York Accommodation

Author and Nobel Prize recipient Albert Camus once said “autumn is a second spring when every leaf is a flower.” There is not a truer sentiment in New England during the months of September and October as the fall colors showcase their vibrant reds and golds with a vivacity that outshines many locale’s spring. It is no wonder that “leaf peepers” flock to New England during this time to experience the autumn leaves tour for themselves.

New York‘s Niagara Falls

Consistently voted one of the most romantic places in the world, Niagara Falls is nestled between Lake Erie and Lake Ontario on the border between Canada and the USA. During the year it is a popular honeymoon destination, but when the leaves turn in late September, fall foliage vacations become well-known at this New York state landmark. And if the day scenes of fall were not gorgeous enough, at night Niagara Falls illuminates in a spectacular light show of rainbow colors made brighter by the powerful waterfall’s mist.

PA Fall Colors

Many nature admirers may be wondering where to see PA fall colors. In northeast Pennsylvania there runs a stretch of highway to Williamsport, PA, that is surrounded by Allegheny National Forest and Elk State Forest and crosses over the Appalachian Mountains. Thanks to the maple, ash, oak, yellow poplar and cherry trees, this stretch of highway is one of the most beautiful fall foliage tours that any leafer can experience.

White and Green Mountains

Another fabulous autumn leaves tour for leafers is the stretch of highway that runs between the border of Vermont and New Hampshire. The Green Mountain National Forest heralds to the west, and as you approach the Canadian border the White Mountain National Forest can be admired to the east. If you are an enthusiastic fall foliage tourist, traveling down the Kancamagus Scenic Byway (also known as the White Mountains Trail) provides some of the best autumn leaves tour sights in New England.

Quebec’s Autumn Leaves

The national flag of Canada prominently displays a red maple leaf heralding the Canadian fall colors and you cannot go wrong with a visit to Montreal and Quebec City. The elegant beech and white-trunked birch trees create a diversity of shapes and colors that truly add to the magnificence of Canada’s autumn season.

In the words of Samuel Butler, “Youthis like spring, an over praised season more remarkable for biting winds than genial breezes. Autumn is the mellower season, and what we lose in flowers we more than gain in fruits.” Become a leaf peeper this fall season by experiencing the colorific spectacle that New England offers!

Take an autumn leaves tour and become a leaf peeper this fall by experiencing the colorific spectacle that New England offers!

York Accommodation

I

Increasing demand on existing Boeing 727 routes, which often eclipsed the capacity of even the stretched, -200 series version, coupled with advanced technology, dictated the need for either a larger variant of this venerable tri-jet or an altogether new design.

The first attempt, adopting the former approach, had featured a fuselage sufficiently stretched to accommodate 189 passengers and three refanned, higher-capacity Pratt and Whitney JT8D-217 engines, each developing 20,000 pounds of thrust. Designated the 727-300B, it first appeared at the 1975 Paris Air Show in model form. Despite initial interest from United Airlines, carriers had felt that it needed quieter, still-more advanced powerplants.

A fundamental redesign, retaining the 727′s nose, forward fuselage, and t-tail, and designated “7N7,” featured a further fuselage stretch and a new technology wing, mated, like the much smaller 737, to two pylon-mounted engines, of which the Pratt and Whitney JT10D-4, Rolls Royce RB.211-535, and General Electric CF6-32 had then been considered. Although it had been intended, like its inceptional counterpart, for one-stop transcontinental sectors, its wing contained sufficient fuel tank volume for eventual, long-range deployment.

Because widebody comfort had been well received by passengers on intercontinental routes, one iteration had briefly explored a wider fuselage cross section for twin-aisle, 180-passenger accommodation. The concept would have satisfied two needs: 1). It would have offered increased comfort, and therefore been more competitive with the then-pending Airbus Industrie A-300 on relatively short US domestic sectors, and 2). It would have avoided the excessively long fuselage needed to cater to any future capacity increases, obviating the requirement for long undercarriage struts to maintain proper take off rotation angles.

The envisioned width, however, had been too much of a payoff for these advantages, as evidenced by weak airline interest, since the weight and drag associated with a second aisle and only one more seat abreast had been impractical, and its cross-section, although wider than that of the 7N7, had still been too narrow to accept standard LD-3 baggage and cargo containers.

Reverting to its narrow body studies, Boeing proposed an advanced, large-capacity 727 which, by February of 1978, had featured its nose, cockpit, and fuselage cross-section, but had introduced a new wing and two turbofans for a 170-passenger complement, thus employing much of the commonality of the simultaneously-developed, twin-aisle 7X7 design. Redesignated “757,” it would be Boeing’s fifth major commercial jetliner to carry the seven-dash-seven model sequencing numbers, after the 707, 727, 737, and 747, all but the last of which had been narrow bodies.

Compared to the 727 it had been intended to replace, it had offered a 15-percent lower fuel consumption, yet its significant wing area inherently fostered weight, range, and capacity increases for any future derivatives.

In order to reduce development costs associated with its 767, the widebody, twin-aisle, twin-engined counterpart initially also intended for one-stop transcontinental routes, Boeing, where feasible, incorporated maximum commonality in the two aircraft and the types therefore shared the same forward nose sections, windscreens, quad-wheeled main undercarriage units, avionics, and flight deck systems. Indeed, the two aircraft, forming a new-generation of advanced narrow and widebody twinjets, would offer a common type rating, augmenting mixed-fleet flying of carriers which operated both types, and even the originally intended, 727-style t-tail had been deleted in favor of the conventional 767, low-wing configuration at the very end of the design phase, resulting in greater commonality with the 767 than the 727 it was intended to replace.

Launch orders, for 21 firm and 24 options and 18 firm and 19 options, were respectively placed by Eastern Airlines and British Airways on August 13, 1978, for Rolls Royce RB.211-535C-powered aircraft. Featuring a 196-passenger capacity in a six-abreast, 34-inch seat pitch configuration, the 757, with a 220,000-pound gross weight, was optimized for 2,000-nautical mile sectors, while an optional, 230,000-pound weight would increase range to 2,500 miles.

Structural weight reductions, which lowered seat-mile costs, were achieved with advanced composite and aluminum alloy construction, the former comprised of carbon-fiber-reinforced plastics used in the engine cowlings, ailerons, spoilers, elevators, and the rudder, and kevlar-reinforced plastics employed in the engine pylon fairings and the fin and tailplane tip fairings. Copper and zinc aluminum alloys were utilized in the wing skins, stringers, and lower spar beams.

The aircraft, in its initial 757-200 version, featured a 155.3-foot overall length.

The aluminum alloy, two-spar wing, whose center section passed continuously through the fuselage, offered a 124.10-foot span, a 1,994 square foot area, and five percent of dihedral, and shared a high degree of commonality with that designed for the 767, its aft-loaded profile delaying Mach drag rise. But it was thinner at its root juncture point with the fuselage and offered 25 as opposed to 32.5 percent of sweepback. Its traditionally higher drag had been counteracted by its standardly intended mission profiles, which, because of their shorter durations, entailed greater percentages of climb and descent cycles. It had a 7.82 aspect ratio, or ratio of length to width.

Lift was augmented by full-span, five-section leading edge slats and double-slotted trailing edge flaps, while roll control was provided by al-speed, outboard ailerons, themselves assisted by five-section spoilers. They could alternatively be deployed as speedbrakes in flight or lift dumpers on the ground, where two inboard spoiler panels could also be used.

Power, provided by two high bypass ratio turbofans pylon-mounted to the wing’s leading edge underside, and whose diameter would not have been feasible with the 727′s aft fuselage installation arrangement, resulted in bending movement relief.

The Rolls Royce RB.211-535C, the cropped fan version of the 42,000 thrust-pound RB.211-22B developed for the Lockheed L-1011 TriStar, employed composite pod construction to reduce weight and first ran on the 757 on January 23, 1982. The three-shaft, 37,400 thrust-pound powerplant had been chosen by launch customers Eastern and British Airways.

The more advanced RB.211-535E4, incorporating wide chord fan blades, high pressure module increases, and a common exhaust nozzle for the fan and core streams, offered an eight-percent fuel reduction in its cruise mode and a four-point pressure ratio increase, from 23:1 to 27:1, over its earlier -535C version. The 40,100 thrust-pound engine was certified on November 30, 1983 and first flew on the 757 prototype the following February.

The Pratt and Whitney PW2037, originally specified by American Airlines and Delta, had been the aircraft’s second, and only other, powerplant. Initially designated JT10D, the two-shaft turbofan, inceptionally envisioned as a 26.700 thrust-pound engine when the program had been launched in February of 1972, had evolved into the current 37,000 thrust-pound turbofan whose high-pressure compressor efficiency had been improved with a smaller compressor coupled with higher core rotational speeds. First flying on the 757 prototype in March of 1984, it was certified for 37,600 pounds of take off thrust and had a bypass ratio of 5.8:1.

Fuel was carried in two wing-integral and one center section tank, with that stored in the outer tanks burned last in order to maintain wing bending movement relief. Capacity was 11,253 US gallons.

The conventional, low-wing tailplane, adopted very late in the 757′s development program, facilitated an overall length reduction of 18 feet, yet resulted in a longer cabin than that of the 727 it replaced and improved ground maneuverability. The variable incidence, elevator-equipped horizontal tail, built up of full-span, light alloy torque boxes, had a 542-square-foot area, while the vertical structure, comprised of a three-spar, dual-cell, light alloy torque box, covered a 370 square-foot area.

The tricycle undercarriage featured a dual-wheeled, forward-retracting nose gear strut and two quad-wheeled, laterally-retracting units comprised of Dunlop or Goodrich wheels, carbon brakes, and tires.

The cockpit standardly featured two operating crew and one observer seat, while the cabin, at 118.5 feet long, 11.7 feet wide, and seven feet high, had sported a widebody look with large, Kevlar, individually-closable overhead storage compartments; a sculpted ceiling; recessed lighting; molded sidewalls; and slimline seats.

Numerous class, pitch, and density seating arrangements, again according to customer choice, were available. A 178-passenger complement, for instance, entailed 16 first class seats in a four-abreast, two-two, configuration at a 38-inch pitch and 162 economy class seats in a six-abreast, three-three, arrangement at a 34-inch pitch, while 208 passengers could be accommodated in a 12 first class and 196 economy class configuration, the latter at a 32-inch pitch. Single-class, high-density, and inclusive tour/charter densities, at minimum 29-inch pitches, encompassed 214, 220, 234, and 239 passengers, the latter of which exceeded the 727-200′s maximum by 50 passengers and undercut the widebody 767-200′s by an equal number.

Cabin access was provided by either three main passenger/servicing doors and two overwing emergency exits on either side or four main passenger/servicing doors on either side.

The two underfloor cargo holds, accessed by starboard side, lower-deck doors, offered 700 cubic feet of space in the forward compartment and 1,090 cubic feet in the aft one.

Boeing 757 systems included Honeywell-Vickers engine-driven hydraulic pumps and four Abex electric hydraulic pumps. An Allied-Signal GTCP331-200 auxiliary power unit (APU) provided ground power for air conditioning, lighting, and engine starts.

Full program approval had been received in March of 1979 and final assembly, like all previous narrow body jetliners, occurred in Renton, Washington, with the first metal cut on December 10 and the first major assembly taking place 13 months later, in January of 1981.

First rolled out on January 13, 1982, or five months after its widebody 767 counterpart, and taking to the skies for the first time on February 19, the 757-200 prototype (N757A) was flown by Test Pilot John Armstrong and powered by 37,400 thrust-pound RB.211-535C turbofans, completing a successful two-hour, 31-minute inaugural sortie, during which it had attained a 250-knot indicated air speed (IAS) before landing at Boeing”s Paine Field Flight Test Center in Everett. Despite having introduced the first CRT display-equipped, two-person cockpit, and having been the first Boeing design to have been launched with a foreign powerplant type, it had demonstrated simple handling characteristics.

The five aircraft used in the flight test program ultimately revealed that, in comparison to the design’s original, 1979 specifications, that it had had a 3,650-pound lower operating weight, a 200-nautical mile greater range capability, and burned three percent less fuel.

FAA certified on December 21, 1982, the 757-200, Boeing’s longest single-aisle twinjet, entered scheduled passenger service with Eastern Airlines the following January 1 on the Atlanta-Tampa and Atlanta-Miami routes, while British Airways, configuring its aircraft for 12 first and 174 economy class seats, took delivery of the type on January 25 and inaugurated it into service on February 9, from London-Heathrow to Belfast, Northern Ireland.

The first Pratt and Whitney PW2037-powered variant, first flying on March 14, 1984, had been delivered to launch customer Delta Air Lines seven months later, in October, the same month that Eastern received its first, improved powerplant example, fitted with the RB.211-535E4.

So powered, the aircraft, with 186 mixed-class passengers, had a 220,000-pound maximum gross weight and a 198,000-pound maximum landing weight, offering a coincident 2,820-mile range capability, although medium-range versions had a 230,000-pound weight and long-range examples featured 250,000-pound gross weights, in which case 3,820-mile sectors could be flown.

Although maturing DC-9, 727, and 737 routes had conceptionally dictated the need for the 757, its increasing gross weight and, hence range capability, permitted longer, trans- and intercontinental sector deployment, partially in response to rising fuel prices, and it often served, if not replaced, 767-200 services, thus complementing, before usurping, its twin-aisle counterpart. Both Delta and Eastern, for example, operated transcontinental segments from their Atlanta hubs, while USAir mimicked this pattern to Los Angeles and San Francisco from its similar Pittsburgh flight base. Ladeco operated intercontinental service from Santiago, Chile, to Miami and New York, while Canada 3000, Icelandair, and Air 2000 all operated scheduled and chartered transatlantic services.

II

Other than the initial 757-200 passenger version, Boeing offered several subvariants utilizing the same fuselage length and wingspan, although these sold in limited quantities.

The first of these, the 757-200PF Package Freighter, was developed for United Parcel Service (UPS) when it had placed 20 firm and 15 optioned orders for the Pratt and Whitney PW2037-powered aircraft on December 31, 1985. These featured a 134- by 86-inch, upward-opening, hydraulically-actuated main deck cargo door on the forward, left side; a smaller, 22- by 55-inch crew access door; a cargo loading system; a solid, sliding door-equipped barrier between the cockpit and the main deck freight bay; and the deletion of all passenger-related windows, galleys, and lavatories. First delivered to UPS on September 16, 1987, the twinjet, with a 240,000-pound maximum take off weight, offered 6,680 cubic feet of main and 1,830 cubic feet of lower deck volume, permitting up to 15 pallets to be carried in the former passenger space.

A modified version, the 757-200M Combi, retained the passenger facilities of the -200 and the cargo loading elements of the -200PF, enabling three pallets and 150 passengers to be simultaneously accommodated on the main deck. Although it had been available with a 250,000-pound high gross weight, only one, in the event, had ever been ordered, by Royal Nepal Airlines.

A conversion program, developed by Pemco Aeroplex in 1992, enabled carriers to modify existing passenger aircraft to mixed, quick-change, or all-cargo variants, with an 11,276 US gallon fuel capacity and maximum weights those of the -200PF.

The only military version, the C-32A, had been ordered by the US Air Force to replace its fuel-thirsty, outmoded, quad-engined VC-137s, and it had featured a 45-passenger interior. First flying from Renton on February 11, 1998, the aircraft, ultimately comprising a fleet of four, had been operated by the 89th Airlift Wing at Andrews Air Force Base in Maryland.

III

A representative, transatlantic 757-200 flight, operated by Icelandair from New York-JFK to Reykjavik, Iceland, is forthcomingly illustrated.

The aircraft scheduled to operate the daily, evening departure to Iceland, registered TI-FIH, had been powered by 40,100 thrust-pound Rolls Royce RB.211-535E4 turbofans and configured for 22 four-abreast, two-two, Saga business class, winged- and footrest-equipped seats and 167 six-abreast, three-three, economy class seats, all covered with subdued, blue upholstery. The 250,000-pound, high gross weight aircraft, with an 8,800-pound average cargo capacity, offered a 3,900-mile range.

Pushed back from Gate 21 at JFK’s now-extant International Arrivals Building at 2050 abreast of a massive Korean Air 747-400 after a sweltering, 90-degree, early-summer day, the blue-trimmed, long-fuselaged 757-200, somehow reminiscent of the DC-8-63s it had replaced, but with only half the number of powerplants, was rendered an autonomous entity after towbar disconnection amidst the black dusk highlighted by the glow tracing the clouds on the western horizon.

The two-person, transitional-technology cockpit featured both the traditional analog dials and six advanced cathode ray tube (CRT) displays, the former comprised of an airspeed indicator, an altimeter, a vertical velocity indicator, a clock, and standby flight instruments, while the latter consisted of the electronic flight instrument system (EFIS), two electronic attitude and direction indicators (EADI), and two engine indication and crew alerting systems (EICAS), the latter located on the center panel. The electronic flight instrument system, subdivided into the attitude director indicator (ADI) and the horizontal situation indicator (HIS), provided aircraft attitude and positioning information by means of the CRT displays in seven colors.

The attitude director indicator, specifically, provided aircraft attitude and pitch and roll data, along with ground speed, autopilot, autothrottle, and fight direction modes, operating in conjunction with the horizontal situation indicator, which itself yielded aircraft track, wind speed and direction, lateral and vertical deviations, and waypoint estimated times, and could be used in four basic modes. The map mode, the first, generated weather radar returns in several scales, while the VOR mode provided the aircraft’s position relative to its selected VOR course. The ILS mode yielded airplane relationship relative to its ILS localizer and glideslope, and the plan mode, the last of the four, displayed the desired portion of the flight plan with north located at the top of the screen.

The flight deck otherwise featured the standard control yokes; a center console between the pilots sporting the throttles, the flap lever, and the speedbrakes; and a console behind it with communication and navigation instrumentation.

Engine starting was achieved by turning the respective turbofan’s roof panel-located rotary ignition switch to one of its four start modes-”GRN,” “FLT,” “AUTO,” or “CONT”-after which the switch on the quadrant behind the throttles was flipped to channel fuel, while the required air to initiate fan rotation emanated from the tailcone-mounted auxiliary power unit. Powerplant parameters, displayed on the upper, center CRT, included engine pressure ratio (EPR), fan speed (N1), intermediate rotor speed (N2), high-pressure rotor speed (N3), and oil temperature, oil pressure, and oil quantity.

The flight plan and waypoints had already been loaded before initial pushback.

A gentle throttle advance, after clearance from ground control, preceded the twinjet’s taxi, lateral movements made with the aid of the nosewheel steering tiller on the captain’s left side and ground velocity indicated by the EADI.

Third for take off, the 216,000-pound 757-200, operating as Flight FI 614 and monitoring the tower on a frequency of 119.1, was instructed to follow the United 767-300 to Runway 13-Right, the green light taxiway centerline progressively consumed by the nose wheel as the aircraft moved toward the jewel light-glittering Twin Towers of the World Trade Center on the horizon.

Once centered on the runway, the aircraft was instructed, “Icelandair 614, cleared for take off, Runway 13-Right. Caution wake turbulence from United 767 heavy.” Initiating spool-up of its two 40,100 thrust-pound Rolls Royce turbofans, it restrained its forward movement with the aid of its toe brakes, before depressing its thrust switch and unleashing itself into a lengthy, engine life preservation roll at reduced throttle settings and attaining initial control by means of its nose wheel until the rudder became effective at about 50 knots. The green engine pressure ratio, exhaust gas temperature, fuel flow, N1, N2, and N3 indications, pinnacling on the CRT display, affirmed air- and fuel-generating thrust.

Ground speed calls commenced at 80 knots, the aircraft accelerating through its V1 velocity of 162. Horizontal stabilizer-leveraged into an eight-degree, nose wheel-disengaging rotation, the 757 divorced itself from the concrete by means of its now lift-generating wings, retracting its tricycle undercarriage and engaging its vertical pitch mode as it climbed through 200 feet at a 175-knot, 15-degree attitude.

The exhaust gas temperature and fan speeds respectively registered 157 and 917.

Pursuing its standard instrument departure (SID), the aircraft aileron-nodded into a left bank over the Belt Parkway into dusk, surmounting the gold, green, orange, and white light splotch, like iridescent paint poured atop a black canvas, of Queens, contacting New York Departure on 126.8.

Climbing through 500 feet, it engaged its autopilot in order to control lateral navigation and rate of ascent, retracting its double-slotted trailing edge flaps from the five-degree position.

Ascending though 3,400 feet, it was instructed to pursue a 060-degree heading and to climb and maintain 11,000 feet. Crossing Long Island on a diagonal track, it assumed a 6,000 foot-per-minute climb at a 220-knot airspeed, the cockpit becoming increasingly encased in slipstream. The climb checklist was completed.

Further instructed to climb and maintain 17,000 feet, Flight 614 plunged through a smoky cloud deck toward Connecticut, surmounting its misty top at 24,000 feet where the last remnant of the icy blue sky had been temporarily floodlit by lightning flashes.

Seemingly caught in a black, vaporous, turbulence-incubating void, the slender, narrow body fuselage, propelled by its wide diameter, life-providing engines, settled into its assigned plateau at flight level 350, bordered off its port wing by a line of arctic blue over Portland, Maine. The VNAV was engaged.

Dinner, detailed by the “Saga Business Class Menu” and preceded by a selection of aperitifs and spirits, included “pate diplomat” and jumbo shrimp on a bed of lettuce with fresh lemon and cocktail sauce; seafood in Pernod saffron sauce au gratin or filet of veal in mushroom cream sauce served with tortellini, green beans, and carrots; a selection of red and white vintage wines; a bread basket with Icelandic butter; Bel Paese soft Italian cheese, slices of gouda, crackers, red grapes, and walnuts; cheese cake in raspberry sauce; coffee; and French hazelnut-filled bonbons.

Caught in the black, referenceless void as it pursued its northeasterly, transatlantic track, the intercontinental Boeing 757 had traced its invisible path over St. John, New Brunswick; the Gulf of St. Lawrence; and Goose Bay, Labrador, before departing the North American continent over the foreboding ocean, the only light now visible outside the cabin the reflection of the flashing, under-fuselage beacon on the port engine cowling.

Because of the sun’s northern hemisphere location, however, day appeared quickly, at 0340 Iceland time, or 2340 New York time, in the form of a thin, barely perceptible line of cold, dull blue which separated the night sky above from the black, indistinguishable ocean surface and the smoky, slab-like layers of cloud below. That line represented the horizon. Somewhere, beyond the left wing, lay the tip of Greenland. The blue line intensified.

Dawn’s subsequent chartreuse glow, piercing the cloud layers with fiery intensity, transformed the sky into a series of dull red and copper streaks, floodlighting the arctic snow-resembling cumulostratus cloud deck which now became visible beneath the engine pylon-supporting wings.

Initiating its automatic landing, aircraft TI-FIH settled into a power-reduced, 3,500-foot-per-minute descent, transitioning through 32,000 feet as its airspeed indicator inched beyond the 300-knot mark. Engine parameters, varying according to powerplant, included an engine pressure ratio of 096, a fan speed of 390, and an exhaust gas temperature of 307. Landing weight, after enroute fuel burn, had been calculated as 180,000 pounds, or well below its maximum.

Bowing toward and penetrating the white and gray, turbulence-producing cloud tendrils at 16,000 feet, the twinjet bored through the obscurity with its bullet nose, now assuming a 1,800 foot-per-minute descent rate. In order to adhere to the 10,000-foot speed restriction, the airspeed was set for 250 knots and the altimeter for 2,000 feet.

Descending through 9,000 feet at a shallow, 500 foot-per-minute rate, the captain clipped the ILS Approach Chart to Keflavik International Airport’s Runway 20 to his control yoke, tuning into the automatic terminal information service (ATIS) and noting cloud cover, rain, and a temperature of plus nine degrees Celsius for our arrival.

Penetrating gray density on a 089-degree heading, the aircraft descended through 2,900 feet, at which point the altitude alert light illuminated, indicating imminent approach of the previously-set 2,000-foot limitation. Indicated air speed (IAS) was now dialed to the “215″-knot mark.

Maximum trailing edge flap extension speeds, according to the cockpit placard, indicated 240 knots for one degree, 220 for five degrees, 210 for 15, 195 for 20, 190 for 25, and 162 for 30.

The EHSI display, changed to the expanded ILS mode, yielded weather and traffic data, and the localizer captive mode button was activated.

Shedding the obscurity at 2,000 feet, the 757 emerged over the navy-gray, silver-capped Atlantic, briefly arresting its descent and leveraging into a right bank toward a 141-degree heading and the tip of Iceland. The indicated air speed was dialed to the 180-knot setting.

Extending its double-slotted flaps to the five-degree position as airspeed bled off to the 200-knot mark, Flight 614 maintained a 201-degree final approach heading.

The undercarriage lever, lowered at 180 knots during review of the Final Approach Checklist, had been followed by incremental flap extensions, to the 20- and finally 30-degree positions, the latter, coincident with a noted, nose-down trim, at a 158-knot airspeed. Needled by rain, the aircraft approached the red and white, runway-threshold lights, beyond which the white touchdown lines could be seen through the low-lying cloud sheaths.

Passing over the green, brown, and gold moss-carpeted lava fields and the multi-colored roofs of Keflavik, the 757-200 descended through the 1,000-foot level at a 500 foot-per-minute rate, its VREF speed pegged at 143 knots, and closed the gap to Runway 20 amid a progressive flare and automatic altitude calls: “100…50…40…30…20…10.”

Thudding on to the concrete with its quad-wheeled, outstretched main undercarriage units, the twinjet rebowed earthward until its nose wheel had made equal contact with the white light-centered strip, its thrust reverser and speedbrake handles already armed.

Ground speed calls, mimicking those transmitted during the flare, ensued: “80…70…60…50,” at which point the reverse thrust mode was deactivated and the concrete barely moved beneath the cockpit windows.

Turning off the active runway, now with the aid of the nose wheel steering tiller, the long, narrow body twin, somehow having assumed the mistaken identity of an intercontinental jetliner, taxied to Gate One next to an Icelandair 737-400 registered TI-FIB as the wand-instructing marshaller grew in size until he stood only inches from the nose, where the parking brake was engaged and the accordion-like jetbridge was extended to the second, port door.

IV

Increased demand on maturing 757 routes, coupled with the design’s inherent stretchability, resulted in the type’s first, and only, dimensionally divergent version, which offered ten-percent lower seat-mile costs and increased its passenger capacity and underfloor cargo volumes by, respectively, 20 and 50 percent.

First announced on September 2, 1996, after German charter carrier Condor Flugdienst had placed an order for 12 firm and 12 optioned aircraft, the type, designated “757-300,” featured a 23.4-foot fuselage stretch, comprised of a 13.4-foot plug ahead of the wing and a ten-foot plug behind it, producing a new, 178.7-foot overall length. The world’s largest, single-aisle twinjet, eclipsed only in length by the quad-engined DC-8 Super 60 series, it could accommodate 289 single-class, six-abreast passengers at a 29-inch pitch, although a typical mixed-class arrangement more standardly entailed 12 first class, four-abreast seats at a 36-inch pitch and 231 economy class, six-abreast seats at a 32-inch pitch, all in the elongated, 141.9-foot-long, wide-look cabin modeled after that of the Next Generation 737. Lower-deck volume equally increased-to 1,071 cubic feet in the forward hold and 1,299 cubic feet in the aft hold.

In order to cater to the increased stresses created by the longer fuselage, strengthening occurred on the wings, high-lift device, engine pylons, and undercarriage, and a tailskid ensured protection during excessive rotation angles.

Still powered by two Rolls Royce RB.211-535E4 turbofans, the aircraft had a 240,000-pound maximum take off weight and a 2,055 nautical mile range with 243 passengers.

The 757-300 prototype, NU701 and the 804th aircraft built, was first rolled out in Renton, Washington, on May 19, 1998, and took to the skies for the first time three months later, on August 2, completing a successful, 2.5-hour flight in which it attained a maximum, 250-knot indicated air speed and 16,000-foot altitude. Employed in the initial airworthiness and basic controllability realm of the flight test program, it explored flutter, stalls, stability, and control, and demonstrated the need for vortex generator installation on the leading edge of the outboard flap to improve stall characteristics.

Two other airframes, NU721 and NU722, permitted completion of the program after 356 flights collectively totaling 912 hours, and led to FAA certification, for 180-minute ETOPS sorties, on January 27, 1999, concluding the shortest, design-to-production cycle of any previous Boeing derivative, which had spanned 27 months.

Condor inaugurated the type into revenue service two months later, on March 19.

Improvements to existing 757-200s and -300s were attained with the Aviation Partners Boeing Blended Winglet Retrofit Program. Winglets, featuring large radii and smooth chord variations in transition sections, avoid drag-producing vortex concentrations and provide optimum aerodynamic loading, resulting in smaller wing tip vortices than either straight wing or even conventional winglet systems with angular transitions produce.

The retrofit, which carried a system weight of 1,320 pounds, entailed outer skin and rib replacement, in-tank stringer reinforcement, lower cover fastener replacement, leading edge flap vortex generator additions, and new external position and anti-collision light installation.

The system, increasing wingspan from a former 124.10 to a current 134.9 feet, yielded numerous economic and performance benefits, including an average annual, per-aircraft fuel savings of some 300,000 US gallons.

The first eight-foot, two-inch winglet-equipped 757, a -200 series aircraft belonging to Continental Airlines, first flew on March 9, 2005 from Everett, Washington, and today the program qualifies as a resounding success.

V

On October 18, 2004, the 1,050th-and last-Boeing 757, an original-length -200 series, rolled out of the final assembly plant in Renton and was delivered to Shanghai Airlines of China the following year.

The aircraft, having been designed as a larger-capacity, twin-engined, advanced counterpart to the 727, and as a smaller-capacity, narrow body complement to the simultaneously-developed 767, for one-stop transcontinental routes, uniquely filled two markets and hence created one of its own, ultimately morphing into both higher-capacity and longer-range intercontinental variants. Of the 1,049 aircraft delivered, 913 had been 757-200s, 80 had been 757-200PFs, one had been a 757-200M, and 55 had been 757-300s.

The victim of the recession and the post-9/11 reduction in air travel, the type was mostly usurped by Boeing’s own Next Generation 737 and the Airbus A-321, whose smaller passenger capacities more closely matched changing route demands. Although the present 787-8 may provide limited replacement capability on high-capacity 757 sectors, no direct, advanced design counterpart is currently envisioned, with high-end versions of Boeing’s own eventual 737 replacement likely to qualify as its successor. Nevertheless, the type represented the pinnacle of single-aisle, twin-engined airliner development, whose payload and range parameters far exceeded those traditionally associated with such a configuration.

A graduate of Long Island University-C.W. Post Campus with a summa-cum-laude BA Degree in Comparative Languages and Journalism, I have subsequently earned the Continuing Community Education Teaching Certificate from the Nassau Association for Continuing Community Education (NACCE) at Molloy College, the Travel Career Development Certificate from the Institute of Certified Travel Agents (ICTA) at LIU, and the AAS Degree in Aerospace Technology at the State University of New York – College of Technology at Farmingdale. Having amassed almost three decades in the airline industry, I managed the New York-JFK and Washington-Dulles stations at Austrian Airlines, created the North American Station Training Program, served as an Aviation Advisor to Farmingdale State University of New York, and devised and taught the Airline Management Certificate Program at the Long Island Educational Opportunity Center. A freelance author, I have written some 70 books of the short story, novel, nonfiction, essay, poetry, article, log, curriculum, training manual, and textbook genre in English, German, and Spanish, having principally focused on aviation and travel, and I have been published in book, magazine, newsletter, and electronic Web site form. I am a writer for Cole Palen’s Old Rhinebeck Aerodrome in New York. I have made some 350 lifetime trips by air, sea, rail, and road.

York Accommodation

This was our second trip to Las Vegas and it did not disappoint. There were more hotels than last time and more being built. A visit to downtown is a must to see the light show in the roof area. A technological marvel. We heard it cost 0 million. To say we wandered around hotels every day seems a strange thing to do but anyone who has visited Las Vegas will understand how fascinating that is. Even in February the sun shines and we were able to sunbath around one of the MGM swimming pools.

Five things you should do. Walk into and around every hotel. Take a roller coaster ride at New York New York. Visit the lions and dolphins at the Mirage hotel. Take a helicopter trip over the Grand Canon. And finally take an elevator ride to the top of the Stratosphere hotel to see the fabulous night time view of the Las Vegas strip and surrounding city.

I was not sure if anyone would read an article on money saving tips when visiting Las Vegas. This is the city for gamblers so who is looking to save money? But then I though that, I am not a gambler and I have now visited Las Vegas twice.

Back in 2000 my daughter and I bought my wife a surprise 50th birthday present of a four day trip to Las Vegas. The bonus being it was for four people, which included my wife, myself, my daughter and her husband.

You can fly direct to Las Vegas but this four day visit was an indirect flight stopping at Chicago for four hours then flying on to Las Vegas after four hours stop over. The return flight was the same. So our actual stay in Las Vegas was two full days and three nights. It was a thoroughly enjoyable experience especially as I arrange a room upgrade to a suite which looked out over the ‘Strip’. We did not gamble much as there was too much to see and do.

Our second visit to Las Vegas was a complete surprise. This Christmas we as a family decided to keep our present buying to a small token gift as we had started two new businesses and money was tight.

Our son who had not come on our first visit to Las Vegas has since had two holidays in Las Vegas with his wife and in-laws. He told us a few months before Christmas that he was taking another holiday to Las Vegas in February with the in-laws and did we want to go as well. Unfortunately we had booked our summer holiday and another holiday before that was not in our budget.

Anyway on Christmas day after all the small gifts were opened our son and his wife gave us a final gift. When my wife opened it we found a ‘not new’ roulette game, which we thought was a joke gift. He insisted we open the box and we found inside a picture of the MGM hotel in Las Vegas and a lovely short note inviting my wife and I to join them on the visit to Las Vegas, at their expense. We only had to find our spending money. How could we refuse? We had always wanted to go to Las Vegas with him and knew that this year they wanted to start a family and if they did we probably would never get to go to Las Vega with him for many years to come, if ever.

This time we flew direct with Virgin. I must tell you that I have flown with Virgin in the early days and thought them one of the best. But over the years I found the service from Virgin had dropped. This time the service from Virgin was top rate and I would recommend them to anyone.

On this visit to Las Vegas we were staying for a whole week, flying out on an 11am flight from Gatwick on a Friday, which meant leaving home at 5.30am, and returning a week later on a 4pm flight from Las Vegas, landing Saturday morning. Las Vegas airport is a five minute drive from the MGM Hotel.

When we arrived in Las Vegas it was decided to catch a bus to the MGM hotel. They charge per person one way. On our trip back to the Airport at the end of our holiday we caught a taxi. Taxi’s charge per trip from the MGM hotel.

Tip 1. If you are staying at the MGM, Luxor, Excalibur, Mandalay Bay, New York New York hotels, it is cheaper to use a taxi than the shuttle bus if there is more than one of you. But if you are staying further down the ‘Strip’ then the taxi fare goes up and the shuttle bus may be more cost effective.

On this one week trip my wife and I took to Las Vegas 1000, which converted to 60 at Feb 09 exchange rates. We converted a further 180 towards the end of the week and paid to see a show on a credit card 0. We returned from Las Vegas with 0.

With an eight hour time difference it was mid afternoon on the Friday even though we had left the UK at 11am and had a 10 hour flight. It’s really UK bedtime especially for people of my age.

Tip 2. If it’s your first visit you are probably very excited and want to hit the town or hit the gambling but what ever you do try not to go to bed until it’s late evening. If you go to bed too early your body clock will take longer to adjust to the time difference.

Our first impressions when we ‘hit the town’ after we had unpacked was that the place seemed busy as if the ‘credit crunch’ had not affected Las Vegas. The second thing we noticed was it was not cheap. Having had a number of ‘all inclusive holidays’ over the last few years we found having to pay for everything quite difficult. For people that are used to spending time in hotels the prices are probably quite normal but for us the prices such as a bottle of Budwisser at seemed expensive.

We visited the New York New York hotel the first evening and the first round of drinks at a bar in the hotel was for 4 bottle beers, one coke and one glass of wine. We decided to have a meal in the same hotel and five had steaks and one had pizza. Very good food. The bill came to 3 + (18% tip) + (15% tax) = 1. we understand from past visits to the US that it is expected to tip 12-15%, which is normally a voluntary option. To find it on the bill at 18% is a bit much, we believe.

Tip 3. We found that the 18% tip included on the bill was normally for groups of 6 or more. Therefore if you ask for your bill in groups of two the 18% tip is omitted from the bill and left to your discretion. We found that ‘Dennys’ do not add a tip to any bill no matter what size your group is.

The major disappointment we found on this second visit to Las Vegas was that all the ‘slot’ machines in all the Hotels do not dispense coins as winnings anymore. You feed in dollar bills and if you are lucky to win you will get a slip of paper dispensed as your winning. The tinkering of coins when you win was sadly missing. This slip of paper can be fed into any other slot machine in the same hotel to continue gambling.

Tip 4. If you want to hear the sound of coins dropping with your winning the only place that still uses coins is next to the hotel Circus Circus.

Not being much of a gambler I tended to watch the others but found I wanted a beer while I watched. My son had found on past visits that if you gambled, either on the slots or on the tables, you will be offered complementary drinks from waitresses or barmen at the bar. These drinks are free of charge other than a tip of a couple of dollars to the waitress or barman. The more you gamble the more drinks you are offered.

Every chair in the gambling halls is in front of a slot machine. Even at the bar each seat is in front of a gambling machine embedded in the bar.

Tip 5. It was recommended to me at a number of bars by the barmen that so long as I feed the slot machine with he could feed me complementary drinks. If you win you could be drinking for free all night.

On the first evening of our stay we were advised by my son to join the ‘Players’ club, which meant queuing with passports to receive individual swipe cards. These cards gave you points when you inserted them in the slot machines before you gambled. If you achieved 1500 points during your stay then you may receive complementary gifts like free buffet meals etc.

Just by signing up to get a ‘Players’ club card mean we were entitled to a two for one deal on any of the MGM shows. This option only allowed you to buy the expensive seats at 0, not the cheaper seats at . We choose to go to see the Circus du Soliel which was great and cost 0 for two of the bests seats.

Tip 6. Join the ‘Players’ club at any hotel, as soon as you arrive, to ensure you get any complementary deals or freebies going. You can also use your ‘Player’ card in any other hotel in the MGM group which are:

MGM Grand, Bellagio, City Center, Mandalay Bay, Mirage, Luxor, Excalibur, New York New York, Monte Carlo, Treasure Island, Cirus Circus and Railroad Pass.

There are plenty of places to eat within the hotels and along the ‘strip’. A good steak will cost you upwards and a bottle of wine start around . There are always deals around and the MGM hotel was offering their buffet breakfast, lunch and dinner for + tax, which taken individually would cost .

Tip 7. Before you go to Las Vegas search the books and guides that are in the shops and online for any deals and discounts that are on offer. You could save enough for your gambling.

If you live north of London as we do, then getting to Gatwick in the early hours of the morning is not some thing you can get a friend to do, especially when there is six of you. There are three options, drive down and leave your car in a long stay car park. Stay over night at a local to Gatwick hotel, which provide long stay parking, within the price of the over night stay price. Or get a taxi to take you and pick you up on your return.

http://www.caribbean-holidays.org.uk

York Accommodation

The VS-44, having had both military and civil application, had been Sikorsky’s largest-and last-flying boat, but had had a meager production run of only four.

Tracing its lineage to several previous amphibious designs, it had its first spark in the S-38. Powered by two 420-hp Pratt and Whitney Wasp engines, the ten-passenger biplane, first flying in 1928 and attaining cruise speeds of about 100 mph, had been ordered by the US Navy and Pan American Airways. Lindbergh inaugurated airmail service with the type between the US and the Panama Canal Zone the following year. Operated by several other carriers, it enjoyed a production run of 110.

The succeeding, quad-engined, high-wing, boat-hulled S-40, ordered by Pan American in 1929 and destined to become the then-largest US aircraft, accommodated 40 passengers on 500-mile sectors, the first, designated “American Clipper,” inaugurating service on November 19, 1931. Its eventual fleet of three enabled it to pioneer Caribbean and South American routes.

The S-41, a larger version of the S-38 with a capacity of 14, had a production run of just seven.

Intended for transoceanic routes, the S-42, powered by four Pratt and Whitney engines driving reversible-pitch Hamilton Standard propellers, was designed to fill requirements for a larger-capacity, 2,500-mile, amphibious airliner cruising at 150 mph, although a reduced, 1,500-pound payload significantly increased its range capability. First flying in 1934, it enabled Pan American to serve previously uncoverable Atlantic and Pacific segments with its fleet of ten.

The largest-and last-Sikorsky flying boat, incorporating technology developed by these earlier designs, arose from the Navy’s requirement for a 3,450-mile patrol bomber to eclipse the range of its current PBY Catalinas. The specification, detailed by the US Navy Bureau of Aeronautics’ Design Proposal #137, stipulated a 200-mph speed, a crew complement of six, and four machine gun turrets.

The design, sequentially designated “S-44″ by Sikorsky, and the only one which closely met the Navy’s requirements, incorporated a high, all-metal, cantilever wing; four Pratt and Whitney, 700-hp Twin Wasp radials which drove constant-speed Hamilton Standard propellers; a.50-caliber machine gun in both its bow and tail turrets; and a.30-caliber machine gun in its two center turrets. Although it could equally accommodate 4,000 pounds of bombs, the later specified, and more powerful, 1,050-hp R-1830-68 engines, coupled with 12-foot-diameter props, doubled this capacity.

A single prototype, for which a contract had been awarded on June 25, 1936, first flew a year later on August 13 from the Housatonic River near the Sikorsky factory in Stratford, and featured a 47,142-pound gross weight in bomber configuration and a 49,059-pound maximum weight in patrol guise.

The two-month flight test program, entailing 26.9 airborne hours, revealed several performance parameters, including a 640-fpm initial climb rate, a 62-mph stall speed, a 225-mph maximum speed at 10,000 feet, a 23,100-foot service ceiling, and a 4,545-mile range.

Delivered to Norfolk Naval Air Station on October 12, 1937, the XPBS-1 accumulated an additional 53.5 hours of test flying, during which rudder control force deficiencies were experienced, necessitating a return to the manufacturer for modifications. Yet, despite the fact that Navy pilots expressed overall aircraft handling and performance satisfaction, the Navy itself abruptly canceled any further orders for the design, replacing it with the Coronado instead. No reason was subsequently specified.

Thus relegated to transporting government officials and priority cargo, the single XPBS-1 operated for five years until it was damaged while landing in San Francisco Bay in 1942, incurring a log strike. It was removed from Navy inventory with 1,367.5 hours in its logbook.

The design, however, had commercial application. Pan American Airways’ competitor, American Export Airlines (AEA), seeking a long-range, amphibious airliner for its own transatlantic passenger services, signed a contract for a civil version of the XPBS-1 designated “VS-44″, the “VS” prefix reflecting the combined, but temporary, Chance Vought and Sikorsky factory operations, both divisions of United Aircraft Corporation. Pending its receipt of Civil Aeronautics Board passenger route rights, it intended to purchase three VS-44As, whose names reflected its American Export shipping-and original-division of vessels-namely, “Excalibur,” “Excambian,” and “Exeter”-while Pan American itself ordered the competing Martin M-130 flying boat.

Several design modifications were first required to bring it up to commercial standard. The nose turret, first and foremost, had to be replaced with a solid, rounded, cone made of metal, while the windows, doors, and hatches were relocated. In order to transform the patrol bomber into an airliner, an altogether different interior had to be installed, bulkhead-divided into six smaller, watertight sections with appropriate passenger seating, galleys, lavatories, heating, ventilation, and soundproofing. A larger horizontal tail, featuring ten degrees of dihedral, was retrofitted to augment longitudinal control, while aileron and tail cables were rerouted.

The interior configuration included a five-person cockpit controlled by a pilot, copilot, flight engineer, navigator, and radio operator; a galley located immediately below it and equipped with an oven, an electric stove with two hot plates, a sink, hot and cold water, a refrigerator, and storage cabinets; crew sleeping accommodations; mooring equipment; a baggage compartment; and two men’s rooms. Passenger capacity varied between 32 in day and 16 in sleeper configuration. Forty-inch-wide seats were convertible into both upper and lower berths, and each was provided with a window, a reading light, and heating and ventilation vents. The aft cabin contained the ladies’ room, a second baggage compartment, and cabin crew accommodation.

Upon completion, the VS-44A, with a 79.3-foot overall length, sported a high, thick, 124-foot wingspan from which projected the four three-bladed, 12.6-foot-diameter propellers driven by 1,200-take off horsepower Pratt and Whitney Twin Wasp S13C-G piston engines and below which hung two, water surface-skimming floats near its wingtips. Two dual-wheeled main beaching gear units and a single, twin-wheeled tail unit permitted nonaquatic ground taxiing. The tailplane spanned 31 feet. With a 3,820-gallon fuel capacity, the aircraft offered a 59,534-pound gross weight and a 211-mph maximum speed.

Draped in Navy camouflage livery, the first aircraft, named “Excalibur,” was completed on December 30, 1941, but was redirected by the necessities of World War II. AEA, operating it with its own flight crews, commenced weekly, war transport transatlantic service on June 20 to Faynes, Ireland. “Excambian” and “Exeter” were delivered on May 4 and June 23.

Operating the world’s first nonstop westbound transatlantic crossing on June 22, 1942, aircraft “Excalibur” flew from Faynes to New York in 25 hours, 40 minutes with 16 passengers aboard.

The airframe’s service life, however, would span little more than three months. Executing a long, water-purposing take off from Botwood, Newfoundland, on October 3, 1942, it attained a ten-foot altitude before settling back into the water. Re-emerging, it angled into an excessive, 30-degree nose-high attitude, during which time it climbed to 35 feet, but subsequently barreled earthward, impacting with the ocean’s surface and breaking apart. Five of the 11 crew members and six of the 26 passengers perished. Although the actual cause had never been pinpointed, it is believed that the pilot had attempted to use an excessive, drag-producing, take off procedure-deviating trailing edge flap setting.

Because the remaining two airframes had constituted the world’s longest-range commercial types, able to fly 3,100-mile or greater sectors with full payloads, and because the war dictated the need for such transports, their ownership was transferred to the US government on January 26, 1943 for operation in the Navy’s transoceanic passenger, cargo, and mail ferry service to the Caribbean and Europe. American Export Airlines, under contract to them, continued to maintain and fly the aircraft.

Repainted in AEA’s livery in January of 1945, the two VS-44As recommenced scheduled, civilian service in June, but a later merger with American Overseas Airlines (AOA) and the prevalence of war-sparked runway construction obviated their need, transatlantic routes now increasingly served by land planes, such as the Douglas DC-4.

The “Excambian” and “Exeter” were therefore acquired by Tampico Airlines from the War Assets Corporation on February 27, 1946, at which time they were subserviced to other carriers for charter operations. But Tampico’s own financial difficulties resulted in their onward sale to Skyways International the following April.

Hull-losing accidents, hitherto characteristic of the design’s history, struck once again-and only four months after the acquisition, on August 15, 1947. Attempting to land on the River Plata near Montevideo, Uruguay, during black of night, in nonexistent visual reference conditions and without updated altimeter settings, aircraft “Exeter,” already overloaded, impacted with the water surface, shedding its hull plates and severing half of its left wing.

Flooded with gushing water, the aircraft sank, taking nine of the 12 souls on board with it. Only “Excambian,” one of the four XPBS-1 and VS-44A airframes, now remained. Its longevity would usurp them all.

After Skyways’ liquidation and intermediate ownership by Seaboard Commercial Finance Corporation, the Aviation Exchange Corporation acquired the aircraft with the intention of transporting cargo to the Amazon River, but its plan, upon reconsideration, was not economically viable. As a result, Avalon Air Transport, which provided steamship-competitive air service on the 27-mile sector from Long Beach, California, to Catalina Island, acquired it on June 14, 1957, but relocated the engine controls to a position between the forward two cockpit seats; removed the flight engineer’s panel, and rendered the navigator and radio operator functions redundant. Seating capacity increased to 47. Operating under an FAA supplemental type certificate, the single VS-44A ultimately made 8,172 trips to Catalina Island during its decade of service, carrying more than 211,000 passengers, along with 68 trips to San Clemente under Navy contract.

Continuing in this island-hopping role, the “Excambian” provided inter-Caribbean connections, particularly between St. Thomas and St. Croix, when Antilles Air Boats purchased it on January 9, 1968 for 0,000. However, the short-lived operation, almost ending the way the lives of the other three airframes had, was abruptly cut short when the aircraft ran aground after landing in St. Thomas the following year. Although there had been no injuries and little more than wet feet in the forward cabin, repair costs, particularly due to corrosion, proved prohibitive, and it therefore remained in situ for another six years.

With its service life thus effectively terminated, Antilles Air Boats donated the aircraft to the Naval Air Museum in Pensacola, Florida, in 1976, and they concluded a long-term loan agreement with the New England Air Museum in 1983. During its subsequent, ten-year restoration, conducted in a temporary, 0,000 Rubb hangar at Sikorsky Memorial Airport in Stratford, it was transformed into its original, 1942, American Export Airlines configuration, requiring the replacement of 97 percent of its aluminum skins, 35 percent of its airframe structure, the relocation of the engine controls to the flight engineer’s panel, and the installation of its transoceanic flying boat passenger cabin.

The project, under National Air and Space Museum guidance, was completed by a team of volunteers from Sikorsky, Textron Lycoming, the airline industry, and technical schools.

Relocated in sections, including the wings, engines, and control surfaces, to the Windsor Locks New England Air Museum, it was reassembled and painted in AEA livery during the latter half of the year before being displayed in its Harvey H. Lippincott Civil Aviation Hangar.

Having transported passengers, cargo, and mail in both military and commercial configurations for more than a quarter of a century, the latter entailing scheduled airline, charter, and air taxi operations, the “Excambian,” the last of the remaining four XPBS-1 and VS-44A airframes, equally represents the end of the long-range, transoceanic, elegantly-appointed, flying boat era, and remains on display, dominating the hangar, to tell its story.

A graduate of Long Island University-C.W. Post Campus with a summa-cum-laude BA Degree in Comparative Languages and Journalism, I have subsequently earned the Continuing Community Education Teaching Certificate from the Nassau Association for Continuing Community Education (NACCE) at Molloy College, the Travel Career Development Certificate from the Institute of Certified Travel Agents (ICTA) at LIU, and the AAS Degree in Aerospace Technology at the State University of New York – College of Technology at Farmingdale. Having amassed almost three decades in the airline industry, I managed the New York-JFK and Washington-Dulles stations at Austrian Airlines, created the North American Station Training Program, served as an Aviation Advisor to Farmingdale State University of New York, and devised and taught the Airline Management Certificate Program at the Long Island Educational Opportunity Center. A freelance author, I have written some 70 books of the short story, novel, nonfiction, essay, poetry, article, log, curriculum, training manual, and textbook genre in English, German, and Spanish, having principally focused on aviation and travel, and I have been published in book, magazine, newsletter, and electronic Web site form. I am a writer for Cole Palen’s Old Rhinebeck Aerodrome in New York. I have made some 350 lifetime trips by air, sea, rail, and road.

York Accommodation

The day finally arrived and it was time to set off on our journey to London Gatwick airport for our Month long trip to the US. We had booked to stay overnight at an Airport hotel so that we could be fresh for our trip the next day. I should point out that this trip was pre 9-11.

Our flights consisted of a flight to Newark NJ with Virgin Atlantic and a return flight from Orlando also with Virgin. We booked car hire in two parts, both with Alamo. Because car hire is more expensive in New York, the first leg would be for 7 days and then we would return the car at Orlando and take out another rental for the remainder of the trip.

Our planned itinerary was to stay overnight on landing at Newark in a Holiday Inn close to the airport. Then head off the next day to Niagara where we would spend 2 nights, then journey down to Florida, staying 2 nights on the way.

We took off on time from Gatwick for the almost 7 hour flight. Although we were regular travellers to Florida, we had never been to New York before and as our time would be a bit limited we had not planned on visiting the city across the water on this trip. We arrived mid afternoon after flying quite low along the Hudson River giving us a magnificent view of the New York skyline, to a very busy Newark airport. The airport itself was undergoing some major alterations and it was a bit chaotic to be honest. We eventually, cleared immigration and collected our luggage and at that time the Alamo car rental desk was off the airport so we had to wait for a bus to take us there. In fact from where we were waiting, we could see the rental depot outside the airport across the road. The bus arrived and took us to the depot. We had booked a one way rental and we knew we would have to pay a drop off fee of 0. The clerk tried to talk us into upgrading even though we had booked a seven seat minivan for the 4 of us and had prepaid all our fees and insurances. We paid the drop off fee and the airport collection fee (which she managed to get us to pay) she gave us the keys and told us where the vehicle was located.  Imagine our surprise when we found the vehicle was in fact an 8 seat GMC minivan, obviously the one she wanted us to pay the upgrade for and better yet it had Florida plates!! At that time we were keen to get going so it didn’t much bother us about that. We set off to find our hotel and after a short drive we came to the Holiday Inn. We got checked in and headed to our rooms to freshen up a little before having our dinner. We opted to stay in the hotel to eat and had a few drinks before retiring for the night.

The next morning with our body clocks still being on UK time enabled us to be up at 5am, fresh and ready for our drive to Niagara. We set off around 5:30am and decided we would get breakfast on the way. After a bit of a nightmare trying to get to the interstate we eventually left the Newark area. Daylight had come and we found a Perkins to have some breakfast en route. The rest of the drive was fairly uneventful and we remarked how similar the scenery was to where we lived in the UK. When were nearing Niagara Falls, probably about 30 minutes away, I could see what I thought was steam rising from a cooling tower in the distance. It turned out to be the falls.

We had decided to stay on the Canadian side of the falls and had booked 2 nights at the Sheraton. Once we got to the border we had to go through customs and immigration, we had no problems and were through in about 15 minutes. It was then that we got the first view of the falls, from the bridge, what a magnificent sight it was too. I can say that photos don’t do it justice. We went to our hotel and checked in then set off to discover Niagara. We decided to walk to down to the falls and it only took around 5-10 minutes. The first striking thing that occurred to me was that the spray rises so high, in fact the following morning when we left the hotel I thought it was raining, you know the fine drizzle type but it was in fact the spray from the falls. The wind direction was blowing towards our hotel. We did all the usual tourist things, went to where the whirlpools are along the river. I was surprised to see so many Armish people there, I don’t know if it was a holiday time for them or what but there certainly was a lot. We would see some more of them too later in the journey through Pennsylvania. We did the “Maid of the Mist”, well the men did and it was spectacular. We set off on the boat towards Horseshoe Falls, once the boat get close you hear the engine rev up as the skipper increases the power to get you in close, the only thing I can describe it as, is something like the Arctic, it was just white everywhere and you are being covered in a white spray. Even with the waterproof poncho’s you still find the water getting in somewhere. The trip over, you head back to the dock and take the elevator back up to the top, back on the main road. We also did a tour that takes you behind the falls. We found the Canadian people were fantastic and we felt we had good value for money. We never had to change our currency as you could pay for everything in US dollars. One thing to remember is that you can claim back the GST a sales tax for purchases in Canada. It is restricted to certain things though, so check to see what you can claim for. On our second day we went to Niagara on the Lake, a beautiful place with some lovely scenery. There is a jet boat that you can go for a ride on here which looked like fun. On a clear day you can see the CN tower of Toronto in the distance too. That night we crossed back over to the US side to visit the outlet mall where we got some great bargains.

The next day we checked out of our hotel and began the journey to Florida. We had a little bet to see who the first person was to spot a wild Palm tree but that would be a day or two away yet. We crossed back into the US and headed towards Buffalo where we took the interstate. After New York, the next state we entered was Pennsylvania and we passed through Harrisburg and onto the next State Maryland where spent our first night. We stayed in a motel and were surprised at the difference between, here and other places we stayed at. It was a Sunday and the hotel bar closed at 10:30pm. It just seemed that they were more religious than some of the other places we stayed.

Anyway next day we were off and I must say that the scenery in Pennsylvania and Maryland was starting to get so much better and passing by the towns of PA with their quaint churches and steeples was very picturesque along with the fall colours of the leaves. It is our intention to drive down the Blue Ridge parkway and travel through the Shenandoah national park for some of the journey so we head for Front Royal and in no time we enter the Park. As we enter and pay the small fee, we see a deer crossing the road ahead of us. We thought this was a taste of things to come but believe it or not that was the only one we saw! The speed limit on the twisty roads is only around 20mph so the journey can take some time. Every so often there are overlooks where you can stop and take some photos. This area is steeped in Civil War history and there were many plaques that commemorate the lives lost between soldiers of the North and South. Much of the scenery you are looking at won’t have changed that much over the years and you can just imagine what it was like when you look at the battlegrounds below. You can see how the name Blue Ridge came about as there is a blue tinge to the hills in the distance and this is caused by the trees putting the “blue” in Blue Ridge, from the isoprene released into the atmosphere,thereby contributing to the characteristic haze on the mountains and their distinctive colour. There are information stations along the route and places to buy refreshments. We travelled along the route for about 3 hours and then left to rejoin the interstate and on to our next stop passing by Roanoke, Charlotte and into South Carolina where we stayed overnight at a Howard Johnson. The girl on the reception desk had that southern drawl which we found so nice. Princess Diana had not long been killed and when she noticed we were from the UK she went to great pains to express her sorrow, which we thought was very nice.

The next day we wanted to get to Jacksonville in Florida for our last overnight stop and to visit some friends. We set off early and travelled south on the interstate towards Charleston where we joined the I-95. This interstate runs from the North of Maine all the way down to Miami Florida. We passed by Savannah and it was around here that I won the for the spotting of a wild palm tree! Before long we were entering Florida and Jacksonville was in sight. When we got there we chose a beach hotel and checked in. It was early afternoon and we set off to meet our friends. We met up and we went back to their home for a while and arranged to meet later at the Mandarin ale house for a meal later. After a great night out we went back to our hotel, we had arranged to go to St Augustine the next day. This was a great day St. Augustine is reportedly the oldest US city and is steeped in history with a definite Spanish flavour. We had a look around the Fort and did some shopping. Later that afternoon we were going to go to Orlando. We said our goodbyes and headed off to the land of the mouse.

The temperature now was getting much warmer and we had changed into shorts in SC but as we neared Orlando it was getting very warm. When we got there, we decided to get the car sorted out and during the trip it had been needling away at us that we had paid 0 for the privilege of returning a Florida rental car to Florida! So when we went to the rental office in Orlando we complained to the clerk, she went to speak to a supervisor and came back to tell us that they will refund the 0 and gave us a brand new 7 seat Dodge Grand Caravan. So that was a good result.

We had pre booked our Orlando accommodation and during our stay we did the theme parks and all the other things that tourists do. We also set of for a few days down to Fort Myers, this has always been a favourite of ours. We stayed at Pointe Estero a condominium right on the beach. I can heartily recommend a road trip such as this and look forward to doing it again sometime. You can see so much more of the country this way.

Steve Sewell is an Orlando Villa owner and is part owner of Orlando Villas and also owns Florida Villas Elite he has been travelling to Florida for the past 18 years and has built up a wealth of knowledge. He also has a couple of Florida Guide Websites.

York Accommodation

The day finally arrived and it was time to set off on our journey to London Gatwick airport for our Month long trip to the US. We had booked to stay overnight at an Airport hotel so that we could be fresh for our trip the next day. I should point out that this trip was pre 9-11.

Our flights consisted of a flight to Newark NJ with Virgin Atlantic and a return flight from Orlando also with Virgin. We booked car hire in two parts, both with Alamo. Because car hire is more expensive in New York, the first leg would be for 7 days and then we would return the car at Orlando and take out another rental for the remainder of the trip.

Our planned itinerary was to stay overnight on landing at Newark in a Holiday Inn close to the airport. Then head off the next day to Niagara where we would spend 2 nights, then journey down to Florida, staying 2 nights on the way.

We took off on time from Gatwick for the almost 7 hour flight. Although we were regular travellers to Florida, we had never been to New York before and as our time would be a bit limited we had not planned on visiting the city across the water on this trip. We arrived mid afternoon after flying quite low along the Hudson River giving us a magnificent view of the New York skyline, to a very busy Newark airport. The airport itself was undergoing some major alterations and it was a bit chaotic to be honest. We eventually, cleared immigration and collected our luggage and at that time the Alamo car rental desk was off the airport so we had to wait for a bus to take us there. In fact from where we were waiting, we could see the rental depot outside the airport across the road. The bus arrived and took us to the depot. We had booked a one way rental and we knew we would have to pay a drop off fee of 0. The clerk tried to talk us into upgrading even though we had booked a seven seat minivan for the 4 of us and had prepaid all our fees and insurances. We paid the drop off fee and the airport collection fee (which she managed to get us to pay) she gave us the keys and told us where the vehicle was located.  Imagine our surprise when we found the vehicle was in fact an 8 seat GMC minivan, obviously the one she wanted us to pay the upgrade for and better yet it had Florida plates!! At that time we were keen to get going so it didn’t much bother us about that. We set off to find our hotel and after a short drive we came to the Holiday Inn. We got checked in and headed to our rooms to freshen up a little before having our dinner. We opted to stay in the hotel to eat and had a few drinks before retiring for the night.

The next morning with our body clocks still being on UK time enabled us to be up at 5am, fresh and ready for our drive to Niagara. We set off around 5:30am and decided we would get breakfast on the way. After a bit of a nightmare trying to get to the interstate we eventually left the Newark area. Daylight had come and we found a Perkins to have some breakfast en route. The rest of the drive was fairly uneventful and we remarked how similar the scenery was to where we lived in the UK. When were nearing Niagara Falls, probably about 30 minutes away, I could see what I thought was steam rising from a cooling tower in the distance. It turned out to be the falls.

We had decided to stay on the Canadian side of the falls and had booked 2 nights at the Sheraton. Once we got to the border we had to go through customs and immigration, we had no problems and were through in about 15 minutes. It was then that we got the first view of the falls, from the bridge, what a magnificent sight it was too. I can say that photos don’t do it justice. We went to our hotel and checked in then set off to discover Niagara. We decided to walk to down to the falls and it only took around 5-10 minutes. The first striking thing that occurred to me was that the spray rises so high, in fact the following morning when we left the hotel I thought it was raining, you know the fine drizzle type but it was in fact the spray from the falls. The wind direction was blowing towards our hotel. We did all the usual tourist things, went to where the whirlpools are along the river. I was surprised to see so many Armish people there, I don’t know if it was a holiday time for them or what but there certainly was a lot. We would see some more of them too later in the journey through Pennsylvania. We did the “Maid of the Mist”, well the men did and it was spectacular. We set off on the boat towards Horseshoe Falls, once the boat get close you hear the engine rev up as the skipper increases the power to get you in close, the only thing I can describe it as, is something like the Arctic, it was just white everywhere and you are being covered in a white spray. Even with the waterproof poncho’s you still find the water getting in somewhere. The trip over, you head back to the dock and take the elevator back up to the top, back on the main road. We also did a tour that takes you behind the falls. We found the Canadian people were fantastic and we felt we had good value for money. We never had to change our currency as you could pay for everything in US dollars. One thing to remember is that you can claim back the GST a sales tax for purchases in Canada. It is restricted to certain things though, so check to see what you can claim for. On our second day we went to Niagara on the Lake, a beautiful place with some lovely scenery. There is a jet boat that you can go for a ride on here which looked like fun. On a clear day you can see the CN tower of Toronto in the distance too. That night we crossed back over to the US side to visit the outlet mall where we got some great bargains.

The next day we checked out of our hotel and began the journey to Florida. We had a little bet to see who the first person was to spot a wild Palm tree but that would be a day or two away yet. We crossed back into the US and headed towards Buffalo where we took the interstate. After New York, the next state we entered was Pennsylvania and we passed through Harrisburg and onto the next State Maryland where spent our first night. We stayed in a motel and were surprised at the difference between, here and other places we stayed at. It was a Sunday and the hotel bar closed at 10:30pm. It just seemed that they were more religious than some of the other places we stayed.

Anyway next day we were off and I must say that the scenery in Pennsylvania and Maryland was starting to get so much better and passing by the towns of PA with their quaint churches and steeples was very picturesque along with the fall colours of the leaves. It is our intention to drive down the Blue Ridge parkway and travel through the Shenandoah national park for some of the journey so we head for Front Royal and in no time we enter the Park. As we enter and pay the small fee, we see a deer crossing the road ahead of us. We thought this was a taste of things to come but believe it or not that was the only one we saw! The speed limit on the twisty roads is only around 20mph so the journey can take some time. Every so often there are overlooks where you can stop and take some photos. This area is steeped in Civil War history and there were many plaques that commemorate the lives lost between soldiers of the North and South. Much of the scenery you are looking at won’t have changed that much over the years and you can just imagine what it was like when you look at the battlegrounds below. You can see how the name Blue Ridge came about as there is a blue tinge to the hills in the distance and this is caused by the trees putting the “blue” in Blue Ridge, from the isoprene released into the atmosphere,thereby contributing to the characteristic haze on the mountains and their distinctive colour. There are information stations along the route and places to buy refreshments. We travelled along the route for about 3 hours and then left to rejoin the interstate and on to our next stop passing by Roanoke, Charlotte and into South Carolina where we stayed overnight at a Howard Johnson. The girl on the reception desk had that southern drawl which we found so nice. Princess Diana had not long been killed and when she noticed we were from the UK she went to great pains to express her sorrow, which we thought was very nice.

The next day we wanted to get to Jacksonville in Florida for our last overnight stop and to visit some friends. We set off early and travelled south on the interstate towards Charleston where we joined the I-95. This interstate runs from the North of Maine all the way down to Miami Florida. We passed by Savannah and it was around here that I won the for the spotting of a wild palm tree! Before long we were entering Florida and Jacksonville was in sight. When we got there we chose a beach hotel and checked in. It was early afternoon and we set off to meet our friends. We met up and we went back to their home for a while and arranged to meet later at the Mandarin ale house for a meal later. After a great night out we went back to our hotel, we had arranged to go to St Augustine the next day. This was a great day St. Augustine is reportedly the oldest US city and is steeped in history with a definite Spanish flavour. We had a look around the Fort and did some shopping. Later that afternoon we were going to go to Orlando. We said our goodbyes and headed off to the land of the mouse.

The temperature now was getting much warmer and we had changed into shorts in SC but as we neared Orlando it was getting very warm. When we got there, we decided to get the car sorted out and during the trip it had been needling away at us that we had paid 0 for the privilege of returning a Florida rental car to Florida! So when we went to the rental office in Orlando we complained to the clerk, she went to speak to a supervisor and came back to tell us that they will refund the 0 and gave us a brand new 7 seat Dodge Grand Caravan. So that was a good result.

We had pre booked our Orlando accommodation and during our stay we did the theme parks and all the other things that tourists do. We also set of for a few days down to Fort Myers, this has always been a favourite of ours. We stayed at Pointe Estero a condominium right on the beach. I can heartily recommend a road trip such as this and look forward to doing it again sometime. You can see so much more of the country this way.

Steve Sewell is an Orlando Villa owner and is part owner of Orlando Villas and also owns Florida Villas Elite he has been travelling to Florida for the past 18 years and has built up a wealth of knowledge. He also has a couple of Florida Guide Websites.

York Accommodation

Buying furniture online is a skill that involves research, good judgment and most importantly, comparative analysis between various online furniture stores. So the question that arises is – How do you compare online furniture stores and make a judgement of the best deal? Here are some tips that can help you identify where you can get a good deal:

1. Designs, Features and the Price Tag – The most basic criteria to compare in any kind of online shopping are the designs, characteristics and the cost of the product, and the same rule applies to online furniture stores as well. These stores offer a range of countless combinations to opt from based on these vital aspects. The price of a furniture item can vary to a great extent on the basis of the place where it has been displayed for sale, in addition to the number of mediators between the buyer and the manufacturer.

So once you have a few good websites in front of you that have the kind of designs and style that you’re looking for, you can start making a simple spreadsheet and fill in the comparative information. This will help you examine all the information and compare different combinations of style, price and quality at a glance. If you are meticulous enough in your research, then you can definitely arrive at a fine deal that matches your requirements and reserves.

2. Furniture customisation – At times there are some specifications you may want in the furniture to be more fitting in a particular room of the house where you intend to set it. This is the time when you need to find if the online stores that you are researching allow made-to-order furniture or not. Not all retail furniture stores online offer this service.

People who live in studios or smaller accommodation have relatively confined spaces and therefore cannot afford to have items that have standard dimensions and usability. However, with customized fixtures, you can order furniture that not only fits into the house well, but also helps create space and render your room a sense of balance and well organised.

3. Shipping cost and time of delivery – Before hitting the payment button, make sure to check the cost of shipping that is being charged, if any. In case it is, is it a part of the total cost displayed on the screen or will be an additional charge that you will have to pay on arrival as well. These things are important as you would not want any surprises (or rather shock) when your furniture arrives at your place. The cost of shipping usually is the final point while making a decision as to which furniture website you will order from.

Also ensure that the delivery date is mentioned on the website and diligently adhered to. It is normal for customized furniture to take 8 to 16 weeks for home delivery. But some online furniture stores may have failed on the commitments made to their customers. Reading customers’ reviews before finally ordering an item online is a good idea.

4. Return Policy / Procedure – Last but not the least, go through the fine print including the return policy and procedure of damaged items. See to it that there is no charge for return or exchange of damaged furniture.

The author is always happy to share home decoration experiences. If you are looking forward to details about retail furniture store uk or online furniture store, Then published articles are the best source to find information on retail-furniture.com

York Accommodation

Dreaming of a family vacation and some time out? Think that it’s going to be too expensive to take one this year with the economy going downhill? Well, you needn’t rule out getting away this year, you may just need to change the plans a little. Rather than flying to the other side of the country or overseas it’s time to enjoy the things closer to home and save some serious money. Often there are great places within a couple of hours drive but it’s always the way that we ignore the things on our doorstep. Find out how to plan a holiday with all the fun but less of the cost.

Many states in the United States offer national and state parks that are easy to reach by highway, which are a great option for local vacations. Camping is often offered at these locations for inexpensive prices; activities at decent rates can usually be found at national and state parks as well. When camping in a national or state park, you can often travel just a bit to reach popular tourist attractions. Planning out and researching your trip in advance can help your money go the further on your vacation.

New York city is one of the world’s major cities; near NYC are a plethora of options for local vacations. Riverbank State Park offers visitors numerous opportunities for recreation and amusement. A skating complex offers the best in ice skating activities, an aquatics complex offers summer fun, and the many sports areas allow active outdoor recreation. The fitness center, theater, amphitheater, and dock offer a vast array of activities for families. Another New York option is to visit the Appalachian National Scenic Trail, which winds through New York on its way from Georgia to Maine.

If you live in Phoenix, Arizona then you can reach the Grand Canyon national park by road in well under three hours. Grand Canyon National Park offers an array of camping sites, hotels, and holiday accommodations. Family vacations at the Grand Canyon are unlike any other. The Grand Canyon is one of the great natural wonders of the world; hiking, riding mules to the river, or animal-sighting are just some of the activities.

Los Angeles and other middle-to-southern California residents can enjoy a wonderful local vacation by visiting Yosemite National Park. The famed giant sequoias make their home in Yosemite; spectacular waterfalls, valley vistas, and meadow land can be viewed in Yosemite as well. Camping, hiking, enjoying viewpoints and nature spotting are just a few of the enjoyable things to enjoy at Yosemite. It will make for a special local vacation for the whole family.

Visiting places that do not require flight and a ton of driving limit the harsh effects of emissions on the environment. Another big benefit of local vacations is the reduction in pollution and carbon emissions that occur when taking flights. Whether you seek physical activity, natural wonders, or adventure, you can have an eco-friendly vacation.

As holidays always require much of your hard earned income, saving money where possible is essential. Taking a more local family vacation and choosing well priced self-contained holiday accommodation can be a good way to save money during the current economic conditions. In addition to saving cash, local vacations also offer people the ability to help the environment. Since plane travel is not required for local vacations, emissions into the environment can be lowered by local vacations. A local vacation makes the most sense financially and ecologically.

Richard Greenwood writes on a range of travel topics as Director for makemystay.com.au an Australian holiday accommodation website featuring everything from Sunshine Coast accommodation [http://www.makemystay.com.au/queensland/sunshine-coast/accommodation/] to Q1 holiday accommodation [http://www.makemystay.com.au/queensland/surfers-paradise/q1-1-and-2-bedroom-apartments/] in Surfers Paradise.

York Accommodation

What is life in Dubai really like? Does it compare to life in a comparable metropolitan like London or New York? Unlike these two cities, Dubai is a very young city. It was only a few years ago that foreigners started migrating here in search for jobs or for business. Thus, Dubai, as a cosmopolitan city, has not quite matured completely.

To the average traveler or visitor, Dubai may come across as the glamorous city of huge skyscrapers, gigantic malls, exotic cars and terribly rich people. But Dubai, like any big city, has layers of good and bad.

The Good

- If you dislike the cold, you will love Dubai. The weather here is always sunny and there is very little rain.

- Dubai is also located along the coast, so you have great views of the Arabian sea. The sea is very calm and great for swimming or sailing.

- Crime is exceptionally low in the city. The law enforcement is very strict and most crimes are solved very quickly.

- Dubai is a shoppers’ paradise. The abundance of malls and traditional street markets will always leave you wanting more.

- In the past 5-10 years, Dubai has become a true world city. You can find people from various different ethnic backgrounds here. Indians, Chinese, Americans, Arabs – they all live peacefully here.

- No taxes. Because of its oil riches, Dubai does not need to levy any income tax on its citizens. Whatever salary you get will be completely tax free.

- Plenty of entertainment options. With huge malls, theaters, amusement parks, you will always find something to do here on weekends.

The Bad

- Dubai is terribly expensive. It is the playground of the world’s wealthy, and the property rates here reflect this reality. You will have to shell out a huge sum if you plan to purchase a house here. Besides property, Dubai is also very expensive when it comes to food, accommodation, etc.

- Since Dubai is a relatively new metropolitan, the traffic system here hasn’t quite matured. Drivers have scant regard for traffic rules and routinely flout them. The roads are wide and smooth, and with the large number of sports cars here, you will find yourself being overtaken at 120 mph. This can be a frightening experience for the most experienced of drivers.

- Dubai is located in a desert. Thus, it can get extremely hot in the summers with temperatures routinely going over 45 degrees Celsius. Since it is located near the sea, the humidity levels are very high too. This combination of heat and humidity can make for an uncomfortable experience, especially if you are outdoors.

- Dubai has a population of extremely rich people. Many of them are newly rich and make an ostentatious show of wealth. This gaudy exhibitionism along with the lack of cultural activities here can be a turn off.

Dubai, like any big city, has its pros and cons. The best way to know what this city feels like is to actually travel through it and experience it for yourself.

Dubai is a wonderful place to spend a week exploring an exotic culture immersed in tradition while still being very modern. As a foreign traveler, Dubai holidays [http://www.centurymalldubai.com] can be a bit difficult to negotiate. Learn more about this wonderful city at my website:

Dubai Holidays [http://www.centurymalldubai.com].

York Accommodation

If you are planning a vacation this year and want to try something different, here are the top ten vacation spots. One of these places is sure to fit the type of vacation you are planning, whether it’s to relax, have an adventure, a romantic getaway, or a family fun vacation.

1. Las Vegas- Over the years, the reputation of Las Vegas has changed from Sin City to a more family oriented vacation spot. Today, Las Vegas has a little something for everyone. Whether your vacation is geared towards gambling at a casino, live shows and entertainment such as Cirque du Soleil or a Gondola Ride at the Bellagio, or just shopping at the outlets and designer stores, Las Vegas can give you the experience of a lifetime, whatever your goal and budget.

2. Mexico- There are many Mexico vacation packages available that offer a perfect combination of historical interest, beaches, and the crazy night life. Mexico has various beautiful landscapes, including mountains, deserts, tropical jungles, and quaint villages and resorts for tourists. Try the favorite vacation spots of Acapulco and Guadalajara.

3. Hawaii- This is an obvious vacation pick because of its warm hospitality, stunning volcanoes, but first of all for its beautiful beaches. There are plenty of tourist spots on the islands, but try to really experience the island by hiking the volcanoes or by flying over the islands in a helicopter. You could even visit macadamia nut fields and see other beautiful island scenery.

4. Los Angeles, California- This city is home to Hollywood, and you are sure to spot a celebrity during your stay. Due to the beautiful Californian sunshine year round, it is the home of a large number of celebrities, and is the center of the TV and movie industry. You can take a tour of the stars’ homes or visit the bohemian zones. Since Los Angeles is also a popular spot for immigrants, there are plenty of different and even authentic cuisine restaurants ranging from Chinese to Mexican. A Los Angeles trip really has something for everyone.

5. Haute Route, Swiss Alps- If you want an adventure for your honeymoon or other vacation, Switzerland holds the famous Swiss Alps hiking adventure. Take the traditional Haute Route to see the largest mountain in Western Europe, the Matterhorn. A vacation with the Swiss will provide you plenty of culture, adventure, and warm hospitality.

6. New York City- Whether you are from abroad or a U.S. citizen, visiting New York is something that everyone should do at least once in their life. For the City that Never Sleeps, New York is truly a sight to behold. Be sure to take the time to visit the Statue of Liberty, Ellis Island, and the Empire State Building. If you don’t catch a Broadway play while you are there, you better plan for a trip back. With the nearly uncounted number of activities you can do and things you can see, you will probably leave feeling that you have only just scratched the surface.

7. Aruba- Travelers love the sunny climate of Aruba, which boasts an 82 degree temperature on the white sandy beaches for most of the year. On the western and southern coasts you’ll find a lot of sheltered beaches. This spot is a great alternative to the Caribbean and a perfect secluded honeymoon spot. January and February may be the best months for an Aruba vacation because that is when the carnival season starts, which ends with a grand parade.

8. Thailand- This country is named The Land of Smiles because you are welcomed by friendly people for whom smiling service to visitors is a great pleasure. Thailand has a lot to offer visitors. Whatever you are looking for, you will be fascinated by the ancient civilization and the glorious culture. There are wonderful sights, including exotic open-air markets and sparkling temples. There are endless souvenirs and cuisine at bargain prices. You can vacation for dirt cheap in Thailand, and even visit a luxurious health spa to regenerate your body and psyche. Also try to relax on a golden beach and enjoy the tropical sunshine and deep turquoise sea. Be sure to carefully plan your vacation so that you don’t get lost or swindled in this exotic country.

9. Machu Picchu in Peru- Hikers and tourists have visited the fascinating Inca civilization since its discovery in the early 1900s. Many call the experience magical. You can travel to another time by visiting the Inca temples and villages. Blending in with the hillside itself, many say the area creates a seamless and elegant green paradise, making it a must for anyone who travels to Peru.

10. France- The country has a lot of beautiful attractions and cultural structures to visit. It is bustling with activity, full of large cities like Paris and beautiful small villages and vineyard country side. The countryside still holds a strong impression of Old World feelings and hospitality. There are plenty of memorable places to visit and food to taste in France.

The Haute Route [http://www.theadventure100.com]; Machu Picchu tours [http://theadventure100.com/advSearch.php?ContID=1]; European Adventures [http://theadventure100.com/advSearch.php?ContID=3]