Let’s make an example. You just landed at Pula Airport with a commercial 3-hour flight from Moscow. You also wait another 30 min at Custom Control, about 20 min in baggage claim. Just at the airport, you lose 50 min of your vacation time.
What about we get you through customs, take care of your baggage, and load it to private aircraft to Lošinj Island? Sound’s good right? The best of all we will do it in 15 min and save you all the vacation time that you waiting for whole year.
Another reason that you need to take a private flight in Croatian Coast, also an example, the car drive from Pula Airport to Lošinj Island will take more than 3 hours drive also. You need to wait for the ferry boat to Cres, going through mountain roads in Cres and etc. Instead, you can sit in private aircraft with your pilot and be at Lošinj Airport with a 10 to 15 min flight from Pula.
Every year more and more people see that actually works and save their vacation time. You need another reason to belive? Call us now at +385996499218 to book you flight in Croatian Coast.
We provide flight to Hvar, Lošinj and Brač island airports from Zagreb, Rijeka, Pula, Zadar Split and Dubrovnik.
Send your request for a free quote to firstname.lastname@example.org. With Aeroprofil you get more than a flight.
And now for something completely… homebuilt. Not really easy on the eye, the Cvjetković CA-10 is a one-of, ~90% accurate replica of the 1910 Penkala Leptir (“butterfly”), the very first aircraft designed, built AND flown (sort of) in Croatia.
The brainchild of Slovak-born Polish-Dutch-Croatian inventor Slavoljub Penkala (quite a mouthful!), the Leptir had suffered from an extremely aft position of the Center of Gravity, which meant that it did not so much fly as hop along in extended leaps – but for a country eager to enter the Age of Airplanes, that was more than enough.
Built in early 2010 to celebrate the centennial of powered flight in Croatia, the CA-10 differs from the Leptir primarily by its powerplant: the original 25 HP Laurin & Kliment engine having long gone extinct, it was replaced by an 80 HP Rotax 912, installed forward of the fuselage in an attempt to nudge the CG into a more acceptable position. The only other major change is a much bigger vertical stabilizer, in order to counter the longer moment arm of the new engine. But despite all of this (and more than three times the power), the 10 is still a tricky so-and-so in flight – so much in fact that only one pilot (a highly experienced former ATR-42 captain and gliding instructor) is actually allowed to fly it. Sadly, as of 2020 it had not flown for several years, though there have been attempts to put it on display in a museum…
Original Author: Boran Pivcic
Finally, as we are work from home, the time for blog posts has arrived. Did you know that Isaac Newton, in 1665, had to work from home when the University of Cambridge temporarily closed due to the Bubonic plague. It was the most productive period of his life, and he used that time to develop his theories on calculus, optics, and gravity.
So, with all that free time we started thinking about grounded aircraft all around the world affected by virus COVID-19.
Many airlines across Europe, the US, and the Middle East have had to deal with mass cancellations and the resulting grounding of aircraft due to the exceptionally large restrictions on air travel and low demand.
Dynamic airports became airplane parking lots overnight.
We find a few images on Facebook and Instagram to show you how it looks.
Every young pilot started at some “Classic” like Piper Cherokee or Cessna C152. Some of them are a low-wing, some are high-wing but did you heard for some of these? Also, owning of this “classics” are cheap and acceptable.
The Navion is a single-engine aircraft originally developed on the rugged design lineage of the North American P51 Mustang fighter airplane.
The aircraft was designed at the end of WWII by North American Aviation and later manufactured by Ryan. It was designed for the civilian market, but also appealed to the United States Army Air Forces. From 1946-47, 1,109 were built.
The Cessna 177 (Cardinal for the Deluxe option) was developed in the mid 1960s as an all new replacement for the ubiquitous 172 family.
Announced in late 1967, this new aircraft featured a wide and fairly spacious cabin, a rear set flush riveted high wing which offered good visibility in turns, a single piece all moving tailplane, a high level of standard equipment and the 110kW (150hp) O-320-E recently installed on the 172 driving a fixed pitch prop.
While Cherokees were designed and built in Vero Beach, Fla., the Comanche is a Lock Haven, Penn. aircraft. Lock Haven was Piper’s original factory. The Comanche was the first all-sheet-metal, semi-monocoque aircraft that Piper designed and produced.
Piper designed the Comanche to compete with the Bonanza. Arguably Beech won that competition, but Comanche owners are every bit as dedicated to them as Bonanza drivers are dedicated to the various models.
The final variant of the AA-5 line was the AA-5B Tiger. The Tiger was designed by Grumman engineers and was first produced in late 1974 as the 1975 model.
The Tiger was the outcome of the same redesign work on the AA-5 Traveler that resulted in the 150 hp (110 kW) Cheetah and it was originally little more than the same aircraft with a Lycoming O-360-A4K 180 hp (130 kW) engine, resulting in a 139-knot (257 km/h) cruise speed. Gross weight was increased from the AA-5/AA-5A’s 2,200 lb (1,000 kg) to 2,400 lb (1,100 kg) on the Tiger.
Externally the Tiger looked much like the AA-5 Traveler and AA-5A Cheetah so once again Grumman’s marketing department came up with a distinctive decal package to differentiate the design – this time a “galloping tiger”.
The Cessna 150 is a two-seat tricycle gear general aviation airplane that was designed for flight training, touring and personal use. The Cessna 150 is the fifth most produced civilian plane ever, with 23,839 aircraft produced. The Cessna 150 was offered for sale in the 150 basic model, Commuter, Commuter II, Patroller and the aerobatic Aerobat models.
The first model year of the Cessna 150 carried no suffix letter. It was available as the “150” or the upgraded “Commuter”. The engine was a 100 horsepower (75 kW) Continental O-200, the gross weight was 1,500 lb (680 kg) and flaps were actuated manually with a lever between the seats. Production commenced late in 1958 as the 1959 model year.
Gradually aviation growth presents a number of challenges for business aviation at Pula Airport and, this is a specific time for changes. The economic, social and geographical conditions are diverse, new Aeroprofil business model should be rapidly implemented for use in Istria peninsula. As a result, the business aviation segment is growing faster than scheduled aviation segment.
Even though there is relatively small business aviation segment which generates greater unpredicted peaks of needs at Pula Airport than does scheduled aviation generate. Business flight movements on July and August each year apparently is getting to increase due to more intensive operations in these summer months.
Business aviation fills a gap in scheduled aviation timetable and, is not about taking customers in front of scheduled aircraft and flying them in their own aircraft. Vast majority of business flights are between a city pairs and islands. Compared to the main market segments, business aviation is flying from the Pula Airport and, is characterised by a huge number of routes focusing on city pairs where there is no daily scheduled service.
At the Pula Airport, vast majority of the total business aviation flights were concentrated in five countries: Austria, Germany, Italy, Switzerland and United Kingdom.
In context of aircraft types, the Cessna Skyhawk (C172) has taken the largest market share of frequency at Pula Airport in regards to the Cessna Citation (C525) as the top business aviation type of aircraft. The biggest change is the appearance of the Piper PA-31 Navajo (PA31) on the third place.
Business aviation includes some commercial flights, corporate flights or owner operating for business purposes. New opportunity for gradually growth are opening up, turboprop-engine aircraft have the similar range, endurance and speed, ultimately capacity like some business jets and will make business aviation more affordable and available to a much wider travellers. On the other hand, users will have more opportunity to avoid overcrowded airports and, the Pula Airport is a right example of that.
The main reason for taking Aeroprofil business aviation rather than a scheduled service is that it takes the customer from the nearest airport to their starting point to the nearest airport to their destination. This saves time in ground transfers and in aircraft changes.
An hour in a turbo-prop might cost €3000, a jet €4000, but if you are a large multinational company needing frequent transfers of staff between offices in cities that are not linked by scheduled services, if you need rapid access to a once-a-year event, or if you have factories to visit where labour costs are low and transport infrastructure less developed, then the business case can be made.
You need a flight support, fuel or private flight? Contact us, ask a question. It’s totally FREE.
(Owner of Aeroprofil)