Commuter Airlines at Long Island MacArthur Airport

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Introducing:

Although commuter flight operations conducted by a series of almost exclusively turboprop aircraft capable of accommodating between 19 and 50 passengers reinforce Long Island MacArthur Airport's planned history of six and a half decades, they were an integral part of its development as a regional airport that delivers both origin and destination and connection lines, aligned with two-letter letters that share links to many northeastern cities with equipment optimized for sector length, demand, capacity, frequency and cost.

These services can be subdivided into the categories "Starting Service", "Airport Shuttle to the Area", "Northeast Shuttle Service", "Hub Feed Code Sharing" and "Last Commuter Operator Operation".

First service:

The original scheduled service, inaugurated shortly after the airport's 5,000-square-foot, rectangular-shaped terminal, resulted in a tri-city route system connecting Long Island with Boston, Newark and Washington, and operated in 1959 by Gateway Airlines with de Havilland DH. 104 Dove and DH.114 Heron aircraft.

The former, a conventional low-wing monoplanet with a 57-foot span and two de Havilland Gipsy Queen 70 Mk 3 six-cylinder, air-cooled, 400 hp piston engines, was designed to meet the Brabazon range's type VB specifications for post-war mini or commuter lines, but nonetheless incorporated several "big aircraft" advancements, including all-metal Redux gluing, geared and supercharged power plants, brake propellers, power-driven tailgate flaps, and a three-wheeled motor vehicle configuration.

Similar to that, its DH.114 Heron successor, sitting between 14 and 17 in an 8.6-foot cabin, was powered by four 250hp Gipsy Queen 30 Mk 2 piston engines and had a gross weight of 13,500 pounds, whose lift was easier at a 71.6 foot wingspan. It first flew in prototype on May 10, 1950.

Unhappy and short-lived, the Gateway Airlines flights lasted only eight months, but were, however, the air threshold for Long Island MacArthur's future northeast commuter operations.

Airport transfers:

While Gateway's Newark service paved the way for other similar airport transportation areas in the area, it demonstrated that if Long Island MacArthur could not offer additional remote control alone, it could offer quick hop connections to other, more established New York airports that could .

Such an attempt, though slightly longer in duration, occurred between 1979 and 1980 with Nitlyn Airways, whose Piper PA-31-350 Navajo chiefs attempted to feed TWA's flights at JFK.

Navajo intended to be a successor to the company's PA-23-250 double-piston private and executive Aztec, and had a length of 34.6 feet and 40.8 feet. Powered by two 425-hp Lycoming TIGO-541-E1A six-cylinder, horizontally opposed engines, it had a gross weight of 7,800 pounds and 1,285 miles of range and could be configured with various standard, commuter and business seating for up to eight running aboard using a rear left stair door.

Much later in MacArthur's history, another airline that had greater longevity and success connected Long Island Airport with Newark International Airport. In this case, the carrier was Brit, operating under a Continental Express code sharing agreement for the purpose of feeding Continental & # 39; s main line flights, and the equipment included the very modern ATR-42-300.

This design, which has not yet been monitored by a more advanced turboprop by 2020, is still one of the two leading regional airlines.

Following recent developments in European cooperation, the French Aerospatial and Italian Aeritalia airlines chose to collaborate with a regional airline combining design elements of their respective, once independent AS-35 and AIT-230 proposals.

Redesigned the ATR-42 letters representing the French "Avions de Transport Regional" and "Aerei di Trasporto Regionale" and the number reflecting the average seating capacity – the high-wing, dual-turbo, non-full-tail with its main undercarriage bogies pulling into the hull on the underside of the bladders were driven by two 1,800-shk Pratt and Whitney Canada PW120 engines when they first flew as ATR-42-200 on August 16, 1984. Production version , ATR-42-300, contained updated 2,000 shp power plants.

Of modern airplane construction, it holds up to 49 four-a-foot passengers with a central hallway, main storage room, a flat ceiling, a galley and a toilet.

Granted his French and Italian airworthiness certificate in September 1985 after final assembly in Toulouse, France, the scheduled service took place four months later on December 9 with Air Littoral. With a maximum takeoff weight of 37,300 pounds, it had a maximum speed of 265 knots at a ceiling of 25,000 feet.

Northeast Commuter Service:

Although Gateway Airlines was the first to provide northeast commuter service from the then-new Islip airport, many carriers followed in the decades that followed – this time from the new oval passenger terminal that replaced the original rectangular one.

One of the early ones was Pilgrim Airlines, which operated two nonstops to Albany, one to Groton / New London, two to New Haven and a single frequency to Washington-National, mainly with de Havilland from Canada's DHC-6 Twin Otter aircraft.

With the robust simplicity of its predecessor, the single-engine DHC-3 Otter, designed for remote, unprepared fieldwork often in the bush, it retained its basic high-wing configuration and many of its wing and hull components, but introduced twice as many power plants. With a larger overall length of 51.9 feet to facilitate the installation of up to 20 seats divided at once, a 65 foot buckle with double-slotted tailgate and a redesigned nose and tail, it still used Otter's fixed, tricycle undercarriage and capacity for short take-off and landing (STOL).

Powered by two 652-hp Pratt and Whitney Canada PT6A-27 engines, it first flew on May 20, 1965. Its three versions included the DHC-6-200 with a longer nose for increased luggage space and the DHC-6-300 which had a maximum speed of 210 mph and a gross weight of 12,500 pounds.

Aside from Fokker F.27 friendship, the DHC-6 became Twin Otter Pilgrim’s workhorse, making the 20-minute hop across Long Island Sound from Islip to New Haven. On December 1, 1985, its system plan, it announced, covered "New nonstops to Washington and New Haven."

NewAir Connecticut competition, originally named New Haven Airways, offered identical service. Based at Tweed New Haven Airport, it advertised itself as "Connecticut's airline connection" but used low-wing, equally sized Embraer EMB-110 Bandeirante commuter aircraft.

Named after the Brazilians who explored and colonized the western part of the country in the 17th century, the conventional design with two three-bladed turboprops and a retractable three-wheeled undercarriage accommodated between 15 and 18 passengers. It was the first South American commercial aircraft commissioned by European and American carriers.

Originally sporting circular passenger windows and powered by PT6A-20 engines, it entailed a three-prototype certification program, with each aircraft first taken on the air on October 28, 1968, October 19, 1969 and June 26, 1970. Although initially designated C- 95 when the EMB-110 was certified two years later on August 9, when the Brazilian Air Force (for 60 of the type) was launched and commissioned.

Powered by PT6A-27 engines, production planes with square passenger windows, a 50.3-foot wingspan, a front, left air stair door and redesigned nacelles were included to allow the main chassis to be fully closed in the retracted position.

Designated EMB-110C and accommodating 15, entered the type of scheduled service with Transbrasil on April 16, 1973, and it was integrated to meet its and VASP's feederline needs.

Six rows of three-seat seats with a staggered gait and 12,345 pounds of gross weights characterized the third-level / commuter EMB-110P version, while the longer aircraft body EMB-110P2, first commissioned by the French commuter company Air Littoral, was powered by upgraded, 750- shp PT6A-34s and offered space for 21st.

According to NewAir's schedule on September 1, 1983, it served the eight destinations of Baltimore, Islip, New Haven, New London, Newark, New York-La Guardia, Philadelphia and Washington-National. From the Long Island MacArthur itself, it offered two daily departures to Baltimore, two to New Haven and one to New London.

Air service was also offered to neighboring Rhode Island by Newport State Airport-based National Air. "All aircraft are operated with 22-passenger CASA C-212-200 aircraft, providing National Air passengers with widebody, stand-up ceiling height comfort," it was announced. "In-flight service (beverages only) is provided on all flights by courteous flying."

Designed by Construcciones Aeronautics SA (CASA) as a multi-role transport for the Spanish Air Force, the high-wing, dual-engine, fixed three-wheel bike rack designed sports hall-shaped passenger windows, a dorsal fin and a rear loading ramp leading to the uninterrupted box-shaped cabin. Its civil use was nevertheless considered from the start of design.

Thinking of a replacement for the Spanish air defense, now-defunct Junkers Ju.52 / 3ms, Douglas DC-3s and CASA 207 Azors, it was powered by two 776-shk Garrett AiResearch TPE331 turboprops. Two prototypes, first flying on March 26 and October 23, 1971, preceded the first production example, which went to heaven a year later on November 17.

In military form, it was operated as a parachute, an air ambulance, a cargo plane, a crew trainer and a photographer, while its commercial counterpart, the C-212C, accommodated 19 passengers.

C-212-200, with a total length of 44.9 feet, 62.4 feet of wingspan, 900-hp Garrett AiResearch TPE331-10-501C engines, a cruise speed of 219 mph, a service ceiling of 28,000 feet and a 16,093-pound gross weight, had a range of 470 miles with its maximum fuel.

By the end of 1981, 292 civilian and military aircraft had been operating in 27 countries.

From Islip, National Air drove three daily departures to Newport to the east with continued service to Providence and Boston and three to New York-JFK to the west. Philadelphia was the only other destination in its minuscule route system at this time. Passenger check-in, like NewAir, took place at Pilgrim Airlines ticket desk.

Another New England-served state from Islip was Vermont appropriately named Air Vermont.

Based in Morrisville and established in 1981, it served 13 Northeastern cities according to the schedule October 1, 1983: Albany, Berlin (New Hampshire), Boston, Burlington, Hartford, Long Island, Nantucket, Newport (Vermont), New York-JFK , Portland, Washington-National, Wilkes-Barre / Scranton and Worcester. It also used the now crowded Pilgrim Airlines facilities.

Its fleet consisted of Piper PA-31-350 Navajo Chiefangers and Beech C99s.

The latter, perhaps its "flagship," was a development of Queen Air business / executive aircraft whose capacity was inadequate for commuter routes. Exposed to a body stretch in 1965, giving it a new 44.7 feet total length, it was now able to accommodate 15 passengers arranged in single seats on each side of a central hallway. It contained a rear left stair door.

Powered by two 715-horsepower Pratt and Whitney Canada PT6A-27 engines, yet resembling its Queen Air predecessor with its low wing, conventional tail and retractable three-wheel bike chassis, it received its FAA type approval on May 2, 1968. With a 10,900-pound gross weight and 283 km / h maximum cruise speed, it had between a range of 530 and 838 miles, depending on payload-to-fuel ratio.

Commuter Airlines in Chicago inaugurated it in operation. Although 164 B99s and B99As were produced, the C99, with a 44-cubic foot perpetual sub-aircraft, provided a necessary addition to the otherwise standard rear and rear trunk. The latter, which marked the resumption of type production in 1979, had updated 715-shk PT6A-36 engines and a maximum speed of 285 knots at 8,000 feet. It flew for the first time on June 20 the following year.

National Air offered three daily nonstops to Newport with the flight departing at 1 p.m. 0935, 1345 and 1850. Everyone continued on to Albany and Burlington.

There were several other commuter companies that, like actors, appeared periodically and temporarily on the MacArthur stage to collect passengers and transport them to northeastern destinations with a view to making money. Many did not.

For example, Albany-based Mall Airways, which existed between 1973 and 1989, served 18 destinations in Connecticut, New Jersey, New York, Pennsylvania, Rhode Island and Virginia, along with operating cross-border sectors to Ontario and Quebec in Canada, though hardly all from Islip . A heavy New York route concentration caused it to touch down in Albany, Binghamton, Buffalo, Elmira, Islip, Ithaca, New York-La Guardia, Rochester, Syracuse and White Plains with a fleet of Piper Navajo leaders, Beech King Air 90s , B99s and B1900Cs.

The latter, a stretched version of Super King Air (which in high-density commuter configuration could have 13), retained the same low wing mount and t-tail, but its longer, 25.3-foot cabin, with a 425 cubic-foot volume, accommodates 19 with a central hallway. It was designed for multiple stop commuter routes and was powered by two wing mounted Pratt and Whitney Canada 1,100-shk PT6A-65B engines and could operate from grass and unprepared fields. First flight on September 3, 1982, it was certified the year after November 22.

The more spacious B1900D, the only other 19-seater offering standup ceiling height following the British Aerospace Jetstream 31, introduced a higher ceiling, greater internal volume, more powerful engines, modified propellers, winglets, a larger tail and an electronic flight instrument system (EFIS ) cockpit.

Another New York State-based, Long Island MacArthur operator reflected by its own name was Empire Airlines, and it at least originally flew B1900C-like equipment – in this case, the Swearingen subway.

Founded in 1976 by Paul Quackenbush, it dedicated the service of Utica / Rome & # 39; s Oneida Country Airport, often to small towns that had been abandoned by Allegheny Airlines, and eventually touched down in the ten states of Connecticut, Maryland, Massachusetts, Michigan, New Jersey, New York, Ohio, Rhode Island, Vermont and Virginia and the two Canadian provinces of Ontario and Quebec.

By mirroring the current Allegheny-absorbed route system for Mohawk Airlines, the "Empire State" company served Albany, Binghamton, Buffalo, Elmira, Islip, Ithaca, New York-JFK, New York-La Guardia, Niagara Falls, Rochester, Syracuse, White Plains and Utica / Rome.

Although it operated 13 Fokker F.28-4000 Fellowship reindeer jets between 1980 and 1986, six Metro II & # 39; s formed the backbone of its former turboprop fleet.

Even stretching the six to eight passengers of the Swearingen Merlin IIIA executive aircraft, it introduced a longer aircraft hook and increased its length to 59.4 feet from Merlin's 42.2 for accommodations of up to 22, but retained its engines, wing and tail surfaces. Designed by Ed Swearingen for commuter operations, it first flew on June 11, 1970, designated SA-226TC.

Swearingen himself became a subsidiary of Fairchild Industries in November 1971, resulting in the type of San Antonio, Texas, final collection.

Air Wisconsin became the first major customer.

The upgraded Metro II, powered by 940-hp Garrett AiResearch TPE331-3U-303G engines and introduced in 1971, replaced the original octagonal square windows, had a 43.3-foot wingspan, a 12,500-pound gross weight and could sail at 294 mph.

Empire drove three daily subway flights to its Syracuse hub, departing at 1 p.m. 0905, 1525 and 1830 and facilitates connections to Albany, Binghamton, Elmira, Ithaca, Montreal, Rochester and Utica / Rome. According to the system schedule April 1, 1985, "flights 1 through 99 are operated by 85-passenger Fokker F.28 jets. Flights 100 through 999 are operated by 19-passenger Swearingen Metro II jet props."

After Empire was taken over by Piedmont Airlines in 1985, its Syracuse hub joined Piedmont & # 39; s own – that is, those in Baltimore, Charlotte and Dayton.

Northeast carriers often made their impression on the Long Island airfield, though volatile. Late to the scene, Windsor Locks, Connecticut-based Shuttle America, a low cost, de Havilland from Canada DHC-8-300 operator, service between Hartford and Buffalo, but soon touched down in Albany, Boston (in Hanscom Field), Greensboro, Islip (as of November 13, 1998), New York-La Guardia, Norfolk, Trenton and Wilmington with its half-dozen aircraft.

Boston became the battleground for several independent commuter airlines. One of the largest carriers connecting Long Island to it was Ransome Airlines.

Founded by J. Dawson Ransome in 1967 and based in the northeastern Philadelphia airport, it began in March with 11-passenger Beechcraft 18's, gradually expanding into a sizeable regional carrier with a northeastern route system. It worked both independently and adapted the major carriers to two-letter code feeder feeds, specifically such as Allegheny Commuter, Delta Connection and eventually Pan Am Express. It worked for 28 years.

Two aircraft were integrated into the expansion.

The first of these was North 262. Originally envisaged as a development of the twin-engine MH-260 Broussard, which was first flown on July 29, 1960, and which then became responsible for the state-owned North Aviation, it was modified with a circular aircraft body under pressure to make room for three consecutive seats for 24, first flying in prototype form as it redesigned North 262 two years later on December 24, then powered by two 1,080 shp Bastan VIB2 turboprops. Three pre-production and a single production example, clearly distinguishable from its dorsal fin, eventually participated in the flight test program.

With a 63.3-foot length, a 71-foot span on its high wing, and a retractable three-wheeled bicycle undercarriage, it had a gross weight of 23,370 pounds and could sail up to 233 mph.

Lake Central Airlines, an American launch customer with an order of 12, inaugurated the type in operation in May 1965, and the aircraft was transferred to Allegheny three years later after Lake Central took over. They were then run by the Allegheny Commuter consortium.

Because its French power plants prevented further sales in the United States, they were retrofitted with five-blade, 1,180 shk Pratt and Whitney Canada PT6A-45As and updated systems, and redesigned the Mohawk M-298 to reflect the FAR 298 airworthiness rules governing its operation.

First flight on January 7, 1975, it went into operation two years later with Allegheny Commuter, of which Ransome was a member.

The other major type in its fleet, perhaps then considered the "grandfather" of the early commuter turboprops, were Havilland in Canada DHC-7.

It was similar to the DHC-6 Twin Otter in overall configuration and contained a total length of 80.8 feet; a tall, straight wing with a 93-foot span; four 1,120-shk PT6A-50 turboprop engines; a substantial dorsal fin; a t-tail; a retractable tricycle undercarriage; and accommodation for 54 four-breasted passengers in a wide cabin with a galley and a toilet.

Designed for short take-off and landing operations from fields up to 2,000 feet – and in fact able to run from the Washington National Airport runway stumps without requiring a specific landing stop – it generated high lift using the five-blade, slowly rotating propeller that bathed the surface of the surfaces and eliminated the need for leading units. Apart from reducing external and internal noise levels in the cabin, it facilitates steep, controlled approaches.

Construction of two prototypes, preceded by the Canadian government's financial support, began in 1972, and they only flew three years later on March 27 and June 26. The first production version intended for launch customer Rocky Mountain airways first took to the sky on May 30, 1977.

With a payload of 11,350 pounds and a maximum take-off weight of 44,000 pounds, it had between 840 and 1,335 miles, the latter with its full fuel lift.

Ransome came as close as any other carrier to establishing a mini-commuter hub at Long Island MacArthur Airport with 23 daily M-298 and DHC-7-100 everyday nonstops, including three for Baltimore, six for Boston, two for Hartford, one for Newark, six for Philadelphia and five for Providence.

In its system timetable October 31, 1982, it declared, "Rely on Ransome Airlines, America's Most Experienced Regional Airline."

Another, albeit much smaller, commuter delivering Boston service was Precision Airlines. Based at Springfield State Airport in Springfield, Vermont, it operated the Dornier Do-228-200s.

Very loosely based on the Do-28D-2 Skyservant, a 12-passenger airplane, it sported the equally mounted "TNT Tragfluggel neuer Technologie" or "new technology wing", consisting of a Dornier A-5 airplane section with swept Tips.

Powered by two 715-shk Garrett AiResearch TPE331-5 engines, it had a length of 54.3 feet and a span of 55.7 feet. Retracting its main bogies into lower-body swings, it had a gross weight of 12,570 pounds, a maximum cruising speed of 268 mph at 10,000 feet, and 715-mile full payload range.

Its two versions, the 15-passenger Do-228-100 and the 19-passenger Do-228-200, respectively, first flew on March 28 and May 9, 1981.

According to Precision's schedule on November 15, 1983, it offered three daily nonstops to Philadelphia and three to Boston from Islip, the latter continuing to Manchester, New Hampshire.

Another Boston service provider was Business Express Airlines.

Founded in 1982 as Atlantic Air but emphasizing its business-oriented route system in its later changed name, it expanded by acquiring some of the airlines that independently operated Islip, including Pilgrim Airlines in 1986 (which itself had already taken over NewAir); Mall Airways in 1989, giving it access to the Canadian cities of Montreal, Toronto and Ottawa; and Brockway Air, also in 1989, which supplied it with a fleet of B1900C and Saab 340. The latter became its MacArthur (and northeast) workhorse.

As the first collaborative US-European design, it was produced jointly by Fairchild Corporation's Swearingen subsidiary, which already had experience with a commuter airplane, and the Swedish manufacturer Saab AB, which had traditionally not focused on the military sector, such as with its JAS- 39 Gripen mufti role combat design.

Saab began to turn its attention to a commercial application for the first time, and Saab began design studies for a 30-passenger turboprop. Because of the scale of the project, which would have been the largest industrial venture in Sweden, it sought a risk-sharing partner who, in the event, ends up being Fairchild. It would produce the wings, engine nacelles and tail, while Saab itself manufactures the hull and fin, assuming 75 percent of the program's development, system integration and certification aspects.

Designated SF-340 (for "Saab-Fairchild"), the resulting aircraft, an aerodynamically clean, low-wing monoplane with a high aspect ratio and large-span single-slit flaps, two 1,870-shp General Electric CT79B engines, and a retractable three-wheeled undercarriage , with seating for 34 passengers on a 30-inch seat slope with a staggered hallway, enclosed main storage room, a galley, a toilet and a forward, left air staircase.

With a 64.9-foot length and a 70.4-foot span, the aircraft had a payload of 7,500 pounds and a maximum take-off weight capacity of 29,000 pounds. The typical first block time fuel consumption was 1,015 pounds out of that 5,690 pounds in total.

Redesigned Saab 340, after Fairchild withdrew from the program, where 40 aircraft frames had been built, Saab became the sole manufacturer of it.

The Saab 340B, followed by the basic 340A, introduced more powerful engines, an increased horizontal stabilizer range, higher weight and greater range. The 340B Plus offered active noise and vibration control.

Business Express flew 23 S-340As and 20 S-340Bs. After the carrier was purchased by AMR Eagle Holding Corporation and became American Eagle on December 1, 2000, it continued to operate its half-dozen nonstops from Islip to Boston in the life of the new carrier, even though it ceased to exist itself.

As perhaps a minor reflection of Business Express, CommutAir also offered Long Island-Boston service. Founded in 1989 and eventually serving 22 Northeast destinations with 30 19-passenger B1900Ds, it sent three weekday flights to Boston, with the remainder of its eight flights calling Albany, Buffalo, Rochester and Syracuse.

After serving as U.S. Airways Express and Continental Connection carrier, it surrendered its Boston frequencies to Colgan Air in time.

Code-Share Hub Feed Service:

Although several carriers inaugurated Islip services as independent carriers, such as Ransome, Precision, Business Express and CommutAir, they eventually continued with two-letter code agreements with major airlines from Delta Connection to Northwest Airlink. Some operated exceptionally in this deck.

One of them was the Allegheny Commmuter consortium. "USAir and Allegheny Commuter – a great team to join," proclaimed the carrier in its advertisement. "Service to over 120 cities in the United States and Canada. All flights C500 through C1999 (stated in the system schedule) are approved by the Civil Aeronautics Board. These flights are operated by Beech 99, de Havilland Twin Otter, de Havilland Dash 7, North 262, M-298, Shorts 330, CASA-212 and Swearingen Metro equipment. "

Apart from Ransome, Suburban Airlines was a significant member of the consortium, initially operating Shorts 330 and later Shorts 360 aircraft.

Based on Skyvan from the early 1960's, the former can trace some of its design elements to it. Characterized by a body stone hull for straight rear loading, a stubby, high-mounted wing, double vertical tails and a fixed three-wheel bicycle undercarriage, it could carry up to 19 passengers or 4,000 pounds of cargo.

While the longer, slimmer Shorts 330 retained Skyvan's outer wing panels, it introduced a new mid-section, five-blade PT6A-45 engines, replacing the previous Garrett AiResearch engines, a retractable landing gear and a 30-seat, three-abreast interior with enclosed overhead storage room.

Launched after receiving UK government funding, the initially designated SD3-30 first flew on August 22, 1974 and was ordered by launch customer Command Airways in the US and Time Air in Canada.

The Series 200, followed by the 100, offered a gross weight of 22,900 pounds achieved with more powerful 1,020-shk PT6A-45R power plants.

Shorts 360, the ultimate development of Skyvan and 330 descent, had a three-foot front flight stop, increasing length from 58 to 70.6 feet, a tapered stern with revised contours, a single vertical tail, improved cruise performance and the addition of two row of seats, increasing capacity from 30 to 36.

The first flight on June 1, 1981, it had a gross weight of 25,700 pounds and 243 mph high speed of 10,000 feet. Suburban Airlines was the launch customer.

Its ten-point route system included Allentown, Binghamton, Buffalo, Lancaster, Long Island, New London / Groton, Newark, New York-JFK, Philadelphia and Reading. In-flight service consisted of miniature trays of cheddar cheese spread, bread sticks, chips and a selection of drinks from the shopping cart.

The November 1, 1985 roadmap listed four weekday nonstops to Boston and five to Philadelphia from Islip.

Another early – if not the first – commuter-most important carrier collaboration was the collaboration between Henson and the Allegheny commuter.

It was formed in 1961 by Richard A. Henson as Henson Aviation, a permanent base operator in Hagerstown, Maryland, and inaugurated a planned route to Washington the following year under the name "Hagerstown Commuter." Five years later, inaugurated a two-letter code-sharing service as an Allegheny Commuter carrier, operating 15-passenger Beech 99's.

Headquartered in Salisbury, Maryland, in 1968, it maintained a three-point route system that included Philadelphia, Baltimore and Washington and introduced cabin visit service with the acquisition of Shorts 330 aircraft, followed by that with the Havilland Canada DHC-8-100s .

Like its DHC-7 predecessor, but sporting two instead of four power plants, the 37-passenger Dash 8 was powered by 1,800 shkp of PW120s, and their elongated nacelles provided stowage space for the aircraft's rear-retracting head-mounted struts. With a 73-foot length and an 84.11-foot wingspan, whose center section was rectangular but whose outboard sections contained tapered and dihedral, it had a gross weight of 34,500 pounds and a speed of 310 mph.

Registered C-GDNK, it first flew in prototype on June 20, 1983 and was delivered to launch customer NorOntair on October 23 of the following year.

Before operating his own DHC-8-100s, field Henson, which had been redirected "Henson, The Piedmont Regional Airline" following Piedmont's agreement with it, field two daily B99's (flights 1710 and 1719) og tre daglige Shorts 330s (flyvninger 1502, 1528 og 1539) til Piedmont's Baltimore hub med forbindelser til Charlottesville, Hagerstown, Newport News, Norfolk, Ocean City, Richmond, Roanoke, Salisbury, Shenandoah Valley og Washington-National i henhold til tidsplanen 15. januar 1984.

En anden større luftfartsselskab, der var tilsluttet regionale, opererende fly i hovedstolens liv, ved hjælp af sin to-bogstavskode og indgåelse af en fælles markedsføringsaftale med henblik på navfoder, var Atlantic Coast, der antog profilen til United Express.

The agreement, concluded on December 15, 1989, ensured secondary city funneling into United's Chicago-O'Hare and Washington-Dulles hubs with several commuter aircraft-the Jetstream 31, the Jetstream 41, the DHC-8, and the EMB-120 among them. It was the latter type that it operated into Islip.

Building upon the foundation created by the EMB-110 Bandeirante, the EMB-120, a low-wing, circular-fuselage, t-tail design optimized for 30 three-abreast passengers, was hatched from Empresa Brasileira de Aeronautica S. A.'s Sao Jose dos Campos facility in Sao Paulo. Powered by two 1,800-shp Pratt and Whitney Canada PW118 or -118A engines, it had a maximum, 298-knot speed and a 30,000-foot service ceiling.

Ideal for commuter sectors, it attracted considerable US sales, including 62 from ASA Atlantic Southeast Airlines, 40 from Comair, 70 from SkyWest, 35 from WestAir, and 34 from Texas Air.

Atlantic Coast's October 31, 1990 timetable stated, "The following carrier has a cooperative agreement with United, offering expanded destinations, coordinated schedules, and the same travel service featured on United. Applicable carrier and United flight range: Atlantic Coast/United Express: Flight numbers UA3570-UA3739."

Its four daily flights to Washington-Dulles departed at 0645, 1200, 1450, and 1800.

Although not offering much major carrier feed, another code share operator from Long Island MacArthur was Metro Air Northeast, which assumed the identify of TWExpress, dispatching five daily nonstops with Saab 340 aircraft at 0630, 0915, 1250, 1605, and 1825 to Albany with "7000" flight numbers. The first departure, for instance, was TW 7941.

Its December 1, 1990 timetable advertised, "The shortest distance between you and TWA" and "Your commuter connection to TWA."

Last Commuter Carrier Operation:

Change, the result of market conditions, was the only constant. But as fuel and operational costs increased, the number of daily commuter flights and the mostly northeast cities they served decreased. Consequently, as the airline players disappeared, so, too, did the passengers.

Like a ghost town of commuter operations whose only propeller sounds were those in the minds of the passengers who remembered them, Long Island MacArthur Airport became the stage for a final attempt at restoring them in the guise of Alaska-based PenAir.

Taking advantage of the FAA's Air Carrier Incentive Plan, which entailed reduced fees to entice new entrants to begin flights in underserved markets, it replaced the Boston service vacated by American Eagle in 2008 by inaugurating two daily Saab 340 departures, at 0840 and 1910, with one-way, $119 introductory fares, citing Islip a logical extension to its three-point route system of Bar Harbor, Presque Isle, and Plattsburgh. Yet logic did not always equal profitability and after a valiant year's effort, the carrier was left without choice but to discontinue the service due to low load factors.

After the multitude of commuter airlines had opened the passenger floodgates at Long Island MacArthur Airport during a more than five-decade period, PenAir closed them. At the dawn of 2020, there was not a single propeller providing scheduled service to be heard.

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Playa Tambor: A place rich in biodiversity

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Tambor is a lovely little village nestled in the valley of a large and tranquil horseshoe bay: Bahia Ballena, which means whale bay in English. This place is a gateway to the legendary beaches and breaks of Malpais, Montezuma, Santa Teresa, Playa Cocalito, the Cabo Blanco and Curu nature reserves. This colorful place is hugely popular with settlers and tourists. The demand for lots in Costa Rica, villas in Costa Rica has risen high.

Playa Tambor is rich in biodiversity and diverse habitats. The Tambor Valley is cradled by lush wooded hills that belong to the biological corridor of Costa Rica. The northern side of the bay is close to the Curu Wildlife Reserve, which protects various ecological habitats with a wealth of wildlife. It is fronted by Islas Tortugas, a tropical island paradise that can be visited by boat from Tambor.

Tambor is easily accessible. This place is 220 km from San Jose and can be reached within 4 hours 30 minutes by car and 28 minutes by flight. Tambor is a perfect holiday destination for families with children. The beach is easy to reach by car and shade of old almond trees and palm trees. Low tide produces a wide expanse of fine sand that can easily accommodate teams of volleyball and soccer along with children who build sand castles and couples on their honeymoon. Hotels in Tambor are often located Oceanside or within easy walking distance to the beach. This place is very small and has retained a sleepy, relaxed atmosphere. If you own Costa Rica parties, Costa Rica villas here, you can feel the cool atmosphere of this scenic place in every place.

Four kilometers north of the village of Tambor, however, is Costa Rica's first and only all-inclusive resort, which today many tourists may be confused with Tambor. The hotel also features a casino and disco, and an affiliated country club offers a golf course. Tambor also hosts the only airport in the entire southern Nicoya Peninsula, serving several flights per flight. Day to the Costa Rican capital of San Jose.

Enjoy the magic of this place by having wonderful Costa Rica parties, villas in Costa Rica and fill your life with exciting activities. Don't forget to treat your family with lavish exotic cuisine when you are at this place.

Tambor – A majestic place filled with fun and joy that is more than enough to cherish forever.

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Tips and guidance for choosing car hire

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Traveling can be much easier with rental cars as it gives you much more freedom and flexibility in moving around the city. However, choosing the right type of car rental can sometimes be difficult if you miss out on the fine prints of car rental. Here we have tried to draw up a brief guide to help you choose the right type of car rental service for your enjoyment.

Book car rental online:
It is much easier to log on to the internet to evaluate and compare different car rental costs and get the best deal for the city you are looking at. You can also check the car rental company ID before booking for their car rental services online. While this works best when you know which car rental company you plan to hire for rental services, it also helps you buy the best deals based on your need.

Making the right choice:
It is equally important to choose the right vehicle for your trip depending on your needs. For example, if you need the vehicle for an official ride around the city roads, you can choose a small car, but for a family trip around the outskirts, you will always have a SEDAN, SUV or a sturdy vehicle for the long drive with the family. Similarly, you must also consider the duration of your stay, your comfort and ease of driving and budget before deciding on the right vehicle for yourself.

Read the fine print of the rental agreement:
Often people just blow through the pages of the rental agreement and think that everything essential in the terms of the lease has been covered in his discussion with the rental company. Here you invite problems by missing out on the nice prints of the rental agreement. Read the agreement carefully and make sure everything you wanted has been laid out in black and white. Also, be careful to check all hidden charges, e.g. Airport charges, added driver fees, insurance, gasoline bills and drop-off costs, etc. Never forget to include insurance coverage in detail to avoid future discomfort and complications in unknown locations.

vehicle functions:
Check the details of the car features before leaving the rental station. Get comfortable with all the features of the car before hitting roads. Never forget to report any inconvenience to the message from the car rental company to avoid the risk on the road or your bills.

In addition to these basic tips on car hire, there may be a lot more to explore before renting a car. But sometimes ignoring such small things can make your trip mad. But now that you know the tips, be ready to zoom in on the amazing ride.

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Single Travel Packages – Costa Rica, one of the best travels for singles

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For solo travel destinations, beating Costa Rica is hard. It has something for everyone and at an affordable price. If you choose, as I did, to go out of season, it's an even better buy considering the additions that are routinely added to solo travel packages, making it difficult to find affordable luxury travel options for single travelers. These price drops occur quickly after the crowds of summer travel home, so I took the opportunity to visit in September. Even though it was still the rainy season, I don't remember # having to dust my umbrella yet again. Fall offerings may also reflect smaller crowds, with some tourists possibly avoiding the entire Caribbean due to hurricane advertising. In fact, Costa Rica is rarely affected by direct hurricane hits, and despite its size has several different climate zones. Overall, it was one of my very best solo travel destinations.

Hotels are plentiful at a wide range of prices from global high-end chains to smaller locally owned properties. TripAdvisor lists 120 hotels in 20 different locations in Costa Rica. A local site listed 61 hotels categorized as 5-star with accommodation rates ranging from a modest $ 113 sky high to $ 1240, providing virtually unlimited luxury travel options for single travelers. Seven of these 5-star hotels were in the range of $ 200- $ 299, and although not cheap, they compare them favorably with resort prices worldwide.

Costa Rica is one of the best resorts for singles as it offers 4 different types of top vacations for those traveling alone: ​​1. historical and cultural travel packages reflecting both Caribbean and Latin American heritage, 2. ecotourism or green travel packages, 3 adventures with adventures and 4th trips to the beach not just for honeymoon.

I began my tour of the capital, San Jose, and put together my own cultural travel package as I joined. The country's Spanish colonial history began in the early 16th century, when Christopher Columbus on his travels was credited with naming it Costa Rica. After the first Spanish settlers arrived in 1522, approx. 300 years before independence was achieved.

The city has a number of museums to explore, such as the Museo Nacional de Costa Rica. However, it was the Museo de Oro (Museum of Gold) that really fascinated me. Not only was it filled with shiny gold artifacts, they represented the much earlier, pre-Colombian figures from before the arrival of the Spanish. (In addition, the adjoining gift shop sold copies of these unique items, perfect for taking home as gifts for friends and family.)

History researchers and architectural enthusiasts may be disappointed to find that most of the intact buildings of the capital date only from the 19th century rather than the colonial period. The impressive Metropolitan Cathedral of San José was built in the late 19th century, replacing the original structure destroyed by an earthquake. Newer but considered San Jose & # 39; s finest historic building, is the national theater of Costa Rica, which also dates only from the late 1800s. Now celebrating its 117th anniversary this year, it is known for its ornate interiors in pink marble and gilded, but also houses an elegant Vienna-style coffee shop. Outside of two impressive statues, Ludwig van Beethoven and 17th-century Spanish drama, Calderón de La Barca, they keep an eye on 21st-century visitors as they enter.

After leaving San Jose and traveling in the countryside, it is easy to see that Costa Rica is one of the best worldwide ecotourism destinations providing affordable trips for single travelers. The rainforest, parks and nature reserves make up 25% of the country. Although Costa Rica is small in square miles, it has some of the richest biodiversities in the world. In line with the green focus, the government has, over time, launched a program to voluntarily achieve carbon neutrality in 2007. The highly photogenic red-eyed tree seed is most typically depicted to represent the Costa Rican wildlife. As I found, you don't have to go very far to see colorful examples. From my hotel terrace, I was collected breakfast every morning by a low-flying hummingbird, one of 26 local species. The rain forest with its 3-4 different levels provides an opportunity to see sloths relaxing in the trees and screaming monkeys on top of the canopy; however, the dense growth can make it difficult to spot them.

A third option is for single travelers who want to pick up the pace. In addition to quiet bird sightings and snapping photos of wildlife, Costa Rica offers ample opportunities for adventure holidays for singles from zip lining high above the tree tops or rappelling of waterfalls at LaFortuna / Arenal. Six to seven rivers have white water rafting, while both shores offer snorkelling and scuba diving. Although Arenal Volcano no longer draws evening crowds after its nightly eruption ended in 2010, six major volcanoes remain for hiking. The resulting hot springs are still an ideal place for "Happy Hour" watching the sun go down. When I was not prepared, I was pleased to see that the gift shop sold attractive swimsuits in bright tropical colors, though there was little substance left!

Finally, no trip to Costa Rica is complete without visiting the nearly 300 beaches of the Pacific Coast to the west and the quieter Caribbean to the east. I recommend trying both sides.

For me having my local home base in San Jose in the Central Valley was ideal as it was an easy day trip to the rainforest, but with beaches and boating still within easy reach. The quality and prices were certainly quite good, even for solo travelers. If you can't decide whether to go to the Caribbean or to Latin America, Costa Rica gives you "2-for-1-for-1" rather than single travelers often finding "1-for-1-for-1" price -of-2 "! Whether you're looking for boomer journeys or a millennial adventure, keep adding Costa Rica to your bucket list.

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How to keep children entertained while traveling

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Traveling with children can be a difficult thing to do, especially if you are planning a long car trip or a plane ride. Children are usually quite well-behaved in the beginning, but when they get bored and touch crazy, they will also start to be more fussy and ornery. These tips will help keep you happy the next time you travel:

Invest in a portable DVD player. It is amazing to see how long children can be entertained with a simple little machine! Bringing a portable DVD player with several of their favorite movies is a great way to keep the kids full while you travel. If you are going on an airplane, be sure to bring headphones so that you do not disturb the other passengers in the airplane.

Always have snacks available. Children are less likely to be laughed if fed well! Having snacks available is a great way to keep them happy, I usually save snacks and then pull them out as they start to get a little restless or grumpy.

Toys can be a great way to keep kids entertained, but be sure to bring new toys or new toys that are different. Many parents make the mistake of bringing the same toys that the children play with every day … and therefore the children are more interested in all the new things around them (that they should not play with) instead of playing with the toys, they have available.

Picture books are another great option because children enjoy turning the pages to see all the pictures. However, I would suggest that you stay away from drawing books because it can be difficult to prevent children from drawing on everything else that is around.

Yes, traveling with children can be difficult, but it can be very rewarding! You create lasting family memories, and it's worth it!

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Tamarindo, Costa Rica – Ultimate beach holiday destination

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You are traveling on holiday to Costa Rica. You want to go to a place with a fun, laid-back atmosphere with lots of amenities and lots of more things to do. Where are you going?

Every time I have asked this question, I always answer in the same way: Tamarindo.

Tamarindo Orientation

Tamarindo, Costa Rica is located at the start of the Nicoya Peninsula in the province of Guanacaste. It faces the Pacific and offers a wide expanse of beach for sun worshipers and a consistent swell for surfers. The sand is golden and sprinkled with beautiful little spiral shells.

Directly north of Tamarindo Beach lies the Palo Seco Estuary and then Playa Grande, a long sandy beach of the beach, which is also a protected park. This park, the Parque Nacional Marino Las Baulas, is a breeding ground for the huge and endangered leatherback turtle, which weighs an average of 1000 kg (455 kg) and measures over six meters in length (2 m). The leather turtles & # 39; The breeding season is from October to March and most eggs are laid at night. This nature's miracle can be seen at night, but you must hire a guide to legally access the park past dusk. During the day, the estuary between Playa Grande and Playa Tamarindo can be crossed at low tide, or you can hop on a small boat and ferry for a nominal fee.

Many options for lodging and food

As one of the most developed seaside resorts in Costa Rica, Tamarindo offers a range of homes from luxury resorts to simple cottages. There are also several dining options and international cuisine, including some well-known fast food chains, in case you need comfort food. Despite the city's growth, it is still small and accessible without any of the overdeveloped sensations of the Maya Riviera and other parts of the Mexico coast. But don't worry, there are still lots of parties and a vibrant, unpretentious nightlife.

Lots of adventure

Adventure activities abound here, where surfing and fishing are two of the most important features. Tamarindo's uniform yet reasonable sized surf has made it the mecca for both surfers and would-be surfers. There are several surf shops that offer lessons in the range of $ 25-30 for an hour to an hour and a half. Surfboard rentals range from $ 10 to $ 25 per day, with longboards costing more.

Costa Rica fishermen will love all the opportunities in Tamarindo. The species is varied and plentiful, and there are numerous sport fishing charter boats for hire. Planning your trip between April and November is the best choice to avoid the seasonal high winds off the Guanacaste coast. Despite this, the waters teem with billfish, dorado (mahi mahi / dolphin fish) and tuna year round. For marlin, the best months are June and July – the same for tuna. Dorado is best from June to October.

Other activities include jungle canopy tours on zip lines, ATV tours, horseback riding, and mangrove tours in Tamarindo Wildlife Refuge. A variety of businesses in the city can arrange tours, including your hotel in most cases.

Getting to Tamarindo, Costa Rica

Tamarindo's proximity to an international airport makes it very appealing, especially since you don't have to pass through Costa Rica's congested capital, San Jose. Daniel Oduber Airport in Liberia (code: LIR), operated by American Airlines, Delta and US Airways et al., Is located approx. an hour to an hour and a half hour drive from Tamarindo Beach by rental car or taxi.

A great destination

Overall, Tamarindo is a great, fun destination for your Costa Rica vacation – the nightlife is great too. Maybe it's not & # 39; authentic & # 39; like some other cities, but the range of amenities and activities certainly creates an appealing place to relax, sip a cold cocktail and watch a beautiful sunset as you plan your next adventure.

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Explore Arrecife – Lanzarote capital

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Arrecife is the capital of Lanzarote, which is one of the Canary Islands. Its name means & # 39; reef & # 39;, referring to the volcanic rocks that lie offshore and protect the harbor.

Arrecife is Lanzarote & # 39; s largest port and commercial center with a busy mall with shops and bazaars selling goods at much cheaper prices than those in major tourist spots. Calle Léon y Castillo is the main shopping street, the pedestrian zone.

Arrecife has a number of interesting places and historic places to visit. It is not covered with high-rise buildings like many other Spanish cities, and its suburbs are mostly one-story houses built in traditional Canarian or Andalusian style. Its boardwalk has some very attractive gardens with a wide palm tree line promenade that extends right along it.

Arrecife is a typical Spanish work city and port with about half of the islanders (about 50,000) living. Before it became Lanzarote capital Arrecife was nothing more than a small port and is still referred to & # 39; El Puerto & # 39; by the locals.

If you rent a car when you land at Arrecife Airport, the city is only a 5km drive south. If you follow the main road, you will enter Arrecife at its western boundary, passing the Cabildo Insular, which is the government building. You drive towards the old center via Calle José Antonio Primo de Rivera. If you are a fan of César Manrique, visit El Almacén (Island Culture Center) in José Betancourt Street, on the right. César Manrique converted this old warehouse into an art gallery with a bar, restaurant and bookstore.

If you are visiting Arrecife during the day and it is in high season, you may have difficulty parking and the best place to leave your car is in the free car park on the boardwalk next to Castillo de San Gabriel, where you will find also the tourist information center, which contains some very useful maps.

The beach in front of the parking lot is Playa del Reducto, which has been awarded a European & # 39; Blue Flag & # 39; for good bathing facilities and clean water. You will see the recently reopened Gran Hotel Arrecife, which is the tallest building on the island, erected in the 1960's. There is a top floor rotating restaurant with spectacular city views.

Some of the most popular places to visit in Arrecife are El Charco de San Gines, a man-made saltwater lagoon in the city center, which is full of fishing boats and surrounded by fishing huts where you see them repairing their nets.

Next to Puerto Marmoles lies Castillo San Jose, originally built to stave off pirates and alleviate poverty on the island caused by the great volcanic eruptions of 1730 & # 39; p. It became known locally as the fortress of hunger. It is now home to the International Museum of Modern Art. The port now has the largest fishing fleet in the Canary Islands.

Castillo San Gabriel sits on a rocky field off the coast and dates from 1590. It is now home to Lanzarote & # 39; s Ethnographic Museum, where you can learn all about Gaunche, who were the original original inhabitants of Lanzarote.

Named after the patron saint of the city, the 17th-century Iglesia de San Gines was originally a hermitage that later became a parish church in 1778. This is also where most of the local celebrations in Arrecife are held.

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Vista Del Valle – a fantastic hotel in Costa Rica

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Looking up at a 300-foot waterfall and wondering how to get it all into my shot without softening my new high-definition camcorder on day one of the 35-day shoot, I made myself feel more like I was in the heart of the rainforest, not 20 minutes west of the international airport.

But that is exactly where I was. Vista del Valle is the perfect place to start and end any Costa Rica vacation. The location is perfect for accessing the rest of the country, and to be fairly close to San Jose you can still experience the beauty that Costa Rica offers.

Vista del Valle stands at approximately 762 feet / 762 meters. Located on a cliff, the restaurant overlooks the Rio Grande private nature reserve. At night you can see the lights from San Jose in the same direction. Which, in my opinion, is the best way to see San Jose at night and in the distance.

The food is Vista is like the food at all the cabins that I have to write about, wonderful. The nice thing when it comes to food at eco lodges or small resorts is the pride they take in cooking. Because they do not cook for large crowds, each dish is prepared with love and the freshest ingredients available at the time. As you enjoy your meal while overlooking the Rio Grande, you will be the first of many memories.

The pool has a low end for children and there is plenty of personal floatation equipment to enjoy. There is also a Jacuzzi. My first thought when I saw it was & # 39; wow, a hot tub in Costa Rica, it's not that hot in Costa Rica for a hot tub. & # 39; But with the altitude, the nights can get a little chilly, allowing the hot tub to be good. It's also a great way to enjoy the rain.

Suites, cabins and rooms are all very comfortable and offer all the comforts one needs.

The gardens are a great way to introduce yourself to the botanical beauty of Costa Rica. I spent many hours walking in the garden filming plants, butterflies and birds.

Vista del Valle is owned by Michael and Joanna Bresnan. They have been in Costa Rica for over 40 years. Their love and respect for Costa Rica is evident in the way they conduct their business and the respect they have gathered from their neighbors.

I became instant friends with Michael and Joanna and consider them some of the truest people I have ever met.

Current projects include making the hotel a model for sustainability. They have an impressive, organic garden and hope to build a & # 39; Center for Sustainability & # 39; where people can learn about and practice the concepts of sustainability.

Visit them at http://vistadelvalle.com.

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The Ultimate Family Vacation – Adventure Travel in Costa Rica

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She shows up for the first time, yells whooohooo, turns around to the instructor, and drops off the surfboard. Your daughter is stook! She starts catching up on this surfing thing after thirty minutes of falling a lot.

Mom, dad and the two brothers gradually get up and get their balance too. Your professional instructor is encouraging and really excited for you all. By the end of the morning, you will all be able to show up and feel a good sense of accomplishment.

Every morning can be like that while on vacation in Santa Teresa, Costa Rica. The opportunities for adventure abound for the active family. This can really be a healthy, refreshing family band vacation.

For a family that loves the outdoors and is open to overseas travel, Costa Rica creates the perfect destination. It is close to the United States and Canada, and there are direct flights to San Jose from several major North American airports. Costa Rica's tourism infrastructure is well developed, making it easy to get around and safe to travel.

Costa Rica is a small country with various microclimates, mountain zones, beautiful beach areas, tropical rainforests, deserts, volcanoes and remarkable national parks, all within six hours of the capital. Santa Teresa, on the southern tip of the Nicoya Peninsula, is a wonderful place where you can do it all.

Santa Teresa, on the Pacific coast, boasts award-winning jungle beaches that come straight down from the hills all the way to the beach. There are lots of exciting activities in Santa Teresa Costa Rica waiting for the adventurous family. Canopy tours, snorkeling, fishing, horseback riding, yoga, kayaking, boogie-boarding and surfing will keep the family busy for a week or more.

Surfing is the major attraction for most visitors to Santa Teresa, Costa Rica. There are several acclaimed surf schools, as well as independent instructors, and dozens of surf shops offering board and lesson rentals. Learning how to surf together is a great family bonding exercise!

For families where one person is already an expert and wants to surf a lot and others want to enjoy a variety of activities, the Santa Teresa area is perfect. Kayak trips to Rio Bongo to see countless wildlife, or fishing from Mal Pais, snorkeling trips to Isla Tortuga, an exciting canopy tour of the jungle, hiking the Cabo Blanco Nature Preserve, horseback riding on the beach and ATV excursions are all area of ​​opportunity and make sure for a memorable family vacation.

There are also many nice places to stay in Santa Teresa. For families, a beach holiday rental is the best way to go. Imagine yourself surrounded by banana trees, shade of palm trees and large trees, with hammocks for relaxing in the afternoon. A cottage rental gives you plenty of space and privacy, a central location near all activities, and you can enjoy family meals and play games at night.

Now that you know what's available for an adventurous family vacation in Santa Teresa Costa Rica, when should you book your flights?

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Monterey – The soul of Steinbeck Country

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California, the state. San Francisco, the city. Monterey, the city. John Steinbeck, the author. For this Steinbeck fan, San Francisco is quite close to heaven. From San Francisco it is an easy drive down the peninsula to Santa Cruz and onto Steinbeck territory.

I fly to San Francisco airport in the late afternoon. The signs are immediate America. & # 39; No Ped Xing & # 39 ;, & # 39; Squeeze Right & # 39 ;, & # 39; Business of More than 132 People Illegal & # 39; From Rent-a-Wreck, I assemble a Chevrolet in two tones – cat sick green and disgusting yellow. A real pimpmobile. And wasn't it in a car like this I drove into San Francisco in the Summer of Love in 1967 to follow Timothy Leary's instructions to "turn on, tune in and drop out"?

It was. And wasn't it in much the same car that I parked outside the City Lights Bookstore and went in and listened to Ginsberg recite & # 39; Howl & # 39; and had Jack Kerouac sign my copy of & # 39; The Dharma Bums & # 39 ;? It was. This antediluvian American monster is my teen's car. Be damned with today's characters. (It's a sad reflection on progress that the Rent-a-Wreck franchise is now leasing modern compression.)

Now I drive over Highway 92 and its forged signs that lead to San Jose along Camino Real – Royal Road. (Yes, I know the way to San Jose and a sterile, boring city that is.)

Swing on to Highway 1, America's very own Pacific Highway that takes me down the peninsula and along the coast, the rugged, rocky coast to the right, the remains of cypress forests on my left – and goes through Santa Cruz to Monterey. When I return, I will use Highway 9, which is a back road, despite the magnificent title, and follow the San Lorenzo River up, up the Santa Cruz Mountains and then through the magnificent California redwoods of Henry Cowell Redwoods State Park.

If I have enough time, on my way back I will stop at Felton on Highway 9 and ride a steam train for an hour of nostalgia at the wonderfully named Roaring Camp and Big Tree's narrow gauge railway line. No railway line from my youth ever meandered through redwood stands; It is true that only God could have made these trees, one of which is within the spit of being a hundred feet tall.

Nothing took in the darkness of Rhondda Valley in Wales breathed like & # 39; Little Red Engine & # 39; – I think I can, I think I can – up one of the steepest rail gradients in the world to Bear Mountain.

But this is tomorrow. Today it is for blessed Monterey. Robert Louis Stevenson in travel book mode wrote about Monterey in a fishing hook simile as being & # 39; cozy ensconced next to the barn & # 39 ;. (At that time, Stevenson was sculpting around Monterey, awaiting divorce from the light of his life, Fanny Osbourne.) Much earlier than Stevenson, Gaspar de Portola and the foolish explorer of God, Father Junipero Serra, claimed Monterey for Spain and Holy Holy Church at to establish a fort and mission in 1777. Now I claim it once more for myself.

The sea, as I drive along the coastal road, is white with rage and foam. A hurricane has caused havoc at sea and in Mexico. This is the dying edge of the storm. Waves slam against the rocky coast and burst into white flags to mark the route ahead. I see no sea lions or seals that I did last year. Maybe the sea is too hard. Maybe they have a shelter where they hide from the big waves. Maybe.

I live at the Monterey Bay Inn simply because of its address, 242 Cannery Row. From here, last night, I walked past the appalling tourist spot that is Fisherman's Wharf – what sins have been committed for the tourist dollar – and on to the municipal wharf at the end of Figuero Street. This is where the real fishing fleet is moored; where the buildings are designed for work, not tourist, and the Pelicans pursue the smelly docks and landings. Pure Steinbeck.

Last night I dreamed that I was Doc Rickett and that I was still working in my lab among the wonderful desperates of & # 39; Cannery Row & # 39 ;. This morning, over breakfast, I sadly consider the strong moral purpose that ran through all of John Steinbeck's "Cannery Row" novels. He was worried that the big canning companies, using a financial muscle, would bully their way into ownership or control of all farmland in the area. Steinbeck was right to be concerned. Because that's what happened.

Sad also to realize that the year & # 39; Cannery Row & # 39; was published, 1945, was the year in which Monterey sardine fishing died. As Steinbeck later said, & # 39; They are fishing for tourists now. & # 39; In Monterey & # 39; s heyday, there were eighteen tanneries, 100 odd fishing boats, 4,000 workers, three flashy brothels and a terrible smell of dead fish. Now almost everyone is gone.

(It used to be that Monterey and Salinas nearby where he was born were angry and ashamed of John Steinbeck. In 1944, after success with & # 39; The Grapes of Wrath & # 39 ;, Steinbeck bought a house in Monterey; nobody wanted to rent him an office for writing. He was harassed when he tried to get fuel and wood from a local war-time relationship. He wrote that his old friends didn't want him, partly because of his works, partly because he was so successful: & # 39; This is no longer my country. And it won't be until I'm dead. It makes me very sad. "He wrote late:" After I wrote "The Grapes of Wrath." .. librarians at Salinas Public Library who had known my people noticed that it was fortunate that my parents were dead so they didn't have to suffer this shame. & # 39;

In truth, the entire American literary establishment must roast to hell for their treatment of this author. When Steinbeck won the Nobel Prize for Literature in 1962, he was cursed in newspapers with faint praise. & # 39; New York Times & # 39; should especially hang their heads in shame.)

Now there is a national Steinbeck Center in Salinas, approx. 25 km from Monterey. It's not for me. I don't belong to the school that thinks these things can be packaged, divided, represented. About himself, the center says: & # 39; Discover Steinbeck's works and philosophy through interactive, multi-sensory exhibits for all ages & backgrounds, priceless artifacts, entertaining displays, educational programs and research archives. Seven themed theaters feature "East of Eden", "Cannery Row", "Of Mus and Men", "The Grapes of Wrath" and more. & # 39; That's not my scene.

Still, if we look carefully, we can still see the old Cannery Row.

This morning I go to Foam Street where the real Cannery Row starts. I stand silently on the stone stacks in the deserted loading dock. A pleasant melancholy. It would have been better if I had delayed my visit by a few months. For this is the end of summer, and the weather is still too hot, too comfortable for my mood. Cannery Row needs a touch of cold moisture in the air for true bleak authenticity. And it's wrong for me to be here on a Saturday. Thursday, sweet Thursday, is definitely the only day to visit Monterey. But how can we change a business plan for literary requirements?

Much in Monterey remains the same, much has changed. Blessed Memory La Ida Cafe is now Kalisa's, down from my hotel at 851 Cannery Row. Wing Chong Market, 835, has been transmogrified to the old general store, and the building that once housed Doc Rickett & # 39; s Marine Lab still stands at 800 Cannery Row. The last time I was here it was a private club and I managed to speak properly. This morning, unfortunately, it seems deserted and I am told that it is owned by the city of Monterey and the public is not welcome.

Don't confuse this genuine article with Doc Rickett & # 39; s Lab, which is a restaurant at 180 E Franklin Street, and is not the kind of place Doc Rickett would have eaten at, but didn't.

When I finish writing, I head down to Sancho Panza for lunch. This restaurant is located in an adobe building built in 1841 in Calle Principal – Main Street. There, in the crowded, low-ceilinged room, I drink Mexican Corona beer with slices of lime and eat chile con carne con frigoles, and remember John Steinbeck, the author who gave me the smell, the sensation, the reality of Monterey when I was a little boy in Wales.

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