### INTRA-ALASKA MAINLINE SERVICE MAIL RATES Under49 U.S. C. 41901 

### etseq. Order 2012-9-4 Served: September 5, 2012
UNITED STATES OFAMERICA DEPARTMENT OF TRANSPORTATION OFFICE OFTHE SECRETARY WASHINGTON, D.C.


### Issued bythe Department ofTransportation onthe 5th 

### day ofSeptember, 2012

Docket OST-2003-14695 (Docket OST-95-429)

ORDERTO SHOW CAUSE ESTABLlSHINGNEW MAINLINE SERVICE MAlL RATES Summary 

### Bythis Order, the Departmentproposes to establishnew intra-Alaskamainlinel mail rates for the next annual period, beginningonor about October 1, 2012. The rates that are currently in effect were establishedbyOrder2011-11-18, adjusted byOrder2012-7-18 for the fuel costs for the quarterended March 31, 2012. The costpool consists ofthe mainline operations offive carriers: AlaskaAirlines (AS), EraAviation, Inc. (Era),2 Lynden Air Cargo (Lynden), Northern Air Cargo (NAC), Tatonduk Outfitters, Ltd., d/b/a Everts Air Cargo (Tatonduk), and PeninsulaAirways, Inc. (PenAir). Alaska and NAC provide all of their service withmainline aircraft; Era and Tatondukprovidemost oftheir service with mainline equipment; while PenAirprovides most ofits service withbush aircraft. As shown inthe Appendices, wehave separated the bush traffic and expenses from the mainline for each carrierthat provides bothmainline andbush services. We note that this Orderincludes Era in the mainline costpool for the first time.3 Background 

### Because mail rates are made effective on a final, prospective basis, but are based on historical unit costs, we project what costs will be in the forthcoming yearbased onten

1 Mainline aircraft are defined as aircraft with more than7,500 pounds payload, and mainline mail is mail transported onmainline aircraft. The Postal Servicepays a lower rate for mainline thanbush mail to reflect the greaterefficiency oflarge aircraft when transporting higherloads. 2 HoTH, Inc., a/k/a Era Alaska, is a regional airline holding company whose wholly-owned subsidiaries include EraAviation, Inc., Hageland Aviation Services, Inc., andFrontierFlying Service, Inc. Those three subsidiaries operate as independentcarriers throughout the state ofAlaska. EraAviation, Inc. operates as a code share partner with Alaska Airlines, Inc. for some ofit destinations within Alaska. 3 TheDash 8-100 aircraft operatedby Era are mainline aircraft, as they have more than 7,500 pounds of payload. Inprior years, we excluded Era from the calculation o(the mainline mail rate because it transported less than one percent ofIntra-Alaska mainline mail.

### -2-



### years ofdata- iften years ofdata are available. Until Order 2004-8-26 was issued, we estimated the long-term cost trend based on aten-year moving average that included only NAC and AS,4 the onlytwo carriers for which we had ten years ofdata. Order 2004-8-26 temporarily abandoned theuse ofa ten-year trend for a five-year trend- the entire period for which we had data for the four carriers5 constituting the mainline costpool-- but added a successive year with each new annual update until, as contemplated byOrder 2004-8-26, we had a full ten years. Wepropose to maintain the use ofa ten-year trend by adding the most recent year, March 31, 2012, and excludingthe earliest year, March 31, 2002.
As is ourusual practice, the proposedrates, contained in Appendix A, reflect the application ofcost adjustment factors, developed inAppendix B, to the basic mail rate structure established bythe Civil Aeronautics Board in Order 82-11-23. We have used the carriers' reported operating expenses and traffic for the year ended March 31, 2012. When the final Orderis issued, we will update fuel expenses for the quarter ended June 30, 2012, which have not yetbeen tiled bythe carriers. We have increased the carriers' non-fuel unit costs and their terminal unit costs to the mid-point ofthe new rate periodbased on the longterm (ten-year) annual change in unit costs for all ofthe carriers.6 Results ofthe Updated Data The proposed line-haul and terminal rates differ from the rates currentlyin effect bythe amounts shown in the table:
Order2012-7-18 Proposed7 Increase (%)8 Line-haul, $/RTM9 Priority $3.5841 $3.6194 0.98 Non-priority $2.1698 $2.1912 0.99 Terminal, $/Pound Enplaned Priority $0.3456 $0.3599 4.14 Non-priority $0.2970 $0.3092 4.11 

### Line-haul expenses, including fuel, experienced a slight year-over-year increase whereas the terminal rate underwent a larger year-over-yearincrease. The combination ofchanges in the line-haul and terminal unit costs results inproposed rates that are 1.96 percent higher than those in effect for the currentperiod for a 430-milelO average length ofhaul. General Matters Appendix E shows all the mail transported bycarriers operating mainline equipment in Alaska. Consistent with ourlongstandingpolicy, wehavetentatively excluded from the line-haul calculation the data ofaircraft types transporting less than one percent ofIntra4 The long-term trend was based onthe expenses ofAlaska and NAC, even though a total offourcarriers- (Alaska, NAC, Lynden, and Tatonduk) transported sufficient volumes ofmainline mail that their traffic and expense data were included in calculating annual unit costs. 5Alaska, NAC, Everts, and Lynden. 6 The final rate will relyonfuel expenses for the quarter ending June 30, 2012. 7 Includes fuel expense for the yearended March 31, 2012. 8 Any difference between Priority and Non-priority is due to rounding. 9 The proposed line-haul rates are the sum ofthe non-fuel line-haul expense, with a 10-year average inflation factor applied, and the most recent fuel expense unadjusted for inflation. 10 22,041,739 mail RTMs dividedby 51,204 mail tons enplaned perAppendix D.

### -3-


### Alaskarevenue ton miles ofmail, and from the terminal calculation the data ofthose carriers enplaning less than one per cent ofIntra-Alaska mail tons enplaned. In the year ended March 31, 2012, Era for the first time met the one percent threshold for both the linehaul and the terminal, and, therefore, we have added Era to the costpool. To determine the long-term trend in non-fuel line-haul and terminal expenses, we propose to continue ourpractice ofseparatelyregressing those annual expenses against the corresponding years, in this instance, the ten-yearperiod from March 31, 2003, through March 31, 2012. The results ofboth the line-haul and terminal regressions are shown in Appendices C-1 and C-2. Order 2011-9-6, the prior annual update Order, included PenAir's data for the first time, but only for the most recent annual period. We did not adjust the nine preceding years by adding PenAir's data- such an adjustment would have had a de minimis 

### effect, because PenAir's transported only slightly more mail than required bythe 1percent threshold. For the same reason, we do not propose to develop a separate ten-year trend with the addition this year ofEra to the most recent annual period. Non-fuel Line Haul Results 

### Appendix C-1, Non-fuel Line Haul, shows an average annual increase of3.06percent in unit costs overthe ten-yearperiod with aT-Value of5.12, indicating there is a strongly consistent upward trend in the non-fuel line haul costs. The average annual increase in the long-term trend has increased from 2.76 percentper Order 2011-9-6, to 3.06 percent this year.11 The average for all ofthe carriers in the costpool shows little change, with the unit costs per ATM ofsome carriers' increasing and others decreasing. Thebiggest change from the prior year is the addition ofTatonduk's DC-9-30 to the costpool, which transported 9.24% ofthe mail in the year ended March 31, 2012.12 Notably, the DC-9-30 had significantly lower nonfuel unit costs than any othermainline aircraft.13
Fuel Expense 

### Last year, we modified the method for calculating fuel expenses byrelying on fuel expenses for Alaska, NAC, and Lynden reported on Schedule P12. The current calculations again rely on Schedule P12, which shows the costs and gallons for Scheduled Intra-Alaska operations. We did not, however, apply this to Tatondukbecause the Schedule P12 does not differentiate fuel expense byaircraft type orbetween Avgas and JetA. Tatonduk operated various aircraft burning significant amounts ofeach fuel type, with each fuel type differing in price; thus, it would be inappropriate to apply an average price per gallon for that carrier.14 ForTatonduk, we will continue ourpractice ofrelying expenses per aircraft type as reported on Schedule P5.

11 

### The mostrecentyear-over-yearincrease innon-fuel line-haul costs of1.37 percent, $0.63249 in 2012 dividedby $0.62396 perATM for 2011 as showninAppendix C, was less thanthe long-termtrendbutthe addition ofthis year's results marginally increasedthe ten-yeartrend innon-fuel from 2.76 percentto 3.06 percent. This counter-intuitive result is due to the dropping from the ten-yeartrendthe 2002 results. 12 Tatondukbeganoperating the DC-9-30 inMay of2011. Priorto this year, we excluded the DC-9-30 from the calculationofthe mail rate underouronepercentpolicy. 13 

### $0.379866 perATM forTatonduk's DC-9-30 comparedto $0.460633 forNAC, the nextlowestcost aircrafttype. 14 

### SeeAppendix CofOrder2012-7-18.

### -4-

Terminal Results As shown inAppendix C-2, Terminal, the terminal regression calculated an average annual increase of3.32 percentinunit costs overthe ten-yearperiod, with aT-Value of6.09, indicating there is a strongly consistent upward trend in terminal costs. Year-over-yearunit terminal costs have increasedby4.84 percent, from $368.85 perton in 2011 per Appendix D ofOrder 2011-9-6 to $386.70 in 2012, as showninAppendix D ofthis Order. The increase in year-over-yearunit cost is offset bythe long-term trend, producing an average annual increase of3.02 percent as shown in Appendix 

### B. We note that Era's terminal costs were $392.59 permail ton enplaned, close to the weighted average ofall of the carriers ($386.70). The effect ofEra onthe rate was further diminished bythe fact that it enplaned only 2.23 percent oftotal mainline mail. 

### ACCORDINGLY,
1. We direct all interested persons to show cause, no later than twenty (20) days after the service date ofthis Order, whythe Department should not adopt the foregoing tentative findings and conclusions and fix, determine and publish the proposed final annual rates specified in Appendix A, to be effective onor about October 1, 2012, subjectto the quarterly fuel adjustment, as discussed. Vague orunsupported Answers that do not include all proposed adjustments andbackup data will not be accepted;
2. Ifno objection is filed within the designated time, orifno timely-filed objectionraises material issues offact, weherebydelegate authority to the Director, Office ofAviation Analysis, to make the above rates final;
3. This docket shall remain open until further Orderofthe Department; and
4. We will serve this Orderupon all parties onthe Service List for this Docket. By:



### Susan L. Kurland Assistant Secretary for Aviation and International Affairs (SEAL)
An electronic version ofthis document is available onthe WorldWideWeb at http:/ /www.regulations.govIntra-Alaska Class Service Mail Rates

Effective: 1/ On or about October l, 2012

Column ( I) 

### (2) (3) 

### (4) (5)
Base Year

Rates 2/ Adjustment Factors 3/ Proposed Final Rates 4/ Current Rate, Order 2012-7-18 Change from Prior Rate 5/

Priority Non-priority

Priority Non-priority $1.1969 $0.7246

$0.1697 $0.1458 Linehaut Charge per Billing Ton-Mile

202.40% 202.40% $3.6194 $2.1912

Terminal Charge per Pound Originated

112.07% 112.07% $.3599 $.3092 $3.5841 $2.1698

$.3456 $.2970

II Both the current and proposed linehaul rates below include fuel expense for the quarter ended March 31, 2012, the most current data available at this time. As discussed in the body ofthe Order, we anticipate including fuel expense for the quarter ended June 30, 2012, in the final Order. 21 Per Order 82-ll-23. 31 See Appendix B. 41 Column (I) increased by Column (2). 51 Any differences due to rounding. 0.98% 0.99%

4.14% 4.11% Appendix AIntra-Alaska Class Service Mail Rates Cost Adjustment Factors

Unit Cost per Available Ton-Mile

Fuel Nonfuel Total

Unit CostperTon Enplaned (l)

Base Year Ended 9130180 11

$0

..399469

$191.54 (2)

Year Ended 3131112 21

$0.54616 $0.63249 $1.17865

$386.70

1/ Per Order 82-11-23, updated most recently in Order 97-12-24. (3)

Average Annual Change YE 3131103 to YE 3131112 31

na 3.06%

3.32% 

### (4)

Midpoint to

Midpoint Change 41

na 4.64%

5.04% 

### (5)

Estimated Unit Cost at 411113 51

$0.546160 $0.661838 $1.207998

$406.19

2/ See Appendix D-1. For nonfuel, we used YE March 31, 2012; for fuel expense, we used Order 2012-7-18, App. C. 3/ See the regression results in Appendix C. · · 4/Reflects the fact that from the mid point ofthe reporting period to the midpoint ofthe prospective rate is l and I 12 years. 1.0306 x 1.0153, where 1.0153 is the average annual unit cost increase projected for a 6-month period. 1.0332 x 1.0166 where 1.0166 is the average annual unit cost increase projected for a 6-month period. 51 Column (2) multiplied by column (4), except for fuel. As indicated in Order 97-9-37, we will rely on the most recent fuel costs, with no inflation factor. Fuel for the QE 3/31 I12 is the most recent available at this time, but we anticipate in the final order adding fuel for the QE 6130/12. 61 $1.146492 in preceding column divided by $.399469 in the base period, and $390.13 in the preceeding column divided by $191.54 in the base period. Appendix B



### (6)

Percent Change 1980 Base Year to

4/1/13 6/

202.40%

112.07%Appendix C-1 Linehaul Page I of 2

Calculation ofthe Linehaul Portion ofthe I0-Year Trend: TOL, LAC. NAC, PenAir, and Alaska

Actual Y Natural Log $/ATM $/ATM Predicted Order Non-Fuel Non-Fuel Annual Number YE 31311 Linehaul Linehaul Predicted Y Residuals EXP(Y} Increase 2004-8-26 2003 0.4697 -0.755661 -0.735887 -0.019774198 0.4790804 3.06% 2004-8-26 2004 0.5225 -0.649130 -0.705745 0.056615359 0.4937404 2005-9-16 2005 0.5312 -0.632617 -0.675604 0.042986916 0.508849 2006-9-23 2006 0.5312 -0.632617 -0.645462 0.012845473 0.52442 2007-8-26 2007 0.4924 -0.708464 -0.615321 -0.09314297 0.5404674 2008-9-3 2008 0.51562 -0.662385 -0.58518 -0.077205632 0.5570058 2009-9-1 2009 0.57542 -0.552655 -0.555038 0.002383074 0.5740504 2010-8-7 2010 0.61927 -0.479214 -0.524897 0.045682787 0.59161-65 2011-9-6 2011 0.62396 -0.471669 -0.494755 0.023086243 0.6097201 New 2012 0.63249 -0.458091 -0.464614 0.006522947 0.6283777

ANOVA df 

## ss MS 

### E Significance F Regression I 0.074952 0.074952 26.16844 0.000912224 Residual 8 0.022914 0.002864 Total 9 0.097865

Coefficients Std. Error T Stat P-value Lower 95% UQQer 95% Intercept -61.1092 11.82854 -5.166251 0.000857 -88.3858552 -33.83254 X Variable I 0.030141 0.005892 5.11551 0.000912 0.01655408 0.043729

Regression Statistics Multiple R 0.875138 R Square 0.765866 Adj. R Square 0.736599 Standard Error 0.053518 Observations I0Appendix C-l Linehaul Page 2 of 2**------·-~-~---** 

## --·-·---------·------, Nonfuel Linehaul, Unity Cost perATM, Actual vs. Predicted

-0.50 '**~** 

# = -0.55**~** ::l



### ....**~** z 

## 'i !;;: -0.60

,_ Q) a. t;:; 

## 8 

## ·2 -0.65 ::l

-0.70 2004 2005 2006 2007 2008 y=0.0301x- 61.109 R

2 =0.7659 2009 2010

-0.75 Years Ended March 31,2003,thru March 31,2012**·----~~---------------** 2011 

# •Calculation ofthe Terminal Portion ofthe 10-Year Trend: AS. L2, 3Z,NC.KS, 7H

Order Number YE 3/31 2004-8-26 2003 2004-8-26 2004 2005-9-16 2005 2006-9-23 2006 2007-8-26 2007 2008-9-3 2008 2009-9-1 2009 2010-8-7 2010 2011-9-6 20LI New 2012

ANOVA elf Regression I Residual 8 Total 9
Coefficients Intercept -59.76544 X Variable I 0.032684

Regression Statisti.cs Multiple R 0.90699 R Square Adj.R Square Std. Error Observations 0.&2263 0.800459 0.048737 10 Actual Y Nattiral Log $/Ton Enp. $/Ton Enp.

Terminal Terminal Predicted Y Residuals

$299.92 5.703516 5.700851 0.002664745 $302.64 5.712544 5.733535 -0.020991376 $304.91 5.720017 5.766219 -0.046202497 $318.30 5.762994 5.798904 -0.035909618 $368.53 5.909522 5.831588 0.077934261 $363.29 5.895201 5.864272 0.030929139 $386.29 5.956588 5.896956 0.059632018
.• $384.09 5.950877 5.92964 0.021236897 $368.85 5.910390 5.962324 -0.051934224

. $386.70 5.957649 5.995008 -0.037359345



## ss MS 

### .E Significance F 0.088131 0.088131 37.10352 0.000292272 0.019002 0.002375 0.107133

Std Error T Stat P-value Lower95% 10.77173. -5.548363 0.000542 -84.60508666 0.005366 6.091266 0.000292 0.020310713 Appendix C-2 Terminal Page 1of2

Annual EXP (Y} Increase 299.1219 3.32% 309.0600 319.3282 329.9376 340.8995 352.2256 363.9280 376.0192 388.5121 401.4200

Ugger 95%

-34.9258 0.045058Terminal, Unit Cost perTon Enplaned, Actual

# vs. Predicted



# .9**~** 6.00

5.95

:::J 

### 10 5.90 z -a' CIJ c .!2 

## g. 5.85 1.1.1 c**~** 

## ... CIJ a. t; 5.80 

## 8

.... '2 :::). 5.75

5.70 r:•-----,,---- 2003 2004 2005**·.~**

2006 2007 2008 y = 0.0327x

- 59.765 R

2 =0.8226

2009 2010 Years Ended March 31, 2003, thru March31, 2012 Appendix C-2 Terminal Page 

### 2 of2

2011 2012Appendix D
Operating Expenses arid Unit Costs, Intra-Alaska Mainline Operations, Year Ended March 31,2012

Alaska Era Lynden NAC PenAir Tato.nduk AS 7H L2 NC KS 3Z 3Z 3Z #617 #483 #556 #620 #456 #218 #461 #640 Total 737-400 Dash 8 Hercules 737-200 Saab 3408 DC-6 8msilia DC-9-30 Fuel $211,238,000 $6,586,304 $19,112,498 $19,358,170 $9,834,620 $11, 182,038 $497,830 $3,599,836 N-Fuel**~256,999,000** $11,962,3Ql $38,493,632 $15,19Q,2.22**$20,~~1.215** $12,026,698**~1,814,463** $2,483,896 r Domestic 1/ $468,237,000 $18,548,605 $57,606,130 $34,548,429 $30,165,835 $23,208,736 $2,312,293 $6,083,732 lntra-AK Skd. 8H 21 25,129 13,334 1,550 5,233 4,785 4,310 708 1,076 l: Domestic 3/ 82,498 14,961 7,610 6,534 22,133 5,638 776 1,099 lntra-AK Fuel $64,343,374 $5,870,047 $3,892,822 $15,503,720 $2,126,176 $8,548,170 $454,206 $3,524,498 lntr;!-AK N-Fuel $78,282,236 $10,66 !,408 $7,840,359 $12,16j,(l91 $4,395,467 $9,193,875 $1,655,464 $2,431,913

Total $142,625,610 $16,531,455 $11,733,181 $27,669,411 $6,521,643 $17'742,045 $2,109,670 $5,956,411 Intra-AK S-ATMs 2/ 131 ,524,005 9,649,965 9,960,717 26,410,797 4,081,225 12,793,555 608,496 6,402,027 $/ATM, Fuel $0.489214 $0.608297 $0.390817 $0.587022 $0.520965 $0.668162 $0.746440 $0.550528 $/ATM, N-Fuel $0.595194**$1.10481~ .$0,78712~**  $0.46Q!l33 $1.076997 $0.718633 $2.120583 $0.319866

Total $1.084408 $1.713110 $1.177945 $1.047655 $1.597962 $1.386795 $3.467023 $0.930394 IntraAK Mail RTMs 21 22,041,739 4,698,359 352,715 3,612,121 6,250,512 291,076 4,553,219 246,126 2,037,611 RTM% ofTotal 100.01% 21.32% 1.60% 16.39% 28.36% 1.32% 20.66% 1.12% 9.24% $/ATM, Fuel $0.54871 $0.10430 $0.00973 $0.06405 $0.16648 $0.00688 $0.13804 $0.00836 $0.05087 $/ATM, N-Fuel $0.6.,'249 $0.12690 $0.01768 $0.12901 $0.13064 $0.01422 $0.14841 $0.03047 $0.03510 Wtd. $/ATM, Total $1.18120 $0.231200 $0.027410 $0.193060 $0.297120 $0.021100 $0.286510 $0.038830 $0.085970

AS 7H L2 NC KS 3Z Terminal Expense 4/ $17,217,982 $16,615,420 $11, 148,090 $11 ,434,822 Tons Enplaned 5/ 43,857 35,713 28,632 34,968 lntra-AK Skd. Svc. Exp. 6/ $48,415,834 $4,698,496 !ntra-AK Skd. Svc. Tons 6/ 150,256 10,531 $/Ton Enplaned $322.22 $392.59 $446.16 $465.25 $389.36 $327.01 lntra-AK Mail Tons 7/ 51,204 10,158 1,141 7,484 15,080 862 16,479 Mail Tons o/o of Total 100.00% 19.84% 2.23% 14.62% 29.45% 1.68.% 32.18% Wtd. $/Ton Enplaned $386.70 $63.93 $8.75 $65.23 $137.02 $6.54 $105.23

1/ Form 41, Schedule P5 for AS, L2, NC, and 3Z; Form 298C, Schedule F-2 forKS and ?H. Excludes Alaska Latin operation, and PenAir's Hawaii and New England operations. 2/PcrT-100 Segment Report, except for PenAir. PenAir's Saab 3408 had both mainline and bush segments and split those operations based on a special report. We relied on the data to determine for the Orders setting quarterly fuel updates, and so we havejusttotaled those four quarter here to determine PenAir's mainline operations. 3/ Intra-Alaska Schedule only, T-1 00 Segmentrt:port. I.e., exclude Alaska Airlines' operations in its Latin region, and PenAir's Hawaiian and New England operations. 4/ Sources are Schedule Pl2, #6900 for NC, and 3Z, and Schedule F2, Departure Related and Capacity Related for PenAir and Era Aviation. 51 T-I00Market Report, cmTier total. 6/ Retlects special reports filed by Alaska Airlines and Lynden Air Cargo. 7/ Appendix E.Appendix E Exclude Operations Below the One PercentThreshhold, YE 3-31-12
T-100 Segment, Linehaul Results, Intra-Alaska Mail Revenue Ton Miles (RTMs)
Carrier Aircraft Intra-AK, Code Carrier**~** Mail RTMs Percentage NC NAC 620 6,250,512 28.05% AS Alaska 617 4,698,359 21.08% 3Z Tatonduk 218 4,553,219 20.43% L2 Lynden 556 3,612,121 16.21% 3Z Tatonduk 640 2,037,611 9.14% 7H Era 483 352,715 1.58% KS PenAir 456 291,076 1/ 1.31% 3Z Tatonduk 461 246,126 1.10% 3Z Tatonduk 150 209,383 0.94% AS Alaska 612 18,250 0.08% AS Alaska 614 11,674 0.05% AS Alaska 634 1,994 0.01% EM Empire 441 0 0.00% EM Empire 442 0 0.00% FX FedEx 740 

### Q 0.00% 22,283,040 99.98%

KS, Saab 340B, Intra-AK, Main Only, per Quarterly Fuel Updates Total Order Quarter M-RTMs ATMs Hrs. Hours 2012-7-18 QE 3-31-12 52,834 827,560 963 4,873 2012-3-21 QE 12-31-11 81,564 976,334 1,175 4,782 2011-12-26 QE 9-30-11 73,343 1,094,964 1,291 6,250 2011-11-18 QE 6-30-ll 83,335 1,182,367 1,356 6,228 291,076 4,081,225 4,785 22,133

T-100 Market, Terminal Results, Enplaned Skd. Intra-AK, 2/ Intra-AK Mail RTMs 3/ Adjusted % of Carrier Mail Tons by 

### NC All 

### NC Mail Tons Total 3Z 17,050 6,836,956 7,074,014 16,479 32.18% NC 15,080 6,250,512 6,250,512 15,080 29.45% AS 10,227 4,698,359

. 4,730,277 10,158 19.84% L2 7,484 3,612,121 3,612,121 7,484 14.62% KS 5,689 291,076 1,921,160 862 1.68% 7H 1,396 352,715 431,501 

### lJ..:li 2.23% Total 56,926 22,041,739 24,019,585 51,204 I00.00% II See quarterly fuel updates below. 2/T-I00 Market Report. 

## 3i T-100 SegmentReport. Intra-AK, Mail RTMs Main+Bush, All 

### NC NC 6,250,512 AS 4,730,277 3Z 7,074,014 L2 3,612,121 7H 431,501 KS I,92l,l60 24,019,585
Tatonduk

79 150 218 416 461 479 640 8,565 209,383 4,553,219 16,627 246,126 2,483 2,037,611 7,074,014 Era Aviation

405 78,786 483 352,715. 431,501 PenAir 79 29,340 170 3,006 416 113,330 456 817,402 459 942,851

46 15,231 1,921,160