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A brief guide to the basic services offered by fixed base operators

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Like any other industry, the aviation services sector operates a number of specific functions. In North America and some parts of Europe, the concept of fixed operator services (FBO) consists of certain components. So what is the TSF? What services do they offer? In this post, we will discuss these attributes and more.

What are fixed operator services (FBO)?

To understand the services provided by the FBA, it is important to understand the process of entering the airport and the use of general aviation. The FBA provides a welcoming private aviation terminal for those passengers who fly in general aviation. Unlike commercial counterparts, there are no safety lines and lengthy inspection procedures. Instead, FBO staff assists the flight crews of a general aviation aircraft to prepare the aircraft for departure. This may consist of handling (moving) the aircraft from the hangar or parking from the ramp to the departure terminal, as well as refueling the aircraft and providing the aircraft with a variety of materials and other specific passenger requests (e.g. food, other cabin accessories, etc. As passengers known to the crew and flight, and passengers to well-known FAU staff, the boarding process is very fast and efficient.FBO staff assists flight crews to promptly assist passengers on board the aircraft by assisting.

What additional services do the FBA provide?

Pretty much everything pilots and passengers need. They are responsible for the means through which general aviation flights are carried out. These include hangars at most airports and general aviation passenger terminals and other facilities. As part of the identification of general aviation facilities, the FBA ensures that the crew can perform flight planning, check the weather and do all the necessary training of the aircraft and passengers. The FBA also provides areas for crew flight and rest when they are not actively preparing for the flight. Depending on the airport and local regulations, passengers themselves can use the facilities to travel before the flight, or they can be taken out or taken directly to the plane by FBA staff.

What other services does the FBA provide?

The short answer is everything that passengers and flight crews need for a successful trip. Often this involves arranging or providing ground transportation for passengers and crew members, be it with the help of a skiing service, car rental or taxi. It can also entail helping passengers with other concierge arrangements such as hotel reservations, restaurant searches, etc.

If you want to learn more about the services of a permanent operator (FBO) and FBO management, you can search the internet to find service providers and management companies. You need to treat your experience and service offerings carefully and ensure that they have the capacity and potential to meet your needs.

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FAA Ramp Check Survival

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I have been checked twice.

Both times occurred when I was securing the plane after the flight.

I was going to go about my business and do my best when a person I had never seen before came up to me and started talking about the weather and asking me a bunch of questions.

Checking in with the FAA on the check isn’t really a big deal – as long as you’re okay.

The first time it took me a minute to figure out what was going on. The second time I knew what was going on and was ready for it.

During the track inspection, the FAA inspector is going to check a number of things. In most cases, this is common sense, and these are things you should already know about flight training; that is, much of it should be a review for you.

And if that’s not the case, go find your old CFI and inflate it.

So what do you do and what to expect during the process?

  • Know who you are talking to. Ask the person’s name. Find out what he’s doing there. Anyone can become them. And since it’s a post on Sept. 11, everyone needs to know who walks the airline.
  • If the person is an FAA inspector, you need to find out as soon as possible. If they are, ask to see their FAA ID card.

Personal documents

When you arrive on a plane for a flight, you, according to FAR 61.3, need to have three personal documents with you.

  1. Your pilot certificate
  2. Your current medical certificate <--- must be an original certificate issued by an Airman medical expert and be valid
  3. Your driver’s license or other government license issued by the state <- must bear your photograph.

These are the first things the inspector will want to see, so you better make sure you get them.

Magazine

Although FARs do not require you to keep a log (unless you are a pilot), the inspector may ask you to look at it.

I always tell pilots not to take their magazine with them when in flight for two reasons:

  • If you have an accident and destroy it, you will not have documentation to confirm your currency and flight time. So to fix this problem, I suggest you keep a photocopy of your journal elsewhere.
  • If the inspector asks you to check your log, you will have to show them the entire log. Instead of the inspector reviewing more than necessary, I would like to be able AFTER checking the ramp to simply give them photocopies of the pages they would like to view.

Mandatory documents for the plane

The inspector will want to check the documents on the plane during the check on the runway. Part 91 of the FAR requires the presence of certain documents on board.

Remember Arrow?

A – Certificate of suitability (N-number must match the OS)

R – certificate of registration (number N must correspond to the change)

R – radio license (only if you fly outside the US)

O – Operator Restrictions (POH)

W – data on weight and balance (usually in the POH)

Remember this: an inspector cannot inspect the cabin of your aircraft without your consent. Therefore, instead of giving consent, I recommend that you personally remove the required documents from the aircraft and return them to the inspector.

Graphs

Pilots must read all available information for each flight under Part 91 of the FAR. This way, the inspector can also ask to see the airline tickets that were used on your flight. Make sure the charts that are on the plane or in your flight are relevant and relevant to your flight.

This may seem “non-brainy,” but you’ll be surprised how many pilots are flying around with sectional diagrams that are several years old, or dashboards that are more than 56 days old.

Interaction with the inspector

Do not give any information during the ramp check. Be respectful, but do not give the Inspector more information than required.

Do not try to argue with the inspector. You won’t win the argument anyway. Instead, you just exhaust them and it will usually give you more problems. So don’t do that.

Play nice and show some respect.

Don’t worry!

Although you will most likely never find yourself on a check through the ramps, but it’s important to remember that if you succeed, it can be saved.

– Sean Hardin CFI / CFII

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

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

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

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

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Green web hosting – a must know in the online community

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Over the last two hundred and fifty years, since industrialization, the delicate balance in the Earth’s systems and atmosphere has been disturbed by pollution. One form of pollution is the release of greenhouse gases into a basket associated with the consumption of fossil fuels such as coal, oil and gas. Unfortunately, in the twenty-first century, these forms of energy underlie most societies.

Modern life with all its conveniences, such as cheap air travel, centralized electricity, endless gadgets, cheap inefficient housing, machinery and mass production, in its modern form, is high-carbon and unsustainable. With the transition to the new century, the reality of climate change is becoming increasingly clear.

The United Nations Conference in Kyoto has prepared what we know as the Kyoto Protocol, an international environmental treaty aimed at achieving “stabilization of greenhouse gas concentrations” in the atmosphere at a level that would reduce the effects of climate change.

Surprisingly, according to a new study by McKinsey & Company (mckinsey.com), data centers around the world produce higher gas emissions than the countries of Argentina and the Netherlands, and are projected to surpass the airline as a carbon emitter by 2020. released at the Green Enterprise Computing Symposium in Orlando, Florida. To achieve the Green Data Center, it offers 10 “game-changing improvements” designed to double the efficiency of the data center, ranging from solutions such as the use of virtualization software, to integrated refrigeration unit management.

As part of the online community, we play an important role to influence whether or not the decision will follow the hosting industry. Now is the time to take responsibility for our land and choose “Green Hosting”.

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History of McArthur Airport on Long Island

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Introduction

McArthur Long Island Airport, located on 1,310 acres in Suffolk County, is the only retail facility in the region that has struggled with identity and purpose for most of its existence.

Its second – and oval – 50,000-square-foot passenger terminal, which opened in 1966 and housed two opposite gates that ran through ramps, radiated a small hometown atmosphere – so much so that, in fact, the scenes from The film “Town” was shot in it.

Its subsequent expansion, which increased the area of ​​passenger terminals by one thousand percent and about two million passengers annually, was sporadic and cyclical, characterizing the creation of a new airline that always caused a sequence of passenger engagement, new round-the-clock route performance and additional carriers before lowering , initiated a reverse trend. During the peak intervals, the registration, shutter and ramps were very perfect, and during the drinking bowl on the end floor one could hear the drop of the stud.

His Catch-22 fight has always drawn a round argument from carriers who are unwilling to provide services at the airport due to a shortage of passengers and passengers who are reluctant to use the airport due to lack of service.

It is, in fact, the force that has shaped the history of seven decades. And that’s essentially the story of McArthur Airport on Long Island.

1. Sources

The Civil Aviation Act of 1938 under section 303 allowed federal fund expenditures on landing sites provided that the administrator could confirm that “such landing sites are reasonably necessary for use in air commerce or in the interests of national defense.”

As a result of World War II, Congress allocated $ 40 million to develop a landing for national defense or “DLAND,” of which the Civil Landing Expansion (DCLA) was an extension. Because civil aviation was originally perceived as an “appendage” of military aviation, it was considered a “segment” of the national defense system, thus receiving direct support from the federal government’s civilian airport. Local authorities provided land and further maintained and operated airports. Construction of 200 such airfields began in 1941.

One was the Long Island Regional Airport, located in Islip. On September 16 of that year, the city of Islip – the designated owner and operator of the originally named Islip Airport – signed the draft under an official resolution designated Public Law 78-216 providing land, and the federal government agreed to plan and build a real airport. An annual $ 1.5 million construction project, begun in 1942, resulted in an airfield with three 5,000-foot runways and three runways. Although it fulfilled its original military purpose, it was always intended for public use.

Despite increased preparations for instrument flights after the installation of landing system (ILS) equipment in 1947, the regional facility did not live up to projected expectations of becoming New York’s main airport following the recent construction of Idlewild. Having lost Lockheed as a major tenant in 1950, since the renamed MacArthur Airport in honor of General Douglas MacArthur, he will begin a long journey of development before that happens.

2. Initial service

The 5,000-square-foot passenger terminal and restaurant, funded by the federal government, was built in 1949. The infrastructurally equipped airport, surrounded by the growth of local communities, applied for the first public air service, petitioning for a civil aviation council. Islip tried to attract scheduled airlines back in 1956, and it eventually took the form of Gateway Airlines three years later when it began operations, at the level of an air taxi, with a fleet of 11 passengers de Havilleland Dove and 15 passengers Havaland Chaps in Boston , Newark and Washington. However, insufficient funding led to its early termination only eight months later.

At that time, the airport, which had only 20 aircraft at the base, carried out about 30,000 movements annually. After that, in 1960, Allegheny Airlines received full control of the passenger traffic route in the CAB and in September opened four daily round trips Convair- and Martinliner to Boston, Philadelphia and Washington, in 1961 – the first year of operation. .

Two years later, the FAA opened the New York Air Traffic Control Center and a seven-story control tower, and in 1966, a $ 1.3 million 50,000-square-foot oval terminal replaced the original rectangular facility.

Mohawk, which received a second CAB route this year, opened the Fairchild FH-227 service in Albany, and the two airlines that planned the airline carried about 110,000 passengers from the renaming of Islip MacArthur Airport until 1969. The aircraft on 210 aircraft recorded 240,000 movements annually.

Runways and freeways have gradually expanded, in part in response to the appointment of Eastern and Pan Am airports as “alternatives” in their flight plans.

3. The first major carrier service

Long is envisioned as an airport unloading at JFK and La Guardia, which would provide a limited but important round-the-clock service to key U.S. cities and centers such as Boston, Philadelphia, Washington, Atlanta, Pittsburgh, Chicago and Florida’s main destinations Florida, Longpo Voropo needed an additional, larger airline, but that goal remained unattainable.

The cycle, however, was broken on April 26, 1971, when American Airlines opened the 727-100 Astrojet service to Chicago-O’Hare, the carrier’s first clean jet and first operation, which allowed the same day round-the-clock business trips and exclusion of otherwise necessary La Guardia business trips. Because of the prestige of America’s major airlines, it also attracted the attention of passengers, indicating that Islip had achieved “major airport” status, and the Chicago route, which is now the longest from the airfield, provided a vital lifeline, the Midwest City and an American system that offers numerous flights.

The route was quickly completed in the summer since the opening of the Allegheny DC-9-30 service in Providence and Washington, and Altair launched the Buech B99 and Nord N.262 turbine flights to Bridgeport and Philadelphia two years later.

The American Allegheny (who periodically merged with Mohawk in 1972) and Altair provided established air service on Long Island in the 1970s.

To reflect its regional location, the facility was renamed for the fourth time, taking in 1978 the title of McArthur Airport on Long Island.

For most of the 1970s, it handled an average of 225,000 passengers annually. Olegheni, the chief operator, offered nine daily BAC-111 and DC-9-30 aircraft during 1978.

Until March 1982, USAir, rebranded Allegheny Airlines, was the only remaining aircraft with clean jets with daily maintenance of the DC-9-30 in Albany and BAC-111-200 service in Washington-National – perhaps emphasizing its profitability. operate at small aircraft airfields with the correct size of dual jet equipment.

The early 1980s were characterized by a predominance of regional carriers operated by Pilgrim, New Haven Airlines, Altair, Air North, Mall Airways and Ransome. The latter, which first flew within the Allegheny Commuter consortium and then operated independently under its own name in connection with Delta Air Lines, offering about 17 daily M-298 and DHC-7 flights to seven regional cities.

Aside from Ransom, it often seemed as if the closed locks of the airport’s regional airport were open: suburban / Allegian suburbs, southern Jersey / Allegian suburbs, Empire and the Henson-Piedmont regional airline landed on the runways. Precision, which operated daily Dornier Do-228-200 services in both Boston and Philadelphia, operated independently as Precision-Eastern Express and as Precision-Northwest Airlink, and was the only airline to simultaneously offer scheduled services from neighboring Republic Airports. in Farmingdale, primarily a general-purpose aviation field.

4. Northeast International Airlines

Marketing research has long indicated the need for uninterrupted service to Long Island Florida because of its concentration of tourist attractions and to facilitate visits to children on Long Island and retired parents who have moved to Florida. Deregulation, the very power to create many airlines that differ in the concept of service and fares and the relative ease of entering a new market, spawned Northeastern International, which was created to provide high density, low fare, limited service and committed idealized roundabout. , when on February 11, 1982, an operation was opened with the former Evergreen International DC-8-50, initially offering four weekly trips there to Fort Lauderdale and one to Orlando. After the second aircraft was purchased, it was able to accommodate 150,000 passengers during the first year of service, and 32,075 were landed in December alone.

Although the company was headquartered in Fort Lauderdale, its operating base was set up on Long Island MacArthur, and it eventually served Fort Lauderdale, Hartford, Miami, Orlando and St. Petersburg with two DC-8s and two former Pan Am 727 -100 with seven daily departures. Including both the charter strategy of high-density carriers, single-class low-fare services, and the airline’s core strategy of high-capacity aircraft, it actually served a very competitive route – from New York to Florida, without trying to work. from Islip.

Until 1984, when Northeast served as a catalyst for carrier inaugurations and routes, eleven airlines served the airport, including Allegheny Computer, America, Eastern, Empire, Hanson, New Air, Northeast, Pilgrim, USA, Pilgrim, and P , freeing JFK and La Guardia of air traffic, which directly serve the Long Island market, and perform the originally intended role of an airport to become a secondary trading facility in New York City. Simultaneously providing round-the-clock service to Chicago-O’Hara with “Islip”, “America” ​​and “United” fought for the same passenger base.

By 1986, for the first time in its 36-year history, McArthur on Long Island was planning to carry one million passengers in one year, the level of which was equal to or exceeded.

To meet the demand for explosives and alleviate its now overcrowded passenger spaces, the city of Islip has embarked on a progressive terminal upgrade program that initially included the addition of two suburban aircraft gates, a former curb fence and a former door manager. wings closed with glass, to the west for a covered luggage carousel and to the east – for three moved rental tables and the Austin travel agency. The inner carriageway was rebuilt and additional parking spaces were created.

A more grandiose terminal expansion program, which took place in 1990 and cost $ 3.2 million, resulted in two curtains located on the Jabridge bridges that stretched from the back of the oval terminal, giving 22,700 square feet of space. The 6-24,000-foot runway, up to 7,000 feet, was eventually completed three years after a decade of predominantly local resistance by residents due to an alleged increase in noise.

By the end of 1990, the transformation of McArthur Airport on Long Island from a small home airfield served by a pair of operators to a large facility serving most major carriers was completed.

Several conclusions can be drawn from the 30-year history of the airport.

1. Allegheny-USAir, along with its regional subsidiaries Allegheny Commuter and USAir Express, gave the initial spark that led to the current explosion of growth and became the only consistent anchor carrier for the three decades planned by service history between 1960 and 1990. During this time, it absorbed other Islip operators, including the original Mohawk and Piedmont, the latter of which periodically absorbed the Empire and Hanson, and shed others, such as Ransome Airlines, which, as an independent carrier, almost created a regional, turbo-winding hub in MacArthur .

2. The three decades of evolution were equivalent: (1). Allegheny-USAir, which reserved the distinction of the first largest MacArthur on Long Island and, for a time, the sole aircraft operator; American, who changed his image by associating it with the great authority of the trucker; and the Northeast, whose bold innovative service inauguration and low project cost were directly responsible for the recent, uninterrupted growth cycle.

3. Many airlines, unaware of the facility’s traffic potential, have never left the airfield permanently, including American and Eastern, which have suspended operations but subsequently returned; Northeast, which returned after two bankruptcies; United, which ceased its service but maintained a presence through two separate regional airlines – the Presidential-United Express and the Atlantic Coast-United Express – continuing to link its Washington-Dulles hub; Continental, who returned through his own commuter agreement; and Pilgrim, which, despite the termination of the service, maintained a stand-alone registration counter where it handled other carriers until it itself resumed the service.

4. Of the approximately 30 airlines that served McArthur on Long Island, many indirectly maintained a presence either through name changes, takeovers by other operators, or through two-letter code-sharing agreements with the regional airline.

5. Northeast forged air service between Long Island and Florida, despite its own final bankruptcy, has never been lost, and other carriers have always filled the void, including Airlines East, Carnival, and Braniff. Delta Express and Spirit Airlines.

Because of market fragility, the Long Island Regional Airport was much more vulnerable to economic cycles than New York’s primary airports, which dropped conditions that often led to carriers leaving in search of more profitable routes. For example, in 1994, three airlines stopped operating and one ceased operations.

The program to expand the 32-year-old, repeatedly renovated oval terminal to $ 13.2 million, funded by passenger facility revenues (PFCs), began in the spring of 1998 and was completed in August of the following year. Increase in area by 62,000 square feet. The enlarged, tuned structure included two wings – a west with four luggage carousels, three car rental counters and several airline luggage service offices, and an eastern one with 48 (as opposed to the previous 20) passengers for check-in. The original oval structure housed enlarged newsstands and souvenir shops, as well as a relocated central checkpoint, but retained departure-level eateries, a top-level coffee room and Skyway cocktail hall, as well as a double provided by Jabbridge welfare. The expansion phase of 1990, when the ramp parking lot gradually increased until the last grass turned to concrete. Reconstruction of the entrance road, expansion of the existing short-term parking lot, 1000 additional parking spaces and a quasi-parking system divided into sections of workers, residents, hourly, daily and economic (long-term), have completed the renovation. . The shuttle bus service between the parking lot and the terminal was provided for the first time.

5. Southwest Airlines

Efforts to attract Southwest Airlines began in late 1996, when a fast-growing, highly lucrative, low-cost carrier provided services in the third northeastern city after Manchester and Providence, including Newberg’s Stuart International and Westchester County White Yorks; Hartford and New Haven in Connecticut; and Mercer County in New Jersey, Teterboro and Trenton. All were smaller, secondary airports typical of its route system. He even briefly studied service at the Republic of Farmingdale airport on Long Island and Teterboro in New Jersey, both of which were nonprofit, general aviation fields with a concentration of business jet engines. Three suggested improving the terminal in exchange for the service. Але Мак-Артур на Лонг-Айлендзе быў у канчатковым выніку абраны з-за 1,6 мільёна жыхароў, якія жывуць у радыусе 20 мілі ад аэрапорта, аховы здароўя мясцовага бізнесу, і, па словах галоўнага выканаўчага дырэктара Паўднёва-Заходу Герба Келлехара, “недаацэнены і завышаны кошт паветранага абслугоўвання”, які быў ” саспела для канкурэнцыі “.

Пасля першапачатковага цікавасці да паўднёвага захаду ў 1997 годзе тагачасны кіраўнік горада Ісліп Пітэр МакГоуэн і іншыя службовыя асобы вылецелі ў Далас, дзе Херб Келлехер заявіла пра неабходнасць апісання раней пашырэння тэрміналаў і стаянак, перш чым пачацца аперацыя. Сустрэча скончылася толькі сімвалічным поціскам рукі.

Амаль двухгадовыя намаганні па прыцягненню авіякампаніі завяршыліся абвяшчэннем намечанага на 14 сакавіка 1999 года паўднёва-заходняй кампаніі 12 снежня з 1237 вылетамі 7,3, у тым ліку восем у Балтымор, два ў Чыкага-Мідвей, адзін у Нэшвіл і адзін у Тампа, усе з якіх маглі б забяспечваць паслугі праз або падключэнне да 29 іншых гарадоў, якія абслугоўваюць паўднёвы захад. Хоць, як чакаецца, рэйсы з нізкай платай прыцягуць пасажыраў, якія ў адваротным выпадку могуць прыляцець з аэрапортаў JFK або Ла-Гвардыя, яны, у першую чаргу, былі арыентаваны на рынак Лонг-Айленда і, як пабочны прадукт, павінны былі прыцягнуць большую колькасць аэрапорта. база, дадатковыя перавозчыкі і прыносіць прыблізна 500 000 долараў у год для горада Ісліп. Два адчыненыя паўднёва-заходнія вароты могуць змясціць да 20 штодзённых вылетаў – альбо на восем больш, чым уключаны ўступны графік рэйсаў, перш чым павінны быць атрыманы дадатковыя сродкі. Станцыя Islip з 44 супрацоўнікамі прадстаўляла сваё 53-е месца прызначэння ў 27 штатах.

Паўднёвы захад забяспечыў чацвёртую іскрынку ў авіякампаніі і прыцягненні пасажыраў Лонг-Айленд у аэрапорце Макартур, прасачыўшы наступнае:

1. Першапачатковая паслуга авіякампаніі Gateway Airlines 1959 года і першапачатковая рэгулярная паслуга Allegheny Airlines 1960 года.

2. Першы багажнік-самалёт, самалёт American Airlines 1971 года.

3. Першы бюджэтны, кругласутачны паўночна-ўсходні міжнародны штат Фларыды 1982 года.

4. Першая нізкааплатная, высокачашчынная, асноўная паслуга паўднёвага захаду 1999 года.

Амерыканскі, апошні з першапачатковых, асноўных перавозчыкаў, які вызваліў аэрапорт, пакідаў яго разам з трыма тыпамі авіякампаній, калі набліжалася тысячагоддзе:

1. Турбазаходная авіякампанія, якая абслугоўвае несанкцыянаваныя напрамкі, такія як Олбані, Бостан, Бафала, Хартфард і Ньюбург.

2. Рэгіянальны аператар рэактыўнага самалёта, які корміць свайго партнёра па асноўных перавозчыках на адным з вузлоў, такіх як АСА, якая корміць Delta ў Атланце, Comair, які злучаецца з Дэльтай у Цынцынаці, і Continental Express, якая аб’ядноўвае расклад палётаў з Continental у Кліўлендзе.

3. Перавозчык з нізкім узроўнем праезду, з высокай шчыльнасцю і без празмернасцяў, які працуе ў Фларыдзе, арыентаваны на адпачынак. Па стане на 1 снежня 1999 года тры авіякампаніі, уключаючы Delta Express, Southwest і Spirit, ажыццяўлялі 15 штодзённых вылетаў у пяць кірункаў Фларыды.

Пашырэнне пасажыраў на Лонг-Айлендзе і паляпшэнне пасажырскіх памяшканняў, інаўгурацыя паслуг Паўднёвага Захаду і прыцягненне іншых перавозчыкаў у сукупнасці прывялі да 113% павелічэння пасажырскіх пасадак у 1999 годзе ў параўнанні з папярэднім перыядам. Гэты паказчык, які саромеўся толькі двух мільёнаў марак, быў самым высокім за чатыры дзесяцігоддзі камерцыйнай гісторыі аэрапорта Лонг-Айленд. Паўднёвы захад прынёс 34% ад гэтага агульнага аб’ёму.

За гэты час паслугі прадастаўлялі адзінаццаць авіякампаній: ASA Atlantic Southeast, American, Business Express, Comair, CommutAir / US Airways Express, Continental Express, Delta Express, П’емонт / US Airways Express, American Shuttle, Spirit і паўднёвы захад.

Менш чым праз два тыдні пасля таго, як Паўднёвы Захад забяспечыў трэцюю браму і павялічыў штодзённыя выезды да 22, яна, беспрэцэдэнтным ходам, абвясціла аб намеры самафінансаваць 90 працэнтаў ад $ 42 млн. Пашырэння Усходняй палаты, каб пабудаваць чатыры Да канца 2001 г. дадатковыя спецыяльныя вароты і месцы для паркоўкі, што павялічвае бягучы аб’ём аэрапорта ў 19 да 23.

Пашырэнне курса, прызначанае для таго, каб забяспечыць яго павялічаным нумарам для супрацоўнікаў і пасажыраў, вызваліць існуючыя тры вароты для выкарыстання іншым перавозчыкам, у той час як яго новая ўстаноўка з чатырма варотамі дазволіць павялічыць паслугу да 30 палётаў штодня на аснове будучага попыту пасажыраў , даступнасць самалёта і вылет з горада Ісліп павялічваецца.

Пашырэнне азначае сёмую такую ​​распрацоўку зыходнага тэрмінала:

1. Арыгінальная канструкцыя авальнай канца.

2. Часткова ўсталяваная ўстаноўка багажнага пояса.

3. Пабудова дзвюх прыгарадных варот.

4. Агароджа пярэдняга тэнта, якая прадугледжвала пераезд аўтамабіляў, якія пракацілі аўтамабіль і турыстычнае агенцтва Осцін, і ўстаноўку павялічанага, цалкам закрытага багажнага пояса.

5. Пабудова абсталяванага мостамі моста на ўсходзе і захадзе.

6. Будаўніцтва Крыла прыбыцця на Захад і Крыла адпраўленняў на Усход, пашырэнне крамы сувеніраў і пераезд цэнтральнага пункта пропуску бяспекі.

7. Дадатковае чатыры вароты, якія фінансуюцца на паўднёвым захадзе, павялічваюць колькасць варотаў адпраўлення з 19 да 23.

Ахвяра, як і ўсе аэрапорты, пасля таго, як трафік пасля 11 верасня знізіцца, аэрапорт Лонг-Айленд Макартур страціў восем штодзённых вылетаў, якія выконваліся амерыканскімі арламі, Delta Express і US Airways Express, хоць лічбы пасажыраў аэрапорта ў кастрычніку 2001 года былі толькі на шэсць адсоткаў ніжэй годам раней. Аднак ніводнае напрамак спынення не было разарвана. З штодзённай 737-200 палётамі ў Фларыдзе частата палётаў паступова зніжалася з максімуму ад сямі да ўсяго аднаго – у Форт-Лодэрдейл – яго аперацыі можна падзяліць на тры катэгорыі:

1. Турбазавод рэгіянальны

2. Чыста рэактыўны рэгіянальны

3. Паўднёвы захад

Тым не менш, за чатыры гады, як Паўднёвы Захад адкрыў абслугоўванне, у аэрапорце было прынята 820 790 пасажыраў, або штогод у сярэднім два мільёны. Без паўднёвага захаду, у лепшым выпадку, абышлося б толькі ўдвая меншай колькасці.

30 красавіка 2003 года, у другі раз за пяць гадоў, аэрапорт Лонг-Айленд Макартур разбіў зямлю на новых тэрмінальных аб’ектах. Па праекце архітэктурнай групы Baldassano, архітэктурнай фірмы Лонг-Айленд, якая завяршыла праграму пашырэння і мадэрнізацыі аэрапорта на 13,2 мільёна долараў у 1999 годзе, новая дабаўка на чатыры вароты плошчай 154000 квадратных футаў была пабудавана на паўночнай частцы існуючага ўсходняга рэчышча у якім размяшчаліся аперацыі Паўднёвага Захаду. Са спасылкай на павелічэнне прасторы і патэнцыял росту як прычыну новага аб’екта, Паўднёвы Захад сцвярджаў, што тры існуючыя вароты, якія вылучылі сукупныя 24 штодзённыя выезды, дасягнулі пункту насычэння і што патрэбна дадатковая “дыхальная зала” як для пасажыраў, так і для супрацоўнікаў. асабліва ў час затрымкі рэйсаў. Чысты прыбытак ад дадатковага варота, які будзе спалучацца з большымі салонамі, у канчатковым выніку будзе садзейнічаць васьмі дадатковым рэйсам у новыя ці існуючыя напрамкі ЗША, у залежнасці ад попыту рынку.

Праект, першапачаткова прывязаны да $ 42 млн, але пазней павялічыўся да $ 62 млн, быў прафінансаваны Паўднёвым Захадам, які дамагаўся ад урадавых кампенсацый з горадам Ісліп да 18 мільёнаў долараў за канкрэтныя авіякампаніі аспекты будаўніцтва, такія як асушэнне аэрадрома, якое лічылася ўтылітай агульнага карыстання.

Піцер Дж. МакГоуэн, афіцыйна адкрыты ў канцы лістапада 2004 г., плошчай 114,254 квадратных фута, новым крылом, падлучаным да бардзюра аэрапорта, падлучаным да канца аэрапорта. Існуючая зона рэгістрацыі пасажыраў, выгнутая налева міма назіральнікаў прылёту і адпраўлення рэйсаў да новага, вялікага пункта пропуску бяспекі, адкуль пасажыры падняліся праз два эскалатары да зоны вылетаў верхняга ўзроўню.

Адначасова з адкрыццём было абвешчана, што Паўднёвы Захад зараз прыступіць да II фазы свайго пашырэння, пабудаваўшы другі, дадаткам 20 мільёнаў долараў, які звяжа новы склад са старым, і цалкам заменіць усходнюю частку, якая служыла яму з моманту яе адкрыцця. У 1999 годзе праект уключыў яшчэ чатыры вароты, усяго восем, што дазволіла прапанаваць да 80 штодзённых вылетаў.

6. Новае кіраўніцтва, скарачэнне паслуг і паляпшэнне інфраструктуры

Канец 2000-га дзесяцігоддзя, які характарызуецца новым кіраўніцтвам, зніжэннем абслугоўвання авіякампаній і інвестыцыямі ў інфраструктуру, яшчэ раз паведаміў пра пералом цыкла росту аэрапорта Лонг-Айленд.

Аль-Вернер, камісія па аэрапорце на 53 гады, выйшла на пенсію 16 лістапада 2007 года, перадаўшы факел Тэрэзе Рызута. Прынятая пасля трохмесячнага агульнанацыянальнага пошуку, праведзенага кіраўніком Islip Філам Ноланам, яна прынесла з ёй значны досвед авіякампаніі і была прызначана на гэтую пасаду 5 лютага 2008 года пасля галасавання ў гарадскім савеце Ісліпа, якому цяпер даручана абвясціць абласную ўстанову ў наступнае дзесяцігоддзе, чыя шматгранная парадак дня абавязкова ўключала наступныя мэты:

1. Распрацуйце маркетынгавы план, каб павялічыць прызнанне аэрапорта, тым самым прыцягнуць большую пасажырскую базу.

2. Усталюйце новыя, безупынныя маршруты дзеючых перавозчыкаў і прыцягнуць новых авіякампаній, здольных канкурыраваць з існуючым, страчаным на паўднёвым захадзе, каб забяспечыць неабходную асноўную паслугу гэтай пашыранай пасажырскай базе, але пазбягайце адчужэння мясцовых жыхароў з-за празмернага шуму.

3. Інвестыцыі ў мадэрнізацыю і развіццё інфраструктуры, асабліва ў заходняй частцы авіяцыі агульнай авіяцыі.

4. Павелічэнне даходаў для горада Ісліп, уладальніка аэрапорта і аператара.

Само існаванне Макартура Лонг-Айленда абапіралася на яго здольнасць абслугоўваць патрэбы сваіх кліентаў, а скарачэння і прызначэння, і авіякампаніі на працягу апошняй часткі дзесяцігоддзя ў спалучэнні з мігаценнем, але хутка згаслымі пробліскамі надзеі новага перавозчыка толькі пазбавіліся яго мэты.

Даследчыя перамовы ў 2007 годзе з паўднёва-заходнім мадэляваннем Ірландыі на базе Ryanair, напрыклад, прывялі б як да першай міжнароднай аэрапорта, так і да першай трансатлантычнай службы, якая да гэтага выключалася адсутнасцю мытных і іміграцыйных аб’ектаў, мала магчымасцей падключэння і неадэкватнай узлётна-пасадачнай паласы. даўжыня, на якой цяжкія шырокія караблі самалёта маглі ўзляцець для міжкантынентальных сектараў. Але больш высокая цяга рухавікоў, якія садзейнічалі характарыстыкам кароткіх палёў, выправіла апошнюю праблему, і ачыстка ЗША перад выездам была б выканана ў Ірландыі. Паколькі Паўднёвы Захад і Ryanair падтрымлівалі аднолькавыя бізнес-мадэлі адзіночнага тыпу, 737 флотаў з недаацэненых, завышаных коштаў, другасных аэрапортаў, чые нізкія эксплуатацыйныя выдаткі могуць быць накіраваны на больш нізкія тарыфы, унутрана-міжнародны трафік паміж імі быў магчымы. Нягледзячы на ​​існуючыя паслугі Islip, якія прадастаўляюцца Delta і US Airways Express, паўднёвы захад усё яшчэ перавозіў 92 працэнты пасажыраў. Аднак прапанаваная стратэгія яшчэ не дала канкрэтных вынікаў.

Сапраўды, да канца года колькасць патэнцыяльных рэйсаў на паўднёвым захадзе толькі зменшылася, калі зніжэнне попыту стала неабходнасцю адмены шасці штодзённых вылетаў, у тым ліку двух у Балтымор, тры ў Чыкага і адзін у Лас-Вегас.

Збалансаванае патэнцыяльнае страта паслугі адбылося 1 мая наступнага года, аднак, калі авіякампанія Spirit, пасля васьмігадовага інтэрвалу, аднавіла працу два разы на дзень, кругласутачная паездка ў Ft. Ладэрдейл – $ 7.00 на ўступныя тарыфы, што спрыяе 23 Карыбскім і Лацінска-Амерыканскім сувязям праз паўднёвы цэнтр Фларыды.

А-319, першая рэгулярная рэгулярная аперацыя аэрабуса, паднялася ў 0954 на ўзлётна-пасадачнай палаце 6 падчас яе ўступнага палёту, руляючы праз падвойнае створанае воднае аддзяленне пажарнай машыны, перад тым, як перайсці ў 1030 на палёт 833 з вялікім каэфіцыентам нагрузкі. Другі рэйс вылецеў увечары.

Выезды былі два з больш чым 200 сістэмных рэйсаў Spirit на 43 напрамкі, але слабы мігаценне святла быў забяспечаны амаль гэтак жа хутка, калі праз тры месяцы, 31 ліпеня, рост коштаў на паліва і зніжэнне эканамічных умоў запатрабавалі іх спыненьне, што пакінула толькі абяцаньне вяртаньня, калі паляпшэньне ўмоваў заслужыла іх аднаўленьня.

Далейшае навядзенне шаляў на страту паслугі было рашэннем Delta Air Line спыніць адзіную адзіную штодзённую рэгіянальную рэйсавую службу, якая эксплуатуецца яе калегам па Камайры ў Атланце, развязаўшы падачу да найбуйнейшага ў свеце аэрапорта з пункту гледжання аплаты і да найбуйнейшага злучэння Delta цэнтр і спыненне прысутнасці на Лонг-Айлендзе, усталяваны яшчэ ў 1984 г. Дэльта назвала прычыну спынення, а таксама на іншых рынках, як спробу “аптымізаваць … фінансавыя паказчыкі”.

Другая страта перавозчыка, пакідаючы толькі Southwest і US Airways Express, прывяла да зніжэння пасажыраў на 10,2 працэнта ў 2008 годзе ў параўнанні з папярэднім перыядам.

Чарговая спроба, але ў асноўным няўдалая авіякампанія адбылася ў чэрвені 2009 года са з’яўленнем PublicCharters.com, які меў намер звязаць Ісліп з Гротонам, Канэктыкутам і Нантакет, штат Масачусэтс, летам.

У мэтах ліквідацыі недахопу распазнання асобы аэрапорта Лонг-Айленд Макартур, даследаванне, праведзенае групай, якая сабралася Філам Ноланам, цвёрда прыйшла да высновы, што пошук і прыцягненне новай службы авіякампаніі “павінны быць галоўным напрамкам кіравання”, дагэтуль функцыяй. у асноўным ігнаруюцца. Адсутнасць прызнання аэрапорта ў спалучэнні з блізкасцю JFK і La Guardia да Манхэтэна і іх галавакружным масівам кругласутачных паслуг яшчэ больш заклікала правесці даследаванне.

A $150,000 federal grant, aimed at answering the elusive question of why Long Islanders still chose to use New York airports when Islip itself offered a nonstop flight, attempted to determine local resident travel patterns and then attract carrier-providing service.

A partial remedy had been the implementation of a $300,000 market campaign, in conjunction with the Long Island Railroad and Southwest Airlines, to increase airport awareness by the eastern Nassau and Suffolk County population, featuring the slogan, “We make flying a breeze.”

Significant attention to airport infrastructure improvement and a related masterplan had also been given.

Long-awaited ramp repairs, for instance, had been made. One year after the $12.4 million apron covering gates five through eight had been laid in 2004, cracks, in which engine-digestible debris could potentially collect, appeared, and were traceable to an inadequate, six-inch-thick subbase which failed to rise above the ground level, and was therefore susceptible to frost. Water, seeping into the subbase, was subjected to freezing-thawing cycles which expanded the concrete, loosened its gravel, and propagated the cracks.

In order to replace the decaying, 105-foot control tower constructed in 1962, the FAA awarded J. Kokolakis Constructing, Inc., of Rocky Point, a $16.4 million contract to build a new, 157-foot, cylindrical tower next to it in January of 2008, a project completed in November of the following year, at which time internal equipment, costing another $8.8 million, was installed.

Instrumental in the airport’s modernization had been the redevelopment of its 45-acre west side, which currently houses charter companies, flying schools, and airport maintenance in mostly dilapidated hangars and buildings, but could potentially be replaced with new energy efficient and conservation compliant structures optimally used by educational institutions offering air traffic control curriculums.

During the latter portion of the decade, Long Island MacArthur Airport once again rode the descending side of the revenue curve, but remains a vital air link and economic engine to eastern Nassau and Suffolk Counties.

Between 1996 and 2003, it had experienced an average annual economic impact growth rate of 6.85 percent and between 2001 and 2007 more than 900,000 square feet of commercial space was developed along Veterans Highway, its access roadway, as a result of it. According to Hofstra University’s Center for Suburban Studies, its 2003 economic impact was pegged at $202 million and was projected to increase by 68 percent, or to $340 million, by the end of the decade without any further expansion, indicating that, as a revenue generator, that its potential had hardly begun to be tapped. The service reductions, increases in Homeland Security costs, and eroding economy had all reversed that potential, but its infrastructure improvements, more than 500,000-square-foot passenger terminal, four runways, easy access, uncongested environment, two-mile proximity to the Long Island Railroad’s Ronkonkoma station, and four-mile proximity to the Long Island Expressway places it squarely on the threshold of growth in the next decade, when conditions improve. According to newly appointed Airport Commissioner Teresa Rizzuto, “We’re ready” for new carriers at that time.

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

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Mark your trip – travel around Europe by train, plane, bus or rent a car. It saves you time and money. If you are on a budget, compare prices for trains, planes or buses. Check departure time, arrival time and travel duration.

On the train

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

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

Eurorail or eurail parcels can only be purchased if you are still outside Europe. There are special passes depending on the length of stay, how many times you will travel and how many countries you will see. This is handy, although if you cover multiple cities at once, it’s best to just purchase point-to-point. During these cases, I buy a mine on the spot.

A green way to travel the UK: get around on the Virgin train! They have risen in one direction from 12.50 GBP. And if you book early, they have great deals for first class. First class and environmental saving that’s a great combination.

On the plane

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

The British Midland flies from London to several European cities. My flight from Paris to London with the group was delayed, but the service was replenished. Despite such a delay, I still fly to the British Midlands.

I also tried easyjet from Dortmund to Rome, Ciampino and Jet2 from Leeds to Amsterdam, Schiphol. These are low-cost airlines. If I had booked fast enough, I could have gotten my Lida ticket to Amsterdam for only £ 1 (excluding taxes)!

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

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

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

By car

If you’re the type who loves to drive while on vacation and are considering how to read a stress-free hobby, then go and rent a car! A trip to Europe the wind is what Ian (my husband) says … I can’t say the same because I don’t know how to go!

By bus

Traveling around Europe by bus is an alternative to going by train. It’s simple. Jump, jump. Now coaches are evolving cutting-edge. The ride is as smooth as when you are on a plane! Is it your business to travel by bus next time? There are several bus companies to choose from.

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

The National Express is a bus traveling from the UK, which travels to about a thousand places in the UK and to popular places in Europe (Eurolines) all the way to Moscow and St. Petersburg! There are some really great deals so you can just get a chance at a lot. The trip may take longer than the train, but you won’t have to worry about your luggage, as all luggage is stored under the car.

From a private coach

The best in land travel, you and your friends and family have the privacy of your own coach! Plan your itinerary and ask your professional driver to guide you across the continent throughout the trip. The last family group I decided to travel to Europe (well, Italy and France) in the comfort and safety of their own luxury trainer, a big plus in their vacation! The boys pretended to be in the back seats to chat all day, and their parents stayed ahead, enjoying the view!

On the ferry

This is a great alternative for those who get bored easily. You can do various activities on board the ferry so that there is never a sad moment when you are traveling around Europe.

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Holidays in Gibraltar – cheap flights and hotels

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Gibraltar holidays

Located on the southern tip of Spain, a famous and picturesque island, Gibraltar is mostly outside the UK. It is usually located at the western entrance of the Mediterranean Sea. The British claimed the island in 1973 and are now an international port and hotspot known for holidays, short city breaks, and for weddings and honeymoons. There are many travel agents that offer cheap flights to Gibraltar. Book a cheap flight and hotel package for the next holidays in Gibraltar. But before that let’s walk around the island.

Rock of Gibraltar

The main sightseeing attraction in Gibraltar is the “Rock” and whether nice. The Rock of Gibraltar is a great topic for botanists and bird watchers, but also gives tourists sightseeing activities such as beautiful semi-wild monkeys, caves, tunnels, large military guns and many other historical and geological interests. It is a very famous tunnel, popularly known as the “maze”. Ropes are used to reach the top of the cliff.

Hotels in Gibraltar

Gibraltar has a diverse selection of cheap and luxury hotels that offer their guests the best services. You can get very cheap and discounted prices on some of the best and hotels in Gibraltar for your short break in the city at “Gibraltar4less.co.uk”. They have concluded rates for most hotels in Gibraltar and say they offer the cheapest prices than everyone else. The most privileged hotels in Gibraltar: The Rock Hotel, The Eliott Hotel, The Caleta Hotel, Bristol Hotel, The Queen Hotel, The Continental Hotel and The Cannon Hotel.

Duty free shopping in Gibraltar

Gibraltar is a famous place for shopping, as it is one of the few outlets without VAT in Europe, offering its visitors a diverse range of non-taxable goods. The best thing about shopping in Gibraltar is that you don’t even need to change currency to shop so as not to mess with foreign coins! With exactly the same value – the pound sterling and the Gibraltar pound – these are acceptable forms of payment at all outlets. So, buy an island for the next holidays in Gibraltar.

Sightseeing tour of Gibraltar

Places you should see on the Gibraltar holidays are the Rock, Europe Point, Sailing trip, Cable car, Dolphin Safari, Botanical Garden, city gates and fortifications, the Gulf of Catalonia. Those interested in science related to the sea, rock, land or plant will enjoy the holiday in Gibraltar, as the island is very rich in such things all year round. For the convenience of visitors, some travel agents organize day trips to Gibraltar, which include a short visit in a minimum time by taxi or bus, so that tourists can see as many places as possible.

Attractions of Gibraltar

There are some native areas such as Rock Monkeys, excursions with dolphins in the Gulf of Gibraltar and other marine mammals that include whale pilots who always attract tourists and who are worth visiting on the holiday of Gibraltar. For bird lovers and bird watchers, there are several different species, including prey, storks, kites, birds and seabirds. In the spring season, beautiful butterflies appear, which turn the island into a beautiful paradise natural world. In Gibe you can see a lot while you spend your vacation in Gibraltar. The botanical garden is a combination of aesthetic beauty, a very quiet area filled with colorful fountains, ponds and waterfalls. There is a Gulf of Catalonia, a small village on the eastern side of the cliff where you can enjoy traditional boating and fishing. Although it is a village, but in the Catalan Bay there are beaches, pubs and restaurants, etc.

Flights to Gibraltar

When airlines start new routes to Gibraltar, there is now a good selection of cheap flights to Gibraltar. Stay tuned for regular free night deals and other money-saving offers when booking online! Plan your vacation in Gibraltar while the cost of airfare is still low and the city remains intact before the treasury of tourists and shoulder straps discover this new new place.

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Plane landing – 10 parades to the smoothest smooth landing

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It is said that any pilot is as good as his last landing. Landing an aircraft on the runway is a complex process of maneuvers and control entrances that tests every student pilot to the limit. Even after the flight training is over, the pilot will always strive to make excellent landings – this is the only key part of the flight where success can be definitively measured – either by a smooth, easy landing, or something else entirely.

When boarding a plane many things need to be done all at once. And since your landing will depend on external factors (wind speed, direction, air temperature, etc …), even the biggest pilot has so much control over how the landing goes. No one makes a perfect landing every time, but with the following landing tips you can give yourself the best chance to impress the passengers, yourself, and maybe even the tower operators:

Take a tough approach – A great landing always starts with a great approach. In the lower wind the foot is already at the height of the image. Already be at the right speed. Check the header indicator and make sure your plane is flying parallel to the runway header. Preliminarily, if you do these things, you will be able to focus on your base and hind legs – if you lag behind these responsibilities, you will be able to “catch up” the whole landing process.

Focus – Flying with friends is always fun, but when it’s time to land a plane, the pilot should focus 100% of his attention on the landing process. The conversation too often will continue all the way down to the runway, and the landing will always suffer for it. After calling downwind, politely silence the passengers so that you can pay full attention to height, speed and position without any other distractions.

Stay center – Learning to fly on a wide runway, staying on the middle line may not seem so important to you. As long as you visit the smaller fields, you will learn that sometimes staying the center of the runway is the only choice you have. After turning the base to the finals, quickly line up. Focus on keeping the nose plane pointing down this centerline, using small movements of the aileron and rudder to avoid drift. When your landing comes, here’s one axis (smaller) you’ll have to worry about, freeing you to focus on the other two.

Use flaps correctly – For proper landing of the aircraft requires a slight in the right place at the right air speed. Getting to that position and speed is the hard part, but luckily for you, you have a few friends to help you get out: flaps. Make sure you use the sash correctly, not just automatically flip them over at a specific time or point during landing. Learning the ground requires drilling a pattern with constant repetition, and it’s too simple to just drop the flaps at the back of your mental checklist as something “does” on your base and on your hind legs. The truth is that the pilot must use the aircraft shutters in different configurations during different scenarios, depending on wind speed, wind direction, altitude, air speed and the length of the runway you are landing on. If you install the flaps early, it will lead to a high approach and you will make a result if you bomb the runway. Install them late, perhaps your air speed will be undesirably high. Do not feel that you have to use the shutters all the time – in some situations it is better to land partially or even in very windy conditions.

The experience here is the best teacher and you will need the flight time in this plane to get you used to the optimal use of the sash. Understand that this is not something that can be strictly studied from a textbook.

Use runway numbers – When boarding a plane, the phrase “aim at the number” usually sounds, but pilots rarely get on them. Most pilots are too busy viewing speed and stride to worry about where their numbers are, especially on longer runways with more seats. However, you can use the runway numbers to get to the desired landing point if you spend some time watching them during your final approach. As the landing approaches, you should have a good idea when you are high, low and right on target. When high, aiming for some place before The numbers can help you reset a small height. If low, look a little further to get your nose through. Adjust the throttle where you need the nose to do whatever you need. This may seem like an obvious little trick, but if you use it when landing, it can greatly help your landing position.

SideSlip – Often talk of maneuver in any textbook for a pilot student would be on the sidelines. During landing, the side roll can be used to remove unnecessary height without increasing air speed and no need to toss the runway. Applying the opposite rudder and iron, the aircraft will slide into an upright position without changing the direction of flight. If you are a student pilot, you want to practice this maneuver a lot. It actually sounds trickier than it really is. As you go through the flight training you will find that during landing you will be able to slip without even realizing it. Try it at least comfortably, as it’s a good trick to have in your bag if you need to use it during a high-end approach.

Attitude, air speed, altitude – As the runway approaches, your focus will shift to your main instruments. Air speed is crucial here as you want to avoid delays at all costs. Make sure you safely maintain above the minimum stall speeds for your aircraft’s shutter configuration, and make sure you’re not going too fast. Adjust the nose of the aircraft to keep the needle at air speed where it should be, and use force to correct the height above the runway. If you have been following these three tools during your base and last legs, you should be very close to the landing point you need when landing the aircraft.

Look down at the runway – Looking down on the runway when boarding an airplane is another great clue to properly learn about the timing of your outbreak – it gives you a more useful reference to the real horizon than looking at the ground rushing below you. It requires some practice, but eventually you will be able to balance watching the horizon while observing the height above the runway. When you do this, your hands will bring the subconscious into the adjustment of the control wheel, which should smooth out your slippage.

Flash, float and throttle – To know when to break out, it’s half the battle. Knowing how much will ignite is the other half. Perform both of these control movements correctly and your wheels will be able to runway. During the flash, make smooth controlled movements with a wheel or oppression. You are now very close to the ground, and any large or jerky movements will be amplified by catastrophic results. Once you break out, you should immediately know whether you are tall or short. A low flash can be corrected by smoothly adding more back pressure to the control. High flash can be corrected by holding the control pressure and using a throttle applying a small amount of power. Never lower your nose suddenly or abruptly when boarding an airplane … if you erupt too high, it’s best to ride the “float” and apply force to smooth the landing if necessary. A good pilot always keeps one hand on the throttle during landing.

It’s not over yet – The last mistake of some pilots is that their landing goes from the moment their wheels touch the surface of the runway. To avoid such a classification, be sure to control the entire length of the landing. The steering wheel is key, as it now controls almost everything. Make rudder adjustments small, especially right after landing when the plane is still rolling pretty fast. Also remember to turn your ailerons to adjust the wind direction to avoid getting hit by cross winds. Your landing will not end until you turn onto the road.

Landing the plane is not easy, but smoothly and correctly land the plane even harder. As you have good and bad days, you will always have good landings and bad landings. However, armed with the right knowledge and practices, you can go a long way toward making great landings. Using the tips above, you won’t land perfectly every time, but you should see yourself consistently to make a better landing.

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Casway is a giant and chairman of Ireland

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

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

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

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

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

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The flight of a float plane: advantages and disadvantages

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Flying a float plane may not be as difficult as you think. Having spent a few flights at a flying school near you, you may be living your dream faster than you realize.

What kind of license do you need in Canada?

Once you get your private pilot license, all you need is an additional certificate to allow a float plane to fly. In order to fly an airplane, a pilot must complete a minimum of an additional 7 hours of float flight, which include at least 5 hours of training with your flight instructor and at least 5 takeoffs and 5 landings as a solo airplane pilot. If you fly an aircraft with two crews, you will need 5 takeoffs and landings as a pilot of the aircraft.

What kind of license is needed in the United States?

If you want to get a single-engine engine rating (ASES), you will need approximately 6-10 hours of pilot training with your flight instructor regarding taxi and sailing, docking, berthing, and beaches. You will also need to be trained on takeoffs and landings with a variety of weather and water conditions, including regular, glass, uneven and side shifts. Emergency operations are important and need to be studied. Finally, the successful completion of a flight test exam with an agreed FAA pilot expert (D.P.E.)

What are the benefits to float flight?

The first and main advantage: affordability. There are many runways for pilots in use, but there are even more seats for water pilots! Think: rough and wild almost anywhere can act as a place to plant. Buy this remote cottage and get access to your own private marina.

The second benefit of flying a float plane is the ease of taking off and landing directly on the wind. Since the runway does not restrict you, you can take advantage of the water surface, which means easier landing and faster takeoff.

What is the bottom?

Well, there is a lot of traction and friction in the water … and the water means your runway is almost constantly moving. This adds some complications.

Another disadvantage is the additional cost of a float plane. If you think about the costs and actually put them on paper, you will notice that you could buy a ground plane and a brand new Mercedes for the same cost of a seaplane. This means you can buy a brand new new Mercedes and leave it at the airport and use it in order to drive to your cottage as a cheaper option than buying a float plane.

What are the costs?

The advantage is that over the past few years the cost of floating the aircraft has dropped significantly. The best advice is to sit back and see what can hit the market. The current trend seems to suggest that the longer you wait, the lower the price will be.

Take action

The best thing you can do now is just make a trip and fly in flight. A good flight instructor will give you great opportunities to see what the world might look like if you were a member of a float plane club. If you think a pilot with a float plane can be exciting, I assure you it is … and probably a lot more than you think! Check the aviation school in your area for more information.

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