Long Island MacArthur Airport: The Frontier Years

Promise to Ronkonkoma-located Long Island MacArthur Airport, operating in the shadows of Manhattan-proximity La Guardia and JFK International airports, always came in the form of new airline serve, which attempted to achieve profitability and replace that which the discontinued ones failed to. Several ultimately unsuccessful low-cost and upstart carriers left little more than a fading imprint during the past half-decade.Alaska-based PenAir, for example, seeking to replace the popular, multiple-daily Saab S-340 flights once operated by Business Express and later American Eagle between Long Island and Boston, forged tis own link in July of 2013 with two daily roundtrips operated by the same 34-passenger turboprop. But poor load factors led to its discontinuation a year later.”We were losing money,” according to David Hall, PenAir’s Chief Operation Officer. “We just weren’t able to get to a consistent operating profit. Unfortunately, it’s a business and that’s how it works.”Another attempt was made by low-cost, Las Vegas-based Allegiant Air, which inaugurated two weekly roundtrips to Punta Gorda, Florida, in December of 2013. Because their winter sun-seeking draw diminished in the spring, they were discontinued on May 26 of the following year and were intended to be reinstated in December. They never were.Still another Islip entrant was Elite Airways. Founded, as reflected by its name, in 2016 by airline veterans wishing to establish a higher-quality airline that deviated from the proliferation of no-frills ones, it was certified as a US Part 121 air carrier that offered charter and scheduled service, initially transporting professional and college sports teams, company executives, heads of state, White House press corps, and VIP tour groups. Headquartered in Portland, Maine, but concentrating its maintenance, crew training, sales, and marketing in Melbourne, Florida, it operated charter flights for the first six years of its existence before transitioning to scheduled ones with a minuscule route system, including Melbourne-Portland, Naples (Florida)-Newark, Naples-Portland, Vero Beach (Florida)-Newark, and Rockford (Illinois)-Fort Collins (Colorado) sectors. Its 11-strong Bombardier Region Jet fleet consisted of a single CRJ-100, five CRJ-200s, and five CRJ-700s.Seeking incentives, such as reduced or waved landing fees, underserved airports with its 50- and 70-seat aircraft, It intended to offer sunbirds air links between New England and Florida, very much the way Northeast had with its 727 “Yellowbirds” in the early-1970s before Delta acquired the carrier. Because of its airline veteran founders, who additionally endeavored to resurrect the higher quality inflight service of the full-fare legacy carriers, it bore similarities with no-longer existent KIWI Airways.Elite touted itself as “Melbourne’s hometown airline.”Catalyst to the Long Island MacArthur service was passenger request.”The funniest thing is that if it wasn’t for people who are originally from Long Island, we wouldn’t be here,” according to Elite Airways president John Pearsall. “On our route we’re presently flying between Newark and Vero Beach… we’ve had more people asking for Islip, Long Island, than any other destination we fly to.”Twice-weekly service, on Friday and Sunday, to Portland, Maine; Myrtle Beach, South Carolina; and Melbourne, Florida, on which $99.00, $139.00, and $149.00 introductory fares were respectively charged, began on June 17, 2016, amid the typically upbeat comments from Pearsall, who said that he expected “passenger demand to be strong for these new routes” and Islip Town Supervisor Angie Carpenter, who commented, “I am thrilled that the Town of Islip is entering into a partnership with Elite Airways. The addition of Elite to the Long Island MacArthur Airport family will offer both residents and those living in Nassau and Suffolk counties the opportunity to travel to some of the most desirable vacation destinations along the east coast… ”


The Portland route continued to Bar Harbor, while that to Melbourne was envisioned as being extended to St. Croix, the US Virgin Islands.Because of Elite’s presence in Rockford, Illinois, it also contemplated connecting Islip with that Chicago-alternative destination.”We will be announcing additional destinations as we get more and more familiar with the market here,” Pearsall said.Another route then under consideration was that to Newport News, Virginia, slated for a March 13, 2017 inauguration. But it was forced to postpone it because of a pending investigation concerning the $3.55 million state funding, intended for infrastructure improvement that was allegedly used to guarantee a loan for a low cost carrier.Although the controversy did not involve Elite itself, it found it prudent to avoid the airport.”The Peninsula Airport Commission has been informed that Elite Airways has chosen to temporarily suspend service from the Newport News/Williamsburg International Airport (to Newark) due to the continuing negative and inaccurate headlines, which are preventing the introduction of this brand new property to our community,” according to a statement. “The commission and Elite Airways have a great working relationship as well as support for one another. We look forward to setting a new launch date over the next few months. We feel certain that Elite will find success out of the market, and that our community will enjoy their ‘Elite Class’ of service.”"It was a difficult decision to postpone the start of service… ,” Pearsall said, “as the Newport News/Williamsburg International Airport has been a great partner to work with. We strongly believe in the market and want to give this service the best possible climate to start in. Postponing the start date will allow both the airline and the airport to be more successful in launching new air service to meet the needs of the community.”It never did. Nor did it to Rockford. And existing Islip service, considered seasonal, was suspended between January 15 and February 16, 2017, before it was reinstated and severed a second time at the end of April. Although a second reintroduction was slated for July, it was never implemented.While the service duration of these carriers was brief, one, National Airlines, never even touched down on Long Island soil.Founded in 2008, the Orlando-based airline operated passenger and cargo flights with Boeing 747-400BCFs as National Air Cargo, but upgraded to public charter service on June 11, 2016 under Department of Transportation (DOT) PC#16-038, whose flights were sold by FlyBranson Travel LLC dba (doing business as) Branson Air Express and operated by National Air Cargo Group, Inc., which itself did business as National Airlines.. Its fleet, a pair of Rolls Royce 40,200 thrust-pound RB.211-535E4-powered Boeing 757-200s configured for 170 (26 first class and 144 coach) and 184 (22 first class and 162 coach) passengers, was intended for a six-destination route system, encompassing Aguadilla, Puerto Rico; Islip, New York; San Juan, Puerto Rico; Sanford-Orlando, Florida; St. John’s, Newfoundland; and Windsor, Ontario.”At National Airlines we provide an enhanced passenger travel experience air mile after air mile,” it described itself. “Our uncompromising quality, unrelenting service, and unmatched agility set us apart as one of the market’s most elite passenger airlines. We travel farther, move faster, and arrive on time with a focused commitment to safe performance. From the runway to the horizon, National provides a world-class flight experience.”National is committed to customer care. We believe our passengers are the most precious cargo that an aircraft can carry, and therefore we treat each individual as an elite global VIP. From the dedicated service of our inflight crew to the undeniable beauty of our aircraft, we focus on the details.”Planned were two weekly departures to Aguadilla as Flight N8 273 on Monday and Friday and four to San Juan as Flight N8 231 on Wednesday, Thursday, Saturday, and Sunday from Islip. All were scheduled to leave at 0900.”The city of Islip is a wonderful and engaging community.” according to Edward Davidson, National’s president and CEO, “and Long Island MacArthur Airport offers both outstanding service and convenience for our customers. National Airlines believes there is demand for our unique brand of exclusive service of inclusive fares between Islip, San Juan, and Aguadilla.”"There is a vibrant Puerto Rican community in and around Islip and the entire New York City region,” he continued, “and we believe travelers will find our combination of convenient location and inclusive service very attractive.”Although it would have constituted the first nonstop service to the Caribbean from the Long Island airport, a lack of suitable equipment precluded its inauguration, resulting in a six-month delay and prompting passenger refunds.”National has experienced challenges acquiring the very popular Boeing 757 aircraft,” according to a statement issued by Town of Islip Supervisor Angie Carpenter. “Regretfully, this has prompted National to postpone the June 1 launch from Long Island MacArthur Airport to Puerto Rico. However, the Town remains very enthusiastic in welcoming National Airlines t to our airport family.”It was never given the opportunity to do so.The airport fared far better with the next carrier to touchdown on its runways, ultra-low-cost, Denver-based Frontier. Announcing nonstop service to Orlando in May of 2017, the airline, an Airbus A320 operator, placed itself in competition with incumbent Southwest to that destination and Florida in general, offering unbundled, $39.00 introductory fares, with additional fees for checked baggage, early boarding, drinks, snacks, and refundability. Based upon advanced bookings, it became the threshold to a significant Islip presence that would entail more nonstop flights and to further destinations than Southwest itself and (then) Elite had offered.As part of 21 cities it was adding to its existing 61, it was considered the first step in an expansion that would double its size in the next five years.”Islip is going to be part of the largest expansion in Frontier’s history,” said Scott Fisher, the carrier’s senior director, at a MacArthur news conference.Because of airport facility availability, a lack of congestion, and the reconstruction of La Guardia, which it also served, Fisher labeled it an “easy airport experience” in the otherwise competitive New York market. “This became a no-brainer in terms of a partnership,” he said.”We thank you for your confidence in what we know is truly a treasure that has been untapped,” Islip Town Supervisor Angie Carpenter said to Fisher at the news conference. “This is really going to reap a tremendous amount of rewards for everybody.”Touching down at 0936 after an inbound ferry flight from Orlando on August 16 and given a water cannon salute from MacArthur Airport Fire-Rescue, the single-class Frontier A320-200, designated Flight F9 1779, became the inaugural departure, pushed back from the gate at 1045. It would return as Flight F9 1778 at 2155 that evening.It became the first in a dual-phase expansion at MacArthur, with service to Fort Myers, Miami, New Orleans, Tampa, and West Palm Beach beginning on October 5, and that to Atlanta, Chicago, Detroit, and Minneapolis the following April 9, 2018. Atlanta and Chicago constituted two of the airport’s once-served, but subsequently lost destinations. They remained the two still most-requested ones.


Yet, because deregulation facilitated the rapid entry and exit of markets, and very low-fare carriers such as Frontier, by necessity, were forced to adopt hairpin triggers when revenue fell below expectations, a significant portion of its Islip route system was modified shortly after disappointing load factors dictated the need to do so.The first destination to be eliminated, on March 5, was New Orleans.”We constantly evaluate route performance,” according to Frontier spokesman Richard Oliver III. “Unfortunately, this capacity was better… redeployed elsewhere in our route network.”Airport Commissioner Shelley LaRose-Arken echoed this reality.”Unfortunately, one of (Frontier’s) ten routes-New Orleans-did not perform as was anticipated, and therefore adjustments to the schedule are being made to ensure the carrier continues to be successful in the market.”Like the first in a string of falling dominoes, however, it knocked down Miami and Fort Myers on April 8.”They just weren’t meeting our expectations,” Oliver III said.Two more dominoes fell on July 5-namely, Detroit and Minneapolis.”We haven’t seen the level of demand that we need to see for the routes,” said Daniel Shurz, Frontier’s Vice President of Commercial Operations.Myrtle Beach and San Juan replaced two of the original destinations, and Fort Myers, Miami, and West Palm Beach were being considered for reinstatement during the winter 2018-2019 season.Despite the cancellations, Frontier remained committed to Islip, provided load factors ensured adequate profitability.”We’ve been working together with the airport and they’ve done a good job promoting service,” said Shurz.Although American Eagle and Southwest remained the long-time anchor tenants, they made tiny adjustments themselves. The former upgraded its 37-passenger de Havilland of Canada DHC-8-100 turboprop to American’s Philadelphia hub to a 45-passenger Embraer ERJ-145 pure-jet, representing a 31-percent capacity increase, while the latter inaugurated one-stop, single-aircraft service to Raleigh/Durham, via Baltimore, facilitating same-day return business travel.Long Island MacArthur continued its perpetual search for airlines, while the airliners themselves continued their search for passengers and profitability in the shadow of the New York airports, as evidenced by the latest round of carrier entries and exits. Yet, despite losses between 2011 and 2014, with the $2 million one its largest in 2012, it ended 2017 with an almost $3 million surplus.In the fiscal year from February 2017 to February of 2018, it recorded 6,473 aircraft departures, a 10.67-percent increase, 694,000 arriving passengers, a 17.28-percent increase, and 697,000 departing passengers, a 17.43-percent increase, according to DOT statistics. The number of nonstops served more than doubled, from seven to 15.Like American Airlines in the 1970s, Northeastern International in the 1980s, and Southwest in the 1990s, Frontier could serve as the catalyst to the airport’s next development cycle, provided it can determine the markets that ensure its profitability and long-term presence.

What Is UX Design?

User Experience is a conglomeration of tasks focused on optimization of a product for effective and enjoyable use. User Experience Design is the process of development and improvement of quality interaction between a user and all facets of a company.U ser Experience Design is responsible for being hands-on with the process of research, testing, development, content, and prototyping to test for quality results. User Experience Design is, in theory, a non-digital (cognitive science) practice but used and defined predominantly by digital industries.

Introduction to UX Planning
The easiest way to approach the planning phase for UX projects is to determine the approach you think ought to be taken for a project, then examine the constraints and amend the approach based on these constraints. This should enable you to determine budgets and timescales if they weren’t given to you by your potential client beforehand. UX projects that are well planned are easier to execute and offer a higher chance of succeeding than those that are managed on an ad-hoc basis For designers working in the ever-changing field of user experience, it’s always important to consider the fundamental principles of design. At many levels, the nature of the work that we do constantly shifts and evolves-whether we’re designing for new technologies or different contexts, ranging from apps for personal use to cross-channel experiences. When we’re called upon to solve design problems that we haven’t solved before, design principles provide a sound basis for devising innovative solutions. All of these trends have required us to look at design afresh and come up with new interaction models, design patterns, and standards-many of which are still evolving.

Visual design trends shift as well-sometimes for the better; sometimes not. For example, in the recent past, we saw the prevalent use of small, light-gray fonts that were both too small and too low contrast for good readability-for almost anybody, not just those with serious visual deficits. Now we’re seeing bigger fonts-solving that readability problem. UX Design Principles course provides foundational level skills for those interested or working in user experience design. The workshop covers aspects of designing for web, apps, and mobile. This UX workshop is suitable for designers, business analysts, product managers, and developers. No UX or design previous experience is required. It serves as the foundation for the UX Classes as well as the UX Certificate program at American Graphics Institute.

What is UI Design?
User Interface Design is its complement, the look and feel, the presentation and interactivity of a product. But like UX, it is easily and often confused by the industries that employ UI Designers. User interface design (UID) or user interface engineering is the design of websites, computers, appliances, machines, mobile communication devices, and software applications with the focus on the user’s experience and interaction. UI Design is closer to what we refer to as graphic design, though the responsibilities are somewhat more complex. Human-Computer Interaction (HCI) integrates concepts and methods from computer science, design, and psychology to build interfaces that are accessible, easy to use, and efficient. There are three factors that should be considered for the design of a successful user interface; development factors, visibility factors and acceptance factors. Development factors help by improving visual communication. These include: platform constraints, toolkits and component libraries, support for rapid prototyping, and customizability. Visibility factors take into account human factors and express a strong visual identity. These include human abilities, product identity, clear conceptual model, and multiple representations. Included as acceptance factors are an installed base, corporate politics, international markets, and documentation and training. There are three fundamental principles involved in the use of the visible language.

Do’s and Don’ts of UI and UX Design
User experience online is very similar to the user experience you get when going to a grocery store. You want a pleasant time without any hassle. You want to be able to navigate the store quickly, get what you need right away, head to the checkout line without a wait, and get back home. You don’t want to deal with a slow cashier, items not where they should be or out of stock, hostile employees, or a crammed parking lot. You simply want what you came for (groceries) and be on your way. Stores understand this and have spent a considerable amount of time and money to help you navigate the store easier, make sure items you want are in stock, and to provide fast and friendly checkout lines. It may seem a bit corny to think of UX design in terms of going to your local grocery store, but the experiences are similar. Our customers are visitors to the sites we create, and the groceries are the content in which they came to the site for. For those of us who go to the store, it’s easy for us to pinpoint things that irritate us or think should be improved. However, when it comes to our own designs and user interfaces and the creation of them, we may not be able to point out these irritants ahead of time before users do. We can fix this by taking a step back and look for these weak points in our design, so that we don’t cause them unnecessary frustration and keep them on our site so they can get to the content they were looking for. To help us designers step back and look at our designs and user interfaces from the eyes of the visitor, let’s run through some do’s and don’ts to look out for so we can help them get exactly what they came for without irritation or a bad UX.

1. DO: Provide a similar experience regardless of the device Visitors are coming to your site using many different types of devices. They can visit your site on their desktop or laptop, tablet, phone, music player, game console, or even their watches. A big part of user experience design is ensuring that no matter how the visitor sees your site, they are getting the same experience they would if they were to visit from another device. This means that if a visitor is seeing your site on their phone, they should still be able to find everything they need without trouble just like they would if they were viewing your site on their desktop at home. A seamless experience across all of your devices helps keep your users on your site regardless of the device they are using.

2. DO: Provide instantly recognizable and easy-to-use navigation The key to providing a pleasant user experience for users is to understand that they are in search of content. They want information that you are providing on your site. The way they get there is by using your site’s navigation to quickly get to the content they are looking for. Provide a user-friendly navigation system that is easy to recognize and easy to use. Design your navigation in a way that gets visitors where they want to go with the least amount of clicks as possible while still being easy to scan and locate where they need to go.

3. DON’T: Letting the design of the site hinder the site’s readability The design of a site or user interface should never interfere with the user’s ability to consume the content on the screen. This includes having busy backgrounds behind content or poor color schemes that hinder the site’s readability. Busy backgrounds cause a distraction and take attention away from the content, even more so if the busy background is directly underneath the content. In addition, be careful not to use color schemes that decrease the contrast of the typography on the screen (i.e. light gray type of a white background). Focus on the typography of your site to ensure issues such as line length, line height, kerning, and font choice doesn’t pose issues for readability.

4. DON’T: Hindering a visitor’s ability to scan the screen As I mentioned above, users and visitors alike often scan the screen quickly before settling in to read any one particular thing with focus. Users often scan for visual cues such as headings, pictures, buttons, and blocks to know where they should focus their attention. If you start removing these items, it makes it hard for users to scan your content to find what they are looking for. Using appropriate headings that are easily seen, pictures to illustrate points, buttons for navigation, and blocks of content that are unique or important help users scan the screen to find what they need.