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Background Information

Employment History

Chief Executive Officer
Heritage Turbines Inc

Heritage Turbines Inc

Executive Director
Regional Air Cargo Carriers Association

Regional Air Cargo Carriers Association


Regional Air Cargo Carriers Association

Web References (41 Total References)

KOLO-TV News Channel 8

www.kolotv.com [cached]

"The Internet is also a major factor," said Stan Bernstein, CEO of Heritage Turbines in Plymouth, Mass., and president of the recently established Regional Air Cargo Carriers Association."The net end result of every click to buy online is a package that gets shipped."

As a result, said Bernstein, the most dramatic increase in cargo traffic is in small, individual packages going to a single customer – such as the book buyer who purchases products from Amazon.
General bulk cargo – hundreds or thousands of packages being shipped to or from a single company – is on the decline, said Bernstein, although it may still be substantial in manufacturing and warehousing regions such as Reno.
Another major reason for increasing traffic nationwide is Federal Express's year-old contract to be the U.S. Postal Service's air carrier, according to the airport authority's Mayberry.
The amount of mail rose dramatically between August 2001 and 2002.Mail, both delivered and picked up, jumped 250 percent, from 371,669 pounds last year to 1.3 million pounds this year.
In fact, FedEx claims the lion's share of the increase in cargo traffic in Reno.

Welcome To Air Cargo World -- Region -- North America

www.aircargoworld.com [cached]

on't tell Stan Bernstein that short-haul expedited air cargo is doomed to go to the ground.He's heard that before and says the movement of air goods to the surface transport is about far more than competitive trucking services and a lack of shipper commitment to air cargo service.

Bernstein, in fact, is completely committed to air cargo and especially to the regional delivery that is supposedly an endangered industry.The president of the Regional Air Cargo Carrier Association, Bernstein recently celebrated the first anniversary of the group's founding and he says the association is working to open new possibilities for short-haul air services.
RACCA is working with the Federal Aviation Administration to rewrite rules regulating the operations and aircraft used in feeder flights and other regional air cargo services that depend on single-engine and turboprop planes.The idea, he says, is to make all-cargo turboprop operations more economical, changing the financial equation that leaves so much air cargo traffic traveling 500 to 700 miles open to truck diversion.
We can operate so many routes so much more efficiently and cost-effectively," says Bernstein.
Bernstein says he represents carriers who put more than 1,000 aircraft in the air every night.
Bernstein himself is president of Heritage Turbines, a Massachusetts-based repair facility for Pratt & Whitney engines.He's a former executive vice president of Air New England.
RACCA's foundation is the airlines such as AirNow that are sub-service fliers for the larger, well-known carriers, operating regional feeder flights from smaller communities into secondary hubs.
"We have operators who have as few as five aircraft.They aren't really represented by the Cargo Airline Association and the Regional Airline Association is really focused on passenger airlines," Bernstein said.
"We want to modernize Part 135," said Bernstein.
The costs of meeting Part 121 specifications simply make operating the larger prop economically infeasible for the revenue traffic they would carry, he says Bernstein.Part 135 rules, for instance, allow air carriers to operate without licensed dispatchers.Training on a simulator is not counted under Part 135 rules and RACCA believes the requirement of 1,200 hours of training required for commercial pilots of single-engine aircraft is too high.
The result, says Bernstein, is that regional operators may use three Cessna Caravans because the cost of putting in a single ATR is prohibitive.The bar also works against the regional sub-service fliers at the other end: cargo carriers that may operate small jets such as 737s on thinner routes can't really downsize without creating a new regional jet operation and can't outsource the flying to Part 135-covered operators.
"Raising the weight limit for Part 135 would give carriers more flexibility," Bernstein says.
"Later-generation aircraft are sitting idle in the desert," Bernstein said."It's a real paradox."
France's Aerospatiale has seen some of its ATR aircraft converted to regional freighters in Europe but the oversight regulations put the used aircraft out of reach of the smaller operators in the United States."There are very active conversion programs out there for these aircraft," said Bernstein.
"We are very much keeping our eyes on the TSA requirements," said Bernstein.
He says RACCA has some special concerns about security from a regional perspective.For instance, regional operators are especially concerned with uniform security across the country.Bernstein cites one case in which an airline mechanic was detained at an airport after flying in on a company flight to repair an aircraft.The identification at the mechanic's base airport was not recognized by the other facility, however.
"Many of our members can't afford to keep separate repair crews at all their stops," he said.

Stan Bernstein, president of ...

www.asiacargonews.com [cached]

Stan Bernstein, president of the Regional Air Cargo Carriers Association, commented that duty rosters for regional freighter pilots were well within the timeframes set by existing regulations, with adequate rest periods, but there was no way to mandate how a pilot spends his time prior to a flight to ensure adequate rest to avoid fatigue. He pointed to an accident involving a passenger carrier where the pilot had been fatigued due to a long commute to work. “This debate is never ending,� he added. Based on the facts of the situation, UPS has enacted a series of safety enhancements, including pilot training, cockpit procedures and an upgraded ground proximity warning system, the spokesman stated.

This winter to date, there has ...

airportbusiness.com [cached]

This winter to date, there has been one accident involving a Caravan and ice was not a factor, says Stan Bernstein, RACCA's executive director.

"I am very, very cautious," he says.
But Bernstein adds, "The jury is still out on that one."
Nearly 900 pilots have completed the course, which is now mandated in the Airworthiness Directive, which if enacted would take effect May 1.
The FAA estimates that there are 765 Caravans still in operation.
In addition to working with the pilots, the operators worked closely with their clients."We have advised them that from time-to-time this airplane will have some restrictions on it that other planes will not," Bernstein says."When there are heavy icing conditions out there, you might see a Beach 1900 go off, but the Caravan will stay on the ground.We have asked our crews to exercise the best judgment possible."
At RACCA's spring conference, Bernstein says the group will have a session to assess the effectiveness of the training program and to seek other suggestions to improve the Caravan.
The process to address the Caravan's icing problems "was a unique community effort to improve the safety of this plane.I have never known the FAA to willingly participate in this type of process," he notes."In the past, they were only willing to rule on our ideas - yea or nay them."
The FAA and RACCA have already used this same process to address the safety problems on the Mitsubishi MU2, he adds.
In its comments, Bernstein says RACCA is just seeking "fine tuning" of the language.

Stan Bernstein or Peter ...

www.morecompany.net [cached]

Stan Bernstein or Peter Boyssoneault

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