Sample Land Lease For Hangar: Fill & Download for Free

Generally speaking, airports fall into 3 categories - general aviation, commercial and military. These can be public, private or be mixed use so the answer to your question can get complex, but let’s look at a couple of examples of what’s happened to old airports.Sample #1 - Redevelopment of Denver Stapleton International Airport: Denver’s Stapleton Airport served Denver, CO from 1929 to February 27, 1995 when it was replaced with Denver International Airport. The airport suffered from a number of challenges including inadequate separation of runways, no room for gate expansion for airlines, noise and legal issues related to physical expansion.The first thing that happened when Stapleton was closed in 1995 is that the runways were marked with large yellow “X”s, which indicate it was no longer legal or safe to land at the site and a vast convoy of vehicles including cargo tractors, loaders, pushbacks, fuel trucks, rental cars, etc. relocated to the new airport. This left Stapleton abandoned and the City of Denver tried to redevelop the old terminals and concourses, but these buildings were not well suited to commercial endeavors not focused on aviation. Eventually the city tore down the old terminal, concourses and parking garages, but left the control tower as a monument to the airports history.Today, the area that once contained Stapleton Airport is now known as the Stapleton Community with nine neighborhoods and has been redeveloped into a thriving shopping, residential and commercial and as of 2016 is served by the Denver Regional Transportation District (RTD) Commuter Rail Line via the Central Park Station.Sample #2 - The Lost Airports of Atlanta: Hartsfield-Jackson Atlanta International Airport (ATL) is probably the only airport you recognize when someone says “Atlanta”, but what most people don’t know about are the graveyards of airports across the Metro Atlanta Area that have now become subdivisions, shopping malls, highways and even prisons in Atlanta. I’ll highlight a couple from a site called Sunshine Skies where you can view the histories of 10 airports that no longer exist in Atlanta and find out what happened to them.Stone Mountain Airport (00A) is perhaps the best known abandoned airport in metro Atlanta. It bordered the eastern side of Stone Mountain Park and the light aircraft and gliders using the airport were a constant sight around the mountain. Built in the late 1950s, Stone Mountain airport remained busy until 1996 when it was closed and converted to a parking lot for the Olympic events held at Stone Mountain. Following the Olympics, the airport never reopened and all hangars and buildings were demolished. The runway remains intact and a portion of it is now used by the Stone Mountain R/C Flyers, a group flying radio control aircraft.The other Atlanta area airport I’d highlight is South Expressway Airport (9A7). It was located 9 miles south of Atlanta Hartsfield-Jackson Airport. South Expressway was once the busiest privately owned general aviation airport in metro Atlanta and was home to over 110 aircraft. The airport included maintenance and aircraft washing and painting facilities as well as flight instruction, aircraft leasing, charters, sightseeing and aerial photography services. The small airport layout and community concerns following several crashes into nearby homes prompted the closure of the field in the mid 1990s. Ironically for nearby residents who felt the airport was a detriment to their neighborhood, South Expressway was replaced by the Clayton County Jail.[1]Sample #3 - Meigs Field: Formally known as Merrill C. Meigs Field Airport (KCGX) was a single runway airport located on the downtown lake front of Chicago that operated between 1948 until March 2003. The airport was notable that it sat adjacent to downtown Chicago and was widely used for General Aviation traffic. In 2003 Meigs was closed when the then-mayor of Chicago, Richard M. Daley, ordered the runway destroyed in a controversial move on the night of Sunday, March 30, 2003. Mayor Daley ordered city crews to destroy the runway immediately by bulldozing large X-shaped gouges into the runway surface. Today the site is known as Northerly Island and owned by the Chicago Park District. Friends of Meigs, a group dedicated to the restoration, preservation and improvement of Chicago’s downtown airport, continues to pursue the restoration of Meigs.Finally, I highly recommend an excellent web site called “Abandoned & Little-Known Airfields” that’s a great source of information on the history of lost airports all across the United States. Skyscanner also has a solid article on “17 Amazing Abandoned Airports Around the World” which highlights Stapleton, Berline Templehof, Kai TakIn closing, it’s hard to provide a firm answer in what happens to old airports, but hopefully this answer provides you some samples and resources to draw your own conclusion.Footnotes[1] 10 Lost Airports of Metro Atlanta

Q. How much do airlines spend on meals per passenger?A. In fact, among the ten largest U.S. airlines that report their culinary expenditures to the government, United is one of the most generous, spending, on average, $6.08 per passenger in 2014, second only to American, where the tab was $6.43 per person. (That’s for all classes of service, domestic and international.)The average for all the airlines in the sample was $3.61 per person, but that’s because budget airlines like Spirit, which spent a beyond-budget 26 cents a person, get thrown into the mix. Spirit, along with Southwest and Allegiant, don’t serve food at all, except, perhaps, for a bag of pretzels. Others include Delta, which forks over $5.36 per flier; Virgin America, at $3.73 per person; and JetBlue at $1.39.$1.70 pays for any food or beverage you might get onboard, from those tiny pretzels to a Diet Coke. That’s spread out over the whole airline operation, so airlines do spend more on business and first class meals.This Is Where Every Dollar of Your Airfare GoesGetty Images/MARISA GARCIA AUGUST 09, 2017Airlines barely make enough from flying us around to pay for an order of avocado toast.The International Air Transport Association reports that, on average, airlines around the world are expected to earn a mere $7.69 in profit per passenger carried in 2017.U.S. airlines will do better than others around the world, earning $16.32 in profits per passenger, but that’s still barely enough to buy lunch at the airport.But say that you buy a ticket for $116.32, and the airline pockets $16.32 in profit, where does the $100 go?Airlines for America gives us a full breakdown of airline operating costs, based on U.S. Department of Transportation figures. While costs are distributed differently from ticket to ticket, this breakdown can help us see just where all the money we pay to airlines goes.Say that we consider the total of U.S. airlines’ operating costs as that $100 left on a ticket. Then, about $33 went to pay for labor in the last quarter of 2016. That includes all full-time airline employees, not just pilots and flight crew.Another $15.30 paid for the fuel that gets you there. $7.30 paid for the planes, both leased and owned aircraft. $4.40 pays for rents and maintenance of non-aircraft assets, which includes airline hangars and offices.$8.60 went to professional services, including the lawyers, accountants, PR firms, and consultants airlines need to keep operations under control.$1.70 pays for any food or beverage you might get onboard, from those tiny pretzels to a Diet Coke. That’s spread out over the whole airline operation, so airlines do spend more on business and first class meals.Airlines also have to pay $1.90 just to land at airports, which includes the fees airlines pay for runway and airport maintenance. Airlines also spend $1.70 of the ticket for maintenance materials during “block time” hours. Basically, that’s the time planes spend between “blocks” on the wheels, at the gate, and taxiing.Airlines spend 20 cents of that $100 on insurance, 80 cents on commissions to travel agents, 70 cents for communications, 90 cents for advertising and promotions, and 70 cents to keep the lights on and pencils sharpened.Airlines also pay $12 for “Transport-Related Expenses” which is a mix of all of the non-flight related costs, including what they pay to each other for connections and code-shares. This also covers the cost of running a gift shop or selling liquor onboard.Employee expenses (beyond salaries) cost airlines $2.00 of that $100 in operating costs. That includes employee travel expenses and membership fees to professional organizations.The remaining $8.60 goes to “Other” which covers equipment not directly used to operate flights, losses not covered by insurance, travel interruptions, losses from non-payments or fraudulent payments, plus customs and duty fees.According to the U.S. Bureau of Transport Statistics, U.S. airlines had just over $36 billion in operating expenses during the first quarter of this year.They earned about $39.7 billion in operating revenue, of which $29 billion came from airfares, $1 billion came from baggage fees, and $724 million came from reservation change fees. The rest of the money comes from the fees airlines charge each other, plus the sale of frequent flier miles to the banks which issue mileage-earning credit cards, earnings from the carriage of cargo in the belly of the plane, and other miscellaneous earnings.So U.S. airlines are making money. But when you compare the earnings of all U.S. airlines to the $49-$52 billion Apple expects to make in the fourth quarter of 2017 — of which only $6.7 to $6.8 billion will go to operating expenses — it’s clear that selling that iPad you fly with is a much better business than operating the plane.Why Flying is So ExpensiveHow Airlines Spend Your Airfare (WSJ.com)On an airplane carrying 100 passengers, how many customers does it take, on average, to cover the cost of the flight?The Middle Seat asked US Airways and consulting firm Oliver Wyman to crunch airline expenses down to the percentages that an individual passenger pays, taking a hard look at costs of running an airline. US Airways created a hypothetical flight of 100 passengers. Each one paid the average $146 fare for a domestic flight ($292 round-trip), plus $18 each in fees and add-ons, based on a year's worth of data ending March 31. The bottom line: There is very little wiggle room on the plane for profit.When you buy an average $292 domestic airline ticket, what are you really paying for? Scott McCartney on Lunch Break has details and explains why the profit for some airlines can come down to a single passenger. Photo: AP.Somebody on every flight helps cover crash insurance and compensation paid for bumped passengers or lost luggage. The person beside you on your next trip may be partly paying to repair baggage carts or to buy and maintain passenger oxygen and defibrillators."It's like a wristwatch. You only see the face and hands, but all the parts inside are really necessary," said former airline chief executive Gordon Bethune. "Those bags don't get downstairs by themselves. All those things that move bags have to be purchased and then they break. It never stops."An Airbus A319 operated by US Airways taxis after landing behind an American Airlines Boeing 737 at Reagan National Airport in Washington, D.C. BLOOMBERG NEWSFuel now is by far the biggest cost for airlines—greater than even airline salaries. On that 100-passenger US Airways flight, the tickets and fees of 29 people pay just for the fuel to make the trip. (Salaries are the second-highest cost, with 20 passengers covering personnel paychecks.)Oliver Wyman's research pegs fuel costs at an even bigger percentage of costs for the airline industry as a whole. Bigger carriers with longer flights tend to spend a bigger portion of their money at the fuel pump. The industry spent more than 34% of its revenue on fuel—it takes the fares of more than one-third of passengers on a flight, on average, to pay for the gas.When you buy an average $292 domestic airline ticket, what are you really paying for? Scott McCartney on Lunch Break has details and explains why the profit for some airlines can come down to a single passenger.Airline gas mileage has improved over the years, the result of filling more seats on each flight, replacing multiple trips on small planes with fewer trips on larger aircraft and replacing older planes with newer, more fuel-efficient jets. In 2000, U.S. airlines burned 28.6 gallons of jet fuel per passenger, according to the Bureau of Transportation Statistics. Last year, that improved to 22.5 gallons per passenger. The industry is using less fuel but carrying more passengers. But the fuel bill tripled—airlines spent $32 billion more on fuel in 2011 than in 2000.After fuel and salaries come ownership costs—buying and leasing planes. That includes the cost of spare engines and insuring planes in case of accidents. In the hypothetical 100-passenger flight, 16 people cover these costs.Another 14 passengers cover the collective federal taxes paid by passengers, US Airways calculated. That money helps fund the Federal Aviation Administration, plus the Sept. 11 security fees that cover much of the cost of Transportation Security Administration screening, and facility charges that most airports add to tickets. Fuel taxes paid by airlines are counted with other fuel costs. In the end, passengers pay more in government taxes and fees than they do for baggage fees and other add-ons.Total maintenance costs equal 11 passengers on the plane of 100, according to US Airways, which built its own repair shop in Philadelphia just for the trucks, baggage carts and the tugs that haul them. That is a tiny part of all the airline's maintenance responsibilities. Planes' parts often break. Every few months they undergo routine maintenance. Every few years more intensive maintenance is performed. And once every five or six years planes literally get taken apart and put back together.Cost of 'Free' Soft DrinksNine passengers cover the "other" category—everything from catering (the soft drink you get free on most, but not all, carriers) to compensating passengers for bumping them from flights and paying to deliver or replace lost baggage. Food costs—mostly for first-class meals—add up to less than 2% of airline costs, according to Oliver Wyman's research. Rental fees for airport gates and ticket counters also factor into the big "other" category. So do regular business things like advertising and legal fees.Landing fees eat up more than 2% of airline revenue, according to Oliver Wyman, so that it takes two passengers out of 100 to cover the use of airport runways and taxiways. Airports charge airlines by the weight of the airplane.With 99 passengers accounted for, what does that leave the airline in terms of profit? One passenger."It's not exactly one, but we rounded up," said Robert Isom, chief operating officer at US Airways Group Inc.Airlines don't have some of the expenses of other industries. Research and development is virtually nonexistent—innovation tends to come from airplane makers, seat makers or other businesses that supply the carriers. While airlineshave lots of inventory expense, it isn't like what Boeing Co. or other manufacturers encounter.The Weather VariableBut airline operating costs are off the charts compared with other industries. In a business where much of the work is done outside, routine storms can eat into margins. And there are many moving parts to flying people through the air, and many safety costs required by regulation.While ticket revenue pays the bulk of these costs, "ancillary revenue" supplements the flight by another $18 per person on a 100-passenger flight. That includes fees for checked baggage, seat assignments, ticket penalties and revenue from cargo.According to the Bureau of Labor Statistics, baggage fees for the U.S. airline industry last year totaled a hefty $3.4 billion, or roughly $5 for every passenger boarded. Cancellation and change fees totaled $2.4 billion, or more than $3 for every passenger.It's these myriad fees that can be most maddening to passengers—customers who now pay higher fares yet feel like they're getting less service. But these fees, in part, offset the expense of operating an airline."It's a crazy business," Mr. Bethune said. "There are so many costs you could never articulate it all."—Email Scott McCartney at MiddleSeat@The Wall Street Journal & Breaking News, Business, Financial and Economic News, World News and Video or visit his blog at The Middle Seat TerminalWrite to Scott McCartney at [email protected] much are U.S. airlines willing to spend on meals in the sky? The era of complimentary hot dinners may be long gone, but there's still some creativity in the kitchen.United Airlines just rolled out new menus for domestic flights, pledging to offer “restaurant-quality” food throughout its network. But is that possible, given airlines’ limited food budgets? A look at the latest numbers on in-flight food from the U.S. Department of Transportation show a vast range in what individual airlines are investing in their kitchens. In fact, among the ten largest U.S. airlines that report their culinary expenditures to the government, United is one of the most generous, spending, on average, $6.08 per passenger in 2014, second only to American, where the tab was $6.43 per person. (That’s for all classes of service, domestic and international.)The average for all the airlines in the sample was $3.61 per person, but that’s because budget airlines like Spirit, which spent a beyond-budget 26 cents a person, get thrown into the mix. Spirit, along with Southwest and Allegiant, don’t serve food at all, except, perhaps, for a bag of pretzels. Others include Delta, which forks over $5.36 per flier; Virgin America, at $3.73 per person; and JetBlue at $1.39.But DOT’s data also reveals the degree to which airline catering has been on the decline since the late 1990s; average spending among major full-service airlines like American and United topped $8 a passenger in 2001, and the average for all carriers that year was $4.79. You'd have to go a long way back to find a time when U.S. airlines actually competed on the quality of their food, serving steaks to order and freshly baked cookies (think Pan Am in the 1960s). But the reality is that food quality comes down to what you paid for your flight—if you're flying 14 hours in first class, you'll eat well. Things went downhill after 2001, as gourmet dining wasn’t exactly a priority for money-losing airlines; the average food spending hit a low of $3.30 per person in 2007. According to the DOT'S Bureau of Transportation Statistics, the average airline spending on food has dropped by about 25 percent since 2001.Airline spending on food continues to drop (latimes.com)A caprese on Asiago baguette sandwich is one of a variety of United Airline's new first-class food options. Still, overall food spending by airlines per passenger continues to drop. (Associated Press)United Airlines and Virgin America recently announced the addition of new menu items, including turkey and Swiss cheese on a cranberry baguette, chicken and mozzarella on tomato focaccia and a soy-and-ginger-marinated salmon salad.But the nation's airlines still spend much less money on passenger food than they did before the Sept. 11, 2001, terrorist attacks, a catastrophic event that led to a decade of financial hardship for the airline industry.In 2001, the nation's airlines spent an average of $4.79 per passenger on food, compared with $3.62 per passenger in 2013, according to the U.S. Bureau of Transportation Statistics. The average includes all money spent by the nation's major airlines for food sold to travelers in coach and meals offered free in first and business class.The drop in spending reflects the airline industry's efforts to cut costs in tough economic times, said Henry Harteveldt, a travel industry analyst at Atmosphere Research Group.Over the last few years, airlines have stopped offering free meals to most economy-class passengers and also reduced the quality of the meals served to premium-class fliers, he said."Most U.S. airlines offer food on par with Grade B dinners," he said. "You'll have a better meal at Denny's than you'll have at most airlines."Not so, said a United Airlines spokesman, who ranked the quality and selection of food on United higher today than in 2001."You can quote me," said United's Rahsaan Johnson.To read more about travel, tourism and the airline industry, follow me on Twitter at @hugomartin.