His four-year reign was short and fiery, and he represented what could have been stable if the ambitions had not passed. But perhaps its greatest legacy is that it created one of the cycles of development at McArthur Airport in Long Island, attracting passengers and, ultimately, other carriers, putting on the map the refugee airport that was constantly striving for its identity and purpose. The airline had a proposed name for the Earth, North-East International Airlines, with an incredible two-letter code “QS”, although it never stretched before the West Coast. And its founder Stefan L. It was Quinton.
He was born in 1935. Born on July 8 in the city of Bronx, but raised in Long Island, he could certainly identify the roots of his final venture, and he was exposed to aviation when he was a teenager, at the age of 12, when his older brother started his own air service. Like the father, like the son, the so-called goes, but in this case it was closer “like a brother, like a brother.”
His brother’s kingdom, which was at least characterized by his life, was also brief, as he later crashed into a military plane. Despite the tragedy, the event could have been the seed that turned Quinto into its own aviation enterprise, in turn becoming a philosophy of shocking goals.
“I think it probably had a lot to do with what this business is all about,” he said later.
However, it passed two decades ago, before which the seed could take root, during which its persecution ended in failure.
As honorable as it was, his appointment was at the U.S. Military Academy in West Pint, but he was too young to legally accept it in seven days. His other educational endeavors, including those at the University of Michigan, the University of New York, the Brooklyn Polytechnic Institute, and the University of Pratt, were impressive, and at least allowed him to leave his mark on their camps, but he left without any degree.
Fleeing all this, he moved to France for a decade, but it was on this Atlantic side, particularly in England in 1968, that the seeds of his aviation were finally sown with Sagittair. It will be the first of three. The latter, as already mentioned, climbed from his home in Long Island, emphasizing that it was included in the name of the airport that will become its operational base, Long Island MacArthur. As long as his airline’s fleet, which originally consisted of one aircraft, was under his control, no one had heard of it. After that, the airport itself would hardly be world-famous again.
Built in 1942 by the Congress as a result of the development of National Defense (SSS) landing areas, it was originally intended as a military facility ignited by the outbreak of World War II, and could be used for civilian peace purposes. Since it was originally considered a military aviation appendix, its trading partner was seen as part of the national defense system.
That commercial goal was achieved, albeit in a limited way, until the end of the decade, when a 5,000-square-meter passenger terminal was built, and airline taxi driver Gateway Airlines began service to Boston, New York and Washington, D.C., with 11 passenger cars. Traveler Heroes 1956
As the long-awaited relaxing airport was JFK և La Guardia, it reached its goal ten years later when a more ambitious, 50,000-square-foot egg-laying terminal was built, which will build the business’s urgency in the morning to Albania, Boston and Washington. USAir BAC-111-200s և DC-9-30s և Chicago with US Airlines 727-100 stars.
Another long-term goal, as market research has shown, was to create an unconventional Long-Island-Florida service for those who want to travel to their home state retirement parents and seek winter warmth in the tourism industry. Illegal regulation of the airline և Quinto became possible.
Leasing the former leasing company Evergreen International DC-8-50, registering the N800EV և and operating it in one class with 185 passengers, he founded Long Island MacArthur (Islip) -Ft. Lauderdale on February 11, 1982, charging low, unlimited fares. As an intercontinental aircraft, its relatively low fuel output, combined with the full-fledged passenger and luggage compartment, allowed it to be used on a 5,186-foot flight from 33 Left, from which it ascended Lake Ronconcoma and sailed for Long Island to its southern shore. extra drink և peanut butter, cheese and crackers, sandwiches and fresh fruit snack baskets. The checked baggage was included in the fare.
The initial schedule included four rounds per week to Ft. Lauderdale and one to Orlando, although the second aircraft to be registered with the N801EV, made frequent frequencies and targets possible.
In its first year of operation, it carried more than 150,000 passengers and completed a high note period, moving to 32,075 months in December, due to weather cancellations at major airports in New York and the cancellation of flights from Florida. and the subsequent transfer of leaflets on buses to Islip.
Also encouraging was the Long-Island Airport’s own statistics: 3,071 passenger flights a year in 1982 և 250,406 passengers, as it can now boast three operators of clean aircraft after the US և USAir.
Quinto attributed its carrier’s initial success to reliable, proven service quality and low, unlimited fares, as well as the fact that it has been filling the market void for years. That’s why the North-East adopted the slogan “A lot of airlines for a little money” as it served MacArthur’s home airport, eliminating the need for JFK or La Guardia to travel to the eastern state of Nassau and Sophocles. “We are one step closer to home.”
Although his corporate headquarters were in Fret. Lauderdale, Long Island remained its operational base. After renting the former 128-passenger Pan Am 727-100s, which were alive with a pink and blue cloud, it offered seven daily trips from Islip to Ft. Lauderdale, Hartford, Miami, Orlando and St. Petersburg, which were Tampa’s secondary airports. Non-stop flights were also offered from Connecticut Airport.
– The momentum caused by the sharp fare and dismantling, which was immediately initiated, could not be arrested. The next year, which included three long-distance DC-8-62s, including N752UA from United Air Leasing, OY-KTE from Thai Airways International and N8973U from 11 Arrow Air-saw services acquisition: annual transfer. under exactly 600,000 passengers.
Long Island MacArthur Airport, with which it was inextricably linked, also collected financial rewards, registering 6,597 air carriers in 1983 և 546,996 passenger departures.
However, deviating from the hitherto successful strategy and ignoring the tried-and-true philosophy “if it doesn’t break, don’t fix it”, North-East was chosen to select the big boys at airports such as JFK and get a large staff, eventually intercontinental. The broadband bodies themselves came in the form of four Airbus A300B2s with 314 passenger cars in eight categories. D-AIAD from Lufthansa in January (1984), D-AIAE from Lufthansa in February, F-ODRD from Airbus Industrie. In May, and F-ODRE, one of Airbus’ financial services, in May. It became the second US airline after Argel, which operated the European type.
The strategy may have raised the price of low-cost, Long Island roots to a big player, but its super building lost due to insufficient cash flow. Although it earned $ 64.7 million on March 31, 1984, ending its fiscal year, it recorded a loss of $ 5.2 million.
His non-financial statistics told a different story. During the summer, it operated 66 flights to 17 destinations in the United States, with three types of 16-capacity fleets, including 727-200, including 1600 personnel, similar to the Mexicoana de Aviacion VASP. In the first half of the year, it recorded the highest load factor – 71.5 percent, for any US airline, and in May it became the 18th largest, as measured by passenger miles of income.
The June 1984 system schedule included Boston, Fr. Lauderdale, Hartford, Islip, Kansas City, Las Vegas, Little Rock, Los Angeles, Miami, New Orleans, New York-JFK, Oklahoma City, Orlando, St. Louis. Petersburg, San Diego, Tulsa and West Palm Beach.
Although Long Island MacArthur was still its base, New Orleans became its main hub, serving 15 cities. The high-powered A300s were deployed off the east coast from JFK to Ft. Lauderdale, Miami և Orlando և is one of the southernmost transboundaries from Miami to Los Angeles via New Orleans.
Gravity was not the only element that caused the flying object to descend, even those with defects. Finances are equally secure, or, in this case, canceled, eliminating the rapid origin. Another $ 4.4 million was lost in the third quarter ended Sept. 30, 1984, with the resumption of aspects that could no longer provide financial support, including the dismissal of 450 employees and the return of the A300 navy.
Looking at her sometimes fast-growing carrier as a jigsaw puzzle, Quinto tried to keep her picture completely without the forcibly removed pieces, replacing them with what she could look at. The former 10 Braniff 727-200s, which were vital in 1984-1985. Replacement promises were made to quench the thirst of the winter search market. However, a Dallas judge ruled that the submarine’s crew and crew would violate the terms of the agreement on the reorganization of Braf’s bankruptcy.
Like the plugs from the North-East high-speed elevator, the lights outlining its structure were pushed out. Directions have been revoked, reservations have been canceled, flights have been canceled, bills have not been paid and passengers have been stranded. And on January 3, 1985, the three-year-old, low-cost carrier suffered the same fate as Branf, appealing to the Miami Bankruptcy Court for Chapter 11 with $ 28 million in assets and $ 48 million in liabilities. It owed $ 15 million to more than a thousand unsecured creditors and could no longer meet the wages of its employees.
“I don’t know who is to blame,” Quinton told reporters at the time. “All I can tell you is that we have a lot of paper, but no cash.”
The North-East never rose to its former glory, but again short of glory, although Quinto gave heart and soul. Probably a junior dog, he was constantly trying to collect notes and keep his venture afloat, which he did sporadically despite bankruptcy claims.
One perfect flight from Islip to Ft. Lauderdale, with a fare of $ 69.00, flew down to the east coast, but gradually reclaimed four major cities in the state of Florida. Lauderdale, Orlando, St. Petersburg and West Palm Beach were linked to Chicago, as he was to Islip and Philadelphia, despite being priced at $ 20.00 higher, while the plug was pulled once more in March. missed the plane rental fee.
Four months after crossing the skies on June 21, the familiar roads of Florida were served by 727-200 US-rented cars, although some areas were sported by All Star Airlines and Emerald Air DC-9 on its behalf.
But its market was interrupted. Confidence was lost. The planes were lost. And the lower the $ 49.00 fee for competing with more well-known, well-known carriers, the harder it would be to maintain it.
The last glimmer of hope came at the end of the year with a $ 1 million loan from Alisarda, a registered HB-IKL, for one MD-82. However, its final light was turned on in early 1986, drowning in liquidation, but it did not necessarily occur at Long Island Airport, the remnants of which remained.
Attracting interest, travelers and other airlines, in 1984 with 10,750 aircraft carriers and 810,751 passenger passengers, during the last year of the North-East operation, it showed the potential of the airport market, serving as a catalyst for its growth. -Florida Airlines, which has since been provided by dozens of other airlines, including AirTran, Allegiant, Braniff (III), Carnival, Delta Express, Eastern, Elite, Frontier, Pan Am, Southwest, Spirit, etc. USAir.