Order 2010-11-4

Served: November 5, 2010

UNITED STATES OF AMERICA

DEPARTMENT OF TRANSPORTATION

OFFICE OF THE SECRETARY

WASHINGTON, D.C.

Issued by the Department of Transportation

on the 5

th day of November, 2010

Fitness Determination of

ISLAND AIRLINES, LLC

as a commuter air carrier under section 49 U.S.C. § 41738

 Docket DOT-OST-2010-0156

 

ORDER TO SHOW CAUSE

PROPOSING ISSUANCE OF COMMUTER AIR CARRIER AUTHORITY

Summary

By this order, we tentatively find that Island Airlines, LLC (“Island”), is a citizen of the United 

States and is fit, willing, and able to conduct operations as a commuter air carrier, subject to 

conditions.

Background

Section 41738 of Title 49 of the United States Code (the “Transportation Code”) and section 

298.21(d) of the Department’s Aviation Economic Regulations (14 CFR 298.21(d)) direct us to 

determine whether companies proposing to provide scheduled passenger service as commuter air 

carriers are “fit, willing, and able to perform the service,” and to ensure that all operations 

relating to this service conform to the safety standards established by the Federal Aviation 

Administration (“FAA”). In making fitness findings, the Department uses a three-part test that 

reconciles the Airline Deregulation Act’s liberal entry policy with Congress’ concern for 

operational safety and consumer protection. The three areas of inquiry that must be addressed in 

order to determine an air carrier’s fitness are whether the applicant: (1) will have the managerial 

skills and technical ability to conduct the proposed operations, (2) has sufficient financial 

resources to commence the operations proposed without posing an undue risk to consumers or 

their funds, and (3) will comply with the Transportation Code and regulations imposed by 

federal and state agencies. We must also determine that the applicant is a U.S. citizen. 

On June 16, 2010, Island, an intrastate scheduled operator serving the State of Massachusetts and 

holding a Part 135 Federal Aviation Regulation (“FAR”) operating certificate from the FAA,

filed an application in Docket DOT-OST-2010-0156 for authority as a commuter air carrier The 

air carrier accompanied its application with fitness information required by section 204.3 of our 

UNITED STATES OF AMERICA DEPARTMENT OF TRANSPORTATION
2

regulations, and supplemented its application with additional information on July 28,

1 and 

August 5, 2010.

No answers opposing Island’s application were filed and no special issues regarding the 

applicant have come to our attention. Under these circumstances, we propose to decide the issue 

of the applicant’s fitness on the basis of the written record, and we tentatively conclude that 

Island is a U.S. citizen and is fit, willing, and able to provide operations as a commuter air 

carrier. However, we will give interested persons an opportunity to show cause why we should 

not adopt as final these tentative findings and conclusions.

FITNESS

The Company

Island was founded in 1991 as Island Airlines, Inc., by Mr. William F. McGrath, Jr. for the 

purpose of conducting scheduled intrastate passenger operations between Nantucket and 

Hyannis, Massachusetts. The air carrier was then acquired in 2007 by IAP, LLC, (“IAP”), a 

Massachusetts limited liability company owned by two current employees, Mr. W. Scott 

LaForge and Mr. Brent Hanley, and was renamed Island Airlines, LLC. In March 2010, IAP 

transferred 85 percent of its ownership interest in Island to Island Air Holdings, LLC 

(“Holdings”), a Delaware limited liability corporation. Island now seeks to become a commuter 

air carrier utilizing its fleet of 6 Cessna 402 aircraft and 1 Cessna 208B Caravan.

Managerial Competence

Island’s management and key technical personnel consist of the following individuals. Each 

have certified they are U.S. citizens. 

Mr. W. Scott LaForge – President/Chief Executive Officer

Mr. Brenton J. Hanley – Chief Pilot/Executive Vice President

Mr. Richard Araujo - Director of Maintenance

Mr. Carl A. Vogel - Director of Operations 

Mr. Philip A. Geraci – Manager of Customer Service and Stations

Mr. Brian C. Hansen – Information Technology Management Coordinator

Mr. Curtis W. Frye, Jr. – Ground Crew Manager 

Mr. Edward Zeglen – Maintenance Consultant 

Mr. W. Scott LaForge, an Airline Transport Pilot, is President and Chief Executive Officer of 

Island (2004-present) and is also President and Director of Operations of Ocean Air, Inc., an 

aircraft and RV sales company (1986-present).2 Mr. LaForge was previously Executive Vice 

 

1 On June 16, 2010, Island filed a motion requesting confidential treatment under 14 CFR 302.12 (Rule 12) of 

our Procedural Regulations for financial statements that the air carrier had provided with its fitness application. By 

letter dated July 26, 2010, the Department partially granted confidential treatment to Island with instructions that 

certain information be redacted and filed in the public docket, which the applicant complied with on July 28, 2010.

2 Ocean Air relinquished its FAA Part 135 certificate in 1991 and currently conducts occasional recreational 

vehicle and aircraft transactions.
3

President of Hyannis Air Service, Inc. (1987-2004), and Vice President of Operations/Director of 

Operations of Gull Air, Inc. (1975-1987).

Mr. Brenton J. Hanley, an Airline Transport Pilot, is currently Chief Pilot (since 2006), 

Executive Vice President (since 2010) and Check Airman for Island (since 2002). He has been 

an A320/B737 First Officer with USAirways, but is currently on a voluntary leave of absence

(1999-present). Mr. Hanley previously was employed as Chief Pilot/Captain/Check Airman with

Cape Air/Nantucket Airlines (1995-1999), as First Officer with Atlantic Coast Airlines 

(1993-1995), as Corporate Pilot and Flight Instructor with Hyldburg Aviation (1992-1993), as

Flight Instructor with Blue Hill Air (1991-1992), and as a Sales and Serviceperson with Pioneer 

Pump Co. (1987-1990). Mr. Hanley also served in the United States Navy (1983-1987).

Mr. Richard Araujo, Director of Maintenance for Island, has been employed with the air carrier

since 2007, initially as its Chief Inspector and Airframe and Powerplant Mechanic. He was 

promoted to his current position in February 2010. A licensed Airframe and Powerplant 

Mechanic, Mr. Araujo previously was employed as an Airline Mechanic with Cape Air 

(2005-2007), a Snow Removal Operator with Massachusetts Port Authority (2004–2005), the 

Owner of Sunshine Irrigation (1998-2001), and a Supervisor for Manny Soares Excavating 

(1992-1998). From 2001-2004, he was a student at East Coast Aero Technical School.

Mr. Carl A. Vogel is Island’s Director of Operations, a position he has held since May 1999. 

Prior to this, he was Manager of Flight Operations for the USAirways Shuttle (1998-1999), Shift 

Manager, Crew Scheduling for USAirways Shuttle/Trump Shuttle (1989-1998), and Director of 

Ground Training and Assistant Director of Flight Operations with Aero Coach International 

Airways (1987-1989). An Airline Transport Pilot, Mr. Vogel has also been employed as a pilot

for several airlines, including Provincetown/Boston/People’s Express Airlines (1986-1987), 

Trans-Air Inc. (1986), and Chapman Air (1984-1985), and was the Manager of Spirit of Palo 

Alto Aviation’s Flight Department where he was also the company’s Chief Flight Instructor, 

Chief Aerobatics Flight Instructor, and Airshow Demonstration Pilot (1976-1982).

Mr. Philip A. Geraci, Manager of Customer Service and Stations for Island since 2008, has over 

35 years of aviation experience. He previously was Island’s Manager of Customer Relations and 

Hyannis Station Manager (2005-2008), Supervisor of Passenger Service and Gate Agents with 

US Airways (1992-2005), a Senior Operations Agent with Trump Shuttle (1989-1992), and held 

several positions in Operations and Customer Service for Eastern Airlines (1972-1989). 

Mr. Brian C. Hansen is Island’s Information Technology Management Coordinator, a position he 

has held since 2006. An Air Transport Pilot, he also has been employed as a pilot for Island 

(1999-present) and Ocean Wings Charter Service (1999), and has also worked as a Ramp Agent 

for Island (1998-1999). 

Mr. Curtis W. Frye, Jr. has been Ground Crew Manager at Island since 1996. Previously, he was 

the Manager of Roy’s Mobil (1990-1995), a salesman for Boch Oldsmobile (1988-1990), and the 

Owner/Manager of Woman’s World Health Clubs (1980-1987). 
4

Mr. Edward J. Zeglen serves as a Maintenance Consultant to Island. He is a licensed Airframe 

and Powerplant Mechanic with over 30 years experience in the aviation maintenance field. Mr 

Zeglen currently is employed with Hyannis Air Service as General Manager of Maintenance 

(2005-present). Prior to that, he was a Supervisor/Mechanic/Foreman with Hyannis Air Service 

(1994-2005), Owner of Hangar 2 Inc. (1987-1994), a Line Mechanic Supervisor with Gull Air, 

Inc. (1981-1987), and a Line Mechanic with Phoenix Aviation (1980-1981). 

In view of the experience and background of the applicant’s key personnel, we tentatively 

conclude that Island has demonstrated that it has both key management and technical personnel 

who have the managerial skills and technical ability to support its proposed operations. 

Moreover, the FAA has advised us that all of the applicant’s key personnel have been found 

qualified to hold their respective positions.3

Operating Proposal and Financial Condition

Island is currently operating as a scheduled intrastate air carrier under Part 135 operating 

authority. The air carrier has now requested commuter authority and plans to initiate interstate 

charter operations in the late fall and early spring months between points in Southern 

Connecticut and Rhode Island, the greater New York tri-state area, and the Cape and Islands 

region, on the one hand, and Nantucket and Martha’s Vineyard on the other, using its existing

aircraft fleet of 6 Cessna 402Cs and 1 Cessna Caravan.

In establishing financial fitness, the Department typically asks an applicant to demonstrate that it 

has access to financial resources sufficient to cover its pre-operating expenses and any negative 

working capital balance, plus a working capital reserve equal to the operating costs that are 

reasonably projected to be incurred during three months of “normal” operations. Because 

projected expenses during the first several months of air service frequently do not include all 

costs that will be incurred during a “normal” period of operations, it is our practice to base our 

three-month test on one-quarter of the first year’s operating costs. Further, in calculating 

available resources, projected revenues may not be used. 

Financial statements submitted in support of Island’s fitness show that for calendar year 2009, 

the company lost $529,129 on approximately $5.5 million in operating revenues. Island’s 

historic financial statements show a $99,173 net profit and a $222,650 net loss for calendar years 

2007 and 2008, respectively. The applicant’s balance sheet at March 31, 2010, shows that the 

company has current assets and current liabilities of $1.22 million and $756,455, respectively, 

indicating positive working capital of $465,449 and a current ratio of 1:1.6 (that is, for every 

dollar owed on March 31, 2010, payable within 12 months, Island had $1.60 with which to pay 

it). 

 

3 Before authorizing an air carrier to conduct air transportation operations, the FAA also evaluates certain of the 

applicant’s key personnel with respect to the minimum qualifications for those positions as prescribed in the Federal 

Aviation Regulations. The FAA’s evaluation of these key personnel provides an added practical and in-person test 

of the skills and technical ability of these individuals. The FAA has advised us that all of the individuals holding 

key technical positions with Island are qualified and have been approved for those positions.
5

Island also provided information about the expenses associated with its proposed commuter 

operations. The air carrier states that due to its existing infrastructure as a scheduled intrastate 

air carrier, it will incur pre-operating costs of no more than $40,000, which are mainly the costs 

associated with FAA and DOT certification as well as some advertising and promotional costs.

Island projects that total expenses in its first year of commuter operations will amount to 

approximately $5.90 million. Based on this forecast, we estimate that Island will require about

$1.48 million to meet our financial fitness criteria.

4 

In support of its application, the air carrier submitted third-party verification from Bank of Cape 

Cod showing that Island had, as of March 31, 2010, $970,169 on deposit in its name. Island also 

provided letters from each of Holdings’ investors, committing an additional $1.2 million in 

available funds.

We have reviewed the forecasts provided by Island and find them to be reasonable. Moreover, 

we have reviewed Island’s financial statements. Because the applicant provided evidence that

assets are available to support the proposed operations, we tentatively conclude that Island has

access to sufficient financial resources to enable it to commence its proposed operations without 

posing an undue risk to consumers or their funds.

5

Compliance Disposition

The applicant states that there are no actions or outstanding judgments against it, persons holding 

a substantial interest in it, or its key personnel, and that none of these parties have been the 

subject of any charges of unfair, deceptive or anti-competitive business practices, or of fraud, 

felony or antitrust violations, or other legal action during the past ten years. The air carrier also 

states that there are no pending investigations, enforcement actions, or formal complaints 

involving the applicant, persons holding a substantial interest in it, or its key personnel with 

respect to compliance with the Statute or the Department’s regulations. 

The FAA advises us that it is working with Island in connection with the applicant's efforts to 

obtain commuter operating authority from that agency, and it knows of no reason why we should 

not find Island fit. Additionally, our review of FAA records indicates that Island has not been 

involved in any accidents or incidents since it initially commenced operations. 

In light of these circumstances, we tentatively conclude that Island has the proper regard for the 

laws and regulations governing its services to ensure that its aircraft and personnel conform to 

applicable safety standards, and that acceptable consumer relations practices will be followed.

 

4 The $1.48 million noted here is one-quarter of the applicant’s forecast of approximately $5.90 million in first 

year expenses, plus $40,000 in pre-operating costs. 

5 As is our practice, prior to making any authority awarded to Island effective, we will require the company to

demonstrate that it continues to have the financial resources needed to meet our financial fitness criteria.
6

CITIZENSHIP

Section 41102 of the Transportation Code requires that authority to engage in air transportation 

be held only by citizens of the United States as defined in 49 U.S.C. § 40102(a)(15). That 

section also requires that the president and two-thirds of the Board of Directors and other 

managing officers be U.S. citizens, that at least 75 percent of the outstanding voting interest be 

owned by U.S. citizens, and that the air carrier must be under the actual control of U.S. citizens.

As noted earlier, Island, a Delaware limited liability company, is owned by Holdings, 

(85 percent), and IAP (15 percent). Ownership of Holdings, a Delaware limited liability 

company created by Mr. Thomas Cunningham and managing member of Island, is divided 

among Emily Air, LLC (“Emily Air”) (25 percent), and 7 U.S. citizens (75 percent).

6 Emily Air,

in turn, is owned by Mr. Thomas Cunningham (90 percent), who also serves as the managing 

member, and Mr. Carter Hertzberg (10 percent), both U.S. citizens. IAP is a Massachusetts 

limited liability company owned by Mr. LaForge (67 percent) and Mr. Hanley (33 percent), 

Island’s President/CEO and Chief Pilot, respectively. Moreover, all of Islands’s key personnel 

are U.S. citizens and the applicant has provided an affidavit attesting that it is a citizen of the 

United States within the meaning of the Statute and that it is owned and controlled by U.S. 

citizens. Additionally, our review of the applicant’s citizenship has uncovered no reason to 

suggest that control of Island rests with non-U.S. citizens.

In light of the foregoing, we tentatively find that Island is owned and actually controlled by U.S.

citizens, consistent with 49 U.S.C. § 40102(a)(15) and is fit, willing, and able to provide the 

proposed interstate commuter operations, subject to conditions.

OBJECTIONS

We will give interested persons 14 days following the service date of this order to show cause 

why the tentative findings and conclusions set forth here should not be made final; answers to 

objections will be due within 7 days thereafter. We expect such persons to direct their 

objections, if any, to the application and points at issue and to support such objections with 

detailed economic analyses. If an oral evidentiary hearing or discovery procedures are 

requested, the objector should state in detail why such a hearing or discovery is considered 

necessary, and what material issues of decisional fact the objector would expect to establish 

through a hearing or discovery that cannot be established in written pleadings. The objector 

should consider whether discovery procedures alone would be sufficient to resolve material 

issues of decisional fact. If so, the type of procedure should be specified (See Part 302, Rules 19 

and 20); if not, the reasons why not should be explained. We will not entertain general, vague, 

or unsupported objections. If no substantive objections are filed, we will issue an order that will 

make final our tentative findings and conclusions with respect to Island’s fitness and commuter 

authorization.

 

6 The 7 U.S. citizen investors each hold 10.715 percent ownership of Holdings either individually or through 

single member/single asset LLCs formed for that purpose. They are as follows: Messrs. David Golden, Garrett 

Bewkes, Brian Simmons, Frank Queally, Steven Quamme, Alex Seaver, and Chansoo Joung. 
7

EFFECTIVE COMMUTER AUTHORIZATION & LIMITATIONS

If Island is found fit and issued the commuter authority it seeks, its authority will not become 

effective until the company has fulfilled all requirements for effectiveness as set forth in the 

terms and conditions attached to its commuter authorization. Among other things, this includes 

our receipt of evidence that Island has been certificated by the FAA to engage in the proposed

operations, a fully executed OST Form 6410 evidencing liability insurance coverage that meets 

the requirements of section 205.5(b) of our rules for all of its aircraft, third-party verification of 

available funding necessary to meet the Department’s fitness requirements, and a statement of 

changes it may have undergone since its fitness was examined. In addition, consistent with the 

applicant’s proposed operations, we propose to limit any authority issued to Island to operations 

using aircraft that can be operated under FAR Part 135 (that is, aircraft with no more than 9 seats 

in scheduled passenger operations). Should Island desire to acquire and operate larger aircraft 

that would require certification from the FAA under 14 CFR Part 121, our fitness findings might 

no longer apply. Therefore, should Island desire to operate aircraft that would require 

certification from the FAA under Part 121, it must first provide the Department with at least 45 

days advance notice of such plans and provide updated information establishing its fitness for 

such expansion. 

Furthermore, we remind Island of the requirements of 49 U.S.C. § 41110(e). Specifically, that 

section requires that, once an air carrier is found fit initially, it must remain fit in order to hold its 

authority. To be assured that commuter air carriers continue to be fit after effective authority has 

been issued to them, we require that they supply information describing any subsequent 

substantial changes they may undergo in areas affecting fitness. Therefore, if Island is issued an 

effective commuter authorization and should it subsequently propose substantial changes in its 

ownership, management, or operations, it must first comply with the requirements of section

204.5 of our rules.7 The compliance of the company with this requirement is essential if we are 

to carry out our responsibilities under section 41110(e).

8

Additionally, if the air carrier is granted effective authority, it would be required to submit a 

detailed progress report, within 45 days following the end of its first year of commuter flight 

operations, to the Air Carrier Fitness Division. The submission of a first-year progress report is 

conditioned upon all newly authorized commuter air carriers and was adopted as policy by the 

Department to aid in monitoring the fitness of new air carriers. The report should include a 

 

7 Island may contact our Air Carrier Fitness Division to report proposed substantial changes in its operations, 

ownership, or management, and to determine what additional information, if any, will be required under section 

204.5. In addition, by notice dated July 21, 1998, the Department requested air carriers to provide a 30-day advance 

notification of any proposed change in ownership, restructuring, or recapitalization. If Island fails to file this 

updated information or if the information fails to demonstrate that the air carrier will continue to be fit upon 

implementation of the substantial change, the Department may take such action as is appropriate, including 

enforcement action or steps to modify, suspend, or revoke the air carrier's commuter authority.

8 We also remind Island about the requirements of section 204.7 of our rules. This section provides, among other 

things, that (1) the commuter authority granted to a company shall be revoked if the company does not commence 

actual flying operations under that authority within one year of the date of the Department's determination of its 

fitness; (2) if the company commences operations for which it was found fit and subsequently ceases such 

operations, it may not resume commuter operations unless its fitness has been redetermined; and (3) if the company 

does not resume operations within one year of its cessation, its authority shall be revoked for dormancy.
8

description of Island’s current operations (number and type of aircraft, principle markets served, 

total number of full-time employees), a summary of how its operations have changed during the 

year, a discussion of any changes it anticipates from its current operations during its second year, 

current financial statements,9 and a listing of current senior management and key technical 

personnel. The air carrier should also be prepared to meet with staff members of the Fitness 

Division to discuss its current and future operations.

ACCORDINGLY,

1. We direct all interested persons to show cause why we should not issue an order finding 

that Island Airlines, LLC, is fit, willing, and able under 49 U.S.C. § 41738 to provide air

transportation as a commuter air carrier using small aircraft pursuant to Part 135 of the Federal 

Aviation Regulations, subject to conditions. 

2. We direct any interested persons having objections to the issuance of an order making 

final any of the proposed findings, conclusions, or award of authority set forth here to file them 

with Department of Transportation Dockets, 1200 New Jersey Avenue, SE, Washington, D.C. 

20590, in Docket DOT-OST-2010-0156 and serve them upon all persons listed in Attachment A 

no later than 14 days after the service date of this order; answers to objections shall be filed no 

later than 7 days thereafter.

3. If timely and properly supported objections are filed, we will accord full consideration to 

the matters or issues raised by the objections before we take further action.10

4. In the event that no objections are filed, we will consider all further procedural steps to be 

waived and we will enter an order making final our tentative findings and conclusions.

5. We will serve a copy of this order on the persons listed in Attachment A.

6. We will publish a summary of this order in the Federal Register.

By:

SUSAN L. KURLAND

Assistant Secretary

for Aviation and International Affairs

An electronic version of this document is available on the World Wide Web at:

http://www.regulations.gov

 

9 These financial statements should include a balance sheet as of the end of the company’s first full year of actual

flight operations and a 12-month income statement ending that same date.

10 Since we have provided for the filing of objections to this order, we will not entertain petitions for 

reconsideration.
Attachment

SPECIMEN 

Terms, Conditions, and Limitations

Island Airlines, LLC

is authorized to engage in scheduled passenger air transportation operations as a commuter air 

carrier.

This authority is subject to the following provisions:

(1) The authority to conduct scheduled passenger operations will not become effective until 

six (business) days after the Department has received the following documents; provided, 

however, that the Department may stay the effectiveness of this authority at any time prior to that 

date:

(a) A copy of the holder's Air Carrier Certificate and Operations

Specifications authorizing such operations from the Federal Aviation 

Administration (FAA).

(b) A certificate of insurance on OST Form 6410 evidencing liability 

insurance coverage meeting the requirements of 14 CFR 205.5(b) for all of its 

aircraft.

(c) A statement of any changes the holder has undergone in its ownership, key 

personnel, operating plans, financial posture, or compliance history, since the 

date of the Show Cause Order in this case.

(d) A revised list of pre-operating expenses already paid and those remaining 

to be paid, as well as independent verification that the holder has available to it 

funds sufficient to cover any remaining pre-operating expenses and to provide a 

working capital reserve equal to the operating costs that would be incurred in 

three months of operations.

(2) Pending receipt of effective authority, the holder may not accept payment of any kind 

(i.e., cash, check, or credit card) or issue tickets for scheduled passenger operations, and any 

advertisement or listing of flights by the holder must prominently state: "This service is subject to 

receipt of government operating authority." 

(3) The holder shall at all times conduct its operations in accordance with the requirements 

of 14 CFR Part 298 and any other regulations prescribed by the Department of Transportation 

for the services authorized here, and with such other reasonable terms, conditions, and 

limitations as the Department of Transportation may prescribe in the public interest.
2

(4) The holder may not operate aircraft designed to have a maximum passenger capacity of 

more than 60 seats or a maximum payload capacity of more than 18,000 pounds.

(5) The holder’s authority is limited to operations conducted pursuant to Part 135 of the 

Federal Aviation Regulations. In the event that the holder wishes to institute operations that 

would require Part 121 certification from the FAA, it must first be determined fit for such 

operations. 

(6) The holder's authority under this certificate is effective only to the extent that such 

operations are also authorized by the Federal Aviation Administration (FAA), and comply with 

all U.S. Government requirements concerning security, including, but not limited to 49 CFR Part 

1544.



(7) The holder shall at all times remain a "Citizen of the United States" as required by 49 

U.S.C. 40102(a)(15).

(8) The holder shall maintain in effect liability insurance coverage as required under 14 

CFR Part 205. Failure to maintain such insurance coverage will render this authority 

ineffective, and this or other failure to comply with the provisions of Subtitle VII of Title 49 of the 

United States Code or the Department's regulations shall be sufficient grounds to revoke this 

authority.

(9) In the event that the holder receives effective scheduled passenger authority, the following 

additional conditions will apply:

(a) The holder may reduce or terminate service at any point or between any 

two points, subject to compliance with the provisions of 49 U.S.C. 41734 and all 

orders and regulations issued by the Department of Transportation under that 

section.

(b) The holder may not provide scheduled passenger air transportation to or 

from Dallas (Love Field), Texas, except within the limits set forth in section 29 of 

the International Air Transportation Competition Act of 1979, as amended by 

section 337 of the Department of Transportation and Related Agencies 

Appropriations Act, 1998. 

(10) Should the holder propose any substantial changes in its ownership, management, or 

operations (as that term is defined in 14 CFR 204.2(l)), it must first comply with the 

requirements of 14 CFR 204.5.

(11) In the event that the holder does not commence actual flying operations as a commuter 

air carrier under this authority within one year of the date of the Department's determination of 

its fitness, its commuter authority shall be revoked for dormancy. Further, in the event that the 

holder commences but subsequently ceases all scheduled passenger operations, the authority 

granted here shall be suspended under the terms of 14 CFR 204.7 and the holder may neither 

 

 To assure compliance with all applicable U.S. Government requirements concerning security, the holder shall, 

before commencing any new service (including charter flights) to or from a foreign airport, contact its Principal 

Security Inspector (PSI) to advise the PSI of its plans and to find out whether the Transportation Security 

Administration has determined that security is adequate to allow such airport(s) to be served.
3

recommence nor advertise such operations unless its fitness to do so has been redetermined by 

the Department. Moreover, if the holder does not resume such operations within one year of its 

cessation, its commuter authority shall be revoked for dormancy.
Attachment A

SERVICE LIST FOR

ISLAND AIRLINES, LLC

MR GARY B GAROFALO

MR VICTOR H SMITH

GAROFALO GOERLICH HAINBACH 

PC

1200 NEW HAMPSHIRE AVE NW

SUITE 800

WASHINGTON DC 20036

MR JOSEPH TAYLOR 

POI FOR ISLAND AIRLINES 

FEDERAL AVIATION 

ADMINISTRATION

ONE CRANBERRY HILL

FOURTH FLOOR SUITE 402

LEXINGTON MA 02421

MR WILLIAM WEBER

CERTIFICATION SECTION 

MANAGER

FAA AFS-900

45005 AVIATION DRIVE 

SUITE 131

DULLES VA 20166

MR W SCOTT LAFORGE 

CEO 

ISLAND AIRLINES LLC

480 BARNSTABLE ROAD

HANGAR 1

HYANNIS MA 02601

MR CLAY MORITZ RTS-42

OFFICE OF AIRLINE 

INFORMATION

DOT/RSPA/BTS E-36

1200 NEW JERSEY AVENUE SE

WASHINGTON DC 20590

REGIONAL COUNSEL

FEDERAL AVIATION 

ADMINISTRATION

NEW ENGLAND REGION

12 NEW ENGLAND 

EXECUTIVE PARK

BURLINGTON MA 01803

MR PETER LYNCH 

AGC-300

FAA ASST CHIEF COUNSEL FOR 

ENFORCEMENT

800 INDEPENDENCE AVE SW

WASHINGTON DC 20591

MR BERNARD STANKUS 

OFFICE OF AIRLINE 

INFORMATION

DOT/RSPA/BTS E-36

1200 NEW JERSEY AVENUE SE

WASHINGTON DC 20590