Topics in the history of aviation: from the documentary “Fly” to Charles Lindbergh


Perhaps the search for speed and distance and the conquest of air were not originally intended to change our perspective. But it eventually achieved.

When the first balloon rose from the ground in 1783 in France, it not only signaled the beginning of an air flight, but also laid the groundwork for man’s first external perspective – as if he had removed himself from the earth’s gravitational lock and looked back for the first time. Conversely, this act did not work. The gentle brush of a balloon with a church spire not only demonstrated the need for greater lateral control, but also became the first time that a real “attacker” from above descended to what the consensus still considered a solid, solid, inevitable “ground” and perhaps the only inhabited. Since this may have been the first true “little step for man,” it marked the infantile beginning of aviation.

As a child as a car of fun and speed design of reciprocating engines, double-winged cloth-covered airfields and wire supports in the 1920s soon demonstrated their transportation and defense capabilities during the rapid development of World War I and II, overcoming distance, political frontier, country the continent – and ultimately the planet.

No other development in the history of human achievement has occurred at such a rapid pace, changing perceptions of space and time. The first orbital launch of the rocket, which came out of the atmosphere and gravity, parallel to the first flight of the balloon, again gave a completely new, previously inexperienced prospects and prospects – only now with a much increased altitude reached at exponential speed. For all its development, the orbital capsule, paradoxically, was as “fragile” in a windless void as a balloon. Certainly it was just as infantile in development.

The space mission clearly demonstrated that the conquest of airspace sought to increase speed and distance. But this mission, like the balloon, was only the first step to the next stage of development and discovery. Who can predict what this will reveal?

Although Smithsonian’s film “Flight” traces the evolution of human transportation, its consistent technological advances, which give speed and altitude, allow it to negotiate ever-increasing distances. With these distances came ever-changing prospects for self-development. As the line “we live only on the narrowest edge … snowflakes, which for a moment condensed in snowstorms and fires of matter in space”, this further journey demonstrated how insignificant our position in time and space is. .. and perhaps on a comparative scale as far as we are fragile. The greater the distance, it seems, the more modified the perspective. Although human and especially air and space transport has brought many benefits, it has also given a secondary evolution: the human perspective. Einstein’s theory of relativity assumes the ratio of time and speed. Couldn’t the distance / perspective ratio be similar?


The development of air transport has led to a three-phase evolution: the aircraft is lighter than air, the design is heavier than air and, ultimately, space flight.

Faced with hitherto unknown kingdoms of flight, the earliest pioneers first had to achieve a rise with their kites and balloons before subsequent designers were able to control them. As is usually the case, when confronted with the unknown, people encountered skepticism, fear and superstition, explaining the superstitions that believe that Da Vinci’s air creatures are “works of the devil”. Not terrible, the early pioneers continued to conquer and tame elements with increased resilience, hardness, speed, and endurance. Skepticism has slowly adopted a clear and further reaffirmation of the integrity of design with transitions such as the English Channel by Bleriot and the Atlantic by Lindbergh. The fact that both were watery as well as covered distances was a simultaneous conquest of two elements: air and sea.

With increasing speed, distance and reliability, air travel has increasingly facilitated war, trade, business, communications and conventional passenger transport, and has therefore become increasingly important to our lives. Thus, the emotional responses to fear and skepticism came close to complete trust and dependence.

North American B-25 MITCHELL:

Designed in 1938 to meet the requirements of an air hull for a medium-range bomber, the B-25, later renamed the NA-40, first took off in January of the following year with two Pratt and Whitney Wasp engines of 1,100 hp, but that was after destroyed.

Still impressed with the overall design, Air Corps ordered a modified version with the installation of a tail gun called the NA-62. He began a test flight on August 19, 1940.

Perhaps his most famous symbolic mission was the launch of 16 B-25 aircraft from the aircraft carrier “Hornet” on April 18, 1942 to launch the first air attack on Japan. Although all aircraft were lost, the mission still fulfilled its purpose.

Several successive versions were produced, including a 75mm derivative gun marked B-25G and equipped with a 14.50 caliber B-25H gun, the latter of which was recognized as the most armed aircraft of World War II.

The B-25 Mitchell, tested at the Republic of Farmingdale Airport in September 1995, tail number N3161G with olive-green markings proved to be a mid-wing single-plane with twin, 3-blade Wright Cyclone engines with 1700 hp. between the dihedral wing of the root to the wing motor and the cathedral of the top of the motor to the wing. The wing itself, devoid of front edge devices, had two-section simple flaps with a rear edge, again separated by power plants. The design features were double vertical stabilizers mounted on either side of the horizontal tail. Front and stern glazed gunner stations were provided, although both were deprived of seats and armaments on this aircraft. Visibility was provided by the winding windshield by two panels and two rectangular side windows on both sides of a cabin which itself was over a place of the forward gunner. The plane was sitting on a single-wheeled landing gear of a three-wheeled three-wheeled chassis.

Of the nearly 11,000 manufactured B-25s, the most popular of which were guns removed, 12 B-25Js equipped with machine guns, the latter was decommissioned only in January 1959, two decades after its armament. 40 prototypes were first lifted into the sky.


Simultaneously with each life cycle, a period of disconnection from the safe, playful proximity of the uterus is required to begin maturation, promoting autonomy, so that in the end it is possible to ensure conscientious function and purpose in the world. Thus, man becomes a “link” in the chain of survival. Stablers and stunt pilots, arousing interest due to their acrobatics and speed, have so far demonstrated their aerial designs as playful devices devoid of certain benefits and functions. But, like their youth counterparts, aircraft were required to prove their reliability and value by demonstrating their ability to cross distances and geographical boundaries. Mitchell, believing that aircraft are the key to future power, strength and great utility, approved the global world of four biplanes running on Liberty engines, to achieve this goal.

Perhaps to accomplish such a feat, man first had to sublimate his own survival to the greater survival of humanity – to take risks, to dare, to prove, and ultimately to win. This, in part, reflected the phase of the child’s birth. And they took risks: they struggled with mechanical failure, accident, sabotage, snowstorm, sandstorm, squall line, fatigue, temperature polarity, and death. But humanity will ultimately benefit from the seeds sown.

The fact that the first air crossing over the Pacific Ocean culminated in reaching the desired trajectory, but a deviation of one mile, certainly indicated that this “child” of the aircraft will lead very productively, productively.

Machines sometimes take on the identities of those who develop (and control) them. The fact that the plane, trying to mature and prove its value, followed the cycle of human development, almost saturated it with religious connotations: the plane was designed “in his image” – and therefore was created to serve him.

Successfully covering 26,000 miles on earth in 176 days created the eternal foundation of aviation and, indirectly, of man himself. After all, what else could be reflected in an air car other than the man who breathed life into it so that it could make it easier for him, becoming, like an adult, the newest link in the chain of survival?

And about the cycle after the adult and the person: isn’t it symbolic that the air race of 1924 had a complete earth circle behind it? Perhaps, like life itself, the race made a whole circle to return to its place of origin. Doesn’t everything start anew …?


Being on the threshold of any bold endeavors, a person invariably faces the moment when his abilities, skills and beliefs become directly opposed to events. Despite all the prior training and beliefs, doubts are invariably traced, shackled by trust and reason, and they need to be confronted by revising the stages that led to this decision. During the anxious, restless night before his solo transatlantic transition, Lindbergh felt just such a phenomenon.

Rehearsing his past to regain temporarily lost confidence, he reflected on the events that prepared him for his undertaking. Dare to dazzle, scorching storm, heading to Chicago in the days of mail in a biplane with an open cabin and suffering from the loss of the engine, he parachuted down to the ice field, when the plane was spinning and crashing. Ultimately, having covered the rest of the distance by train, he decided that the transatlantic crossing would dispel such a reputation for unreliability and demonstrate the full potential of commercial aviation. As his technological childhood had outgrown him, he had entered his youthful phase, striving for maturity if the world could only learn about this fact.

Although Lindbergh’s investors saw his solo aerobatics in a single-screw design devoid of a navigator and sextant, dangerous and dependent on 40 hours of vigilance and control, his ultimate goal was to sublimate the inherent weight reduction to his extended range.

Ryan Airlines, Inc., San Diego, produced the said design with a range of 4,000 miles in 63 days, using round-the-clock production schedules to beat the competition emerging in Europe. The fact that the aircraft was a streamlined high-winged monoplane indicated that Lindbergh’s ideals had already been realized. The present flight has certainly sealed the fate of this fact.

After its almost symbolic spread in the misty dawn before its departure on May 20, 1927, Ryan’s silver plane plunged into darkness, doubt, and the uncertainty of consensus about the attempt, but a tiny orange glow pierced the sky on the horizon somehow reflecting the promise and need. seek. However, from the current standpoint, France was just as infinitesimally small.

An uncertain takeoff that prevented exposure to dirt and water, which barely cleared the tree line around the perimeter of Roosevelt Field on Long Island, led to a track covered with poor visibility, black night, icy conditions, uncertainty, lack of sleep -double and much.

But Lindbergh eventually defeated God and perhaps the prayer of his former student pilot, who carried him the last hundred yards to the ground. Charles Lindbergh, fighting for 3,610 miles, in the process of educating commercial aviation matured.


A person invariably develops a sense of dread when he stands face to face with a historically significant aircraft, such as I did on a crystal blue day with summer temperatures in mid-October at the Republic of Farmingdale airport. The olive-green B-17, leaning on a regular chassis, with registration 124485 and the name Memphis Bell on both sides of the nose, blocked the line of light aircraft for recreation “Beech”, “Cessna” and “Piper”. In many ways the B-17 converted all other designs during World War II, regardless of their size.

Designed to meet the Army Air Corps’ requirements for a multi-engine anti-ship bomber, the Boeing abandoned the standard twin-engine design, doubling the number of power plants to significantly increase payload, range and service ceiling. The resulting Model 299, powered by four-bladed Pratt and Whitney Hornet 750-horsepower pistons, first flew on July 28, 1935, had eight crews and could carry a payload of eight 600-pound bombs.

However, the main aircraft with lower wings and dorsal ribs was so flexible that it was gradually adapted for different roles with Wright Cyclone turbocharged engines for higher performance, increased rudder area and sash for greater efficiency on the B-17B. and self-sealing tanks, flushing weapons and an abdominal bath on the B-17C-20 that were in operation by the RAF. The B-17D withstood most of the layer in the Pacific theater. The next B-17E included a larger fin for precision bombing at altitude, powerful dorsal, enhanced armor protection, and abdominal and caudal towers.

In fact, the development was so important for the war, as Boeing, Lockheed and Douglas simultaneously produced copies in staggering numbers. The released 3,405 B-17F recently introduced a long plexiglass nose, propellers with a paddle wing and a suspended strut. The final and most popular in numbers version, the B-17G, introduced in 1942, featured a chin tower and crossbars in a checkerboard pattern, and involved an additional production of 8,680 units.

Through 12,731 planes, the battle over Europe and the Pacific and the need to complete the mission after winning the mission, the 124485 plane proudly stood before me in the triumphantly shining morning sun to tell me its story.

US Aviation Industry Employment:

According to Robert Crandall, chairman and CEO of American Airlines, “deregulation is anti-labor and transfers wealth from employees’ pockets to passengers.” Reducing the spiral of deregulated power airline tickets has led to higher landing densities, erosion, increased daily use of aircraft, and reduced profitability. Although these lower fares have caused an explosive increase in passenger traffic in the United States, which has recently become an increasingly global trend – their inherent reduction leaves less money to buy aircraft, training, salaries and payments to employees, and indirectly leads to time, unemployment, employment in ground handling companies

Emphasizing this harsh reality, common themes were expressed by two guest speakers: the current conditions and fierce competition require the final adjustment of the application and submission process, including relevant education, resume composition and self-presentation during subsequent formal interviews. Based on my own experience at the airline, networking and proper contacts have never been more important to ensure proper concessions of positions.

Deregulation of airlines is a current story that is still changing. I lived it! Deregulation forces – and not choice – have become the culprit and responsibility of my 15-year aerospace career with five carriers. My personal outlook on ground positions with American airlines is unfortunately not optimistic: passengers will never give up the availability of low-cost airlines, and airlines have so far been able, and some very unsuccessfully, to resist this spiral of uncontrollable obstruction. and aid cuts. No less regrettable is the fact that carriers of foreign flags are increasingly imitating rather than rejecting this model. Deregulation, regardless of the form in which they came from the United States or in a permanent global guise, created the basis on which airlines have traditionally relied: protectionism and adequate compliance with tariffs.


Human behavior is similar to language. Вельмі дакладнае паведамленне можа быць у працэсе дастаўкі адносна дзеянняў чалавека, але калі чалавек не мае магчымасці перакласці заяву, гэта губляе зносіны. Той факт, што стыгматызаваны вобраз чалавека яшчэ больш азмрочвае прыём паведамлення, робіць задачу двайным перакладам. Гэтыя заявы, безумоўна, тычацца Чарльза Ліндберга … але толькі ў тым выпадку, калі асноўная ўвага надаецца чалавеку, які стаіць за міфам.

Каб зразумець сілы, якія дзейнічаюць, трэба спачатку звесці некаторыя псіхалагічныя паняцці да спрошчаных тэрмінаў. Напрыклад, я не мог бы даць вам 5,00 даляраў, калі б у мяне не было 5,00 даляра, і калі б хтосьці не даў мне. Падобным чынам, Ліндберг не мог дарыць любові і эмоцый, калі б ён не адчуваў гэтых пачуццяў, асабліва ў дзяцінстве. Людзі, якія спрабуюць арыентавацца ў жыцці з дзіркай такога памеру і значнасці ў сваёй душы, характэрна праяўляюць рысы асобы, звязаныя з фізічнай і эмацыянальнай раз’яднанасцю, замкнёнасцю, асацыяльнымі схільнасцямі, скаванасцю, “жыццём у перыферыі”, прадузятасцю і адчуванай няздольнасцю памылка Многія магутныя, вядомыя гістарычныя асобы з сумам адлюстравалі гэтыя рысы.

Тое, што бацька Ліндберга аднойчы пакінуў яго ў возеры, каб ён навучыўся плаваць, магчыма, спрыяла незалежнасці і самастойнасці, але гэта таксама магло быць пачаткам яго недаверу. Яго маці, паціскаючы яму руку кожны вечар перад тым, як ён лёг спаць, безумоўна, падтрымлівала такое ўспрыманне халоднасці, адсутнасці любові і бязбожнасці. Каханне – гэта харчаванне сябе; без гэтага Я не развіваецца, і чалавек адступае, адыходзіць і анямее – настолькі, што на самой справе можна адключыцца ад фізічнага і эмацыянальнага болю ў крайніх выпадках. У доказ бацька Ліндберга аднойчы адважыўся на аперацыю без анестэзіі. І тое, што маленькі бацькоўскі падмурак разваліў сам Ліндберг ва ўзросце пяці гадоў, калі яго бацькі канчаткова рассталіся. Такім чынам, вядучы перамовы пра жыццё з неразвітым, някормленым, ён змагаўся з самаадчуваннем і перыферыйным жыццём. Не звязаны са сваім унутраным “стрыжнем”, магчыма, ён ніколі не ведаў свайго сапраўднага “я”.

Хоць ён і любіў лётаць, учынак, хутчэй за ўсё, забяспечваў уцёкі, разрываючы ўсякую свядомую сувязь з яго хваравітым мінулым. У паветры ён упершыню змог дасягнуць “новых вышынь”, перавагі, трыумфу і кантролю. Гэта магло быць адзіным “унутраным кантролем”, які ён калі-небудзь адчуваў. Палёт даваў пачуццё пацверджання: яго ўчынкі небяспекі і смеласці маглі быць формай самаправеркі і, калі гэта было паспяхова, альбо доказам уласнай годнасці, хаця і мімалётнай: тым не менш, гэта было станоўчым падмацаваннем і, вядома, ніколі не атрымлівала ў дзяцінстве . Гэтая ступень небяспекі прымусіла яго жыць “на мяжы” – стан, які, падобна, адлюстроўваў яго ўнутраны стан. Самаадчуванне, выкліканае дзяцінствам няўпэўненасць прымушае чалавека жыць большую частку жыцця на мяжы.

Тое, што ён разглядаў сябе як беспамылковага з перакананнямі, падобнымі на цэмент, з’яўляецца павярхоўным доказам нічога і, наадварот, паказвае на магутную абарону ад глыбока ўкаранёнай, пераважнай няўпэўненасці – адчування, якое, хутчэй за ўсё, ён ніколі не змог выкарыстаць. Гэтая хранічная патрэба ў “прыкрыцці” і кампенсацыі звычайна прыводзіць да абсалютнасці, адзінкава-перспектыўнага мыслення. У крайнім выпадку, гэта нездарова.

Нягледзячы на ​​тое, што пасля трансатлантычнага пераезду Ліндберг быў высока ацэнены ўзнагародамі, тэлеграмамі, падарункамі, пакетамі, тытуламі і прапановамі працаўладкавання, ці не маглі натоўпы несвядома адзначаць яго раз’яднаную таксічную аснову, якая падштурхнула яго да гэтага мерапрыемства? Магчыма, свет па-іншаму паглядзеў на яго пасля палёту, але чалавек, які стаяў за трыумфам, застаўся нязменным: ён працягваў быць такім жа прыватным, замкнёным і раз’яднаным. Чалавек не можа звязацца з іншымі, пакуль упершыню не злучыцца са сваім “я”.

Выкраданне і смерць сына, магчыма, толькі ўзмацнілі яго недаверствы адносна асноўных фігур, звязаных з яго мінулым, і, хутчэй за ўсё, паслужылі адлюстраваннем жорсткасці ў свеце, прымусіўшы яго ўзмоцнена сціснуць сваю здранцвелую, не адчувальную абарону. Толькі аналітычна разгледзеўшы трагедыю, ён не выказаў пачуццяў, смутку і эмоцый. У сваёй амаль гістарычнай рэканструкцыі падзея, накіраваная зараз на гэтага сына, хутчэй за ўсё ўзмацніла ягоныя дзіцячыя памылкі і прымусіла яго рэагаваць адзіным спосабам, якім ён змог уцячы – учынкам, які ён мог рэпеціраваць унутрана кожны дзень свайго жыцця. Адключэнне ад сябе – гэта ўцёкі.

Не адчуваючы, Ліндберг не мог “адчуваць” іншых: ён не мог правесці адрозненне паміж забойствамі нацысцкіх канцлагераў і выпадковымі выпадкамі вайны. Хіба ягонае адабрэнне смерці не магло быць згодным выразам таго, што яму так неабходна было зрабіць у дзяцінстве супраць тых, хто не здолеў выхаваць яго неабходную клопат і любоў і хто, як следства, выклікаў у яго першапачатковы недавер? Немаўляты, якія не могуць усталяваць сувязь з апекуном на працягу першых некалькіх каштоўных момантаў жыцця, не могуць звязацца са сваім “я” і давяраць іншым, каб задаволіць іх патрэбы.

Самалётны трансатлантычны палёт Ліндберга не быў міфам. Магчыма, гэта мог зрабіць толькі вышэйшы, бездакорны звышчалавек. Той факт, што нас вучаць шукаць прыклады для пераймання і выклікаюць трапятанне герояў, усяляе падсвядомае, бясспрэчнае недавер, паводле якога цудоўныя ўчынкі могуць здзяйсняць толькі людзі вышэйшыя за чалавека. Магчыма, у рэшце рэшт, нам трэба вывучыць нашы ўласныя памылкі, якія вучаць дзеці, перш чым мы зможам разглядаць Ліндберг у менш затуманеным святле.


Retirement planning – the pros and cons of living in Panama

If you view Panama as a place to retire, then this article is for you. Here you will find the benefits of retiring in Panama as well as the reasons why this country may not be suitable for some people. Panama is currently home to thousands of American and European immigrants who continue to receive a steady influx of tourists and retirees. Read on to find out why Panama has become a second home for many Americans, and learn why some people just go there on vacation.


· Low cost of living – People who have moved to Panama love the fact that this is a place where the cost of living is very cheap. The couple can dine at a Panamanian restaurant for less than $ 8, including drinks. You can also get health insurance from $ 60 a month. Panama is a place where essentials and medical services are very inexpensive; thus, people who have migrated to this country feel a more comfortable life. Emigrants are also eligible to apply for the Retirement Pension Program, which can give them huge discounts on a variety of things, including food and airfare. Pension funds in Panama can be stretched to the fullest so that one can live well and afford luxuries.

· World-class healthcare – Panama is well known for medical tourism. People from all over the world travel to Panama for high standards but inexpensive medical procedures. Panama has many modern hospitals and modern hospitals that are comparable to those located in America, Canada and Europe. Many Panamanian doctors are also graduates of American universities. Therefore, health care in Panama has excellent quality, which can match the level of health in the US and Canada.

· Beautiful and quiet atmosphere – Panama boasts attractive tourist destinations and residential villages that are beautiful and soothing to the soul. Choose whether you want to stay in a cool mountain range, be close to the beach or experience city life. Panama offers a really beautiful landscape and lots of outdoor entertainment. Whether you want to go hiking, swimming, bird watching or rafting on the river, Panama offers a relaxed atmosphere that can relieve stress.

· The economy is booming – Panama is a very financially stable country, which receives most of its income from the Panama Canal. According to Wikipedia, the city of Panama continues to experience economic growth due to the continuous expansion of the Panama Canal, which makes a significant contribution to trade and industry. Most of Panama’s income comes from banking, commercial and tourism activities. Expansion of roads, improvement of airports, expansion of the Panama Canal and many other projects in the field of infrastructure and development are planned for this year and for the coming years ahead.

· A safe place to live – Panamanians are usually peace-loving people who are used to leading a quiet life. The crime rate in Panama is low as many citizens work.


· Tropical weather – It can be an advantage or a disadvantage depending on your needs. The climate in Panama is tropical, so expect lots of sun and rain. In the summer months it can be uncomfortably hot and humid, and in other parts of the year – rainy. However, in Panama there is one place where the weather is much cooler and that place is known as Panama Boquete. Many Americans come to live in Boquet because of its spring climate all year round.

· Undisciplined traffic system – Panama is not very orderly when it comes to how traffic rules and regulations are followed. A red traffic light does not always mean a stop, as well as numerous parking and driving laws. It may take some time to get used to this “madness”, especially if coming from countries with well-regulated traffic.

· Cultural differences – Panama is a Spanish-speaking country that has its own unique culture. Although Panamanians are very friendly people, they respond poorly to criticism and aggressive demands, especially if you are an English-speaking person. It would be a plus to learn more about Panamanian culture and accept it so that you can interact well with its people.

A retirement plan is very necessary, especially if you are going to move to Panama. Let the pros and cons described above help you decide if Panama is right for you. While other articles only emphasize the benefits of retirement in Panama, identifying the disadvantages is also important. Take your time and plan your retirement carefully. Plan a tour of Panama to see for yourself what life is like in Panama. Life in Panama has both pros and cons, like all other things.


What is the difference between a charter and a commercial aircraft?

If you are looking for a faster and more efficient way to fly, you need to know what is a charter plane. A charter aircraft is significantly different from a commercial aircraft. If you want to get the most out of your flight, you need to understand the difference between a charter and a commercial aircraft.

The commercial aircraft is limited in schedule and is owned by a commercial company. This means you have to follow the schedule on which they fly. This can affect not only your travel plans but also your business plans. The charter aircraft is privately owned. These companies will be contacted by an individual and will receive instructions regarding the destination to which this person wants to fly. Therefore, the aircraft will be operated only on the day when it is ordered, and flies to the desired destination. This will give you an advantage if you need to get somewhere fast or if you have an emergency that requires immediate treatment.

Private jets and companies provide you with a fantastic service that commercial airlines cannot offer you. If you are in a hurry and you need to get to your destination quickly, you can call a taxi on a charter plane. Just like the taxi you would take off on the sidewalk, this service is now available in the sky. Some rental planes provide this fantastic service – all you have to do is call them and they will give you a plane that will take you from your destination and back on time.

You can enjoy a much more personal experience when using a charter plane. Commercial flights are designed to deliver as many people as possible to their destinations. This often means a lack of space and of course places that are really only suitable for young children. Looking for a more personal flight experience, you need to choose a plane rental. Instead of forcing people to climb over and squeeze into your tiny seat, you can enjoy a spacious charter plane. The charter plane is smaller than the commercial one, which means there are fewer seats. Afterwards you can relax and unwind in a spacious setting by visiting your own air hostess. Aircraft rental also flies to destinations where commercial aircraft cannot reach. This is due to the fact that the lease of the aircraft is much smaller than that of a commercial aircraft and it can easily land on a smaller runway.

Whether you choose to fly a commercial or private jet is up to you. Eventually, you will experience much more private and individual service on a charter plane than on a commercial one. A private jet is the only way to fly stylishly, quickly and conveniently.


5 tips on long-haul flights without stress

The world is getting smaller every day. Long-distance flights for business or pleasure are becoming increasingly popular. There are more planes, more airports where you can fly, and more people willing to spend noon air and more. It’s just easier and cheaper than having previously flown long distances. Unfortunately, the experience of traveling to the other side of the world can very often become a stressful and exhausting affair, especially for the inexperienced and unprepared. It doesn’t have to be that way. Just follow this guide to take a long flight without stress and you can sit back and enjoy everything!

Step 1: Do your homework:

A little homework will definitely help you find the right airline for you. The internet is a great resource in this regard, but don’t ignore that you are a local travel agent who can have a wealth of customer experience with different airlines.

You may want to find out who offers the most legroom, the quality of the food and how reputable they are in their customer service.

Nowadays, most airlines offer on-site entertainment, such as Singapore’s Krisworld system (always very good), and I especially liked the Japanese airline’s screen camera view, which allows you to see forward from the nose of the plane or down wherever you fly. These systems are a good way to kill a few hours of any flight.

Of course, price is important, and purchases really pay off. Don’t be afraid to go straight to the airline and check out any special offers they may have, as well as using agents on High Street and online.

Step 2: Airport time:

Check-in is usually expected 2 hours before the long-haul flight, although you should always arrive earlier than this, as most people come to the queue at about this time. You better spend 3 hours sitting in the lounge with a good book than standing in line for check-in!

Of course, the sooner you have, the better the chances of reserving yourself a good seat. Many airlines are now introducing services on their websites that allow you to book seats, order meals and check in through automated express check-in systems; the best way to do it to date.

Step 3: Enjoy the flight:

In a 19-hour flight it is important to occupy yourself. The obvious solution is a good book. I always create a book a few days before the flight, so I’m already “in it” before boarding the plane, providing a pre-planned slice of escapism.

Nowadays we enjoy technologies that allow us to be entertained. These often include the latest movies, video games and a variety of TV shows, as well as flight information. However, I still believe that an accurate book is the best way to kill time.

The Holy Grail of long flight is able to get a good night’s sleep. Air quality, light sources, noise and tight upright seats are definitely not conducive to falling asleep. For example, the Ezysleep travel airbag is designed to solve the problem of supporting your neck in an upright position, but there are other things you can do. Ear plugs and an eye mask can help cope with light and noise, so combine them with a travel pillow for quality sleep.

If the food isn’t up to scratches, make sure you’re prepared with wholesome snacks and a good supply of water. It may be free, but alcohol and coffee are very dehydrating, and that’s the last thing you want in an already arid environment. Stick to water and fruit juices.

Most importantly, enjoy the flight! Enjoy a time when you won’t have cell phones, boss and traffic, and relax. You are only 40 thousand feet from everything, make the most of it!

Step 4: Be healthy:

Deep vein thrombosis (DVT) is a constant concern for long-distance travelers. Although extremely rare, but it is a very dangerous condition. This condition is avoided by ensuring constant blood flow around the body.

Do the exercises recommended by videos and magazines, take regular walks to the galley, toilet or just up and down the aisles and drink plenty of water.

Step 5: Avoid reactive lag:

The best way to avoid or minimize jet lag is to start planning during the flight. Set the clock to the appointment time as soon as you can, and do your best to keep you asleep when night time comes, even if it means no food on board.

Keep drinking this water so you don’t dehydrate the ground. When you get to your destination, don’t hit the hay right away. Try not to sleep until the evening and you will give yourself the best chance to quickly adjust to the new time zone.


The three most dangerous mistakes when landing pilots and how to avoid them

Shootout, insufficient shooting, loss of direction control, wing strikes … all these are symptoms of mistakes made by the pilot. Mistakes that are easy to fix, but not necessarily the way you might think.

I landed at Nattra Airport at Cessna 172 in 1968. I felt pretty smug. It was a very smooth landing, one of those landings you heard but didn’t feel. Then a gust of wind picked me up and I landed a second time on a parallel taxiway. The pilot driving in the opposite direction was good enough (or perhaps stunned or frightened enough) to prevent a turn so I could get on the apron. I couldn’t look him in the eye as we passed. Blushing, I muttered to my passengers excuses I didn’t believe. I just made the three biggest (and most common) mistakes a pilot can make when landing.

Determined never to let it happen again, I spent a lot of time for 40 years thinking about how to avoid these mistakes. The NTSB states that 45% of weather-related accidents are caused by crosswinds and gusts. I believe in that. It’s time to introduce little-known techniques to help prevent these accidents. But first you need to understand their causes.

Landing too fast is caused by flying too fast on the approach or trying to get the plane to take off on the runway until it is ready. The solution is to fly in a consistent approach at one speed, select a safe predicted slip point (or PGP) and monitor the PGP until you land. But keep the plane about a foot away from the runway until the nose of the plane turns to land. Hold on until the plane lands. This way you land at the right speed.

Failure to cross-check in crosswinds leads to ground loops, disruption of the runway (the most common cause of accidents in the US), damage to the wing tip or, in my case, overflight and landing on the taxiway. Simply put, cross-control is the use of the rudder to hold the long axis of the aircraft parallel to the long axis of the runway and the use of ailerons to hold the aircraft above the runway. This ensures that the aircraft will move directly along the runway after the wheels touch.

Stopping a flight before the plane is over is one of the most dangerous mistakes a pilot can make. Its reason is a lack of concentration. His solution is good flying habits.

I was lucky in Nattra. If the crosswind was coming from the opposite side, I could be blown into the canal. Remember that the fact that the main transmission is on the ground does not mean that there are no “flies” left in the plane. Also remember that if you hold the plane just above the runway until it is absolutely no longer flying, it will again rise into the air with an unusually strong gust.

Easily in love with bad habits that lead to these mistakes. If the wind is calm and the runway is long, everything will be forgiven. So the question is: how to keep these bad habits from developing?

I want to tell you about two exercises that helped the pilots more than I could have imagined. They are a “very slow Dutch roll” and a “controlled projected slip”. Both are not complicated and dangerous. And simplifies and enhances the ability of any pilot to land.

A very slow Dutch roll is a simple exercise done at a safe height. It teaches two very important skills. First, the pilot learns to continuously move the stick and rudder to control the aircraft as conditions change, and second, the pilot will learn how to cross the control of the aircraft in the most extreme circumstances.

Here’s how to make a very slow Dutch roll. Select a point on the horizon and hold it still, changing the angle, speed and configuration of the sash. Maintain a constant height. Change the pot very slowly. Continue to increase the tilt angle until the aileron or steering wheel is pushed to the limit. This is the angle of inclination for the maximum crosswind that the aircraft can handle. The cross-controlled aircraft slowly accelerates to the side for a minute or two. At this time, the pilot must continuously move the flight controls when the aircraft accelerates to the side – an unexpected benefit of this exercise.

Let me tell you about the predicted slip point or PGP. As you approach the runway, your eye will naturally reach for a point on the runway that is not moving in your field of vision. The phenomenon is similar when you are aware of a collision with another aircraft: it remains in your field of vision but simply increases. Well, there is always a point on earth where exactly the same thing happens. This is the moment you would have slipped to if you had never made that last little flair to the ground. This is an extremely valuable concept that can save many hours of landing practice. I’ve never heard of another flight instructor talking about it, but I’m sure many pilots use this technique.

You can control PGP power and drag while keeping the air speed constant. To bring the PGP closer to you, reduce the engine power or increase the resistance of the aircraft – usually with dampers. To move the PGP away from you, increase the engine power or decrease the resistance of the aircraft.

Use the two concepts together to make consistent, safe landings. After setting in the finale, use the center line of the runway as a guide for very slow Dutch rolls. Use the ailerons to place the aircraft on the extended centerline, the rudder – to keep the long axis of the aircraft parallel to this extended centerline. Move the PGP to the same location each time. I recommend the runway threshold. Consciously continue cross-checking until the plane slows down to a taxi.

These two simple tricks will get you to the same place on the runway each time in a landing configuration that compensates for crosswinds or gusts until the plane goes so slow that you can arrive by taxi.


Long Island MacArthur Regional Jet Airlines


The history of the 50-seat regional aircraft manufactured by Canadair and Embraer – and prevented to a lesser extent by the Fokker F.28 and British Aerospace BAe-146 scholarships – is largely the history of Long Island MacArthur Airport, as this type finally facilitated servicing the main hub according to carriers. Introducing greater airline coverage to smaller and secondary airfields, it offered the same speed, lock time and comfort as traditionally larger aircraft, bridging the gap between them and the turboprop aircraft of 19 to 50 passengers, which was too small and too slow for many of these sectors.

The need was largely created as a result of deregulation by airlines, which arose in the US the rise of the route system “hub spokes”. Accommodation and catering for high-capacity aircraft such as American, Continental, Delta and United, with longer but thinner segments operated by regional airlines having a two-letter code and livery, originally independent suburban carriers have expanded rapidly, primarily this new type of aircraft. It was the right plane at the right time and led to the so-called “regional jet revolution”.

Regional aircraft were not only the most cost-effective way to connect hundreds, if not thousands, of communities with airport hubs and global airline networks, “according to Bombardier Aerospace (which was later acquired by Canadair),” these innovative aircraft enhanced the passenger travel experience and provided regional air travel. , revenue and greater market share. To further increase traffic growth, the idea of ​​using a Canadair Regional flight to fly between cities that have “spokes” was promoted. Each new city that spoke increased the number of passengers who joined the regional partner of the regional airline. These additional routes have given passengers in small towns more opportunities to fly. “

It definitely happened at Islip Long Island MacArthur Airport.

“There are literally hundreds of markets that can’t support a regular aircraft, but 30-, 50- and 70-seat ones can now provide jet comfort and cost-effective service,” commented Doug Blissit, once vice president of Delta Air Lines Network Analysis. “Regional aircraft are a phenomenal economic transformation of the industry. The vast majority of deployments have been aimed at expanding the reach of centers by more economical aircraft.”

Apart from the nature of the cooperation type, it also had a competitive side. This could be considered a tool that attacks the fortresses of the heads and spokes of major airlines, allowing smaller aircraft carriers that began operating as traditional turboprop passengers to penetrate cracks in the armor of majors, build new routes “point-to-point” that do not need concentration. feed for sufficient load factors.

Early regional jet operations:

Perhaps the earliest regional aircraft in the Western world, which excludes from discussion the Russian three-engine engine Yakovlev Yak-40 with 27 passengers, was the Fokker F.28 scholarship.

The popularity of its high wing, the twin turboprop F.27 Friendship aircraft, resembling a compass needle aimed towards a jet supplement that provides higher speed and thus a reduction in block time, led to the development of the F.28 itself.

Announced in April 1962, it was designed for short-field operations, but provided more seating at 65 in the fuselage, wide enough to accommodate in five areas. Similar to major jets such as the British Aircraft Corporation BAC-111 and McDonnell-Douglas DC-9, at its front was a low-mounted wing with a complex shot – two Rolls Royce RB.183 Spey mounted aft. Junior turbochargers, a dorsal fin and a t-tail have retained simplicity by eliminating any front devices. Unique in its design was a petal pneumatic brake with a hydraulic drive, which formed the stern end of the fuselage. Expands to varying degrees and facilitates steep but slow and controlled descent profiles.

In addition to financial support provided by the Dutch government, the program shared risk with the Short Brats of Belfast, Northern Ireland; HFB and VFW Germany; and AiResearch, Dowty Rotol and Goodyear.

The three prototypes, respectively, first flew on May 9, August 3 to October 20, 1967, and the first serial version of F.28-1000 was delivered to launch the German LTU client on February 24 two years later. As with F.27, sales could be considered unequivocally, as F.28 was usually the largest type in a small airline’s fleet.

The stretched version, the F.28-4000, had a total length of 97.2 feet and a nearly 12-foot larger wingspan of 82.3 feet. It runs on two 950-foot Rolls Royce Spey 555-15H turbofan, it had a maximum takeoff weight of 73,000 pounds, a cruising speed of 530 mph at 21,000 feet and a maximum fuel payload of 1,162 to 2,560 miles. Although it had 79 single-class passengers in five seats, another six people, for a total of 85 people, could be held in a 29-inch seat with an additional covered exit on each side. .

The type is taken into account in Plymont’s “Islip” operation.

Piedmont itself opened the scheduled air service on February 20, 1948 on flight 41. Departing from Wilmington, North Carolina, at 07:00, his DC-3 made multiple trips to Pinehurst, Charlotte, Asheville, three cities, Lexington and Cincinnati. . Two other aircraft of this type and 250 employees made up its metal and human backbone.

With gradual expansion, especially with the expansion of routes to Atlanta, he initially fueled Delta and Eastern flights, increasing significantly until he became an American major on his own. Perhaps symbolic of his prestige was his literal image, and the arrival of the image of major airlines in New York in 1966.

Profits reached: $ 1 million in 1965 and almost double that in two years. Having established its first center in Charlotte, North Carolina, it radiated its reach to major cities such as Boston, Pittsburgh, Tampa, Miami, Dallas / Fort. Worth and Denver, which exceeds the number of passengers carried the traditional stronghold of Charlotte.

Operating in the 727-100s, 727-200s, and 737-200s – the latter – a short- and medium-range workhorse – this was advertised in the system’s schedule from October 31, 1982. “We make it easy to move to more than 80 cities. “

Concentrators were later established in Baltimore and Dayton, and the wide-body 767-200ER eventually reached the West Coast and Europe.

By 1987, Piedmont operated a 177-fleet fleet of about 235 destinations, carrying 23 million passengers, and thus matured for the acquisition of USAir by $ 1.6 billion.

Capacity, especially passenger F.28-1000 for 65 passengers, provided frequency at Long Island MacArthur Airport.

Of the five daily departures he sent to his hub in Baltimore, morning and evening were performed by 737-300 people for 128 passengers; in the middle of the morning and in the afternoon flew the airline Henson, DHC-8-100 with 37 passengers of the regional airline Piedmont; and the noon sector was conducted with F.28-1000, which allowed it to “pick up” its equipment according to time of day, capacity and demand.

When in 1986 Piedmont acquired and concentrated in New York Empire Airlines, as well as a center in Syracuse and an F.28-4000 aircraft for 85 passengers, it deployed this type in Islip to power its much-developed center in Charlotte.

Another early regional aircraft was the British aerospace BAe-146.

The final design response to the need for a feeder or regional aircraft, it progressed through numerous iterations, including the high-wing, twin-turbine DH.123 proposed by de Haviland, and the low-wing with stern engines before it arrived at HS.146 Hawker Siddeley AL with a turbocharged -502 with a high bypass ratio. Since they did not create the necessary thrust for the intended aircraft, only the use of four mounted on a pylon at the bottom of the high wing could provide the required performance and range.

Although the official launch of this type in 1973 looked promising, the ensuing global recession, rising oil prices and rising development costs made it untimely, which led to its cessation in October 1974. Discreet developments still continued.

After merging de Havieland and Hawker Siddely into the nationalized British aerospace and conducting its own design and market survey, on July 10, 1978, the government received a full-scale development program.

The final assembly took place in Hatfield.

Sporting like the F.28 Fellowship, t-tail and stern petal, the fuselage forms an air brake for steep approaches, it deviated, having a high wing, also without front edge devices, and four turbofan. Although its cabin was wide enough to accommodate six seats, most carriers chose five.

The first flight of the BAe-146-100 from Hatfield took place on September 3, 1981. It was followed by two successively stretched versions of the BAe-146-200 and -300.

The first, which first took to the air on August 1, 1982, featured a length of 93.10 feet and an 86-foot span with 15-degree stripping and tabs, Fowler’s rear flaps. Up to 112 classmates could be accommodated in six steps of 29 inches. Its maximum gross weight was 93,000 pounds, and the range at full payload – 1130 nautical miles.

The BAe-146 was inaugurated by Air Wisconsin on June 27, 1983.

“Presidential Airlines”, founded by Harold J. Paretti in 1985 and headquartered in Washington, D.C., was the only operator of this type in the Islip that contained a fleet of eight BAe-146-200s other than the 737-200. Connecting Long Island with its Dulles International hub, he later worked as a carrier for the Continental Express and United Express codes, respectively, powering each of his principal’s flights to Washington.

Later regional jet operations:

The first next-generation regional aircraft took the form of the CRJ Canadair (later Bombardier).

In addition to developing new designs, aircraft manufacturers of potential low-powered jets had two options: reduce the scale of the existing aircraft, such as the DC-9-10, which would take into account too much design weight for its market, or increase the aircraft. Those in the latter category were business aircraft, although their narrow fuselages made them less than ideal for such a commercial application. Because of the wide cockpit of its own CL-600 Challenger, which first flew in 1978, Canadair was able to choose the latter option.

Originally intended to include a simple section that accommodates 24 passengers with four arms, and received the designation CL-600E, it was first published in 1980, but canceled its plans to move to a version next year. In 1987, or a year after Canadair was acquired by Bombardier, the concept of a small regional aircraft was revised, which led to its launch in 1989.

A more ambitious version than originally considered, it featured a 19.5-meter stretch achieved with front and stern fuselage caps, additional overlapping emergency exits, a reinforced wing with increased fuel capacity, and two CF-mounted General turbocharged engines34. which was first lifted into the sky as a prototype on May 10, 1991. After a flight test program on three aircraft on October 29 of the following year, he received FAA certification, entering the service of the customer Lufthansa CityLine, who used it. provide point-to-point and hub-food services to Western European destinations from Dusseldorf, Frankfurt, Hamburg and Munich.

Highlighting what one pilot called a “sexy look,” the original version of the CRJ-100 had a pointed nose, 87.10 feet long, 69.7 feet, attached to a wing span of 520.4 square feet and just behind the sash, two 9220 traction traction reversor CF34-3A1 with traction reversing equipped with turbochargers, and tail. Fifty-four passengers could be accommodated in thin seats in the cabin with enclosed storage compartments, a galley and a toilet.

The payload was 13,500 pounds, the gross weight was 53,000 pounds, and the range was 1,650 nautical miles.

The next CRJ-200, powered by the CF34-3B1, provided greater range, lower fuel consumption and increased cruising speed and altitude.

Sales of both types were 1054.

Headquartered at Cincinnati-North Kentucky International Airport, Comair was the first modern Long Island MacArthur regional jet.

Starting service as an airline in 1977, it initially traveled to Akron / Canton, Cleveland and Evansville with eight Navajo passenger piston pipers, replacing them with the Embraer EMB-110 Bandeirantes turboprop for 18 passengers.

Accepted as a Delta Connection carrier and operating in its livery since the establishment of the Cincinnati Center in 1984, it expanded significantly, soon acquiring the Fairchild Swearingen subway, shorts 330, Embraer, EMB-120 Brasilia and Saab 340. Orlando became its second center.

As a customer launching the Canadair regional aircraft in Canada, by 2005 it had operated 163 types, including 63 CRJ-100ER, 37 CRJ-100LR, 37 CRJ-200ER and 27 CRJ-700LR.

Delta acquired a 20 percent stake in Comair in 1996, the rest three years later.

The type assisted the inauguration of Islip by providing three daily morning, afternoon and evening round trips to Cincinnati so passengers could connect to their own flights and Delta partner flights. This connection opened the rest of the country and some parts of Canada to Long Island.

Another Canadair Regional Jet operator from MacArthur, which was also a Delta Connection carrier, was ASA Atlantic Southeast Airlines.

Opening Canada’s DHC-6 Twin Other aircraft from Atlanta to Columbus, Georgia, on June 27, 1979, it advanced through another EMB-110 turboprop aircraft to acquire the purely jet BAe-146-200 and Type CRJ-200 that powered the Delta Center. in Atlanta after concluding with him his own two-letter marketing agreement. As with Comair, ASA was added by an increase in share purchases until Delta was wholly owned by it.

Cincinnati, which was reached in 2002, became its 100th destination, and in 2003 it accepted the delivery of the 100th regional aircraft. Until 2011, it operated 112 CRJ-200ER, 46 CRJ-700ER and 10 CRJ-900ER.

Islip was connected to its own and large Atlanta Delta center with three daily CRJ-200 flights operated by the ASA, as of August 1, 1999. Comair later also served the route.

Another Canadair Regional Jet operator was Air Wisconsin, which received the US Airways Express brand and restored communication lost due to slot restrictions in Washington, Reagan, when its incoming aircraft, which arrived at 1250 on March 25, 2012, received a water curtain. on the MacArthur ramp.

Going again in 1328, he became the first of two daily CRJ-200 tourists. Although it was highly supported by lawmakers, it was short-lived.

The Embraer ERJ-145 was an analogue of the Canadair Regional Jet – if not a competitor.

Using its power from never-before-available engines that allowed it to operate in largely unused markets, it sought to outweigh higher fuel consumption compared to a traditional turboprop engine, increasing daily use of its shorter block time combined with greater passenger acceptance.

Unlike the Canadair CL-600 Challenger business aircraft, it used the EMB-120 Brasilia as an inspirational basis, introducing two fuselage plugs and a redesigned wing, with an extended front chord, a small stripping and wings, but replacing its turboprop engines with chisels. enclosed in pods. The T-tail was saved. It was originally designated the Amazon EMB-145.

The Allison GMA-3007 turbofan, which produced 7,100 pounds of thrust, with a capacity of up to 10,000, was selected in the early 1990s.

Iterations related to reduced length, increased spans, greater fuel capacity, heavier weights, and improved performance led to the final ERJ-145, which first took off on August 1, 1995. It accommodated 50 single-class passengers with three people with a partial stride. down the aisle at the front of the cabin it had 12,755 pounds of payload and 48,501 pounds of gross. It was first delivered to launch the client airline ExpressJet, which operated as Continental Express, the following year, providing capacity, speed and range to meet demand for longer, thinner routes for both its own flights and for Continental flights.

“Headquartered at Cleveland Hopkins International Airport, Continental Airlines is the largest airline in northeast Ohio, with more than 250 daily departures to nearly 80 cities,” United Airlines said in a March 29, 2004 report. “Маючы адзін з самых маладых паркаў самалётаў у ЗША, Continental і Continental Express прапануюць зручныя і высокачашчынныя паслугі ад Кліўленда Хопкінса да буйных бізнес-цэнтраў, у тым ліку ў Бостане, Нью-Ёрк (Ньюарк Ліберці, Ла Гвардыя, Кенэдзі, Уайт Плейнс, і Ісліп), Вашынгтоне (Нацыянальны Рэйган, Балтымор-Вашынгтон і Даллес), Чыкага (О’Хара і Мідуэй), Х’юстане і Атланце.

Як і іншыя рэгіянальныя авіякампаніі, сам ExpressJet стаў аб’яднаным вынікам некалькіх турбавінтавых прыгарадных авіяперавозчыкаў – сярод іх Bar Harbor Airlines з Бангора, штат Мэн; Авіякампаніі PBA Provincetown-Boston Airlines of Hyannis, Масачусэтс; Rocky Mountain Airways з Дэнвера, штат Каларада; і Brit Airways з Тэрэ-Хаўт, штат Індыяна, усе яны ляцелі паводле эксплуатацыйнага пасведчання апошняга.

Ён адкрыў рэгіянальную авіяцыйную службу ERJ-145 4 верасня 1998 года і, у рэшце рэшт, стаў найбуйнейшым аператарам тыпу з усіх трох версій, уключаючы меншы ERJ-135 на 37 пасажыраў і ERJ-140 на 44 пасажыры.

Яго тры штодзённыя ранішнія, дзённыя і вячэрнія частоты на Ісліп-Кліўлендзе, якія маюць нумары рэйсаў “CO”, звязвалі Лонг-Айлэнд з астатняй часткай краіны.

Яшчэ адным рэгіянальным самалётам MacArthur Embraer быў “Амерыканскі арол”.

Як і Continental Express, канцэпцыя American Eagle, якая была прадстаўлена ў канцы 1984 года, была вынікам няздольнасці American Airlines эканамічна абслугоўваць другасныя і трэцясныя рынкі сваімі самалётамі. Ён хутка рос, сілкуючы свае цэнтры і пераходзячы ад турбавінтавага да рэактыўнага абсталявання. Першы афіцыйна прызначаны рэйс American Eagle з Файетвіла ў штаце Арканзас у Далас адбыўся 1 лістапада, калі адзін з 14-ці Convair 580 свайго Metroflight, які працуе ад двух турбавінтаў Allison 501-D13H магутнасцю 3750 л.с., закрануў паўднёва-заходні цэнтр Амерыкі. Самалёт, перароблены з поршневых CV-240, -340 і -440, у выніку быў заменены на Saab 340.

Другім, які таксама далучыўся да гэтага перыяду, таксама ў тым годзе, стала камандаванне авіякампаніі Poughkeepsie, штат Нью-Ёрк, якое эксплуатавала Beech 99s, DHC-6 Twin Otters, Shorts 330s, Shorts 360s і ATR-42.

Трэці Сіманс разгарнуў японскія NAMC YS-11, шорты 360, ATR-42 і ATR-72 з Чыкага-О’Хара, і Wings West, чацвёрты, адправіў C99, метро Fairchild Swearingen, Jetstream 31 і Saab 340. да напрамкаў Заходняга ўзбярэжжа.

Нарэшце, авіякампанія Executive Airlines, якая базуецца ў Пуэрта-Рыка, ускочыла ў басейн 15 верасня 1986 года, выкарыстоўваючы авіякары CASA C-212-200, шорты 360 і ATR-72.

Ад Islip ён выконваў поўдзень ERJ-145 да Чыкага-О’Хара, дапаўняючы амерыканскія ранішнія і вячэрнія MD-80, і замяніў чатыры штодзённыя 34-пасажырскія Saab 340 (якія калісьці ляцелі ў колерах Business Express да AMR, Inc. ., набыў яго і склаў у марку American Eagle) з аднолькавай колькасцю частот ERJ-135 на 37 пасажыраў.

Чарговым аператарам ERJ-145 з “Амерыканскага арла” з Лонг-Айленда стаў П’емонт, які вядзе свой пачатак ад авіякампаніі Henson Airlines.

Заснаваны ў 1961 годзе Рычардам А. Хенсанам, піянерам авіяцыі і лётчыкам-выпрабавальнікам “Fairchild Aircraft”, ён высадзіў сядзячыя карані ў якасці аператара стацыянарнай базы ў Хагерстаўне, штат Мэрыленд, які атрымаў назву “Henson Aviation”. 1962 г. пад імем “Прыгарадны жыхар Хагерстаўна”.

Праз пяць гадоў, выкарыстоўваючы пагадненне аб кодавым сумесным карыстанні з авіякампаніяй Allegheny Airlines, і замяніўшы ўласную службу гэтага перавозчыка ў Солсберы, штат Мэрыленд, ён пашырыўся на Філадэльфію, Балтымор і Вашынгтон, сеўшы на свайго мільённага пасажыра ў 1977 годзе і набыўшы першы чатырохматорны рухавік на 54 пасажыры. дэ Хэвіленд Канады DHC-7 праз два гады пасля гэтага.

Набыты “П’емонтскай авіякампаніяй” у 1983 годзе, ён быў перайменаваны ў “Хенсан, рэгіянальная авіякампанія П’емонта”.

У наступным годзе ён прыняў першую DHC-8-100 на 37 пасажыраў, а да канца 1987 года абслужыў 38 пунктаў прызначэння ў дзесяці штатах, а таксама на Багамах.

Пасля зліцця ў 1989 годзе з USAir Хенсан працаваў у якасці USAir Express, а потым і US Airways Express, але праз чатыры гады быў перайменаваны ў “Piemont Airlines”, каб захаваць сваю першапачатковую ідэнтычнасць. American Airlines, якая набыла US Airways у 2013 годзе і перакваліфікавала яго на American Eagle, падтрымлівала філасофію.

Сёння “П’емонт” / “Амерыканскі арол” працуе штодня на трох частотах ERJ-145, адпраўляючыся з Ісліпа ў 0710, 1035 і 1858 г. у Філадэльфію, адзін з былых цэнтраў USAir / US Airways. Зваротныя рэйсы прыбываюць на глебу Лонг-Айленда ў 1007, 1833 і 2221 гадах.

Як ASA Atlantic Southeast Airlines, так і Comair кіравалі большым CRJ-700 у “Ісліп”.

Вынік першай спробы Bombardier прапанаваць версію больш высокай ёмістасці, каб больш эфектыўна канкурыраваць з Fokker F.70 і Avro International RJ70, абодва 70-мясцовыя, афіцыйна запусціў праграму ў студзені 1997 г. На аснове арыгінальнага CRJ -200, ён прадставіў крыху больш шырокі фюзеляж агульнай даўжынёй 106,8 фута; большае крыло, плошчай 76,3 фута і плошчай 760 квадратных футаў; пярэдні край планкі для павелічэння нізкахуткаснага ўздыму і памяншэння ўзлёту; 13 790 цягавых турбавентылятараў CF34-8C5B1; ніжні паверх для павелічэння запасу кабіны; паднятыя пасажырскія вокны; аднакласны ёмістасць 78; і 18 055 і 75 000 фунтаў максімальнай карыснай нагрузкі і вагі брута.

Упершыню вылецеўшы 27 мая 1999 года, ён паступіў на ўзбраенне Brit Air праз два гады, захаваўшы той жа рэйтынг тыпу, што і ў папярэднікаў меншай ёмістасці.

Яго пашыраны радыус дзеяння CRJ-700ER меў магутнасць 1504 марскія мілі і крэйсерскую хуткасць 448 вузлоў / 515 міль / гадзіну / мах.

Здымкі рэгіянальных самалётаў у часе:

З-за попыту, неабходнасці рэгуляваць прапускную здольнасць, планаванне і, у некаторых выпадках, замяніць адзін тып самалёта на іншы, любая спроба абмеркаваць рэгіянальныя рэактыўныя аперацыі аэрапорта Лонг-Айленд Макартур можа быць зроблена толькі ў выглядзе здымкаў своечасова.

Напрыклад, у апошняй частцы 1988 года, якую можна лічыць сваім раннім рэгіянальным рэактыўным перыядам, “Прэзідэнтскія авіялініі” эксплуатавалі свае BAe-146-200s да Вашынгтона-Далеса, у той час як П’емонт “падбіраў” свой самалёт, каб падтрымліваць частату, сандвічы 65 -пасажырскі поўдзень F.28-1000 паміж раніцай і вечарам 737-300-х і да сярэдзіны раніцы і сярэдзіны дня Henson DHC-8-100s.

У 1998 годзе, які можна лічыць пачаткам эры рэгіянальных самалётаў наступнага пакалення, Лонг-Айлэнд быў злучаны з цэнтрамі Атланты і Цынцынаці Delta, а клівінланд Continental – з 50-мясцовымі CRJ-100, CRJ-200 і ERJ-145, адпаведна ад Comair, ASA і ExpressJet.

Колькасць штодзённых вылетаў уключала тры рэйсы Comair / Delta Connection CRJ-100 у Цынцынаці, два амерыканскія Eagle ERJ-145 у Чыкага, два і пазней тры ExpressJet / Continental Express ERJ-145 у Кліўленд і тры ASA / Delta Connection CRJ-200 у Атланта.

За першы месяц рэгіянальных рэактыўных аперацый апошняя авіякампанія перавезла 6 980 пасажыраў, што стала трэцім па велічыні арандатарам аэрапорта з пункту гледжання пасадкі.

Да снежня 1999 года восем з 37 штодзённых рэйсаў чыстага самалёта, або 19 працэнтаў, праводзіліся з новымі пародамі рэгіянальных самалётаў Canadair і Embraer. Да сакавіка 2000 г. штомесячны рэгіянальны пасад пасажырскага самалёта склаў 16 210 – гэта значыць 6 107 перавозіла ASA, 6 831 – Comair і 3212 – ExpressJet.

У жніўні 2002 года American Eagle замяніў свае чатыры рэйсы Saab 340 у Бостан на ERJ-135, забяспечваючы паток хаба American Airlines, а да восені ASA і Comair абнавілі дзве альбо тры частоты Атланты і Цынцынаці да большай ёмістасці CRJ-700.

Апошняе адкрыццё рэгіянальнай службы самалёта:

Апошнім перавозчыкам, які выйшаў на рынак Лонг-Айленда з рэгіянальным самалётам, стала Elite Airways.

Заснаваны, як адлюстроўваецца яго імем, каб прапанаваць якасны досвед падарожжаў у 2016 годзе, ён выйшаў на арэну ў якасці авіяперавозчыка ЗША па частцы 121, перавозячы спартыўныя каманды і кіраўнікоў як на рэгулярных, так і на чартарных рэйсах на маршрутах з паўночнага ўсходу ў Фларыду з адным CRJ -100, пяць CRJ-200 і пяць CRJ-700.

Абмежаваныя паслугі CRJ-700 два разы на тыдзень, ад Ісліпа да Портленда, штат Мэн; Міртл-Біч, Паўднёвая Караліна; і Мельбурн, штат Фларыда, былі ўрачыста адкрыты 17 чэрвеня 2016 года. Але меншыя, чым чакалася, фактары нагрузкі прымусілі яго двойчы зрабіць паўзу ў перыяд з 15 студзеня па 16 лютага 2017 года па красавік і ліпень таго года, каб перагледзець сваю стратэгію.

Хоць другая падвеска ператварылася ў нечаканую 16-месячную, яна, нарэшце, зноў з’явілася на сцэне 6 верасня 2018 г., на гэты раз накіраваўшы CRJ-200 у чацвер і нядзелю ў Мельбурн. Прызначаны рэйс 7Q 21, ён адправіўся ў 0800 і прыбыў у сонечны свет у 1045. Пасля 45-хвіліннага павароту ён адправіўся ў 1130 у Біміні на Багамскія астравы, зрабіўшыся першым універсальным спасылкай на яго Ісліпа.

“Маршрут распрацаваны такім чынам, каб пасажыры з Ісліпа маглі забраніраваць рэйс толькі ў Мельбурн альбо застацца на борце з падключэннем да Біміні”, – заявіла Рэбека Эмеры, кіраўніца па сувязях з грамадскасцю Elite Airways. “Гэта найбліжэйшы амерыканскі востраў Багамскія астравы з кіламетрамі адасобленых пляжаў, чатырохзоркавых гатэляў і казіно і прыстані” Біміні “на курортах”.

Зваротны рэйс, 7Q 23, адправіўся з Біміні ў 1330, але патрабавалася папярэдняе афармленне мытнай і памежнай службы ЗША. Прызямліўшыся ў Мельбурне праз гадзіну, ён наступным чынам працаваў як 7Q 24, узляцеў у 1600 і зляцеў у Макартур у 2045.

Фактары нізкай нагрузкі зноў прывялі да спынення яго эксплуатацыі, пакінуўшы ERJ-145 з П’емонта / Амерыканскага арла ў Філадэльфію ў якасці адзінай рэгіянальнай рэактыўнай авіяцыі Ісліпа на світанку 2020 года.


Why buy a light aircraft Cessna 175 Skylark?

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

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

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

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

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

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

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

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


Temporary barn at Old Rainbeck Airport

Unhooked from the falling air and lured by the crystal-blue dome of the sky at Coin Palen’s Old Rainbow Airport in early October, I made my way past snacks and a new field shop to the Biplanes Rides booth, which retained one of four passenger seats on a new standard aircraft with an open cockpit. 25 Hudson Valley Air Tours.

My ticket, which is now even $ 100 and has increased significantly compared to the 1995 price of $ 25, would have secured me a seat on flight HV 007, which flew in 1215. Although unofficially, the flight number was designed due to the fact that it seventh takeoff day.

I would be accompanied by a young couple who would split up in the front seats, and a white bearded man who would join me behind them. The pilot, of course, with his own cockpit, was behind us.

The sign on the departure terminal translates as “outside the cab”, “New standard D-25, American, 1928, engine – continental 220 hp Designed specifically for the harmonica, d.25 was the 25th He carried four paid passengers, flew easily, drove from the smallest fields and used modern (1928) construction techniques. This is our first New Standard, which carried more than 11,000 passengers here to Stary Reinbeck Airport. “

That was not entirely correct. The total number of passengers was accurate a few years ago, and its single D-25, registered N19157, has since been joined by a second, the N176H, to which I would have flown for the first time, my other aviation review of flights to the Hudson Valley in 1995. 2000 and 2006

After settling the field after the previous lap, he walked to the cockpit and overcame four passengers, before the next four, armed with safety briefings before departure and wearing helmets and goggles, were allowed to cross the grass on a two-step “ramp” located in lower wing lower wing. The turning time of this 89-year-old aircraft could be measured in minutes.

Following the root strip of the black fuselage, the orange biplane whose engine was spinning and splashing all the time, I stepped into the cockpit – and into the Golden Age of gymnastics. Arguing to the left of the two rear seats of the bench (2A) and continuing the seat belt like a metallic handshake, to the passenger who is next to me in the 2B, I tied him closely with my own. The common seats sat with common seat belts.

The storming of the ears and nose, even with the help of helical motion in idle rotation, led to an instant immersion in the technique of the devoid of the cabin of the late 1920s. So hard was the slip that the nostrils could not swallow the air, and the throat spray of the engine was deafening. I, as in my other open cabins, hoped to survive this era of aviation through my feelings. Maybe I was and I was still on earth no less.

If its downtime is in “breath” mode, then the advance of the throttle has led to a rough awakening. Released by the brake, the biplane began sprinting across the grass to the threshold of the runway, which in this case was the southern end of the field, a hill of turf slide, overcoming it and swinging to the right, turning 180 degrees, on the tail wheel.

There was no permission to take off. There was no radio to provide this. There was no other ground movement that could be handled.

The full progress of the throttle, opening the fuel arteries and pumping the aircraft engine with plasma, which exploded life, forced the aircraft to gravity down the slope, at the bottom of which the tail rose in flight of the horizontal stabilizer, which allowed the wings to do the rest.

The slip created by the rotating propeller and the increase in air speed, hopelessly limited by the tiny plexiglass windshield, hit me in the face and put so much pressure on my nostrils that they ironically could not accept, despite the excess air, the very substance I needed. easy.

It certainly reached the wings, however its increased speed was inversely contraindicated by the reduced pressure and allowed the biplane to jump off the grass strip. Double wings mean twice the surface area and its ability to lift. Surrendering to the cold, vibrant, crystal blue, he passed an aircraft line seemingly planted in a preserved pocket of history on the port side in the form of Caudron G.III, Albatros D.Va and Fokker Dr.1. triplane.

The D-25 won over the northern end of the field and, briefly moving to the left, won a reduction in the size of the Hudson Valley. Norton Road, now a tape than the type used to wrap packages, passed under the port wing. As I approached the airport, I was looking from another airport at the road and I was looking from another perspective down.

Overcoming terrestrial physical boundaries, the D-25 cut through the blue hue of the autumn bite, its orange, interconnected racks covered with cloth-covered wings that still pass green trees and patches of farmland, only occasionally highlighted by a lemon watchdog.

The pause helped my inner thoughts, both about the four-person cabin and about my location in it at the previews of the Palen Wheel in the sky. I am currently occupying my original place – this is where I was introduced to the era of air travel in 1995. In the front, to the right of the two seats – 1B – sat Jose, one of my Students of Aviation History Course at Farmingdale State University and next to him in 1A, Christian, as I recall, another in our class. I changed Jose on my next two aerial climbs in 2000 and 2006, and my mother sat next to me.

Now I was theoretically sitting behind her – or at least behind her chair, but since she had left the physical plane about 20 months earlier, I could include her in my flight today, coming as close as possible to the gloomy slippage of earthly ties and taking off of this. now her soul was confidently capable. Now I was with me, I knew.

Cole Palen himself, the founder of the famous airport, blurred the line between physical and eternal dimensions two years before the first fight began in 1995, and after graduating from school I never saw Jose and Christian again. Well, at least I didn’t go down without explaining myself first.

The wind, perhaps repeating them all, struggled with the engine for sound dominance, but although the latter technically won, it both roared and howled in its own way. Could the open cabin experience turn out to be just as authentic without them? I doubt it.

Passing the edges of the Hudson River, a blue snake interspersed with green topography, the D-25 climbed up without reaching the steel, installing an erector resembling the Raincliff Bridge, signaling a speedy return to the field.

Her shadow, reflected by the earthly silhouette, leaped over the geometry of the farm below, like a boundless spirit, and no doubt imprinted Cole.

Conducting invisible air currents, the biplane initiated a series of sharp turns, the wings swayed and protested with each maneuver, and air velocity fluctuations were recorded as sound wind intensities.

Passing perpendicularly over the green pattern, which was 500 meters from the Old Rheinbeck airfield, the D-25 curved to the left descent in a turn, with reduced force, almost diving to a cluster of trees that hindered its southern part.

Crossing the hill, he stopped the descent speed at a distance of about 100 feet above the ground, erupting and abruptly uprooting the gravel path, passing through the field with his two wheels, and allowed the resistance of the grass to lower it from the speed.

Swinging to the left with a surge of strength, he walked back to the biplane cab under the intense blue south.

Releasing the seat belt buckle, which I shared with a man I never knew, but with whom I exchanged casual, kindred-up glances in the air, I climbed out of the cockpit of the motionless bioplane and headed down the root of the wing. land and back in 2017.


History of Brookhaven Calabra Airport

A recent visit to Brookhaven Calabra Airport, hidden behind woods of trees and private homes and approached by a local Dawn Drive, on a harsh day in late March whose steel wool sky was so low it almost scratched you, found that it was, but not necessarily that can be.

The approach near the Mid-Island Air Service was overwhelmed by mostly single-engine planes circled by a random twin, and an almost unexpected splash of insulated propeller from the Cirrus SR-20 on that day of slightly visual flight rules (VFR). silence, like a hammer, beats against a sheet of glass.

The whitish brick structure in the northern part of the field, once the proud classroom and training monolith of Dowling College’s Aviation Education Center, stood frozen in time, promising a past that did not give the airport a future.

The single, low-level, cement block, equipped with a single common traffic frequency (CTAF) monitoring, housed an equally enclosed dining cabinet, core, to some extent, at any general aviation airport, as this gave local and flight pilots a destination. testify to the numerous duos of student-pilot-instructors who have discussed aircraft handling techniques over the years on paper New York sectional maps that double as tablecloths.

A peek into the rectangular room, which exhibited the sign “Maintenance Store”, revealed a former place of upbringing, sports circular stools, a dinner stand, a piece of cold-cut and a rusty coffee maker. A recent request revealed interest and his resurrection as a diner. Perhaps it also pointed to her reworked future.

A low-altitude runway, 795 acres, a public aviation airport, one mile north of the Shirley business district east of Long Island, Suffolk County, belonged to the city of Brookhaven.

Originally marked by the flight of mastic, it was built at the end of World War II in 1944 on 325 acres to provide logistical support to the U.S. Army Air Corps, after which its title was transferred to New York State and eventually to Brookhaven Aviation General’s division. 1961, current owner. Given today’s nickname “Calabra,” it was named after Dr. Frank Calabra, who played an important role in its development but who along with his wife Ruth met their untimely death in a plane crash three decades later.

Construction and expansion yielded increased hangars, shops, stationary base (FBA) operators, the current terminal and a second concrete runway, which complemented the first in 1963.

Those, including a 6-24-foot runway and a 4,255-foot runway 15-33, are paved and lighted, but the latter has an instrument landing system (ILS) equipped and serviced by the Federal Aviation Administration (FAA).

$ 1.5 million in federal Department of Transportation (DOT) collective grants of $ 5 million, most of which went to the nearest McArthur Airport on Inglip Long Island in Islip, contributed to the recent replacement of the lighthouse and steering lighting system.

“We need to maintain runways, lighting, construction and navigation aids,” said Martin W. Haley, Brookhaven’s general services commissioner, which includes the airport. “Everything has a limited lifespan.”

Several stationary airport base operators and other tenants include Brookfield Aviation, Middle Island Aviation Service, Northeast Africa Airport, Edge Aircraft Finish, Long Island Breaking Association (Aviation Corporation, NASA Aviation for East N Island). performs aircraft and helicopter repairs and overhauls) and Sky Dive South Shore.

Dowling College’s Aviation School, once a cornerstone of the airport, but closed when the University, based in Oakdale, declared bankruptcy and ceased operations in 2016, offered a bachelor’s degree in aerospace systems technology and aviation management and took over the air. FAA movement. Educational initiative. The fleet of private pilot aircraft and flight simulators Fiasca allowed its students to receive private, instrumental, multi-engine, instructor (CFI) and commercial ratings.

Although the field was mainly caused by the activity of general aviation flights, there have been several other events throughout history.

For example, a new base for the former 44-passenger metropolitan company Swissair Convair CV-440, operated by Cosmopolitan from the airport of the Republic of Farmingdale and its self-proclaimed cosmopolitan center Sky Sky after they were transferred here, for example, they along with fragrant other species, offered on the Bader field of Atlantic Atlantic City.

The Grand Old Airshow, held in 2006 and 2007, was created to transport spectators to earlier, airplane and World War II eras and to demonstrate Long Island aviation.

Encouraging visitors through flyers and his website, he urged them to “join us this year when we go back in time to celebrate the Golden Age of Long Island aviation,” when “biplanes adorned the sky decades ago”. He continued his move, offering experiences of “past aviation days like World War I air battles, open-air biplanes, World War II fighters, and of course the famous gay snipers flying across the blue skies of Long Island.”

The shows themselves featured antique cars and static aircraft, the latter – “Avengers TBM”, “Fokker d-1”, “Newports” and “Messerschmitt Me-109”, and aerial stunts included comedic maneuvers performed in the “Piper J- 3 Cubs “” randomly selected “audience member Carl Spockle; The old Rheinbeck airports, borrowed from Delhi, dives and balloons aimed at the Great Lakes Spedestri, Fleet 16B and PT-17 Steers; high-speed races between the runway of motorcycles and air-motorized, low-speed PT-17; aerobatics on SF-260; and writing scripts by Dry 29s.

The Sikorsky UH-34D seahorse, used for rescue in Vietnam during the Cuban Missile Crisis, and NASA during the Mercury Project astronaut recovery program, demonstrated search and rescue procedures.

Long Island aviation aircraft and flying units were also well represented. Byrd, N3N, Floet Model 16B and N2S Stearman aircraft from the Bayport Airport Airport Company were presented at the exhibitions; P-40 Warhawks and P-51 Mustangs from Warbirds over Long Island; F4U Corsairs from the American Air Force Museum; and North American SNJ-2 from Geico Skytypers Republic Airport.

Ancient car and airplane rides were available. Spectators brought their own lawn chairs and lined them up next to the active runway during the dressing and speeches made by the Tuskegi Airmen. Concession trucks sold everything from hot dogs to ice cream and souvenirs, and many aviation schools and associations set up booths.

The Grand Old Airshow, which took place during two consecutive falls, was a one-day one-time visit, an open look at the sky, where the multifaceted history of Long Island aviation was written and where it was recreated.

In 2008, Winnie Nasta’s non-flying tribute was also offered. Riverhead High School art teacher, who hails from Wade River, lost his life at age 47 when, in a reproduction of Nieuport 24, he flew at Old Rainbeck-nose-pigeon airport into the woods after a mock aerial combat with another Fokker replica of the Triplen Dr.1 , August 17 of that year.

Dr. Tom Daly, a former dean of Dowling College of Aviation, a former director of Rainbeck Airport and creator of the Brookhaven Grand Old Airshow, was forced to stop what was becoming an increasingly popular fall event.

“There was some confrontation of the show,” he said, “and everyone had their hands. I needed to give an X number for safety, an x-number for an ambulance. I couldn’t do it anymore. I wouldn’t be able to hold air shows and meet costs with such expectations ”.

Today, there are 217 aircraft at Brookhaven Calabra Airport, 92 percent of which are single-engine types, five percent of which are engines and three percent are gliders. During the 12-month period ending March 25, 2005, there were 135,100 annual aircraft movements, or an average of 370 per day, and 99 percent of them belonged to the general aviation category, allowing student pilots to obtain licenses and practice on weekdays. day. on a flight at a low airfield.

Hanging on to this segment of aviation is its future.


How long does it take to flush a small Cessna aircraft – cleaning an 101 aircraft

Many people are still unemployed, and the other day when I was in Wichita, Ksarychan, I noticed that the capital of world aviation production in the world has suffered very badly. Discussing this with a local at Starbucks, he noted that he had been fired for quite some time. President Obama seems to have made some derogatory remarks about corporate executives flying in corporate planes, and literally overnight used the sale of corporate jets in tanks even worse than before, and corporate jet orders just stopped as they hit a brick wall. .

We talk mostly in hangars, planes and flight stories. He said he would like to start an aviation-type business, but did not know what to do. Since I used to do a pretty nice plane cleaning business, he asked; “How long does it take to wash a small Cessna plane or a similar plane?”

Good question and my answer was this. To wash the appearance of a person working in a washer with a pressure of 5.0 hp, can clean, remove bed bugs, clean the windshield and degrease the stomach C-152 in about 15-20 minutes, if it is washed weekly. The “Corvalis” is a few minutes faster as it’s a low wing, but not much faster because it’s a quadruple.

For interiors, this is important if it is a privately owned aircraft or a rental. The interiors for planes, clubs and FBO planes take longer due to the number of flights and people who do not own the plane that operates them. Private owners are fast enough because you can use a quick dust collector, wipe the dash, open the dashboard and bottle with the door and cabin sprays, plastic, leather and vinyl in detail.

Indeed, I would say 5 minutes, a little longer than the car because of the tight quarters and the difficulty of moving inside. Add another 5 minutes for aviation school planes, they are really polluted, especially since food gets between the seat tracks and things like that.

The biggest money in aircraft cleaning is the market for corporate jets, but until things improve dramatically, I’ve already mentioned that it will need to do so. But he can still make details about light aircraft and working with a single engine, as not all aircraft owners have been in difficult times, and it really depends on where their money comes from and the type of business they run. “Washing planes is hard work,” I said “make no mistake about it.” If you are considering running an aircraft cleaning service, you may want to consider all of this.