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Twin-engine Boeing 767-300ER over Alaska beginning a trans-Pacific crossing

ETOPS^[1] is an acronym for extended operations^[2] as re-defined by the US Federal Aviation Administration (FAA) in 2007.^[3] This rule allows twin-engined airliners (such as the Airbus A300, A310, A320, A330 and A350, the Boeing 737, 757, 767, 777, 787, the Embraer E-Jets, ATR) to fly long-distance routes that were previously off-limits to twin-engined aircraft. ETOPS operation has no direct correlation to water or distance over water. It refers to single-engine flight times between diversion airfields, regardless as to whether such fields are separated by water or land.

According to the FAA in the Federal Register, "This final rule applies to air carrier (part 121), commuter, and on-demand (part 135) turbine powered multi-engine airplanes used in extended-range operations. However, all-cargo operations in airplanes with more than two engines of both part 121 and part 135 are exempted from the majority of this rule. Today's rule [January 16, 2007] establishes regulations governing the design, operation and maintenance of certain airplanes operated on flights that fly long distances from an adequate airport. This final rule codifies current FAA policy, industry best practices and recommendations, as well as international standards designed to ensure long-range flights will continue to operate safely."^[4] Prior to 2007, FAA defined ETOPS as "Extended Range Operations with two-engine airplanes" and applied to twins only. International Civil Aviation Organization (ICAO) Standard and Recommended Practice (SARP) applies only to twins and defines ETOPS as "Extended-range Twin-engine Operational Performance Standards".

ETOPS applies to twins on routes with diversion time more than 60 minutes at one engine inoperative speed. For rules that also cover more than two engines, as in the case of the FAA, ETOPS applies on routes with diversion time more than 180 minutes for airplanes with more than two engines.

Until the mid-1980s, the term EROPS (extended range operations) was used before being superseded by ETOPS usage. In 1997, when Boeing proposed to extend ETOPS authority for twins to beyond 180 minutes, Airbus proposed to replace ETOPS by a newer system, referred to as LROPS or Long Range Operational Performance Standards, which would affect all civil airliners, not just those with a twin-engine configuration with more than 180 minutes ETOPS.  According to the FAA in 2007, "Several commenters … recommended use of the acronym "LROPS"—meaning 'Long Range Operations'—for three- and four-engine ETOPS, to avoid confusion, particularly for those operations beyond 180-minutes diversion time. The FAA has decided to use the single term, 'extended operations,' or ETOPS, for all affected operations regardless of the number of engines on the airplane."^[5]

Government-owned aircraft (including military) do not have to adhere to ETOPS regulations.

History[link]

The first direct transatlantic air crossing was made in 1919, by John Alcock and Arthur Brown, in a twin-engined Vickers Vimy. It took sixteen hours. Due to the unreliability of piston engines at the time, long-distance flight using twin engines was considered very risky. More than two engines were seen as a must for flight over long distances and inhospitable terrain, or over the ocean.

In 1953 the US Federal Aviation Administration, having recognized piston engine limitations, introduced the 60-minute rule for 2-engine aircraft. This rule stated that the flight path of twin-engined aircraft should not be farther than 60 minutes of flying time from an adequate airport. This forced these aircraft, on certain routes, to fly a dogleg path to stay within regulations; they were totally excluded from certain routes due to lack of en-route airports. The 60-minute rule was also called the 60-minute diversion period. The totally excluded area was called the exclusion zone.

In the 1950s Pan Am flew Convair 240s across the Caribbean, from Barranquilla to Kingston, and Avensa flew 340s from Maracaibo to Montego Bay; if the 60-minute rule applied to them it must have been 60 minutes at all-engine speed (Barranquilla to Kingston was about 808 km with almost no other airports to help). Delta's Convair from New Orleans to Havana flew a longer trip but could arc north to stay within reach of an airport.

Early turbine engine experience[link]

This section's factual accuracy is disputed. Please help to ensure that disputed facts are reliably sourced. See the relevant discussion on the talk page.

Jet turbine engines in the 1950s and 1960s demonstrated that they had much higher thrust and reliability than any then-available piston engines. Pratt & Whitney jet engines were then reliably powering the 2-engined Boeing 737 series, the 2-engined DC-9 and 3-engined Boeing 727. The 60-minute rule was waived in 1964 for 3-engined aircraft. This opened the way for the development of wide-body intercontinental trijets such as the Lockheed Tristar and DC-10. By then, only 2-engined jets were restricted by the 60-minute rule.

Early twin-engine high-bypass turbofan airliners[link]

When the FAA restricted the twins to 60 minutes in 1953, ICAO limited it to 90 minutes at all-engine speed. Countries outside the US, which adopted the ICAO standards, permitted their airlines to operate up to 90 minutes. This allowed many twins to be operated in Southeast Asia and Australia without significant restriction.

Early ETOPS experience[link]

Boeing 767-300ER, the ETOPS pioneer

The FAA and ICAO concluded that a properly designed twin-engined airliner can make intercontinental transoceanic flights. In 1985 the FAA was first to approve ETOPS guidelines spelling out conditions for allowing a 120-minutes diversion period, sufficient for most transatlantic flights. TWA was awarded the first ETOPS rating in May 1985 for the Boeing 767 service between St. Louis and Frankfurt, allowing TWA to fly its aircraft up to 90 minutes away from the nearest airfield: this was later extended to 120 minutes after a federal evaluation of the airline's operating procedures.

ETOPS extensions[link]

In 1988, the FAA amended the ETOPS regulation to allow the extension to a 180-minute diversion period subject to stringent technical and operational qualifications. This made 95% of the Earth's surface available to ETOPS flights. The first such flight was conducted in 1989. This set of regulations was subsequently adopted by the Joint Aviation Authorities (JAA), ICAO and other regulatory bodies.

In this manner the Boeing 737, 757 and 767 series and the Airbus A300-600, A310, A320 and A330 series were approved for ETOPS operations. The success of ETOPS aircraft like 767 and 777 killed the intercontinental trijets. This ultimately led Boeing to end the MD-11 program a few years after Boeing's merger with McDonnell Douglas, as well as to scale down the production of its own Boeing 747.

The cornerstone of the ETOPS approach is the statistics that show that the turbine itself is an inherently reliable component, and it is the engine ancillaries that have a lower reliability rating. Therefore an engine for a modern twin jet airliner has twin sets of all ancillaries mounted in the engine, which gives the required reliability rating.

The North Atlantic airways are the most heavily used oceanic routes in the world. Most North Atlantic airways are covered by ETOPS 120-minute rules, removing the necessity of using 180-minute rules. However, some of the North Atlantic diversion airports, especially Kangerlussuaq Airport, are subject to adverse weather conditions making them unavailable for use. As the 180-minute rule is the upper limit, the JAA & FAA has given 15% extension to the 120-minute rules to deal with such contingencies, giving the ETOPS-138 (i.e. 138 minutes), thereby allowing ETOPS flights with such airports closed.

ETOPS-240 and beyond are now permitted^[6] on a case-by-case basis, with regulatory bodies in nations ranging from the USA, to Australia, to New Zealand adopting said regulatory extension. Authority is only granted to operators of two-engine airplanes between specific city pairs. The certificate holder must have been operating at 180-minute or greater ETOPS authority for at least 24 consecutive months, of which at least 12 consecutive months must be at 240-minute ETOPS authority with the airplane-engine combination in the application.

Early ETOPS[link]

Boeing 777-200ER.

The original 1985 regulations allowed an airliner to have ETOPS-120 rating on entry into service. ETOPS-180 was only possible after 1 year of trouble-free 120-minute ETOPS experience. In 1990 Boeing convinced the FAA that it could deliver an airliner with ETOPS-180 on its entry into service. This process was called Early ETOPS. The Boeing 777 was the first aircraft to carry an ETOPS rating of 180 minutes at its introduction.

In the 1990s the JAA disagreed and the Boeing 777 was rated ETOPS-120 in Europe on its entry into service. European airlines operating the 777 had to demonstrate one year of trouble-free 120-minutes ETOPS experience before obtaining 180-minutes ETOPS for the 777.

Today regulations in Europe and US permit up to 180-minute ETOPS at entry.

ETOPS exclusions[link]

Private jets are exempted from ETOPS by the FAA, but are subject to the ETOPS 120-minute rule in JAA's jurisdiction.

Until the rule change in US, Australia, several commercial airline routes were still economically off-limits to twinjets because of ETOPS regulations. There were routes traversing the South Pacific (e.g., Sydney – Santiago de Chile, which is the longest over-the-sea distance flown by a commercial airline), South Atlantic (e.g., Capetown – São Paulo), Southern Indian Ocean (e.g., Perth – Johannesburg), and Antarctica.

Beyond ETOPS-180[link]

Effective February 15, 2007, the FAA ruled that US-registered twin-engined airplane operators can fly more than 180-minute ETOPS to the design limit of the aircraft. Airbus is planning to certify its A350XWB to 350-minute ETOPS, while Boeing is planning to certify its 787 to 330-minute ETOPS.^[7]

On December 12, 2011, Boeing received type-design approval from the U.S. Federal Aviation Administration (FAA) for up to 330-minute extended operations for its 777 fleet. This certification applies to the 777-200LR, 777-300ER, 777F and 777-200ER equipped with GE engines.^[8]

EASA also has updated its twin-engine (ETOPS) rules. It has not formally declared its timing for ETOPS type rules for airplanes with more than two engines, or whether it will use the acronym ETOPS or LROPS for these operations.

ETOPS ratings[link]

The following ratings are awarded under current regulations according to the capability of the airline:

• ETOPS-75
• ETOPS-90
• ETOPS-120/138
• ETOPS-180/207
• ETOPS-240
• ETOPS->240

However, ratings for ETOPS type approval are fewer. They are:

• ETOPS-90, which keeps pre-ETOPS Airbus A300B4 legally operating under current rules
• ETOPS-120/138
• ETOPS-180/207, which covers 95% of the Earth's surface.
• ETOPS->180 to Design Limit

Approval for ETOPS[link]

ETOPS approval is a two-step process. First, the airframe and engine combination must satisfy the basic ETOPS requirements during its type certification. This is called ETOPS type approval. Such tests may include shutting down an engine and flying the remaining engine during the complete diversion time. Often such tests are performed in the middle of the ocean. It must be demonstrated that, during the diversion flight, the flight crew is not unduly burdened by extra workload due to the lost engine and that the probability of the remaining engine failing is extremely remote. For example, if an aircraft is rated for ETOPS-180, it means that it should be able to fly with full load and just one engine for 3 hours.

Second, an operator who conducts ETOPS flights must satisfy their own country's aviation regulators about their ability to conduct ETOPS flights. This is called ETOPS operational certification and involves compliance with additional special engineering and flight crew procedures on top of the normal engineering and flight procedures. Pilots and engineering staff must be qualified and trained for ETOPS. An airline with extensive experience operating long distance flights may be awarded ETOPS operational approval immediately, others may need to demonstrate ability through a series of ETOPS proving flights.

Regulators closely watch the ETOPS performance of both type certificate holders and their affiliated airlines. Any technical incidents during an ETOPS flight must be recorded. From the data collected, the reliability of the particular airframe-engine combination is measured and statistics published. The figures must be within limits of type certifications. Of course, the figures required for ETOPS-180 will always be more stringent than ETOPS-120. Unsatisfactory figures would lead to a downgrade, or worse, suspension of ETOPS capabilities either for the type certificate holder or the airline.

References[link]

• New ETOPS regulations, Jan. 26, 2007 – The new FAA ETOPS ruling
• "FAA frees twins from ETOPS limits", Flight International Jan. 16–22, 2007, Reed Publication Limited
• Airbus:LROPS – Airbus page on LROPS (Long Range Operations)

External links[link]

• Great Circle Mapper – includes ETOPS ranges

Orlando International Airport
220px
Aerial view of MCO, January 6, 1999
IATA: MCO – ICAO: KMCO – FAA LID: MCO
Summary
Airport type		Public
Operator		Greater Orlando Aviation Authority
Serves		Orlando, Florida, USA
Elevation AMSL		96 ft / 29 m
Coordinates		28°25′46″N 81°18′32″W / 28.42944°N 81.30889°W / 28.42944; -81.30889Coordinates: 28°25′46″N 81°18′32″W / 28.42944°N 81.30889°W / 28.42944; -81.30889
Website		www.orlandoairports.net
Maps
FAA airport diagram
MCO Location within the state of Florida
Runways
Direction	Length		Surface
	ft	m
17L/35R	9,000	2,743	Concrete
17R/35L	10,000	3,048	Concrete
18L/36R	12,005	3,659	Asphalt/Concrete
18R/36L	12,004	3,659	Concrete
Helipads
Number	Length		Surface
	ft	m
H1	44	13	Concrete
Statistics (2006/2007)
Aircraft operations			391,745 (2,006)
Passengers			34,877,899 (2,010)
Source: Aircraft operations: Federal Aviation Administration[1] Passengers: Airports Council International[2]

Orlando International Airport (IATA: MCO, ICAO: KMCO, FAA LID: MCO)^[3] is a major international airport located 6 nmi (11 km) southeast of the central business district of Orlando. It is the second busiest airport in Florida, after Miami International Airport.^[4] It is the 13th busiest airport in the United States and the 29th busiest airport in the world by passenger traffic.^[5]

The airport serves as a focus city for Southwest Airlines and JetBlue Airways. Southwest Airlines is currently the airport's largest carrier in terms of passengers traveled; SWA carried one-fifth of all passenger traffic at MCO in 2006.^[6]

The airport code MCO stands for the airport's former name, McCoy Air Force Base, a Strategic Air Command (SAC) installation named for Colonel Michael Norman Wright McCoy, USAF, commander of the 321st Bombardment Wing at the then-Pinecastle Air Force Base. Col McCoy died in the crash of a B-47 Stratojet during the annual Strategic Air Command (SAC) Bombing and Navigation Competition that was held at the base in 1957. Pinecastle AFB was later renamed McCoy AFB in his honor the following year. McCoy AFB later became home to the 306th Bombardment Wing operating the B-52 Stratofortress and the KC-135 Stratotanker. In the early 1960s, with the advent of commercial jet airline service to the Orlando area, the installation became a joint civil-military facility. Following the Vietnam War, McCoy AFB was identified for closure and all permanent party Air Force flight operations ceased in early 1975. The facility was briefly known as Orlando-McCoy Jetport until being renamed as Orlando International Airport.

The Greater Orlando area is also served by Orlando Sanford International Airport (SFB), and more indirectly by Daytona Beach International Airport (DAB), Melbourne International Airport (MLB), and Tampa International Airport (TPA).

History[link]

See also: McCoy Air Force Base

Before 1974, the land the airport now sits on was largely owned by the United States Air Force, which operated an air force base there. The facility was originally constructed during World War II as Pinecastle Army Airfield, an auxiliary airfield to the then-Orlando Army Air Base, now known as Orlando Executive Airport. At the end of the war, Pinecastle was briefly used for unpowered glide tests of the Bell X-1 from B-29 aircraft before being relocated to Muroc Army Airfield, now Edwards AFB, California for the world's first supersonic flight. Briefly placed in caretaker status, the base was reactivated during the Korean War for development as a Strategic Air Command (SAC) facility for B-47 Stratojet and KC-97 Stratotanker aircraft. Renamed Pinecastle AFB, the base was later known as McCoy Air Force Base (AFB), operating B-52 Stratofortress bombers, KC-135 Stratotanker air refueling and EC-121 Warning Star airborne early warning aircraft.

During the Cuban Missile Crisis in October 1962, McCoy AFB became the primary forward operating base for U-2 reconnaissance aircraft and associated Cuban overflight operations, as well as a forward operating base for over 120 F-100 Super Sabre and F-105 Thunderchief fighter bombers. The only fatality of the crisis, Major Rudolf Anderson, Jr., USAF, was killed when his U-2 was shot down by multiple Soviet-operated SA-2 Guideline surface-to-air missiles near Banes, Cuba. Major Anderson's final sortie originated at McCoy AFB. Following the crisis, McCoy AFB continued to host a permanent U-2 operating detachment of the 100th Strategic Reconnaissance Wing until 1973.

With the arrival of the first-generation commercial jetliners such as the Boeing 707, Boeing 720, Douglas DC-8 and Convair 880, the length and weight-bearing capability of the runways of Orlando Municipal Airport, now Orlando's Herndon Airport, were inadequate for continuation of commercial airline service. With Municipal hemmed in by lakes and commercial and residential development, further expansion was impractical, and an agreement was reached between the city of Orlando and the U.S. Air Force in 1962 for the use of McCoy AFB under a joint civil-military airport arrangement. The military offered a large AGM-28 Hound Dog missile maintenance hangar and its associated flight line ramp area in the northeast corner of the installation for conversion into a civilian air terminal for the city. The city would then cover the cost of building a replacement missile maintenance hangar on the main base's western flight line. Once executed, the new civilian facility would be known as the Orlando Jetport at McCoy and would operate alongside McCoy AFB. This agreement became a model for other joint civil-military airports in operation today.

Commercial airline service to the new Orlando Jetport at McCoy began in late 1961 or early 1962, per the city and USAF agreement; over the next few years commercial flights shifted from the old Herndon Airport, now the Orlando Executive Airport (IATA: ORL, ICAO: KORL, FAA LID: ORL). By 1971, regular scheduled airline operations were conducted by Delta Air Lines, and the former Eastern Air Lines, National Airlines and Southern Airways.

McCoy AFB was identified for closure in early 1973 as part of a post-Vietnam reduction in force. The following year, McCoy's 306th Bombardment Wing was inactivated, its B-52D Stratofortress and KC-135A Stratotanker aircraft reassigned to other SAC units and most of the McCoy facility turned over to the city of Orlando by the General Services Administration (GSA) in late 1974 and early 1975. A portion of the facility was retained under military control to support Naval Training Center Orlando and several Reserve and National Guard units.

In 1975, the final Air Force contingent departed McCoy and the Greater Orlando Aviation Authority (GOAA) was established as a state-chartered governmental agency and an enterprise fund of the city of Orlando. GOAA's mission was to operate, manage and oversee construction of expansions and improvements to both the Orlando International Airport and the Orlando Executive Airport. The airport gained its current name and international airport status a year later in 1976, but retained its old IATA airport code MCO and ICAO airport code KMCO.

The airport became a U.S. Customs Service Foreign Trade Zone (FTZ) in 1978, said zone being designated as FTZ #42. In 1979, the facility was also designated as a large hub airport by the FAA based on flight operations and passenger traffic.

In 1978, construction of the current Landside Terminal and Airsides 1 and 3 began, opening in 1981. The original International Concourse was housed in Airside 1 and opened in 1984. Funding to commence developing the east side of the airport was bonded in 1986, with Runway 17/35 (now 17R/35L) completed in 1989. Airside 4 opened in 1990 and also contains an International Concourse for the processing of international flights. Airside 2, which filled out what will become known as the North Terminal complex, was completed in 2000, with the last additional gates added in 2006. Runway 17L/35R was opened in 2003, providing the airport with a total of four runways.

In 1978, MCO handled 5 million passengers. By 2000, that number had risen to 30 million. Today, MCO covers 23 square miles (60 km²), and is the third-largest airport in the United States by area (after Denver and Dallas-Fort Worth International Airport). MCO also has North America's second tallest control tower, replacing two earlier Air Force and FAA control towers.

MCO is a designated Space Shuttle emergency landing site. The west-side runways, also known as Runway 18L/36R and Runway 18R/36L, were designed to accommodate B-52 Stratofortress bombers and due to their proximity to NASA's John F. Kennedy Space Center, were an obvious choice for an emergency landing should an emergency "return to launch site (RTLS) attempt to land at KSC fall short. The runway is also an emergency divert site for NASA's Boeing 747 Shuttle Transport Aircraft when relocating orbiters from either west coast modification work or divert recoveries at Edwards AFB, California or the White Sands Missile Range, New Mexico.^[7]

Eastern Air Lines used Orlando as a hub during the 1970s and early 1980s, and became "the official airline of Walt Disney World." Following Eastern's demise, Delta Air Lines assumed this role, although it later pulled much of its large aircraft operations from Orlando, and focused its service there on regional jet flights, specifically with Atlantic Southeast Airlines, Comair and Chautauqua Airlines - all part of the Delta Connection system. All Delta Connection service ended September 30, 2008. However, after the merger with Northwest, Delta Connection service to Grand Rapids started. Delta Connection service to Raleigh/Durham also started and service to Miami is due to commence on March 27, 2011.

In 2004, Hurricane Charley caused minor damage to the airport when it struck on the evening of August 13, mostly in the form of shattered terminal windows. Normal service resumed as soon as the weather cleared.

On February 22, 2005, MCO became the first airport in Florida to accept E-Pass and SunPass toll transponders as a form of payment for parking. The system allows drivers to enter and exit a parking garage without pulling a ticket or stopping to pay the parking fee. The two toll roads that serve the airport, SR 528 (Beachline Expressway) and SR 417 (Central Florida GreeneWay), use these systems for automatic toll collection.

In October 2006, MCO opened a 100-space Cell Phone Parking Lot for drivers to use while waiting for passengers to arrive. The lot is set up as a free Wi-Fi Hotspot, enabling drivers to use their mobile devices to access the Internet, check e-mail, and monitor flight status. Around the same time MCO opened an Express Pickup service at each terminal allowing drivers to park their vehicles temporarily at a secure location just outside of baggage claim and meet their arriving party in person. A fee is charged for this service and is only available to E-Pass and SunPass users.

In late 2007, Lufthansa introduced flights to Frankfurt. The new Orlando–Frankfurt route was celebrated by airport and airline officials as a major breakthrough in International travel for Orlando International.

On March 19, 2008, JetBlue announced Orlando as a new focus city. Orlando serves as a key connecting city to international destinations in the Caribbean, Mexico, and South America.^[8]

The original terminal building, a converted hangar, was described as inadequate for the task at hand even when it was first opened as Orlando Jetport. After its closure in 1981, it passed through several tenants, the last of which was UPS. It was demolished in May of 2006.^[9]

On February 1, 2010, Allegiant began operations at the airport. The company moved one half of its Orlando Sanford International Airport (SFB) schedule to Orlando in order to test revenue streams at the higher cost airport. After evaluating the routes out of Orlando, the carrier decided to consolidate and return its Orlando area operations to SFB citing an inability to achieve a fare premium at MCO as anticipated, a strong passenger preference for Orlando Sanford International Airport, higher costs at MCO than expected and a more efficient operating environment at SFB.

Current structure and function[link]

View of the East Atrium, showing the on-site hotel rooms of the Hyatt Regency

Tramway

The Orlando International Airport consists of a hub-and-spoke layout with a large main terminal building and four airside concourses accessible via elevated tram systems or people movers. The main terminal building is divided into two terminals; A and B. There are passenger check-in and baggage claim facilities on both the building's north side (Terminal A), and on the building's south side (Terminal B). Both terminals share two security checkpoints, one in the West Hall leading to Airsides 1 and 3, and another in the East Atrium, leading to Airsides 2 and 4.

Airside 4 currently serves as the airport's primary international arrivals concourse, however Airside 1 also handles some international arrivals. Arriving international passengers who require immigration and/or customs clearance are processed through those checkpoints in the airside terminal where they arrive. After clearing US immigration, passengers collect their baggage and clear US customs. After clearing customs, international passengers must ride the people mover to the main terminal. Airside 4 provides escalator access directly from the customs hall to the people mover platform. This has eliminated the requirement for arriving international passengers to go through a security inspection between the customs area and the people mover, and as a result they now have the option of bringing their checked baggage with them on the people mover. Alternatively, passengers also have the option of placing their baggage on a transfer belt in the customs hall for transport to the main terminal's baggage claim. Only those passengers who are connecting to a flight in Airside 4 and airport employees, will need to go through security upon exiting customs.

The airport features a unique on-site Hyatt Regency hotel within the main terminal structure. The hotel is located on the East Atrium side of the terminal with a fourth floor lobby level and guest rooms beginning on level five and above. The airport features an expansive lobby area for guests awaiting flights, convention space, several bars, and two restaurants including a signature restaurant on the top level of the terminal building overlooking the airport facility and runways below.

Terminal A[link]

Major carriers based in Terminal A include Southwest Airlines and JetBlue Airways. Airside 2 is the most recently built airside.

Airside 1[link]

• Gates 1-17 and 20-28
• Secondary International Arrivals Concourse
• Part of original terminal, Opened in 1981
• Hub Concourse for JetBlue Airways.

Airside 2[link]

• Gates 101-106, 110-112 and 120-129
• Hub Concourse for Southwest Airlines.

Terminal B[link]

One major carrier based in Terminal B is Delta Air Lines. Major international carriers including Aer Lingus, British Airways and Lufthansa also use the airside. Airside 4 serves as the airport's primary international arrivals concourse.

Airside 3[link]

• Gates 30-48 and 50-59
• United Airlines' United Club
• Part of original terminal, opened in 1981

Airside 4[link]

• Gates 60, 70-78, 80-87 and 90-97
• Primary International Arrivals Concourse
• Delta Air Lines Sky Club

Notable services[link]

Delta Air Lines was the first commercial airline to offer 'jet' passenger service to MCO, with their DC-8 'fanjet' 'Royal Service' flights.

Eastern Airlines 'the wings of man', became the first 'official' airline of the Walt Disney World Resort, and sponsored an attraction in their 'Tomorrowland' called: 'If You Had Wings'. Later when Eastern closed Delta took the attraction over, it was called Dream FLight.

In the early 1970s Delta, National, and Eastern Airlines began their 'widebody' 'big jets' 'heavy' services to MCO. National with the DC-10-10 and -30 equipment. Delta (L-1011 'tristar') and Eastern Airlines (L-1011 'whisperjet') with the Lockheed, L-1011 jets.

Virgin Atlantic, with their Boeing 747 service to Orlando, is currently the largest aircraft type operator at the airport. The airline offers multiple daily flights into Orlando from the UK. During peak travel seasons, up to five Virgin 747s may be at Orlando's gates at a single time. British Airways also directly competes with Virgin on the London Gatwick route currently operating ten flights per week on Boeing 777s.^[10]

Lufthansa opened a gate in Orlando on October 30, 2007, providing the first direct link between Orlando and a hub in continental Europe (in this case, Frankfurt, Germany) as part of a regional effort to diversify the local economy beyond tourism and meet growing demand for such route. As of late October 2009, Lufthansa expanded its five flights a week to daily flights between MCO and Frankfurt Airport on Airbus A330s and Airbus A340s, providing connections throughout Europe, expanding to a Boeing 747 in the winter.^[11]

The Airbus A380, the world's largest airliner, landed at MCO on November 14, 2007 from Montreal. Orlando was one of the first airports in the world to be "Airbus A380 ready".

On June 7, 2011, Air France began service from Orlando to Paris-Charles De Gaulle using the Boeing 777-300ER. This service, however, will cease effective September 6, 2012.

On July 2, 2011, Edelweiss Air flying on behalf of Swiss International Airlines began weekly service from Orlando to Zurich Airport. The service operated on Saturdays only until mid-September.

Airlines and destinations[link]

All International flights arrive at either Airside 1, 3 or 4. NOTE: See Current structure and function above for terminal details.

Traffic and statistics[link]

Airline lounges[link]

• Delta Air Lines' Sky Club -- Located in Airside 4 on the 2nd floor of the center atrium
• United Airlines' United Club -- Located near Gate 43 in Airside 3

Terminal expansions and renovations[link]

Airsides 1 and 3, the terminals opened in the early 1980s, are currently undergoing major renovations. The new terminal design will incorporate a new modern architecture and feature new skylights and expanded concession areas. In addition, the terminal will be re-installed with new mechanical and electrical systems. The project is expected to be complete in both terminals by 2010. Also, British Airways has announced that they will be opening a 'shared lounge' in Airside 4 sometime around the beginning of 2012.

Rental Car Quick Turnaround Facility[link]

Two state of the art car rental facilities are currently under construction on both the north side Terminal A and south side Terminal B. Select car rental agencies currently operate on-site car rental pickup in the ground level of the main parking garages. The new facilities will relocate the car rental pickup process to the new facility and allow additional space for off-site agencies to relocate to the on-site airport facility.

New terminal[link]

A fifth terminal has been in the planning, however, plans to build the South Terminal complex, which initially would be dedicated to international traffic, and possibly more runways on the south side of the property, were placed on hold during the recession immediately following the September 11, 2001 attacks. However, the plans are still being considered by airport officials as soon as passenger traffic surpasses current terminal capacities. Airport officials have made it clear they will continue to expand and re-structure the existing terminals to postpone the necessity of having to build the expensive new terminal facility in the immediate future.

The large land area immediately south of the existing main terminal has been designated as the proposed new terminal area. The majority of the land is already cleared.

High Speed Train Station[link]

As part of the Florida High Speed Rail project, the Orlando International Airport was planned to be the Orlando terminus of the initial Orlando-Tampa route along the Interstate 4 corridor. On February 16, 2011, Florida Governor Rick Scott formally announced that he would be rejecting federal funds to construct a high-speed railway project in the state, thereby killing the Florida High Speed Rail project. The airport had already invested considerably to accommodate the station, such as the extra length of the taxiway bridge over the southern access road.^[16]

Incidents and mishaps involving MCO[link]

• On January 12, 2005, a Cessna 172 misunderstood ATC instructions and turned from base onto final approach for Runway 36R in front of a Southwest Airlines 737 inbound from New York, which was about 3 miles (4.8 km) out. After failing to contact the 172 pilot (it was later discovered that the 172 radio was not functioning) the controller instructed the Boeing 737 to make a missed approach and come back around to land on 18L. A possible accident was avoided.
• On April 2, 1994, Continental Airlines Flight 1447, a Boeing 727-243, N59412, flying from Newark International Airport to Orlando was unable to extend its left main landing gear. After burning down to minimum fuel, the aircraft executed a partial gear up landing on Runway 18R. None of the 9 person crew or 141 passengers were injured in the mishap. The subsequent National Transportation Safety Board (NTSB) investigation revealed fatigue cracking in the left main landing gear door rib attachment fitting, the failure of which prevented the left main landing gear from fully extending.
• On March 31, 1972, a 306th Bombardment Wing B-52D Stratofortress, Air Force Serial Number 56-0625, sustained multiple engine failures and an engine fire shortly after takeoff from McCoy AFB on a routine training mission. The aircraft was not carrying any weapons. The aircraft immediately attempted to return to the base, but crashed just short of Runway 18R in a residential area north of the airfield, destroying or damaging eight homes. The flight crew of 7 airmen and 1 civilian on the ground were killed.^[17][18][19]
• On October 27, 1962, a 4080th Strategic Reconnaissance Wing U-2 aircraft, Air Force Serial Number 56-6676, piloted by Major Rudolf Anderson, Jr., USAF departed McCoy AFB on a Cuban overflight photo reconnaissance mission during the Cuban Missile Crisis. Major Anderson's aircraft was subsequently engaged by a Soviet-manned SA-2 surface-to-air missile (SAM) site in the vicinity of Banes, Cuba. Hit by two of three missiles fired, the U-2 was shot down over Cuba, killing Major Anderson. A week following the shootdown, Major Anderson's remains were turned over to a United Nations representative and returned to the United States. Major Anderson became the first recipient of the Air Force Cross, the Air Force's second highest decoration for valor after the Medal of Honor, which was awarded to Major Anderson posthumously.^[20]

Transportation[link]

The Orlando International Airport provides various ground transportation options including public transit, private transportation, and car rental.

Lynx[link]

Lynx, the local metro area public transportation system provides a sub-station at the airport with service to Downtown Orlando and other area routes.

Disney's Magical Express[link]

A complimentary motor coach transportation service for guests staying at Walt Disney World resort hotels. The motor coach service is operated by Mears Transportation. Guests book advance reservations and receive a transportation packet with travel details and luggage tags prior to arrival at Orlando International. Checked luggage marked with the Disney luggage tags are retrieved by representatives of BAGS Incorporated and are transported to the guest's Disney resort.

Cruiseline transportation[link]

Royal Caribbean International, Carnival Cruise Lines, Disney Cruise Line, SunCruz Casinos, Sterling Casinos and Mears Transportation all run scheduled buses from the airport to Port Canaveral for incoming cruise passengers. Access Line Transportation provides private service to Port Canaveral. [2] Cruisexpress provides a shared ride shuttle to Port Canaveral.

Other[link]

The community of The Villages in Sumter, Lake, and Marion counties operates a shuttle between the community and Orlando International Airport. The shuttle stops at Lake Sumter Landing and Spanish Springs.^[21]

See also[link]

• McCoy Air Force Base
• Strategic Air Command
• B-52 Memorial Park
• Florida World War II Army Airfields
• Innovation Way
• World's busiest airports by passenger traffic

References[link]

External links[link]

Wikimedia Commons has media related to: Orlando International Airport

• Official website
• FAA Airport Diagram (PDF), effective 31 May 2012
• Resources for this airport:
  • AirNav airport information for KMCO
  • ASN accident history for MCO
  • FlightAware airport information and live flight tracker
  • NOAA/NWS latest weather observations
  • SkyVector aeronautical chart for KMCO
  • FAA current MCO delay information