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!


Buying a used Cessna 172 is a great investment

Many new pilots looking for their first aircraft to buy turn to the aircraft they used for training. For many pilots this aircraft would be the Cessna 172. It is probably the most common aircraft used for training in the US and possibly worldwide. With the popularity of this single-engine aircraft, it is not surprising that new owners are looking to buy a Cessna 172. A new pilot will often look for a used Cessna 172 as a first purchase.

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Countdown: the last days of the JFK station of Austrian Airlines

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2009 was a transitional year for Austrian Airlines as a company in North America as well. Increasingly burdened with debt and unable to reverse the sharp financial situation created by competition from low carrier prices, escalating fuel prices and economic recession, its very existence was threatened by the July agreement with Lufthansa-German Airlines, according to which monetary obligations and acquired most of its shares, was concluded. Confirmation of the acquisition by the European Union was received two months later.

Like many global companies that were forced to outsource and then surrendered, it has undergone several fundamental changes, especially at its JFK station.

So unfolded his last chapter.


Looking for an investment partner to restore financial viability, Austrian Airlines explored several options, but the first step was decided on March 2, 2009, when Lufthansa made a public offer for Austrian Airlines Group after reaching an agreement with the state holding company to buy a 41.56 percent stake. . The 4.46-euro offer per share, however, depended on obtaining antitrust immunity and approving a 500m-euro restructuring aid from the state-owned holding company. It also depended on Lufthansa’s acquisition of at least 75 percent of its permanent voting shares.

For North America, the clock was already ticking, and predicted nothing of its fate, except for a series of duty trips conducted to negotiate new agreements. Although Austrian Airlines celebrated its 20th and 40th anniversary of the transatlantic service on March 26, the case was bitter as it seemed unlikely that it would reach another, at least not with its own staff.

Indeed, during one of the first on-duty trips to Toronto, an agreement was reached in which Lufthansa took over all operations, eliminating the need for its staff. He became only the first of three to be signed.

Spring usually signaled an extension, but not of contracts with the state of Austria. The second trip to Canada, which took place in April, marked the transition. JFK station manager Michael Steinbugl oversaw Dorit’s centralized load control and responsibility management.

At dawn, the first of the JFK employees left. Jenner, who had worked as a ticket agent for three years, was fired because of a “necessary budget cut,” and the vacant seat next to Sidoni’s department head looked like a void, a symbolic longing for a family member.

Dismantling continued. Whitestone, the North American fortress of Austrian Airlines, handed over the booking torch to Lufthansa on the tenth of next month, or what could be considered an “Black Friday” airline

If there were any doubts about the hammer hitting the nail, they were eliminated on August 28, when the European Commission officially approved the acquisition of Lufthansa, which itself consisted of 500 million euros to help restructure the state holding company and merge the two carriers. However, to achieve the necessary antitrust immunity, Lufthansa has agreed to abandon key flight slots and reduce the number of parts between Vienna and Brussels, Cologne, Frankfurt, Munich and Stuttgart.

Austrian Austrian Airlines itself was to become one of many independent European carriers – in this case an airline from Vienna, which directs traffic to Central and Eastern European destinations.

The fall was very emotional for the employees of the Austrian JFK, and the duty trips, during which the plugs were pulled to the North American stations, continued.

Lufthansa staff were knowledgeable in Austrian ticketing procedures, while the two executives traveled to Vienna to discuss ground handling details in New York.

Confirmation of the station’s inevitability was a signal of his death: Lufthansa will take over all ground work later this year, and all but the sole station manager JFK and its two on-duty managers (including the author) will be exempt from contracts at this time. However, even they had six-month restrictions.

The news, equivalent to the removal of the plane’s wing in flight, sparked emotions to spiral to the ground, leading to mistrust and depression, and it only intensified when the ground operations chief informed Swissport that the contract at JFK would be terminated on 16 November.

Sharing the fate of the station with his staff, Patrick, account manager of Austrian Airlines-Swissport, tried to weaken the blow, which words could not achieve.

Sadness, demotivation, and resignation hung in the air like thick streams of smoke.

The hand of the clock continued to spin, and the expected words of farewell began to filter. The former director of the Austrian Airlines station at Washington-Dulles International Airport, Regula, on September 14 sent the following telex.

“As you may have heard,” she wrote, “Lufthansa will take over the management of our station tomorrow. So it’s time for me to say goodbye.

“It’s not easy, because over the years of my work at Austrian Airlines I have met a lot of wonderful people and I have had the opportunity to learn a lot. For that I would like to thank you for all the support and friendship over the last few years.”

Like a short domino string, Washington became the second of three North American stations to fall.

Whatever the significance, I decided to end each daily briefing with a “group therapy” session so that Austrian Airlines staff and Swissport staff could explore their emotions about the “breakup of the family”.

On September 15, Michael Steinbugl, JFK’s four-year station manager, was appointed head of key accounts in North America and became responsible for all three North American stations: New York, Toronto and Washington.

The only thing anyone has now is the future. The Head of Ground Operations discussed the reasons behind the station changes with the other two JFK duty officers, and they subsequently met with the station manager of Lufthansa to discuss potential integration. Patrick held a meeting with his own management to study the migration of Swissport staff to other JFK accounts.

When the calendar moved to October, one employee noted that the washing board for detailed flight information reported daily: “Countdown: 45 days.” And in the “Notes” section at the daily briefing, I urged, “Smile while you still can. The days are coming.”

Clarifying the events, Paul Paflik, former head of the North American region, wrote: “Because of the economic conditions, I regret that we, as a company, had no choice but to use the full synergy with Lufthansa wherever we were. This includes close collaboration at stations around the world. It’s sad for some of our dedicated staff, but, again, we had no choice if we wanted to survive as a company. “

The rest of the Austrian Airlines route system has equally fallen victim to this reality.

For example, a former colleague of JFK, who has since worked at several other stations, wrote: “Finally, the ax has bypassed me. I will leave Austrian Airlines in 20 years … It seems I am no longer needed in this Austrian” New Generation ” .

“We went through a 20-year journey together, which predictably ended in the long-awaited” Anschluss “, which we joked about many times, but somehow always avoided. Now that the inevitable has come, for many of us.

“There’s an ironic parallel to the“ Star Trek ”saga.” It seems we, the old, original crew, stayed on the old ship to get out of sight, replacing it with the “Lufthansa.” The good ship “Austrian” is gone forever.

“So I say goodbye without remorse, and a bag full of fond memories to take with me, slung over my shoulder.”

Andre, Austrian Airlines cargo sales manager, summed up the overwhelming feeling.

“What can I say,” he wrote? “From the beginning, to the middle and to the end, your life experience reveals your emotions.”

Integration has already begun. After getting acquainted with Lufthansa’s operations, I was asked to observe one of its 747-400 flights to Frankfurt.

Turning to the monthly mark, the calendar clock showed October 15, and on the daily information sheet I remarked, “Follow the date and count back from 30 …”

Issuing the latest register of Austrian Airlines services on October 18, the station manager handed it out to his staff, but it stopped abruptly on November 16 for all but two.

Similar to the advancement of forces, the two Lufthansa duty officers began to get acquainted with the Austrian flight training procedures. Could the question now arise?

Halloween dawned softly but hecticly, causing the streets to be covered with red and gold leaves. But the strikes continued inside the JFK station, and the cargo was next to go and say goodbye.

Confirming this, Peter Schleinzer, Austrian Airlines ’North American cargo manager, sent the following message:“ I inform you that Austrian Airlines Cargo will relocate and transfer its air transportation and sales operations from Menzies Aviation, Building 75, to Lufthansa Cargo, Building 23. “

Of course, no department and division will be released.

November 1 marked the last part of the collective Austrian-Swiss journey. Fifteen days remained until the road parted.

The next transition took place on a ramp. In an internal letter from Lufthansa duty manager Edwin Haas, he wrote: “To prepare for Austrian Airlines, I would like to make sure that you are all familiar with their arrival procedures. Therefore, please make sure that one agent is present per day to observe them. work “.

Knowledge continued to be passed on. Several passenger service classes were held for Lufthansa check-in staff, and their supervisors were aware of Austrian flight preparation procedures. Their blue form of presence has already begun.

Reports of separation also continued. In early November, Helnut Houbenwalier, chief pilot of the Boeing 767, sent the following letter.

“With the coming of the last days of Austrian Airlines JFK I would like to thank all of you for your professional, solution-oriented and always friendly work in Terminal 1. Your motivation and quality of handling of our flights has always been at the highest level, even if other factors sometimes complicated From checking in to receiving the goods and leaving early, you all made us feel like we were leaving the home station.And we know that you have done for our crews much more than anyone could have expected.

“Thanks again and all the best from Austrian Airlines.”

Characteristic of any move was its preparation and packaging. After sending the following e-mail to the station staff, I wrote: “With a heavy heart and great sorrow I must remind everyone that the days are rapidly diminishing and that we need to begin the long process of cleaning our house.” “The new residents have already looked into our residence and intend to move on December 1.”

Like memories, old flight files have been preserved in history.

Friday, the 13th, was a deserted, gray, rainy day. And again, they all seemed to be that fall.

The “house” that the staff had so painstakingly set up over the years began to be dismantled, exchanged for memory, and the time left as a joint Austrian Airlines-Swissport station could now be measured in hours.

Anyone who clung to the last hope that Lufthansa would put him to work was sharply disappointed when they read the latest telex.

“Today I was told by Lufthansa,” wrote the head of ground operations, “that, unfortunately, they cannot take over anyone from Austrian Airlines for legal reasons.”

Why could anyone expect a silver lining in the dark cloud that hung over the JFK station now?

Despite possible emotional attempts to prepare for reality before it comes, a note from November 14 on the washing board quickly disproved this theory. “Countdown: 1 day,” the report said. And if any more evidence was needed, it came in the form of an email the same day.

“Please inform about the following changes in JFK as of November 16, 2009,” the message reads:

“Supervision and management of the station: Lufthansa.

“Handling and Lost Passengers: Lufthansa.

“Weight and balance: centralized load management, Lufthansa.”

The only hope anyone had was that he would soon wake up from the same nightmare. They didn’t.

Another recognition of the urgency of the situation came in the form of a letter from Pio Neria, manager of Swissport Terminal One.

“Thank you so much for everything we have gone through together over the last seven years,” he said. “Sometimes it was fun and memorable.

“Mike, thank you for always treating Swissport employees like one of Austrian Airlines. It’s something that doesn’t happen all the time and that we won’t forget.

“Robert, thank you for all the support and for the leadership and care of the staff.”

November 15 was soft but gray and heavy, as if it had been stuffed with an anvil, and mostly fallen leaves left the trees bare, reflecting the inner emptiness of all. Today they will write the last page of the history of JFK Austrian Airlines.

All the staff of Austria and Switzerland had to work on this day, or rather – to say goodbye on this day.

In personal clothing, Omi entered the office at 11:40 and automatically asked, “What?”

“Well, this is the last day,” I replied hesitantly. “Let me see if I can find anything else …”

Shaking her head, she glanced at the washboard, whose note struck her like a bullet. “Countdown: 0 days,” the statement said.

The 1:30 briefing, which somehow arrived faster than any other day, could barely support more than 20 employees, as many, breaking away from their traditional roles dictated by the company, confirmed the disbandment of the group. Damian read part of the briefing, and Monica and Madave became temporary “Supervisors of the Day.”

In the “Notes” section at the briefing it was written: “Last day, last briefing, last section”.

Flooded with emotion, I read the “Farewell Speech” I had prepared, but often felt as if I were making my way through a thick trench.

“On New Year’s Day, January 1, 2003,” I began, “I sat down at my usual table, and the director of the station, Mary Treter, entered the same office.” Lufthansa, which performed most of the ground operations at Austrian Airlines at JFK in Terminal One since Austria joined the Star Alliance, handed over the torch to Swissport USA that day. As Lufthansa was familiar with our procedures and used its own computer system, she had some shock about the transition, looking me in the eye and asking, “Are we really going to do this today?” It was January 1, 2003. Today is November 15, 2009, or almost seven years later. two things:

“First, time passes much faster than you think. And second, nothing in the physical world is permanent. Everything has a beginning and everything has an end. And I think you know where we end today. We did it so much in these briefings.Now we have the latest last order of doing business – namely, goodbye.

“We’ve all traveled this road. For some it has been longer than for others, but the number of faces and events seen during this time, both good and bad, is almost incomprehensible.

The road, however, is actually a shorter part of the longer “road of life” that we all follow every day, for both serve as paths of development and thresholds to our ultimate, higher existence.

“These are two areas of development. The first, professional, involves training, understanding and performing job-related functions such as passenger check-in, ticketing, luggage services, ramp control, load control and management. The second, personal, is more about improvement, strengthening and growth of personality and character.You have everything, whether you know it or not, you deal with both types here where there are many successful professional and personal executives of your life.For many of you, Swissport in general and Austrian Airlines in particular None of you will go today as you came – that is, when you first started working with us.

“Annie, for example, is one of the two remaining from the original team, and ranks third in age among all at the station. Under the Delta Air Lines coding agreement, the Austrian Airlines-Sabena-Swissair joint station under the Atlantic Excellence Banner,” Star Alliance “, numerous ground-based companies and concepts, as well as four terminals, it has played an important role in the creation of JFK over the past 15 years and has served as passenger service, ticket booking, ramp supervision and even supervisor duties, as well as many other activities. too numerous to cite here.

“Sidoni, with whom I shared more alternative names and recipes than anyone else, conducted her team to and from the ticket reservation counter.

“Дорыт, якая далучылася да каманды JFK у якасці кіраўніка дзяжурнай службы ў 2006 годзе, сыграла важную ролю ў стварэнні Праграмы навучання па працэдурах набыцця білетаў на станцыі, часта выкладаючы ў Чыкага, Таронта і Вашынгтоне, а таксама час ад часу выконваючы гэтую функцыю тут, у JFK.

“Кацярына была адной з двух, якія перайшлі са” Швейцарскага “на” Аўстрыйскія авіялініі “, і на працягу свайго пяцігадовага знаходжання выконвала функцыі па абслугоўванні пасажыраў і продажы білетаў.

“І Сюзана, якая адзіная прыйшла ў штат аэрапорта з Уайтстоуна, у роўнай ступені выконвала функцыі продажу квіткоў. Хоць яна была з намі толькі паўгода, мы хутка палюбілі яе.

“Патрык разам са Swissport займаў пасады агента па пасажырскім абслугоўванні, кіраўніка наезда, кантролера нагрузкі, вядучага агента і кіраўніка рахункамі; прайшоў дзевяць мясцовых курсаў у рамках праграмы навучання вакзалаў Паўночнаамерыканскай станцыі Austrian Airlines і два ў Вене; і другі Кантралёр меў ліцэнзію на мясцовым узроўні. У асабістым жыцці ў яго нарадзіўся сын, ён атрымаў ліцэнзію прыватнага пілота і скончыў ступень бакалаўра ў галіне авіяцыі.

“Дэвід дамогся таго ж: ён выконваў функцыі абслугоўвання пасажыраў, службы багажу, нагляду за пандусам і кантролю нагрузкі; прайшоў шэсць мясцовых курсаў і адзін у Вене; быў трэцім ліцэнзаваным кантролерам нагрузкі; таксама ў яго нарадзіўся сын.

“Josue, чацвёрты ліцэнзаваны кантролер нагрузкі, выконваў функцыі пасажырскага абслугоўвання, кантролю за налётам і кантролю нагрузкі; прайшоў сем мясцовых курсаў і адзін у Вене; пазней запоўніў табліцы грузаў для авіякампаній Саудаўскай Аравіі і Turkish Airlines.

“Амар, які далучыўся да рахунку Austrian Airlines ад Royal Air Maroc, быў вядучым агентам службы багажу / страты і пошуку і кіраваў узорным аддзелам, ствараючы працэдуры, арганізоўваючы, навучаючы Whaid і Стывена і нават структураваўшы іншыя аддзелы багажных службаў Паўночнай Амерыкі. Дзякуючы яго намаганням і ўкладу, JFK атрымаў узнагароду за яго паляпшэнне.

“Омі і Беркі, пачаўшы кар’еру ў Swissport у сферы пасажырскіх перавозак, былі ў роўнай ступені паднятыя да вядучых агентаў рахунку Austrian Airlines. Яны перыядычна заканчвалі навучанне ў універсітэце, і Омі нават пераследваў непаўналетняга ў авіяцыі. Абодва ператварыліся ў выдатных дам. .

“Даміян, правёўшы больш за дзесяць гадоў са швейцарска-аўстрыйскімі авіялініямі, выконваў функцыі рэгістрацыі пасажыраў, прыбыцця, дыспетчара палёту і брамы вылетаў, але Austrian Airlines была для яго не проста” працай “: гэта была яго сям’я , яго сябры, яго смех, адпачынак і штогадовыя канікулы на лыжных паездках у Паконос. Для яго гэта было “дома”. На самай справе, ён двойчы ўцякаў з дому, на іншыя рахункі авіякампаній, падчас свайго пяцігадовага кіравання, і двойчы вяртаўся.

“Уклад у службу пасажыраў і нагляд за налётам таксама ўнеслі ўсе астатнія, у тым ліку Сайед, Кэвал, Ларэна, Крысціна, Моніка, Пінкі, Мадайв, Вэндзі і Жан.

“Дзякуючы ўсім вам, JFK можна прыпісаць мноства моцных бакоў, дасягненняў і поспехаў.

“І калі вы думаеце, што я забыўся пра Майка, падумайце яшчэ раз. Ён нясе выключную адказнасць за культываванне атмасферы і арганізацыю крокаў, якія дазволілі зрабіць тут усе гэтыя моцныя бакі і дасягненні. Калі вы думаеце, што ён падобны на большасць кіраўнікоў станцый, вы лепш падумайце яшчэ раз. Ён сапраўды рэдкая парода!

“Мае ўласныя дасягненні могуць быць адлюстраваны мноствам роляў, якія я сыграў тут: менеджэр, рэжысёр, настаўнік, псіхолаг, настаўнік, пісьменнік, турыстычны агент, канферансье, жартаўнік, стваральнік рэцэптаў, пастаўшчык альтэрнатыўных імёнаў і нават бацька Омі.

“На працягу нашай сумеснай гісторыі паміж гэтымі групамі ніколі не існавала ніякіх бар’ераў, проста бесперашкодны інтэрфейс паміж Austrian Airlines і Swissport – іншымі словамі, чалавецтва, якое злучаецца з чалавецтвам, незалежна ад таго, у якой кампаніі яны працавалі.

“Я мог бы прывесці эканамічныя прычыны – хаця ніхто з імі не пагодзіцца – чаму гэта павінна скончыцца сёння. Але калі б не яны, так ці інакш усё скончылася б. Ці кажу я гэта таму, што Я ведаю нейкую глыбокую, цёмную таямніцу з Вены? Не, я кажу гэта, таму што, як ужо згадвалася раней, у гэтым фізічным свеце няма нічога пастаяннага, і гэта ў невялікай ступені рыхтуе нас да нялёгкай задачы перайсці да Наступны этап нашага развіцця. Калі мы скончым з гэтым сегментам, мы павінны пакінуць яго. Калі-небудзь, пасля таго, як мы “пройдзем” усе шляхі развіцця нашага жыцця тут, мы пакінем іх усіх ззаду.

“Сёння можа служыць невялікай падрыхтоўкай да гэтай непазбежнасці. Але, як гэта ні парадаксальна, менавіта тады мы адновім тую сувязь, якую сёння былі вымушаныя разарваць. Менавіта тады мы будзем бачыцца кожны дзень, калі тут не засталося дзён .

“Я не ведаю, ці будзем мы ісці па гэтым шляху зноў у гэтым існаванні. Але я ведаю, што якімі б шляхамі вы ні ішлі, калі вы будзеце добра іх і правільна і этычна весці, што кожны з іх прывядзе да той самы пункт прызначэння.

“Вашы слёзы – гэта слёзы навяртання – спроба” вярнуць назад “тыя пустыя кішэні, якія вы напэўна адчуеце, выходзячы адсюль сёння ўвечары, -” адключаючыся “ад усіх, бо, бачыце, гэта пачалося як месца, дзе мы будзе працаваць разам, але ўсё скончылася тым, што мы разам гулялі, разам смяяліся і плакалі – іншымі словамі, мы часова зноў аб’ядналіся ў “адзінае цэлае”, адкуль усе мы пайшлі.

“І вось надыходзіць складаная частка – пакінуць пасля сябе тое, што мы стварылі, і зрабіць значныя жыццёвыя змены. Змены – гэта тое, супраць чаго ўсе супраціўляюцца, але на самой справе гэта механізм, з дапамогай якога мы перамяшчаемся на наступны этап нашага шляху развіцця.

“Сёння я хачу, каб вы ўзялі з сабой тры рэчы.

“Па-першае, я хачу, каб вы ўзялі з сабой увесь свой вопыт навучання на прафесійным узроўні, незалежна ад таго, датычацца яны рэгістрацыі, кантролю нагрузкі або продажу квіткоў.

“Па-другое, я хачу, каб вы ўзялі з сабой прыемныя ўспаміны. Для кожнага з вас яны будуць розныя. Яны могуць быць жартам, смешным імем, поглядам, сырам, прадастаўленым Рацыё, Сакрэтнымі Дзедамі Марозамі на Каляды, лыжныя паездкі альбо гарбузовы суп, які падаюць падчас Дня падзякі. Якімі б яны ні былі, шануйце іх. І памятайце, ніхто не можа забраць іх у вас.

“І, нарэшце, я хачу, каб вы ўзялі з сабой урок” больш шырокай карціны “, які выкладалі тут, а менавіта: калі вы даяце іншым тое, што вам самім далі, незалежна ад таго, просяць вас пра гэта і плацяць вам да ці не, што гармонія прыводзіць і што вы не толькі частка гэтай гармоніі, але і яе частковы стваральнік.

“І зараз, калі гадзіннік імкліва рассмоктвае апошнія гадзіны, мы павінны падзякаваць усіх вас за ваш час, намаганні, уклад, ідэі, жарты і смех – і ваша самае галоўнае. Я дзякую вам, што дазволілі мне весці вас.

“Кожны з вас – адна невялікая прычына таго, чаму мы разам дасягнулі вялікага поспеху.

“Я жадаю вам такой самай ступені поспеху, як і сёння, калі вы пішаце наступны раздзел свайго жыцця і ідзеце па наступнай частцы свайго шляху развіцця.

“Пакуль мы не ўбачымся зноў – і мы будзем …”

Падчас выступу было цяжка высветліць, які гук быў гучней: неўтаймоўныя ўсхліпы альбо рэзкая цішыня.

Камеры, мігаючы ўвесь дзень ля стойкі рэгістрацыі, зафіксавалі канчатковае закрыццё дзвярэй самалёта – здымак размахвальнай сцюардэсы, другі з гісторыі JFK Austrian Airlines, замарожаны ў часе і назаўсёды захаваны.

Націснуўшы кнопку на сваім радыё, я абвясціў: “Апошні аўстрыйска-швейцарскі 088 не працуе ў 42 гадзіны мінулага”, або на 13 хвілін раней, чым на графіку, на борце 30 пасажыраў бізнес-класа і 176 пасажыраў эканамічнага класа.

І з апошнім палётам нават Кевалу было выканана яго доўгачаканае жаданне: ён нарэшце пратаптаў самалёт разам з Крысцінай.

На фоне адключэння камп’ютэрнага шнура, апаражнення паліц і перамяшчэння мэблі ў офісе – кавалачная разборка нашага сямігадовага “дома” – адбылася вечарына пасля ад’езду і паслястанцыі, пра якую падкрэслілі наведванні больш за дзесятак папярэднія супрацоўнікі Austrian Airlines і Swissport, якія адчувалі сябе вымушанымі вярнуцца “дадому” ў апошні раз, і скончылі з непазбежнымі слязьмі і знясільваючымі эмацыялізацыямі, выкліканымі кожным апошнім “да пабачэння”, калі яны сыходзілі – гэта значыць з кожным канчатковым адключэннем .

Неяк належным чынам я суправаджаў Эні на стаянку. Мы былі першымі, хто працаваў у Austrian Airlines, вядучы свае карані ў 1989 і 1994 гадах, і апошнім сышлі.

“Дзеля Бога,” усклікнула Эні, “я ведаю цябе паўтара года”, бо слёзы папярэднічалі апошняму абдымку.

Ад’язджаючы ўначы ад аэрапорта, я адчуў самае пераважнае пачуццё пустэчы, якое я адчуваў у сваім жыцці.


Апошні цвік быў убіты ў паўночнаамерыканскую аперацыю Austrian Airline, запячатаўшы яе лёс. JFK стала трэцяй і апошняй станцыяй, якая была перададзена Lufthansa, пасля Таронта і Вашынгтона, і яе аддзел браніравання, штаб-кватэра ў Уайтстоуне і апрацоўка грузаў таксама былі страчаны ў працэсе.

У лістападзе Swissport, яго сямігадовы апрацоўшчык, перадаў факел Lufthansa, і станцыя JFK, як першая, так і апошняя Паўночнай Амерыкі, зачыніла свае дзверы для аўтаномнай апрацоўкі праз 21 год.

Мая пустэча, спалучаная з здранцвеннем, працягвалася на наступную раніцу.

Кацярына, прадстаўляючы апошнюю нітку закрытай цяпер п’есы, заехала, каб забраць асабістыя рэчы, але, праводзячы яе да эскалатара, я ўбачыла, як яна кінула апошні позірк на білет, які служыў ёй штодня “дома”. “за апошнія тры гады. Назіраючы за яе адступленнем, я ўбачыў, як яна ўтварыла на вуснах слова “да пабачэння”, але яна адмовілася супастаўляць яго з гукам, які б канчаткова ацаніў яго рэальнасць.

Апошні крок быў маім уласным – пераезд на адно з двух дзяжурных бюро ў офісе Lufthansa. Ці доўга я сядзеў там і ці мог бы я параўноўваць гэтае новае асяроддзе са словам “дом”, – гэта пытанні, якія прабіваліся ў мяне ў галаве.

Больш не ў форме, і я, і іншы аўстрыйскі дзяжурны начальнік былі ў дзелавым адзенні і цяпер адказвалі за штодзённую працу пяці рэйсаў Air China, Austrian Airlines і Lufthansa.

Прывязаны да сям’і, якую я ведаў, я адчуваў сябе перамешчаным, быццам мне там ужо не было. Зноў жа, “Аўстрыйскім авіялініям” засталося мала, да якіх належаць. Пранікнуты пачуццём віны, я здзівіўся, чаму я перажыў пераход, а большасць маіх калег гэтага не зрабіла.

Падчас рэгістрацыі пасажыраў, які быў перанесены з праходу H у праход G, я скраў погляд на былым прылаўку авіякампаніі Austrian Airlines. Ён толькі выявіў пустэчу – ні чырвонай формы, ні Эні, ні Сідоні, ні Джэнэр, ні Кацярыны, ні Сусаны – і дзве клавіятуры, якія іх рукі ніколі больш не дакрануцца.

Той самы аўстрыйскі 767-300, зарэгістраваны OE-LAX, у той дзень адышоў ад той самай брамы, што і папярэдняя, ​​але цяпер, калі яе апрацоўвалі агенты, з якімі я быў толькі знаёмы і якія насілі блакітную форму “Lufthansa”, гэта здавалася іншым і неяк далёкім выдалены з той, якую я заўсёды ведаў. Якая розніца ў дзень.

Я падумаў пра чатырох больш не прысутных агентаў па продажы білетаў, якія былі звольненыя, і іх пустыя крэслы. Праз паўгода я адчуў, што мой будзе адным з іх. (Гэта было.)


Раніцай 31 снежня адкрыўся пераўтвораны свет. Зямля была пакрыта лёгкай снежнай коўдрай, і дрэвы, як бясконцая чарада карычневых скульптур, выглядалі пакрытымі белым цукрам.

Зноў увайшоўшы ў былы офіс Austrian Airlines, я прайшоў яго, дазволіўшы мінуламу прайграцца ў маім розуме.

Перад тым, як перайсці ў галоўны офіс, я паглядзеў вузкі пакой, у якім знаходзіўся аддзел багажнай службы, і адбываліся незлічоныя, часам шматгранныя інструктажы.

Праходзячы па тэрыторыі, дзе калісьці стаяла прыстаўка для стала, я падумаў пра сотні брыфінгаў экіпажаў у кабіне, якія праходзілі там, і пра імправізаваны “шведскі стол”, які ён стаў падчас святаў, дэманструючы тарты з нагоды дня нараджэння і стравы на Дзень падзякі.

Прыглядаючыся да падлогі перад тым, што было сталом кантролю нагрузкі, я проста мог выявіць, дзе штогод ставілася маленькая ёлка, па меншай меры, у маім уяўленні.

Візуалізуючы крэсла, на якім сядзеў Дэвід, адзін з трох рэгулятараў нагрузкі, я пакляўся, што яго штодзённае пытанне адгукнулася ў маёй свядомасці.

“Роберт, мы яшчэ закрытыя”, – спытаў бы ён, чакаючы адпраўкі тавару?

Так, Дэвід, – пастаянна адказаў я.

Суровы і маўклівы, бязлюдны і бязлюдны, офіс Austrian Airlines цяпер здаваўся нежывой сцэнай, на якой разыграліся апошнія сем гадоў. Але парты прапалі. Дзверы шафы, усё яшчэ прыадчыненыя, выявілі пустую паліцу. Кавалак стужкі ўсё яшчэ быў прылеплены да сцяны, але ўсё, што было прымацавана да яе, відаць, даўно ўжо адмовілася ад захопу. А на старым пасадачным талоне, які ляжаў на падлозе, здавалася, былі сабраны адбіткі абутку незлічоных соцень, якія там працавалі.

Дзесьці ў поўнач нехта ляснуў куфлямі шампанскага сярод чарговага пылу снегу, каб пазваніць у Новы год, але нікога не было, каб іх пачуць. Душа Аўстрыйскіх авіяліній пакінула станцыю.


Traveling around Europe by plane, train, bus or car is easy

Make a travel map – travel around Europe by train, plane, bus or rent a car. This saves you time and money. If you don’t have a budget, compare prices to a train, plane or bus. Check the time of departure, time of arrival and duration of the trip.

By train

Traveling in Europe by train is still the most popular way around. If the motto of your life is to travel the easy way, this is a great way to get to your favorite cities! Find out how many countries you will visit. There are certain types of fares on trains to suit your needs. Do you travel in the afternoon when you can admire the scenery? Or at night until you get some sleep and wake up in a new direction, saving you a night at the hotel? Travel around Europe the way Europeans do! Mix with the locals. Tip, like at home, keep things close to you, especially in big cities like Rome.

I traveled around Europe alone. And for women traveling alone, Europe can be quite safe. I have never had the need to travel at night as I prefer to sleep in a warm comfortable bed. 🙂 Take drinks with you during the trip. Most stations have shops and kiosks. It’s hard to be thirsty on board and pray for that guy who sells snacks to show up!

Eurorail or eurail season tickets can only be purchased while you are outside Europe. There are special passes depending on the length of stay, the number of times you will travel and how many countries you will see. It’s convenient, though, if you’re covering multiple cities at once, it’s best to purchase point-to-point tickets. In these cases, I buy mine on the spot.

The Green Way to Travel the UK: Take the Virgin Train! They have bets of £ 12.50 one way. And if you book early, they have great deals for first class. First class and environmental savings, which is a great combination.

By plane

People who want to get to their destination faster and cheaper, European regional airlines offer promotional flights, sometimes even cheaper than the fare on the train! Wow! This is a great way to travel around Europe! So instead of traveling overnight by train you can choose a flight! There are many cheap airlines to make us women travelers happy!

The British Midlands fly from London to several European cities. My flight from Paris to London with the group was delayed, but the service made up for it. Despite this delay, I am still flying in the British Midlands.

I also tried the easyjet from Dortmund to Rome-Ciampino and the Jet2 from Leeds to Amsterdam Schiphol. These are low-cost airlines. If I had ordered fast enough, I could have delivered the fare to Leeds to Amsterdam for just £ 1 (excluding taxes)!

Flying within Italy? Try My Air. They also fly to several international cities in Europe.

Remember that you pay for drinks and snacks on board, so make sure you have ready coins or small bills. The flights left on time and in about an hour, you are already at your destination!

On the other hand, it is also possible to rent a private jet. Check out Net Jets Europe if you don’t want to wait for flights (like everyone else, deadly).

By car

If you like to drive while on vacation and consider a stress-free hobby, then rent a car! Going across Europe is the wind … so says Ian (my husband) … I can’t say the same because I don’t know how to drive!

By bus

Traveling by bus across Europe is an alternative to bypassing trains. It’s simple. Jump, jump. Now coaches are turning into cutting-edge. The ride is as smooth as if you were on a plane! A bus trip – your thing on your next trip to Europe? There are several bus companies to choose from.

I was riding a Eurolines bus from Amsterdam to Paris. We left Amstel station around 8pm and arrived in Paris at 6am. At night there are a few stops for the toilet, and since the seats were comfortable, I felt fine on arrival.

The National Express is a British bus operator that travels to about a thousand seats in the United Kingdom and to popular destinations in Europe (with Eurolines) all the way to Moscow and St. Petersburg! There are some great deals so you can just get a chance at a great deal. The trip may take longer than the train, but you won’t have to worry about your luggage, as all luggage is stored under the bus.

Private coach

The best in land travel, you and your friends and family enjoy your coach’s privacy! Plan your itinerary and your own professional driver will guide you across the continent for the duration of the trip. The last family group I decided to travel to Europe (well, Italy and France), comfortably and safely own their own luxury bus, a big plus in their vacation! The kids demanded back seats to chat all day, and their parents stayed ahead enjoying the view!

On the ferry

This is a great alternative for those who are easily bored. On board the ferry you can engage in various activities, so that during an independent trip to Europe there are no sad moments.


Memories of the Old Rainbeck airfield in the mid-nineties

Although aircraft types at Cole Palen airfield in Old Rheinbeck have changed over the years due to weekend use, maintenance, repairs and the need to enter and retire, some have been synonymous with both air shows and flights. This article reviews an article from the mid-1990s.

Passing through the covered bridge portal, I entered the rocking grass and recalled an airfield on October Sunday, 1996. Immediately behind the ticket office was a Curtiss Model D biplane on a small grassy area near the airfield canteen and a striped yellow and white tent.

In a short fence flew planes representing the era of aviation pioneer, World War I and the Golden Age under a crystal blue sky, the first in a series of consecutive weekends to provide such perfect weather, and the surrounding trees were in the fall. shades and torch-chestnut, lemon and lime. The original, wallless hangar, labeled “Old Rheinbeck Airfield 1,” was across the field, and, as I later learned, the first founder of Cole Palen Airfield, whose philosophy was to “keep dreams alive,” keeping even centuries-old planes in the sky. was the first one he built.

The aromas of the airfield canteen, as always, lured me to lunch, which usually consisted of a hamburger littered with fried onions, chopped tomatoes and pickles, a bar of “free fixin” and a side of fried potatoes in French.

The air show on Sunday’s “First World War,” as opposed to Saturday’s “Flight History,” usually took place between 1430 and 1600, and its optimal view was from benches in the middle of the field, opposite the wooden stage.

Began both that and the old-fashioned parade, volunteer spectators disguised in ancient clothing in a red, trimmed walkway, and the atmosphere that created the beginning for the early 1900s was enhanced by several in the early 20th century functioning vehicles. – in this case, a touring car Renault 1909, Baker Electric 1911, Ford Model T 1914, Studebaker 1916 and Franklin 1929.

Although the air show itself had eye-catching traits, characters and antics such as man-rocket, oversized bike, diving in Delsie, burst balloon, skydiving, Black Baron, Trudy Truelove, Madame Fifi and mock fights. , the stars on the air scene were planes that were either original gliders or reproductions with original engines.

Since World War I, these have included the Avro 504K from the UK, the Nieuport 11 from France, the Fokker Dr.1 and D.VII triplanes with seven Swabian paint schemes from Germany and the Curtiss JN-4H Hispano-Suiza Jenny with an engine today from the US.

There were also a few from the Golden Age.

The first of these was Pitcairn Mailing. The catalyst for the project was the award on January 29 of contract airmail (CAM) route 19 between New York and Atlanta by Pitcairn Aviation, which selected as employees a fleet of PA-5 Mailwing aircraft, which produced itself. Based on the configuration of the predecessor PA-4, it included a closed, fireproof 26-cubic-foot front cabin capable of carrying up to 500 pounds of express, but could support a center of gravity that changed only an inch when left empty.

Powered by a 220hp Wright J5-9 engine, it had a 33-foot upper and 30-foot lower wing with a total area of ​​252 square feet, and the aircraft – 2620 pounds gross and 1008 pounds of payload, could climb at a speed of 100 mph and reach speeds of up to 131 mph with a smooth flight.

Six months later, on June 17, he was taken out of his factory in Brin Athens, in a black fuselage and golden wings, which were in a checkerboard pattern, and the lower part included a dihedral.

“So far, air mail planes have been like mail trucks, heavy and purposeful, strictly utilitarian in appearance, difficult to control,” Frank Kingston Smith said in “The Legacy of Wings: The Story of Harold E. Pitcairn” (Jason Aronson, Inc., 1981). , pp. 109). “On the contrary, the black-and-gold Pitcairn was a poem at altitude, spinning and spinning in flight effortlessly, with easy and fast control, a shimmering performer, but obviously with the strength to cope with turbulent conditions.”

After that, on November 19, Route 25 Airlines between Atlanta and Miami, Pitcairn Airlines covered the east coast.

Much in demand, Mailwing was ordered by other carriers to operate their own postal routes, including “Colonial Air Transport” from Boston to New York, “Texas Air Transport” and “Clifford Ball”.

The example of old Rainbeck was a slightly stretched PA-7. Built to meet the ever-increasing demand for mail, this Super Mailwing, including significant pilot line recommendations, began in the 50th PA-6 on the production line, but introduced a modified direct fuselage profile to increase flight speed and stability. an increase in leg length to 23.9 feet, a rounded rudder and wing tips, a 240 hp Wright J6-7 engine, a 42 cubic foot mail compartment, a payload of 630 pounds and a gross weight of 3050 pounds. to 2620 PA-5.

Another type of Golden Age in air shows, albeit originating across the Atlantic, was de Haviland DH.82 Tiger Mole.

It may have its roots in the “solution” that Sir Jeffrey de Haviland aspired to the two previous light sports aircraft he designed, but which failed to provide the performance he conceived, including the single-wing low-wing monoplane DH.53 Humming Bird 1923 year and a two-triple biplane DH.51 two years later.

The latter formed the basis of the reduced two-seater biplane, which received the DH.60 Moth, properly propelled by a 60-hp engine that optimized it for training and flight flights. Very successful, it was produced by the thousands between 1925 and the mid-1930s.

Using a Gipsy engine developed at the end of the decade, the next DH.71 was a diminutive single-wing low-wing monoplane with a span of 19 feet, but it could reach service limits of 1,951 feet and record speed of 186.47 mph. However, the most important thing was that it was the first design to be called the “Tiger Mole.”

Causing a series of repetitions and modifications, he reached the final version of DH.82 Tiger Moth after his prototype, registered by the G-ABRC, first took off on October 26, 1931, and the Royal Air Force accepted him as head coach. One hundred and thirty-five were built.

An order for a 50 improved version followed in late 1934. Designed as a DH.82A, it was powered by a 130-hp Gipsy Major 1 engine, included two tandem open cabins, and housed armed, chess-mounted wings mounted on a dihedral. With 1,825 pounds of gross weight, it could climb at 635 rpm, reach speeds of 104 mph and have a service ceiling of 14,000 feet.

Although this type was delivered to primary and backup civil aviation schools, the usefulness was just beginning. With the outbreak of World War II production was unprecedented. After the construction of the 1424 DH.82A assembly was transferred from Hatfield to Morris Motors, Ltd., in Cowley, Oxford, in 1941, where an additional 3,433 aircraft were built, followed by 1,533 in Canada, 132 in New Zealand and 1,095 in Australia. .

After the war the market was saturated with this former military coach.

“Since then, the tiger moth has been engaged in a variety of air work,” according to A. Jackson in “Tiger moth de Haviland” (Profile Publications, 1966, p. 12), “including training flights, towing a glider, falling parachutists, or towing banners on all over the world, but it will be remembered mainly by pioneering work to create agricultural aviation as a new and prosperous industry. ”

Two of the “Tiger Moths,” who performed at an air show over the weekend in Old Rainbeck, were owned by the late Bill King and Mike Manyatis.

Another major product in the Old Rheinbeck sky was the mid-late 1990s – Great Lakes sports coach, registered NC304Y.

Built by Great Lakes Aircraft Corporation in Cleveland, Ohio, in early 1929, it served as a small two-seater simulator, it was a single-sided fabric-covered biplane powered by a built-in 85 hp Cirrus II engine. 2-T-1, which first took off as a prototype in March.

As an aircraft with high maneuverability, it held the world record for the number of external loops in a row – only 131 – in its appearance 2-T-1A.

Because of its popularity, it was remanufactured in 1970 and then in 2011, including new building materials – from spruce to Douglas fir to metal, and greatly improved appliances and engines.

“Versions of the Great Lakes and Children’s Great Lakes have been created by various companies and individuals since the golden age, which is based on the values ​​of these beautiful machines for modern generations,” said Mike Wines in “Return to the Rainbow: Flying Vintage Planes” (Airlife Publishing , Ltd ,, 1998, p.57). “(The) Great Lakes 2T-1MS, NC304Y, serial number 191, beginning in 1930, began life as a 2-T-1E with a four-cylinder built-in inverted ACE Cirrus Hi-Drive engine producing 95 hp Menasco Private 125 hp. s. officially makes it a 2T-1MS model. NC304Y has always been Cole’s big favorite … “

Another major product of the Golden Age was Travel Air, a model manufactured by the Travel Air Manufacturing Company, founded in 1925 in Wichita, Kansas.

Designed as an advanced successor to the previous wooden frame in a metal frame, it had a cloth-covered steel fuselage, double tandem open cabins (although the front bench could theoretically accommodate two passengers) and, swinging, N -closed wings. However, increasing its performance, there were the characteristics of the World War I fighter Fokker D.VII, including overhanging, balanced ailerons and rudders, which served to counteract aerodynamic drag during the deflections of the flight surface, increase the response speed of the aircraft and provide easier piloting control . They also gave the type the characteristic of a vertical tail the appearance of an “elephant’s ear.”

Due to its simplicity of design, reliability, capabilities, durability, efficiency and performance, it surpassed all competing types in the 1920s and 1930s, only seriously competing with Waco’s own designs, and found many applications – from stunts to assault and air racing. , sport and bush flights, and air taxiing. Along with Stearman Kaydet it was the most widely used vacuum cleaner.

Also often on the sky of the Old Rainbeck air show was Gin Demarck’s “Lucky 7” Stampe SV.4B.

Based on the original SV.4, built by Stampe et Vertongen in Antwerp, Belgium, which flew in 1933, this two-seater, heavily-spanned winged biplane simulator in the SV.4B version was powered by a Renault 4 with 140 hp. Engine PO5. Complete with de Havilland Gipsy Major X or Blackburn Cirrus Major X engine with 145 hp. its analogue SV.4B with a wingspan and an area of ​​194.4 square feet possessed 1697 pounds gross. Its top speed was 116 miles per hour and its service ceiling was 20,000 feet.

Although its production was modest, it included 35 plans before World War II and 65 after it, the acquisition by Stampe et Renard, as well as SV.4C models built under license in France and Algeria with a 140 hp Renault 4-Pei. s. power plants, leaving another 940 were produced between 1948 and 1955 to meet the need for a French primary simulator.

Another frequent player in the sky air show was Davis D-1W. With roots in the V-3, it was manufactured by Davis Airlines, created by Walter K. Davis after it acquired and merged Vulcan Airlines and Doyle Aero Company. Acquiring the rights to the American volcanic moth, he produced a monoplane umbrella, modified by engineer Dwight Huntington and certified on September 6, 1929.

Although the improved Davis W-1, which appeared two months later, on November 8, made a promise, the collapse of Wall Street in 1929 along with a fire that destroyed the company’s hangar and production facilities forced it to shut down.

Thanks to a rectangular welded steel fuselage with a covered fabric and a single stand to the lower fuselage with an umbrella wing with two 30.2-foot-tall side members, the Davis D-1W was powered by a seven-cylinder 125-horsepower air-cooled radial Warren Scarab engine. Mainly operated on private and sports airfields, it had a maximum weight of 1,461 pounds, a speed of 142 mph and a range of 480 miles.

The N532K aircraft flew regularly in the Old Rheinbeck.

“(The) Davis D-1W, beginning in 1929, would have been originally equipped with a Warner radius of 110 hp, hence the designation” W “,” according to Vines (ibid., P. 127). “In fact, it is now powered by a 125-horsepower Warner propulsion system. This classic sports aircraft was conceived by Vulcan Aircraft Company as the American answer to the success of the Moth de Havilland biplane series in England. They became more important when former carmaker Walter Davis acquired the rights for production, but because of the economic climate of the time only about sixty fine monoplanes with umbrella wings were built. “

None of the airships of World War I in the 1990s and even the following decade were without Stan Segala, who was dubbed the “flying farmer” and who flew the 1946 PA-11 on the Canadian Yellow Canadian Piper Cub, registered N4568M.

A World War II veteran who flew in the Old Rheinbeck in the summer and winter taught the art of aerobatics at the Decathlon in Venice, Florida, he owned 39 single-engine aircraft, trained more than 10,000 pilots and logged in for more than 21,000 hours in more than half a century in the sky.

While airplanes have always been central to the airfield, it was he, as a man of comedic skill, who did everything that always began with an inexperienced, “anonymous” employee disguised in pursuit of Baby Piper, who, controlled by Segala, circled and escaped. capture on the ground. Jumps in the air, maneuvers and landings on one wheel and clear accentuation emphasized the final merger of man and machine, as the aircraft became nothing more than its expansion.

One of Cole Pellen’s original team members, who shaped and changed the vintage aviation experience for novice spectators, he retired in 2008 and eight years later ruined the land at the age of 91.

“Adaptation at the airfield from the beginning,” Old Rainbeck said in a statement, “Stanley could always be found on Sundays, killing him in the crowd before he had time to leave the baby Piper again and impress the audience.” Shot-Gatling “was popular in the early era of air shows, driving an Avro 504K in support of Sir Percy in the eternal saga that played out every weekend in the skies over Rainbeck. Pilot Stan raised everyone around he loved to ride before and after the show to any participant, often spending full mode in its Cube and Decathlon, always smiling at the passenger’s face. returned them to the flight line. “

While the pioneering planes of Old Rheinbeck Airfield took center stage on Saturday’s airplane of Flight History and its First World War designs in Sunday’s First World War, these 1920s and 1930s planes, which often participated in both, could have earned their own “Golden Age Air Show”.

Sources of articles:

Jackson, Aubrey Joseph. Tiger Mole de Haviland. Leatherhead, Surrey, England: publications in profile, 1966.

Smith, Frank Kingston. The Legacy of the Wings: The Story of Harold F. Pitcairn. New York: Jason Aronson, Inc., 1981.

Lazy, Mike. Return to Rainbeck. Shrewsbury, England: Airlife Publishing, Ltd., 1998.


Gibraltar holidays – cheap flights and hotels

Holidays of Gibraltar

Located on the southern tip of Spain, a famous and picturesque island, Gibraltar is mostly located outside the United Kingdom. It is usually located at the western entrance to the Mediterranean Sea. The British claimed the island in 1973, and it is now an international port and a hot tourist destination, famous for holidays, short city breaks, and both weddings and honeymoons. There are many travel agents that offer cheap flights to Gibraltar. Book a cheap package of airline tickets and hotels for the next holidays in Gibraltar. But before that lets walk around the island.

The Rock of Gibraltar

The main attraction of the tour in Gibraltar is the “Rock” and its nice. The Rock of Gibraltar is a significant theme for botanists and bird watchers, but also endows tourists with sightseeing activities such as outstanding semi-wild monkeys, caves, tunnels, large military cannons and many other historical and geological sites. It has a very famous tunnel, popularly known as the “maze”. Cable cars are used to reach the top of the cliff.

Hotels in Gibraltar

Gibraltar has many cheap and luxurious hotels that offer their guests the best services. You can get very cheap and discounted prices on some of the best and hotels in Gibraltar for a short city holiday at “”. They have contracted rates at most Gibraltar hotels and claim to offer the cheapest rates than any other. The most privileged hotels in Gibraltar are: The Rock Hotel, The Eliott Hotel, The Caleta Hotel, The Bristol Hotel, The Queen Hotel, The Continental Hotel and The Cannon Hotel.

Duty free shopping in Gibraltar

Gibraltar is a well-known area of ​​shopping, as it is one of the few places of purchase in Europe without VAT, which offers its visitors a wide range of non-taxable goods. The best in shopping in Gibraltar – you don’t even need to change currency to shop so as not to mess with foreign coins! At the same value, the pound sterling and the pound of Gibraltar are acceptable forms of payment at all outlets. So buy the island for the next Gibraltar holidays.

Sightseeing tour of Gibraltar

The places you should see on holidays in Gibraltar are the Rock, Europa Point, sailing, cable cars, dolphin safaris, a botanical garden, city gates and fortifications, the Gulf of Catalonia. Those interested in natural history related to the sea, rocks, land or plants will enjoy the holiday in Gibraltar as the island is very rich in such things all year round. For the convenience of visitors, some travel agents organize day trips to Gibraltar, which include a short visit in a minimum time by taxi or bus, so that tourists can spend as much time as possible to explore the many places.

Attractions of Gibraltar

There are some local areas such as Rock Monkeys, dolphin excursions to the Gulf of Gibraltar and other marine mammals that include strait whaling, which always attracts tourists and is worth a visit on the holiday of Gibraltar. For bird lovers and bird watchers, there are several different species, including prey, storks, vultures, songbirds and seabirds. The spring season is the magnificent butterflies that emerge, making the island a beautiful paradise of natural wildlife. Gibb has a lot to see when you spend your vacation in Gibraltar. The botanical garden is a combination of aesthetic beauty, a very quiet area filled with colorful fountains, ponds and waterfalls. On the east side of the cliff is the Gulf of Catalonia, where you can enjoy traditional boating and fishing. Although a village, but in the Gulf of Catalonia there is a beach, pubs and restaurants, etc.

Flights to Gibraltar

With airlines starting new routes to Gibraltar, there is now a good selection of cheap flights to Gibraltar. Pay attention to the usual free night offers and other offers that save money when ordering online! Plan your holiday in Gibraltar now while the ticket price is still low and the city remains untouched before the treasures of tourists and deer discover this new destination.