UNITED STATES OF AMERICA

DEPARTMENT OF TRANSPORTATION

OFFICE OF THE SECRETARY

WASHINGTON, D.C.

__________________________________________

)

In the matter of the )

)

INTRA-ALASKA BUSH MAIL RATES ) Docket OST-2003-14694

)

__________________________________________)

RESPONSE OF THE CONSOLIDATED CARRIERS

TO THE AUGUST 3, 2011 FILING OF

PENINSULA AIRWAYS, INC.

Communications with respect to this document should be addressed to:

Hank Myers

MTC

P.O. Box 7142

Bellevue, WA 98008-1142

(425) 830-4265 (office)

hank@mtcworld.com

August 11, 2011
1

UNITED STATES OF AMERICA

DEPARTMENT OF TRANSPORTATION

OFFICE OF THE SECRETARY

WASHINGTON, D.C.

_________________________________________

)

In the matter of the )

)

INTRA-ALASKA BUSH MAIL RATES ) Docket OST-2003-14694

)

__________________________________________)

RESPONSE OF THE CONSOLIDATED CARRIERS

TO THE AUGUST 3, 2011 FILING OF

PENINSULA AIRWAYS, INC.

The Consolidated Carriers (Carriers) respond to the filing of Peninsula Airways (Penair)

dated August 3, 2011, and request that this filing be accepted although otherwise 

unauthorized. Penair materially misstates the position of the Carriers in regard to the 

calculation of the long runway Part 135 rate. Further, Penair raises entirely new 

arguments which raise the question of whether any Penair large aircraft data should be 

included in the Part 135 rate.

OVERSTATED?

Penair says that the Carriers have overstated the impact of the Metroliner data on the mail 

rate. To begin with, all data quoted by the Carriers came directly and completely from 

the T-100 reports. What are the configurations used for the Metroliner by Penair? The 

data in the Carriers’ July 18, 2011 response show it completely and accurately. What is 

the difference in the cost per revenue ton mile for the Metro compared to other aircraft, 
2

Attachment B to the DOT Orders shows that. It is not that Penair’s differences are 

overstated, it is that they are fully described.

Penair then repeats its claims that the extremely long legs it operates sometimes require 

technical (fuel) stops which increase costs. All technical stops are recorded in the T-100 

segment reports, and all expenses from the F-2 reports are included in determining unit 

costs. What Penair seems to be complaining about is that operating low cost, long flight 

segment service is not all strawberries and cream. Penair already shows varying payloads 

for its long runway aircraft depending on the seating configuration. If it wishes to reflect 

the reduction in commercial payload due to fuel loads, it can do that as well. The BTS 

accepts whatever payload data the carrier provides. Again, ATM’s and payload data are 

unimportant in any case because those data are not used to determine mail rates. 

Essentially Penair is arguing that its overall load factor on the T-100’s is understated, and 

that on numerous flights it packs as much commercial traffic onto the aircraft as it can 

legally carry, and still has leftovers to support the next flight.

Penair then argues that the costs for YE 6-30-10 are not really reflective of the current 

and future costs because they have gotten rid of all the aircraft used in the rate study. In 

the future, it is the SAAB 340 costs that will be included in ratemaking. Attachment A, 

Appendix C1A to Order 2011-6-14 clearly shows that the costs per revenue ton mile for 

the two series of Metroliners used by Penair was $3.9908 and $4.3672 per ton mile. The 

corresponding costs for the SAAB 340 versions used by Penair are $3.6621 and $4.3658

per ton mile, even lower. It is hard to overstate the impact of the costs of the Metroliners 
3

on the mail rate when the costs of the SAAB’s are lower still. Essentially, Penair 

confirms that the Part 135 mail rate is not based on aircraft actually in use, and represents 

a situation that no longer exists.

Ironically, Penair claims that the Carriers overstate the impact of the SAAB and 

Metroliner aircraft on mail rates, and then goes on to say that the compensatory rates 

proposed by the Carriers would cost the Postal Service substantially more. The rates 

proposed in Order 2011-6-14 are not compensatory, and Penair agrees. Certainly it is 

possible to imagine a rate that is less costly to the Postal Service if it is not compensatory. 

Federal law and regulation require the Department to establish compensatory rates, 

however. Penair cannot argue that inclusion of its long runway aircraft is not a big deal 

while at the same time arguing that excluding those aircraft increase Postal costs 

significantly.

HOW ARE METOLINER AND SAAB COSTS RELEVANT TO THE PART 135 

RATE?

The Carriers have examined the market and segment T-100 data for the 12 months ended 

April, 2011. These data include six months of Metroliner data and six months of SAAB 

data. Attachment C shows the data for the SAAB aircraft. As Penair itself notes, one of 

its twelve SAAB’s is configured as a freighter. Attachment C compares the operations of 

the zero seat (Part 135) freight aircraft in bush markets, with the passenger configured 

SAAB’s. All of the passenger carrying SAAB flights had at least ten seats, and 
4

assumedly were operated under FAR 121. In each of the bush markets, Penair offers 

many times the number of flights in Part 121 aircraft as it does in Part 135 aircraft. 

Penair operates some Part 135 freighter flights in mainline markets as well. In both 

cases, the prevailing mail rate in the markets is not the Part 135 rate, but the Part 121 rate

or the Mainline rate. According to DOT orders and the PO-508 Postal Service 

procedures manual, all mail transported in a market served by mainline aircraft or Part 

121 aircraft moves at the lower mail rate. (see, e.g. Order 2003-10-10 discussion of Issue 

5 at page 8 ff) The costs of Penair’s Metroliners and SAAB’s are irrelevant because none 

of these aircraft transports mail at the Part 135 rate. Penair is equalizing. It is improper 

to include costs for an aircraft that is not transporting mail in that rate class. All of the 

service by the Metroliners and SAAB’s is in markets where a lower mail rate prevails and 

applies to all service.

The big benefit from operating under Part 135 is greater operational flexibility and lower 

unit costs. In return for gaining these benefits, Penair also wants a higher mail rate.

INCLUDING LONG RUNWAY AIRCRAFT DOES NOT PROVIDE 

EFFICIENCY INCENTIVES

Penair does not want a separate rate for its long runway aircraft, and quotes Order 2004-

6-3 in support. Unfortunately, Penair cuts the sentence short and excludes the most 

telling argument for an inclusive rate. The complete sentence in Order 2004-6-3 is, 
5

“However, different unit costs are not by themselves sufficient grounds for establishing a 

separate mail rate, or in this case a subset of the Part 121 rate, because a class rate aims to 

use the pressure of having all comparable costs included in a class rate average to 

encourage carriers to lower their operating expenses.” (emphasis added to excluded 

content) In this case, the long runway aircraft do not provide any pressure for lower 

operating expenses because, 1. they cannot be operated at the vast majority of Alaskan 

bush airports, and 2. their breakeven payload is so high as to preclude their use within 

the frequency requirements of the Postal Service and the DOT.

Attachment A shows the longest runway length for each of the 153 bush airports served 

with scheduled wheelplane service in Alaska. Only 31% of the airports (53) have a 

runway long enough to accommodate the SAAB and other aircraft with 19 or greater 

authorized seats. Of that 53, only 20 airports (13% of total) actually received or have 

received Part 121 bush service. Having a long runway does not necessarily encourage 

large aircraft service. Of the 53 airports with long runways, 33 of the points (62%) have 

not received Part 121 bush service under the RSIA.

Market demand is the primary determinant of whether a large aircraft is used. 

Attachment A shows that the average number of revenue ton miles inbound to the 20 

airports receiving or having received Part 121 service was 321,465./year for the year 

ended April, 2011. For the 33 airports than have never received Part 121 service, that 

average inbound rtm’s was 36,261. This amount is only 11% of the Part 121 markets, 
6

and very similar to the 29,909 average inbound rtm’s for the bush airports with runways 

less than 4,000 feet.

Clearly the SAAB 340 and other long runway aircraft do not increase pressure to reduce 

operating costs for the Part 135 class of carriers. They cannot be legally operated into 

69% of the bush airports, and are too large to provide economic service to 87% of the 

bush markets. In order for these aircraft to be included as comparable, they must be a 

viable option for a significant sector of the market, and clearly they are not.

PENAIR MISSTATES THE CARRIERS’ POSITION ON THE LONG RUNWAY 

RATE

Penair says that the Carriers only propose two alternatives for setting the long runway, 

large aircraft rate, and both involve a regression analysis with mileage taper. It was a 

large aircraft operator, Frontier, that suggested the mileage taper. The regression formula 

produced by the Carriers was to illustrate two points. First, the regression method did not 

create a compensatory rate that covers all of the recognized costs of transporting mail. 

Second, the more accurate regression line requires the use of payload as a factor as well 

as segment length. The basic problem in setting a long runway, large aircraft rate is the 

operations of Penair are significantly different from the rest of the long runway, large 

aircraft industry in Alaska. Perhaps it is possible to adjust the regression line to creat a 

compensatory rate for the operators of those aircraft, and perhaps the mileage taper is a 

desirable thing for those aircraft.
7

In any case, the Carriers proposed a third alternative, creating a long runway rate using 

traditional rate making procedures. This rate computation is illustrated in Attachment B, 

and uses data straight from Order 2010-12-28. This is a fully compensatory rate for the 

class, and still gives Penair a substantial windfall compared to the Part 121 rate. The 

Carriers agree that the regression methodology proposed by the Department is flawed, 

and that other regressions have similar problems. The Carriers did provide a method for 

a long runway, large aircraft rate that is fully compensatory and uncontroversial. Penair 

cannot use the shortcomings of the regression methodology to oppose a separate rate for 

its unique aircraft.

THE RELEVANCE OF THE PART 135 LARGE AIRCRAFT RATE

As shown above, the long runway, large aircraft are a unique class of service. The 

R.S.I.A. clearly assumed that all of these aircraft would be operated under FAR 121. In 

recent months, however, Part 121 operators have proposed to convert more of their long 

runway, large aircraft service to Part 135. There is service by Part 135 only carriers using 

these larger aircraft as well. In these cases, all of the service is in markets where the Part 

121 rate either applies now or has in the past with the same aircraft. As Penair has 

clearly stated, it is now a management decision about which set of rules to operate under. 

Given that this trend toward 135 operations will continue, it appropriate to have a 

subclass for these aircraft regardless of whether the Department includes Penair’s 

Metroliner and SAAB aircraft in the mix.
8

CONCLUSION

This case is really about how much of a windfall Penair will gain for the carriage of mail 

on its large aircraft, and at whose expense that windfall will come. While it is unclear 

whether the SAAB 340 is a comparable aircraft to the other long runway, large aircraft 

operating under Part 135, it is clearly not comparable to the vast majority of aircraft and 

markets where the SAABs cannot be physically operated or are much too large for the 

market.

The Rural Service Improvement Act sought to encourage operations under Part 121, and 

to that end created incentives to operate aircraft certificated for 19 seats or more. Penair 

previously insisted that it is not actual seating capacity but certificated seating capacity 

that must decide the class. While the Act did not anticipate downgrading Part 121 

capacity to Part 135 rules, it was very specific in terms of defining the mail rates based on 

operating rules.

The Carriers have clearly showed that the long runway, large aircraft are a unique 

segment. Including their costs with those of true Part 135 aircraft created rates that are 

not compensatory for the vast majority of markets and carriers where the long runway

aircraft are not an option. There is no incentive in a combined rate, only punishment for 

all but one carrier.
9

For the long runway, large aircraft (those with a maximum certificated passenger 

capacity of 19 or more), the Department has several choices. It can modify the regression 

analyses to create a compensatory rate for the aircraft involved, or it can use traditional 

methods (Attachment B). In any case, the Department needs to determine whether an 

aircraft that does not actually carry mail at the 135 wheel rate should be included in the 

calculation of that rate. All of Penair’s scheduled SAAB 340 service is in markets where 

either Part 121 or mainline rates control. It does not provide any true Part 135 service, 

where that rate is actually paid, with its large aircraft.

WHEREFORE, the Consolidated Carriers hereby request that this filing be accepted, 

and that the Department adopt the Part 135 mail rate proposed by the Carriers in the July

18, 2011 filing ($12.2338 updated for anticipated inflation plus current fuel costs). 

Furthermore, the Carriers request that a separate mail rate be established for aircraft 

certificated for a maximum passenger capacity of 19 or more, but operated under FAR 

135. Finally, the carriers assert that inclusion of Penair’s Metroliner and SAAB costs in 

the Part 135 wheel rate is improper because those aircraft are used exclusively in 

scheduled service in Part 121 or Mainline mail rate markets.

Respectfully submitted,

____________________

Hank Myers

August 12, 2011
10

CERTIFICATE OF SERVICE

I hereby certify that I have this date served a copy of the Response of the Consolidated

Carriers to the August 3, 2011 Filing of Peninsula Airways, Inc. upon all parties to 

Docket DOT-OST-2003-14694 by electronic mail.

____________________

Hank Myers

August 11, 2011
11

Attachment A

Page 1 of 4

CITY RNWY ' SURF. <4,000'? 121 SVC? INB RTM'S AVG/MKT

ALLAKAKET 4000 GVL FALSE 77,629

ANAKTUVUK PASS 4800 GVL FALSE YES 203,947

ARCTIC VILLAGE 4500 GVL FALSE 83,524

ATKA 4500 ASP FALSE YES 38,273

ATQASUK 4400 GVL FALSE 32,995

BARTER ISLAND 4800 GVL FALSE YES 136,650

BETTLES 5200 GVL FALSE 38,933

BIRCH CREEK 4000 GVL FALSE 4,024

CHALKYITSIK 4000 GVL FALSE 18,107

COLD BAY 10400 ASP FALSE YES 602,852

DUTCH HARBOR 4300 ASP FALSE YES 2,643,662

EGEGIK 5600 GVL FALSE 18,269

GAMBELL 4500 ASP FALSE YES 190,735

GOLOVIN 4000 GVL FALSE 25,846

HAINES 4000 ASP FALSE 74,463

HOLY CROSS 4000 GVL FALSE 17,157

HUSLIA 4000 GVL FALSE YES 120,193

KAKE 4000 ASP FALSE 16,989

KALTAG 4000 GVL FALSE YES 76,144

KOTLIK 4400 GVL FALSE 51,229

KOYUKUK 4000 GVL FALSE YES 49,710

LAKE MINCHUMINA 4200 GVL FALSE 3,054

NELSON LAGOON 4000 GVL FALSE 11,311

NIKOLAI 4000 GVL FALSE 2,406

NOATAK 4000 GVL FALSE 46,485

NOORVIK 4000 GVL FALSE 44,753

NUIQSUT 4300 GVL FALSE YES 68,364

NULATO 4000 GVL FALSE YES 93,113

POINT HOPE 4000 ASP FALSE YES 224,666

POINT LAY 4500 GVL FALSE YES 95,253

PORT ALSWORTH 4200 GVL FALSE 1,961

PORT HEIDEN 5000 GVL FALSE 39,983

RED DEVIL 4800 GVL FALSE 1,483

RUBY 4000 GVL FALSE YES 63,242

SAND POINT 4000 ASP FALSE YES 405,492

SAVOONGA 4400 GVL FALSE YES 178,994

SHAKTOOLIK 4000 GVL FALSE 24,433

SHISHMAREF 5000 ASP FALSE YES 115,468

SHUNGNAK 4000 GVL FALSE 71,880

ST. MICHAEL 4000 GVL FALSE 48,508

ST. GEORGE 5000 GVL FALSE YES 158,463

ST. PAUL 6500 GVL FALSE YES 642,630 321,466

TANANA 4400 GVL FALSE 59,492

TIN CITY 4700 GVL FALSE 6,001

TOGIAK 4400 GVL FALSE 79,782

VENETIE 4100 GVL FALSE 77,112

WALES 4000 GVL FALSE 37,511 36,262
12

Attachment A

Page 2 of 4

AKK AKHIOK 3300 GVL TRUE 8,486

KKI AKIACHAK 1600 GVL TRUE 4,765

AKI AKIAK 3200 GVL TRUE 4,247

AUK ALAKANUK 2200 GVL TRUE 24,480

WKK ALEKNAGIK 2100 GVL TRUE 524

ABL AMBLER 3000 GVL TRUE 82,466

ANV ANVIK 2900 GVL TRUE 13,577

ATT ATMAUTLUAK 2000 GVL TRUE 5,919

WBQ BEAVER 3900 GVL TRUE 15,442

BKC BUCKLAND 3200 GVL TRUE 83,207

CEM CENTRAL 2700 GVL TRUE 1,527

VAK CHEVAK 2600 GVL TRUE 199,375

CKX CHICKEN 2500 GVL TRUE 671

CYF CHIFORNAK 2500 GVL TRUE 83,655

KCQ CHIGNIK 2600 GVL TRUE 20,483

KCG CHIGNIK FISHERIES 1600 GVL TRUE 22,915

KCL CHIGNIK LAGOON 1600 GVL TRUE 19,490

CZN CHISANA 3000 GVL TRUE 1,909

CHU CHUATHBALUK 1500 GVL TRUE 1,941

IRC CIRCLE 3000 GVL TRUE 4,747

CLP CLARKS POINT 2600 GVL TRUE 872

CKD CROOKED CREEK 2000 GVL TRUE 8,342

DRG DEERING 2600 GVL TRUE 16,405

DIO DIOMEDE ISLAND 0 HELIPORT TRUE 5,900

EAA EAGLE 3600 GVL TRUE 33,310

EEK EEK 1400 GVL TRUE 24,218

KEK EKWOK 2700 GVL TRUE 3,833

ELI ELIM 3000 GVL TRUE 56,947

KEB ENGLISH BAY 1800 GVL TRUE 12,829

KFP FALSE PASS 2100 GVL TRUE 2,220

GNU GOODNEWS BAY 2800 GVL TRUE 44,201

KGX GRAYLING 2300 GVL TRUE 29,889

HKB HEALY LAKE 2900 ASP TRUE 692

HNH HOONAH 3000 ASP TRUE 30,444

HPB HOOPER BAY 3300 ASP TRUE 265,293

HUS HUGHES 3400 GVL TRUE 50,825

IGG IGIUGIG 3000 GVL TRUE 3,055

KLG KALSKAG 3200 GVL TRUE 51,155

KYK KARLUK 2000 GVL TRUE 4,627

KUK KASIGLUK 3000 GVL TRUE 16,379

IAN KIANA 3400 GVL TRUE 40,190

KVC KING COVE 3300 GVL TRUE 10,117

KPN KIPNUK 2100 GVL TRUE 116,255

KVL KIVALINA 3000 GVL TRUE 59,464

OBU KOBUK 2500 GVL TRUE 39,080
13

Attachment A

Page 3 of 4

KNK KOKHANOK 2900 GVL TRUE 8,898

KGK KOLIGANEK 3000 GVL TRUE 12,370

KKH KONGIGANAK 1900 GVL TRUE 58,146

KKA KOYUK 3000 GVL TRUE 52,935

KWT KWETHLUK 1700 GVL TRUE 3,819

KWK KWIGILLINGOK 2500 GVL TRUE 56,952

KLL LEVELOCK 3300 GVL TRUE 3,145

MLY MANLEY 2900 GVL TRUE 1,437

KMO MANOKOTAK 2700 GVL TRUE 7,481

MLL MARSHALL 3200 GVL TRUE 54,797

MYK MAY CREEK 2700 TURF TRUE 314

MXY MCCARTHY 3500 GVL TRUE 1,657

MYU MEKORYUK 3100 GVL TRUE 66,130

MNT MINTO 2000 GVL TRUE 992

MOU MOUNTAIN VILLAGE 2500 GVL TRUE 56,602

WNA NAPAKIAK 3200 GVL TRUE 2,704

PKA NAPASKIAK 3000 GVL TRUE 1,454

KNW NEW STUYAHOK 1800 GVL TRUE 20,076

WWT NEWTOK 2200 GVL TRUE 48,722

NME NIGHTMUTE 1600 GVL TRUE 43,753

IKO NIKOLSKI 3500 GVL TRUE 9,521

NNL NONDALTON 2800 GVL TRUE 2,422

NUP NUNAPITCHUK 2000 GVL TRUE 8,059

OLH OLD HARBOR 2700 GVL TRUE 18,402

KOZ OUZINKIE 2100 GVL TRUE 3,028

PDB PEDRO BAY 3000 GVL TRUE 1,249

KPV PERRYVILLE 2400 GVL TRUE 29,298

PIP PILOT POINT 3300 GVL TRUE 16,667

PQS PILOT STATION 2500 GVL TRUE 35,746

PTU PLATINUM 3000 GVL TRUE 31,166

PVY POPE VANOY TRUE 184

PGM PORT GRAHAM 2000 GVL TRUE 10,790

ORI PORT LIONS 2200 GVL TRUE 3,154

PML PORT MOLLER 3500 GVL TRUE 11,050

KWN QUINHAGAK 2600 GVL TRUE 92,795

RMP RAMPART 3500 GVL TRUE 1,999

RSH RUSSIAN MISSION 2600 GVL TRUE 39,694

SCM SCAMMON BAY 3000 GVL TRUE 132,916

WLK SELAWIK 3000 GVL TRUE 103,941

SOV SELDOVIA 1800 GVL TRUE 11,603

SHX SHAGELUK 3400 GVL TRUE 14,431

SXP SHELDON POINT 3000 GVL TRUE 9,038

SGY SKAGWAY 3500 ASP TRUE 61,892

SKW SKWENTNA 3400 GVL TRUE 1,665

SLQ SLEETMUTE 3100 GVL TRUE 20,461
14

Attachment A

Page 4 of 4

WSN SOUTH NAKNEK 3300 GVL TRUE 1,091

WBB STEBBINS 3000 GVL TRUE 46,880

SVS STEVENS VILLAGE 2100 GVL TRUE 7,332

SRV STONY RIVER 2600 GVL TRUE 3,366

TCT TAKOTNA 1700 GVL TRUE 510

TLJ TATALINA 3800 GVL TRUE 55

TEK TATITLEK 3700 GVL TRUE 845

TLA TELLER 3000 GVL TRUE 18,795

KTS TELLER MISSION 3000 GVL TRUE 37,039

OOK TOKSOOK 3200 ASP TRUE 124,793

TLT TULUKSAK 2400 GVL TRUE 10,585

WTL TUNTATULIAK 1800 GVL TRUE 27,351

TNK TUNUNAK 2000 GVL TRUE 61,899

TWA TWIN HILLS 3000 GVL TRUE 3,933

AIN WAINWRIGHT 3000 GVL TRUE 105,641

WMO WHITE MOUNTAIN 3000 GVL TRUE 20,382 29,910
15

Attachment B

LARGE 

AIRCRAFT

Appendix C-1

Page 1 of 2

System Parameters for Each Carrier "Actual" PenAir PenAir "Trend" A.Circle

1 . Capacity Related Expense (CR) $334,712

2 . Direct Expense, Include Fuel $4,663,861

3 . Indirect Expense $456,836

4 . CR Markup 105.59% 105.59% 106.99%

5 . Return and Tax Markup 109.46% 109.46% 109.46%

6 . T-100 Mail RTMs, Segment, F & G 56,397

7 . T-100 Mail RTMs, Mkt., F&G 54,229

8 . Circuity Markup 109.03% 109.03% 104.00%

Aircraft Type Metro Metro Shorts 330

Aircraft Code 467-1 467-2 487

9 . Direct Expenses, Includes Fuel $758,960 $3,066,749 $1,850,567

10 . Less Passenger Liability Insurance $107,549 $0 $13,815

11 . Linehaul Expense Allocable to Mail $651,411 $3,066,749 $1,836,752

12 . Cost per Block Hour (R11÷R18) $1,062.66 $1,050.26 $2,336.83

13 . Marked Up Costs (R11*R4*R5*R8) $820,879 $3,864,582 $2,237,085

14 . Eligible Expense (R13*R32÷R18) $599,925 $3,532,387 $2,037,854

15 . Cost per RTM (R14÷R36) $9.8610 $7.1795 $17.5426

16a . Percentage of Eligible Mail RTMs 100.00% 19.850%

17a Cost, Wtd. by Mail RTMs, Includes Fuel (R15*R16a) $13.3665 $3.4822

16b Percentage of Eligible Mail RTMs 100.00% 3.924% 64.850% 6.198%

17b . Cost, Wtd. by Mail RTMs, Includes Fuel (R15*R16b) $9.2167 $0.3869 $4.6559 $1.0873

Scheduled + Nonscheduled

18 . System Blk. Hrs., T-100 Segment 613 2,920 786

19 . Pax. RTMs 66,619 80 0

20 . Freight RTMs Wtd. @ 0.75 250 0 76,955

21 . Mail RTMs 31,153 549,537 48,156

22 . Total RTMs 98,022 549,617 125,111

23 . Aircraft Miles 156,027 708,218 129,965

24 . Available Ton Miles (ATMs) 301,655 1,343,592 454,878

25 . Departures Performed 350 1,417 695

26 . Wtd. Departures (GTOW) 5,600 22,672 15,916

27 . Ton Load Factor 32.49% 40.91% 27.50%

28 . Stage Length 446 500 187

29 . ATMs per Mile 1.93 1.90 3.50

30 . RTMs per Mile 0.63 0.78 0.96

31 . RTMs per Hour 159.91 188.23 159.17

Eligible (See Appendix E for basis of calculation)

32 . Block Hours 448 2,669 716

33 Pax. RTM 30,955 80 0

34 . Freight RTM, Wtd. @ .75 116 0 69,147

35 . Eligible Mail RTM 758,567 29,767 491,927 236,873 47,019

36 . Total RTM 60,838 492,007 116,166

37 . Aircraft Miles 115,878 651,814 118,400

38 . Available Ton Miles (ATMs) 220,158 1,234,862 414,400

39 . Departures Performed 272 1,266 633

40 Wtd. Departures (GTOW) 4,352 20,256 14,496

41 . Ton Load Factor 27.63% 39.84% 28.03%

42 . Avg. Stage Length 426 515 187

43 . ATMs per Mile 1.90 1.89 3.50

44 RTMs per Mile 0.53 0.75 0.98

45 RTMs per Hour 135.80 184.34 162.24
16

Attachment B

LARGE 

AIRCRAFT

Appendix C-1

Page 2 of 2

Bering Bering Hageland Warbelow

103.55% 103.55% 103.06% 104.23%

109.46% 109.46% 109.46% 109.46%

105.09% 105.09% 105.68% 111.49%

B-1900 Casa 212 B-1900 B-1900

405 412 405 405

$2,878,335 $954,251 $2,239,132 $1,397,093

$63,259 $18,310 $37,514 $26,024

$2,815,076 $935,941 $2,201,618 $1,371,069

$1,859.36 $1,742.91 $1,396.97 $1,121.07

$3,353,182 $1,114,847 $2,624,704 $1,743,988

$2,017,668 $589,603 $834,376 $1,481,606

$12.0377 $13.5354 $13.4004 $10.4231

31.176% 14.779% 19.040% 15.155%

$3.7529 $2.0004 $2.5514 $1.5796

9.735% 4.615% 5.946% 4.732%

$1.1719 $0.6247 $0.7968 $0.4932

1,514 537 1,576 1,223

189,653 723 9,728 114,360

10,391 28,620 49,434 13,901

73,849 35,008 195,528 35,898

273,893 64,351 254,690 164,159

352,282 86,754 311,892 222,868

880,705 227,729 586,414 401,093

2,085 681 1,347 1,457

35,028 11,577 22,630 24,478

31.10% 28.26% 43.43% 40.93%

169 127 232 153

2.50 2.62 1.88 1.80

0.78 0.74 0.82 0.74

180.91 119.83 161.61 134.23

911 284 501 1,039

86,150 0 9,252 92,987

7,616 8,552 7,912 13,262

73,847 35,008 45,101 35,898

167,613 43,560 62,265 142,147

205,182 45,877 86,260 185,463

512,955 120,427 153,321 334,030

1,497 398 658 1,289

25,150 6,766 11,054 21,655

32.68% 36.17% 40.61% 42.56%

137 115 131 144

2.50 2.62 1.78 1.80

0.82 0.95 0.72 0.77

183.99 153.38 124.28 136.81
17

Attachment C

Page 1 of 3

YR MO ORI ORI CITY DEST DEST CITY

A/C 

TYPE DEPS

AVG 

PAYLOAD

AVG 

SEATS

2010 5 ANC 3291 1 ANCHORAGE CDB 20320 1 COLD BAY 4 56 1 6350 0

2010 8 ANC 3291 1 ANCHORAGE CDB 20320 1 COLD BAY 4 56 9 6350 0

2010 9 ANC 3291 1 ANCHORAGE CDB 20320 1 COLD BAY 4 56 6 6350 0

2010 10 ANC 3291 1 ANCHORAGE CDB 20320 1 COLD BAY 4 56 1 6350 0

2010 12 ANC 3291 1 ANCHORAGE CDB 20320 1 COLD BAY 4 56 1 6350 0

2011 1 ANC 3291 1 ANCHORAGE CDB 20320 1 COLD BAY 4 56 1 6350 0

2011 2 ANC 3291 1 ANCHORAGE CDB 20320 1 COLD BAY 4 56 2 6350 0

2011 3 ANC 3291 1 ANCHORAGE CDB 20320 1 COLD BAY 4 56 1 6350 0

2011 4 ANC 3291 1 ANCHORAGE CDB 20320 1 COLD BAY 4 56 1 6350 0

2010 11 ANC 3291 1 ANCHORAGE CDB 20320 1 COLD BAY 4 59 20 7499 0

2010 12 ANC 3291 1 ANCHORAGE CDB 20320 1 COLD BAY 4 59 16 7499 0

2011 1 ANC 3291 1 ANCHORAGE CDB 20320 1 COLD BAY 4 59 19 7499 0

2011 2 ANC 3291 1 ANCHORAGE CDB 20320 1 COLD BAY 4 59 12 7499 0

2011 3 ANC 3291 1 ANCHORAGE CDB 20320 1 COLD BAY 4 59 10 7499 0

2011 4 ANC 3291 1 ANCHORAGE CDB 20320 1 COLD BAY 4 59 9 7499 0

2011 1 ANC 3291 1 ANCHORAGE DUT 25740 1 DUTCH HARBOR 4 59 1 7499 0

2011 4 ANC 3291 1 ANCHORAGE DUT 25740 1 DUTCH HARBOR 4 59 1 7499 0

2010 8 ANC 3291 1 ANCHORAGE SDP 79590 1 SANDPOINT 4 56 1 6350 0

2010 9 ANC 3291 1 ANCHORAGE SDP 79590 1 SANDPOINT 4 56 1 6350 0

2010 11 ANC 3291 1 ANCHORAGE SDP 79590 1 SANDPOINT 4 59 1 7499 0

2010 12 ANC 3291 1 ANCHORAGE SDP 79590 1 SANDPOINT 4 59 3 7499 0

2011 1 ANC 3291 1 ANCHORAGE SDP 79590 1 SANDPOINT 4 59 1 7499 0

2011 2 ANC 3291 1 ANCHORAGE SDP 79590 1 SANDPOINT 4 59 5 7499 0

2011 3 ANC 3291 1 ANCHORAGE SDP 79590 1 SANDPOINT 4 59 4 7499 0

2011 4 ANC 3291 1 ANCHORAGE SDP 79590 1 SANDPOINT 4 59 1 7499 0

2011 3 ANC 3291 1 ANCHORAGE SNP 78660 1 ST. PAUL 4 56 1 6350 0
18

Attachment C

Page 2 of 3

YR MO ORI ORI CITY DEST DEST CITY

A/C 

TYPE DEPS

AVG 

PAYLOAD

AVG 

SEATS

2010 5 ANC 3291 1 ANCHORAGE CDB 20320 1 COLD BAY 4 56 26 6350 30

2010 6 ANC 3291 1 ANCHORAGE CDB 20320 1 COLD BAY 4 56 42 6350 30

2010 7 ANC 3291 1 ANCHORAGE CDB 20320 1 COLD BAY 4 56 50 6350 30

2010 8 ANC 3291 1 ANCHORAGE CDB 20320 1 COLD BAY 4 56 47 6350 30

2010 9 ANC 3291 1 ANCHORAGE CDB 20320 1 COLD BAY 4 56 40 6350 30

2010 10 ANC 3291 1 ANCHORAGE CDB 20320 1 COLD BAY 4 56 35 6350 30

2010 11 ANC 3291 1 ANCHORAGE CDB 20320 1 COLD BAY 4 56 43 6350 30

2010 12 ANC 3291 1 ANCHORAGE CDB 20320 1 COLD BAY 4 56 31 6350 30

2011 1 ANC 3291 1 ANCHORAGE CDB 20320 1 COLD BAY 4 56 66 6501.515152 30

2011 2 ANC 3291 1 ANCHORAGE CDB 20320 1 COLD BAY 4 56 39 6350 30

2011 3 ANC 3291 1 ANCHORAGE CDB 20320 1 COLD BAY 4 56 36 6384.722222 30

2011 4 ANC 3291 1 ANCHORAGE CDB 20320 1 COLD BAY 4 56 39 6350 30

2010 5 ANC 3291 1 ANCHORAGE DUT 25740 1 DUTCH HARBOR 4 56 33 6350 30

2010 6 ANC 3291 1 ANCHORAGE DUT 25740 1 DUTCH HARBOR 4 56 35 6350 30

2010 7 ANC 3291 1 ANCHORAGE DUT 25740 1 DUTCH HARBOR 4 56 14 6350 30

2010 8 ANC 3291 1 ANCHORAGE DUT 25740 1 DUTCH HARBOR 4 56 29 6350 30

2010 9 ANC 3291 1 ANCHORAGE DUT 25740 1 DUTCH HARBOR 4 56 36 6350 30

2010 10 ANC 3291 1 ANCHORAGE DUT 25740 1 DUTCH HARBOR 4 56 49 6350 30

2010 11 ANC 3291 1 ANCHORAGE DUT 25740 1 DUTCH HARBOR 4 56 97 6350 30

2010 12 ANC 3291 1 ANCHORAGE DUT 25740 1 DUTCH HARBOR 4 56 33 6350 30

2011 1 ANC 3291 1 ANCHORAGE DUT 25740 1 DUTCH HARBOR 4 56 10 6600 30

2011 2 ANC 3291 1 ANCHORAGE DUT 25740 1 DUTCH HARBOR 4 56 11 6463.636364 30

2011 3 ANC 3291 1 ANCHORAGE DUT 25740 1 DUTCH HARBOR 4 56 64 6369.53125 30

2011 4 ANC 3291 1 ANCHORAGE DUT 25740 1 DUTCH HARBOR 4 56 112 6383.482143 30

2010 5 ANC 3291 1 ANCHORAGE SDP 79590 1 SANDPOINT 4 56 17 6350 30

2010 6 ANC 3291 1 ANCHORAGE SDP 79590 1 SANDPOINT 4 56 22 6350 30

2010 7 ANC 3291 1 ANCHORAGE SDP 79590 1 SANDPOINT 4 56 20 6350 30

2010 8 ANC 3291 1 ANCHORAGE SDP 79590 1 SANDPOINT 4 56 17 6350 30

2010 9 ANC 3291 1 ANCHORAGE SDP 79590 1 SANDPOINT 4 56 19 6350 30

2010 10 ANC 3291 1 ANCHORAGE SDP 79590 1 SANDPOINT 4 56 28 6350 30
19

Attachment C

Page 3 of 3

YR MO ORI ORI CITY DEST DEST CITY

A/C 

TYPE DEPS

AVG 

PAYLOAD

AVG 

SEATS

2010 11 ANC 3291 1 ANCHORAGE SDP 79590 1 SANDPOINT 4 56 23 6350 30

2010 12 ANC 3291 1 ANCHORAGE SDP 79590 1 SANDPOINT 4 56 27 6350 30

2011 1 ANC 3291 1 ANCHORAGE SDP 79590 1 SANDPOINT 4 56 26 6350 30

2011 2 ANC 3291 1 ANCHORAGE SDP 79590 1 SANDPOINT 4 56 22 6406.818182 30

2011 3 ANC 3291 1 ANCHORAGE SDP 79590 1 SANDPOINT 4 56 28 6396.428571 30

2011 4 ANC 3291 1 ANCHORAGE SDP 79590 1 SANDPOINT 4 56 30 6393.333333 30

2010 12 ANC 3291 1 ANCHORAGE SNP 78660 1 ST. PAUL 4 56 11 6350 27

2010 10 ANC 3291 1 ANCHORAGE SNP 78660 1 ST. PAUL 4 56 11 6350 27

2010 11 ANC 3291 1 ANCHORAGE SNP 78660 1 ST. PAUL 4 56 9 6350 28

2010 5 ANC 3291 1 ANCHORAGE SNP 78660 1 ST. PAUL 4 56 3 6350 28

2010 6 ANC 3291 1 ANCHORAGE SNP 78660 1 ST. PAUL 4 56 5 6350 28

2010 7 ANC 3291 1 ANCHORAGE SNP 78660 1 ST. PAUL 4 56 3 6350 28

2010 8 ANC 3291 1 ANCHORAGE SNP 78660 1 ST. PAUL 4 56 2 6350 28

2010 9 ANC 3291 1 ANCHORAGE SNP 78660 1 ST. PAUL 4 56 7 6350 28

2011 1 ANC 3291 1 ANCHORAGE SNP 78660 1 ST. PAUL 4 56 2 6350 28

2011 2 ANC 3291 1 ANCHORAGE SNP 78660 1 ST. PAUL 4 56 3 6350 28

2011 3 ANC 3291 1 ANCHORAGE SNP 78660 1 ST. PAUL 4 56 12 6350 28

2010 8 ANC 3291 1 ANCHORAGE STG 78220 1 ST. GEORGE ISLAND 4 56 1 6350 26

2010 12 ANC 3291 1 ANCHORAGE STG 78220 1 ST. GEORGE ISLAND 4 56 3 6350 27

2010 7 ANC 3291 1 ANCHORAGE STG 78220 1 ST. GEORGE ISLAND 4 56 1 6350 28

2010 10 ANC 3291 1 ANCHORAGE STG 78220 1 ST. GEORGE ISLAND 4 56 1 6350 28

2010 11 ANC 3291 1 ANCHORAGE STG 78220 1 ST. GEORGE ISLAND 4 56 1 6350 28

2011 1 ANC 3291 1 ANCHORAGE STG 78220 1 ST. GEORGE ISLAND 4 56 2 6350 28

2011 2 ANC 3291 1 ANCHORAGE STG 78220 1 ST. GEORGE ISLAND 4 56 1 6350 28

2011 3 ANC 3291 1 ANCHORAGE STG 78220 1 ST. GEORGE ISLAND 4 56 2 6350 28

2011 4 ANC 3291 1 ANCHORAGE STG 78220 1 ST. GEORGE ISLAND 4 56 1 6350 28