many subsequent calls) you just need to remember four W:

  • Who am I calling?
  • Who am I?
  • Where am I?
  • Where am I going, what am I doing or what do I want to do?

Take two examples of this, one for an uncontrolled field and one with a control tower.

As you prepare to enter a motion pattern on an uncontrolled field, you usually make a message, for example:

“Traffic in Miltown (who am I calling?), Cessna 12345 (who am I?), Which is 45 in the wind (where am I?), Runway 22 for landing in Miltown (what am I doing?).

With the control tower you can instead say:

Ocala Tower (who am I calling?), Cessna 12345 (who am I?) Eight miles north, two thousand five hundred from Charlie (where am I? – and add ATIS), Ocala landing (what do I want to do?).

Once established, you do not need to use four W for all communication. Instead, you just read the controller’s critical instructions to let them know you got them. For example, if the controller asks you to enter the right wind for runway 24, you will answer: “Cessna 12345 will enter the right air at 24”.

Try different scenarios with your friends or flight instructor, and pretty soon you’ll always know what to say.


Even if you know what to say, talking on the radio still requires some practice. Here are some tips to get you talking fast as a professional.

  1. Listen to the ATC communication. If you don’t have a radio that accepts aviation frequencies, see if you can borrow it from another pilot or at your flight school for a week. Listen to what the pilots say to ATC at their initial call and how they respond to ATC instructions. Try listening to ground, towers, approaches and center frequencies if you can.
  2. Write down what you say before making the initial radio call. You can even compose completed scripts to do so. After a few weeks of this most people can make calls on their own, but you will still want to record complex calls.
  3. If you are a student pilot, be sure to say this at the initial call-up so that the ATC will be more attentive to you.
  4. Don’t worry if you forget something. Even experienced pilots sometimes forget to inform the dispatcher of their altitude or that they have ATIS. Don’t worry – the controllers will ask you for something if you forget about it.
  5. To study the recommended phraseology, see Section 4 and the Pilot / Controller Glossary in the Aviation Manual.

If all else fails, use plain English! Not all situations lend themselves to the recommended ATC phrases, or you may just forget how to say something. One day I was leaving an unfamiliar airport and when I called the ground, I suddenly realized I had no idea where we were at the airport. The bell sounded something like this: “Land of Littletown, Cessna 12345, mmmm …” (at that moment I looked around wildly) “I’m a Chevron sign, ready to take a taxi with Delta, heading west.” Ugh – saved by the Chevron gas sign! The ground found me and allowed a taxi.


My favorite vacation spot in India!

Garbage– called as Queen of the Hills, a beautiful station on a hill, perfect for having a nice holiday with family and friends and having a great time in the cool breeze.

This magical point is located about 35 km from Dehradun, and some major Hindu places of pilgrimage, such as Kedarnat, Badrinat, Gangotri, Yamunotri, Haridwar, Rishikesh, are close to this place. Therefore, if you want to make a trip to these religious places and seek God’s blessing, they are all in close proximity.

The cool climate is perfect for getting rid of the usual stress, go hiking and visit famous tourist destinations. Some of these may include Mountain Hill, the Municipal Garden and Camel Road, which are famous for horseback riding and have magnificent views to the west.

Now that you love the rains and love to dance on the waterfalls, there are also some picnic spots that are perfect for swimming and spending time. These include the fall of Bhatta and the fall of Kempta. Mussoorie Lakes are famous for water boat rides and also have a magical view of the Dong Valley and nearby villages.

At the highest peak of Mussoor next to Lal Tibbay and Char Ducan is Childer’s Lodge. This is one of the best places in Mussoor where there is a spectacular snowy view. You can visit the house even on horseback. Char Ducan was named after the number “4” because it consists of 4 (char in Hindi) places to eat.

Well, if you are a fan of websites and just can’t do without clicking images and landscapes, be sure to visit one of the best tours in Mussoorie, Dhanauli; famous for its green Deodoric forests and mountain landscapes.

The main attraction of Mussoorie – a shopping center. It consists of several hotels, restaurants, canteens and game stores for children and adults. The road opens the way to the Library Road, followed by the Tibetan Market, where people can make cheap purchases.

Above, Mussoorie is the best hill station to visit because of its pleasant climate all year round, with greenery in full bloom in October and November, which is the spring season there. The best season to visit Mussoorie is from April to June and again from September to November. When hot waves occur on the plains of North India, Mussoorie offers a welcome break. At this time the Himalayas are very clearly visible and look very beautiful and colorful. Alternatively, accommodation can be enjoyed at the Honeymoon Inn and other Musour hotels, so you don’t have to worry too much about the possibility of staying at this magnificent Hill Station


Airport etiquette: go through airport security without losing your bags or missing a flight

In the past, stress over the ocean usually flew over worries about the flight itself or that you forgot to gather the necessary things.

However nowadays people are more worried about having to choose this in-depth bag search and get through the airport in time to make a flight. The sad but true fact is that navigating airport security is more of a test than the flight itself.

So how can you get to the airport quickly and easily? Is it still possible to get to your destination on time and with all your bags? Here are some helpful tips that will hopefully make this dream come true!

Packing tips

Traveling through the airport easily starts with packing. Before folding your first shirt, visit your airline’s website to check the current restrictions. Then withstand them! If it says that you don’t have liquid transfers, don’t try to steal face cream because it’s not “really” liquid. Also make sure the bags are the right size and weight. Be sure to check again a day or two before departure if anything changes.

Your next task will be to ensure that all your bags arrive at their destination. Tighter security and more frequent baggage checks mean there will be more errors – lost luggage or (if lucky) temporarily left seats. More and more travelers are even reporting that they have found items in their bags that do not belong to them! Fortunately, there are a few things you can do to increase the likelihood that all your bags will arrive at the right place:

  • 1. Make the manual styling as small as possible. In fact, if you can, carry everything in a clear plastic bag. That says “I’m not dangerous” loud and clear.
  • 2. Use plastic freezer bags to seal small items in tested bags, and with a permanent marker write your name and destination on the outside. This will help any luggage seeker in case of mixing.
  • 3. Include your itinerary in each checked baggage with names, dates and phone numbers where you will be staying.
  • 4. Mark the outside of each bag with something that identifies it as part of the group. I was in groups that used red pompoms (they are easy to pick up at the store) and I myself used colored canvas straps. Think about it: if this luggage handler sees five bags of yellow pompoms going to Rome and he’s holding a bag of pompoms, he’s probably not going to accidentally throw it on a pile going to Kathmandu!

    Now you have done your best to get the bags to their destination; but the best plans of mice and males are not always reliable. What if the worst happens and your bags get lost or delayed?

    Manual convenience

    Here the manual packing comes into play. I understand that I just recommended taking as little as possible … But if you are really concerned about lost bags, I would recommend taking one outfit (don’t forget socks and underwear!) As well as a few essentials. In the past here you bought bottles of toothpaste and shampoo to collect them in hand styling. Unfortunately, those days are over. The good news is that, despite the restrictions on carryover, there is there is several viable alternatives!

  • 1. The only thing no one wants to do without in a 14-hour flight is toothpaste. You can get pre-glued brushes at”> for about 50 cents and throw them away when you’re done.Toothpaste powder is also a great way to go. / / “> At there is the product itself and very interesting information about the health benefits associated with this method. You may end up using it all the time!
  • 2. Did you know that you can get a non-liquid shampoo? Consider yourself informed. “> JR Liggett’s has been selling organic shampoo since 1985. In addition to being very hair-friendly, it can be used on the rest of the body … and even on clothes! it is environmentally friendly.
  • 3. If you are traveling with toddlers, another important item on your list will be sunscreen. Check “”> Sun Towel “to make sure neither you nor your child start a holiday with burnt skin. +, which offers maximum protection on this sunny Mediterranean beach!
  • 4. Finally, if you have any medications that you need to continue, make sure they are clearly labeled with your name. Liquid medications are usually limited to 4 or 5 ounces.

    Well, your “thing” will do it … what about you? Do you have a plan for a quick and carefree ride through the airport?

    Airport security etiquette

    The main thing to pass the airport security quickly and without any worries is to play by the rules. Don’t be angry; if you are offended, write a letter to the congressman when you get home. But for now, if a man in uniform asks you to do something, do it. Here are some other tips to make sure you are not the one chosen for viewing:

  • 1. Arrive early. They tell you to get there in about three hours, so do it!
  • 2. Keep your ticket, ID and passport in one place for quick access. I recommend purchasing something like a passport wallet or certificate holder around your neck. Remember to keep an eye on this all the time.
  • 3. Wear comfortable shoes that slide / slide easily. At the airport you will be asked to take off your shoes at least once, so I recommend slippers, sandals or flip flops. They will be more comfortable on the plane.
  • 4. Don’t wear a lot of extra materials; avoid earrings, watches, belts and pockets if you can. If you can’t, remove them in advance and place in a hand stacker until you cross the line. Trust me – everyone else will appreciate it!
  • 5. The last and perhaps most important tip for “flying through the airport” is to dress chic and simple. Don’t wear a t-shirt with ambiguous messages or anything that others will find “horrible” or “scary”. Nowadays you can be stopped for searching!
  • Following these tips can seem a bit tedious and detailed if all you want to do is get to your destination. However, I am sure you will agree that small worries ahead of time are worth making your vacation start quickly and without worries. So, the only thing you will have to worry about when you get there is whether you should spend your time studying or just lying down by the pool!


    Learn to fly in Fort Worth

    Learning to fly can be one of the greatest experiences of your life. The flight offers an exceptional sense of freedom and adventure that you will not get anywhere else.

    Fort Worth, Texas has one of the greatest places to learn to fly if you want to experience aviation the way it used to be. The downside of most flight schools you’ll find today is the fact that most, if not all, have a “corporate” atmosphere. There is nothing wrong with that if you are a corporate type person. Most of the people I spoke to would have chosen a friendlier “Little Town” atmosphere. When I say small town, I mean the type of airport where you are known by your first name and always greeted with a smile. Looks like Mayberry, right? That’s great at the Sycamore Strip Airport south of Fort Worth.

    Yavar’s chief flight instructor is Ron Jur. Ron offers exceptional flight training and lifelong knowledge in the aviation industry. Ron’s career began in the military as a bomber pilot who performed combat missions. After a military career Ron moved into the civilian sector and has been flying ever since. He and his wife own the Sycamore Strip Airport and offer quality flight instruction and aircraft at a reasonable price. In fact, during a research study of all flight schools in the DFW area, plane tree rates were the most affordable.

    If you live in the Fort Worth area and want to learn to fly, you need to look closely at the Yavar Strip. Ron offers everything from a recreational pilot, a private pilot, an instrument rating and up to a CFI. Aircraft rental is the most affordable in the region by a wide margin. The Sycamore Strip is a small, low-cost airport that gives Ron and Connie the opportunity to pass on the savings to customers. Corporate aviation centers are primarily concerned with increasing profits and improving results, and there’s nothing wrong with that if you don’t mind parting with more money.

    Sycamore aircraft leases include Sessions 152 and 172. Aviation services include hangar rental, mooring, and a full range of maintenance services. The Sycamore Strip is just 8 miles south of Fort Worth from Crowley Road.


    Aviation suits and their significance for pilots

    The aircraft headset is a device that protects us from long-term hearing problems and helps keep in touch with the team as well as the air traffic control system. Unbelievable, but we see that pilots often figure out how to deal with a headset that doesn’t fit specific needs. Many are annoyed by their current comfort and constantly experience headaches and earaches to start disrupting work and reduce safety. Other pilots are frustrated with the headset’s malfunction and have also completely exchanged functionality for longevity. Many other pilots are affected by the brand image as well as the belief that the highest price equals the most profitable product.

    Our headsets are devices used all over the world by pilots and flight crew members who fly on any items transported on military vehicles, helicopters and business planes. Although the targets are as diverse as the aircraft being flown, most of us have become pilots out of a desire to fly. Never let a headset with a lack of comfort and durability deprive you of that enthusiasm.

    Standard flight lessons last from one to two hours. Cross-country flights are usually much larger. Either way you will need a headset that relaxes. Nothing can eliminate the pleasure of flying, such as an unpleasant and inadequate headset.

    There are many aspects that determine whether your headset will be comfortable or not. These 4 elements:

    – Clamping pressure

    – Weight

    – Adjustability

    – Stuffing

    In pilot headsets with passive noise reduction, a clamping voltage is required to prevent noise. This is truly one of the several benefits of ANR pilot suits. They do not require a large number of clamps. Because pilots have different head shapes and sizes, the easiest way to find the most suitable would be to test multiple suits. Most headsets have large screws to change the clamping pressure.

    A heavy headset can potentially cause discomfort in the shoulders and neck during long flights. When searching for pilot suits, examine the specific weight of multiple suits and, if possible, choose a lightweight one.

    The more ways for you to change the headset, the more possible it is to customize it upside down. When looking for a headset, see how many ways you can change it.

    The right amount and type of cushioning in ideal locations tends to significantly differentiate a relaxing suit from an uncomfortable one. The two most common places for a pad are the ear cups and under the bandage. Finding the perfect headset is a challenge that many pilots go through when they first start. To simplify a problematic search, just search Google for reviews as well as the pros and cons of each headset. After a quick search, I noticed a lot of websites that listed me a lot of information about the best review of aviation suits. After a few days of searching, I decided to buy a Bose x aircraft headset. It wasn’t in my intended price range, but I’m more than happy with my decision, and once I entered the flight hour, I was never more comfortable flying!


    Why was Emirates awarded the title of “Best Airline” in the Skytrax 2016 awards list?

    Emirates was recognized as the best airline in the world by Skytrax, the leading consumer aviation site for 2016. The Dubai-based airline was awarded at the recently concluded Farnborough Air Show. The emirate was honored for the fourth time in 15 years. The airline launched a winning strategy in 2013. This year the airline sits down with Qatar Airways to get the honor.

    What makes Emirates special?

    When it comes to the Middle East, everything is stunning and a spell of class and luxury, the same goes for Emirates. From the design form of the crew and support staff to the food and beverages on board, Emirates differs by all criteria compared to other airlines.

    The amenities that make Emirates special are:

    Private Suites – On Emirates flights the hotel has rooms with private space for the comfort, convenience and relaxation of passengers.

    Shower spas – No matter if you are traveling for business or leisure, spas with showers will allow you to sit back and prepare for your destination.

    Exclusive board rooms – If you have ever visited any salon of the Emirates airport, you will know why it was recognized as the best. The salons have spas, buffets, relaxing beds and sofas and more so you can exercise until you board a flight to the Emirates.

    In flight Wi-Fi – Wi-Fi is a must for any modern airline, and both Emirates can stay behind. It is one of the first airlines to offer Wi-Fi on all its short, medium and long haul flights.

    In-flight entertainment – ICE is an in-flight entertainment system for the Emirates. Passengers will love the wide selection of entertainment options. There are more than 2,500 channels of movies, TV shows, music programs and online games to choose from in several languages. The ice digital screen also has a wide selection of subtitles. Passengers are allowed to create their own personal playlist throughout the journey.

    World class kitchen – A selection of food from around the world that would define your meal in flight – yes, it’s something that can accurately describe what the Emirates food and beverage section can offer. On board the flight of the Emirates you can find everything from caviar to salmon and fine wine.

    These are just onboard services, but Emirates services are not limited to this. The airline also takes care of its passengers on the ground. It offers transfer from the airport, car rental and limousines also on request for unimpeded transport to the airport.

    Middle Eastern airlines have set standards for airlines around the world and time for others to step up and join the competition. Such competitiveness will only amuse flights for travelers like us.


    History of Austrian Airlines at JFK

    1. Return to JFK:

    Two decades after Austrian Airlines launched New York’s initial but unsuccessful transatlantic service, a joint operation with Sabena Belgian World Airways was opened on April 1, 1969 by a registered Boeing 707-320 OE-LBA, which made a stopover in Brussels. he returned to the United States on March 26, 1989, this time on an Airbus A-310-300 with OE-LAA sports registration. The occasion not only introduced intercontinental service into its route system, but also a wide-range aircraft with the first cabin configuration in three classes. Unlike the previous attempt, this one was successful, but marked the beginning of another two decades of resilience, laid out by a variety of aircraft types, airline alliances and strategies, terminals, recycling companies and computer systems. This is his story.

    2. JFK station development:

    The initial training, held at Austrian Airlines’ North American headquarters in Whitestone, New York, and taught by Peter “Luigi” Hübner, began on February 6, 1989, or six weeks before the inaugural flight, and its program included “Passenger Handling I” and “Adios Check-In” courses.

    Austrian Airlines’ first location, the East Wing of the now defunct International Arrivals Building, was a common Icelandair facility and included five check-in counters equipped with computers, automated boarding printers and laser-scanning luggage exchange printers. Saga Lounge top level.

    Fully hired and trained by Austria and equipped in uniform, its staff performed all the functions of ground operations: passenger service, ticket booking, loss and find, cargo control, administration, supervision and management, while Icelandair staff served in the ramp controlling service aircraft and loading luggage, cargo and mail.

    However, the success of the operation depended on the equipment that served it, and only the Airbus Industrie solution offered a shorter version of its signature A-300 with a smaller capacity, which made it possible to resume transatlantic operations with the A-310.

    This two-mechanical, widescreen design of simultaneous technology provided the same range and two-pass comfort as the comparable four-engine 747 or three-engine DC-10 and L-1011, but at the same time proposed reduced power to facilitate profitable, year-round operations. Due to the size of the Austrian market the larger 747, DC-10 or L-1011 would otherwise operate at a loss outside the peak of the summer travel season. Any other long-range aircraft, including the Boeing 707 and McDonnell-Douglas DC-8, was introduced by the older generation Stage 1 technology with four stage 1 engines of the early 1960s, and would be banned by the U.S. Service if they were not secured or retrofitted. engine. The A-310 itself made possible the long and thin sector of the Vienna-New York routes of Austrian Airlines.

    The original 1989 schedule offered six weekly frequencies in summer and five in winter, then two A-310-300s served New York and Tokyo, the latter with an intermediate stop in Moscow. In addition, they have also increased more distant routes, such as to Tel Aviv, Istanbul and Tehran.

    During the first six months of JFK operations the aircraft never experienced excessive delays due to scheduling, which resulted in exemplary timely operation.

    In-flight service, of course, accounted for most of the airline’s costs. As a result, many carriers have started to reduce this to reduce costs. However, Austrian Airlines remained unique in a world characterized by snacks and paper cups, providing a printed menu, convenience kits, Chinese cuisine services, free spirits and headphones in the transatlantic bus lounges to Vienna and back.

    Due to the short fuselage of the A-310, however, the cargo space of the lower deck was limited, in the front hold usually housed units for loading luggage units (ULD), and the cargo itself, which was often limited to two pallets and one AKE unit.

    Although initially the load factors for the New York-Vienna sector were low, they increased steadily until most flights were filled. Large tourist groups made up an increasing part of the passenger mix, along with expected passengers who could connect and who were able to take advantage of Vienna’s expanded center. This was the main evidence of the carrier when the passenger decided to fly with him and establish a connection at his home airport, as opposed to non-stop travel with the national carrier.

    As a “second attempt” across the Atlantic, the Austrian Airlines A-310 intercontinental airline to New York City eventually succeeded.

    With the acquisition of the third A-310-300 aircraft, registered OE-LAC, Austrian Airlines until the spring of 1991 expected a service to the second US gateway, for example, in Los Angeles, but the duration of the A-310-300 aircraft was 11 hours. ruled out this reality. Although an alternative to the American Boeing 767-200ER aircraft in Vienna was considered as an alternative, this would lead to restrictive competition, as O’Hare was the second largest hub, leaving Washington-Dulles as the only viable alternative.

    A fuller McDonnell-Douglas MD-83 was ordered for the European Continental Network in 1991, and several existing MD-81s were converted to this standard, increasing their range and payload capabilities. Two additional Fokker F.50s were also ordered for domestic and long thin international routes.

    During the five – year period from 1989 to 1994, Austrian Airlines operated flights to JFK on its own, offering only four weekly flights in winter and seven in summer.

    3. Delta Air Lines Code Share:

    The change in market conditions has caused a modified strategy for the Austrian JFK. Seeking to agree with the US domestic carrier on the goal of obtaining feed for transatlantic flights, for example, he entered into a marketing agreement with Delta Air Lines in 1994, in which he placed his two-letter code “OS” on a controlled Delta. flights, while Delta itself has mutually placed its own denominator “DL” on the services of Austria. Two Delta flight attendants, dressed in the uniform of their company, originally also served in the showrooms of their A-310s in Vienna and from Vienna.

    Although the financial benefits of the concept lingered, the aircraft eventually achieved high load ratios, transporting passengers from Austria and Delta from about two dozen U.S. cities via New York to Vienna, often due to travel.

    In order to reduce ground handling costs and achieve synergistic benefits associated with airline transportation, Austrian Airlines moved its operation to Delta Terminal 1A (later redesigned Terminal 2) on July 1, 1994, retaining only nine of the 21st staff. Delta Air Lines, a newly designated land carrier, assumed arrival, loss and discovery, passenger check-in, departure gate, ramp and luggage room, while Austria itself continued to perform its own tickets, cargo control, administration, supervision and management functions.

    In 1994, two long-range four-engine A-340-200 engines were also purchased, designed for 36 business passengers and 227 economy class passengers, as well as registered OE-LAG and OE-LAH. They periodically served New York for the next decade.

    Another change occurred three years later, between February 1997 and 1998, when he moved his counters and operations office to Delta Terminal 3, but otherwise remained in the same marketing alliance.

    The year also noted for the first time that the transatlantic route to New York was ripe enough to support a second flight on selected days of the summer schedule, with this additional flight arriving in 2045 and departing in 2205, usually operated on OE-LAC aircraft, A-310 with abbreviated business, but the economic department of greater capacity, he facilitated communication with the southern bank departures from Vienna.

    4. Perfection of the Atlantic:

    Once again giving way to the restructuring needed to deregulate airlines, and trying to achieve additional synergies to reduce costs, Austrian Airlines merged its JFK operations with Sabena Belgian World Airways and Swissair on March 1, 1998, forming the Atlantic Alliance of Alliance. Although employees of all three airlines continued to wear appropriate uniforms, they worked in single passenger service and cargo control services, using the joint registration of Austrians, Sabbens and Swiss, and operated each other’s flights.

    At the peak of the summer season, seven daily flights were offered by four airlines, including two to Vienna with Austrian Airlines, two to Brussels with Delta and Saben, one to Geneva with Swissair and two to Zurich, also with Swissair.

    At Atlantic Excellence Station, eight functions were performed, including control, arrival, departures, VIP / special services, ticket sales booking, load control, ramp supervision and troubleshooting. As Swissair was involved in the preparation of goods for Malev-Hungarian Airlines flights to Budapest, the “Load Control” function itself involved the processing of six aircraft types 747-300, A-340-200 / -300, MD-11, A-330-200 -e, 767-200s and A-310-300s – transportation courses are often required.

    As in some cases with Austrian Airlines, Delta has equally entered into mutual bilateral sharing agreements with Sabena and Swissair, but has now moved to the previous marketing agreement as a full alliance at the much-matured JFK Delta aviation center. Delta, however, continued to provide ramp and luggage camera functions for all three Atlantic Excellence airlines.

    In August of the same year, Austrian Airlines adopted the first of four long-range A-330-200 airlines, registered OE-LAM and configured for 30 business passengers and 235 economy class passengers, and the type eventually replaced the A -310-300 as an intercontinental workhorse. The four aircraft, which later operated with a reduced business cabin at 24th place when the Grand Class concept was introduced, had OE-LAM, OE-LAN, OE-LAO and OE-LAP registrations.

    During the summer schedule of 1998, Austria carried out the first two-plane operation from JFK, with the first flight usually performed by the A-330 and the second by the A-310.

    5. Star Alliance:

    Although a final “Swissport solution” was envisaged, under which all Atlantic Excellence ground operations personnel would be transferred to the service provider, the accident never occurred.

    Rumors that rumbled around the station, as gentle warnings of a storm that passed, permeated the atmosphere until mid-1999. A new strategy seemed to be looming on the horizon, and its seeds, planted long before it blossomed, were multifaceted and comprehensive.

    In June 1999, Delta Air Lines and Air France formed the foundation of a new global alliance, later renamed SkyTeam, disbanding the 25-month Austrian Alliance / Delta / Sabena / Swissair Atlantic Excellence, whose agreement would end without negotiation in August 2000. year.

    Despite a 10 percent investment restriction, Swissair nevertheless tried to acquire additional shares in Austrian Airlines, preventing Austria’s goal of maintaining its own identity and independence and forcing it to withdraw from the Qualiflyer alliance led by Swissair European carriers.

    Swissair and Sabena formed a combined commercial management structure, which again proved to be contrary to the independent direction of Austrian Airlines.

    Finally, in early 2000, Saben and Swissair entered into a joint venture agreement with American Airlines, a US airline organization that contradicted the strategy of Austrian Airlines.

    As a small but profitable international carrier with significant quality, Austrian Airlines, however, needed to achieve a global alliance to remain profitable, and thus entered into a membership agreement with Lufthansa and the United-Star Star Alliance, which entered into effective March 26, 2000.

    The largest and longest alliance, then, included Air Canada, Air New Zealand, All Nippon, Ansett Australia, Austrian Airlines, British Midland, Lauda Air, Lufthansa, Mexicana, SAS, Thai Airways International, Tyrolean, United and Warig, and together carried 23 percent of world passenger traffic. But more importantly, the solution contributed to further independent identity and functioning, but at the same time had the potential for expansion. The decision was expressed as a feeling, “Here we are growing again!”

    The transition from Atlantic excellence to the Star Alliance, which began in January 2000, has led to four integral changes.

    1). A completely new IT system (information technology) and a program for frequent flights.

    2). Prompt relocation to the new terminal, passenger service office, passenger check-in desk, air traffic control center and gate at JFK.

    3) New airlines using coded flights and supplying traffic led to the closure of the Atlanta station and the subsequent opening of Chicago and the resumption of Washington in the United States.

    4). Organization of migration trainings in Oberlaa, Austria, where the head office of Austrian Airlines is located.

    Membership in the Star Alliance, which again led to a move to the First Terminal at JFK, caused another change of carrier, this time from Delta to Lufthansa, which now served as baggage and check-in services, while Austrian itself continued to act as an arrival, ticket sales, load control, ramp supervision and management. Under a mutual agreement, he also provided these passenger services to Lufthansa for its own departures to Frankfurt during non-business hours. Initially, the functions of aircraft loading and storage were performed by Hudson General, which was later renamed the GlobeGround of North America.

    As part of a further cost reduction strategy, Austrian Airlines moved to a smaller passenger service budget on the ground floor of Terminal One in September 2002, during which time Lufthansa was given the load control / supervision function. No longer operating Lufthansa flights, Austrian staff has shrunk even further – now it employs six full-time and two part-time employees, and the number of daily shifts has decreased from nine to eight.

    Austria’s largest aircraft carrier, the A-340-300, which accommodated 30 businessmen and 261 economy class passengers, also intermittently provided JFK service, especially in the summer schedule of 2002, when a late Saturday departure was scheduled. Two such aircraft, registered OE-LAK and OE-LAL, are now part of the fleet.

    6. Swissport USA:

    The continuing need to reduce costs led to another change of carrier in JFK on January 1, 2003, when most ground services were transferred from Lufthansa to Swissport USA.

    In preparation for the change, Swissport Passenger Service staff took a guide check-in course in Vienna the previous month, while one Swissport agent, who organized the luggage department, attended the World Tracer Basic course in late October and October.

    Dressed in the uniform of Austrian Airlines, Swissport staff performed the functions of “Arrival, Lost and Found”, passenger check-in, check-out gates, load control and flight control, while Austria itself continued to perform the duties of ticket sales, administration, supervision. and management.

    The load control, which was originally performed in Terminal 4 using the DCS Swissair system, was eventually transferred to Terminal 1 and the Lufthansa-WAB system after Swissport operations personnel underwent a computerized load control course in Vienna in March.

    7. North American Station Training Program:

    Because most Swissport agents had little previous airline experience and were therefore unfamiliar with Austrian Airlines products and procedures, the author created a local training program, describing courses, writing textbooks, developing quizzes and exams, teaching the courses themselves, and then issuing certificates. about training to better prepare them for their duties.

    The program, tracing its routes to the Austrian Airlines passenger service course established in 1989 and the introductory training material on load control, written in 1998, has become a full-fledged North American station training program, the content of which is updated according to the aircraft system. , The procedure and change of the alliance included four integral training programs “Initial Passenger Service”, “Ramp Supervision Certification”, “Load Control Licensing” and “Airline Management”.

    Ultimately, including 27 procedural and training manuals on passenger service, ramp supervision, cargo management, air freight and airlines, two station histories and 28 training programs, the result was 63 courses taken by Austrian airlines and Delta airlines. . , Lufthansa, Passenger Handling Services / Maca, SAS, Servair and Swissport at eight North American stations Atlanta, Cancun, Chicago, Montreal, New York, Punta Cana, Toronto and Washington.

    Праграма, якая хутка ператварылася ў эквівалент “універсітэта авіякампаніі” і часта называлася прычынай таго, чаму супрацоўнікі Swissport імкнуліся перавесціся на рахунак Austrian Airlines, аказалася важнай для кар’ернага росту, палягчаючы прасоўванне па службе альбо прыняцце іншымі авіякампаніямі .

    8. Boeing і Lauda Air да JFK:

    JFK, які да гэтага часу абслугоўваўся выключна Austrian Airlines і яго флотам самалётаў A-310, A-330 і A-340 Airbus, атрымаў сваю першую рэгулярна запланаваную эксплуатацыю Lauda Air 767 летам 2004 года, перавозчык, заснаваны гонкай Формулы I кіроўца аўтамабіля Нікі Лауда і лічыў канкурэнтам Austrian Airlines на пачатку яго гісторыі. Але да наступнага года яго частата павялічылася ў чатыры разы, і на працягу 2007 года яна ўвогуле замяніла 17-гадовую авіякампанію Airbus.

    Летні рэйс Lauda 767 2004 года, які выконваў дадатковыя абавязкі да аўстрыйскай штодзённай частаты на працягу 11-тыднёвага перыяду з 26 чэрвеня па 5 верасня, павінен быў прыбыць у 2055 у суботу вечарам і вылецець праз 25 гадзін у 2200 у нядзелю.

    Для таго, каб падрыхтаваць станцыю да дадатковай службы, былі створаны мясцовыя курсы Boeing 767 Passenger Service і Boeing 767 Control Control, якія супрацоўнікі Swissport праводзілі ў іх.

    Паколькі тэхнічныя супрацоўнікі Lufthansa не валодалі 767 ліцэнзіямі, яе тэхнічнае абслугоўванне было заключана па кантракце з Delta Air Lines, якая эксплуатавала ўсе тры серыі 767 серый -200, -300 і -400, а перад навядзеннем самалёта была праведзена шырокая начная прыпынак і працэдура бяспекі. назад да трывалага трыбуна тэрмінала Адзін, у гэты час на ўсе дзверы доступу былі нанесены ахоўныя пломбы. Разгружанае камбузное абсталяванне прамылі і падрыхтавалі да наступнага вечара.

    З-за ўмяшчальнасці самалёта Amadeus Class на 36 пасажыраў, позні вылет было цяжка прадаць у бізнес-салоне без значнага маркетынгавага прасоўвання і зніжэння кошту праезду, у той час як загрузка паддона з грузам была абмежавана на дзверы ў чатырох пазіцыях у пярэднім адсеку. Самалёты працавалі ў спалучэнні ліўрэяў Lauda Air і Star Alliance.

    На працягу летняга раскладу 2005 года, з 14 чэрвеня па 2 верасня, 767-300 забяспечваў да чатырох дадатковых штотыднёвых частот, у выніку чаго ў агульнай складанасці было 11, прычым A-330 звычайна працаваў датэрмінова, а 767-300 – познім. .

    Да 2007 года тып увогуле замяніў флоты А-330 і А-340, але з’явіўся ў некалькіх камплектацыях. Напрыклад, самалёты OE-LAE, -LAY і -LAZ мелі 36 дзелавых колаў і 189 эканамічных, а тыя, хто зарэгістраваны OE-LAX і -LAW, адпаведна мелі 30 і 200 месцаў. Самалёт OE-LAT, які прапанаваў самую вялікую ёмістасць з гэтых шасці, уключаў на дзесяць месцаў больш, чым гэтыя два, для дадатковага аўтобуса на 240 пасажыраў.

    9. Цэнтралізаванае кіраванне нагрузкай:

    У канцы 2006 года ў JFK была ўведзена канцэпцыя, вядомая як “Цэнтралізаваная сістэма кіравання нагрузкай” (CLC), і станцыя, як і ядро ​​атама, стала асновай усяго гэтага.

    Мозг дзяцей Майкла Штэйнбюгла, тагачаснага кіраўніка станцыі JFK, працэдура, якая ішла па тэндэнцыях, устаноўленых Swiss International у Нью-Ёрку, Lufthansa у Кейптаўне і SAS у Бангкоку, пачалася ў больш раннім следчым праекце, у якім ён даследаваў скарачэнне выдаткаў сродкамі вялікага, адзінага Цэнтралізаванага аддзела кантролю нагрузкі ў Вене альбо некалькіх рэгіянальных. Аднак апошняе цягнула за сабой моўныя і часовыя перашкоды.

    Сам назапасіўшы значны досвед стварэння аператыўных працэдур і метадаў на пасадзе былога кіраўніка авіяцыйнай тэхнікі, ён добра разбіраўся ў пытаннях вагі і раўнавагі.

    Імкнучыся прымяніць гэтыя веды і адначасова паспрабаваўшы выправіць несумяшчальнасць сістэмы і цяжкасці ў зносінах, якія ўзніклі пры размяшчэнні SAS-Бангкока ў Вашынгтоне, ён упершыню заняўся гэтай станцыяй, якая, як і JFK, ужо выкарыстоўвала сістэму Lufthansa-WAB. У працэсе ён вызначыў курс на шмат якія пераходы, здзейсніўшы некалькі паездак па службовых абавязках, каб усталяваць сумяшчальныя з мясцовымі станцыямі працэдуры, а затым склаў падрабязны буклет пра іх. Першая цэнтралізаваная табліца палётаў у Вашынгтон, OS 094, была створана 1 лістапада 2006 года.

    Чарлі Шрайнер, тады кіраўнік Austrian Airlines Load Control, пасля адзначыў гэтую падзею, адправіўшы наступны тэлекс.

    “З палётам OS 094 Austrian Airlines 1 лістапада, – пісаў ён, – наша першая лінія была падключана да рэгулярнага працэсу цэнтралізаванага кантролю нагрузкі на самалётах ULD. Усе мерапрыемствы па аператыўнай падрыхтоўцы палётаў, планаванні нагрузкі, каардынацыі ULD і WAB Сістэмная дакументацыя, уключаючы таварны ліст, які перадаецца ў кабіну праз ACAR, была паспяхова кантралявана нашай станцыяй JFK учора “.

    Астатняя частка праграмы CLC, аднак, уключала паэтапную рэалізацыю. У маі наступнага года служба была адноўлена з Чыкага. Паколькі зараз гэта можна было лічыць “новай” станцыяй, лагічна вынікала, што яе таварны ліст з самага пачатку будзе інтэграваны ў сістэму CLC і, нягледзячы на ​​адрозненні кампутарнай сістэмы, быў паспяхова адаптаваны з першым палётам 29 мая пасля працэдурных мадыфікацый.

    Паколькі гэтымі гарадамі кіруе JFK, было прынята рашэнне аб інтэграцыі апошняй паўночнаамерыканскай станцыі Таронта, чый першы цэнтралізаваны таварны ліст быў выдадзены 1 ліпеня.

    Тры спецыяльна прызначаныя аўстрыйскія авіякампаніі кантролеры нагрузкі ад Swissport, двое з якіх працавалі ў пэўны дзень у пік летняга сезона, сфармавалі каманду Цэнтралізаванай сістэмы кантролю нагрузкі.

    Паколькі чацвёртая станцыя была інтэгравана, JFK выпускала каля 120 грузавых лістоў у месяц, і вельмі паспяховая сістэма давала мноства пераваг.

    У першую чаргу гэта дазволіла значна эканоміць. Усе рэйсы адпраўляліся своечасова ў залежнасці ад плана іх пагрузкі і падрыхтоўкі грузавых лістоў, і ўсе чатыры паўночнаамерыканскія рэйсы аператыўна выконваліся толькі яшчэ адным штодзённым кантролерам нагрузкі, чым JFK, выкарыстоўвалі для аднаго вылету. Усе справаздачы інструкцый па загрузцы і табліцы нагрузак былі дадаткова сфарміраваны сістэмай Lufthansa-WAB, што дае Вене неадкладны доступ да ўсіх дадзеных і дакументацыі, звязаных з кантролем нагрузкі.

    10. Боінг 777:

    Калі Austrian Airlines 29 сакавіка перагарнуў старонку раскладу на зімовы перыяд 2008-2009 гадоў, JFK выставіла свой першы эксперымент Boeing 777-200ER – самалёт самай вялікай грузападымальнасці і пяты базавы тып, які абслугоўваў Нью-Ёрк пасля A-310, A -330, A-340 і 767.

    Самалёт, які першапачаткова быў набыты авіякампаніяй Lauda Air, быў распрацаваны на 49 пасажыраў бізнес-класа і 258 пасажырскіх аўтобусаў, хаця два пазнейшыя прыклады, якія адрозніваліся больш высокімі валавымі вагамі і змененымі пасажырскімі механізмамі, змясцілі 260 пасажыраў эканом-класа ў дзесяць месцаў, тры-чатыры -тры, канфігурацыі.

    За шасцімесячны перыяд з красавіка па верасень 2009 года на адным рэйсе было 34 адсоткі больш пасажыраў, якія прыбылі і вылецелі, а таксама значна павялічылася колькасць грузаў і пошты, чым у параўнанні з папярэднім перыядам, калі выкарыстоўваўся 767. Чатыры 777-я ў флоце былі зарэгістраваны OE-LPA, OE-LPB, OE-LPC і OE-LPD.

    11. Пакупка Lufthansa:

    2009 год стаў ключавым для Austrian Airlines, як на мясцовым, так і на агульнасістэмным узроўні. З-за сусветнага эканамічнага спаду, эскалацыі цэн на паліва, пагаршэння ўраджайнасці і моцнай канкурэнцыі ў Заходняй Еўропе з боку бюджэтных перавозчыкаў, яе фінансавая жыццяздольнасць і далейшае існаванне як кампанія апынуліся пад пагрозай, нягледзячы на ​​папярэднія стратэгіі, якія ўключалі продаж яе A-330 і A- 340 флоту, скараціўшы сваю сістэму далёкіх маршрутаў, і рэалізаваўшы некалькі планаў рэструктурызацыі. Выратавальнік у форме пагаднення з авіякампаніяй Lufthansa-German Airlines дазволіў ёй працягваць дзейнасць, бо ён прыняў на сябе доўг і набыў большасць акцый.

    28 жніўня Еўрапейская камісія афіцыйна ўхваліла пакупку авіякампаніі Lufthansa-German Airlines групы Austrian Airlines. Стратэгія, якая складаецца з 500 мільёнаў еўра ад заяўленай холдынгавай кампаніі для рэструктурызацыі і аб’яднання двух авіяперавозчыкаў, адкрыла шлях да інтэграцыі Аўстрыі ў склад Lufthansa да верасня. Аднак для дасягнення неабходнага антыманапольнага імунітэту сама Lufthansa павінна была пагадзіцца адмовіцца ад ключавых месцаў палётаў і скараціць колькасць паслуг паміж Венай і Бруселем, Кёльнам, Франкфуртам, Мюнхенам і Штутгартам.

    Для Austrian Airlines, якая стане адным з некалькіх незалежных еўрапейскіх перавозчыкаў-хабаў, Lufthansa прадэманстравала фінансавае выжыванне, паляпшэнне эканамічнай асновы, сінергію выдаткаў, такіх як сумеснае набыццё паліва і самалётаў, а таксама доступ да шырокай міжнароднай сеткі продажаў і маршрутаў Lufthansa. Стварэнне Вены як высокаэфектыўнага цэнтра для руху трафіку да шчыльнай сістэмы маршрутаў Цэнтральнай і Усходняй Еўропы свайго новага ўладальніка лічылася моцнай сілай Аўстрыі ў сістэме.

    У выніку гэтага ўладання таксама адбыліся шматлікія, фундаментальныя паўночнаамерыканскія змены.

    Напрыклад, у Таронта і Вашынгтоне Lufthansa прыняла на сябе ўсе аспекты наземнай апрацоўкі.

    У Нью-Ёрку больш за палову супрацоўнікаў штаб-кватэры ў Паўночнай Амерыцы ў Уайтстоуне былі звольненыя, а аб’ект, размешчаны на пятым паверсе Октагона Плаза і лічыўся сваёй “крэпасцю” амаль чвэрць стагоддзя, быў зачынены , а астатнія супрацоўнікі пераехалі ва ўсходні луг Lufthansa на Лонг-Айлендзе, офіс.

    У самой JFK кампанія Austrian Airlines Cargo 1 лістапада ў аднолькавай ступені перамясцілася ў аб’ект Lufthansa, а праз 16 дзён Swissport перадаў факел наземнай эксплуатацыі Lufthansa-German Airlines.

    Майкл Штайнбюгль, кіраўнік гэтай станцыі на працягу чатырох гадоў, быў павышаны да мэнэджара ключавых рахункаў у Паўночнай Амерыцы, але чатыры пазіцыі па продажы і браніраванні білетаў апынуліся лішнімі, калі Lufthansa ўзяла на сябе гэтыя функцыі, скараціўшы колькасць супрацоўнікаў Austrian Airlines да двух чалавек ( аўтар), якія атрымалі абмежаваныя шасцімесячныя кантракты, тэрмін дзеяння якіх скончыўся 15 мая 2010 г. Перыядычна ўключыўшыся ў працу і расклад Lufthansa, яны выконвалі свае рэйсы, знаёмячы супрацоўнікаў Lufthansa з уласнымі працэдурамі, але пасля гэтага пераходнага перыяду аднолькава вызвалены ад працы.

    Апошняя “чырвоная адзіная прысутнасць” Austrian Airlines, прадстаўленая чыста аўстрыйскімі авіякампаніямі альбо супрацоўнікамі Swissport, адбылася 15 лістапада, і офіс на першым паверсе ў Першым тэрмінале, да гэтага часу “дом” для кіравання, пасажырскай службы, цэнтралізаванай нагрузкі Кантроль, продаж квіткоў, браніраванне багажу / Службы згубленых і знойдзеных, было адмоўлена на тры парты ў будынку Lufthansa, дзве з якіх былі станцыямі Duty Manager, размешчанымі на галоўным узроўні, і адна з якіх была зарэзервавана на пасаду кіраўніка ключавых рахункаў. на ніжнім узроўні ў офісе эксплуатацыі станцый.

    Здаецца, усё адбываецца цалкам. Мерапрыемства, якое фактычна завяршыла 21 год аўтаномнай прысутнасці Austrian Airlines, азнаменавала вяртанне авіякампаніі да інтэграцыі ў 1938 годзе з Lufthansa і дамоўленасці аб наземным забеспячэнні ў JFK у 2000 годзе.

    12. Моцныя бакі станцыі JFK:

    У 2009 годзе авіякампанія Austrian Airlines ажыццявіла 666 рэйсаў прыбыцця і вылету ў JFK і перавезла 158 267 пасажыраў, якія прыбылі і выехалі, што на 18,42 працэнта больш, чым у папярэднім паказчыку, у той час як выконвала 5005 рэйсаў, якія прыбылі і вылецелі, і перавезла 1 074 642 пасажыра на працягу 7 У перыяд з 2003 па 2009 год Swissport USA прыняў там наземную апрацоўку.

    JFK, вытрымаўшы некалькі альянсаў авіякампаній, тэрміналы, камп’ютэрныя сістэмы, кампаніі, якія займаюцца перавозкай, тыпы самалётаў і пастаянна памяншаецца колькасць персаналу Austrian Airlines за 21-гадовае знаходжанне, фактычна зачыніў свае дзверы, апошні са сваіх паўночнаамерыканскіх станцый у зрабілі так.

    На працягу больш чым двух дзесяцігоддзяў ён працаваў з пяццю тыпамі самалётаў – Airbus A-310, Airbus A-330, Airbus A-340, Boeing 767 і Boeing 777; меркаваў чатыры стратэгіі – першапачатковую, незалежную працу; пагадненне аб долевым кодаванні Delta Air Lines; станцыя атлантычнага дасканаласці трох носьбітаў; і інтэграцыя Star Alliance; працаваў з чатырох тэрміналаў JFK – тэрмінала адзін, тэрмінала два, тэрмінала тры і будынка міжнародных паступленняў; імі займаліся тры кампаніі – Delta Air Lines, Lufthansa-German Airlines і Swissport USA; і выкарыстоўваў дзве камп’ютэрныя сістэмы.

    Паколькі таленты і здольнасці многіх супрацоўнікаў былі накіраваны на творчыя і інавацыйныя вынікі падчас апошняй главы свайго існавання, JFK дасягнуў некалькіх дасягненняў, некаторыя з якіх дазволілі яму гуляць усё больш важную ролю ў Паўночнай Амерыцы. Іх можна падзяліць наступным чынам.

    The North American Station Training Program, comprised of the Passenger Service, Ramp Supervision Certification, Load Control Licensing, and Management disciplines, was instrumental in the educational preparation of all entry-level employees, enabling them to perform their designated functions with sufficient procedural knowledge or climb the ladder all the way to management, if so needed. The textbooks and courses were subsequently used to duplicate this success at Austrian Airlines’ other North American stations.

    The Centralized Load Control (CLC) Department, entailing the preparation of loading instruction/reports and load sheets for the four North American stations of Chicago, New York, Toronto, and Washington, was highly successful and once involved four aircraft types: the Boeing 767, the Airbus A-330, the Airbus A-340, and the Boeing 777.

    The Baggage Services/Lost and Found Department, under the direction of Omar Alli, served as a model for other stations and earned a lost baggage rating that became the envy of them. Omar himself often traveled to other stations in order to provide restructuring guidance for their own Baggage Services Departments.

    The Ticket Sales-Reservations counter, under the direction of Sidonie Shields, consistently collected significant amounts of annual revenue in ticket sales, excess baggage, and other fees.

    The visible presence of Austrian Airlines, in red uniforms, to the passenger, whether worn by Austrian Airlines or Swissport staff, cemented its identity.

    The several annual special flights, which sometimes posed significant challenges, but were always successfully executed, included those carrying the Rabbi Twersky group, the American Music Abroad group, the IMTX group, the Vienna Boys’ Choir, the Vienna Philharmonic Orchestra, and Life Ball, the latter with its high-profile celebrities, colorful characters, and pre-departure parties.

    The special events, often fostering a “family” atmosphere among its own and Swissport staff, included the annual “Year in Review” series, the Pocono Mountain ski trips, the summer pool parties, the birthdays, the Thanksgiving dinners, and the Secret Santas at Christmas.

    And, finally, the daily briefings, jokes, laughs, raps, camaraderie, friendships, and human connections continually emphasized and acknowledged the true souls behind everyone as they cohesively worked toward the airline’s and the station’s common goals.

    Michael Steinbuegl, who assumed command as JFK Station Manager in September of 2005, had cultivated the environment and orchestrated the steps that had allowed every one of these accomplishments to be made.

    13. Two Decades of Elasticity:

    Austrian Airlines, hitherto among the smallest European airlines, had to assume a considerable degree of necessary “elasticity” during its 21 years at JFK, ebbing and flowing with the ever-changing turbulence created by prevailing market conditions, seeking financial benefit, synergistic strength, market niche, alliance realignment, and ultimate change of ownership. Defying Darwinian philosophy, whose “survival of the fittest” prediction is often translated as “survival of the largest,” Austrian Airlines had, despite numerous, necessary redirections, proven the contrary, perhaps prompting a rewording of the philosophy to read, “survival of the smallest,” if four short words were added-namely, “as a global player.”

    Toward this end, the latest strategy enabled the carrier to survive. For station JFK and its staff, however, it did not.


    Because I had been hired by Austrian Airlines two months before its inaugural transatlantic flight from JFK occurred on March 26, 1989 and subsequently held several positions there throughout its 21-year history, I felt singularly qualified, as a lifetime aviation researcher, historian, and writer, to preserve its story in words. It is, in essence, my story. It is what I lived. And what I leave…


    How To Earn A Pilot License Less Than $ 5,000

    The biggest thing to remember is that aviation is very versatile. You have pilots flying balloons, gliders, helicopters and even ultra-lights. The fact is that many people just dive into flight training, pay $ 4,000-5,000, get about 30-40 hours, run out of money, time, motivation or all three, and just give up. Unfortunately, I’m here to tell you that when a person takes flight lessons and does so without prior study of the process, it’s almost a suggestion to feel it for sure. So before a person even thinks about going through flight lessons (here’s the key), they need to know the process as thoroughly as if they were going to experience it. In other words, you need to become a professional student pilot, essentially anticipating what awaits your next training. You should become an active leader in your training by learning jargon and / or aviation jargon.

    Ground school saves your airtime = saves money

    Another thing to do: buy a ground school course! I’m not talking about one of those stupid courses that just focuses on getting you to pass writing. If you just want to convey what is written, buy the book! Don’t pay $ 200 for a DVD course that focuses only on a portion of flight knowledge (e.g., rules, navigation, etc.). You need something that will teach you how to actually — actually fly. The course you choose should contain information on the four basics of flight, takeoffs and landings, stalls, steep turns and performance maneuvers. If that doesn’t include facts in the plane’s footage, you’re wasting your money! Two fantastic courses are available that incorporate knowledge and practical aspects into one course. However, I want the reader to know that I do not support one for the other. The first is King Schools, and the second is Sporty’s. Now I chose Sporty’s, why?

    Well, honestly, I’m a Sporty fan because it was easy to understand and was pretty straight forward. Seven or so DVDs were full of everything you could learn about flying. The whole course was filmed in and around the planes and you felt like you were flying many times just by watching the course. Sporty’s can be used extensively in any flight school. So, whether you take lessons from an individual flight instructor or are going to a fairly large flight school with multiple instructors, this course will still benefit you.

    Your options

    What about the Royal Schools? Well, I think King Schools is a great option, but there’s a resentment. To enjoy the King Schools ground school, you must take lessons at the Cessna Pilot Center. The thing about the Cessna pilot center is that it usually costs about $ 6,000 to get a license from it. Tuition is great, and teachers are usually extremely trained than a regular instructor, but that’s why you’ll pay more. Speaking of flight schools, did you know that there are two types?

    The government distinguishes flight schools by dividing them into two categories. Part 61 and Part 141. So Part 61, what is it? A school under Part 61 may be as simple as a flight instructor who owns an aircraft and conducts lessons, or it may include a large school. Part 61 has its own set of rules for obtaining a certificate and is fairly standard. Part of 141 schools are usually more career-oriented. However, they have a clear advantage in reducing training requirements. Also, about 141 schools allow the use of tuition as part of college lending. It should be remembered that 141 schools are usually more expensive. A part 61 school will usually be the best choice for the budget. Some schools under Part 141 received permission to teach students without requiring them to take an exam. The reason is that they have passed so many students that the government is moving forward and waving demands. Schools part 61 never have that option. In comparison, you can consider the school under Part 141 as a university, and the school under Part 61 – as a trade or technical school.

    Honestly, in both cases you will get a license, your license will not say where and how you earned it. Both types of schools are subject to state inspections and are conducted in accordance with very strict regulations.

    So you’ve decided to take lessons … That’s great! However, there are a few things to know. First of all, you can save big money depending on the plane you are renting. Since you are charged only for the time the engine is running, it works pretty well. The fact is that no matter what plane you choose to train on, you will still get a private pilot’s license. It doesn’t matter if it’s a Cessna 172 in 4th place or a Cessna 150/152 in 2nd place. Here’s another important tip: if you’re starting for the first time, why not take lessons on the smallest and cheapest plane that is available? This means that in 30-40 hours you will be flying on something that is much cheaper. Don’t pay for extra seats if you don’t need to! Just before the test drive it’s just as easy to get on and off in a more spacious plane. In the future you will spend only 5-10 hours in a more expensive plane against a full 40 hours. Saving can deprive you of a simple $ 1,000 from your training!

    Two for the price of one

    Another thing, if you have gliders where you live, I recommend getting a few hours in them first. You could even get a glider pilot’s license and then switch to airplanes. Glider time is interchangeable with the engine. So eventually you could get a license for two pilots and less than $ 4,000! I did this back in 2010, for less than $ 4,000 got a glider and a power license. Impossible to say? Well, I have receipts to prove it!

    Okay, now I bring you to what you should always, always remember. What I will say now, you can save, and it is summed up in this one phrase: Never learn to fly a plane … Okay, before you turn off the computer, thinking I’m some crazy guy, let me explain. Most students end up wasting a pack: they show up at the airport, jump on a plane, and just take off. The instructor says; Okay, show me a slow flight … Of course, you have no idea what a slow flight is, so the instructor shows you and you end up spending the whole flight on that maneuver. What can you do to fix this problem? First of all learning the new concept should be done before the engine ever starts, and remember when the engine is running, you pay. You need to be familiar with what you are going to do before you do it. The time you spend in the air should be the time you just spend to hone your skills, not learn them! Time in the air is to practice what you already know, not to learn what you don’t know!

    Know Your maneuvers

    Before taking off you should already have an idea of ​​what you are going to do and how to do it. Your instructor needs to be seen as just a safety pilot to make sure you are not doing anything dangerous. The best way to practice in maneuvers is to buy an exercise machine. I recommend either X-Plane or Microsoft Flight Simulator. Watch a training video and then go for a maneuver in the simulator. This means that if your instructor asks you to show him a slow flight, you won’t need to ask what it is. You go straight into the maneuver and feel it on a real plane – that’s the whole point. The only thing you will need to do is just offer tips on improving the technique. And then guess that if you do it satisfactorily, the instructor will mark that area of ​​the workout as complete. This means that you will be able to move on to other areas and graduate within your budget. Now I have to warn you that the simulators don’t teach you landing very well. But they teach well procedures such as the introduction of traffic, sharp turns or even emergency procedures.

    Money tight? Imitate your lessons

    The last thing I would like to discuss is the frequency of flights during training. Now I admit that flying as much as possible is a good idea. But, agree, if you have a budget, it doesn’t always work out. Honestly, you can do in the summer once a week, even once every two weeks. How? This goes back to those small investments you made for the simulator. If you don’t know how to fly, use an exercise machine to stay sharp. So, whether you fly every week or not, keep using the simulator. Apply the techniques your teacher has pointed out and you won’t lose much in the process.

    Final thoughts

    So, to sum it all up: buy a DVD course; buy an exercise machine, practice-practice at home before lessons. Get acquainted with the training process and be an active leader of the training, anticipating each stage and stage of training! If you apply these techniques, you will be sure to get a pilot’s license with a budget!