Airline Deregulation: Changes in Airfares, Service Quality, and Barriers
to Entry (Letter Report, 03/04/99, GAO/RCED-99-92).
Pursuant to a congressional request, GAO reviewed and updated its
previous work on airfares and service and reexamined the effect that
certain barriers have had on these measures, focusing on: (1) how
airfares have changed since 1990 for travel to and from 171 airports
serving various U.S. communities; (2) how the quality of air service has
changed since 1978 for travel to and from these airports; and (3) the
extent to which certain barriers to entry--restrictive gate-leasing
arrangements, controls on the number of allowable takeoffs and landings
at some airports, and the limits on the distance that flights from some
airports can be--influence competition at affected airports.
GAO noted that: (1) overall, average airfares declined about 21 percent
in constant dollars from 1990 to the second quarter of 1998; (2) not all
airports realized a similar decreases in airfares; (3) airports serving
medium-large communities had the greatest average decrease in fares, and
airports serving small communities had the least average decline; (4)
average airfares declined at 168 of the 171 airports GAO examined, often
with the introduction of competing service from a low-fare carrier; (5)
on the other hand, since 1994, average airfares increased for passengers
traveling from 39 airports and generally for passengers making short
trips to or from airports serving medium-large and large communities;
(6) for passengers flying to or from airports in communities of similar
size on trips of similar distances in 1998, one passenger traveling from
one airport may have paid almost 3 times as much as a passenger
traveling from a different airport; (7) while GAO identified such
differences in fares, it should be noted that in developing this report,
GAO was unable to account for all factors that may have contributed to
them, such as the presence of low-cost competition on particular routes
or the extent to which travel on routes tended to reflect generally
lower-fare leisure travel or more costly business traffic; (8) the
overall quality of air service has improved for airports serving large
and medium-large communities, but indicators are mixed for airports in
small and medium-sized communities; (9) the quantity of the air service
available, as measured by the number of departures and available seats
has increased for most of the 171 airports GAO reviewed; (10) airports
in large and medium-large communities have experienced a substantial
increase in the amount of air service; (11) however, some airports have
less air service today than they did in 1978, when the industry was
deregulated; (12) other indicators of the quality of air service,
including those that measure the number of destinations served by
nonstop flights and the type of aircraft used, generally show that
quality has improved substantially for airports serving large and
medium-large communities; (13) for airports serving small and
medium-sized communities the results are mixed; (14) at the 10 airports
that, in 1996, GAO reported had restrained competition either because of
restrictive gate-leasing arrangements or limits on the number of
available takeoff and landing times, competition has changed little; and
(15) airfares at these 10 airports continue to be consistently higher
than airports of comparable size without constraints.
--------------------------- Indexing Terms -----------------------------
REPORTNUM: RCED-99-92
TITLE: Airline Deregulation: Changes in Airfares, Service Quality,
and Barriers to Entry
DATE: 03/04/99
SUBJECT: Airline regulation
Airports
Restrictive trade practices
Airline industry
Competition
Commercial aviation
Comparative analysis
Air transportation operations
IDENTIFIER: Charlotte/Douglas International Airport (Charlotte, NC)
Chicago-O'Hare International Airport (Chicago, IL)
Greater Pittsburgh International Airport (Pittsburgh, PA)
John F. Kennedy International Airport (NY)
LaGuardia International Airport (New York, NY)
Minneapolis-St. Paul International Airport (Minneapolis, MN)
Newark International Airport (NJ)
Ronald Reagan Washington National Airport (DC)
Detroit Metropolitan Wayne County Airport (Detroit, MI)
Cincinnati-Northern Kentucky International Airport
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Cover
================================================================ COVER
Report to Congressional Requesters
March 1999
AIRLINE DEREGULATION - CHANGES IN
AIRFARES, SERVICE QUALITY, AND
BARRIERS TO ENTRY
GAO/RCED-99-92
Airline Deregulation
(348139)
Abbreviations
=============================================================== ABBREV
DOT - Department of Transportation
GAO - General Accounting Office
Letter
=============================================================== LETTER
B-281926
March 4, 1999
The Honorable John McCain
Chairman, Committee on Commerce,
Science, and Transportation
United States Senate
The Honorable Slade Gorton
Chairman, Subcommittee on Aviation
Committee on Commerce, Science,
and Transportation
United States Senate
The Honorable William O. Lipinski
Ranking Minority Member,
Subcommittee on Aviation
Committee on Transportation and Infrastructure
House of Representatives
The Honorable Peter A. DeFazio
House of Representatives
Over two decades have passed since the Congress deregulated the
airline industry. The Airline Deregulation Act of 1978 phased out
the federal government's control over fares and service and allowed
market forces to determine the price, quantity, and quality of
domestic air service. Since 1990, we have reported that, overall,
fares have declined and service has improved since deregulation but
that deregulation's benefits have not been evenly distributed
throughout U.S. air service markets.\1 We have also reported that
some operating and marketing practices have created barriers to entry
for new airlines wishing to begin service and for established
airlines seeking to enter new markets. We said that these barriers,
which contribute directly to higher fares in several key markets, had
begun to restrict entry to an extent not fully anticipated by the
Congress when it deregulated the industry.
Concerned about these findings, you asked us to update our work on
fares and service and to reexamine the effect that certain barriers
have had on these measures of competition. Specifically, you asked
us to determine (1) how airfares have changed since 1990 for travel
to and from 171 airports serving various U.S. communities, (2) how
the quality of air service has changed since 1978 for travel to and
from these airports, and (3) the extent to which certain barriers to
entry--restrictive gate-leasing arrangements, controls on the number
of allowable takeoffs and landings at some airports, and the limits
on the distance that flights from some airports can be--influence
competition at affected airports.
To determine how fares have changed at each of the 171 airports, we
analyzed data on airfares to and from those airports provided by the
airlines to the Department of Transportation (DOT). To determine how
the quality of service at these airports has changed since 1978, we
examined several measures of quality�both quantitative indicators of
the amount of service available (i.e., the number of scheduled
departures and available seats) and qualitative indicators of the
type of service available (i.e., jet or turboprop, and nonstop or
connecting flights). Finally, to determine whether certain airport
limitations that we had previously identified continued to restrict
competition, we spoke with airport and airline representatives and
analyzed fare information for those airports relative to others.
Additional detailed information on our scope and methodology can be
found in appendix I.
--------------------
\1 See the list of related products at the end of this report.
RESULTS IN BRIEF
------------------------------------------------------------ Letter :1
Overall, average airfares declined about 21 percent in constant
dollars from 1990 to the second quarter of 1998.\2 However, not all
airports realized similar decreases in airfares. In general,
airports serving medium-large communities had the greatest average
decrease in fares, and airports serving small communities had the
least average decline.\3 Average airfares declined at 168 of the 171
airports we examined, often with the introduction of competing
service from a low-fare carrier. On the other hand, since 1994,
average airfares increased for passengers traveling from 39 airports
and generally for passengers making short trips to or from airports
serving medium-large and large communities. In addition, for
passengers flying to or from airports in communities of similar size
on trips of similar distances in 1998, one passenger traveling from
one airport may have paid almost 3 times as much as a passenger
traveling from a different airport. While we identified such
differences in fares, we should note that in developing this report,
we were unable to account for all factors that may have contributed
to them, such as the presence of low-cost competition on particular
routes or the extent to which travel on routes tended to reflect
generally lower-fare leisure travel or more costly business traffic.
The overall quality of air service--measured by both quantitative and
qualitative factors--has improved for airports serving large and
medium-large communities, but indicators are mixed for airports in
small and medium-sized communities. In general, the quantity of the
air service available, as measured by the number of departures and
available seats, has increased for most of the 171 airports we
reviewed. Airports in large and medium-large communities have
experienced a substantial increase in the amount of air service.
However, some airports--particularly those serving small and
medium-sized communities in the upper Midwest and South--have less
air service today than they did in 1978, when the industry was
deregulated. Other indicators of the quality of air service,
including those that measure the number of destinations served by
nonstop flights and the type of aircraft used, generally show that
quality has improved substantially for airports serving large and
medium-large communities. For airports serving small and
medium-sized communities, on the other hand, the results are mixed.
At the 10 airports that, in 1996, we reported had restrained
competition either because of restrictive gate-leasing arrangements
(�gate-constrained�) or limits on the number of available takeoff and
landing times (�slot-constrained�), competition has changed little.
The six airports that we earlier characterized as being
gate-constrained--Charlotte, Cincinnati, Detroit, Minneapolis,
Newark, and Pittsburgh--continue to be served predominantly by one
airline. At the four slot-constrained airports�Chicago O'Hare, New
York LaGuardia, New York Kennedy, and Reagan Washington
National�established airlines have expanded their slot holdings,
while the share held by airlines started after deregulation remains
low. Airfares at these 10 airports continue to be consistently
higher than airports of comparable size without constraints.
Additionally, the federal perimeter rule continues to prevent certain
airlines from gaining competitive entry into or access to Reagan
Washington National Airport.
--------------------
\2 We measured changes in airfares using data reported by the
airlines on revenue yields per fared passenger mile. Thus, we
excluded from our calculations passengers flying on free tickets.
Throughout this report, we use the term airfare instead of yield.
\3 We examined changes in airfares and the quality of service across
airports serving different sizes of communities. Small communities
were those with populations in a metropolitan statistical area of
300,000 or less, medium-sized communities were in an area of 300,001
to 600,000, medium-large communities were in an area of 600,001 to
1.5 million, and large communities were in an area of more than 1.5
million.
BACKGROUND
------------------------------------------------------------ Letter :2
Before 1978, the former Civil Aeronautics Board regulated airlines,
controlling the fares they could charge and the routes they could
fly. Concerned that these practices caused economic inefficiencies
and inhibited the growth of domestic air transportation, the Congress
deregulated the industry in 1978. Deregulation was expected to
result in fares that more accurately reflected airlines' costs and,
overall, more vigorous competition throughout the nation.
Since deregulation, numerous new airlines have started operations,
while established airlines have expanded into new markets. Many new
airlines that began operations shortly after deregulation have
failed, as have some long-established carriers, such as Eastern and
Pan Am. Nevertheless, a few airlines that were formed in the wake of
deregulation still operate, including America West and Midwest
Express. In the early 1990s, over a decade after the industry was
deregulated, a second wave of new airlines emerged. Airlines such as
Vanguard, Spirit, AirTran, and Frontier now compete with established
carriers in selected markets throughout the United States. These new
entrants' cost structures tend to be lower than those of their
established competitors, permitting them to charge lower fares to a
variety of destinations. In recent years, we have reported that
these airlines' ability to enter and compete in selected domestic
markets has resulted in lower fares and better service in these
markets. However, we also found that many other communities have not
yet experienced vigorous competition and have not realized these fare
and service-quality benefits.
In 1990, we reported that from 1979�the earliest year for which
reliable data on fares were available�through 1988, the average fare
per passenger mile, adjusted for inflation, declined by 9 percent at
airports serving small communities, 10 percent at airports serving
medium-sized communities, and 5 percent at airports serving large
communities.\4 In 1996, we reported that the average fare per
passenger mile, adjusted for inflation, continued to fall across all
sizes of communities but that regional variations were evident.\5 The
largest decreases in fares since deregulation occurred at airports
located in the West and Southwest, and increases in fares were noted
at airports located in the Southeast and in the Appalachian region.
The quantity of service, as measured by the number of both departures
and available seats, had increased for all airport groups. The
quality of service, as measured by factors such as the number of
destinations served nonstop and the type of aircraft used, showed
mixed results, especially for airports serving small and medium-sized
communities.
In 1996, we also reported that three types of �operating barriers�
discouraged entry by airlines at several major U.S. airports.\6
First, from 1990 through 1996 a few established airlines had markedly
increased their combined control of takeoff and landing times (slots)
at airports in Chicago, New York, and Washington. As a result,
little new entry had occurred at these airports during this period.
Second, long-term, exclusive-use gate leases at six other major
airports prevented airlines that did not serve those airports from
securing the necessary facilities to begin service and compete on
equal terms with incumbent airlines. Third, the federal perimeter
rule barring nonstop flights exceeding 1,250 miles exacerbated the
impact of slots by preventing airlines from gaining entry into Reagan
Washington National Airport.
--------------------
\4 Airline Deregulation: Trends in Airfares at Airports in Small and
Medium-Sized Communities (GAO/RCED-91-13, Nov. 8, 1990).
\5 Airline Deregulation: Changes in Airfares, Service, and Safety at
Small, Medium-Sized, and Large Communities (GAO/RCED-96-79, Apr. 19,
1996).
\6 Airline Deregulation: Barriers to Entry Continue to Limit
Competition in Several Key Domestic Markets (GAO/RCED-97-4, Oct. 18,
1996).
AIRFARES HAVE FALLEN FOR MOST
COMMUNITIES SINCE 1990, BUT
MANY HAVE EXPERIENCED RECENT
FARE INCREASES
------------------------------------------------------------ Letter :3
For all sizes of communities, average airfares have continued the
decline noted in our 1996 report. Average airfares (expressed in
constant dollars and in cents per mile) fell about 21 percent in
constant dollars from 1990 through the second quarter of 1998.\7
On average, airports serving medium-large communities had the
greatest decrease in fares, and airports serving small communities,
the smallest decline. However, such averages conceal large
variations within the sizes of communities. For example, for
passengers flying to or from airports in communities of similar size
on trips of similar distances in 1998, one passenger traveling from
one airport may have paid almost 3 times as much as a passenger
traveling from a different airport.
Our review of changes in airfares from 1990 through the second
quarter of 1998 indicates that the trends of moderately decreasing
average airfares identified in our earlier reports continued at
airports serving most communities. Of the 171 airports we examined
over the period, average airfares declined at 168. At some airports,
the decrease was especially large. For example, at 22 airports,
average fares declined by 30 percent or more in constant dollars. At
many airports, the decline coincided with the introduction of
competing service, often from a low-fare carrier, which, in most
cases, was Southwest Airlines. Figure 1 shows the cities in which
airfares have declined by the greatest percentage since 1990.
Figure 1: Airports in Cities
With Greatest Decrease in
Average Airfares Since 1990
(See figure in printed
edition.)
Source: GAO's analysis of data
from Data Base Products, Inc.
(See figure in printed
edition.)
At 3 of the 171 airports we examined, average airfares have increased
since 1990. These airports serve Duluth, Minnesota (+2.3 percent);
Fargo, North Dakota (+0.8 percent); and Dallas, Texas (Love Field,
+7.4 percent). At each of these airports, generally only a single
airline provided service. Northwest Airlines dominates Duluth and
Fargo, and Southwest dominates Dallas Love Field.\8
We were not able to examine in detail each market to determine what
factors may have contributed to the decrease in average fares. For
example, we were unable to account for differences at airports where
competition--and thus airfares--on individual routes may vary widely.
On routes out of St. Louis where low-cost airlines offer competing
service, fares may be considerably lower than on other routes from
the same airport where no such competition exists. Whether the
overall average airfare for the airport may have increased or
decreased over time depends on the number of passengers flown on all
of those routes and the fares they paid. Similarly, we were not able
to examine differences in the extent to which certain destinations
(such as Las Vegas or Orlando) tend to be more heavily dominated by
leisure travel than by business travel. Leisure travel tends to be
more price-sensitive, and average airfares in those markets thus tend
to be lower than those where there is more business travel.
Because some significant changes can occur over the span of nearly 9
years, we examined fare changes from 1990 through 1993 and then from
1994 through the second quarter of 1998. Table 1 summarizes the
change in average airfares over the period for airports serving each
size of community, according to the length of the passengers' trips.
Although average airfares decreased for most communities throughout
the period, since 1994 average airfares increased for certain
segments of the traveling public�mostly for passengers making short
trips to or from medium-large and large communities.\9
Table 1
Percent Change in Average Airfares by
Community Size and Length of Trip, 1990-
98
Percent change in average airfares
----------------------------------
Length of
Community trip 1990-1998 1990-1993 1994-1998
---------------------- ---------- ---------- ---------- ----------
Small Short -22.9 -12.0 -1.2
Medium -19.4 -5.7 -12.2
Long -11.3 -4.7 -9.2
Average -19.5 -8.2 -7.1
Medium Short -27.3 -11.8 -8.6
Medium -19.5 -0.2 -14.4
Long -11.2 -0.5 -8.1
Average -22.0 -5.2 -11.7
Medium-large Short -24.4 -9.8 1.9
Medium -22.5 0.2 -15.1
Long -17.4 -0.6 -14.5
Average -22.2 -3.8 -8.7
Large Short -28.2 -15.8 3.4
Medium -20.4 -4.1 -9.0
Long -11.2 -3.9 -4.1
Average -21.0 -8.0 -4.0
----------------------------------------------------------------------
Source: GAO's analysis of data from Data Base Products, Inc.
For the 171 airports we examined, from 1994 through 1998 average
airfares decreased at 132 airports, suggesting that most
communities�small, medium-sized, medium-large, and large--and
travelers from those communities have benefited from deregulation.\10
Average fares for passengers making certain trips to or from several
airports dropped by more than 50 percent over the period. Average
fares for short- and long-haul trips from St. Petersburg, Florida;
medium-haul trips from Dallas Love Field; and long-haul trips from
Mission, Texas, and Grand Junction, Colorado, decreased from 52 to 77
percent. Fares in some of those markets appear to have been
influenced by the introduction of additional competition, especially
from low-cost airlines.
During the same period, however, average fares increased at 39
airports--13 serving small communities, 4 serving medium-sized ones,
9 serving medium-large ones, and 13 serving large ones. In most
cases, the control of a large percentage of the airports' passengers
by a single airline contributed to the increase in fares.
-- Of the 13 airports serving small communities, 12 were served by
an individual airline that controlled at least 40 percent of the
traffic.
-- Of the four airports serving medium-sized communities, three
were dominated by an individual airline that carried more than
40 percent of the traffic.
-- Of the nine airports serving medium-large communities, seven
were dominated by an individual airline that carried more than
40 percent of the traffic.
-- Of the 13 airports serving large communities, seven are hub
facilities for major airlines.
For example, the average fares for passengers making short trips to
or from Greensboro, North Carolina; Roanoke and Norfolk, Virginia;
Charleston, South Carolina; and Buffalo, New York, all increased by
30 percent or more from 1994 through 1998. Low-cost airlines, such
as AirTran, American Trans Air, or Southwest, served none of the 17
airports at small or medium-sized communities in 1998. For the 22
airports serving medium-large and large communities where average
airfares increased since 1994, individual low-cost airlines had
market shares in 1998 that exceeded 10 percent at only four�Houston
Hobby Field, Dallas Love Field, Cleveland Hopkins International
Airport, and Midland/Odessa, Texas.\11 At each of those airports, the
low-cost airline was Southwest. Figure 2 shows the location of these
39 airports, most of which are in the East and Southeast.
Figure 2: Airports Where
Average Airfares Increased--in
constant dollars--Since 1994
(See figure in printed
edition.)
Source: GAO's analysis of data
from Data Base Products, Inc.
(See figure in printed
edition.)
For passengers flying to or from airports serving communities of
similar sizes on trips of similar distances, the fare at one airport
can cost almost 3 times as much per mile flown as the fare at a
different airport. For example, passengers flying to or from Las
Vegas in 1998 paid, on average, 9 cents per mile, while passengers
flying to or from Charlotte paid 28 cents per mile. Moreover,
passengers flying to or from airports serving small and medium-sized
communities in 1998 paid, on average, over 12 percent more than the
national average airfare. Similarly, passengers flying to or from
airports serving large communities in 1998 paid, on average, over 8
percent more than the national average.\12 Appendix II summarizes the
changes in average airfares for each of the cities we examined during
this review.
--------------------
\7 Data from the second quarter 1998 were the most current available
at the time of our work. Throughout the remainder of this report,
references to 1998 fares should be interpreted as relating to the
latest four quarters of fare data available, beginning with the third
quarter of 1997 and ending with the second quarter of 1998.
Additionally, all data in the report have been deflated into dollars
reflecting those last four quarters.
\8 At Duluth, Northwest's share of 1997 passengers was 97.5 percent.
Its share of Fargo's 1997 passengers was 92.5 percent. Southwest
carried 100 percent of Dallas Love Field's 1997 passengers. Nearly
all passengers at Dallas Love Field made short-haul trips. While the
average fares for Love Field may have risen over time, they remain
below the averages for short trips from all large airports and are
significantly lower than the average fares associated with short
trips from either Duluth or Fargo. These passenger shares do not
include passengers carried by small commuter airlines, which DOT does
not require to survey and report their passengers' itineraries and
fares. Those small commuter airlines are usually not affiliated with
larger airlines through code-sharing.
\9 For the purpose of this report, we defined short-haul trips as
being equal to or less than 750 miles, medium-haul trips as being
between 751 and 2,000 miles, and long-haul trips as being 2,001 miles
or greater. Trips identified with a given airport may either
originate or end there.
\10 DOT has pointed out that, even if an airport's �average� fares
decreased during the period, not all fares to all markets may have
declined. In particular, where little or no competition exists on a
given route (especially from a low-cost airline), fares may have
increased.
\11 On the other hand, single established airlines�such as Delta,
United, and Northwest�also had more than 40 percent of the market in
18 out of 46 airports where average fares decreased between 20.0 and
29.9 percent from 1990 through 1998. Thus, the presence of a single
carrier with a large market share does not always mean that average
airfares will increase over time.
\12 DOT's Domestic Airline Fares Consumer Report, First Quarter 1998
Passenger and Fare Information, Oct. 1998, provides more detailed
information on the dispersion of airfares for particular airports, by
airline. For example, in the first quarter of 1998, American
Airlines flew 12,700 passengers between Chicago and White Plains, New
York, at an average fare of $317. Eight percent of those passengers
paid between $51 and $75 dollars each way, while 14 percent paid
between $526 and $550 each way.
LARGE AND MEDIUM-LARGE
COMMUNITIES HAVE MORE AND
BETTER AIR SERVICE, BUT THE
TRENDS FOR SMALL AND
MEDIUM-SIZED COMMUNITIES ARE
MIXED
------------------------------------------------------------ Letter :4
Our review of air service quality factors for scheduled airline
departures from May 1978 though May 1998 indicates that the overall
quality at most communities served by the airports we reviewed has
improved since deregulation. However, the extent to which the
overall quality of air service has improved for the 171 airports that
we reviewed varies by the size of the community served. In general,
airports serving larger communities have benefited from a greater
increase in the overall quality of air service--the number of
departures and seats, jet departures, and destinations served by
nonstops--than those serving smaller communities. For example, 90
percent of airports serving large and medium-large communities had an
increase in both departures and available seats compared with 45
percent of the airports serving small and medium-sized communities.
Assessing the trends in the overall quality of air service is
difficult because many factors contribute to the quality of service.
This assessment requires, among other things, a subjective weighting
of the relative importance of each measure that is generally
considered a dimension of quality. In assessing the overall quality
of air service received by each sized community included in our
study, we used four commonly accepted measures, including the number
of (1) departures, (2) available seats, (3) destinations served by
nonstop and one-stop flights, and (4) jet departures compared with
the number of turboprop departures. (We used these same measures in
our earlier reports.) Nonstop service is generally considered to be
preferable to flights requiring a stop, and jet aircraft are
preferred over turboprop aircraft.
Most communities served by the airports we reviewed had more
commercial departures in 1998 than they did in May 1978. During this
period, departures increased at 139 of the 171 airports we reviewed.
Increases were most likely to occur at airports serving larger
communities. All airports at large communities, with the exception
of Reagan Washington National Airport (where the number of takeoff
and landings is restricted by federal law), and most airports serving
medium-large communities had an increase in departures. In
comparison, 56 of the 84 airports in small and medium-sized
communities had an increase in departures.
From 1978 through 1998, 118 of the 171 airports we reviewed had an
increase in the number of available seats, especially those airports
serving larger communities. Overall, for airports in large and
medium-large communities, the number of available seats increased by
about 87 percent. Every airport serving large communities and all
but 7 of the 42 airports in medium-large communities experienced an
increase. For almost one-quarter of the airports serving large
communities, such as Phoenix's Sky Harbor Airport and Houston's Hobby
Airport, this increase exceeded 200 percent. In contrast, slightly
less than half of the airports at small and medium-sized communities
in our review had an increase in seats, although about 67 percent had
an increase in departures. To some extent this difference can be
attributed to the substitution of more frequent service from smaller
turboprops for fewer departures of larger jets. Since 1978, the
airport serving Champaign, Illinois, for example, had a 66-percent
increase in the number of departures and a 34-percent decrease in the
number of seats. During this same time period, jet service from this
airport was eliminated and replaced entirely with propeller aircraft.
In addition, 27 of the 84 airports serving small and medium-sized
communities experienced a decline in both scheduled departures and
available seats. These 27 airports were largely concentrated in the
upper Midwest--including Lincoln, Nebraska; Rochester, Minnesota; and
Bismarck, North Dakota�and the South--including Daytona Beach,
Florida; Montgomery, Alabama; and Shreveport, Louisiana. Figure 3
summarizes the percent change in the number of scheduled departures
and number of available seats for each category of community.\13
Appendix III contains the information on the number of departures and
available seats for each of the 171 airports that we reviewed for May
1978 and May 1998.
Figure 3: Comparison of
Percent Change in Number of
Scheduled Departures and
Available Seats at Airports
Serving Small, Medium-Sized,
Medium-Large, and Large
Communities, May 1978 Through
May 1998
(See figure in printed
edition.)
Source: GAO's analysis of airlines' schedule information provided by
DOT.
Airports serving large and medium-large communities have been the
primary beneficiaries of increased nonstop flights. Nonstop flights
increased for 71 percent of the airports serving large and
medium-large communities but only for 25 percent of the airports
serving small and medium-sized communities. Of the 84 airports at
small and medium-sized communities that we reviewed, 37 experienced a
decline in both nonstop and one-stop service. Only airports serving
medium-large communities experienced an increase in one-stop flights.
Figure 4 summarizes the percent change in the total number of
destinations served by nonstop and one-stop flights by category of
community. Appendix IV provides detailed information for each
community on the number of destinations served by nonstop and
one-stop flights for May 1978 through May 1998.
Figure 4: Percent Change in
the Number of Destinations
Served by Nonstop and One-Stop
Flights From Airports Serving
Small, Medium-Sized,
Medium-Large, and Large
Communities, May 1978 Through
May 1998
(See figure in printed
edition.)
Source: GAO's analysis of airlines' schedule information provided by
DOT.
Overall, all sizes of communities experienced an increase in the
number of turboprop departures, but primarily airports serving large
and medium-large communities benefited from an increase in the number
of jet departures. Of these airports, 75 percent had an increase in
jet departures compared with 24 percent of the airports in small and
medium-sized communities. Overall, the actual number of jet
departures increased by 72 percent at airports serving large
communities and by 57 percent at airports serving medium-large
communities but declined by 6 percent at airports serving
medium-sized communities and by 14 percent at airports serving small
communities. Figure 5 summarizes the percent change in the number of
jet departures by size of community. Appendix V provides detailed
information for each airport for May 1978 through May 1998.
Figure 5: Percent Change in
the Number of Jet and Turboprop
Departures at Airports Serving
Small, Medium-Sized,
Medium-Large, and Large
Communities, May 1978 Through
May 1998
(See figure in printed
edition.)
Source: GAO's analysis of airlines' schedule information provided by
DOT.
--------------------
\13 All statistics referring to departures in this report are based
on the number of scheduled nonstop flights from each airport.
COMPETITION IN CERTAIN KEY
AIRPORTS CONTINUES TO BE
INHIBITED BY LACK OF ACCESS TO
FACILITIES, SLOT CONTROLS, AND
FEDERAL PERIMETER RULE
------------------------------------------------------------ Letter :5
In 1997, over 143 million passengers (23 percent of the total U.S.
domestic enplanements that year) traveled through 10 key airports in
the east and upper Midwest. In the past, we reported that
competition is constrained at these airports because of long-term
gate leases or limits on the number of available takeoff and landing
slots.\14 During our review, we found that the six airports we had
previously described as gate-constrained�Charlotte, Cincinnati,
Detroit, Minneapolis, Newark, and Pittsburgh�continue to be
predominantly served by one airline. Airport officials and airline
representatives said that gates are available to airlines that do not
currently serve those airports. However, few of those airlines
expressed interest in serving those markets because access to
facilities remains difficult and other factors, generally relating to
the size of the incumbent carrier and its associated market strength,
prevent them from entering at these airports. At the four
slot-constrained airports�Chicago O'Hare, New York's LaGuardia and
Kennedy, and Reagan Washington National�established airlines hold the
majority of slots, while the share of slots held by airlines started
after deregulation remains low. Finally, the federal perimeter rule,
which prohibits flights longer than 1,250 miles from Reagan
Washington National Airport, continues to deprive certain airlines
from serving that airport from some of their hub operations,
preventing millions of passengers in western states from gaining
nonstop access to the airport.
--------------------
\14 Domestic Aviation: Service Problems and Limited Competition
Continue in Some Markets (GAO/T-RCED-98-176, Apr. 23, 1998). A gate
includes the holding room, jetway, and apron.
LONG-TERM, EXCLUSIVE-USE
GATE LEASES PREDOMINATE AT
SIX CONSTRAINED AIRPORTS,
BUT OTHER FACTORS ALSO
INHIBIT NEW COMPETITION
---------------------------------------------------------- Letter :5.1
Restrictive gate leases are a barrier to establishing new or expanded
service at some airports. These leases permit an airline to hold
exclusive rights to use most of an airport's gates over a long period
of time, commonly 20 years. Previously, we reported that such leases
made it more difficult for nonincumbents to secure necessary airport
facilities on equal terms with incumbent airlines. Airlines
established after deregulation, especially new entrant airlines, said
access to facilities at some airports--Charlotte, Cincinnati,
Detroit, Minneapolis, Newark, and Pittsburgh--was difficult. Airport
officials and one airline told us that other marketing factors--not
gate-leasing arrangements--acted as barriers to entry.
As table 2 shows, the vast majority of gates at each of these
airports continue to be leased to one established airline. Airport
officials at Charlotte, Cincinnati, and Minneapolis said that it is
in the best interest of the airports to lease gates over a long term
to maintain a stable stream of revenue. For example, Cincinnati
airport officials said they depend on signatory airlines to pay their
debt obligations.\15 Delta Air Lines--which dominates the Cincinnati
airport and holds 50 of the airport's total 68 jet gates--financed
the construction of 43 of those gates.
Table 2
Airports Where Postderegulation Airlines
Reported Difficulty Gaining Competitive
Access to Gates and the Leasing
Arrangements at Those Airports
Total Gates Major lease holders,
number under number of gates
of jet exclusive- operated, and date lease
Airport gates use leases expires
---------------------- -------- ---------- ------------------------
Charlotte 46 44 37 gates leased to US
Airways until 2016
Cincinnati 68 68 50 gates leased to
Delta; 8 of the leases
expire in 2015 and 42
expire in 2023
Detroit 81 56 56 gates leased to
Northwest until 2001\a
Minneapolis 70 70 54 gates leased to
Northwest; 22 of the
leases expire in 2015
and 32 convert to
preferential use leases
beginning in 1999\
Newark 94 79 42 gates leased to
Continental until 2018
Pittsburgh 75 65 50 gates leased to US
Airways until 2015
----------------------------------------------------------------------
\a Northwest also leases an additional six nonexclusive gates.
Source: GAO's presentation of the airports' data.
Officials at each of the airports we visited said they have spoken
with or actively recruited nonincumbent airlines to provide new
service. Airport officials and one airline official told us that
other factors, rather than restrictive gate leases, prevented
nonincumbents from providing service at their airports. These
factors included the size of the incumbent carriers (coupled with
those airlines' marketing strengths, such as their frequent flyer
programs, corporate discounts, and arrangements with local travel
agents), the fear of perceived predatory conduct by the major
incumbent carrier, and a lack of adequate capitalization. A
Charlotte airport official said that the term �gate-constrained� no
longer applied, given their flexibility in making some gates
available for lease and the airport's willingness to discuss new
service with interested airlines.
A limited number of gates are available for new service at three of
the airports we visited, although they may not be available at the
times or days that new airlines might prefer. Airport officials at
Detroit, Minneapolis, and Newark said there are no gates available
now. For the three airports that have available gates, however,
incumbent airlines tended to use them. For example, Pittsburgh
airport officials said that they have a total of seven jet gates
available, but US Airways is the only airline that uses them at this
time. In addition, Cincinnati airport officials said there are three
gates leased by US Airways that are not being used as fully as they
could be.
Officials from airlines that started after deregulation told us that
access to facilities was difficult at some airports, including
Newark. These airline officials cited a lack of cooperation by
airport officials in identifying available gates and the reluctance
of both the airports and incumbent airlines in offering leases or
subleases longer than on a short-term basis.\16
--------------------
\15 Signatory airlines have an agreement with an airport to help pay
debt obligations.
\16 In 1998, DOT established a task force to study airports'
practices that may inhibit competition. Its report is expected in
April 1999. In accordance with the Omnibus Consolidated and
Emergency Supplemental Appropriations Act of 1999 (P.L. 105-277,
division C, title I, section 110(g)), the National Academy of
Sciences is studying DOT's proposed competition guidelines, which
would refine the definition of anticompetitive behavior by airlines.
Its report is due in March 1999.
ESTABLISHED AIRLINES
CONTINUE TO EXPAND THEIR
SLOT HOLDINGS AT
SLOT-CONSTRAINED AIRPORTS
---------------------------------------------------------- Letter :5.2
Major established airlines have expanded their holdings of domestic
air carrier takeoff and landing slots at three of the four
slot-constrained airports�Reagan Washington National, New York
Kennedy, and New York LaGuardia. Only at Chicago O'Hare did the
level of slot concentration held by major established airlines
decrease slightly from 1996 to 1999. By contrast, the share held by
airlines that started after deregulation remains low. (See table 3.)
Our October 1996 report recommended that DOT redistribute some slots
to increase competition, taking into account the investments made by
those airlines at each of the slot-controlled airports. DOT
subsequently began to use the authority that the Congress gave it in
1994 to allow additional slots at O'Hare, LaGuardia, and Kennedy.\17
Through January 1999, DOT granted 62 slot exemptions at O'Hare, 30 at
LaGuardia, and 6 at Kennedy. DOT has also granted a total of 48
exemptions for Essential Air Service\18 and 19 for seasonal
international service.
Table 3
Percentage of Domestic Air Carrier Slots
Held by Selected Groups
Airport Holding entity 1986 1991 1996 1999
------------------- ---------------------------- -------- -------- -------- --------
O'Hare American and United 66 83 87 84
Other established airlines 28 13 9 10
Financial institutions 0 3 2 3
Postderegulation airlines 6 1 1 3
Kennedy Shawmut Bank, American, and 43 60 75 84
Delta\a
Other established airlines 49 18 13 14
Other financial institutions 0 19 6 1
Postderegulation airlines 9 3 7 1
LaGuardia American, Delta, and US 27 43 64 70
Airways
Other established airlines 58 39 14 14
Financial institutions 0 7 20 10
Postderegulation airlines 15 12 2 6
Reagan Washington American, Delta, and US 25 43 59 65
National Airways
Other established airlines 58 42 20 18
Financial institutions 0 7 19 14
Post deregulation airlines 17 8 3 3
-----------------------------------------------------------------------------------------
Note: Numbers may not add to 100 percent because of rounding. Some
airlines that held slots have gone bankrupt, and, as a result,
financial institutions have acquired slots.
\a In 1999, First Security National Bank replaced Shawmut Bank.
First Security National Bank holds those slots pursuant to a trust as
security for a loan to TWA, which uses some and leases others.
Source: GAO's analysis of data from the Federal Aviation
Administration.
--------------------
\17 The Federal Aviation Reauthorization Act of 1994 (49 U.S.C. sec.
41714) created an exemption provision to allow additional slots for
new entrants at O'Hare, LaGuardia, and Kennedy when DOT "finds it to
be in the public interest and the circumstances to be exceptional."
The number of flights at Reagan Washington National Airport is
further limited by federal law to address local concerns about noise.
As a result of these additional limits, the Congress chose not to
extend DOT's exemption authority to include Reagan Washington
National.
\18 The Essential Air Service program ensures that small communities
having air service when the Airline Deregulation Act was passed will
continue to have a minimum level of service and provides that the
federal government subsidizes the airlines providing that service, if
necessary.
SPECIAL RULES AT LAGUARDIA
AND REAGAN WASHINGTON
NATIONAL AND EMERGING
CAPACITY CONSTRAINTS
ELSEWHERE EXACERBATE
BARRIERS' IMPACTS
---------------------------------------------------------- Letter :5.3
The ability of certain nonincumbent airlines to begin service at New
York LaGuardia and Reagan Washington National airports is further
limited by rules that prohibit incoming and outgoing flights that
exceed a certain distance (commonly known as perimeter rules). At
LaGuardia, under a rule established by the Port Authority of New York
and New Jersey, nonstop flights exceeding 1,500 miles are prohibited.
At Reagan Washington National, federal law limits the number of
hourly operations and prohibits nonstop flights exceeding 1,250
miles.\19
The perimeter rules were originally designed to promote Kennedy and
Dulles airports as the designated long-haul airports for the New York
and Washington metropolitan areas, respectively, and to alleviate air
traffic congestion in those areas. The practical effect, however,
has been to limit entry and exacerbate the impact of slots.
Specifically, because of their proximity to Reagan Washington
National, each of the seven largest established carriers is able to
serve the airport from its principal hub. By contrast, the rules
prevent the second largest airline started after
deregulation--America West--from serving LaGuardia and Reagan
Washington National from its hub in Phoenix and restrict other
airlines with hub operations in the West from serving either airport
on a nonstop basis. Thus, for example, the 92 million passengers
that flew out of Los Angeles, Phoenix, Portland, Salt Lake City, San
Francisco, and Seattle airports in 1997 could not fly nonstop into
Reagan Washington National. Officials with Delta Air Lines told us
that they would expand service from Salt Lake City to Reagan
Washington National if the perimeter rule was relaxed or abolished.
We recognize that the communities where the airports are located will
be concerned with any proposals to grant additional slots because of
potential congestion, noise, and safety problems. These are
sensitive issues, and, ultimately, any final decisions about them can
be best resolved through congressional deliberations.
--------------------
\19 The Metropolitan Washington Airports Act of 1986 (49 U.S.C. sec.
49109). The rule is also included in federal regulations (14 C.F.R.
sec. 93.253).
AIRFARES AT CONSTRAINED
AIRPORTS HIGHER THAN THOSE
AT COMPARABLY SIZED
COMMUNITY AIRPORTS
---------------------------------------------------------- Letter :5.4
Airfares at the six gate-constrained and four slot-constrained
airports were consistently higher than airfares at nonconstrained
airports that serve similar-sized communities, especially in short-
and medium-haul markets. In other words, passengers pay a premium to
fly to and from these airports. In 1998, overall weighted average
fares ranged from being 4 percent higher at Kennedy Airport to 83
percent higher at Pittsburgh International Airport compared with
fares at nonconstrained airports serving communities of comparable
size. The greatest differences in airfares in 1998 were in
short-haul markets.
The average airfares of short-haul markets in 1998 ranged from 29
percent higher in Kennedy to 120 percent higher at Pittsburgh. In
medium-haul markets, airfares ranged from 15 percent lower at Detroit
to 63 percent higher at Charlotte. In long-haul markets, airfares
ranged from 6 percent lower at Reagan Washington National to 42
percent higher at Charlotte. Table 4 summarizes the differences in
average airfares between the 10 constrained airports and other
airports serving communities of comparable size for 1998.
Table 4
Differences in Average Fares in Cents
per Passenger Mile for Constrained
Airports Relative to Fares at Other
Airports Serving Communities of
Comparable Size, 1998
Average
fares for
1998 nonconstra Percent
Length of average ined difference
Community airport trip fares airports \a
---------------------- ---------- ---------- ---------- ----------
Charlotte Short 39.1 24.7 58
Medium 19.6 12.0 63
Long 12.9 9.1 42
Overall 28.0 14.5 58
Cincinnati Short 41.0 21.6 90
Medium 17.3 13.8 26
Long 13.8 11.3 23
Overall 25.6 14.7 65
Detroit-Wayne County Short 31.4 21.6 46
Medium 11.7 13.8 -15
Long 12.0 11.3 7
Overall 17.4 14.7 20
Minneapolis Short 36.2 21.6 68
Medium 18.8 13.8 37
Long N/A 11.3 N/A
Overall 22.3 14.7 49
Newark Short 29.9 21.6 39
Medium 14.9 13.8 8
Long 11.6 11.3 3
Overall 16.6 14.7 20
Pittsburgh Short 47.4 21.6 120
Medium 16.9 13.8 23
Long 12.9 11.3 15
Overall 25.8 14.7 83
Chicago O'Hare Short 30.7 21.6 42
Medium 15.9 13.8 15
Long N/A 11.3 N/A
Overall 20.4 14.7 29
New York LaGuardia Short 38.3 21.6 78
Medium 17.2 13.8 25
Long 12.5 11.3 11
Overall 21.4 14.7 50
New York Kennedy Short 27.8 21.6 29
Medium 12.0 13.8 -13
Long 11.9 11.3 5
Overall 12.5 14.7 4
Reagan Washington Short 39.3 21.6 83
National Medium 15.8 13.8 15
Long 10.6 11.3 -6
Overall 21.9 14.7 55
----------------------------------------------------------------------
\a Overall percent differences represent weighted averages reflecting
passenger distributions at the nonconstrained airports.
Source: GAO's analysis of data from Data Base Products, Inc.
CONCLUSIONS
------------------------------------------------------------ Letter :6
Airfares have continued to decline for all sizes of communities since
deregulation, although average airfares have increased for certain
segments of the traveling public, especially since 1994. Similarly,
the overall quality of air service has improved except for that in
some small and medium-sized communities. Since deregulation, a
number of major airlines have dominated operations at 10 key airports
leading to constrained competition and higher airfares. Slots and
the federal perimeter rule continue to exacerbate the impacts of
barriers by limiting the number of landings and takeoffs and
prohibiting incoming and outgoing flights that exceed a certain
distance at certain airports. Thus, while deregulation continues to
benefit the majority of the nation's travelers, there remain some
communities where those benefits have not been realized.
AGENCY COMMENTS
------------------------------------------------------------ Letter :7
We provided DOT with copies of a draft of this report for its review
and comment. We spoke with DOT officials from the Office of the
Secretary, including the Deputy Assistant Secretary for Aviation and
International Affairs. DOT generally agreed with the information in
the report and provided a number of comments to clarify issues
addressed in the report; we incorporated these comments as
appropriate.
As arranged with your offices, unless you publicly announce its
contents earlier, we plan no further distribution of this report
until 10 days after the date of this letter. At that time, we will
send copies to the Secretary of Transportation; the Director, Office
of Management and Budget; and other interested parties. We will send
copies to others upon request. We conducted our work from November
1998 through February 1999 in accordance with generally accepted
government auditing standards.
If you have any questions, please call me at (202) 512-2834. Major
contributors to this report are listed in appendix VI of this report.
John H. Anderson, Jr.
Director, Transportation Issues
SCOPE AND METHODOLOGY
=========================================================== Appendix I
To analyze changes in airfares since 1990, we reviewed data on fares
covering the period 1990 through the second quarter of 1998 (the most
current information available at the time of our work). To provide
consistent, comparable information in updating our prior report on
trends in airfares since deregulation at airports serving small,
medium-sized, and large communities, we reviewed data on the same 112
airports that we examined in our two prior reports.\20 We selected
those airports using the following criteria:
-- All of the airports were in metropolitan statistical areas or
(1) an area that included at least one city with 50,000 or more
inhabitants and (2) an area with an urbanized area as defined by
the Census Bureau (with at least 50,000 inhabitants) and a total
metropolitan population of at least 100,000 (75,000 in New
England). Small communities were those with populations in a
metropolitan statistical area of 300,000 or less, medium-sized
communities were those with populations of 300,001 to 600,000,
and large communities were those with populations of 1.5 million
or more. In our prior reports, we used 1984 U.S. Census data
to provide information on community sizes midway between the
years reviewed (1979, 1984, and 1988) for each airport location.
While keeping the same sample of airports for this report, we
reviewed U.S. Census data for 1996 to identify changes in
communities' populations. We did this to ensure that, had some
populations changed significantly since our previous report, we
would compare those communities with others of similar size.
-- Almost all of the airports were among those with the largest 175
enplanements in the nation, as determined by the number of
passenger enplanements in 1997. This criterion was necessary
because as an airport's rank falls, the number of tickets from
that airport in the Department of Transportation's (DOT)
"Passenger Origin-Destination Survey" declines. A smaller
number of tickets per route increases the potential for sampling
error and may result in calculations that are not representative
of the airport's overall traffic.
-- All of the airports were located within the 48 contiguous states
because airports outside the contiguous states are often special
cases. Travel from airports located in Alaska, Hawaii, Puerto
Rico, and the Virgin Islands is often for very short distances
(between islands) and very long distances (between Alaska or
Hawaii and the contiguous states) or may take the place of
ground transportation (between cities in Alaska).
In addition, we added several airports in communities that had not
been included in the previous reports. In general, these are
airports that are also included within the largest 175 airports
located in the continental United States serving medium-large
communities with populations between 600,001 and 1.5 million. We
excluded Orlando/Sanford airport because origin and destination data
from 1991 to 1998 were lacking, and we excluded North Las Vegas Field
because it had unusually high fares. We added four other
cities--Albany, Huntington, Rochester, and Syracuse--following
discussions with the staffs of Representative William O. Lipinski
and Representative Peter A. DeFazio for further insight into fares
and service for airlines serving small and rural communities.
We obtained the data on airfares from a private contractor, Data Base
Products, Inc., which gets its original data from DOT. Data Base
Products, Inc., makes a number of revisions to the data submitted to
DOT by the airlines to correct for biases and obvious reporting
errors. Data Base Products, Inc., also incorporates data from main
airlines' regional commuter partners, thereby providing a more
complete picture of passengers' true itineraries and costs. To
enhance the comparability of the data, we converted the airfare
information into constant 1998 dollars.\21 Because the number of
passengers traveling on routes can change over time, examining fares
at two different times could reflect differences in the number of
travelers going to various destinations rather than fare changes.
Therefore, as with our prior reports, we held the distribution of
passengers across distance categories constant at the level found
with the latest four quarters ending with the second quarter of 1998.
To add to the information that we published in our previous reports,
we also calculated averages for travel of various distances to or
from these airports. We believe that additional information provides
a greater context than the basic average fare. We recognize that few
if any passengers may actually have paid an �average fare� in any one
market but believe that such averages provide insightful information
for analyzing broad trends in airfares over time.
Because we analyzed data that were drawn from a statistical sampling
of tickets purchased, each estimate developed from the sample has a
measurable precision, or sampling error. The sampling error is the
maximum amount by which the estimate obtained from a statistical
sample can be expected to differ from the true universe value. We
did not calculate the sampling error for each airport's fare
estimates during this update because the sampling errors calculated
in the previous two reports were consistently small. We believe that
the same approximate sampling errors would apply to the estimates
developed for this review.
To analyze changes in the quality of air service for these same 171
airports, we obtained data on scheduled airline service from DOT's
Bureau of Transportation Statistics. We used these data to analyze
changes from 1978 through 1998 in four measures of the quality of
service that we reported in the past. Those measures are (1) the
total number of scheduled nonstop departures from each airport, (2)
the total number of seats available on those flights, (3) the number
of scheduled destinations served by nonstop and one-stop flights from
each airport, and (4) the number of scheduled jet and turboprop
departures at those airports.\22 To reduce �seasonality� associated
with air travel (that is, to avoid having the data reflect higher
amounts of travel associated with summer vacations or reduced winter
travel), we used information from May 1978 and May 1998.
Finally, to determine whether certain airport limitations that we had
previously identified continued to restrict competition, we visited
those airports to update our work concerning markets restricted by
gate, slot, or perimeter barriers to domestic airline markets.
Specifically, we conducted interviews with representatives of
Charlotte-Douglas International Airport, Cincinnati-Northern Kentucky
International Airport, Detroit Wayne County Airport, Minneapolis-St.
Paul International Airport, and Pittsburgh International Airport. We
held a formal teleconference with officials representing Newark
International Airport. We obtained additional information and
perspectives on barriers to entry from officials representing Access
Air, Continental Airlines, Delta Airlines, Eastwind Airlines, Legend
Airlines, Northwest Airlines, US Airways, Spirit Airlines, and
Vanguard Airlines. To discuss the effect that the perimeter rule may
have on competition, we met with officials representing the
Washington Metropolitan Airport Authority, which oversees both Reagan
Washington National Airport and Washington Dulles International
Airport. We also analyzed airfare data for these airports by
comparing their average fares against those for communities of
comparable size but excluding the other constrained airports.
Because each airport has a different distribution of flight lengths,
we made comparisons within each of the three distance categories. To
get an overall comparison for each of the 10 constrained airports, we
then took a weighted average of the comparisons within each distance
category. The resulting percent differences are therefore adjusted
for distance as well as for particular passenger distributions at
each airport.
--------------------
\20 Airline Deregulation: Trends in Airfares at Airports in Small
and Medium-Sized Communities (GAO/RCED-91-13, Nov. 8, 1990) and
Airline Deregulation: Changes in Airfares, Service, and Safety at
Small, Medium-Sized, and Large Communities (GAO/RCED-96-79, Apr. 19,
1996).
\21 Because the most current data available at the time of our review
were for the second quarter of 1998, in recalculating fares into 1998
dollars, we actually used a deflator covering the four quarters from
the third quarter of 1997 through the second quarter of 1998.
\22 Other indicators of service quality might include information
such as an airline's on-time performance. While such information is
regularly reported by DOT, the DOT Inspector General has questioned
the reliability and validity of those data.
CHANGES IN AVERAGE AIRFARES PER
PASSENGER MILE BY SIZE OF
COMMUNITY AND BY LENGTH OF TRIP,
1990--98
========================================================== Appendix II
Cents per passenger mile (constant dollars) cent change
--------------------------------------------------------------------- ------------------
Length of
State trip 1990 1991 1992 1993 1994 1995 1996 1997-98 1990-98 1990-93 1994-98
----------- ---------- ---------- ---------- ---------- -------- --------- -------- -------- -------- -------- -------- -------- --------
Small-community
airports
------------------------------------------------------------------------------------------------------------------------------------------------------
Amarillo TX Short 18.1 18.4 17.9 18.3 17.8 18.6 19.2 18.9 4.5 1.2 6.4
Medium 17.6 17.0 15.3 16.8 17.1 16.8 15.0 14.4 -18.4 -4.7 -16.0
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 17.8 17.7 16.5 17.5 17.4 17.7 17.0 16.5 -7.3 -1.9 -5.1
Asheville NC Short 31.2 31.0 28.5 31.6 21.1 28.8 30.1 26.9 -13.7 1.3 27.6
Medium 19.0 17.9 15.6 17.4 15.9 18.0 19.1 16.8 -11.4 -8.6 5.7
Long 12.2 12.3 10.4 11.8 12.4 12.6 12.6 11.8 -3.1 -3.2 -5.0
Avg. 24.1 23.7 21.6 24.0 18.2 23.0 23.9 21.5 -10.9 -0.6 18.1
Bangor ME Short 47.8 40.1 37.2 36.4 33.6 34.9 36.8 29.9 -37.4 -23.9 -11.0
Medium 18.0 16.2 14.7 14.9 14.2 14.2 13.0 11.5 -36.2 -17.1 -19.1
Long 10.0 9.4 8.3 8.9 9.3 9.3 9.2 8.2 -18.2 -11.2 -12.1
Avg. 19.5 17.4 15.8 16.2 15.6 15.7 15.0 13.2 -32.3 -16.9 -15.2
Billings MT Short 34.0 29.6 26.9 28.0 26.6 25.8 28.3 27.0 -20.5 -17.6 1.5
Medium 16.4 15.1 12.8 14.2 14.8 14.8 14.9 14.3 -13.1 -13.9 -3.6
Long 11.4 10.8 9.2 9.5 10.2 10.4 10.0 10.0 -12.3 -16.4 -2.4
Avg. 20.3 18.3 16.0 17.3 17.5 17.2 17.9 17.2 -15.3 -14.8 -2.0
Binghamton NY Short 49.9 44.6 41.7 42.9 39.0 39.4 40.2 39.9 -20.1 -14.0 2.2
Medium 20.8 19.6 17.8 19.0 17.5 17.8 18.0 16.8 -19.1 -8.6 -4.1
Long 14.7 13.4 11.9 13.1 12.3 12.8 14.2 14.0 -4.7 -11.1 13.8
Avg. 23.1 21.9 20.0 21.1 20.2 20.2 21.1 20.7 -10.7 -8.7 2.3
Bismarck ND Short 35.8 34.2 31.9 30.9 28.4 28.0 29.6 29.3 -18.2 -13.7 3.3
Medium 15.4 15.1 12.9 13.6 14.3 14.2 14.5 15.0 -2.7 -12.0 4.8
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 19.1 18.5 16.2 16.5 16.7 16.5 17.1 17.7 -7.3 -13.5 5.5
Burlington VT Short 42.6 37.8 37.3 36.7 32.8 35.1 36.6 35.5 -16.8 -13.8 8.1
Medium 17.6 16.5 14.3 15.8 15.4 16.0 16.1 15.2 -13.6 -10.0 -1.5
Long 11.7 10.6 9.3 10.7 11.4 11.5 12.0 12.1 3.7 -8.3 6.5
Avg. 19.6 18.1 16.6 17.8 17.4 17.9 18.3 17.8 -9.0 -8.9 2.7
Cedar IA Short 44.8 39.3 35.3 35.9 35.4 35.1 37.0 35.7 -20.4 -19.9 0.7
Rapids
Medium 16.9 15.1 14.2 16.9 17.2 17.0 16.9 16.9 0.4 0.5 -1.8
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 22.8 20.3 18.7 21.4 21.5 21.2 21.6 21.5 -5.7 -6.2 0.1
Champaign IL Short 35.6 31.7 33.2 34.0 34.0 34.4 34.6 30.2 -15.3 -4.5 -11.4
Medium 16.0 16.0 14.9 16.9 16.4 16.7 15.6 12.7 -20.5 5.8 -22.5
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 21.0 20.5 19.8 21.7 21.2 21.6 20.8 18.1 -13.8 3.3 -14.7
Charleston WV Short 43.4 40.6 39.2 43.5 41.0 40.4 41.7 39.1 -9.8 0.4 -4.6
Medium 20.7 20.5 19.1 22.5 21.0 20.3 19.7 15.8 -24.0 8.6 -25.1
Long 12.9 12.0 11.1 12.3 13.5 12.8 12.8 9.5 -26.0 -4.3 -29.6
Avg. 26.9 25.8 24.5 27.9 27.0 26.1 26.5 23.4 -12.9 3.7 -13.3
Duluth MN Short 45.4 44.4 34.5 37.6 38.0 37.9 42.1 43.8 -3.4 -17.2 15.5
Medium 17.4 17.9 14.7 16.4 17.4 16.7 18.0 17.6 0.9 -5.8 1.2
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 21.3 21.5 17.6 19.6 20.6 20.1 21.7 21.8 2.3 -7.8 5.5
Elmira/ NY Short 48.9 46.2 45.4 52.4 48.5 44.0 47.9 43.9 -10.2 7.3 -9.5
Corning
Medium 17.4 18.1 17.0 18.2 17.3 17.1 16.7 15.5 -11.1 4.8 -10.4
Long 13.5 12.5 11.8 12.0 12.7 12.8 13.7 13.2 -2.1 -11.1 4.1
Avg. 23.7 23.5 22.6 24.7 24.3 23.5 24.6 23.0 -3.0 4.2 -5.6
Erie PA Short 44.0 39.9 37.4 45.6 41.5 43.2 46.5 38.2 -13.2 3.7 -8.0
Medium 17.7 16.5 15.2 17.6 15.8 15.8 14.8 12.7 -28.2 -0.4 -19.5
Long 13.2 12.1 10.8 13.0 12.0 11.6 11.8 10.3 -22.1 -1.7 -14.2
Avg. 23.3 21.7 20.2 24.1 22.2 22.6 23.0 19.6 -15.7 3.6 -11.5
Evansville IN Short 46.0 43.0 39.0 40.6 39.3 40.2 37.1 35.5 -22.9 -11.9 -9.6
Medium 19.1 18.7 15.9 17.2 17.4 17.8 16.5 13.4 -30.2 -9.9 -23.0
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 29.1 28.2 25.0 26.7 26.5 26.5 24.4 22.6 -22.5 -8.5 -14.9
Fargo ND Short 40.6 38.5 31.7 33.3 29.3 29.5 33.4 33.0 -18.5 -17.8 12.8
Medium 14.8 15.2 12.3 13.5 14.4 14.4 15.1 16.2 9.2 -9.1 12.3
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 19.6 19.7 16.2 17.5 17.4 17.3 18.7 19.8 0.8 -10.7 13.7
Fayettevill AR Short 37.5 35.1 31.8 34.6 34.4 32.1 32.7 28.5 -24.0 -7.6 -17.1
e
Medium 20.7 20.5 17.6 20.3 20.2 19.6 18.8 16.8 -18.5 -1.8 -16.6
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 25.9 25.4 22.3 25.3 25.0 23.8 23.4 21.0 -18.8 -2.3 -16.0
Fayettevill NC Short 32.0 28.4 29.2 31.9 27.7 29.5 28.4 27.9 -12.8 -0.3 0.8
e
Medium 20.0 18.3 18.1 20.5 20.3 22.1 20.9 18.4 -8.2 2.5 -9.4
Long 11.0 11.1 10.6 12.1 12.7 13.1 12.0 11.1 1.4 10.8 -12.8
Avg. 22.0 20.2 20.3 22.7 21.1 22.6 21.5 20.3 -7.6 3.1 -3.8
Gainesville FL Short 32.2 35.4 34.2 36.5 30.4 35.0 36.2 29.4 -8.5 13.5 -3.3
Medium 17.5 20.3 18.9 20.9 17.3 19.4 20.4 16.1 -7.8 19.8 -6.8
Long 11.7 12.3 11.6 13.2 12.8 13.2 13.4 11.4 -2.7 12.0 -10.8
Avg. 20.2 22.8 21.7 23.8 20.2 22.3 23.1 18.9 -6.7 17.4 -6.6
Grand CO Short 31.2 29.6 28.2 25.3 22.3 32.0 28.4 25.0 -20.0 -18.7 11.7
Junction
Medium 17.6 15.9 13.9 14.6 15.3 16.3 17.2 15.4 -12.6 -16.7 0.2
Long 13.4 10.8 8.8 12.3 13.2 4.7 10.8 4.6 -66.1 -8.3 -65.4
Avg. 22.5 20.8 19.0 18.7 18.4 21.4 21.2 18.9 -16.0 -16.6 2.7
Great Falls MT Short 36.7 33.5 29.3 31.4 28.9 28.3 29.2 27.7 -24.4 -14.4 -4.0
Medium 15.7 14.7 13.4 14.3 15.1 15.0 15.0 14.1 -9.8 -8.9 -6.4
Long 10.5 9.8 7.9 8.7 9.9 10.0 9.3 8.8 -16.3 -17.0 -11.1
Avg. 18.3 17.1 15.4 16.5 16.7 16.5 16.7 15.9 -13.2 -9.7 -4.7
Green Bay WI Short 46.2 42.5 38.3 41.8 41.5 38.1 39.7 40.3 -12.8 -9.6 -2.9
Medium 16.0 16.5 15.1 16.0 16.8 15.1 15.0 13.6 -14.9 0.2 -19.2
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 21.4 21.0 19.2 20.6 21.3 19.4 19.7 18.8 -12.3 -3.7 -12.0
Lincoln NE Short 40.3 35.6 33.2 36.1 30.5 22.7 24.8 25.6 -36.4 -10.4 -16.0
Medium 17.3 16.9 15.1 17.2 15.5 13.6 14.1 13.4 -22.7 -0.8 -13.7
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 21.9 20.9 18.8 21.3 18.8 15.6 16.5 16.1 -26.3 -3.0 -14.1
Lubbock TX Short 17.8 17.5 17.7 18.2 18.0 18.3 18.2 18.2 2.5 2.6 1.1
Medium 16.0 15.4 14.7 16.0 15.8 15.1 13.6 12.4 -22.7 -0.1 -21.6
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 16.8 16.4 16.1 17.1 16.9 16.7 15.8 15.2 -9.7 1.3 -9.8
Manchester NH Short 42.4 39.3 37.3 39.6 34.1 37.3 36.9 34.3 -19.0 -6.4 0.7
Medium 17.3 17.2 17.2 19.3 16.3 17.3 15.6 14.8 -14.2 11.5 -9.2
Long 12.1 11.6 10.5 12.7 12.9 11.8 12.8 11.0 -9.2 5.4 -15.0
Avg. 19.8 19.2 18.6 20.7 18.7 19.4 18.8 17.4 -12.1 4.5 -6.7
Medford OR Short 40.4 34.6 30.9 34.5 33.7 28.5 28.3 23.6 -41.5 -14.5 -30.0
Medium 14.6 13.6 13.3 13.5 13.9 14.2 14.3 12.1 -16.9 -7.7 -12.6
Long 10.9 10.2 9.8 10.2 9.6 9.8 10.0 9.6 -11.5 -6.5 0.0
Avg. 21.5 19.4 18.2 19.4 19.1 17.5 17.6 15.4 -28.3 -10.0 -19.4
Midland/ TX Short 19.1 19.0 18.0 18.3 17.6 18.3 19.1 19.6 2.3 -4.4 11.5
Odessa
Medium 15.4 15.4 14.5 15.2 14.3 13.7 13.2 12.3 -20.1 -1.4 -13.8
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 17.3 17.2 16.3 16.8 15.9 16.0 16.2 16.0 -7.8 -3.2 0.2
Missoula MT Short 36.2 32.1 31.3 31.4 30.9 28.5 30.5 26.4 -27.2 -13.4 -14.7
Medium 16.1 14.6 13.3 14.1 15.5 15.4 14.8 14.0 -12.9 -12.7 -9.6
Long 11.3 10.6 9.7 10.4 11.5 11.3 11.2 10.1 -10.6 -8.3 -11.7
Avg. 18.0 16.4 15.2 16.0 17.0 16.6 16.4 15.2 -15.7 -11.5 -10.7
Myrtle SC Short 27.3 25.3 22.6 25.1 20.4 22.8 21.0 17.9 -34.6 -8.1 -12.5
Beach
Medium 19.9 19.4 17.4 18.9 16.7 18.4 18.1 15.6 -21.7 -5.2 -6.6
Long 11.5 11.2 10.4 12.0 11.5 12.1 11.8 11.2 -2.4 4.0 -2.2
Avg. 23.7 22.2 20.0 22.2 18.6 20.6 19.3 16.6 -29.8 -6.3 -10.5
Pasco WA Short 47.8 42.2 39.3 38.0 30.4 29.7 28.3 24.5 -48.7 -20.6 -19.4
Medium 19.7 19.4 18.2 19.7 19.5 19.4 17.0 15.2 -23.1 -0.3 -22.2
Long 16.3 15.5 14.6 16.6 16.6 16.4 15.0 14.1 -13.1 2.3 -14.7
Avg. 22.8 21.9 20.7 21.8 20.7 20.4 18.5 16.7 -26.9 -4.5 -19.6
Portland ME Short 41.7 37.7 34.8 36.5 34.8 36.3 37.2 33.7 -19.1 -12.5 -3.1
Medium 19.0 17.7 15.3 16.7 16.5 16.5 15.8 14.8 -22.4 -12.5 -10.6
Long 10.9 10.5 9.3 10.2 10.7 10.7 10.8 10.4 -5.1 -6.6 -2.6
Avg. 19.7 18.3 16.3 17.5 17.5 17.6 17.4 16.4 -16.6 -10.9 -5.9
Rapid City SD Short 39.0 33.8 29.6 31.0 27.5 31.4 31.8 30.2 -22.6 -20.7 10.1
Medium 17.4 15.7 13.5 14.7 15.1 15.4 15.4 14.5 -16.4 -15.6 -3.8
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 20.7 18.5 16.1 17.3 17.3 17.7 18.0 17.2 -16.8 -16.4 -0.4
Reno NV Short 27.1 18.8 18.2 17.1 14.7 14.8 13.2 13.7 -49.4 -36.9 -7.0
Medium 14.2 13.1 11.5 11.6 12.1 10.6 9.6 8.8 -38.1 -18.4 -27.4
Long 11.3 10.4 9.4 9.7 10.3 9.6 9.9 8.7 -22.7 -13.7 -15.2
Avg. 18.0 14.5 13.3 12.9 12.5 11.8 10.9 10.4 -42.3 -28.1 -17.3
Roanoke VA Short 39.5 38.7 34.8 37.5 27.9 35.9 37.8 37.4 -5.4 -5.1 33.8
Medium 19.3 19.7 17.1 18.3 16.3 18.0 18.2 18.3 -5.1 -4.8 11.9
Long 12.1 12.8 11.4 12.8 12.5 12.2 12.8 13.0 7.6 5.6 4.0
Avg. 25.8 25.8 23.1 24.8 20.5 24.2 25.3 25.4 -1.6 -3.9 23.8
Rochester MN Short 43.9 39.7 34.3 36.4 37.6 36.9 41.6 35.8 -18.5 -17.1 -5.0
Medium 20.5 21.3 18.1 20.1 19.8 19.3 21.5 20.2 -1.6 -2.1 2.0
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 24.8 24.8 21.2 23.4 23.3 22.8 25.4 23.2 -6.2 -5.7 -0.4
Savannah GA Short 28.4 30.6 28.5 29.8 22.7 26.7 23.7 22.2 -22.1 4.9 -2.4
Medium 19.0 19.7 18.3 19.6 17.2 18.4 17.7 15.2 -20.1 2.8 -11.3
Long 12.2 13.0 11.5 13.2 13.1 13.5 12.6 11.5 -6.0 8.1 -12.6
Avg. 21.9 23.1 21.5 22.9 18.9 21.1 19.4 17.5 -20.0 4.8 -7.1
Sioux City IA Short 40.3 36.4 31.8 34.7 31.2 28.0 28.0 26.8 -33.5 -14.0 -14.3
Medium 15.9 17.2 14.3 16.7 16.2 12.5 13.6 13.2 -16.7 5.2 -18.1
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 21.0 21.6 18.3 20.7 19.6 16.0 16.9 16.5 -21.6 -1.6 -15.9
Sioux Falls SD Short 40.5 36.9 30.7 32.8 30.4 28.2 28.4 27.7 -31.7 -19.1 -9.0
Medium 16.2 15.9 12.8 14.7 14.5 14.7 13.0 12.1 -25.4 -9.3 -16.8
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 20.4 19.5 15.9 17.9 17.4 17.0 15.7 15.0 -26.4 -12.4 -13.5
South Bend IN Short 36.4 34.2 33.3 35.2 30.3 30.3 31.3 30.1 -17.2 -3.3 -0.5
Medium 15.3 14.4 14.2 15.6 14.2 14.2 12.9 11.4 -25.8 2.2 -20.1
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 20.7 19.4 19.0 20.7 18.5 18.5 17.7 16.4 -20.5 0.3 -11.3
Springfield MO Short 40.8 36.9 32.1 31.1 30.8 30.9 33.6 32.3 -20.7 -23.7 5.2
Medium 16.3 16.7 14.4 14.9 14.3 14.9 14.3 13.4 -17.9 -8.9 -6.2
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 21.8 21.6 18.6 19.0 18.3 18.7 19.0 18.4 -15.7 -12.8 0.5
Tallahassee FL Short 39.4 38.3 36.7 39.0 32.5 33.7 36.3 33.7 -14.4 -0.8 3.7
Medium 19.5 20.6 18.6 20.4 18.5 19.4 20.4 18.6 -4.8 4.6 0.7
Long 12.0 11.8 11.4 12.8 12.4 13.2 13.1 12.8 7.1 6.9 3.7
Avg. 27.9 27.8 26.3 28.3 24.5 25.2 26.9 25.0 -10.5 1.5 2.1
Valparaiso/ FL Short 31.3 28.9 27.2 30.1 28.4 28.1 26.8 23.1 -26.2 -3.7 -18.7
Ft. Walton
Beach
Medium 19.8 19.3 17.6 19.1 17.7 17.2 17.0 15.2 -23.4 -3.5 -14.1
Long 13.6 13.1 11.9 13.4 13.5 12.4 12.3 11.7 -14.2 -1.0 -13.4
Avg. 23.0 21.9 20.2 22.3 20.9 20.4 19.7 17.4 -24.3 -3.0 -16.7
Wilmington NC Short 34.4 30.1 26.9 28.0 22.9 26.4 26.9 25.3 -26.4 -18.6 10.2
Medium 24.0 23.0 19.1 21.2 19.0 21.1 22.4 19.1 -20.2 -11.5 0.5
Long 12.8 13.1 11.8 13.6 13.2 13.3 13.1 11.8 -7.8 6.5 -10.8
Avg. 25.9 23.9 21.2 22.9 19.7 22.0 22.6 20.7 -20.3 -11.8 5.0
Medium-sized-community airports
------------------------------------------------------------------------------------------------------------------------------------------------------
Appleton WI Short 50.4 46.0 41.5 42.4 39.9 35.9 36.5 36.2 -28.1 -15.9 -9.2
Medium 22.1 22.1 20.1 21.3 20.2 19.0 17.6 15.6 -29.5 -3.8 -23.1
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 28.2 27.1 24.5 25.7 24.6 22.9 21.9 20.3 -28.0 -8.7 -17.5
Atlantic NJ Short 28.9 26.2 24.3 22.1 20.7 29.1 25.1 17.8 -38.2 -23.6 -14.0
City
Medium 15.2 16.0 16.2 13.3 12.0 11.5 10.9 9.1 -40.1 -12.7 -24.0
Long 11.4 11.3 10.5 11.9 10.7 10.5 12.2 10.9 -4.2 4.7 1.7
Avg. 17.9 17.9 17.7 15.4 14.3 16.1 14.8 11.6 -35.3 -14.1 -18.9
Augusta GA Short 37.9 34.1 31.4 34.1 35.4 33.7 33.8 32.9 -13.2 -10.1 -7.0
Medium 25.4 22.8 20.7 22.7 23.7 24.4 24.9 23.0 -9.3 -10.6 -2.7
Long 16.5 15.2 13.5 16.2 15.3 16.6 17.2 14.5 -12.6 -2.3 -5.2
Avg. 29.5 26.6 24.4 26.8 27.6 27.4 27.6 26.0 -12.0 -9.2 -5.8
Baton Rouge LA Short 30.9 30.4 28.2 29.2 26.2 28.7 26.3 23.4 -24.3 -5.5 -10.7
Medium 18.9 18.0 16.2 18.0 16.6 16.1 14.9 13.7 -27.5 -4.6 -17.5
Long 15.3 13.2 11.0 13.0 12.6 11.9 10.9 8.9 -42.0 -15.4 -29.3
Avg. 22.5 21.7 19.9 21.4 19.5 19.8 18.3 16.6 -26.2 -4.7 -14.7
Boise ID Short 36.4 33.5 32.5 27.0 20.6 18.6 16.6 16.8 -53.7 -25.7 -18.4
Medium 18.8 18.4 16.1 17.3 17.3 15.2 14.1 13.7 -27.0 -7.7 -20.8
Long 14.6 14.2 12.6 13.5 13.4 12.8 12.3 11.6 -20.6 -7.8 -13.2
Avg. 26.8 25.2 23.8 21.1 18.2 16.4 15.0 14.8 -44.7 -21.3 -18.8
Bristol/ TN Short 37.8 36.2 31.5 36.0 35.3 34.0 35.1 32.7 -13.6 -4.7 -7.3
Kingsport
Medium 21.1 19.4 17.0 19.3 18.5 19.7 19.8 17.8 -15.7 -8.6 -4.1
Long 13.6 13.1 12.1 13.3 12.7 13.8 12.9 13.4 -2.1 -2.4 5.2
Avg. 28.6 27.2 23.9 27.2 26.6 26.4 26.8 25.0 -12.6 -4.9 -5.8
Charleston SC Short 29.8 30.2 29.5 29.6 21.0 28.5 26.9 27.4 -8.2 -0.7 30.5
Medium 20.3 20.4 18.8 21.1 16.4 19.2 19.2 18.2 -10.2 3.7 11.5
Long 12.1 12.5 11.8 13.2 12.9 12.2 12.7 12.6 4.4 9.3 -2.1
Avg. 22.8 23.1 22.2 23.3 17.7 22.0 21.3 21.3 -6.5 2.3 20.3
Chattanooga TN Short 39.8 36.9 32.3 35.5 35.8 35.7 33.7 26.6 -33.1 -10.9 -25.7
Medium 18.9 18.5 16.5 17.4 17.9 18.7 17.5 16.7 -11.7 -8.1 -6.5
Long 13.6 13.5 12.3 13.9 12.9 14.2 11.9 13.0 -4.4 1.9 1.1
Avg. 30.3 28.6 25.3 27.5 27.8 28.1 26.4 22.2 -26.5 -9.3 -20.0
Colorado CO Short 29.9 26.3 23.0 22.2 22.0 16.2 14.1 17.7 -40.8 -25.8 -19.5
Springs
Medium 18.2 16.5 14.7 16.3 15.7 13.7 11.5 12.9 -28.8 -10.3 -17.7
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 20.5 18.5 16.4 17.5 17.0 14.2 12.0 13.9 -32.0 -14.6 -18.2
Columbia SC Short 34.1 33.7 32.9 35.5 25.8 31.0 28.8 30.8 -9.6 4.2 19.2
Medium 20.5 20.3 19.2 20.8 18.9 21.8 21.2 20.8 1.6 1.8 9.8
Long 12.5 12.7 12.3 14.4 14.9 15.0 14.5 14.3 14.6 15.2 -4.0
Avg. 25.5 25.3 24.6 26.8 21.7 24.9 23.6 24.6 -3.6 5.0 13.8
Corpus TX Short 24.0 21.6 21.7 22.1 21.0 22.9 23.6 23.8 -1.1 -8.2 13.3
Christi
Medium 16.7 15.4 14.0 16.4 15.7 15.6 15.0 13.0 -22.5 -1.9 -17.7
Long 0.0 23.7 12.0 11.5 9.5 11.8 N/A 12.0 N/A N/A 26.7
Avg. 18.7 17.1 16.1 18.0 17.2 17.6 17.5 16.1 -14.2 -4.0 -6.6
Daytona FL Short 26.1 28.4 25.9 29.1 23.5 26.4 22.5 19.3 -25.8 11.5 -17.6
Beach
Medium 14.0 16.1 15.6 16.3 14.0 14.6 12.3 12.4 -11.9 16.0 -11.6
Long 10.4 10.4 9.5 10.3 10.0 10.3 10.3 8.4 -19.5 -1.1 -16.4
Avg. 15.6 17.3 16.4 17.6 15.2 16.1 13.9 13.0 -16.7 12.4 -14.0
Des Moines IA Short 43.9 37.4 36.1 38.8 37.7 35.3 31.3 38.7 -11.9 -11.7 2.6
Medium 16.1 14.2 13.7 16.7 17.2 16.2 15.1 15.7 -2.5 3.3 -8.6
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 22.1 19.3 18.6 21.5 21.7 20.1 18.4 20.8 -5.7 -2.5 -4.3
Eugene OR Short 36.6 33.2 29.4 23.6 20.2 21.8 20.8 20.2 -44.9 -35.5 0.0
Medium 16.4 16.0 14.1 14.4 14.9 14.4 14.3 12.9 -21.3 -11.8 -13.7
Long 10.9 10.9 9.4 10.2 10.4 10.2 10.9 10.6 -2.8 -6.6 1.6
Avg. 19.1 18.2 16.4 14.9 14.7 14.8 14.8 14.0 -26.7 -22.1 -4.9
Flint MI Short 31.9 27.9 29.4 34.2 35.7 36.9 34.8 23.7 -25.8 7.2 -33.5
Medium 13.0 13.3 12.5 14.3 13.8 13.6 13.4 10.2 -21.5 10.0 -25.6
Long 12.6 11.1 10.0 13.0 11.9 13.1 13.5 9.4 -26.0 3.2 -21.7
Avg. 18.1 17.3 17.1 19.9 20.0 20.2 19.5 14.6 -19.5 10.1 -27.2
Fort Myers FL Short 29.1 30.2 29.5 29.4 22.2 24.0 21.9 20.7 -29.0 1.1 -6.8
Medium 13.3 14.3 14.6 14.5 13.0 12.6 11.7 11.6 -12.9 8.8 -11.0
Long 9.8 10.0 9.5 9.9 9.9 9.9 9.9 9.3 -5.5 1.3 -6.6
Avg. 13.8 14.8 15.0 14.9 13.2 13.0 12.1 11.9 -14.1 8.0 -10.5
Fort Wayne IN Short 43.3 39.9 35.4 37.2 33.5 33.4 34.3 34.8 -19.7 -14.2 3.7
Medium 15.9 15.8 14.2 15.8 13.8 14.2 14.1 13.4 -15.7 -0.4 -2.8
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 24.8 23.7 21.1 22.9 20.5 20.5 20.8 20.7 -16.3 -7.6 0.9
Gulfport MS Short 25.4 27.6 28.1 29.4 25.8 25.2 26.8 18.7 -26.5 15.7 -27.7
Medium 15.1 16.1 16.6 17.7 16.3 15.2 14.5 14.3 -5.3 17.2 -12.6
Long 10.7 11.0 10.8 11.7 11.8 11.4 9.6 9.2 -13.8 9.2 -22.2
Avg. 19.6 21.1 21.6 22.7 20.5 19.6 19.9 15.9 -18.7 16.0 -22.2
Harlingen TX Short 18.1 18.1 18.4 18.2 17.3 18.4 19.1 19.6 8.6 0.5 13.6
Medium 14.8 14.1 13.7 15.2 14.2 13.7 13.3 11.6 -21.4 2.5 -18.1
Long 11.3 8.8 9.0 7.1 16.1 17.2 10.0 10.9 -3.3 -37.2 -32.1
Avg. 16.1 15.7 15.6 16.4 15.4 15.6 15.7 14.9 -7.8 1.4 -3.8
Huntington WV Short 38.7 36.8 35.1 37.7 35.8 38.9 38.9 37.9 -1.9 -2.7 6.1
Medium 18.8 19.1 17.6 19.0 19.1 20.1 20.3 15.8 -15.9 1.2 -17.3
Long 12.8 12.1 12.3 13.7 14.3 13.8 12.9 8.9 -30.2 7.5 -37.6
Avg. 28.2 27.5 25.9 28.3 27.8 29.0 28.9 26.3 -6.8 0.5 -5.5
Huntsville AL Short 34.9 35.4 32.8 36.4 36.0 35.0 31.5 28.8 -17.5 4.3 -20.0
Medium 21.3 20.8 19.2 22.4 21.5 21.8 18.8 18.3 -14.1 5.3 -15.3
Long 15.7 15.4 14.5 16.3 15.3 15.6 13.0 11.3 -27.8 4.2 -25.8
Avg. 26.7 26.7 24.9 28.1 27.4 27.2 24.0 22.5 -15.7 5.3 -17.9
Jackson MS Short 37.2 35.2 31.9 36.7 37.5 34.5 29.5 23.9 -35.8 -1.3 -36.2
Medium 20.5 19.9 17.7 19.9 21.2 21.0 16.9 13.6 -33.7 -2.9 -35.7
Long 0.0 13.4 21.1 12.7 19.8 N/A 14.0 17.0 N/A N/A -14.4
Avg. 27.2 26.1 23.5 26.8 27.8 26.4 22.0 17.8 -34.7 -1.5 -36.1
Kalamazoo MI Short 41.0 37.6 34.4 37.5 35.8 36.6 38.1 38.6 -5.9 -8.4 7.6
County
Medium 15.5 15.1 13.9 15.2 14.9 14.8 14.8 14.4 -7.5 -1.9 -3.8
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 23.3 22.1 20.2 22.3 22.0 21.6 22.1 22.4 -3.9 -4.4 1.7
Lafayette LA Short 32.8 31.2 27.8 27.0 24.8 26.5 27.8 23.7 -27.8 -17.6 -4.7
Medium 15.4 14.9 13.7 15.1 14.4 14.1 14.1 12.1 -21.4 -1.7 -16.4
Long 14.7 12.9 9.7 12.8 12.3 13.0 10.7 10.3 -29.6 -12.7 -16.2
Avg. 19.9 19.3 17.6 18.5 17.4 17.4 17.9 15.5 -22.1 -7.3 -10.9
Lansing MI Short 34.0 31.0 30.0 31.7 30.0 29.6 31.1 29.0 -14.8 -6.7 -3.3
Medium 13.6 13.4 13.2 13.9 13.6 12.4 11.6 10.2 -25.4 2.5 -25.1
Long 12.6 12.0 9.8 11.5 12.0 9.8 10.2 9.7 -23.0 -8.2 -19.5
Avg. 18.3 17.4 16.7 17.9 17.4 16.2 16.0 14.6 -20.1 -2.3 -16.0
Lexington KY Short 41.7 38.1 33.9 38.1 34.4 34.8 31.2 29.0 -30.3 -8.5 -15.7
Medium 19.5 18.4 16.5 18.4 18.5 17.7 15.9 13.5 -30.6 -5.2 -27.2
Long 15.3 14.5 12.4 15.0 14.4 14.6 13.2 9.6 -36.9 -2.1 -33.2
Avg. 28.8 26.8 23.8 26.9 25.5 24.9 22.5 20.2 -29.8 -6.5 -20.7
Little Rock AR Short 25.3 23.4 22.6 23.4 21.5 21.6 21.4 21.2 -16.3 -7.5 -1.7
Medium 19.9 18.6 16.3 17.5 16.4 15.7 14.0 13.3 -33.2 -12.0 -19.1
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 22.1 20.6 19.0 20.0 18.6 18.2 17.1 16.6 -25.1 -9.7 -10.8
Madison WI Short 40.5 38.4 33.1 36.6 35.8 33.7 36.0 36.7 -9.4 -9.8 2.7
Medium 15.3 16.1 15.0 15.9 15.9 14.9 15.5 13.6 -11.5 3.6 -14.8
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 19.5 19.8 18.0 19.3 19.3 18.2 19.1 17.6 -9.9 -1.0 -9.1
McAllen/ TX Short 20.7 20.1 22.5 23.5 21.0 20.4 21.6 21.3 2.8 13.4 1.5
Mission
Medium 15.3 15.6 14.9 17.5 16.0 15.3 15.0 13.8 -9.8 14.1 -13.5
Long 14.8 11.2 8.3 12.6 18.7 10.6 13.1 9.0 -39.0 -15.1 -51.6
Avg. 16.3 16.5 16.4 18.7 17.0 16.4 16.4 15.4 -5.6 14.3 -9.4
Melbourne FL Short 28.5 31.2 29.0 32.4 25.7 29.3 24.7 20.9 -26.7 13.7 -18.6
Medium 14.5 17.0 16.6 17.5 14.4 15.1 13.1 12.7 -11.9 21.0 -11.8
Long 11.3 11.7 10.9 13.0 11.4 11.3 11.6 11.4 0.6 14.3 0.2
Avg. 16.0 18.1 17.5 18.9 15.7 16.5 14.6 13.8 -13.9 18.2 -12.4
Mobile AL Short 33.8 34.4 33.2 38.0 35.6 39.0 29.6 26.8 -20.8 12.4 -24.8
Medium 19.4 20.2 19.0 22.0 19.5 21.8 17.5 16.1 -16.9 13.7 -17.2
Long 13.1 13.5 11.8 13.2 13.4 15.4 13.3 12.1 -8.0 0.9 -9.7
Avg. 23.8 24.5 23.4 26.8 24.6 27.2 21.3 19.4 -18.4 12.4 -20.9
Moline IL Short 45.6 40.4 36.5 39.0 38.0 37.1 37.3 36.2 -20.5 -14.4 -4.8
Medium 16.0 14.4 13.1 16.5 16.4 16.9 16.1 14.1 -11.7 3.6 -13.9
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 21.6 19.4 17.5 21.1 20.8 21.1 20.5 19.3 -10.7 -2.1 -7.3
Montgomery AL Short 37.1 33.3 30.7 32.9 33.9 34.0 30.6 26.8 -27.7 -11.4 -20.8
Medium 21.4 20.2 17.8 19.5 19.4 20.5 18.8 18.3 -14.6 -8.8 -5.8
Long 14.6 13.0 12.1 13.0 12.6 13.2 11.2 11.1 -24.1 -10.5 -12.5
Avg. 28.0 25.7 23.5 25.3 25.7 26.3 23.7 21.7 -22.7 -9.7 -15.8
Newburgh NY Short 31.5 33.1 31.7 34.6 28.1 31.4 32.5 29.4 -6.9 9.9 4.3
Medium 16.0 16.5 16.3 17.9 15.2 14.5 14.3 13.9 -13.7 11.5 -9.1
Long 11.8 10.7 9.8 11.6 10.5 10.6 11.7 10.1 -14.9 -1.7 -4.4
Avg. 17.1 16.8 16.2 18.0 15.6 15.6 16.0 14.9 -12.4 5.8 -4.1
Pensacola FL Short 32.4 29.2 29.6 33.0 27.2 31.1 28.8 26.2 -19.1 2.1 -3.8
Medium 16.6 16.5 15.8 17.3 16.0 16.2 14.8 14.0 -15.6 4.4 -12.4
Long 10.4 11.1 9.7 11.0 11.5 10.6 10.3 9.9 -5.5 5.1 -14.1
Avg. 20.3 19.5 19.1 21.0 18.7 19.7 18.2 17.1 -16.0 3.6 -8.9
Peoria IL Short 41.1 35.4 36.1 36.3 37.3 37.0 38.8 34.4 -16.2 -11.6 -7.9
Medium 16.8 16.8 14.9 16.7 16.5 16.9 17.3 13.2 -21.4 -0.7 -20.4
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 21.3 20.5 18.7 20.5 20.2 20.6 21.1 17.8 -16.3 -3.5 -11.7
Saginaw/ MI Short 43.9 37.2 32.4 35.8 36.7 36.9 39.4 34.4 -21.6 -18.5 -6.2
Midland
Medium 16.2 15.9 13.7 14.3 14.3 14.7 14.2 12.0 -25.9 -11.6 -16.0
Long 15.0 14.3 11.7 12.6 14.3 14.0 13.2 12.8 -14.4 -15.6 -10.0
Avg. 23.1 21.0 18.2 19.6 20.1 20.3 20.6 18.0 -22.1 -14.9 -10.6
Santa CA Short 47.3 41.4 43.4 46.1 42.3 43.3 36.9 31.1 -34.2 -2.5 -26.3
Barbara
Medium 19.4 18.4 16.3 18.5 15.4 15.1 13.9 13.2 -31.7 -4.8 -14.1
Long 13.6 13.6 12.2 14.1 12.0 11.8 11.8 11.2 -18.0 3.4 -6.4
Avg. 21.1 19.8 18.7 20.5 18.0 17.5 16.2 15.0 -28.9 -3.1 -16.5
Sarasota FL Short 31.4 33.2 30.9 33.3 26.5 30.9 28.4 26.1 -16.7 6.1 -1.2
Medium 13.4 14.9 15.4 15.2 13.0 13.3 11.9 11.5 -14.5 13.4 -11.8
Long 10.0 9.9 9.3 10.0 10.0 10.1 9.9 8.0 -19.5 -0.2 -19.7
Avg. 14.1 15.5 15.8 15.7 13.5 14.0 12.6 12.0 -14.8 11.5 -11.4
Shreveport LA Short 36.3 34.2 29.9 31.6 29.8 30.8 29.1 24.9 -31.3 -12.8 -16.5
Medium 19.7 18.2 15.9 18.2 18.0 17.6 16.6 13.6 -31.0 -7.3 -24.5
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 23.7 22.2 19.5 21.7 21.2 21.0 20.0 16.8 -29.2 -8.5 -20.8
Spokane WA Short 43.5 40.6 35.5 23.7 19.2 17.0 16.5 15.6 -64.1 -45.4 -18.8
Medium 17.2 16.4 14.4 14.9 13.8 13.5 12.6 12.3 -28.4 -13.5 -11.0
Long 12.1 11.2 10.1 11.3 11.8 11.1 12.0 11.3 -6.8 -6.5 -3.9
Avg. 23.8 22.7 19.8 16.7 15.0 14.0 13.6 13.0 -45.1 -29.8 -13.0
Wichita KS Short 42.2 38.2 32.6 30.6 32.6 29.3 25.0 32.1 -23.9 -27.3 -1.7
Medium 17.4 16.8 14.5 16.6 17.6 17.0 16.4 16.2 -6.9 -4.8 -7.9
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 23.8 22.4 19.3 20.3 21.7 20.0 18.5 20.2 -15.2 -14.8 -6.9
Medium-large-community airports
------------------------------------------------------------------------------------------------------------------------------------------------------
Akron OH Short 40.0 38.9 36.2 40.2 32.8 40.1 40.2 29.5 -26.2 0.4 -9.9
Medium 14.0 15.1 15.2 17.2 14.9 15.9 13.2 11.3 -19.4 23.2 -24.4
Long 12.0 12.2 11.3 12.9 11.6 11.3 11.2 10.3 -14.2 7.7 -11.2
Avg. 20.4 20.7 19.9 22.3 19.1 21.3 20.0 16.5 -18.8 9.4 -13.5
Albany NY Short 44.7 42.6 40.4 41.9 34.0 38.2 41.0 40.4 -9.7 -6.2 18.7
Medium 15.3 16.5 15.5 16.9 15.1 15.3 15.3 14.3 -6.4 10.7 -5.2
Long 11.5 10.6 9.6 11.1 10.6 10.7 11.0 10.7 -6.8 -3.7 0.5
Avg. 18.8 19.2 18.0 19.5 17.4 18.2 18.8 18.2 -3.2 4.0 4.7
Albuquerque NM Short 17.2 16.8 17.3 17.4 16.4 16.8 15.5 16.9 -1.7 1.3 3.0
Medium 15.6 14.6 13.0 14.4 13.6 12.8 11.7 11.2 -28.2 -7.4 -17.7
Long 12.6 11.9 10.3 11.6 11.0 11.0 11.2 10.8 -14.2 -8.2 -1.2
Avg. 16.1 15.3 14.4 15.4 14.5 14.1 13.0 13.0 -19.1 -4.4 -10.1
Allentown PA Short 44.6 42.3 39.3 43.3 37.0 37.1 41.7 42.4 -4.8 -2.7 14.6
Medium 17.7 18.2 17.7 19.2 17.2 16.3 16.8 15.1 -15.1 7.9 -12.2
Long 12.5 11.8 11.2 12.6 11.3 11.1 13.0 13.1 5.5 1.0 16.4
Avg. 21.6 21.2 20.3 22.1 19.9 19.4 21.4 20.8 -3.8 2.4 4.6
Austin TX Short 24.9 24.6 25.1 24.9 24.1 24.1 24.6 25.0 0.4 -0.2 3.9
Medium 16.7 15.9 15.2 17.1 15.8 15.5 14.1 13.9 -16.2 2.8 -11.5
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 17.8 17.1 16.6 18.2 16.9 16.7 15.7 15.6 -12.3 2.6 -7.9
Bakersfield CA Short 45.4 40.3 41.0 46.3 39.2 41.9 39.7 32.7 -28.0 2.0 -16.6
Medium 19.0 18.5 16.2 19.5 17.0 18.0 17.4 14.5 -23.9 2.2 -15.1
Long 13.0 12.6 11.5 13.5 12.2 12.4 13.1 11.3 -13.5 4.0 -7.5
Avg. 21.0 20.1 18.6 21.3 19.1 19.3 18.9 16.1 -23.6 1.4 -15.8
Birmingham AL Short 28.7 28.6 28.1 29.4 26.6 24.5 23.6 22.8 -20.6 2.4 -14.5
Medium 17.5 18.0 16.8 18.3 17.8 16.6 16.2 15.3 -12.6 4.6 -13.8
Long 12.6 12.4 11.2 13.2 12.7 11.1 10.7 10.5 -16.1 4.9 -17.1
Avg. 23.0 23.1 22.3 23.7 22.0 20.3 19.6 18.8 -18.0 3.3 -14.4
Buffalo NY Short 41.8 40.7 38.4 38.0 28.8 37.4 40.0 37.9 -9.3 -9.1 31.5
Medium 13.2 14.7 13.9 14.7 13.4 13.9 12.8 11.6 -12.3 11.6 -13.9
Long 11.6 11.1 9.7 11.2 11.3 11.4 11.8 10.5 -9.5 -3.4 -7.0
Avg. 20.4 20.8 19.6 20.2 17.2 19.9 20.2 18.8 -8.0 -1.1 9.3
Charlotte/ NC Short 42.1 42.5 41.1 42.1 31.4 40.7 40.7 39.1 -7.0 0.1 24.7
Douglas
Medium 23.0 22.3 19.7 21.3 19.3 20.3 19.6 19.6 -14.7 -7.2 1.8
Long 13.7 13.8 12.6 14.1 13.8 14.2 14.1 12.9 -5.8 2.7 -6.0
Avg. 30.3 30.3 28.8 30.0 24.2 29.3 29.2 28.0 -7.7 -0.9 15.6
Columbus OH Short 43.6 40.1 31.9 30.5 27.4 28.9 29.2 30.7 -29.5 -29.9 12.0
Medium 15.5 15.1 12.1 13.3 12.3 12.0 10.3 10.3 -33.7 -14.1 -16.3
Long 14.0 12.9 9.1 10.5 9.8 9.7 8.1 8.0 -43.0 -25.5 -18.5
Avg. 22.8 21.5 16.7 17.3 15.7 16.0 14.9 15.4 -32.5 -24.0 -2.3
Dayton OH Short 47.5 42.8 37.3 40.5 29.9 36.5 39.2 36.4 -23.4 -14.9 21.6
Medium 18.6 17.0 13.5 14.9 13.1 13.7 14.2 12.3 -33.8 -20.0 -5.8
Long 15.4 13.8 10.3 11.1 9.7 11.8 13.5 12.3 -20.0 -27.7 27.7
Avg. 27.0 24.6 20.7 22.7 18.4 20.9 22.1 20.3 -24.8 -15.8 10.3
El Paso TX Short 15.5 15.3 15.5 15.6 14.7 15.4 15.6 16.2 4.1 0.6 10.5
Medium 16.9 15.7 14.8 16.9 16.2 15.3 14.1 13.4 -20.8 0.2 -17.2
Long 16.7 15.3 13.4 15.6 15.2 15.8 15.8 13.0 -22.5 -6.9 -14.6
Avg. 16.3 15.5 15.1 16.3 15.5 15.4 14.8 14.6 -10.6 0.1 -5.9
Fort FL Short 30.9 32.9 31.9 29.2 20.0 25.6 20.6 19.6 -36.5 -5.4 -1.9
Lauderdale
Medium 13.9 15.3 15.3 14.9 12.9 13.0 11.8 11.7 -15.3 7.5 -9.1
Long 9.9 9.8 9.7 10.5 10.5 9.7 9.1 7.9 -20.3 6.8 -25.3
Avg. 15.0 16.3 16.2 15.7 13.2 13.9 12.2 11.9 -20.6 4.8 -10.1
Fresno CA Short 38.3 35.1 35.0 38.4 30.9 33.5 28.4 26.8 -30.1 0.1 -13.3
Medium 16.2 15.6 14.4 16.0 14.9 14.4 14.0 12.8 -20.8 -1.5 -14.0
Long 12.2 11.7 10.7 12.2 11.6 10.7 11.2 10.4 -14.1 0.0 -10.1
Avg. 19.6 18.7 17.9 18.6 17.1 17.0 16.1 15.1 -23.0 -5.5 -11.7
Grand MI Short 39.7 35.9 34.6 36.8 36.3 35.7 36.9 36.9 -7.1 -7.3 1.6
Rapids
Medium 14.2 14.4 13.3 14.0 13.4 13.6 13.1 12.7 -10.8 -1.3 -5.1
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 21.0 20.2 19.1 20.3 19.9 19.7 19.8 19.5 -7.1 -3.3 -1.6
Greensboro NC Short 38.2 37.9 34.6 34.1 22.3 33.3 36.3 33.6 -12.2 -10.7 50.5
Medium 20.0 19.2 17.1 18.9 17.0 17.2 18.3 17.0 -15.0 -5.4 0.2
Long 12.8 12.8 11.6 13.3 12.4 12.0 13.0 12.8 -0.5 3.6 2.8
Avg. 27.6 27.1 24.6 25.3 18.6 24.0 26.1 24.5 -11.2 -8.5 31.5
Greenville SC Short 34.1 35.3 35.0 37.0 26.7 34.5 32.8 33.5 -1.8 8.5 25.2
Medium 22.2 22.8 21.0 22.7 19.1 22.1 21.9 22.1 -0.6 2.2 15.5
Long 13.6 14.5 13.7 14.8 15.0 15.2 14.6 14.7 8.1 9.1 -2.3
Avg. 26.7 27.7 26.8 28.5 22.3 27.2 26.1 26.5 -0.7 6.7 19.0
Harrisburg PA Short 45.5 43.1 39.5 42.9 32.9 39.9 43.7 39.4 -13.5 -5.7 19.9
Medium 17.9 17.6 16.2 17.2 16.1 17.1 17.6 13.5 -24.7 -3.9 -16.3
Long 12.2 11.9 10.9 11.9 11.7 11.8 12.4 9.1 -25.2 -2.0 -22.0
Avg. 21.0 20.5 19.0 20.4 18.3 19.9 21.3 17.7 -16.0 -2.8 -3.4
Hartford/ CT Short 42.9 40.9 38.4 41.3 39.8 37.1 39.1 38.5 -10.2 -3.6 -3.1
Bradley
Medium 18.2 18.5 17.3 18.7 16.8 16.2 15.7 15.6 -13.9 3.2 -6.7
Long 12.4 11.4 10.0 12.0 11.6 11.3 11.3 11.3 -9.3 -3.0 -3.0
Avg. 19.2 19.0 17.5 19.4 18.0 17.3 17.3 17.2 -10.6 0.7 -4.6
Indianapoli IN Short 36.6 34.0 33.3 34.2 28.1 29.4 30.9 30.4 -16.9 -6.5 8.1
s
Medium 15.4 14.3 13.8 14.3 12.4 11.7 10.5 10.1 -34.1 -6.8 -18.1
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 20.5 19.2 18.6 19.3 16.3 16.0 15.5 15.1 -26.3 -6.0 -7.6
Jacksonvill FL Short 34.6 34.7 32.5 33.4 24.0 28.0 25.7 21.6 -37.6 -3.4 -10.2
e
Medium 19.3 20.4 19.0 19.8 16.6 17.4 16.5 14.9 -22.9 3.0 -10.6
Long 11.8 12.3 10.8 12.5 12.0 11.5 11.4 9.6 -18.9 6.0 -20.1
Avg. 22.7 23.4 21.8 22.8 18.0 19.5 18.5 16.0 -29.5 0.2 -11.0
Knoxville TN Short 38.3 37.4 31.9 35.2 35.0 32.9 31.7 29.9 -21.9 -7.9 -14.8
Medium 20.0 19.6 17.2 18.5 19.1 18.3 17.3 16.7 -16.4 -7.2 -12.8
Long 14.3 14.4 12.2 13.9 13.8 14.0 13.2 13.9 -3.3 -3.2 0.1
Avg. 28.1 27.5 23.7 26.0 26.2 24.9 23.8 22.7 -18.9 -7.4 -13.1
Las Vegas NV Short 27.2 23.2 22.2 20.3 18.8 18.2 17.5 18.9 -30.7 -25.4 0.4
Medium 11.2 10.8 10.3 11.2 10.8 9.9 8.6 8.8 -21.7 -0.1 -18.7
Long 9.4 8.8 8.7 9.3 9.1 8.8 7.3 7.4 -20.9 -0.6 -18.1
Avg. 12.8 11.9 11.5 11.9 11.4 10.8 9.6 9.9 -23.1 -7.5 -13.4
Louisville KY Short 37.5 34.5 33.0 31.3 21.7 22.0 22.9 23.0 -38.7 -16.5 5.8
Medium 15.8 15.3 13.9 15.1 12.7 11.8 11.0 10.3 -35.3 -4.7 -19.0
Long 12.4 8.9 12.3 13.3 13.7 8.6 11.1 11.6 -6.2 7.0 -15.5
Avg. 26.4 24.5 23.1 22.7 17.0 16.6 16.6 16.3 -38.3 -14.1 -4.0
Memphis TN Short 44.8 40.8 36.9 39.3 33.9 33.0 32.7 31.3 -30.0 -12.3 -7.5
Medium 20.8 19.9 18.2 19.6 19.3 18.1 18.0 17.4 -16.3 -5.8 -9.5
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 30.7 28.5 26.0 28.0 25.5 24.4 24.3 23.3 -23.9 -8.8 -8.5
Nashville TN Short 32.7 33.2 31.4 34.1 29.6 26.2 24.8 23.0 -29.5 4.5 -22.1
Medium 16.8 16.7 14.9 17.0 15.7 13.9 11.4 11.1 -34.2 1.3 -29.7
Long 13.2 11.7 11.9 16.0 11.9 12.1 9.5 7.8 -41.0 21.5 -34.4
Avg. 23.9 24.0 22.2 24.6 21.8 19.4 17.4 16.4 -31.2 3.2 -24.9
New Orleans LA Short 22.7 22.8 22.6 22.7 18.9 20.5 19.7 19.1 -15.9 0.2 0.8
Medium 15.6 16.0 14.7 15.7 14.1 13.8 13.3 12.5 -20.1 0.8 -11.7
Long 12.4 12.1 10.5 11.6 11.4 10.5 9.7 8.3 -32.5 -6.0 -27.0
Avg. 17.5 17.8 16.8 17.6 15.4 15.6 15.0 14.2 -19.0 0.3 -7.9
Oklahoma OK Short 22.1 21.4 20.5 21.5 20.1 20.3 20.3 20.3 -8.1 -2.8 1.0
City
Medium 17.1 16.5 14.9 16.2 15.4 15.3 13.7 12.8 -25.0 -5.1 -17.0
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 18.4 17.8 16.4 17.6 16.7 16.7 15.6 14.9 -18.7 -4.1 -10.4
Omaha NE Short 42.4 35.8 34.4 37.7 31.4 23.3 23.1 22.7 -46.3 -11.1 -27.5
Medium 17.5 15.3 14.3 16.6 14.7 12.4 11.3 11.9 -32.2 -5.6 -18.8
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 22.9 19.8 18.8 21.2 18.3 14.8 13.8 14.2 -37.8 -7.4 -22.0
Orlando FL Short 31.6 32.7 31.9 33.3 23.1 25.4 21.0 20.0 -36.8 5.5 -13.5
Medium 14.9 16.0 15.9 15.6 13.8 13.5 11.8 11.3 -24.6 4.6 -18.7
Long 10.5 10.4 9.4 10.6 10.3 10.1 9.5 8.2 -22.2 0.8 -20.8
Avg. 15.4 16.2 15.9 16.0 13.9 13.8 12.1 11.4 -25.7 4.2 -18.0
Providence RI Short 42.9 42.2 41.1 41.5 32.7 39.7 38.2 28.5 -33.5 -3.3 -12.6
Medium 15.4 16.9 16.5 17.8 15.6 16.2 14.0 11.2 -27.0 15.6 -28.1
Long 11.2 10.5 9.6 11.4 10.8 11.0 10.5 7.1 -36.4 1.9 -34.0
Avg. 17.5 18.2 17.4 18.9 16.4 17.8 16.3 12.3 -29.7 8.0 -25.3
Raleigh/ NC Short 39.8 39.7 36.7 39.7 30.7 29.8 29.7 30.7 -22.8 -0.3 0.2
Durham
Medium 22.2 21.1 18.7 21.4 19.8 19.5 18.6 17.5 -21.2 -3.5 -11.9
Long 13.2 13.2 11.7 13.6 13.0 13.1 12.6 12.3 -6.4 3.4 -5.5
Avg. 27.1 26.7 24.4 27.0 22.7 22.3 21.9 21.9 -19.1 -0.1 -3.5
Richmond VA Short 42.5 42.2 39.1 41.9 32.6 41.3 41.8 38.7 -8.9 -1.4 18.8
Medium 20.1 20.5 18.5 19.8 18.1 19.3 20.1 17.2 -14.2 -1.3 -4.7
Long 12.4 12.7 11.7 12.7 12.7 13.1 12.9 12.9 3.7 2.4 1.4
Avg. 26.8 26.8 24.8 26.5 22.4 26.3 26.8 24.7 -8.0 -1.1 10.1
Rochester NY Short 46.1 45.1 43.5 45.5 34.2 41.6 42.9 40.2 -12.8 -1.5 17.6
Medium 15.3 16.6 15.6 16.6 15.1 15.9 15.4 14.4 -5.9 8.2 -4.4
Long 14.0 12.5 12.0 13.3 12.5 13.0 13.6 13.2 -5.4 -5.1 5.9
Avg. 23.3 23.3 22.3 23.7 20.0 22.4 22.7 21.5 -7.5 1.7 7.6
Salt Lake UT Short 37.2 34.6 32.0 17.6 14.7 15.0 13.8 15.3 -58.9 -52.8 4.1
City
Medium 17.9 17.0 14.6 16.1 15.6 13.7 12.0 12.2 -32.2 -10.2 -22.1
Long 13.9 13.1 11.9 13.0 13.1 12.8 11.8 10.7 -22.8 -6.3 -18.5
Avg. 24.5 22.9 20.4 16.4 15.1 14.1 12.6 13.1 -46.3 -33.0 -13.0
San Antonio TX Short 20.7 20.1 20.3 21.0 20.6 20.6 20.3 21.6 4.5 1.7 4.8
Medium 15.5 14.5 13.9 15.7 14.6 14.6 12.7 12.8 -17.3 1.6 -12.4
Long 18.0 13.7 13.4 13.3 12.5 12.3 12.8 13.5 -24.9 -26.2 8.3
Avg. 16.2 15.4 14.8 16.5 15.5 15.5 13.9 14.2 -12.7 1.8 -8.6
Syracuse NY Short 49.9 46.3 45.0 46.3 41.8 42.3 43.2 42.0 -15.9 -7.2 0.6
Medium 17.5 17.3 15.5 16.5 16.4 15.7 15.3 14.0 -20.0 -5.5 -14.6
Long 12.2 11.0 9.8 10.8 10.9 10.4 10.8 10.2 -17.0 -11.7 -6.4
Avg. 21.6 20.7 19.3 20.5 19.8 19.4 19.6 18.5 -14.4 -5.3 -6.4
Toledo OH Short 37.7 33.5 32.8 37.9 36.9 37.6 37.7 34.0 -10.0 0.4 -8.0
Medium 14.4 14.5 14.3 16.0 15.2 13.3 12.1 11.0 -23.4 11.5 -27.6
Long 13.2 12.5 11.5 12.5 12.7 10.3 10.7 9.6 -27.2 -5.3 -24.0
Avg. 20.8 19.6 19.2 22.0 21.5 19.9 19.3 17.7 -15.2 5.7 -17.6
Tucson AZ Short 25.1 24.7 25.6 23.7 16.1 15.1 14.8 13.7 -45.5 -5.4 -15.1
Medium 15.3 15.1 13.1 14.6 14.3 13.6 13.0 12.7 -17.3 -4.7 -11.5
Long 11.3 10.9 10.3 11.4 11.2 10.9 11.3 11.6 2.7 1.2 3.2
Avg. 16.8 16.5 15.5 16.1 14.2 13.4 13.1 12.7 -24.2 -4.0 -10.3
Tulsa OK Short 23.0 22.3 21.4 22.1 21.1 21.3 21.5 21.4 -7.0 -3.8 1.6
Medium 17.3 16.9 14.7 16.0 15.4 15.3 13.4 12.6 -27.4 -7.4 -18.1
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 19.3 18.8 17.1 18.2 17.4 17.4 16.3 15.7 -18.3 -5.5 -9.4
West Palm FL Short 32.1 33.7 31.9 32.2 22.0 24.5 22.5 21.2 -33.9 0.3 -3.8
Beach
Medium 14.8 15.9 16.4 16.1 14.0 13.8 12.6 12.2 -17.2 8.9 -12.3
Long 11.0 11.1 10.4 11.6 11.3 10.8 10.6 8.8 -20.1 5.6 -22.4
Avg. 15.4 16.5 16.6 16.6 14.2 14.2 13.0 12.4 -19.5 7.5 -12.4
Wilkes- PA Short 41.5 42.8 39.9 41.7 36.5 37.0 40.6 36.9 -11.2 0.5 1.1
Barre/
Scranton
Medium 15.3 16.9 16.5 17.4 16.3 16.2 14.7 14.4 -6.4 13.6 -11.7
Long 11.2 11.1 10.5 10.9 11.4 11.1 11.4 10.6 -5.1 -2.4 -6.8
Avg. 18.5 19.2 18.4 19.6 18.9 18.7 18.8 17.8 -3.8 5.9 -5.6
Large-community
airports
------------------------------------------------------------------------------------------------------------------------------------------------------
Atlanta GA Short 39.2 39.3 35.6 34.9 26.2 26.5 24.4 24.0 -38.7 -10.8 -8.5
Medium 21.2 20.5 17.6 19.2 17.7 18.2 16.1 16.2 -23.3 -9.1 -8.2
Long 15.1 14.6 11.4 13.9 13.7 13.0 11.3 12.8 -15.4 -8.2 -7.1
Avg. 29.2 29.0 25.5 26.3 21.4 21.6 19.5 19.6 -32.7 -10.0 -8.1
Baltimore MD Short 44.1 41.3 39.0 32.4 20.6 23.1 24.3 22.4 -49.2 -26.6 8.8
Medium 18.0 17.9 17.0 17.8 14.6 14.0 12.8 11.7 -35.1 -0.9 -19.9
Long 12.4 11.0 9.6 11.0 9.9 9.2 8.9 7.7 -38.2 -11.3 -22.4
Avg. 21.2 20.0 18.7 18.3 14.1 14.3 14.0 12.6 -40.4 -13.7 -10.8
Boston MA Short 45.0 44.6 42.8 40.8 36.0 37.5 38.9 37.5 -16.5 -9.3 4.4
Medium 18.0 17.9 17.4 18.7 16.4 17.0 16.1 15.5 -13.8 4.1 -5.1
Long 12.1 10.7 9.7 11.0 11.3 11.1 11.1 11.4 -5.8 -8.7 1.0
Avg. 19.1 18.5 17.6 18.6 17.1 17.5 17.3 17.0 -11.1 -2.2 -0.5
Burbank CA Short 26.0 20.0 20.4 18.8 17.7 16.9 18.6 18.3 -29.5 -27.6 3.6
Medium 20.9 18.8 15.8 16.0 14.2 13.4 12.3 12.3 -41.0 -23.4 -13.3
Long 13.0 12.7 11.1 13.5 12.5 11.9 12.5 11.2 -13.8 3.8 -10.0
Avg. 23.0 19.0 17.9 17.3 16.0 15.2 15.7 15.5 -32.5 -24.8 -2.6
Chicago IL Short 27.7 25.5 20.7 19.2 17.3 17.4 18.1 18.6 -32.8 -30.6 7.5
Midway
Medium 13.2 11.7 11.5 11.3 10.4 9.8 9.0 9.1 -31.0 -14.6 -12.4
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 18.1 16.3 14.3 13.8 12.7 12.2 11.9 12.2 -32.6 -23.9 -3.9
Chicago IL Short 41.2 35.8 33.7 34.7 26.4 27.2 30.0 30.7 -25.5 -15.7 16.4
O'Hare
Medium 18.4 17.1 16.0 18.9 16.4 16.5 15.8 15.9 -13.8 2.5 -3.1
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 25.0 22.5 21.1 23.6 19.4 19.8 20.1 20.4 -18.5 -5.8 4.9
Cincinnati OH Short 51.9 46.6 42.1 45.8 39.3 41.9 39.8 41.0 -21.1 -11.9 4.3
Medium 21.3 19.8 17.6 19.8 18.3 19.5 16.8 17.3 -18.7 -7.4 -5.0
Long 16.7 15.8 13.3 16.1 14.3 15.8 14.5 13.8 -17.2 -3.8 -3.3
Avg. 31.4 28.7 25.6 28.3 25.7 27.0 24.4 25.6 -18.7 -10.0 -0.7
Cleveland OH Short 46.7 43.3 36.2 32.5 24.0 29.3 31.4 29.6 -36.6 -30.2 23.2
Medium 15.9 15.3 15.2 16.4 14.0 14.2 13.6 12.1 -23.9 3.7 -13.8
Long 14.1 13.1 11.5 13.1 10.8 11.4 11.2 10.0 -28.9 -7.2 -7.1
Avg. 24.9 23.5 20.8 20.6 16.3 18.2 18.4 17.0 -31.8 -17.1 3.8
Dallas Love TX Short 20.7 20.7 19.9 19.3 19.1 20.2 21.4 22.1 6.9 -6.9 15.5
Field
Medium 0.5 0.5 0.5 0.5 12.4 3.9 3.0 2.9 475.7 -6.3 -76.5
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 20.0 20.0 19.2 18.7 18.9 19.6 20.8 21.5 7.4 -6.7 13.5
Dallas- TX Short 31.1 30.0 28.4 30.0 26.8 24.1 25.1 22.7 -27.0 -3.8 -15.2
Fort Worth
Medium 24.5 22.5 19.9 23.8 22.4 21.9 21.7 20.0 -18.3 -3.0 -10.5
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 25.6 23.7 21.4 24.9 23.2 22.3 22.3 20.6 -19.8 -2.9 -11.3
Denver CO Short 38.2 33.9 29.9 30.2 23.8 21.0 22.1 20.8 -45.6 -20.8 -12.8
Medium 19.5 18.0 16.6 18.3 16.3 17.5 16.9 14.9 -23.3 -6.0 -8.2
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 22.2 20.3 18.6 20.1 17.5 18.0 17.7 15.9 -28.5 -9.6 -9.3
Detroit MI Short 37.5 35.5 35.2 36.9 34.4 34.3 35.7 31.4 -16.1 -1.6 -8.5
Wayne
County
Medium 14.5 14.5 14.3 15.6 14.7 13.5 12.9 11.7 -19.6 7.6 -20.3
Long 14.4 13.3 12.1 14.2 14.0 14.5 14.1 12.0 -16.2 -1.2 -14.0
Avg. 21.0 20.4 20.1 21.7 20.3 19.6 19.8 17.4 -16.9 3.6 -14.1
Houston TX Short 21.6 21.8 21.6 21.3 20.1 21.3 22.3 22.4 3.5 -1.5 11.4
Hobby
Medium 17.1 16.4 14.6 15.7 13.7 14.0 12.9 12.4 -27.4 -8.4 -9.5
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 18.8 18.4 17.3 17.8 16.1 16.7 16.5 16.3 -13.6 -5.3 0.9
Houston TX Short 27.4 27.3 27.3 28.0 23.7 25.8 26.5 24.6 -10.3 2.2 3.7
Intercontin
ental
Medium 21.7 20.9 18.7 21.3 18.8 18.5 18.5 17.0 -22.0 -2.3 -9.9
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 22.4 21.7 19.8 22.1 19.5 19.5 19.6 18.0 -19.8 -1.4 -7.6
Islip NY Short 44.4 40.0 38.3 40.5 32.8 37.0 36.7 38.9 -12.4 -8.9 18.8
Medium 15.1 15.6 14.9 15.3 13.0 12.8 12.5 13.1 -13.3 1.5 0.5
Long 10.8 10.1 9.2 10.8 10.4 10.0 11.3 10.3 -4.4 0.4 -1.0
Avg. 17.1 17.2 16.4 17.1 14.8 14.8 14.7 15.2 -11.4 -0.3 3.0
Kansas City MO Short 26.3 24.7 23.3 23.0 20.7 19.4 20.7 18.8 -28.7 -12.8 -9.2
Medium 15.0 14.8 14.6 14.7 13.0 13.1 11.5 11.5 -22.8 -1.8 -11.4
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 18.6 18.0 17.3 17.3 15.5 15.1 14.4 13.9 -25.5 -6.8 -10.7
Long Beach CA Short 24.0 17.1 20.6 20.5 18.6 17.3 17.8 15.9 -34.0 -14.6 -15.0
Medium 18.3 17.0 14.7 15.5 13.8 13.2 13.7 10.3 -43.4 -15.1 -25.1
Long 13.2 12.4 10.9 13.3 12.0 10.4 12.3 13.3 0.6 0.5 10.8
Avg. 18.6 16.7 15.2 16.0 14.3 13.5 14.1 11.2 -39.8 -14.1 -21.9
Los Angeles CA Short 24.6 19.8 21.1 19.7 17.3 17.2 17.3 18.0 -27.0 -19.8 3.8
Medium 15.9 15.1 13.4 15.0 13.7 13.4 12.1 12.0 -24.3 -5.8 -11.8
Long 12.9 11.9 10.9 12.7 12.1 11.6 11.9 11.1 -14.2 -1.4 -8.2
Avg. 15.4 14.0 13.0 14.4 13.3 12.9 12.6 12.2 -20.7 -6.7 -8.0
Miami FL Short 27.3 27.5 29.8 30.0 24.8 25.0 23.9 26.2 -4.3 9.6 5.6
Medium 14.1 15.2 15.7 15.7 13.7 13.9 13.2 13.2 -7.0 11.3 -4.0
Long 9.6 9.8 9.6 10.6 10.9 10.1 9.8 9.6 0.9 11.5 -11.3
Avg. 13.9 14.7 15.2 15.5 13.8 13.8 13.1 13.2 -4.7 11.5 -4.1
Milwaukee WI Short 37.9 35.9 32.0 32.6 27.6 31.1 33.2 33.6 -11.5 -14.0 21.6
Medium 14.9 15.1 13.4 14.1 12.7 12.2 12.1 11.8 -20.8 -5.6 -7.2
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 20.7 20.3 18.1 18.7 16.6 17.0 17.3 17.3 -16.4 -9.6 4.1
Minneapolis MN Short 48.8 43.2 38.9 40.8 39.0 34.9 37.6 36.2 -26.0 -16.5 -7.3
Medium 20.3 19.1 17.6 18.6 19.9 19.4 19.3 18.8 -7.1 -8.2 -5.2
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 25.7 23.7 21.8 23.0 23.7 22.4 22.9 22.3 -13.4 -10.5 -5.9
Monterey CA Short 41.0 35.2 33.8 37.3 31.1 33.7 32.1 29.7 -27.7 -9.0 -4.6
Medium 17.6 16.2 15.2 16.1 15.5 15.6 14.6 14.0 -20.7 -8.4 -10.0
Long 13.8 12.5 12.1 13.3 12.9 12.4 12.6 12.2 -11.6 -3.7 -5.1
Avg. 19.7 17.8 17.0 18.2 17.0 17.0 16.6 15.8 -20.1 -7.5 -7.5
New York NY Short 41.8 36.3 35.2 35.3 28.4 31.4 31.8 27.8 -33.5 -15.5 -2.3
Kennedy
Medium 14.8 15.0 15.0 14.7 12.8 12.8 11.9 12.0 -19.0 -0.8 -6.6
Long 13.9 11.9 11.2 13.1 12.5 11.8 12.7 11.9 -14.6 -5.9 -5.2
Avg. 15.0 13.4 12.8 14.2 13.2 12.8 13.3 12.5 -16.4 -5.4 -5.2
New York NY Short 42.6 40.2 37.7 37.7 30.5 34.5 38.6 38.3 -10.2 -11.6 25.5
LaGuardia
Medium 18.7 20.1 18.8 19.9 17.8 18.6 18.1 17.2 -8.3 6.1 -3.5
Long 11.9 11.2 10.4 12.2 11.6 10.8 11.6 12.5 5.0 2.6 7.0
Avg. 23.1 23.4 21.9 22.7 19.8 21.1 21.8 21.4 -7.6 -1.8 7.7
Newark NJ Short 42.6 40.2 36.8 31.7 23.8 29.2 29.6 29.9 -29.8 -25.7 25.9
Medium 18.1 18.7 17.2 17.5 15.5 16.3 15.5 14.9 -18.1 -3.5 -3.8
Long 12.6 11.4 10.1 12.1 11.3 11.1 11.6 11.6 -8.2 -4.6 2.8
Avg. 20.2 19.6 17.9 18.0 15.4 16.8 16.8 16.6 -18.0 -11.0 7.4
Norfolk VA Short 34.8 33.0 32.7 32.3 22.6 30.9 29.2 29.5 -15.2 -7.2 30.7
Medium 18.5 18.3 16.4 18.0 16.4 17.2 16.3 15.1 -18.5 -2.7 -8.1
Long 11.0 10.9 10.0 11.3 10.9 10.6 10.6 9.7 -12.1 2.7 -11.5
Avg. 20.5 19.9 19.0 19.8 16.3 19.0 18.3 17.8 -13.6 -3.5 9.1
Oakland CA Short 21.6 17.1 17.9 15.3 13.5 12.9 13.6 14.5 -32.9 -29.2 7.2
Medium 16.6 15.2 13.4 15.1 13.8 13.6 12.8 12.6 -23.9 -8.8 -8.7
Long 13.0 12.8 10.8 12.3 12.0 11.5 10.4 10.1 -22.4 -5.4 -15.7
Avg. 18.3 15.6 15.1 14.6 13.3 12.8 12.7 13.0 -28.9 -20.4 -1.8
Ontario CA Short 20.5 17.1 17.6 17.2 15.9 15.2 15.7 16.4 -20.3 -16.3 2.7
Medium 16.9 15.2 13.3 14.2 13.3 12.7 11.7 11.5 -32.1 -15.9 -13.5
Long 12.2 11.3 10.0 11.6 11.0 10.7 10.8 9.4 -22.8 -5.5 -14.4
Avg. 16.7 14.7 13.5 14.3 13.4 12.8 12.5 12.2 -27.0 -14.4 -8.9
Palm CA Short 34.9 33.3 34.5 38.4 27.9 32.4 27.4 26.3 -24.5 10.0 -5.8
Springs
Medium 18.2 17.2 15.3 16.2 14.8 15.0 14.3 12.8 -29.7 -10.9 -13.4
Long 15.1 13.9 12.6 13.6 12.7 12.2 12.2 12.1 -20.0 -10.3 -4.6
Avg. 18.6 17.5 16.1 17.0 15.2 15.4 14.7 13.7 -26.4 -8.8 -10.0
Philadelphi PA Short 39.7 40.7 41.1 41.1 31.9 33.6 36.4 36.5 -8.2 3.4 14.5
a
Medium 18.5 18.9 18.5 20.0 17.8 18.0 17.1 17.0 -8.3 8.1 -4.8
Long 13.0 11.8 10.9 12.7 11.5 11.4 11.9 12.2 -6.0 -2.5 6.0
Avg. 21.1 21.0 20.6 22.0 18.9 19.1 19.6 19.8 -6.3 4.2 4.9
Phoenix AZ Short 18.1 16.3 16.9 16.5 15.1 15.4 15.6 15.7 -13.3 -9.0 3.8
Medium 13.6 13.0 12.4 13.5 12.9 12.0 10.9 11.1 -18.4 -1.0 -14.3
Long 11.5 10.8 10.3 11.8 11.5 11.2 10.8 10.9 -5.5 2.4 -5.7
Avg. 14.1 13.2 12.9 13.8 13.1 12.5 11.8 12.0 -14.9 -2.2 -8.8
Pittsburgh PA Short 48.4 48.6 48.4 49.2 45.3 45.9 46.1 47.4 -2.0 1.6 4.7
Medium 17.5 17.8 16.7 17.9 17.6 17.6 16.3 16.9 -3.1 2.6 -3.7
Long 13.5 13.0 11.3 12.6 13.0 12.3 13.3 12.9 -3.9 -6.4 -0.2
Avg. 26.0 26.1 25.2 26.4 25.4 25.3 25.2 25.8 -1.0 1.2 1.6
Portland OR Short 41.7 38.2 34.5 23.3 18.3 16.3 15.6 16.3 -60.8 -44.0 -10.6
Medium 18.5 17.3 14.3 14.7 14.2 13.0 11.9 11.9 -35.8 -20.4 -16.6
Long 11.8 11.4 10.1 11.6 11.2 11.4 11.2 10.5 -10.4 -1.4 -5.8
Avg. 19.5 18.5 16.0 15.0 13.9 13.0 12.3 12.2 -37.7 -23.2 -12.4
Sacramento CA Short 33.4 21.1 18.4 17.7 15.2 13.8 13.5 13.9 -58.2 -46.9 -8.6
Medium 16.7 15.4 12.9 14.3 13.8 13.1 12.5 12.6 -24.4 -14.2 -8.3
Long 12.6 11.5 10.0 11.2 11.3 10.9 10.9 10.0 -20.1 -10.9 -10.9
Avg. 21.2 16.1 13.9 14.5 13.5 12.7 12.3 12.2 -42.2 -31.7 -9.1
San Diego CA Short 18.6 15.6 16.0 15.7 14.2 14.3 14.5 14.5 -21.9 -15.2 2.0
Medium 15.9 14.9 12.7 13.7 12.9 12.4 11.4 11.5 -27.7 -14.1 -10.5
Long 12.8 11.7 10.2 11.7 11.5 10.9 11.3 10.6 -17.6 -8.3 -8.2
Avg. 15.2 13.8 12.3 13.3 12.6 12.2 11.9 11.7 -23.0 -12.3 -7.1
San CA Short 26.7 20.4 23.3 21.9 17.9 17.0 17.2 17.4 -34.7 -17.9 -2.6
Francisco
Medium 16.4 15.2 13.0 15.1 14.0 13.6 12.8 12.8 -21.5 -8.0 -8.1
Long 12.9 12.0 10.7 12.8 12.3 12.0 13.1 12.7 -1.6 -1.2 3.4
Avg. 15.6 13.9 12.9 14.5 13.5 13.1 13.5 13.4 -14.3 -6.7 -1.0
San Jose CA Short 29.8 26.2 26.8 19.6 15.0 14.6 14.0 14.9 -49.9 -34.2 -0.5
Medium 19.6 18.1 15.0 17.8 16.0 16.1 15.0 15.1 -23.0 -9.2 -5.7
Long 14.0 13.1 11.4 13.7 13.2 13.3 13.5 12.6 -10.2 -2.6 -4.9
Avg. 20.9 18.9 17.5 16.9 14.7 14.6 14.2 14.1 -32.3 -18.9 -3.7
Santa Ana CA Short 32.3 23.6 26.3 24.8 20.8 20.9 21.3 19.5 -39.6 -23.3 -6.1
Medium 19.7 17.8 15.2 16.7 15.7 15.6 15.6 15.3 -22.3 -15.3 -2.3
Long 13.6 12.0 11.5 13.4 13.2 12.5 13.6 12.7 -6.7 -1.1 -3.6
Avg. 20.1 17.1 16.2 17.3 15.9 15.7 16.1 15.3 -24.1 -14.2 -3.9
Seattle WA Short 35.9 32.8 28.8 19.8 16.0 14.1 13.5 14.4 -59.9 -44.8 -10.1
Medium 17.9 16.6 13.7 14.1 13.2 12.3 11.2 11.5 -35.9 -21.5 -13.4
Long 12.0 11.3 9.8 11.2 11.2 11.0 10.8 10.3 -14.6 -6.6 -8.1
Avg. 18.0 16.8 14.3 13.8 12.9 12.1 11.4 11.4 -36.4 -23.4 -11.1
St. Louis MO Short 34.8 30.9 28.3 28.2 25.5 25.1 26.8 25.8 -25.9 -18.8 0.9
Medium 20.8 19.0 15.8 17.3 16.1 15.6 15.5 15.6 -24.8 -16.9 -3.1
Long N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Avg. 25.6 23.2 20.1 21.1 19.4 18.9 19.4 19.2 -24.8 -17.5 -0.8
St. FL Short N/A 82.2 59.6 22.3 40.3 24.1 18.8 9.2 N/A N/A -77.1
Petersburg/
Clearwater
Medium N/A 12.2 13.6 12.3 10.6 10.8 9.8 10.5 N/A N/A -0.8
Long N/A 3.0 4.6 N/A 27.3 7.8 7.4 6.7 N/A N/A -75.6
Avg. 13.3 12.8 14.1 12.5 12.2 11.1 9.9 10.3 -22.3 -5.8 -15.5
Tampa FL Short 33.8 36.0 35.0 34.4 22.8 27.9 22.8 21.7 -35.8 1.7 -4.8
Medium 15.1 16.5 16.3 16.3 14.0 14.2 12.3 12.2 -19.4 7.6 -13.0
Long 10.7 11.0 9.6 11.0 10.7 10.3 9.9 8.6 -20.1 2.4 -19.8
Avg. 16.7 18.0 17.6 17.7 14.6 15.3 13.2 12.9 -23.1 5.7 -12.1
Washington VA Short 43.4 41.6 40.2 41.3 33.1 29.9 29.5 26.3 -39.3 -4.9 -20.4
Dulles
Medium 19.1 18.6 17.2 18.4 17.0 16.0 16.3 14.8 -22.8 -3.7 -12.8
Long 14.9 13.6 11.6 14.1 13.7 13.5 14.4 14.5 -2.6 -5.1 6.1
Avg. 20.5 19.4 17.7 19.5 17.8 16.9 17.4 16.5 -19.8 -4.9 -7.6
Washington DC Short 41.4 40.1 38.3 39.8 35.0 38.0 40.1 39.3 -5.1 -4.0 12.3
Reagon
National
Medium 18.9 19.0 18.1 19.4 18.0 17.3 16.9 15.8 -16.4 2.5 -12.2
Long 12.5 11.4 10.1 11.5 11.3 10.7 10.8 10.6 -15.3 -8.0 -6.0
Avg. 24.4 23.8 22.5 23.9 21.8 22.2 22.7 21.9 -10.3 -1.8 0.3
White NY Short 49.3 43.2 40.4 41.6 40.0 40.6 40.5 41.9 -14.9 -15.6 4.9
Plains
Medium 22.0 21.3 20.5 21.4 18.9 20.7 21.7 22.5 2.4 -2.6 19.0
Long 14.4 13.6 11.5 13.5 13.4 12.5 14.0 15.3 5.9 -6.2 14.1
Avg. 28.7 26.6 25.0 26.8 25.5 25.9 26.7 28.2 -1.8 -6.7 10.5
------------------------------------------------------------------------------------------------------------------------------------------------------
NUMBER OF SCHEDULED DEPARTURES AND
AVAILABLE SEATS AT AIRPORTS
SERVING SMALL, MEDIUM-SIZED,
MEDIUM-LARGE, AND LARGE
COMMUNITIES, MAY 1978 THROUGH MAY
1998
========================================================= Appendix III
Percent
change
Total Total Total Total in Percent
departures departures seats, May seats, May departur change
State , May 1978 , May 1998 1998 1998 es in seats
----------- -------- ---------- ---------- ---------- ---------- -------- --------
Small-community
airports
-----------------------------------------------------------------------------------------
Amarillo TX 705 720 72,113 61,305 2 -15
Asheville NC 774 660 62,184 39,894 -15 -36
Bangor ME 579 1,665 33,800 61,794 188 83
Billings MT 836 843 78,386 54,790 1 -30
Binghamton NY 1,051 806 29,527 25,275 -23 -14
Bismarck ND 461 298 44,043 15,637 -35 -64
Burlington VT 700 2,512 37,982 93,668 259 147
Cedar IA 716 1,081 65,283 72,159 51 11
Rapids
Champaign IL 422 700 33,860 22,282 66 -34
Charleston WV 871 1,163 68,712 53,563 34 -22
Duluth MN 457 295 44,384 19,995 -35 -55
Elmira/ NY 371 506 18,821 19,892 36 6
Corning
Erie PA 321 445 28,393 21,102 39 -26
Evansville IN 592 1,405 48,739 42,644 137 -13
Fargo ND 514 343 54,488 25,138 -33 -54
Fayettevill NC 488 477 51,051 25,456 -2 -50
e
Fayettevill AR 711 1,252 24,209 42,988 76 78
e
Gainesville FL 328 603 28,856 19,746 84 -32
Grand CO 360 547 24,166 18,641 52 -23
Junction
Great Falls MT 395 434 43,004 39,965 10 -7
Green Bay WI 987 772 86,360 48,244 -22 -44
Lincoln NB 967 467 78,326 33,331 -52 -57
Lubbock TX 1,082 1,041 107,235 90,853 -4 -15
Manchester NH 619 1,342 19,146 92,876 117 385
Medford OR 304 852 22,613 40,888 180 81
Midland/ TX 909 817 94,077 78,152 -10 -17
Odessa
Missoula MT 248 664 29,698 48,571 168 64
Myrtle SC 410 950 27,701 78,707 132 184
Beach
Pasco WA 846 1,163 32,778 52,960 37 62
Portland ME 861 2,838 52,248 136,851 230 162
Rapid City SD 457 404 43,349 21,426 -12 -51
Reno NV 1,681 3,792 160,709 499,716 126 211
Roanoke VA 1,255 1,214 111,098 56,428 -3 -49
Rochester MN 739 415 68,063 32,275 -44 -53
Savannah GA 616 846 66,650 86,374 37 30
Sioux City IA 616 475 47,304 17,370 -23 -63
Sioux Falls SD 908 688 66,762 43,654 -24 -35
South Bend IN 1,006 1,344 54,173 69,263 34 28
Springfield MO 569 994 54,934 46,222 75 -16
Tallahassee FL 653 1,422 56,840 63,942 118 12
Valparaiso/ FL 337 597 29,980 35,360 77 18
Ft. Walton
Beach
Wilmington NC 391 685 31,711 35,873 75 13
Overall for 28,113 40,537 2,233,756 2,485,270 44 11
small-
community
airports
Medium-sized-community airports
-----------------------------------------------------------------------------------------
Appleton WI 482 883 9,158 44,954 83 391
Atlantic NJ 360 629 6,499 42,789 75 558
City
Augusta GA 627 522 62,507 38,719 -17 -38
Baton Rouge LA 711 1,035 67,079 70,507 46 5
Boise ID 978 2,727 90,470 242,693 179 168
Bristol/ TN 778 664 65,104 38,123 -15 -41
Kingsport
Charleston SC 1,120 1,095 112,485 94,839 -2 -16
Chattanooga TN 763 683 80,509 38,568 -10 -52
Colorado CO 1,065 1,766 73,277 186,536 66 155
Springs
Columbia SC 1,558 781 106,355 76,512 -50 -28
Corpus TX 838 1,020 59,072 69,061 22 17
Christi
Daytona FL 635 277 76,357 37,195 -56 -51
Beach
Des Moines IA 1,520 1,617 147,194 108,303 6 -26
Eugene OR 587 1,363 41,245 67,468 132 64
Flint MI 441 696 39,272 32,887 58 -16
Fort Myers FL 507 1,960 48,429 190,784 287 294
Fort Wayne IN 800 1,201 62,971 59,831 50 -5
Gulfport MS 325 569 26,540 25,930 75 -2
Harlingen TX 318 596 31,436 59,123 87 88
Huntington WV 426 425 35,229 12,806 0 -64
Huntsville AL 712 842 65,033 78,339 18 20
Jackson MS 1,215 1,309 113,010 117,752 8 4
Kalamazoo MI 480 1,025 36,277 52,022 114 43
County
Lafayette LA 610 891 29,136 33,362 46 15
Lansing MI 728 1,153 66,351 49,300 58 -26
Lexington KY 709 1,350 72,153 82,268 90 14
Little Rock AR 1,466 2,121 132,555 177,085 45 34
Madison WI 1,234 1,243 117,461 85,588 1 -27
McAllen/ TX 178 286 16,020 31,655 61 98
Mission
Melbourne FL 372 215 44,082 30,530 -42 -31
Mobile AL 852 607 84,355 63,190 -29 -25
Moline IL 983 827 88,926 59,580 -16 -33
Montgomery AL 531 379 52,121 31,170 -29 -40
Newburgh NY 0 857 0 54,773 N/A N/A
Pensacola FL 364 1,187 43,955 89,188 226 103
Peoria IL 863 802 77,697 41,381 -7 -47
Saginaw/ MI 503 662 49,878 43,059 32 -14
Midland
Santa CA 782 2,446 36,912 88,500 213 140
Barbara
Sarasota FL 778 881 78,830 86,242 13 9
Shreveport LA 1,399 1,174 135,214 63,210 -16 -53
Spokane WA 1,687 2,860 148,598 300,224 70 102
Wichita KS 1,347 1,517 131,413 96,118 13 -27
Overall for 32,632 45,143 2,861,165 3,292,164 38 15
medium-
sized-
community
airports
Medium-large-community airports
-----------------------------------------------------------------------------------------
Akron OH 766 1,090 61,088 50,572 42 -17
Albany NY 1,941 3,065 117,418 173,690 58 48
Albuquerque NM 2,168 4,282 200,058 443,629 98 122
Allentown PA 880 1,187 60,860 84,256 35 38
Austin TX 1,512 3,461 146,326 414,032 129 183
Bakersfield CA 398 1,370 30,571 43,047 244 41
Birmingham AL 1,770 2,075 175,142 226,199 17 29
Buffalo NY 3,086 2,744 299,482 224,757 -11 -25
Charlotte/ NC 3,540 15,178 308,204 1,436,896 329 366
Douglas
Columbus OH 2,334 4,696 248,703 520,759 101 109
Dayton OH 2,179 2,359 235,098 159,943 8 -32
El Paso TX 1,587 2,195 169,580 282,128 38 66
Fort FL 2,689 5,004 353,887 578,505 86 63
Lauderdale
Fresno CA 1,114 3,444 93,867 106,258 209 13
Grand MI 1,176 1,968 94,329 134,860 67 43
Rapids
Greensboro NC 1,340 2,213 135,975 201,463 65 48
Greenville SC 724 1,265 69,483 103,822 75 49
Harrisburg PA 1,217 1,643 56,397 106,016 35 88
Hartford/ CT 2,737 3,553 320,057 342,279 30 7
Bradley
Indianapoli IN 3,939 4,792 330,779 456,392 22 38
s
Jacksonvill FL 1,715 3,025 204,573 293,506 76 43
e
Knoxville TN 999 1,528 100,017 124,945 53 25
Las Vegas NV 4,781 13,500 504,280 1,826,692 182 262
Louisville KY 2,828 2,668 272,373 275,718 -6 1
Memphis TN 5,342 7,969 483,828 658,474 49 36
Nashville TN 2,868 5,226 279,701 560,310 82 100
New Orleans LA 4,631 5,076 516,729 593,731 10 15
Oklahoma OK 2,407 2,268 253,587 242,298 -6 -4
City
Omaha NE 2,104 2,256 200,549 241,512 7 20
Orlando FL 3,259 12,423 458,350 1,413,471 281 208
Providence RI 1,842 3,140 98,512 257,246 70 161
Raleigh/ NC 1,601 5,469 138,201 486,360 242 252
Durham
Richmond VA 1,501 2,236 129,535 184,243 49 42
Rochester NY 1,816 3,215 181,054 207,688 77 15
Salt Lake UT 3,492 10,303 314,987 1,210,458 195 284
City
San Antonio TX 2,695 3,199 282,891 417,671 19 48
Syracuse NY 1,700 3,021 145,968 175,230 78 20
Toledo OH 647 916 68,924 49,839 42 -28
Tucson AZ 1,630 2,054 167,022 261,957 26 57
Tulsa OK 2,214 2,458 246,915 237,166 11 -4
West Palm FL 1,216 2,780 147,473 305,020 129 107
Beach
Wilkes- PA 637 653 39,811 31,841 3 -20
Barre/
Scranton
Overall for 89,022 162,967 8,742,584 16,144,879 83 85
medium-
large-
community
airports
Large-community
airports
-----------------------------------------------------------------------------------------
Atlanta GA 20,397 31,924 2,572,539 4,094,744 57 59
Baltimore MD 4,168 8,777 322,465 884,812 111 174
Boston MA 10,023 22,148 915,009 1,653,201 121 81
Burbank CA 1,275 2,609 163,101 338,249 105 107
Chicago IL 85 6,324 7,480 741,974 7,340 9,819
Midway
Chicago IL 26,772 31,976 3,163,510 3,849,401 19 22
O'Hare
Cincinnati OH 3,435 15,447 344,081 1,375,822 350 300
Cleveland OH 5,253 10,332 562,089 767,565 97 37
Dallas TX 15,117 31,701 1,628,184 3,323,882 110 104
Dallas Love TX 1,862 3,915 166,948 513,735 110 208
Field
Denver CO 12,105 16,853 1,237,883 1,944,368 39 57
Detroit MI 7,088 17,750 848,386 1,916,902 150 126
Wayne
County
Houston TX 1,457 5,588 135,080 657,592 284 387
Hobby
Houston TX 7,772 14,877 819,662 1,561,581 91 91
Interconti
nental
Islip NY 404 1,959 24,336 77,957 385 220
Kansas City MO 5,976 7,662 531,124 736,827 28 39
Long Beach CA 194 389 31,862 50,679 101 59
Los Angeles CA 15,467 35,257 2,123,927 3,381,406 128 59
Miami FL 6,620 10,358 851,673 1,030,243 56 21
Milwaukee WI 3,400 5,471 320,652 404,198 61 26
Minneapolis MN 5,944 16,780 690,937 1,799,370 182 160
Monterey CA 405 1,892 41,343 59,847 367 45
New York NY 6,445 11,435 911,941 940,871 77 3
Kennedy
New York NY 10,495 13,200 1,098,284 1,394,262 26 27
LaGuardia
Newark NJ 5,889 15,761 672,297 1,728,139 168 157
Norfolk VA 1,622 2,626 168,755 198,858 62 18
Oakland CA 2,344 5,372 244,169 704,633 129 189
Ontario CA 1,611 3,830 120,454 453,183 138 276
Palm CA 604 2,214 45,483 95,196 267 109
Springs
Pheonix AZ 4,217 20,370 470,034 2,546,605 383 442
Philadelphi PA 9,782 16,263 810,920 1,428,831 66 76
a
Pittsburgh PA 10,260 16,575 830,352 1,323,877 62 59
Portland OR 4,106 11,807 449,211 1,124,122 188 150
Sacramento CA 2,042 4,962 216,231 504,975 143 134
San Diego CA 3,699 10,747 479,575 1,045,002 191 118
San CA 10,804 17,392 1,423,889 2,158,729 61 52
Francisco
San Jose CA 2,471 5,879 278,682 748,220 138 168
Santa Ana CA 2,087 4,207 154,840 543,495 102 251
Seattle WA 5,931 21,324 641,926 2,259,434 260 252
St. Louis MO 8,855 19,582 875,540 1,972,206 121 125
St. FL 9 159 252 25,956 1,667 10,200
Petersburg/
Clearwater
Tampa FL 5,803 8,452 673,911 800,753 46 19
Washington VA 2,281 11,283 302,089 772,834 395 156
Dulles
Washington DC 10,524 10,489 989,939 1,109,516 0 12
Reagan
National
White NY 571 1,858 17,686 81,125 225 359
Plains
Overall for 267,671 535,776 29,378,731 55,125,177 100 88
large-
community
airports
-----------------------------------------------------------------------------------------
NUMBER OF DESTINATIONS FOR NONSTOP
AND ONE-STOP FLIGHTS AT AIRPORTS
SERVING SMALL, MEDIUM-SIZED,
MEDIUM-LARGE, AND LARGE
COMMUNITIES, MAY 1978 THROUGH MAY
1998
========================================================== Appendix IV
Nonstops, Nonstops, One-stops, One-stops,
State May 1978 May 1998 May 1978 May 1998
------------------- ------------ ------------ ------------ ------------ ------------
Small-community airports
-----------------------------------------------------------------------------------------
Amarillo TX 10 5 10 9
Asheville NC 13 5 10 6
Bangor ME 6 5 9 3
Billings MT 16 13 16 15
Binghamton NY 14 11 6 7
Bismarck ND 8 3 10 3
Burlington VT 12 18 13 16
Cedar Rapids IA 11 6 13 20
Champaign IL 6 6 4 3
Charleston WV 15 10 15 5
Duluth MN 6 3 8 4
Elmira/Corning NY 5 8 8 5
Erie PA 6 5 5 7
Evansville IN 10 10 9 2
Fargo ND 6 2 7 4
Fayetteville NC 9 2 5 3
Fayetteville AR 6 5 7 4
Gainesville FL 4 6 4 3
Grand Junction CO 7 5 8 1
Great Falls MT 5 8 8 5
Green Bay WI 11 5 11 11
Lincoln NB 12 6 13 12
Lubbock TX 11 7 10 7
Manchester NH 6 10 3 7
Medford OR 7 3 7 3
Midland/Odessa TX 9 8 9 11
Missoula MT 6 8 6 5
Myrtle Beach SC 7 12 6 11
Pasco WA 12 7 10 3
Portland ME 9 13 11 22
Rapid City SD 8 4 8 5
Reno NV 14 22 16 31
Roanoke VA 19 12 15 8
Rochester MN 8 4 10 8
Savannah GA 6 5 10 13
Sioux City IA 10 3 8 2
Sioux Falls SD 16 7 14 12
South Bend IN 11 8 9 9
Springfield MO 9 8 8 10
Tallahassee FL 9 8 11 7
Valparaiso/Ft. FL 7 5 5 5
Walton Beach
Wilmington NC 7 4 6 6
Average for small- 9.3 7.3 9.1 7.9
community airports
Medium-sized-
community airports
Appleton WI 2 8 0 4
Atlantic City NJ 3 12 2 0
Augusta GA 6 3 7 3
Baton Rouge LA 10 9 10 10
Boise ID 16 14 15 21
Bristol/Kingsport TN 15 5 13 1
Charleston SC 10 9 16 19
Chattanooga TN 9 4 10 2
Colorado Springs CO 6 14 5 34
Columbia SC 18 6 15 10
Corpus Christi TX 6 4 10 3
Daytona Beach FL 6 2 11 5
Des Moines IA 14 14 17 24
Eugene OR 8 5 8 5
Flint MI 6 5 6 7
Fort Myers FL 4 24 9 24
Fort Wayne IN 8 10 7 3
Gulfport MS 4 5 5 1
Harlingen TX 5 5 3 2
Huntington WV 7 4 6 1
Huntsville AL 13 8 11 13
Jackson MS 14 14 19 14
Kalamazoo County MI 4 7 6 5
Lafayette LA 7 4 5 2
Lansing MI 7 8 10 11
Lexington KY 11 11 10 6
Little Rock AR 15 18 18 24
Madison WI 14 9 15 19
McAllen/Mission TX 3 2 3 8
Melbourne FL 4 1 9 5
Mobile AL 7 6 12 8
Moline IL 15 7 13 3
Montgomery AL 8 5 13 2
Newburgh NY 0 10 0 8
Pensacola FL 6 12 8 15
Peoria IL 12 5 8 4
Saginaw/Midland MI 8 5 6 13
Santa Barbara CA 6 6 9 4
Sarasota FL 7 13 11 8
Shreveport LA 18 8 19 9
Spokane WA 21 16 24 30
Wichita KS 15 13 25 21
Average for medium- 9.0 8.3 10.2 9.8
sized-community
airports
Medium-large
community airports
Akron OH 10 10 10 6
Albany NY 20 29 18 26
Albuquerque NM 24 35 23 45
Allentown PA 10 13 11 13
Austin TX 11 32 16 45
Bakersfield CA 7 4 4 1
Birmingham AL 21 22 20 23
Buffalo NY 26 23 27 35
Charlotte/Douglas NC 37 94 28 28
Columbus OH 24 35 30 41
Dayton OH 19 19 23 27
El Paso TX 14 17 16 26
Fort Lauderdale FL 21 35 32 41
Fresno CA 12 11 9 8
Grand Rapids MI 14 13 14 25
Greensboro NC 16 20 22 32
Greenville SC 11 12 10 13
Harrisburg PA 11 15 3 10
Hartford/Bradley CT 23 31 33 36
Indianapolis IN 35 41 39 54
Jacksonville FL 21 28 19 35
Knoxville TN 18 13 15 15
Las Vegas NV 42 62 40 48
Louisville KY 31 25 30 38
Memphis TN 47 74 54 30
Nashville TN 29 43 34 45
New Orleans LA 43 40 52 53
Oklahoma City OK 23 16 33 29
Omaha NE 19 21 31 35
Orlando FL 27 75 30 50
Providence RI 11 26 16 33
Raleigh/Durham NC 23 39 23 37
Richmond VA 20 19 21 26
Rochester NY 15 25 19 27
Salt Lake City UT 37 87 42 53
San Antonio TX 21 21 29 42
Syracuse NY 18 25 25 24
Toledo OH 11 7 12 3
Tucson AZ 11 13 25 31
Tulsa OK 19 15 34 27
West Palm Beach FL 14 24 19 32
Wilkes-Barre/ PA 7 8 7 6
Scranton
Average for medium- 20.8 29.0 23.8 29.9
large-community
airports
Large-community
airports
Atlanta GA 106 127 99 68
Baltimore MD 37 59 35 47
Boston MA 64 73 77 67
Burbank CA 11 10 6 20
Chicago Midway IL 1 40 2 34
Chicago O'Hare IL 135 123 155 73
Cincinnati OH 37 100 36 31
Cleveland OH 49 69 49 47
Dallas TX 83 116 88 71
Dallas Love Field TX 10 13 4 4
Denver CO 96 101 105 60
Detroit Wayne MI 59 98 73 62
County
Houston Hobby TX 8 28 4 37
Houston TX 48 86 53 42
Intercontinental
Islip NY 7 10 4 6
Kansas City MO 46 49 58 56
Long Beach CA 3 3 3 7
Los Angeles CA 70 67 96 62
Miami FL 43 47 61 32
Milwaukee WI 30 45 38 46
Minneapolis MN 54 108 68 94
Monterey CA 3 2 6 4
New York Kennedy NY 55 45 57 18
New York LaGuardia NY 74 60 90 59
Newark NJ 46 73 63 47
Norfolk VA 22 22 19 23
Oakland CA 22 20 17 31
Ontario CA 14 18 20 36
Palm Springs CA 10 9 9 8
Pheonix AZ 32 76 48 63
Philadelphia PA 62 87 59 58
Pittsburgh PA 68 109 53 36
Portland OR 38 43 47 55
Sacramento CA 21 22 22 32
San Diego CA 26 35 40 50
San Francisco CA 68 59 77 46
San Jose CA 23 24 22 43
Santa Ana CA 14 24 8 37
Seattle WA 38 68 54 69
St. Louis MO 67 98 73 49
St. Petersburg/ FL 1 4 0 2
Clearwater
Tampa FL 41 49 38 42
Washington Dulles VA 30 71 18 40
Washington Reagan DC 71 60 90 47
National
White Plains NY 9 17 8 18
Average for large- 41.2 54.8 45.6 41.8
community airports
-----------------------------------------------------------------------------------------
NUMBER OF SCHEDULED JET AND NONJET
DEPARTURES AT AIRPORTS SERVING
SMALL, MEDIUM-SIZED, MEDIUM-LARGE,
AND LARGE COMMUNITIES, MAY 1978
THROUGH MAY 1998
=========================================================== Appendix V
Jet Jet Nonjet Nonjet
departures, departures, departures, departures,
State May 1978 May 1978 May 1978 May 1998
------------------- ------------ ------------ ------------ ------------ ------------
Small-community
airports
Amarillo TX 643 412 62 308
Asheville NC 461 352 313 308
Bangor ME 240 93 339 1,572
Billings MT 620 453 216 390
Binghamton NY 93 87 958 719
Bismarck ND 309 115 152 183
Burlington VT 302 281 398 2,231
Cedar Rapids IA 627 628 89 453
Champaign IL 302 0 120 700
Charleston WV 542 322 329 841
Duluth MN 368 145 89 150
Elmira/Corning NY 62 114 309 392
Erie PA 275 118 46 327
Evansville IN 519 82 73 1,323
Fargo ND 398 204 116 139
Fayetteville NC 426 121 62 356
Fayetteville AR 0 0 711 1,252
Gainesville FL 236 124 92 479
Grand Junction CO 140 80 220 467
Great Falls MT 372 368 23 66
Green Bay WI 670 251 317 521
Lincoln NB 600 236 367 231
Lubbock TX 974 609 108 432
Manchester NH 178 656 441 686
Medford OR 217 123 87 729
Midland/Odessa TX 836 540 73 277
Missoula MT 248 432 0 232
Myrtle Beach SC 155 774 255 176
Pasco WA 248 156 598 1,007
Portland ME 333 635 528 2,203
Rapid City SD 372 211 85 193
Reno NV 1619 3643 62 149
Roanoke VA 732 363 523 851
Rochester MN 561 265 178 150
Savannah GA 461 722 155 124
Sioux City IA 368 54 248 421
Sioux Falls SD 393 320 515 368
South Bend IN 403 347 603 997
Springfield MO 538 205 31 789
Tallahassee FL 607 398 46 1,024
Valparaiso/Ft. FL 337 268 0 329
Walton Beach
Wilmington NC 182 183 209 502
Overall for small- 17,967 15,490 10,146 25,047
community airports
Medium-sized-community airports
-----------------------------------------------------------------------------------------
Appleton WI 0 372 482 511
Atlantic City NJ 0 310 360 319
Augusta GA 407 180 220 342
Baton Rouge LA 596 394 115 641
Boise ID 806 2,155 172 572
Bristol/Kingsport TN 507 327 271 337
Charleston SC 848 664 272 431
Chattanooga TN 763 236 0 447
Colorado Springs CO 453 1,390 612 376
Columbia SC 744 604 814 177
Corpus Christi TX 503 384 335 636
Daytona Beach FL 635 277 0 0
Des Moines IA 1,354 935 166 682
Eugene OR 403 272 184 1,091
Flint MI 310 200 131 496
Fort Myers FL 341 1,253 166 707
Fort Wayne IN 527 239 273 962
Gulfport MS 325 182 0 387
Harlingen TX 318 348 0 248
Huntington WV 240 31 186 394
Huntsville AL 712 643 0 199
Jackson MS 1,038 828 177 481
Kalamazoo County MI 217 265 263 760
Lafayette LA 271 31 339 860
Lansing MI 523 207 205 946
Lexington KY 620 658 89 692
Little Rock AR 1,084 1,275 382 846
Madison WI 1,037 609 197 634
McAllen/Mission TX 178 261 0 25
Melbourne FL 372 215 0 0
Mobile AL 852 457 0 150
Moline IL 805 418 178 409
Montgomery AL 531 153 0 226
Newburgh NY 0 426 0 431
Pensacola FL 364 552 0 635
Peoria IL 770 62 93 740
Saginaw/Midland MI 430 366 73 296
Santa Barbara CA 275 268 507 2,178
Sarasota FL 620 526 158 355
Shreveport LA 1,185 329 214 845
Spokane WA 1,240 2,498 447 362
Wichita KS 1,015 895 332 622
Overall for medium- 24,219 22,695 8,413 22,448
sized-community
airports
Medium-large-community airports
-----------------------------------------------------------------------------------------
Akron OH 620 235 146 855
Albany NY 1,180 966 761 2,099
Albuquerque NM 1,666 3,183 502 1,099
Allentown PA 461 621 419 566
Austin TX 1,323 3,113 189 348
Bakersfield CA 279 30 119 1,340
Birmingham AL 1,685 1,798 85 277
Buffalo NY 2,832 1,581 254 1,163
Charlotte/Douglas NC 2,545 10,649 995 4,529
Columbus OH 2,272 3,720 62 976
Dayton OH 2,148 1,223 31 1,136
El Paso TX 1,367 2,195 220 0
Fort Lauderdale FL 2,569 3,916 120 1,088
Fresno CA 625 241 489 3,203
Grand Rapids MI 701 846 475 1,122
Greensboro NC 1,158 1,669 182 544
Greenville SC 631 907 93 358
Harrisburg PA 360 719 857 924
Hartford/Bradley CT 2,532 2,406 205 1,147
Indianapolis IN 3,050 3,354 889 1,438
Jacksonville FL 1,715 2,145 0 880
Knoxville TN 875 1,094 124 434
Las Vegas NV 4,030 12,849 751 651
Louisville KY 2,416 2,321 412 347
Memphis TN 4,456 4,603 886 3,366
Nashville TN 2,621 4,553 247 673
New Orleans LA 4,022 4,439 609 637
Oklahoma City OK 2,057 1,753 350 515
Omaha NE 1,582 1,903 522 353
Orlando FL 3,259 9,339 0 3,084
Providence RI 925 1,743 917 1,397
Raleigh/Durham NC 1,081 4,138 520 1,331
Richmond VA 937 1,362 564 874
Rochester NY 1,816 1,319 0 1,896
Salt Lake City UT 2,871 8,473 621 1,830
San Antonio TX 2,273 3,168 422 31
Syracuse NY 1,360 990 340 2,031
Toledo OH 647 269 0 647
Tucson AZ 1,453 2,054 177 0
Tulsa OK 2,025 1,648 189 810
West Palm Beach FL 1,216 1,911 0 869
Wilkes-Barre/ PA 279 271 358 382
Scranton
Overall for medium- 73,920 115,717 15,102 47,250
large-community
airports
Large-community
airports
Atlanta GA 19,209 26,576 1,188 5,348
Baltimore MD 2,713 5,756 1,455 3,021
Boston MA 6,600 9,185 3,423 12,963
Burbank CA 1,190 2,609 85 0
Chicago Midway IL 85 5,505 0 819
Chicago O'Hare IL 22,204 25,282 4,568 6,694
Cincinnati OH 2,957 12,677 478 2,770
Cleveland OH 4,891 6,062 362 4,270
Dallas TX 12,274 20,987 2,843 10,714
Dallas Love Field TX 1,619 3,915 243 0
Denver CO 8,951 12,980 3,154 3,873
Detroit Wayne MI 5,843 13,969 1,245 3,781
County
Houston Hobby TX 1,345 4,910 112 678
Houston TX 5,992 11,438 1,780 3,439
Intercontinental
Islip NY 278 248 126 1,711
Kansas City MO 4,069 5,653 1,907 2,009
Long Beach CA 194 389 0 0
Los Angeles CA 12,607 18,697 2,860 16,560
Miami FL 6,198 5,618 422 4,740
Milwaukee WI 2,538 3,236 862 2,235
Minneapolis MN 5,014 12,891 930 3,889
Monterey CA 405 61 0 1,831
New York Kennedy NY 5,302 3,952 1,143 7,483
New York LaGuardia NY 9,114 9,502 1,381 3,698
Newark NJ 4,712 11,700 1,177 4,061
Norfolk VA 1,440 1,323 182 1,303
Oakland CA 1,794 5,310 550 62
Ontario CA 953 3,339 658 491
Palm Springs CA 341 342 263 1,872
Pheonix AZ 3,754 18,592 463 1,778
Philadelphia PA 5,585 10,170 4,197 6,093
Pittsburgh PA 7,408 9,458 2,852 7,117
Portland OR 3,265 7,145 841 4,662
Sacramento CA 1,682 3,589 360 1,373
San Diego CA 3,288 6,544 411 4,203
San Francisco CA 9,309 13,344 1,495 4,048
San Jose CA 1,980 5,383 491 496
Santa Ana CA 1,213 3,495 874 712
Seattle WA 4,126 14,535 1,805 6,789
St. Louis MO 7,354 15,028 1,501 4,554
St. Petersburg/ FL 0 159 9 0
Clearwater
Tampa FL 5,374 5,025 429 3,427
Washington Dulles VA 2,081 4,627 200 6,656
Washington Reagan DC 7,952 7,885 2,572 2,604
National
White Plains NY 108 464 463 1,394
Overall for large- 215,311 369,555 52,360 166,221
community airports
-----------------------------------------------------------------------------------------
MAJOR CONTRIBUTORS TO THIS REPORT
========================================================== Appendix VI
RESOURCES, COMMUNITY, AND ECONOMIC
DEVELOPMENT DIVISION, WASHINGTON,
D.C.
Sonja Bensen
Aaron Casey
Tina Kinney
Steven Martin
Sara Ann Moessbauer
Robert White
OFFICE OF THE CHIEF ECONOMIST
Joseph Kile
OFFICE OF THE GENERAL COUNSEL
David Hooper
RELATED GAO PRODUCTS
============================================================ Chapter 0
Aviation Competition: Effects on Consumers From Domestic Airline
Alliances Vary (GAO/RCED-99-37, Jan. 15, 1999).
Aviation Competition: Proposed Domestic Airline Alliances Raise
Serious Issues (GAO/T-RCED-98-215, June 4, 1998).
Domestic Aviation: Service Problems and Limited Competition Continue
in Some Markets (GAO/T-RCED-98-176, Apr. 23, 1998).
Aviation Competition: International Aviation Alliances and the
Influence of Airline Marketing Practices (GAO/T-RCED-98-131, Mar.
19. 1998).
Airline Competition: Barriers to Entry Continue in Some Domestic
Markets (GAO/T-RCED-98-112, Mar. 5, 1998).
Domestic Aviation: Barriers Continue to Limit Competition
(GAO/T-RCED-98-32, Oct. 28, 1997).
Airline Deregulation: Addressing the Air Service Problems of Some
Communities (GAO/T-RCED-97-187, June 25, 1997).
International Aviation: Competition Issues in the U.S.-U.K. Market
(GAO/T-RCED-97-103, June 4, 1997).
Domestic Aviation: Barriers to Entry Continue to Limit Benefits of
Airline Deregulation (GAO/T-RCED-97-120, May 13, 1997).
Airline Deregulation: Barriers to Entry Continue to Limit
Competition in Several Key Domestic Markets (GAO/RCED-97-4, Oct. 18,
1996).
Domestic Aviation: Changes in Airfares, Service, and Safety Since
Airline Deregulation (GAO/T-RCED-96-126, Apr. 25, 1996).
Airline Deregulation: Changes in Airfares, Service, and Safety at
Small, Medium-Sized, and Large Communities (GAO/RCED-96-79, Apr. 19,
1996).
International Aviation: Airline Alliances Produce Benefits, but
Effect on Competition Is Uncertain (GAO/RCED-95-99, Apr. 6, 1995).
Airline Competition: Higher Fares and Less Competition Continue at
Concentrated Airports (GAO/RCED-93-171, July 15, 1993).
Computer Reservation Systems: Action Needed to Better Monitor the
CRS Industry and Eliminate CRS Biases (GAO/RCED-92-130, Mar. 20,
1992).
Airline Competition: Effects of Airline Market Concentration and
Barriers to Entry on Airfares (GAO/RCED-91-101, Apr. 26, 1991).
Airline Deregulation: Trends in Airfares at Airports in Small and
Medium-Sized Communities (GAO/RCED-91-13, Nov. 8, 1990).
Airline Competition: Industry Operating and Marketing Practices
Limit Market Entry (GAO/RCED-90-147, Aug. 29, 1990).
Airline Competition: Higher Fares and Reduced Competition at
Concentrated Airports (GAO/RCED-90-102, July 11, 1990).
Airline Deregulation: Barriers to Competition in the Airline
Industry (GAO/T-RCED-89-65, Sept. 20, 1989).
Airline Competition: Fare and Service Changes at St. Louis Since
the TWA-Ozark Merger (GAO/RCED-88-217BR, Sept. 21, 1988).
Competition in the Airline Computerized Reservation Systems
(GAO/T-RCED-88-62, Sept. 14, 1988).
Airline Competition: Impact of Computerized Reservation Systems
(GAO/RCED-86-74, May 9, 1986).
Airline Takeoff and Landing Slots: Department of Transportation's
Slot Allocation Rule (GAO/RCED-86-92, Jan. 31, 1986).
Deregulation: Increased Competition Is Making Airlines More
Efficient and Responsive to Consumers (GAO/RCED-86-26, Nov. 6,
1985).
*** End of document. ***