Tag Archives: luxury jet

The Citation CJ3

25 August

The Citation CJ3

[ad_1]

If you are looking at chartering a luxury jet, the Citation CJ3 may not be for you. It lacks all the bells and whistles that make the luxury jet market what it is, there isn’t a mega entertainment space or state of the art electronics or a fancy kitchen in which to create gourmet dishes. There isn’t even a bedroom or a luxury bathroom. No, the Citation CJ3 isn’t a luxury jet, but it is a mighty little charter jet that makes up for it in the ways that count.

The Citation CJ3 is the 6th generation of the popular Citation series of jets. It is redesign of its predecessor, the CJ2 which itself helped keep operating costs low while shooting for the stars in terms of performance. The CJ3 takes the CJ2 and makes it that much better by adding two feet to the cabin and widening the wingspan by three feet. It has a better cruise speed and a reduced fuel burn and is incredibly fuel efficient. What’s more the CJ3 is equipped with a simple flight system known as the ProLine 21 Avionics Suite. This is one of the most advanced systems on the market today, and simplifies the cockpit to boot, it is also one of the best systems for things like situational awareness and information management.

Inside, the cabin measures 15.7′ long, 4.8′ high and 4.8′ wide. It seats six comfortably with an option for two extra seats to make the total eight. It has fourteen windows, multiple outlets and folding tables if the team need to get some work done on the way to that important out of town business meeting.

The Citation CJ3 also has one of the largest baggage compartments in its class and has a high speed of 415 knots. Furthermore it can land on runways as short as 2,411 feet and needs just 3,400 feet of runway to take off. It is best for flights of four hours or shorter and while it may not be the fanciest plane you’ll see, it is efficient and powerful while keeping costs down and saving fuel. What more could you ask for as a business professional?

Of course chartering any jet gets you closer to your destination by using smaller airports and disposes of the hassles of flying commercial. Getting you there on time, on your schedule and with your baggage, that’s what chartering gets you. With the CJ3 you also get a little powerhouse on your side!

[ad_2]

Source by Amanda J Hales

Categories : DESTINATIONS, EMBRAER, FALCON, GULFSTREAM, HAWKER, JET NEWS, LARGE SIZE BODY JETS, LIGHT SIZE BODY JETS, MEDIUM SIZE BODY JETS, PRIVATE JET AFRICA, PRIVATE JET ASIA, PRIVATE JET AUSTRALIA, PRIVATE JET AVIONICS, PRIVATE JET BUILDER, PRIVATE JET CHARTER, PRIVATE JET CHATER, PRIVATE JET EUROPE, PRIVATE JET MAINTENANCE, PRIVATE JET MIDDLE EAST, PRIVATE JET SOUTH AMERICA, PRIVATE JET TIPS, PRIVATE JET USA, PRIVATE JETS DEALS, TRANSATLANTIC, TRANSPACIFIC

Posted by narrapresley

CHARTER A JET, charter jet, cost for private jet, EMPTY LEGS, jet broker, jet travel, luxury jet, PRIVATE JET, private jet for sale, private jet holidays, private jet London, superjet, travel by jets

Comments Off

Reflections of Travel to Africa

25 August

Reflections of Travel to Africa

[ad_1]

As a four-decade Certified Travel Agent, international airline employee, researcher, writer, teacher, and photographer, travel, whether for pleasure or business purposes, has always been a significant and an integral part of my life. Some 400 trips to every portion of the globe, by means of road, rail, sea, and air, entailed destinations both mundane and exotic. This article focuses on those in Africa.

Egypt:

The land of the Nile and the pyramids came alive during a flawlessly blue trip one December.

Cairo-accessed sights, almost without saying, included those very pyramids, whose construction commenced in 2550 B. C. as a result of Pharaoh Khufu’s order and which were negotiated by camel. Towering some 481 feet, the Great Pyramid of Giza, the largest, consists of some 2.3 million stone blocks, each weighing 2.5 to 15 tons and is considered the oldest of the Seven Wonders of the Ancient World and the only one to remain largely intact.

Khufu’s son, Pharaoh Khafre, built the second pyramid in 2520 B.C. and it is part of a complex that includes the Sphinx, a mysterious limestone monument with the body of a lion and a pharaoh’s head, which itself may stand sentinel for the pharaoh’s entire expanse of tombs.

The third such pyramid-shaped structure, which is considerably smaller than the first two, was built by Pharaoh Menkaure in 2490 B.C. and features a much more complex mortuary temple.

Additional attractions included the temple of the Great God Ptah in Memphis, a 5,000-year-old symmetrical, alabaster sphinx, and the original statue of Ramses II. The Necropolis in Sakkara afforded an opportunity to inspect its tombs and its own step pyramid.

The immersion into Egyptology was capped with a visit to the Papyrus and Egyptian museums, the latter built by the Italian construction company Garozzo-Zaffarani and constituting one of the largest such repositories with 120,000 items, not all of which were on display at a single time. But some of its most significant were Tutankhamun’s Mask, the Grave Mask of King Amenemope, the Narmer Palette, the Mummy Mask of Psusennes I, the Statue of Khufu, the Statue of Khafra, the Statue of Menkaure, and the Merneptah Stele.

Morocco:

Two multi-mode trips to Arabic- and French-speaking Morocco facilitated considerable country coverage.

Significant Casablanca sights included its Medina, the Royal Palace, the Hassan II Mosque, the world’s second largest after that in Mecca, Mohammed V Square, and a Moroccan handicrafts store.

A drive to Rabat encompassed its own Royal Palace, the Mausoleum of Mohammed V, the Hassan Tower, and the Kasbah of Oudaya, evoking images of the Humphrey Boggart movie, Casablanca.

Morocco’s famous and wonderful couscous, sometimes enjoyed with live entertainment, was consumed in numerous restaurants. Lunch in the Golden Tulip Rabat, for instance, featured eggplant salad; olive chicken, couscous, and carrots; and thin chocolate pastries and custard-flan with fruit. A later sip of Moroccan mint tea in Rick’s Café in the Kasbah of Oudaya really generated movie memories. Its French influence was expressed in its crispy baguettes.

Marked by Moorish minarets of the 12th-century, Koutoubia Mosque, in Marrakech, was a former imperial city in the western part of the country, but is today characterized by palaces, gardens, and the densely packed, walled medina dating to the Berber Empire. Threading my way through its maze-like alleys, I passed and perused its souks, or marketplaces, which displayed some items as textiles, pottery, and jewelry.

While a train had linked the city with Casablanca, an internal flight closed the gap between it and Tangier, a port city on the Strait of Gibraltar that has served as a strategic gateway between Africa and Europe since Phoenician times. Its whitewashed hillside medina was home to the Dar el Makhzen, a palace of the sultans that had since been transformed into a museum with a rich collection of Moroccan artifacts.

Tunisia:

Although Arabic and French similarly provided the communication lines in Tunisia, my German often substituted in English-deficient areas.

Tunis, located on the Mediterranean Sea and the country’s capital, afforded sightseeing opportunities in its Bardo Museum, Hammamet, and Nabeul.

Carthage, a seaside suburb known for its ancient archaeological sites and founded by the Phoenicians in the first millennium B. C., was originally the seat of the powerful Carthaginian Empire, which fell to Rome in the second century B. C. Today it retains a grip on its history with such remnants as its Amphitheatre, Byrsa Hill and the National Museum of Carthage, the Roman Theatre, the Baths of Antonin, and Sidi Bou Said.

A short, domestic turboprop flight to the island of Djerba varied my view of the country, with a stay in the seaside Hotel Hasdrubal and sightseeing of Guellala and Houmut-Souq. Its small, but elegant restaurant dripped of French cuisine and a butter-sautéed filet mignon entrée one evening was memorable.

A standard-shift Fiat rental car facilitated a drive to Medenine and Matmata, a small., Berber-speaking town in southern Tunisia, often on road stretches that hugged mountains and consisted of little more than sand and chopped rock. But they ultimately opened up to the latter’s anticipated, but virtually empty expanse of troglodyte architecture, because that consisted of surface-invisible, subterranean, cave-reminiscent construction to reduce exposure to extremely high temperatures during the day. As the most famous filming location of the Star Wars movie series, Matamata substituted for Tatooine, Luke Skywalker’s birthplace.

A return drive to Jorf completed the circuit to Djerba after a ferry crossing from it and another internal flight led to Tunis.

Cape Verde:

Officially designated the Republic of Cabo Verde, Cape Verde is an island country in the Central Atlantic Ocean, its ten volcanic island archipelago having collectively created the 4,033-square-kilometer landmass.

Enticing as a destination that it was, it regrettably only served as an intermediate stop in Ilha do Sal, or Sal Island, during transatlantic flights between New York and Johannesburg.

Democratic Republic of the Congo

Similarly, and sadly, the Democratic Republic of the Congo, historically Zaire and now the largest country in sub-Saharan Africa and the second largest on the continent, was only glimpsed on landing in Brazzaville, its capital, located on the Congo River opposite Kinshasa.

Nevertheless, the dark, predawn landing in Ilha do Sal was replaced by a bright morning one here after a sector from Lisbon that would continue to South Africa, except that the moment the main wheels touched its soil, a band of natives, perhaps ignorant of modern technology, emerged from the bush and stormed the runway.

Zimbabwe:

Zimbabwe offered another multiple travel-mode and -aspect African-immersion, but provided several unexpected experiences and retrospectively taught just as many lessons. They could be pegged by the locations of the eight hotels.

After an overnight in Johannesburg, South Africa, for instance, a fully booked flight to Harare, the intended destination and gateway to Zimbabwe, caused a rerouting to Bulawayo instead. Although an unreserved rental car was miraculously secured, its less than shiny-new condition proved that facilities and standards were not always those expected in the United States.

During a drive to the first destination, Hwange National Park, the travel group took guesses at the distance to it, since it appeared significantly shorter than the 500-kilometer one from Harare, the originally intended starting point. Most said, “It has to be about 100 kilometers.” But a glance at the map’s legend read 1,000 instead. Incredulous, all considered it a mistake. But here again US standards proved the culprit: while the distance was less than a quarter what it would have been from Harare, the assumption that a road existed to connect the two points was erroneous. The quoted distance was correct, because it required following a highway down south before intercepting the northerly one on the other side.

Signs along the road continually pointed to “braais.” This, as was learned, was the Afrikaans word for “barbeque,” which had been adopted into the English language, and its frequent appearance indicated the value locals placed on the activity with family and friends.

Accommodation in Hwange National Park’s Main Camp was in rustic, thatched-roof bungalows. At night, the Southern Cross appeared with crystal clarity, as if it had burned its imprint into a molten sky. Not a rustle could be heard, but at the first light of dawn, the surrounding animals emitted a collective grunt, shrill, and shriek that audibly cracked the silence more than the light visibly cracked the horizon. The day had arrived and their bodily clocks had been set by the rising run. It was time to eat..

The park’s dirt roads were plied during both self-drive and private game safaris, but the sunrise one in a jeep the following morning was particularly memorable as dawn infused the eastern horizon with a flood of color.

The elegant Victoria Falls Hotel provided a marked contrast to the game reserves at the next destination, and the famed falls, with their luminescent force and audible pound, were enjoyed both in person and from the air during a sightseeing flight. The outdoor “Africa Spectacular” performance, permeating the audience with waves of African rhythm, was a highlight.

While the following night’s Makasa Sun Casino Hotel was only marginally lower in scale than the previous night’s Victoria Falls Hotel had been, it still offered a close-proximity inspection, but the day’s small-boat Zambezi River safari, during which wine and cheese were served, was precarious for the half-dozen European vacationers in the neighboring vessel. The glide over the glass surface and the silent stillness were unexpectedly fractured when their boat mysteriously rose from the river and spilled its inhabitants into the water. Screaming and grasping for air, they latched onto the side of our own and we slowly escorted them back to shore and safety. The culprit, we ascertained, was a hippopotamus that had swam under the boat and then rose, lifting the contents on its back out of the river.

Shopping at the Falls Craft Village re-introduced life’s banality.

An overbooked commercial flight from Victoria Falls to Harare, with an intermediate stop in Kariba the following day, necessitated my relocation from the passenger cabin to the cockpit, but it gave me the opportunity to observe “up-front” procedures, take notes, and ultimately write an article about the experience.

After another single-night stay–this time in the conventional, modern-conforming, almost characterless Sheraton Harare-we were able to intercept our original itinerary. Inspections of the area’s Harare Gardens, African Unity Square, and the Epworth Balancing Rocks offered glimpses into its importance and a memorable dinner later than evening took place in the Ramambo Lodge Restaurant.

A second rental car facilitated travel to the Troutbeck Inn, located at a 6 500-foot elevation in the surrounding mountains and thus inviting exploration of the Nyanga Highlands’ scenic beauty and absorption of its crisp mountain air. Fireplace-provisioned rooms induced deep, peaceful, civilization-separated sleep. Multiple-course, menu-detailed breakfasts and dinners were included.

One breakfast, in the first case, encompassed the traditional Troutbeck buffet with assorted fruit juices, breakfast cereals, fresh and preserved fruits, assorted yoghurts, selected cold meats, selected cheeses, Danish pastries and croissants, homemade butter scones, and local preserves, marmalades, and honey. The cooked breakfast portion included fried, poached, boiled, or scrambled eggs, breakfast omelets, pork or beef sausages, crisp farmhouse bacon, sautéed potatoes and grilled, tomatoes. The day’s Troutbeck breakfast special was fresh minute steak with fried onions.

The dinner menu detailed pate a la maison served with crisp melba toast and Cumberland sauce; cream of celery soup garnished with chopped nuts; poached fillet of Nyanga trout blanc fume coated in a delicate rose wine sauce; entrees of grilled entrecote chasseur with an onion, tomato, and mushroom sauce, or roast leg of pork with roast gravy and apple sauce, Savoyarde gratin potatoes, country vegetables in season; Devonshire ice coupe with whisky liqueur and peach salad or lemon cream pudding; a selection of fine Zimbabwe cheeses and biscuits; filter coffee and Tanganda tea.

Morning horseback rides through the forest’s trails brought breathtaking views of Pungwe Drift and Pungwe Falls.

A return home, across the Atlantic, required a retracing of steps-first to Harare for another overnight stay and then to Johannesburg for a day room, before the sixteen-and-a-half-hour flight, via Ilha do Sal in Cape Verde, to New York.

South Africa:

Lile Zimbabwe, South Africa offered an equally varied, all-encompassing, multi-mode travel experience, resulting in significant kilometer coverage and an almost nightly hotel change.

Accessed by Johannesburg, it provided an introduction to its history in Pretoria, one of the country’s three capital cities and the seat of the government’s executive branch. Significant sights here included Church Square, the Kruger House, the National Zoological Gardens, the Union Buildings, and the Voortrekker Monument, the hilltop-located granite structure that commemorates the Voortrekkers themselves, who left the Cape Colony between 1835 and 1854.

Natural, almost other-planetary topographical features characterized the Transvaal Drakensburg, including those of Graskop, God’s Window, the water-eroded, geological Bourke’s Luck Potholes, and Blyde River Canyon.

The Floreat Protea Hotel in Sabie, offering the restorative rest after a day of mileage and a mélange of sights, was described as “Set on the banks of the Sabie River in the beautiful Eastern Transvaal, the Floreat has a special place in this heavenly part of South Africa. With its perfect climate, majestic forests and landscapes, and lush subtropical vegetation, this is the place.”

Kruger National Park, in northeastern South Africa, is one of the continent’s largest game reserves and offered several safari adventures with its particularly high density of “Big Five” animals, including lions, leopards, rhinos, elephants, and buffalos. Laden with cameras and lenses, I frequently preserved pockets of wildlife existence, snapping shots of cheetahs, spotted hyaenas, zebra, giraffes, kudus, impalas, wildebeests, and antelopes.

Nightfall necessitated two in-park stays-one in Skukuza, located at the confluence of the N’waswitshaka and Sabie Rivers in Mpumalanga, and the other in Crocodile Bridge-with outdoor kitchens, but indoor bedrooms in circular, thatched-roof huts. Provisions purchased at the local camp store provided dinner ingredients cooked under the crystal, clear Southern Hemisphere stars, whose majestic infinity sparked a conversation about God and eternity.

As was typical of flat, desert-like terrain, days created swelter, but nights rapidly descended to the freezing level.

A domestic flight from Johannesburg to the port city of Cape Town, located on South Africa’s southwest coast on a peninsula beneath the imposing Table Mountain, became the threshold to a walk along the Alfred and Victoria waterfront, an ascent on the Cableway to the 3,500-foot summit of the mountain itself, a drive in the shadow of the Hottentots Holland Mountains through tree-lined lanes past white gabled Cape Dutch homesteads to the Paarl, Franschhoek, and Stellenbosch wine-making areas for tours through the oak- and grape-scented cellars and subsequent tastings, and a trek to the Cape of Good Hope, meeting point of the Indian and Atlantic oceans. Described as “the fairest cape that we saw in the whole circumference of the globe” by Sir Francis Drake, it was the southern-most point on the African continent

[ad_2]

Source by Robert Waldvogel

Posted by narrapresley

CHARTER A JET, charter jet, cost for private jet, EMPTY LEGS, how to hire a jet, jet broker, jet travel, luxury jet, PRIVATE JET, private jet for sale, private jet holidays, private jet London, superjet, travel by jets

Comments Off

The Regional Jet Airlines of Long Island MacArthur Airport

25 August

The Regional Jet Airlines of Long Island MacArthur Airport

[ad_1]

Introduction:

The story of the 50-seat regional jet, produced by Canadair and Embraer-and preceded, to a lesser degree, by the Fokker F.28 Fellowship and the British Aerospace BAe-146-was, in many ways, Long Island MacArthur Airport’s story, since the type finally facilitated major carrier aligned hub feed service. Representing larger airline reach to smaller and secondary airfields, it offered the same speed, block times, and comfort as the traditionally larger mainline jets, plugging the gap between them and the 19- to 50-passenger turboprop aircraft that were too small and too slow for many of these sectors.

The need, in great part, was created by the airline deregulation bred rise of the hub-and-spoke route system in the US. Funneling and feeding passengers to the higher-capacity aircraft of the majors, such as American, Continental, Delta, and United, from longer, but thin segments operated by regional airlines that bore the majors’ two-letter code and livery, the originally independent commuter carriers rapidly expanded themselves, primarily because of this new type of jet. It was the right aircraft at the right time and led to what has been called the “regional jet revolution.”

Not only were the regional jets the most cost-efficient way for airlines to link hundreds, if not thousands, of communities to airport hubs and global airline networks,” according to Bombardier Aerospace (which subsequently acquired Canadair), “these innovative aircraft enhanced the passenger travel experience and provided regional airlines with increased traffic, revenues, and greater market share. To further increase traffic growth, the idea of using the Canadair Regional Jet to fly between ‘spoke’ cities was promoted. Every new spoke city increased the number of connecting passengers flying to a regional airline’s mainline partner’s hub. These additional routes provided passengers in small communities with more flight options.”

This certainly occurred at Islip’s Long Island MacArthur Airport.

“There are literally hundreds of markets out there that could not support regular jet service, but 30-, 50-, and 70-seaters can now bring jet comfort and economic service,” commented Doug Blissit, once Delta Air Lines’ vice president of network analysis. “The regional jets are a phenomenal economic transformation of the industry. The vast majority of deployments have been to extend the reach of the hubs with more economical aircraft.”

Over and above the type’s cooperative nature, it also had a competitive side. It could be considered a tool that attacked major airlines’ hub-and-spoke fortresses, enabling smaller carriers that began as traditional turboprop commuters to penetrate the cracks in the majors’ armor, forging new point-to-point routes that did not need hub feed for adequate load factors.

Early Regional Jet Operations:

Perhaps the earliest regional jet in the western world, which eliminates the Russian tri-engine, 27-passenger Yakovlev Yak-40 from the discussion, was the Fokker F.28 Fellowship.

The popularity of its high-wing, twin-turboprop, 40-passenger F.27 Friendship, like a compass needle pointing in the direction of a pure-jet complement that would offer higher speeds and hence decreased block times, led to the development of the F.28 itself.

Announced in April of 1962, it was intended for short-field operations, but offer higher seating for 65 in a fuselage wide enough for five-abreast arrangements. Appearing similar to the mainline jets, such as the British Aircraft Corporation BAC-111 and the McDonnell-Douglas DC-9, it featured a low-mounted, compoundly swept wing on its leading edge, two aft-mounted Rolls Royce RB.183 Spey Junior turbofans, a dorsal fin, and a t-tail, yet retained simplicity by eliminating any leading edge devices. Unique to its design was a hydraulically actuated petal airbrake that formed the aft end of the fuselage. Extendable to varying degrees, it facilitated steep, but slow and controlled descent profiles.

Aside from financial backing provided by the Dutch government, the program’s risk sharing came from Short Brothers of Belfast, Northern Ireland; HFB and VFW of Germany; and AiResearch, Dowty Rotol, and Goodyear.

Three prototypes respectively first flew on May 9, August 3, ad October 20 of 1967 and the first production version, the F.28-1000, was delivered to launch customer LTU of Germany on February 24 two years later. As had occurred with the F.27, sales could be counted in single digits, since the F.28 was usually the largest type in a small airline’s fleet.

A stretched version, the F.28-4000, featured a 97.2-foot overall length and an almost 12-foot greater wingspan of 82.3 feet. Powered by two 9,850 thrust-pound Rolls Royce Spey 555-15H turbofans, it had a 73,000-pound maximum takeoff weight, a 530-mph cruising speed at 21,000 feet, and maximum payload-to-fuel ratio ranges of 1,162 to 2,560 miles. Although it accommodated 79 five-abreast, single-class passengers, six more, for an 85-total, could be carried at a 29-inch seat pitch with the installation of an additional overwing exit on each side.

The type factored into Piedmont’s Islip operation.

Piedmont itself inaugurated its scheduled aerial link as far back as February 20, 1948 with flight 41. Departing Wilmington, North Carolina, at 0700, its DC-3 made the multiple-hop journey to Pinehurst, Charlotte, Ashville, the Tri-Cities, Lexington, and Cincinnati. Two other aircraft of the type and 250 employees constituted its metal and human backbone.

With progressive expansions, particularly with route extensions to Atlanta, it initially fed the flights of Delta and Eastern, significantly growing until it became a US major in its own right. Perhaps symbolic of its prestige was both its literal and large-airline image arrival in New York in 1966.

Profits mounted: $1 million in 1965 and almost double that two years later. Erecting its first hub in Charlotte, North Carolina, it radiated its reach to major cities, such as Boston, Pittsburgh, Tampa, Miami, Dallas/Ft. Worth, and Denver, exceeding, in the number of passengers carried, Eastern Airlines’ traditional Charlotte stronghold.

Operating 727-100s, 727-200s, and 737-200s-the latter its short- to medium-range workhorse-it advertised in its October 31, 1982 system timetable, “We make it easy to get around to over 80 cities.”

Hubs were subsequently established in Baltimore and Dayton and widebody 767-200ERs eventually reached the West Coast and Europe.

By 1987, Piedmont operated a 177-strong fleet to some 235 destinations, carrying 23 million passengers, and thus became ripe for USAir’s $1.6 billion acquisition.

Capacity, particularly of the 65-passenger F.28-1000, ensured frequency at Long Island MacArthur Airport.

Of the five daily departures it dispatched to its Baltimore hub, the morning and evening ones were conducted with 128-passenger 737-300s; the mid-morning and mid-afternoon ones were flown with Henson, The Piedmont Regional Airline’s 37-passenger DHC-8-100s; and the noon sector was conducted with the F.28-1000, enabling it to “right-size” its equipment according to time of day, capacity, and demand.

When Piedmont acquired New York State-based and -concentrated Empire Airlines in 1986, along with its Syracuse hub and 85-passenger F.28-4000s, it deployed the type from Islip to feed its significantly developed Charlotte hub.

Another early regional jet was the British Aerospace BAe-146.

The ultimate design response to a need for a feeder or regional aircraft, it progressed through numerous iterations, including those of the high-wing, twin-turboprop DH.123 proposed by de Havilland and a low-wing one with aft-mounted engines until it arrived at the HS.146 of Hawker Siddeley with Avco Lycoming ALF-502 high bypass ratio turbofans. Because they did not generate the required thrust for the envisioned aircraft, only the use of four, pylon-mounted to the high wing’s underside, could ensure the needed performance and range.

Although the type’s official, 1973 launch appeared promising, the subsequent world recession, rising oil prices, and escalating development costs, rendered it ill-timed, resulting in its termination in October of 1974. Low-key development nevertheless continued.

After de Havilland and Hawker Siddeley were combined into the nationalized British Aerospace, and it conducted its own design and market review, it was government granted full-scale program development on July 10, 1978.

Final assembly took place at Hatfield.

Sporting, like the F.28 Fellowship, a t-tail and an aft petal, fuselage-forming airbrake for steep approaches, it deviated by having a high wing, also without leading edge devices, and the four turbofans. While its cabin was wide enough for six-abreast seating, most carriers chose five.

First flight of the BAe-146-100 from Hatfield occurred on September 3, 1981. Two successively higher-capacity, stretched versions, the BAe-146-200 and -300, followed.

The former, which first took to the air on August 1, 1982, featured a 93.10-foot length and an 86-foot span with a 15-degree sweepback and tabbed, trailing edge Fowler flaps. Up to 112 single-class passengers could be accommodated at a six-abreast, 29-inch pitch. Its maximum gross weight was 93,000 pounds and range, with a full payload, was 1,130 nautical miles.

The BAe-146 was inaugurated into service with Air Wisconsin on June 27, 1983.

Presidential Airways, founded by Harold J. Pareti in 1985 and headquartered in Washington, was the only operator of the type into Islip, maintaining a fleet of eight BAe-146-200s, in addition to its 737-200s. Connecting Long Island with its Dulles International hub, it later operated as a Continental Express and United Express code share carrier, respectively feeding each of its major’s flights in Washington.

Later Regional Jet Operations:

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

Aside from developing all-new designs, aircraft manufacturers of potential, low-capacity pure-jets had two options: scale down an existing mainline aircraft, such as the DC-9-10, which would have incorporated too much structural weight for its market, or scale up an aircraft. Those that fell into the latter category were business jets, although their narrow fuselages rendered them less than ideal for such a commercial application. Because of the wide cabin of its own CL-600 Challenger, which first flew in 1978, Canadair was able to choose the latter option.

Initially envisioned as incorporating a simple stretch with capacity for 24 four-abreast passengers and designated CL-600E, it was first publicized in 1980, but cancelled its plans to proceed with the version the following year. In 1987, or a year after Canadair was acquired by Bombardier, the small regional jet concept was reconsidered, leading to its launch in 1989.

A more ambitious version than originally considered, it introduced a 19.5-foot stretch, attained by means of forward and aft fuselage plugs, additional overwing emergency exits, a reinforced wing with increased fuel capacity, and two aft-mounted General Electric CF34 turbofans, in which guise it first took to the sky as a prototype on May 10, 1991. After a three-airplane flight test program, it received its FAA certification on October 29 of the following year, entering service with launch customer Lufthansa CityLine, which used it to provide both point-to-point and hub-feed service to Western European destinations from Dusseldorf, Frankfurt, Hamburg, and Munich.

Exuding what one pilot called a “sexy look,” the initial CRJ-100 version featured a pointed nose, an 87.10-foot length, a 69.7-foot, winglet-attached span with a 520.4-square-foot area and trailing edge-only flaps, two 9,220 thrust-pound CF34-3A1 thrust reverser provisioned turbofans, and a t-tail. Fifty four-abreast passengers could be accommodated in slimline seats in a cabin with enclosed overhead storage compartments, a galley, and a lavatory.

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

The succeeding CRJ-200, powered by CF34-3B1s, offered greater range, lower fuel consumption, and increased cruise speeds and altitudes.

Sales of both types totaled 1,054.

Headquartered at Cincinnati-Northern Kentucky International Airport, Comair was Long Island MacArthur’s first modern regional jet operator.

Commencing service as an airline in 1977, it initially touched down in Akron/Canton, Cleveland, and Evansville with eight-passenger, piston powered Piper Navajos, succeeding them with 18-passenger turboprop Embraer EMB-110 Bandeirantes.

Accepted as a Delta Connection carrier and operating in its livery after its establishment of a Cincinnati hub in 1984, it significantly expanded, soon acquiring Fairchild Swearingen Metro, Shorts 330, Embraer, EMB-120 Brasilia, and Saab 340 equipment. Orlando became its second hub.

As the US launch customer for the Canadair Regional Jet, it operated 163 of the type, including 63 CRJ-100ERs, 37 CRJ-100LRs, 37 CRJ-200ERs, and 27 CRJ-700LRs, by 2005.

Delta had acquired 20 percent of Comair’s stock in 1996 and the remainder of it three years later.

The type was instrumental in its service inauguration to Islip, providing three daily morning, afternoon, and evening round trips to Cincinnati so that passengers could connect to its own and partner-Delta’s flights. That link opened the rest of the country and 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.

Inaugurating independent scheduled service from Atlanta to Columbus, Georgia, with de Havilland of Canada DHC-6 Twin Other aircraft on June 27, 1979, it progressed through another turboprop, the EMB-110, before acquiring pure-jet BAe-146-200 and CRJ-200 types, which fed Delta’s Atlanta hub after it had concluded its own two-letter marketing agreement with it. As had occurred with Comair, ASA was appendaged by increasing stock purchases until Delta wholly owned it.

Cincinnati, reached in 2002, was its 100th destination and in 2003 it took delivery of its 100th regional jet. By 2011, it operated 112 CRJ-200ERs, 46 CRJ-700ERs, and 10 CRJ-900ERs.

Islip was connected to its own and Delta’s extensive Atlanta hub with three daily ASA-operated CRJ-200 round trips as of August 1, 1999. Comair later also served the route.

Another Canadair Regional Jet operator to Islip was Air Wisconsin, which was branded US Airways Express and reinstated the link lost due to Washington Reagan National slot restrictions, when its inbound aircraft, arriving at 1250 on March 25, 2012, was granted with a water curtain on MacArthur’s ramp.

Re-departing at 1328, it became the first of two daily CRJ-200 round trips. Although it was highly endorsed by law makers, it was short-lived.

The Canadair Regional Jet’s counterpart-if not competitor-was the Embraer ERJ-145.

Harnessing its power from never-before-available engines that enabled it to operate in primarily untapped markets, it sought to outweigh the higher fuel consumption of them as opposed to that of the traditional turboprop’s by increasing the daily utilization its shorter block times afforded, coupled with their greater passenger acceptance.

Unlike Canadair’s CL-600 Challenger business jet, it used the EMB-120 Brasilia as its inspirational foundation, introducing two fuselage plugs and a redesigned wing, with an extended leading edge chord, a slight sweepback, and winglets, but replacing its turboprop engines with pure-jet ones encased in pods. The t-tail was retained. It was initially designated the EMB-145 Amazon.

The Allison GMA-3007 turbofan, producing 7,100 pounds of thrust, with potential for up to 10,000, was selected in early-1990.

Iterations entailing reduced lengths, increased spans, greater fuel capacities, higher weights, and improved performance, led to the definitive ERJ-145 that first flew on August 1, 1995. Accommodating 50 single-class, three-abreast passengers with a partial step-down aisle at the very front of the cabin, it had a 12,755-pound payload and a 48,501-pound gross weight. It was first delivered to launch customer ExpressJet Airlines, operating as Continental Express, the following year, providing the capacity, speed, and range to match the demand on longer, thin routes to both feed its own flights and those of Continental.

“With its hub at Cleveland Hopkins International Airport, Continental Airlines is the largest airline in northeast Ohio, with more than 250 daily departures to nearly 80 cities,” according to United Airlines’ March 29, 2004 Corporate News. “With one of the youngest fleets of airplanes in the United States, Continental and Continental Express offer convenient, high-frequency service from Cleveland Hopkins to major business centers, including Boston, New York (Newark Liberty, La Guardia, Kennedy, White Plains, and Islip), Washington (Reagan National, Baltimore-Washington, and Dulles), Chicago (O’Hare and Midway), Houston, and Atlanta.

Like other regional airlines, ExpressJet itself was the amalgamated result of several turboprop commuter carriers-among them Bar Harbor Airlines of Bangor, Maine; PBA Provincetown-Boston Airlines of Hyannis, Massachusetts; Rocky Mountain Airways of Denver, Colorado; and Brit Airways of Terre Haute, Indiana, all of which flew on the latter’s operating certificate.

It inaugurated ERJ-145 regional jet service on September 4, 1998 and ultimately became the type’s largest operator of all three versions, including the smaller, 37-passenger ERJ-135 and 44-passenger ERJ-140.

Its three daily morning, afternoon, and evening Islip-Cleveland frequencies, bearing “CO” flight numbers, linked Long Island with the rest of the country.

Another MacArthur Embraer regional jet carrier was American Eagle.

Like Continental Express, the American Eagle concept, which was unveiled in late-1984, resulted from American Airlines’ inability to economically serve secondary and tertiary markets with its mainline jets. It grew rapidly, feeding its hubs and progressing from turboprop to pure-jet equipment. The first officially designated American Eagle flight, from Fayetteville, Arkansas, to Dallas, took place on November 1 when one of its Metroflight’s 14 Convair 580s, powered by two 3,750-shp Allison 501-D13H turboprops, touched down at American’s southwest hub. The aircraft, converted from piston propelled CV-240s, -340s, and -440s, were eventually replaced with Saab 340s.

Second to join the fold, also that year, was Poughkeepsie, New York, based Command Airways, which operated Beech 99s, DHC-6 Twin Otters, Shorts 330s, Shorts 360s, and ATR-42s.

Simmons, the third, deployed Japanese NAMC YS-11s, Shorts 360s, ATR-42s, and ATR-72s from Chicago-O’Hare, and Wings West, the fourth, dispatched C99s, Fairchild Swearingen Metros, Jetstream 31s, and Saab 340s to West Coast destinations.

Lastly, Puerto Rico based Executive Airlines jumped into the pool on September 15, 1986, operating CASA C-212-200 Aviocars, Shorts 360s, and ATR-72s.

From Islip, it operated a midday ERJ-145 to Chicago-O’Hare, supplementing American’s morning and evening MD-80s, and replaced its four daily, 34-passenger Saab 340s (which had once flown in Business Express colors before AMR, Inc., acquired it and folded it into the American Eagle brand) with an equal number of 37-passenger ERJ-135 frequencies.

Yet another Long Island MacArthur American Eagle ERJ-145 operator was Piedmont, which traces its origins to Henson Airlines.

Founded in 1961 by Richard A. Henson, an aviation pioneer and Fairchild Aircraft test pilot, it planted sedentary roots as a fixed base operator in Hagerstown, Maryland, designated “Henson Aviation,” yet initiated scheduled service of its own from there to Washington in 1962 under the “Hagerstown Commuter” name.

Consummating a code share agreement with Allegheny Airlines five years later and replacing that carrier’s own service in Salisbury, Maryland, it expanded to Philadelphia, Baltimore, and Washington, boarding its one millionth passenger in 1977 and acquiring its first quad-engine, 54-passenger de Havilland of Canada DHC-7 two years after that.

Purchased by Piedmont Airlines in 1983, it was rebranded “Henson, The Piedmont Regional Airline.”

The following year it took delivery of the first 37-passenger DHC-8-100 and by the end of 1987, it served 38 destinations in ten states, as well as in the Bahamas.

After the 1989 merger with USAir, Henson operated as a USAir Express and later US Airways Express carrier, but was renamed “Piedmont Airlines” four years later to retain its original identity. American Airlines, which purchased US Airways in 2013 and rebranded it American Eagle, maintained the philosophy.

Today, Piedmont/American Eagle operates three daily ERJ-145 frequencies, departing Islip at 0710, 1035, and 1858 to Philadelphia, one of USAir/US Airways’ former hubs. Return flights arrive on Long Island soil at 1007, 1833, and 2221.

Both ASA Atlantic Southeast Airlines and Comair operated the larger CRJ-700 into Islip.

The result of Bombardier’s first attempt to offer a higher capacity version in order to more effectively compete with the Fokker F.70 and the Avro International RJ70, both 70-seaters, it officially launched the program in January of 1997. Based upon the original CRJ-200, it introduced a slightly wider fuselage with a 106.8-foot overall length; a larger wing, with a 76.3-foot span and 760-square-foot area; leading edge slats to increase low-speed lift and reduce takeoff runs; 13,790 thrust-pound CF34-8C5B1 turbofans; a lower floor for increased cabin headroom; raised passenger windows; a single-class capacity of 78; and 18,055- and 75,000-pound maximum payloads and gross weight weights.

First flying on May 27, 1999, it entered service with Brit Air two years later, retaining the same type rating as that of its smaller capacity predecessors.

Its extended range CRJ-700ER had a 1,504-nautical mile capability and a 448-knot/515-mph/Mach 0.78 cruise speed.

Regional Jet Snapshots in Time:

Because of demand, the need to adjust capacity, scheduling, and, in some cases, replace one aircraft type with another, any attempt to discuss Long Island MacArthur Airport’s regional jet operations can only be done as snapshots in time.

During the latter portion of 1988, for instance, which can be considered its early regional jet period, Presidential Airways operated its BAe-146-200s to Washington-Dulles, while Piedmont “right-sized” its aircraft to maintain frequency, sandwiching the 65-passenger noon F.28-1000 between morning and evening 737-300s and mid-morning and mid-afternoon Henson DHC-8-100s.

1998, which can be considered the dawn of the next-generation regional jet era, saw Long Island connected to Delta’s Atlanta and Cincinnati hubs and Continental’s Cleveland one with 50-seat CRJ-100s, CRJ-200s, and ERJ-145s, respectively operated by Comair, ASA, and ExpressJet.

The number of daily departures included three Comair/Delta Connection CRJ-100s to Cincinnati, two American Eagle ERJ-145s to Chicago, two and later three ExpressJet/Continental Express ERJ-145s to Cleveland, and three ASA/Delta Connection CRJ-200s to Atlanta.

During its first month of regional jet operations, the latter airline carried 6,980 passengers, making it the airport’s third-largest tenant in terms of boardings.

By December of 1999, eight of the 37 daily pure-jet flights, or 19 percent, were conducted with the new breed of Canadair and Embraer regional jets. By March of 2000, the monthly regional jet passenger total was 16,210-that is, 6,107 carried by ASA, 6,831 by Comair, and 3,212 carried by ExpressJet.

In August of 2002, American Eagle replaced its four Saab 340 flights to Boston with ERJ-135s, providing American Airlines hub feed, and by the fall ASA and Comair upgraded two or their three Atlanta and Cincinnati frequencies to larger capacity CRJ-700s.

Last Regional Jet Service Inauguration:

The latest carrier to enter the Long Island market with the regional jet was Elite Airways.

Founded, as reflected by its name, to offer a quality travel experience in 2016, it entered the arena as a US Part 121 air carrier, transporting sports teams and executives on both scheduled and charter services on northeast-to-Florida routes with one CRJ-100, five CRJ-200s, and five CRJ-700s.

Limited, twice-weekly CRJ-700 services, from Islip to Portland, Maine; Myrtle Beach, South Carolina; and Melbourne, Florida, were inaugurated on June 17, 2016. But lower than expected load factors prompted it to twice pause, between January 15 and February 16, 2017 and April and July of that year, to reconsider its strategy.

While the second suspension turned into an unanticipated 16-month one, it finally reappeared on the scene on September 6, 2018, this time routing a Thursday and Sunday CRJ-200 to Melbourne. Designated Flight 7Q 21, it departed at 0800 and arrived in the sunshine state at 1045. After a 45-minute turnaround, it redeparted at 1130 for Bimini, Bahamas, becoming Islip’s first one-stop link to it.

“The route is designed so that passengers from Islip can book a flight to Melbourne only or stay on board with connecting service to Bimini,” according to Rebecca Emery, an Elite Airways public relations executive. “It is the closest Bahamian island to the US with miles of seclude beaches, four-star hotels, and the Resorts World Bimini Casino and Marina.”

The return flight, 7Q 23, departed Bimini at 1330, but required US Customs and Border Patrol preclearance. Landing in Melbourne an hour later, it next operated as 7Q 24, taking off at 1600 and touching down at MacArthur at 2045.

Low load factors once again caused its discontinuation, leaving Piedmont/American Eagle’s ERJ-145s to Philadelphia as Islip’s only remaining regional jet operations at the dawn of 2020.

[ad_2]

Source by Robert Waldvogel

Posted by narrapresley

CHARTER A JET, charter jet, cost for private jet, EMPTY LEGS, how to hire a jet, jet broker, jet travel, luxury jet, MLKJETS, PRIVATE JET, private jet for sale, private jet holidays, private jet London, private jet Miami, superjet, travel by jets

Comments Off

Embraer PRAETOR 600 Private Jet Charter EMBRAER PRAETOR 600 PRIVATE JET HIRE EMBRAER PRIVATE CHARTER MLKJETS7 - Components to Scrutinize When Engaging Global Aviation Asset Management Companies

Components to Scrutinize When Engaging Global Aviation Asset Management Companies

25 August

Components to Scrutinize When Engaging Global Aviation Asset Management Companies

[ad_1]

Aviation Infrastructure plays a critical role in the U.S. and international transportation system. Through airports and other connecting transportation modes such as ground transportation, railroads and seaports, aviation infrastructure is an economic cornerstone for multiple airport stakeholders: airport sponsors (airports); direct users (passengers); commercial carriers; corporate and general aviation, service providing tenants such as FBOs, MROs and ACMs; other service providers and even non-travelers such as airport authorities, employees and visitors.

If your organization is considering professional management for Global Aviation Asset Management, there are many key points to consider.

Professional firms have principals with a breadth and depth of decades of experience who lead Airport Facility Management Services for airports of varying sizes and complexity ranging from a small municipal general aviation airport to an international commercial hub. Here are the components that should be reviewed in detail.

Begin with Breadth and Depth of Experience:

First, you should diligence the number and variety of airports on which the management team has a track record of proven experience. The more, and the more varied, the better. There are many different types of airports with different operating models and value chains. Differentiators such as commercial vs. general aviation, business vs. recreational market, domestic vs. international-all areas impact the requirements an Aviation Infrastructure Development Services management company will need to consider for a customized solution.

Diligence Their Track Record:

Experience is critical in aviation, and you should search for a specialist who has the unique abilities you are seeking for your specific market situation. Many firms are known for specialties-core infrastructure, aviation services or terminal management. Firms are also known for their geographic experience as there are fewer private companies involved in airport management in the U.S. Search for Aviation Infrastructure Management organizations that have many years of operational involvement across various economic cycles and regulatory climates.

Look for Tailored Solutions:

The management organization you select ought to have the capacity to create a bespoke solution based upon your specific market and its competitive climate. If you require management of service providing organizations such as FBOs, MROs or Aircraft Charter and Management providers you need a professional management company with deep experience in these areas in addition to proven financial management.

Consulting with an Experienced Airport Management Firm can help you understand the options available for management, from turn key solutions to specialized functions. Numerous organizations have international as well as domestic on-airport management experience, and this level of worldwide experience might be needed to assist you in maximizing the value of your aviation holdings.

[ad_2]

Source by J Smith

Posted by narrapresley

CHARTER A JET, charter jet, cost for private jet, EMPTY LEGS, how to fly by jet, how to hire a jet, jet broker, jet travel, luxury jet, luxury private jet, PRIVATE JET, private jet broker, private jet for sale, private jet holidays, private jet London, superjet, travel by jets

Comments Off

Charter To NYC’s Biggest Event

25 August

Charter To NYC’s Biggest Event

[ad_1]

The Macy’s Thanksgiving Parade has been a staple each year since 1924. Although it started as a way to get people excited about the store and the first parade was actually at Christmas rather than Thanksgiving, whatever they did worked as today over 3.5 million attend annually and another 50 million watch from the comfort of their living rooms.

Over the years some things about the parade have changed; the route, the participants and of course the balloons. Back in 1927 Felix the Cat became the first balloon ever to be part of the fun. The following year they decided to fill it with helium but didn’t have a way to deflate it, so they just let it go. It popped. In subsequent years they let balloons go as well, still having no way to deflate them. They addressed them all and if you found one you could take it back to Macy’s for a prize, not that many people did however.

The parade has always been very well attended. The first one ever had 250,000 people lining the six mile route that took the store employees from Herald Square to Harlem. It has been something Americans look forward to each year, and of course over the years it has grown. There were only a few years where there was no Macy’s Thanksgiving parade and that was while World War II was being fought and the rubber used to make the balloons was instead donated to the war effort. By 1945 however, there were two million people who lined the route, thankful the war was over and things could get back to normal.

Today some eight thousand people walk the route and it takes another four thousand people to volunteer to get the route, the floats and the balloons organized.

If you have never been to the Macy’s Thanksgiving Day festivities why not go but do it in style by chartering a jet? You won’t have to battle the crowds at a commercial airport or suffer through the long lines at security checkpoints. You will have plenty of leg, head and shoulder room and best of all you can choose when and what time to fly. Your schedule, not theirs!

If you choose to charter you can land at an airport closer to the action, and get where you are going a heck of a lot quicker than you can flying commercial, and you may even get to watch the balloons being inflated, which happens the night before the big day.

[ad_2]

Source by Amanda J Hales

Posted by narrapresley

CHARTER A JET, charter jet, EMPTY LEGS, jet broker, jet travel, luxury jet, luxury private jet, MLKJETS, PRIVATE JET, private jet broker, private jet for sale, private jet holidays, private jet London, superjet, travel by jets

Comments Off

Charter To Sundance

25 August

Charter To Sundance

[ad_1]

The Station Agent, Whiplash, The House I Live In, How to Die in Oregon, Winter’s Bone and Precious all have something in common. They have all been screened and won an award at the prestigious Sundance Film Festival.

The festival started in 1978 and was simply called the Utah/US film festival. It was born to give film makers in Utah somewhere to show their films and also to inspire American film makers to make and screen their movies. The festival is an annual affair that takes place in Park City Utah each January and today, it’s named Sundance after Robert Redford’s character in the classic Butch Cassidy and the Sundance Kid.

This festival is one of the biggest in the world and it a showcase for new work from independent film makers. What once was a small town festival today is something that is attended by the Hollywood elite, paparazzi and non-Hollywood people alike. It garners headlines in the entertainment magazines as well as the local and national news as it’s a who’s who of the entertainment world. Some winners go on to win the major awards while others are never seen again, but having a film shown at such a prestigious festival is sometimes all the people associated with it want.

So, if you have thought about attending the Sundance Film Festival, but don’t like near Park City Utah, you can get there by chartering a jet. Chartering is miles above when compared to the commercial airlines. For starters there is the roomy interior of a charter jet cabin, one who’s seats can be configured in many different ways to suit your needs. Second is the lack of long security lines, third you can fly on your schedule and fourth, well, it’s just cool to know you are arriving like the stars, and as a side note, you’ll always know your luggage is on board with you!

Chartering is cheaper than you may think and it’s something that makes even small trips more special. If you are sick of being cramped on an overcrowded flight, if you can’t handle one more march through security or if you just want a relaxed way to fly, you have it all in a charter jet.

Charter jets come in all shapes and sizes and there is one just waiting to whisk you and your part away to the Sundance Film Festival.

[ad_2]

Source by Amanda J Hales

Posted by narrapresley

CHARTER A JET, charter jet, EMPTY LEGS, how to fly by jet, jet broker, jet travel, luxury jet, PRIVATE JET, private jet for sale, private jet holidays, private jet London, private jet Miami, superjet, travel by jets

Comments Off

The Learjet 60

25 August

The Learjet 60

[ad_1]

Looking for a mid-sized business jet that is consistently voted one of the best in its class? Want to get where you are going fast, on time and in style? Then the Learjet 60 is the jet for you. This plane may be smaller than the full sized jets you are used to, but it has the largest cabin in its class, and more powerful engines along with a longer fuselage than its predecessor, the Learjet 55. More aerodynamic, this beautiful plane has seating for six with maximum seating for ten, and allows those seated passengers lots of room where they need it, namely in headroom, legroom and the all important elbow room.

The cabin dimensions are 17.5 feet x 5.5 feet x 5.7 feet which gives people enough room to get things done en route. Fold out tables, a radio phone and a fax machine make it easy to get last minute work done or put the finishing touches on that presentation. Comfortable seating that can be configured to your needs adds to the in flight work environment and allows for conferences to be conducted mid-air. If the aim of the flight is to relax, the Learjet 60 allows for that, with a microwave and coffee maker at your disposal as you lean back and take in the calm, quiet surroundings as you jet to your destination. Ample baggage space and an enclosed lavatory add to the features of the cabin.

The Learjet 60 can climb quickly to high cruise levels, going up as high as 43,000 feet in less than fourteen minutes. It also has a high cruise speed to get you where you need to be in record time. It has a transcontinental range of 2,590 nautical miles meaning you can go almost anywhere, anytime without the need for refuelling stops. Best of all, it is a private jet so you avoid the heavy lines and security screening at large, busy airports, you have ground transportation waiting for you at your destination and you can fly on your schedule, not that of the major carriers.

For convenience, ease of movement and comfort, shouldn’t your next business jet be the Learjet 60? Whether you are in the market to buy your own plane or simply want to charter for an important business conference or meet and greet with a new customer, this jet is best in class.

[ad_2]

Source by Amanda J Hales

Posted by narrapresley

CHARTER A JET, charter jet, cost for private jet, EMPTY LEGS, how to fly by jet, how to hire a jet, jet broker, jet travel, luxury jet, PRIVATE JET, private jet for sale, private jet holidays, private jet London, private jet Miami, superjet, travel by jets

Comments Off

Heavy Work Activities for Proprioceptive Input in the Classroom – For Kids With Sensory Issues

25 August

Heavy Work Activities for Proprioceptive Input in the Classroom – For Kids With Sensory Issues

[ad_1]

All children, but particularly those with sensory processing disorder, can benefit from movement activities in the classroom that provide input to the proprioceptive receptors in the joints and ligaments. In addition to providing exercise, these types of “heavy work” movements make it easier for the child to focus and attend. For the child with SPD, it’s vital to get proprioceptive and deep pressure input throughout the course of the day as part of what’s called a “sensory diet” of activities. It is not enough to get plenty of exercise and calming input before or after school, or during one session of OT. Most children with SPD need to be encouraged and guided to get the input they need throughout the course of the day.

There are many ways to help kids get this input within an ordinary classroom and school building. The child who is a sensory seeker will likely eagerly participate and even find her own ways to get the input she senses her body needs (be sure to guide her in finding appropriate activities, though). In contrast, the child with sensory issues who is underaroused or a sensory avoider may have to be reminded to follow the sensory diet the OT has set up. In either case, while it is great to provide opportunities for input, a child who isn’t disciplined or self-motivated enough to carry out a sensory diet on her own will definitely need guidance to ensure that it happens. Given that the alternative is a child who is unfocused, becoming more anxious and agitated, and moving toward sensory overload and a fight-or-flight panic reaction such as aggression or total withdrawal, implementing a sensory diet during the school day during the school day is crucial.

When you integrate these activities into the classroom routine, and other children may participate as well, it helps the child with SPD to not feel quite so different or singled out. If the child is the only one doing the activity, give it a positive spin. Let her be the “playground equipment monitor,” carrying the balls and equipment to and from the playground, or the “whiteboard monitor” who erases the whiteboard at the end of each day. You might even have a team of kids, including the children with sensory issues, in charge of washing desks or helping the janitor, and give them an honorary name such as the “clean crew.” All of these strategies will reduce the stigma for the sensory child who must have an in-school sensory diet in order to stay focused.

Remember, the child who is focused on the discomfort in her body and her urge to move may be polite and obedient, appearing to pay attention when, in reality, her mind is not on what the teacher is saying. By incorporating a sensory diet tailored to the sensory child’s specific, unique needs by a sensory smart school or private OT, you make it far easier for her to focus on what we would all like her to focus on: learning! If the child is verbal, be sure to include her in the setting up of a sensory diet. What works for one child may not work for another.

And check in regularly to be sure that she’s really getting the benefit of the activities set up for her, and make it a goal to have her advocate for herself and meet her sensory needs in a socially acceptable way.

Here are some easy ways to get proprioceptive and deep pressure input within a classroom and school environment (of course, the playground and gym offer plenty more activities during recess and gym time, too):

* Move stacks of books

* Deliver items from one classroom to another place in the building (especially if it requires carrying something and climbing stairs)

* Stack items, such as reams of paper, books, or storage bins

* Erase blackboards and whiteboards

* Move chairs or tables, put chairs on top of tables at the end of the day and take them down at the beginning of the day

* Wash desks or cafeteria tables

* Set up and put away folding chairs and tables

* Carry bins of lunchboxes into and out of cafeteria

* Empty wastebaskets, sweep, mop

* Sharpen pencils with an old-fashioned, crank pencil sharpener

* Assist gym teacher or playground supervisor with taking out and putting away equipment such as bags full of balls, mats, scooters, etc.

* Do laps around the gym or playground

* Climb stairs

* Cut cardboard and heavy paper card stock

* Do pushups against the wall

* Do chair push ups (holding the chair on either side as you sit, then pushing up to lift the body)

* Bounce while sitting on an exercise ball (loose or in a holder)

* Press legs against a lycra band stretched around chair or desk legs

* Sit on an inflatable cushion such as the Disc O’ Sit

* Walk up a ramp or incline such as a wheelchair ramp or hill on the playground

* Hold open heavy doors, or open them for individuals entering or exiting the building

* Push or drag boxes, carts, or furniture across carpeted floor.

[ad_2]

Source by Nancy Peske

Posted by narrapresley

CHARTER A JET, charter jet, EMPTY LEGS, jet broker, jet travel, luxury jet, luxury private jet, MLKJETS, PRIVATE JET, private jet for sale, private jet holidays, private jet London, superjet, travel by jets

Comments Off

Yacht Charter in Italy – Enjoy World-Famous Lifestyle on Your Boat Rental

25 August

Yacht Charter in Italy – Enjoy World-Famous Lifestyle on Your Boat Rental

[ad_1]

Italy´s beauty is legendary and one town is more attractive than the other. The country has an immensely rich culture and history, gorgeous cuisine and the all-famous lifestyle and chique. For the yacht charter guest it offers vast and varied sailing grounds as well as pretty ports. This combined with all the impressive sights, stunning nature and the Italian `dolce vita` makes for the perfect sailing holiday.

Why is yacht rental in Italy so popular?

Italy and its islands in the Tyrrhenian Sea are located right in the centre of the Mediterranean. A boat rental in Italy is a great opportunity to explore the amazing Italian culture and the multitude of beautiful towns. With 51, there are more UNESCO world heritage sites in Italy than in any other country in the world. And on top of that you get to enjoy fantastic food and great shopping.

The coastline, especially the Italian Riviera in the West, offers many beaches and bays perfectly suited for anchoring. Italy´s islands are mainly located off the west coast of the mainland and they all possess their own individual character. A favourable climate and almost no tides provide for good sailing conditions and there are many interesting possibilities for different sailing itineraries. Italy has a large tradition of boat building and sailing, so sailors benefit from a high frequency of ports. The infrastructure in the northern charter regions and southwards until Rome is very good.

The main airports are Venice, Genoa, Pisa, Rome, Naples, Olbia, Alghero, Cagliari, Reggio Calabria, Palermo, Trapani and Catania.

Here is some general information about yacht charter in Italy:

Location: Central Mediterranean Sea

Total length of coastline: 7,600 km

Capital: Rome

Main charter bases: Genoa, La Spezia, Piombino, Follonica, Castiglione della Pescaia, Salerno, Sorrento, Tropea, Reggio Calabria. Sardinia: Cagliari, Carloforte, Olbia, Alghero. Sicily: Trapani, Palermo, Portarosa.

Population: ca. 60,675,000

Climate: Mild, Mediterranean

Country code: +39

Charter season: May to October

What are the best charter areas in Italy?

The main charter regions for sailing in Italy are concentrated on the west coast of the mainland, i.e. Liguria, Tuscany, Elba, Bay of Naples, Capri, Sardinia, and Sicily. The Adriatic Coast on the east side is not quite as attractive for boating. Possible charter bases there are Polignano a Mare near Bari, the area around the national park of Gargano and the Venetian Lagoon where you can cruise directly past the world famous Old Town and its stunning buildings.

In the capital of Liguria, Genoa, you encounter the Porto Antico containing the largest aquarium in Europe and many other sights. From there it is only a short walk into the Old Town. After about 14 NM you reach the stunning harbour town Portofino in its protected bay. From here it is about 30 NM to La Spezia and on the way you will pass by one of the quaintest tourist destinations of Italy, a cluster of five picturesque and colourful coastal towns set in a national park called Cinque Terre. La Spezia forms part of the national park and is the second largest city of Liguria. It is conveniently located in a deep gulf surrounded by high hills.

A little further to the South lies the Tuscan Archipelago containing the islands of Gorgona, Capraia, Pianosa, Montechristo, Giglio, Gianutri and the largest and best known – Elba. There are very good charter bases on the Tuscan mainland to go and explore these islands, or maybe even Corsica. They are Viareggio, Piombino, Follonica and Castiglione della Pescaia / Punta Ala. In Elba the main town and port is Portoferraio on the north coast, which is well worth a visit. The island also offers lovely big bays and great anchorages. On the very southern Tuscan tip is Puerto San Stefano – a seaside town on a peninsula with a yacht harbour and a massive fortress.

Sardinia offers a great mix of exclusive cruising grounds and ports like the Costa Smeralda and Porto Cervo as well as unspoilt sailing territories like the famous Maddalena archipelago. There are very good ports like Cagliari, Cannigione, La Maddalena, Olbia, Palau and Portisco. Savour the stunning and varied landscape like the pink beach of Spiaggia Rosa and the fjord-like Gulf of Cannigione.

The Bay of Naples and its islands, the Amalfi Coast and the archipelago of the Pontine Islands offer further brilliant options for yacht charter itineraries. The Amalfi Coast is situated between the charter bases Sorrento and Salerno. It is a 50 km stretch of coastline with very picturesque towns sitting on steep rocky cliffs. The towns of Amalfi and Positano are just two examples.

From the mainland you can head to the islands in the Gulf of Naples. Exclusive Capri is where the international jet set meets. The main town and port with its high-end boutiques and first-class restaurants is situated on the north side. It is very busy and expensive, though. You find good anchorage on the south side in Marina Piccola. There are no sandy beaches on Capri, its coastline is rather craggy and picturesque. The water is deep, so there are not too many safe anchorages.

Then there is quaint, colourful Procida with many beautiful bays and beaches and the natural reserve of Vivara Island, which is attached to Procida via a bridge.

You can cruise to popular, busy Ischia, which is the largest island in the Gulf of Naples. It is an extinct volcano with rich landscape, hot thermal springs, great bays and secluded beaches. The three main ports are Ischia port, Casamicciola and Forio. The South of the island is greener and wilder with beautiful coastline and the north is more populated.

Finally head over to the Pontine Islands. From Ischia to uninhabited and unspoilt Santo Stefano it is about 22 NM. There you are only allowed to anchor in the North of the island. Visit the neighbour island Ventotene and then cross the next 22 NM to the north-western Pontine Islands, Gavi, Palmarola, Zannone and charming Ponza with its many caves and grottos. There you will find nicely protected anchorages and an interesting rugged coastline.

Hugely popular for yacht charter holidays is Sicily, off course. Choose from main charter bases like Marsala or Portorosa in the North, from where you can also explore the Aeolian Islands Lipari, Stromboli, Vulcano, Alicudi, Filicudi, Panarea and Salina. Other possible ports for your Italian bareboat charter are Messina, Taormina, Catania and Syracuse on the east coast. Reggio Calabria on the mainland is also a very good starting point for sailboat charter in Sicily.

Which weather systems are important for your bareboat charter in Italy?

In Italian waters there aren´t any significant tides. The prevailing winds in summer are northwesterlies. Afternoon sea breezes are generally moderating the heat. Long, dry and hot summers make for the perfect sailing weather.

A brief summary of the sailing weather in Italy with the example of Naples:

Months with highest average temperature: July/August, 25°

Months with lowest average temperature: January/February, 9°

Prevailing wind speeds: 3 – 5 Bft.

Month with highest average precipitation: November, 140 mm

Months with lowest average precipitation: June/July/August, 30 mm each

Months with highest average sunshine: July/August, 10 hours per day

Month with lowest average sunshine: December, 3 hours per day

Months with the highest average sea temperature: July/August, 26°

Months with the lowest average sea temperature: February/March, 14°

How much does yacht charter in Italy cost and what types of charter are there?

The average price for yacht charter in Italy is around 3,100 € per week but you could rent a 10 m sailboat, for example, from about 1,600 €. The price is depending on size, model and equipment of the charter boat. In Italy it is quite customary to rent a RIB (rigid inflatable boat) for an excursion on the water. For weekly or longer sailing holidays you can opt for bareboat or skippered charter and choose from sailing or motor boat rental respectively catamaran hire. Then there is luxury yacht charter, usually with a full crew that is tending to your individual needs. Flotilla holidays are a popular way of sailing the Italian waters. And day charter may be a way just to try out if you enjoy life on board.

What other highlights are there in Italy apart from sailing yacht charter?

Don´t miss out on visiting Rome and its amazing antique sites like the Forum, the Colosseum and the Pantheon. Other incredibly impressive tourist destinations in the Eternal City are the Vatican and Saint Peter´s Church. Sit on the Spanish Steps, admire the Trevi Fountain and soak up the huzzle and buzzle around beautiful Piazza Navona and in the pedestrian zone with its endless shops, boutiques, cafés and restaurants. This city offers so much that you will simply have to come back again and again.

Tuscany is just the perfect place for sightseeing. Florence is second to none in the world when it comes to Renaissance art and architecture. There is the statue of David, the great Uffizi museum, the Ponte Vecchio, the Duomo and much, much more. Pisa and the leaning tower are another fantastic attraction. Equally beautiful and worth visiting are Siena, San Gimignano and Lucca.

If you have a day before or after your sailing boat charter, head a little further inland to Bologna with its beautiful old town that is nice to behold from the top of the church tower. It has the oldest academic institution in the wold, dating back to 1088 AD.

Explore Cinque Terre, five stunning villages perched on the steep hills by the seaside surrounded by wonderful nature. Manarola for example is a very pretty, colourful town.

In-between charter trips, check out Pompeii near Naples. It was destroyed by the Vesuvius in 79 AD and now constitutes a `city frozen in time`.

Visit the town of Amalfi and its cathedral, old dockyards and paper mill, amongst others.

Drop anchor in Capri and visit the Blue Grotto – the big cave is filled with spectacular blue light from below.

Go up to the Castello d`Ischia, an Aragonese castle built in 1438 and originally dating back to 475 BC.

While cruising with the charter yacht around the Aeolian Islands or eastern Sicily, admire the active volcanoes of Stromboli and Mount Etna.

Finally, take a break from sailing to enjoy the breathtaking landscape in one of Sardinia`s natural parks like the Parco Nazionale del Golfo di Orosei e del Gennargentu.

[ad_2]

Source by Felix Wolf

Posted by narrapresley

CHARTER A JET, charter jet, EMPTY LEGS, how to fly by jet, jet broker, jet travel, luxury jet, luxury private jet, PRIVATE JET, private jet broker, private jet for sale, private jet holidays, private jet London, private jet Miami, superjet, travel by jets

Comments Off

The Latest Long Island MacArthur Airport Developments

25 August

The Latest Long Island MacArthur Airport Developments

[ad_1]

1. Declining Figures:

Long Island MacArthur Airport, owned by the Town of Islip, has, since its inception, been caught in a vicious cycle. Airlines have long been reluctant to provide service because of a lack of passengers, while passengers have been reluctant to use the airport because airlines failed to provide the service they sought. During the last half decade, this phenomenon has virtually choked it into nonexistence.

Although 1.8 million passengers in its eastern Nassau and Suffolk County catchment area make an average of 3.7 annual trips, these favorable facts end here, since only 25 percent of them use MacArthur for their travel. Increasing to 50 percent if only nonstop service is considered, this statistic emphasizes the benefit to carriers if they would provide it.

Indeed, during the five-year period from 2007 to 2012, the number of annual departures declined from 14,784 to 7,930, the steepest reduction of all US mid-sized airfields, virtually reducing the Long Island facility to its 1999 status, the year Southwest Airlines sparked the latest growth cycle.

Aside from being victim to the recession and escalating fuel costs like these other terminals, it has been historically forced to operate in the shadow of the three major New York airports, thus drawing upon much of the same market base, yet it relies almost exclusively on a single carrier, Southwest, for its service. The increasing trend toward airline consolidation furthermore results in fewer potential air service providers, almost all of which have operated from the airport some time in the past, while current fuel prices have rendered their code share regional jet operations unprofitable, prompting the withdrawal of the carriers that had once provided vital hub feed, such as Atlantic Southeast (ASA) to Atlanta, Comair to Cincinnati, and Continental Express to Cleveland.

Electing to deviate from the philosophy of operating from underserved, overpriced, secondary airports upon which it had been founded, and responding to passenger demand for major market presence, Southwest has progressively rebalanced aircraft assets from smaller to larger cities to maximize revenues, but has dismantled much of the Islip market it itself created cultivated in the process.

Countering this assessment, Southwest indicated that this strategy reflected systemwide industry changes and not those restricted to MacArthur.

The Long Island market involves factors beyond systemwide industry trends, however. Spurred by the additional slots it obtained at La Guardia Airport after its AirTran acquisition, Southwest itself increased frequencies and destinations from the higher-yield and -load factor airport.

Having operated a peak of 34 daily departures from Long Island, it gradually reduced its presence, discontinuing service to two of its focus cities-namely, Nashville and Las Vegas–thus removing the flight connections they represented.

By the time its Chicago-Midway service had been discontinued and shifted to La Guardiia in June of 2012, its number of flights had been almost halved, to 18.

While it had been credited with resurrecting the airport, it had, in many ways, now become the obstacle to its growth. Because of its dominance and low fare structure, it served as a deterrent to other airlines contemplating service there, particularly on routes, such as those to Florida, on which it holds a monopoly. Yet, like walking a tightrope, Town of Islip officials have consistently made considerable efforts to maintain a close relationship with the airline, since the airport’s future hinges upon it.

However, that future depends upon more than flight and passenger figures. It also depends upon financial ones-and these have been anything but optimistic. During the three-year period from 2010 to 2012, for example, the airport has lost almost $4.2 million, forcing it to use funds collected from its $11 million sale of a land parcel to the Long Island Rail Road in 2009 to compensate for the deficit, as well as attract businesses to lease in-terminal storefronts; impose, for the first time, a general aviation landing fee; and reduce staff counts and overtime hours.

But what is needed are far more reaching strategies to turn the tide. Based upon prevailing conditions, are there any?

2. Infrastructure Improvements and Proposals:

As the economic engine of the region, Long Island MacArthur Airport can only be kept running if the Town of Islip seeks innovative ways to attract the airline service that fuels it and it has therefore implemented a series of infrastructure improvements to do so.

On the landside, a $10.6 million terminal roadway realignment, whose construction commenced in September of 2011, was undertaken to redirect and streamline vehicular traffic, and included the introduction of a building-fronted island and 750-foot canopy, to facilitate passenger drop-offs and pickups from both private and public transportation. The project also included lighting, drainage, and a vehicle security checkpoint.

Funded by passenger user fees collected through ticket sales, it was completed two years later, on January 10, and $300,000 under budget.

Another landside project occurred on the airport’s west side, along Smithtown Avenue. Entailing the demolition of 52,000 square feet of antiquated and unsightly wood, steel, and concrete block structures, it was intended to attract businesses and operators deterred by the existing blight.

Of its three fixed base operators, Sheltair agreed to invest $20 million over a seven-year period in exchange for a 40-year lease on 25 of its 36 acres, paving the way for construction of 29,000 square feet of office and 161,000 square feet of hangar space.

ExcelAire also signed a 40-year lease, similarly committing $4.5 million to upgrade its facilities. Recently acquired by Charleston, South Carolina-based Hawthorne Global Aviation, the corporate jet service company demolished an adjacent building and planned to add 32,000 square feet of office and hangar space in order to be able to accommodate the new generation of ultra-large business jets, such as the Bombardier Global Express, the Gulfstream 650, and the Falcon 7X.

Within the airport, Mid-Island Air Service followed suit with its own lease and refurbishment agreement.

Mirroring the landside roadway realignment was an airside taxiway reconfiguration. A $4.5 million grant awarded to the airport, of which 95 percent came from the FAA and the other five percent from the state’s and the town’s Department of Transportation, facilitated the streamlining of aircraft taxiing toward Runway 33L, reducing turns, times, and fuel consumption. The project entailed the extension of Taxiway B, the realignment of Taxiway E, and the installation of airfield signs, lights, and pavement markings.

Bids were awarded to Rosemar Contracting of Patchogue (taxiway construction), JKL Engineering of Maryland (taxiway design), and Savik and Murray of Ronkonkoma (runway obstruction removal and equipment supply).

Other projects, the result of the airport’s short-, medium-, and long-term master plans, included a light rail people-mover to connect the terminal with the Long Island Rail Road station and the extension, to 7,000 feet, of a second runway in order to increase the safety of existing operations and to attract new, longer-range ones.

Even transforming the airport into an international gateway was proposed. Initiating a public campaign toward this end, Senator Charles Schumer, long-time MacArthur advocate, held a press conference on June 10, 2013 to urge US Customs and Border Patrol to establish a single-gate facility so that carriers could begin flights to the Bahamas and Aruba, often-demanded sun-and-sand travel destinations.

The campaign, spurred by letters of interest sent by Interjet, a low-fare Mexican carrier, and FlyA, a similarly priced, but only proposed, long-range European operator, could greatly expand the airport’s realm of operation.

Although a Department of Homeland Security bureau regularly reviewed the need for such requests, its own resources were already stretched thin and it was unlikely that it would commit to potential, not actually-needed, facilities, the adequately-equipped New York airports themselves immediately able to accommodate such flights without infrastructure changes.

These ambitious proposals created their own Catch-22 situation, much like the airport’s vicious airline-passenger cycle. While they may have succeeded in attracting new carriers and routes, it was virtually impossible to justify their costs when declining traffic barely required the existing ones.

3. Airlines:

Although these infrastructure upgrades and promising proposals may have improved current carriers’ operational experiences, it was, in the end, the Town of Islip’s ability to attract the airlines that would pump the lifeblood into the Long Island regional airport. It therefore made several significant efforts to do so.

A. Existing Airlines:
Having repositioned its aircraft to La Guardia Airport, Southwest, whose latest presence was only a shadow of its peak one, was unlikely to increase frequencies or inaugurate service to new destinations under prevailing economic conditions.

Nevertheless, it emphasized its continued dedication to the regional airfield. Although a provision in its 25-year contract could theoretically have enabled it to discontinue all service after a decade, it had had no plans to do so.

Despite the considerable retrenchment to the contrary, the 68-percent load factors it had experienced two years ago had been intermittently increased to a present 92 as a result of its service reduction strategy. And, despite the fact that its simultaneous La Guardia and MacArthur presences seemed to dilute the same market, their respective business and leisure orientations dispelled this perception.

Nevertheless, the Town of Islip was successful in negotiating new service-with another existing carrier, US Airways.

As MacArthur’s original tenant-and hence its longest serving one-then-Allegheny, which was subsequently rebranded USAir-re-established nonstop service to Washington Reagan National after the 2001 terrorist attack-imposed flight restrictions forced the cancellation of its original one. The route itself, its second after that to Philadelphia, was facilitated by a slot swap with Delta at La Guardia.

Commemorating the first of two daily, 50-passenger CRJ-200 regional jets operated by Air Wisconsin on March 25, 2012, airport fire trucks christened it with a water curtain after its 12:50 p.m. landing.

According to Newsday, Islip Town Supervisor Tom Croci said, ‘”I look forward to working with our senators and congressmen to ensure the jewel of our town, Long Island MacArthur Airport, gets the resources and attention it requires to live up to its full potential.'”

Providing the vital, downtown link to the nation’s capital, and eliminating the need for the hour train ride from Southwest’s comparable Baltimore service, the aircraft redeparted at 1:28 p.m.

Senator Charles Schumer commented that the new connection only confirmed that Long Island was an untapped market. Although US Airways only carried between six and seven percent of its traffic, it was considered disproportionately important because of the business- and hub-oriented nature of its routes.

B. New Airlines:
Enticing existing carriers to inaugurate service constituted only one side of the town’s strategy coin. Attracting new ones was the other, and, toward this end, the Long Island Association, the largest business and civic organization, expressed interest in potential service by sending a letter to three carriers: the aforementioned US Airways, as well as to JetBlue and Air Canada.

Although the Southwest effect of stimulating demand and expansions at airports it served initially left its imprint on MacArthur for most of the past decade, its retrenchment reversed this trend, and JetBlue, a similar, originally single-aircraft type, low-fare, minimal frills carrier was envisioned as having the same positive influence.

Having already blanketed the New York area with presences at the three major New York airports and its two secondary ones, White Plains’ Westchester County and Newburgh’s Stewart International airports, Islip was one of three new destinations it had recently contemplated serving.

Schumer, instrumental in its original, late-1990s New York service by providing it with 75 slots in exchange for realistically-priced upstate routes, considered the Long Island airfield “the missing piece of the jigsaw” for JetBlue. He, along with previous Islip Town Supervisor, Phil Nolan, emphasized their support in working with the carrier and both state and local authorities to consummate a deal.

Escorted by Schumer himself, JetBlue CEO, Dave Barger, was given a three-hour tour of the airport, an integral part of the carrier’s evaluation process. Walking past some 30 departing passengers, Schumer introduced him and advised them that he was trying to persuade him to inaugurate service, prompting spontaneous applause.

Because of the combined, 2.9 million residents of Nassau and Suffolk counties, Barger considered the region “a decent-sized city,” and because the Caribbean constituted the airline’s targeted growth area, he found the airport’s Caribbean and Latin demographics favorable.

While JetBlue mirrored its Southwest competitor in many ways, those ways, at least relative to the Long Island facility, became the spitting image. Winning an auction for eight slots at La Guardia Airport, it committed aircraft capacity to its New York counterpart instead.

Despite the seemingly disappointing outcome, Barger emphasized that, given the optimum conditions, that service to Islip was not a matter of “if, but when.”

Another airline the town approached, which itself had already expressed interest in Islip service, was Air Canada.

Market studies had indicated that 58 percent of the passengers in the airport’s catchment area had reason to fly to Canada, while more than 30 industrial parks occupying 4,200 acres within the Town of Islip’s control further strengthened the need for such a route. In 2011, New York State’s two-way trade with the country amounted to $34.8 billion.

A Toronto link, specifically, was considered a win-win strategy. As the airline’s 60th transborder connection, it would afford it with an uncongested airport and airspace operation, minimizing fuel costs and delays, while passengers would have access to its principle hub, facilitating Canadian, European, and Asian flight connections. Since pre-clearance immigration and customs facilities were already existent in Canada, no changes were necessary at MacArthur.

But, once again, La Guardia’s dominance only reduced it to a footnote. Because WestJet, its strongest competitor, had just been awarded eight slots at the New York airport, it was more prudent to concentrate its assets there in an attempt to retain its market share than shift them to Long Island.

Alaska-based PenAir, the penultimate carrier with which the town explored new service, bore more fruit.

Achieved with the FAA’s Air Carrier Incentive Plan, which entailed reduced fees for either new entrants or existing ones establishing new routes, the agreement saved it $120,000 in office, rent, operational, and landing costs-or a two-year equivalent-provided it continued the service for two years after that.

Replacing the mulitple-daily Business Express and subsequent American Eagle Saab 340 service to Boston-Logan, but discontinued in 2008, PenAir inaugurated two daily round-trips with the same turboprop equipment on July 25, 2013 in a move it considered a logical extension of its growing northeast route system, which encompassed Bar Harbor, Plattsburgh, and Presque Isle.

Flights departed at 8:40 a.m. and 7:10 p.m. with originations in Boston at 7:00 a.m. and 5:30 p.m. One-way introductory fares were set at $119.

The final carrier contacted, Allegiant Air, equally brought its wings to Long Island.

“Las Vegas-based Allegiant Travel Company,” according to its press release, “is focused on linking travelers in small cities to world-class leisure destinations. The company operates a low-fare, high-efficiency, all-jet passenger airline through its subsidiary, Allegiant Air, while also offering other travel-related products, such as hotel rooms, rental cars, and attraction tickets.”

After market studies indicated the need for air service to Florida’s west coast, the Town of Islip wooed the carrier, which itself found the demographics favorable, announcing its intention on August 20, 2013. It would be its 99th US city that served one of 14 vacation destinations.

“We are pleased to add the beaches of southwest Florida as an affordable, convenient destination option for Long Island residents,” according to the press release. “We are confident the community will appreciate the convenience of flying nonstop to Punta Gorda.”

Offering $69 one-way and $99 round-trip introductory fares, Allegiant inaugurated Punta Gorda/Ft. Myers service four months later, on December 20, with a 166-passenger MD-80 operating as Flight 999 and departing at 7:20 p.m., a date considered the threshold to the traditional holiday and winter Florida season.

Based upon response, additional seasonal and year-round service to Myrtle Beach, St. Petersburg, Orlando, Ft. Lauderdale, and Las Vegas would be considered.

4. Current Service:

Before Long Island MacArthur Airport can make an economic impact on the region, it needs sufficient air service to do so. Yet, with 23 departures offered by January of 2014, two of which were not even daily, that goal has hardly been realized.

Southwest, still the dominant airline, offered five flights to Baltimore, three to Orlando, two to Ft. Lauderdale, two to West Palm Beach, and one to Tampa-or a total of 13-operated by 737-700 aircraft. This was only one more than it had offered in 1999, when it had sparked the airport’s latest growth period, having returned it to its origins.

US Airways, a stronghold since the Allegheny service days, offered four daily de Havilland DHC-8 turboprop flights through its Piedmont regional carrier to Philadelphia and two to Washington with Bombardier CRJ-200 regional jet equipment with Air Wisconsin.

PenAir linked Boston with two Saab 340 departures and Allegiant Air connected the Long Island field with two weekly MD-80 services to Ft. Myers/Punta Gorda.

Restoration of its important business connections to Boston and Washington, each with two flights accommodating 50 or fewer passengers, enabled travelers to avoid La Guardia-associated congestion and commute times, and constituted a step in the right direction. But it was only a baby one. If Long Island MacArthur is to once again mature into a regional provider, reaping its own economic sustainability through landing, operational, office, concession, and parking fees, it needs a much greater injection of air service.

[ad_2]

Source by Robert Waldvogel

Posted by narrapresley

CHARTER A JET, charter jet, cost for private jet, EMPTY LEGS, how to fly by jet, jet broker, jet travel, luxury jet, luxury private jet, PRIVATE JET, private jet for sale, private jet holidays, private jet London, superjet, travel by jets

Comments Off

CARGOHOLIDAYS, RESULTAT DE RECHERCHE MARQUEURS

Tag Archives: luxury jet

The Citation CJ3

Reflections of Travel to Africa

The Regional Jet Airlines of Long Island MacArthur Airport

Components to Scrutinize When Engaging Global Aviation Asset Management Companies

Charter To NYC’s Biggest Event

Charter To Sundance

The Learjet 60

Heavy Work Activities for Proprioceptive Input in the Classroom – For Kids With Sensory Issues

Yacht Charter in Italy – Enjoy World-Famous Lifestyle on Your Boat Rental

The Latest Long Island MacArthur Airport Developments

AMENITIES

PRICE

GUESTS

Footer

CARGOHOLIDAYS, RESULTAT DE RECHERCHE MARQUEURS

Tag Archives: luxury jet

AMENITIES

PRICE

GUESTS

Merci de nous contacter pour cette Moto, nous vous répondrons dans les plus brefs delais.

Merci de nous contacter pour votre devis Moto, nous vous répondrons dans les plus brefs delais.