Until 1978, the United States federal law controlled the aviation industry through the Civil Aeronautics Board (CAB). The inception of the Airline Deregulation Act marked a new dawn for the removal of government controls over fares, routes, and entrance into the market. Initially, air transport was considered a government-regulated venture with its services being public utility. The CAB was obligated with the task of setting fares, allocating routes, and preparing schedules for the airlines. By the active participation of the CAB in the industry, they were able to maintain low fares in the short-haul market or financially support industries in the long-haul market thus controlling the airlines rate of return. The complicated processes of applying new routes or reviewing fares were enhanced by the bureaucratic nature of the CAB. Most of the air transport providers felt that they were being inhibited by the CAB from bringing radical changes that would meet the needs of their clients in the market. On realising this, the congress pushed for laws that facilitated the deregulation of the airlines industries (Meyer, 1981). Their efforts bore fruit in the year 1978 when President Jimmy Carter agreed and signed the Airline Deregulation Act. Consequently, the roles of CAB were phased out progressively until 1984 when it was completely abolished and later the benefits of the deregulation started to take effect. Under the Airline Deregulation Act, several terms of conduct in the air industry were highlighted that would streamline the general operation of the airlines. Before the complete abolishment of the CAB, the Act stipulated that the task of setting fares was to be entrusted to airlines. Consequently, the airline standards were liberalised such that new airlines could enter the market after meeting the terms and conditions of the Act. In case of existence of routes that were being underutilised or had competitors that received subsidy from the government, the Act allowed new providers to join those routes. Most barriers created by CAB such as blocking routes or introducing charter trips were expunged, and the airlines could provide services conveniently for them. Consequently, the airlines were place in a fair arena and made flexible to serve the needs of their clients. Additionally, the role of CAB to decide on the appropriate airlines, which deserved subsidies, was eliminated, and thus airlines profitability relied on their own efforts and investment (Brenner, 1985). To reduce the burden of CAB, the roles of maintenance of safety standards were transferred to the Federal Airline Association (FAA). After the disbandment of CAB, some of the key responsibilities that the board initially undertook were transferred to United States Department of Transportation (DOT). Since then, the authority allowed the introduction of small carriers to replace the jets that offered domestic services increasing the efficiency in the air industry. Similarly, other CAB duties were allocated to FAA to examine safety, and control air traffic. Additionally, the Act gave the secretary of transportation the main role of reporting to the congress on air safety and any matters arising due to the deregula