Long Island MacArthur Airport: The Frontier Years

Promise to Ronkonkoma-located Long Island MacArthur Airport, operating in the shadows of Manhattan-proximity La Guardia and JFK International airports, always came in the form of new airline serve, which attempted to achieve profitability and replace that which the discontinued ones failed to. Several ultimately unsuccessful low-cost and upstart carriers left little more than a fading imprint during the past half-decade.

Alaska-based PenAir, for example, seeking to replace the popular, multiple-daily Saab S-340 flights once operated by Business Express and later American Eagle between Long Island and Boston, forged tis own link in July of 2013 with two daily roundtrips operated by the same 34-passenger turboprop شركات الشحن. But poor load factors led to its discontinuation a year later.

“We were losing money,” according to David Hall, PenAir’s Chief Operation Officer. “We just weren’t able to get to a consistent operating profit. Unfortunately, it’s a business and that’s how it works.”

Another attempt was made by low-cost, Las Vegas-based Allegiant Air, which inaugurated two weekly roundtrips to Punta Gorda, Florida, in December of 2013. Because their winter sun-seeking draw diminished in the spring, they were discontinued on May 26 of the following year and were intended to be reinstated in December. They never were.

Still another Islip entrant was Elite Airways. Founded, as reflected by its name, in 2016 by airline veterans wishing to establish a higher-quality airline that deviated from the proliferation of no-frills ones, it was certified as a US Part 121 air carrier that offered charter and scheduled service, initially transporting professional and college sports teams, company executives, heads of state, White House press corps, and VIP tour groups. Headquartered in Portland, Maine, but concentrating its maintenance, crew training, sales, and marketing in Melbourne, Florida, it operated charter flights for the first six years of its existence before transitioning to scheduled ones with a minuscule route system, including Melbourne-Portland, Naples (Florida)-Newark, Naples-Portland, Vero Beach (Florida)-Newark, and Rockford (Illinois)-Fort Collins (Colorado) sectors. Its 11-strong Bombardier Region Jet fleet consisted of a single CRJ-100, five CRJ-200s, and five CRJ-700s.

Seeking incentives, such as reduced or waved landing fees, underserved airports with its 50- and 70-seat aircraft, It intended to offer sunbirds air links between New England and Florida, very much the way Northeast had with its 727 “Yellowbirds” in the early-1970s before Delta acquired the carrier. Because of its airline veteran founders, who additionally endeavored to resurrect the higher quality inflight service of the full-fare legacy carriers, it bore similarities with no-longer existent KIWI Airways.

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