The Real History of Long Island MacArthur Airport

Long Island MacArthur Airport

Long Island MacArthur Airport, situated in Suffolk County, is acres on 1,310 the area ‘s only commercial service facility which has, for most and intent. with identity of its existence, fought

Its second–and oblong-shaped–50,000 square foot passenger terminal, opened in 1966 and sporting two opposing, ramp-getting gates, had exuded a little, hometown feeling-so much so, in fact, that scenes from the first Out of Towners film had been filmed in it.

Its following growth, leading to a one thousand percent increase in passenger terminal region and some two million annual passengers, had been irregular and cyclic, defined by new airline organization which had consistently triggered a sequence of passenger draw, new nonstop course execution, and extra carriers, before dropping states had started a reverse tendency. During cycle peaks, check in, gate, and ramp space was at a premium, while on the terminal floor, a pin drop may be heard during troughs.

Its Catch22 battle had always entailed the circular argument of carriers unwilling to supply service to the airport due to a scarcity of passengers and passengers hesitant to make use of the airport due to a deficiency of service.

This, basically, is the power which shaped its seven-decade history. And this, basically, is the story of Long Island MacArthur Airport.

1. Sources

The 1938 Civil Aeronautics Act, under Section 303, authorized federal fund cost for touchdown places provided the administrator could certify “that such touchdown places were reasonably required to be used in air commerce or in the interests of national defense.”

At the outbreak of the Second World War, Congress appropriated $40 million for the Development of Landing Areas for National Defense or “DLAND,” of which the Development Civil Touchdown Places (DCLA) had been an extension. Because civil aviation had been initially perceived as an “appendage” of military air travel, it was considered a “section” of the national defense system, thereby garnering direct federal government civil airport support. Local governments later maintained and managed and supplied land the airports. Building of 200 such airfields started in 1941.

A Long Island regional airport, situated in Islip, had been one of them. On September 16 of that year, the Town of Islip–the planned owner and operator of the initially called Islip Airport–sponsored the job under an official resolution designated Public Law 78-216, supplying the land, while the federal government consented to plan and construct the real airport. The one-year, $1.5 million building project, started in 1942, resulted in an airfield with three 5,000-foot runways and three ancillary taxiways. It’d always been intended for public use, although it had executed its first military objective.

Despite increased device-established flight training after setup of instrument landing system (ILS) gear in 1947, the regional facility did not meet planned expectations of becoming New York’s leading airport following the recent building of Idlewild. Losing Lockheed as a major tenant in 1950 – renamed MacArthur Airport, in honor of General Douglas MacArthur, would embark on a development path that is long before that will happen.

2. First Service

Square-foot a 5,000 passenger terminal and eatery, financed by the federal government, had been built in 1949. By petitioning the Civil Aeronautics Board equipped, the airport, surrounded by local community increase, sought its first public air service. Islip had tried to bring scheduled airline service as far back as 1956, and this ultimately took the type of Gateway Airlines three years after when it had commenced operations, on an air taxi degree, with a fleet of 11-passenger de Havilland Doves and 15-passenger de Havilland Herons to Boston, Newark, and Washington. Insufficient funding, nevertheless, had led to its early result just eight months after.

The airport, which just had 20 per annum fielded some 30,000 movements. Allegheny Airlines later received total scheduled passenger service course power in 1960 from the TAXI and inaugurated four day-to-day Convair- and Martinliner round trips to Boston, Philadelphia, and Washington in September, taking more than 19,000 passengers in 1961 complete year of operations. first, its

A couple of years after, the FAA started a New York Air Route Traffic Control Center as well as a seven-floor control tower, and in 1966, a $1.3 million, 50,000 square foot egg-shaped terminal replaced the first rectangular facility.

Mohawk, granted the next TAXI course power that year, inaugurated Fairchild FH-227 service to Albany, as well as the two scheduled airlines taken some 110,000 passengers from the since renamed MacArthur Airport by 1969. 240,000 annual movements. was recorded by the 210 based aircraft

The runways and taxiways were increasingly enlarged, partially in response to Eastern and Pan Am’s appellation of the airport as an “alternative” on their flight plans.

3. First Leading Carrier Service

Long seen as a reliever airport to JFK and La Guardia, which will supply limited, but significant nonstop service to vital US cities and hearts, like Boston, Philadelphia, Washington, Atlanta, Pittsburgh, Chicago, as well as the leading Florida destinations, the Long Island airport desperately desired added, leading-airline service, yet this aim remained evasive.

The cycle, however, had been broken on April 26, 1971, when American Airlines had inaugurated 727-100 “Astrojet” service to Chicago-O’Hare, Islip’s first pure-jet and first “trunk” carrier operation, enabling same day, round trip business travel and removing the otherwise necessary La Guardia commute. Due to American’s leading-carrier stature, it’d brought both focus and passengers, suggesting that Islip had reached “big airport” status, along with the Chicago route, now the longest nonstop one from the air field, had supplied an essential lifeline to a principal, Midwestern city and to American’s route system, offering numerous flight connections.

The course had been immediately followed in the summer together with the inauguration of Allegheny DC 9 30 service to Providence and Washington, while Altair had launched Beech B99 and Nord N.262 turboprop flights to Bridgeport and Philadelphia two years after.

American, Allegheny (which had intermittently united with Mohawk in 1972), and Altair supplied the recognized Long Island air connection during the 1970s.

For the fourth time assuming the title of Long Island MacArthur Airport in 1978 as a way to reveal its regional place, the facility had.

During most of the 1970s, it managed a mean of 225,000 yearly passengers. Allegheny, the highest operator, had offered nine day-to-day pure-jet BAC111 and DC 9 30 departures during 1978.

By March of 1982, USAir, the rebranded Allegheny Airlines, had been its only remaining pure-jet carrier with day-to-day DC 9 30 service to Albany and BAC 111 200 service to Washington National–maybe highlighting its capability to profitably run from little-community airfields with its correctly-sized twin jet gear.

The early 1980s were defined by commuter-regional carrier dominance, with businesses supplied Mall Airways, New Haven Airlines, Altair, Air North, by Pilgrim, and Ransome. The latter flying as a portion of the Allegheny Commuter association, after managed independently under its own name in affiliation with Delta Air Lines, offering some 17 day-to-day M-298 DHC-7 and departures to seven regional cities.

Aside from Ransome, it’d frequently seemed as if the regional airline floodgates of the airport had been started: Suburban/Allegheny Commuter, Southern Jersey/ Henson, Empire, and Allegheny Commuter -The Piedmont Regional Airline all had descended on its runways. Precision, which had inaugurated multiple-daily Dornier Do-228-200 services to both Boston and Philadelphia, managed alone, as Precision-Eastern Express, and as Precision-Northwest Airlink, and had been the only airline to concurrently offer scheduled service from nearby Republic Airport in Farmingdale, mainly an overall aviation field.

4. Northeastern International Airlines

Marketplace studies had demonstrated the requirement for nonstop Long Island-Florida service due to the focus of tourist attractions and to facilitate visits between Florida and Long Island kids -relocated retiree parents. Deregulation, the very power behind multiple-airline development, divergent service and fare theories, as well as the comparative ease of new market entry, had spawned Northeastern International, which was set up to supply high-density, low-fare, limited-amenity service, and carried through the idealized nonstop, Long Island-Florida connection when it’d inaugurated operations on February 11, 1982 with a former Evergreen International DC 8 50, initially offering four weekly round trips to Fort Lauderdale and one to Orlando. After another aircraft was obtained, it’d not been unable to record a 150,000-passenger total during its first year of service, with 32,075 in boarded having been December alone.

Although its corporate headquarters was found in Fort Lauderdale, its operational base was created at Long Island MacArthur and it ultimately served Fort Lauderdale, Hartford, Miami, Orlando, and St. Petersburgh with the two DC 8s and two former Pan Am 727-100s with seven daily departures. Integrating both the charter carrier strategy of operating high-density, single-group, low-fare service, as well as the leading airline strategy of flying large-capacity aircraft, it really served an extremely competitive route-that of New York-to-Florida-without incurring any competition whatsoever by using straight from Islip.

By 1984, with Northeastern having functioned as a trigger to carrier and route inaugurations, eleven airlines had served the airport, inclusive of Allegheny Commuter, American, Eastern, Empire, Henson, NewAir, Northeastern, Pilgrim, Ransome, United, and USAir, alleviating JFK and La Guardia of air traffic, right serving the Long Island marketplace, and carrying through the airport’s initially envisioned part of becoming New York’s secondary commercial facility. Concurrently providing nonstop service to Chicago-O’Hare from United, American and Islip both competed for the exact same passenger base.

By 1986, Long Island MacArthur had, for the very first time in its 36-year scheduled history, managed one million passengers in one year, a degree surpassed or equaled.

To cater to the explosive need and facilitate its now-overstrained passenger facilities, the Town of Islip embarked on a progressive terminal facility development plan which had initially encompassed the addition of two commuter aircraft gates, the enclosure of the prior curbside front awning, and two glass-enclosed wings-the west for the now-covered baggage carousel as well as the east for the three relocated rental car counters and the Austin Travel bureau. The internal roadway was realigned and added parking spaces were created.

A more challenging terminal growth plan, happening in 1990 and costing $3.2 million, resulted in two jetbridge-lined concourses which stretched from the back part of the egg-shaped terminal, adding 22,700 square feet of space. Runway 6-24’s 1,000-foot expansion finally been had, to 7,000 feet, finished three years later after a decade of mostly local resident opposition due to considered sound increases. that are

By the end of 1990, the transformation of Long Island MacArthur Airport from a little, hometown airfield served by a few operators to a leading facility served by most of the more important insurance companies had not been incomplete.

Several decisions could be drawn from the airport’s hitherto 30-year history that was scheduled.

1. Allegheny USAir, together with its regional subsidiary companies USAir Express and Allegheny Commuter, had supplied the first spark which had led to the increase surge that is current and had been the only consistent, core carrier during its three- decade between 1990 and 1960. In this time it’d consumed other Islip operators, inclusive of the initial Mohawk and Piedmont, the latter of which had intermittently born Empire and Henson, and had spill still others, including Ransome Airlines, which, as an unaffiliated carrier, had virtually created a regional, turboprop heart at MacArthur.

2. Three carriers had been tantamount to its three-decade development: (1). Allegheny USAir, which had allowed the distinction of being Long Island MacArthur’s first, biggest, and, for a span, only pure-jet operator; American, which had altered its image by linking it with big, luggage compartment-carrier stature; and Northeastern, whose daring, progressive service inauguration and low fares had been directly in charge of the latest, unceasing increase cycle.

3. Many airlines, oblivious of the facility’s traffic possible, never forever gave up the air field, including American and Eastern, which had both frozen businesses, but later returned; Northeastern, which had returned after two insolvency; United, which had discontinued its own service, yet kept a presence through two independent regional airline associations-Presidential-United Express and Atlantic Coast-United Express-thereby continuing to link its Washington Dulles heart; Continental, which had returned through its own commuter understanding; and Pilgrim, which, despite service discontinuation, had kept a sovereign check-in counter where it’d managed other carriers until it itself had reinstated service.

4. Of the roughly 30 airlines which had served Long Island MacArthur, many had kept a presence either through name change, other- regional-airline, or carrier absorption two-letter code share arrangements.

5. The Northeastern-forged air connection between Long Island and Florida with other carriers constantly filling the emptiness, never been lost, despite its own closing insolvency, including Eastern, Carnival, Braniff, Delta Express, and Spirit Airlines.

Due to the marketplace fragility, but, the Long Island regional airport was much more exposed to economic cycles in relation to the New York airports that are main had been, recessed states frequently leading to the exodus of carriers in search of more lucrative courses. By way of example, in 1994, three airlines discontinued one and service stopped working completely.

A $13.2 million expansion plan of the 32-year old, multiply-renovated egg-shaped terminal, financed by passenger facility charge (PFC)-created sales, had been started in the spring of 1998 and finished in August of the subsequent year, resulting in a 62,000-square foot region increase. The enlarged, reconfigured construction contained the addition of two wings–the west with four baggage carousels, three rental car counters, and lots of airline luggage service offices, as well as the east with 48 (as opposed to the preceding 20) passenger check in places. The first, oblong-shaped construction now housed an enlarged newsstand and gift shop and the relocated essential security checkpoint, but kept the departures level snack bar, the upper level Skyway Café and cocktail lounge, and the double, jetbridge-provisioned concourses added during the 1990 growth period, while the aircraft parking ramp had been progressively raised until the final blade of grass was transformed into concrete. A realigned entry road, an expansion of the present short term parking lot, 1,000 additional parking spaces, and a quasi-parking lot system subdivided into worker, resident, hourly, daily, and market (long term) sections had finished the renovation. Shuttle bus service between the terminal as well as the parking lot was supplied for the very first time.

5. Southwest Airlines

An attempt to bring Southwest Airlines had started in late-1996 when the fast-expanding, highly lucrative, low-fare carrier had considered service to a third northeast city after Manchester and Providence, inclusive of Newburgh’s Stewart International and White Plains’ Westchester County in New York; Hartford and New Haven in Connecticut; and Teterboro and Trenton’s Mercer County in New Jersey. All had been smaller, secondary airports feature of its own route system. It’d even briefly investigated service to the Republic Airport in Farmingdale on Long Island and Teterboro in New Jersey, each of which had been noncommercial, general aviation disciplines with business jet concentrations. Terminal developments had been offered by three in exchange for the service. But Long Island MacArthur was finally chosen due to the 1.6 million residents living within a 20-mile radius of the airport, local company well-being, and, according to Southwest Chief Executive Officer, Herb Kelleher, “underserved, overpriced air service” which was “ready for rivalry.”

Following first Southwest interest in 1997 -Town of Islip Manager Peter McGowan and other officials flew to Dallas, where Herb Kelleher said the demand for parking facility growths and the formerly detailed terminal before operations could begin. The assembly had finished with only a symbolic handshake.

The almost two-year attempt to entice the airline had culminated in the December 1998 statement of Southwest’s planned March 14, 1999 service launching with 12 daily 737 departures, including eight to Baltimore, two to Chicago Midway, one to Nashville, and one to Tampa, all which might supply through- or joining-service to 29 other Southwest-served cities. Despite the fact that the low-fare flights were anticipated to bring some passengers who might otherwise have flown from JFK or La Guardia Airports, they were mainly targeted in the Long Island marketplace and, as a byproduct, had been anticipated to bring a heightened airport traffic base, added carriers, and create an estimated $500,000 per year for the Town of Islip. Two Southwest-committed gates could fit up to 20 daily departures-or eight more in relation to the inaugural flight program contained-before added facilities would need to be got. The Islip station represented its 53rd destination in 27 states.

Southwest had supplied the fourth discharge in the airline of Long Island MacArthur Airport – and passenger-attraction cycle, followed as follows:

1. The first air taxi the first scheduled Allegheny Airlines service of 1960 as well as Gateway Airlines service of 1959.

2. The very first trunk- pure, carrier -jet American Airlines flights of 1971.

3. The very first low-fare, nonstop Northeastern International Florida service of 1982.

4. The very first low-fare, high frequency, leading-carrier Southwest service of 1999.

As the millennium had approached American, the last of the first, leading carriers left it with three prevalent kinds of airlines:

1. The turboprop commuter airline serving the nonhub destinations, including Newburgh, and Albany, Boston, Buffalo, Hartford.

2. The regional jet operator feeding its leading-carrier affiliate at one of its hubs, like ASA feeding Delta in Atlanta, Comair linking with Delta in Cincinnati, and Continental Express and Continental in Cleveland incorporating its flight program.

3. The low-fare, high-density, no frills carrier running the leisure-oriented sectors to Florida. As of December 1, 1999, three airlines, inclusive of Southwest, Delta Express, and Spirit, had managed 15 daily departures to five Florida destinations.

Long Island MacArthur’s growth Southwest’s service inauguration, and passenger facility developments, as well as the interest of other carriers had put together resulted in a 113% increase in passenger boardings in 1999 compared to the year-earlier period. The amount, which had been just self-conscious of the two million mark, had been the greatest in the Long Island airport’s four-decade history that was commercial. Southwest had taken 34% of this total.

Eleven airlines had supplied service in Company Express, American, this time: ASA Atlantic Southeast, Comair, CommutAir/US Airways Express, Continental Express, Delta Express, Piedmont/US Airways Express, Shuttle America, Spirit, and Southwest .

Less than two weeks after Southwest had procured a third gate and raised its daily departures to 22, it declared, in an unprecedented move, its intent to self-finance 90-percent of a $42 million expansion of the East Concourse to be able to build four additional, committed gates and overnight parking places by the end of 2001, thereby raising the airport’s present 19-gate total to 23.

The concourse extension, meant to supply it with both increased worker and passenger room, would free up its present three gates for other-carrier use while its new four-gate facility would allow a service increase to some 30 daily flights based upon future passenger demand, aircraft availability, and Town of Islip-approved departure increases.

The growth would indicate the seventh such development of the first terminal, as follows:

1. The first ellipse terminal building.

2. The partly enclosed entrances bags belt setup.

3. The building of two commuter gates.

4. The enclosure of the front awning, which entailed the move of the Austin Travel service and the rental car businesses, as well as the setup of an enlarged, totally enclosed gear belt.

5. The building of the jetbridge- concourses.

6. The building of the East Departures Wing as well as the West Entrances Wing, the gift shop growth, as well as the principal security checkpoint move.

7. The Southwest-financed, quad-gate add-on, raising the variety of departure gates from 19 to 23.

Casualty, like all airports, to post-September 11 traffic declines, Long Island MacArthur Airport lost eight daily departures managed by American Eagle, Delta Express, and US Airways Express, even though the airport’s October 2001 passenger amounts had just been six percent below those of the year-earlier period. No nonstop destinations had, nevertheless, been severed. With Delta Express’s day-to-day 737-200 Florida flight frequency having been increasingly reduced to only one from an all time high of seven –to Fort Lauderdale –its operations may be separated into three groups:

1. Turboprop regional

2. Pure-jet regional

3. Southwest

However, in the four years since service had been inaugurated by Southwest, the airport had managed a yearly passengers, or 8,220,790 average of two million. Without Southwest, it would, at best, have managed just half that sum.

On April 30, 2003, for the 2nd time in a five-year span, ground broke on new terminal facilities. Designed by the Baldassano Architectural Group, the Long Island architectural firm which had finished the $13.2 million airport expansion and modernization plan in 1999, the new, 154,000-square foot, four-gate accession was built on the north side of the present east concourse which had placed Southwest’s businesses. Mentioning increased space and possible increase as reasons for the brand new facility, Southwest asserted the present three gates, which had fielded a combined 24 daily departures, had reached their saturation point and that added “breathing room” for both passengers and workers were desired, especially during flight delays. The net increase of an additional gate, which may be coupled with bigger lounges, would ease eight added flights to present or new US destinations, based upon market demand.

The project, initially pegged at $42 million, but afterwards raised to $62 million, was funded by Southwest, which sought authorities compensation together with the Town of Islip for up to $18 million for the non-airline special building facets, including airfield drainage, which was considered a common-use utility.

The 114,254-square foot, Southwest-financed and -named Peter J. McGowan Concourse formally opened at the end of November 2004. Reached by a brand new awning-shielded entry from the airport’s terminal-fronted curbside, the fresh wing, joined to the present passenger check in place, woven to the left past the flight arrival and departure television monitors to the brand new, substantial security checkpoint from where passengers ascended, via two escalators, to the top level departures place.

Concurrent with the opening had become the statement that Southwest would now continue with Phase II of its own growth by constructing a second, $20 million add-on which will link the brand new concourse together with the old, completely replacing the east concourse which had served it since it’d inaugurated service in 1999. The job integrated four more gates, for a total of eight, empowering up to 80 daily departures to be offered.

6. New Direction, Infrastructure Enhancements, and Service Decreases

The ending of the 2000-decade, defined airline service decreases by new direction, and infrastructure investments indicated a reversal in the growth cycle of Long Island MacArthur Airport.

Airport Commission for 53 years, Al Werner, retired on November 16, 2007, passing the torch to Teresa Rizzuto. Accepted after a three-month, nationwide search conducted by Islip Manager Phil Nolan, she brought significant airline business expertise with her and was named to the place on February 5, 2008 after a Islip Town Board vote, now entrusted with heralding the regional facility into the next decade whose multifaceted program always contained the following aims:

1. Formulate a marketing plan to improve airport acknowledgement, thus bringing a bigger passenger foundation.

2. Create brand new, nonstop courses of carriers that are existing and bring new airlines capable to compete with present, lost-cost Southwest, to supply the necessary core service for this enlarged passenger foundation avoid alienating local residents due to excessive sound.

3. Invest in development and infrastructure modernization, especially on the general aviation west side of the airport.

4. Raise sales for the Town of Islip, the owner and operator of the airport.

Long Island MacArthur’s very existence relied upon its capability to serve its customers’ needs, and both destination and airline decreases during the latter part of the decade, coupled with flickering, but immediately extinguished glimmers of new-carrier hope, just obviated its goal.

Exploratory discussions in 2007, with Southwest-modeled, Ireland based-Ryanair, for example, would have resulted in both the airport’s first international and first transatlantic service, hitherto precluded by the lack of customs and immigration facilities, few linking chances, and insufficient runway span on which heavy, fuel-load widebody aircraft could take off for intercontinental sectors. But higher thrust engines easing shorter-field operation had repaired the latter issue, and pre-departure US clearance would have been performed in Ireland. Because Ryanair and Southwest kept the same business models of managing single-kind, 737 fleets from function, overpriced, secondary airports whose lower operating costs may be directed into lower fares, national-international traffic feed between the two was possible. Despite present Islip service supplied by Delta and US Airways Express, Southwest taken 92 percent of its own passengers. On the other hand, the planned strategy had yet to produce any tangible results.

Really, by the end of the year, the amount of possible Southwest connecting flights simply dropped when reduced demand had necessitated the cancellation of six daily departures, including three to Chicago two to Baltimore, and one to Las Vegas.

Possible service loss counterbalancing happened on May 1 of the subsequent year, nevertheless, when Spirit Airlines, after an eight-year period, reinaugurated twice daily, roundtrip, A319 service to Ft. Lauderdale, with $7.00 opening fares, easing 23 Caribbean and Latin American connections through its south Florida heart.

The A319, the first, often scheduled airbus operation of the airport, touched down on its inaugural flight at 0954 on Runway 6, taxiing through a fire truck that was double -created water arch, before redeparting as Flight 833 with a high load factor at 1030. The next flight departed in the evening.

The departures were two of Spirit’s more than 200 systemwide flights to 43 destinations, but the feeble flicker of light they’d supplied had been nearly as fast doused when, three months after, on July 31, increasing fuel costs and declining economic conditions had necessitated their discontinuation, making just a guarantee of return when improved states deserved their reinstatement.

Farther tipping the scales to the service loss side had been Delta Air Line’s decision to discontinue its only staying, single daily regional jet service managed by its own Comair counterpart to Atlanta, severing feed to the planet ‘s biggest airport in terms of enplanements and to Delta’s biggest linking heart, and stopping the Long Island existence confirmed as far back as 1984. Delta had mentioned the reason behind the discontinuation, along with that in other marketplaces, as an effort to “optimize…fiscal operation.”

The next carrier loss, making only Southwest and US Airways Express, had resulted in a 10.2-percent passenger decline in 2008 compared to the year-earlier period.

Another tried, but largely unsuccessful airline service had happened in June of 2009 with all the appearance of, which had meant to link Islip with Groton, Connecticut, and Nantucket, Massachusetts, through summer time.

To be able to redress Long Island MacArthur Airport’s identity acknowledgement insufficiency, a study completed by a Phil Nolan-assembled task force firmly reasoned the hunt for and interest of new airline service “should be an important focus of direction,” a function up until now largely dismissed. The airport’s insufficient acknowledgement, coupled with their dizzying variety of nonstop services as well as La Guardia proximity to Manhattan and JFK’s, farther encouraged the importance of the study.

A $150,000 federal grant, aimed at answering the elusive question of why Long itself offered a nonstop flight, tried, still decided use New York airports when Islip to discover local resident traveling and then that were routines bring carrier-supplying service.

A partial redress had become the enactment of a $300,000 marketplace effort, in conjunction with the Long Island Railroad and Southwest Airlines, to raise airport recognition by the eastern Nassau and Suffolk County residents, featuring the motto, “We make flying a wind.”

Considerable focus on a connected masterplan as well as airport infrastructure enhancement had additionally been given.

Long-awaited ramp repairs, for example, was made. One year following the $12.4 million apron covering gates five through eight had been set in 2004, cracks, in which engine-digestible debris could possibly accumulate, appeared, and were traceable to an insufficient, six-inch-thick subbase which neglected to rise above the ground level, and was so susceptible to frost. Water, seeping to the subbase, was subjected to freezing-thawing cycles which enlarged the concrete, loosened its gravel, and propagated the cracks.

To be able to replace the disintegrating, 105-foot control tower built in 1962, the FAA granted J. Kokolakis Building, Inc., of Rocky Point, a $16.4 million contract to construct a new, 157-foot, cylindrical tower next to it in January of 2008, a job finished in November of the subsequent year, at which time internal gear, costing another $8.8 million, was installed.

Instrumental in the airport’s modernization had become the redevelopment of its 45-acre west side, which now houses charter companies, flying schools, and airport care in largely dilapidated hangars and edifices, but could possibly be replaced with new energy efficient and conservation compliant constructions optimally employed by educational institutions offering air traffic control programs.

During the latter part of the decade, Long Island MacArthur Airport once again rode on the descending side of the sales curve, but stays economical engine and an essential air link to eastern Nassau and Suffolk Counties.

Between 1996 and 2003, it’d experienced an average yearly 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 entrance roadway, as a result of it. In accordance with Hofstra University’s Center for Suburban Studies, its 2003 economic impact was pegged at $202 million and was projected to grow by 68 percent, or to $340 million, by the ending of the decade without any additional growth, suggesting that, as a sales generator, that its possibility had barely begun to be exploited. The service decreases, increases in Homeland Security prices, and eroding market had all revoked that possible, but its infrastructure developments, more than 500,000-square foot passenger terminal, four runways, simple accessibility, uncongested surroundings, two-mile proximity to the Long Island Railroad’s Ronkonkoma station, and four-mile proximity to the Long Island Expressway places it directly on the brink of increase in the next decade, when conditions improve. According to recently named Airport Commissioner Teresa Rizzuto, “We Are prepared” for new carriers at that point.

A graduate of Long Island University-C.W. Post Campus with a summa cum laude BA Degree in Comparative Languages and Journalism, I ‘ve later earned the Enduring Community

The Annals of Long Island MacArthur Airport
Instruction Teaching Certificate in the Nassau Association for Continuing Community Education (NACCE) at Molloy College, the Travel Career Development Certification in the Institute of Certified Travel Agents (ICTA) at LIU, and the AAS Degree in Aerospace Technology in the State University of New York – College of Technology at Farmingdale. Having amassed nearly three decades in the airline business, I handled the New York-JFK and Washington Dulles stations at Austrian Airlines, created the North American Station Training Program, served as an Air Travel Adviser to Farmingdale State University of New York, and formulated and instructed the Airline Management Certificate Program in the Long Island Educational Opportunity Center. A freelance writer, I’ve composed some 70 publications of the short story, novel, nonfiction, essay, poetry, post, log, program, training manual, and textbook genre in English, German, and Spanish, having largely focused on air travel and traveling, and I ‘ve been printed in book, magazine, newsletter, and electronic Web site type. I will be a writer for Cole Palen’s Old Rhinebeck Aerodrome in Ny. I’ve made some 350 life excursions by air, sea, railway, and road.