Order: 2010-11-8 

Served: November 12, 2010 

AOFTR4yv 

^i^m ^ UNITED STATES OF AMERICA 

f ^ F • I DEPARTMENT OF TRANSPORTATION 

%T|^^^ ^ OFFICE OF THE SECRETARY 

^""^^S^^^ WASHINGTON, D.C. 

Issued by the Department of Transportation 

on the 12* day of November, 2010 

Essential Air Service at 

MARION/HERRIN, ILLINOIS 

QUINCY, ILLINOIS 

CAPE GIRARDEAU, MISSOURI 

under 49 U.S.C. 41731 etseq. 

DOT-OST-2000-7881 

DOT-OST-2003-14492 

DOT-OST-1996-1559 

ORDER REQUESTING PROPOSALS 

Summary 

By this order, the Department is requesting proposals from carriers interested in providing 

essential air service (EAS) at Marion/Herrin (Marion) and Quincy, Illinois, and Cape Girardeau, 

Missouri, for the next two-year period from December 1,2011, through November 30, 2013, 

with or without subsidy. Proposals are due January 6, 2011. (See Appendix A for an area map.) 

Background 

By Order 2009-10-13, October 22, 2009, the Department selected Hyannis Air Service, Inc. d^/a 

Cape Air (Cape Air) to provide subsidized EAS at the above-captioned communities. Cape Air 

inaugurated service to all three communities on November 7, 2009, using eight- or ninepassenger Cessna 402 aircraft. Marion/Herrin and Quincy receive 36 weekly nonstop round trips 

and Cape Girardeau receives 24 weekly nonstop round trips. Cape Air operates its service from 

all three communities to Lambert-St. Louis International Airport under a code-share agreement 

with American Airlines. The annual subsidy amounts are: $2,053,783 for Marion, $1,946,270 

for Quincy, and $1,469,715 for Cape Girardeau. 
- 2 -

Request for Proposals 

We are here requesting proposals from carriers interested in providing service at Marion, Quincy, 

and Cape Girardeau, with or without subsidy, to be filed no later than January 6, 2011. After that 

date, our staff will docket the proposals, thereby making them public. Shortly afterwards, we will 

provide a summary of the proposals to the commimities and ask them to submit their final 

comments. We will give ftill consideration to all proposals that are timely filed.' 

Interested carriers should prepare their proposals with every expectation that their initial proposals 

will represent their final and only proposals. However, we retain the discretion to negotiate 

proposals with carriers when we deem it desirable. We also retain the discretion to reject outright all 

unreasonable or unrealistic proposals and solicit a new round of proposals. 

We are here providing interested carriers with some basic information to serve as guidance when 

they prepare their proposals, but we will not prescribe a precise format for their proposals. We 

expect proposals to adequately describe the service being proposed and the armual amount of 

subsidy being requested. The applicants can make their own judgments as to the level of detail 

they wish to present; however, they might want to include proposed schedules as well as 

supporting data for their subsidy requests, such as projected block hours, revenues and expenses. 

We strongly encourage clear, well-documented proposals that will facilitate their evaluation by 

the affected communities and the Department. ^ 

With respect to Marion and Quincy, we ask that carriers submit proposals for two round trips per 

day (12 total roimd trips per week) with 34-seat or larger aircraft, four round trips per day (24 

total round trips per week) with 15-seat to 33-seat aircraft, or six round trips per day (36 round 

trips per week) with eight-or nine-seat aircraft to Chicago O'Hare, Memphis, St. Louis, or 

another suitable hub where numerous cormections to the national air transportation system can be 

made. Service with 15-seat or larger aircraft should be nonstop, but the Department may 

consider additional frequencies per day if the service is linked with another community. Service 

with eight- or nine-seat aircraft should be nonstop between Marion and/or Quincy and the hub. 

With respect to Cape Girardeau, we ask that carriers submit proposals for two nonstop round 

trips per day (12 total round trips per week) with 34-seat or larger aircraft, three round trips per 

day (18 total round trips per week) with 15-seat to 33-seat aircraft, or four round trips per day 

(24 roxmd trips per week) with eight or nine-seat aircraft to Chicago O'Hare, Memphis, St. 

• Carriers should not expect the Department to accept late filings. In cases where a carrier proposes to provide 

essential air service without subsidy and we determine that service can be reliably provided without such 

compensation, we do not proceed with the carrier-selection case. Instead, we simply rely on that carrier's subsidyfree service as proposed. 

^ In selecting a carrier to provide subsidized essential air service, 49 U.S.C. 41733(c) (1) directs us to consider four 

factors: (1) service reliability; (2) contractual and marketing arrangements with a larger carrier at the hub; (3) 

interline arrangements with a larger carrier at the hub; and (4) community views. In addition, the Consolidated 

Appropriations Act, 2008, Public Law 110-161, provides that when selecting a carrier to provide EAS, the 

Department may consider the relative subsidy requirements, thus codifying a factor that we have considered since 

the inception of the program. Interested carriers should also be aware that our general provisions governing 

essential air service will be included in the selection order as part of our authorization of subsidy for the selected 

service. Appendix C of this order contains those general provisions. 
- 3 -

Louis, or another suitable hub where numerous cormections to the national air transportation 

system can be made. 

All three commimities are guaranteed service with 15-seat or larger aircraft; however, the 

communities are currently receiving service with eight-passenger aircraft. If the Department 

receives proposals for eight- or nine-seat, and the commimity ultimately supports the service, in 

effect waiving their right to 15-seat or larger aircraft, we would consider the waiver to apply only 

to the carrier-selection at hand, i.e. we would not assume that the commimity would waive their 

rights for all time. As always, we will formally solicit the communities' views on any service 

options we receive before making a long-term carrier selection decision. 

The communities and air carriers are encouraged to work together in advance of the due date for 

proposals to craft a service pattern that is desirable to the community and meets the operational 

needs of the airline interested in submitting a proposal. In addition, carriers should be very clear 

as to whether a specific community's proposal is on a stand-alone basis, or whether it is part of a 

larger, inseparable package with other communities. 

We encourage proposals that meet these requirements in an efficient maimer. Carriers are also 

welcome to propose more than one service option, if they choose; they need not limit themselves 

to those requirements if they envision other, potentially more attractive service possibilities ~ 

different hubs or length of service terms, for example ~ with subsidy requirements that remain 

competitive. 

New Filing Procedures 

Carrier proposals should be submitted to the Department with all materials merged into a single 

document. The document will be published on Regulations.gov and each page should be 

formatted to be viewed online. 

Service and Traffic History 

For the 12-month period ending July 31, 2010, the most recent period for which traffic data are 

available, Marion averaged 15.5 enplanements a day, Quincy 15.7, and Cape Girardeau 9.1.^ Since 

Cape Air inaugurated service at all three communities in November 2009, enplanements have 

increased significantly vs. the previous carrier's enplanements. For an additional comparison, if we 

look only at enplanements from November 2009 through July 2010 (a 9-month period), Marion 

averaged 18.9 enplanements a day, Quincy 19.8, and Cape Girardeau 11.6. In order to assist 

carriers in making their traffic and revenue forecasts, we have included historical traffic data in 

Appendix B. 

Other Carrier Requirements 

The Department is responsible for implementing various Federal statutes governing lobbying 

activities, drug-free workplaces, and nondiscrimination.'* Consequently, all carriers receiving 

^ See Appendix B for historical traffic data. Enplanements represent one-half of total origin-and-destination traffic, 

and average enplanements per day are based on 77 weekdays and weekends each quarter, except as noted. 

•* The regulations applicable to these areas are: (1) 49 CFR Part 20 - New restrictions on lobbying; (2) 49 CFR Part 

21 - Nondiscrimination in federally-assisted programs of the Department of Transportation - Effectuation of title VI 

of the Civil Rights Act of 1964; 49 CFR Part 27 - Nondiscrimination on the basis of disability in programs and 
Federal subsidy for essential air service must certify that they are in compliance with Department 

regulations regarding drug-free workplaces and nondiscrimination, and those carriers whose 

subsidies exceed $100,000 over the life of the rate term must also certify that they are in 

compliance with the regulations goveming lobbying activities. Because the Department is 

prohibited from paying subsidy to carriers that do not submit these documents, all carriers that 

plan to submit proposals involving subsidy should be aware that the selected carrier will be 

required to complete the required certifications. Interested carriers requiring more detailed 

information regarding these requirements should contact the Office of Aviation Analysis at 

(202) 366-5903.5 

Community and State Comments 

The communities and states are welcome to submit comments on the proposals at any time. As 

noted earlier, however, we will provide a summary of the proposals to the civic parties and ask 

them to submit their final comments shortly after January 6, the due date for proposals. 

This order is issued under authority delegated in 49 CFR 1.56a(f) and re-delegated to the 

Director, Office of Aviation Analysis. 

ACCORDINGLY, 

1. We request that carriers interested in providing essential air service at Marion/Herrin and 

Quincy, Illinois, and Cape Girardeau, Missouri, for the two-year period from December 1, 2011, 

through November 30, 2013, submit their proposals, with or without requests for subsidy, no 

later than January 6, 2011. The proposals should be e-mailed to EAS@dot.gov, with the title: 

"Proposal to Provide Essential Air Service at Marion/Herrin (Docket DOT-OST-2000-7881), 

Quincy (DOT-OST-2003-14492), and/or Cape Girardeau (DOT-OST-1996-1559);6 

2. These dockets will remain open until further order of the Department; and 

3. We will serve copies of this order on the Mayors of Marion, Herrin, Quincy, and Cape 

Girardeau, the managers of Williamson County Regional Airport (Marion/Herrin), Quincy 

Regional Airport, and Cape Girardeau Regional Airport, and the parties listed in Appendix D. 

Persons entitled to petition the Department for review of this order under the Department's 

Aviation Economic Regulations, 14 CFR 385.50, must file such petitions within ten (10) days 

after the date of service of this order. 

This order will be effective immediately, and the filing of a petition for review shall not preclude 

its effectiveness. 

activities receiving or benefiting from Federal financial assistance; and 14 CFR Part 382 -Nondiscrimination on the 

basis of disability in air travel; and (3) 49 CFR Part 29 - Government-wide debarment and suspension (nonprocurement) and government-wide requirements for drug-free workplace (grants). 

5 The certifications are also available on the web at http://ostpxweb.dot.gov/aviation/index.html. 

^ Questions regarding filings in response to this order may be directed via electronic mail to Kevin Schlemmer at 

kevin.schlemmer(a).dot.gov or via phone at (202) 366-3176. 
- 5 -

By: 

TODD M. HOMAN 

Director 

Office of Aviation Analysis 

(SEAL) 

An electronic version of this document is available at h tip://www, regulations, gov 
AREA MAP 

Appendix A 

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I. 

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This map is provided by Sabre® AirVisiori"^ Profit Essentials and is being used with express permission of the 

copyright holder, Sabre Airline Solutions®. 
Appendix B 

Page 1 of3 

Traffic History*' 

Marion/Herrin, IL (MWA) 

Year 

2008 

2008 

2008 

2008 

2008 

2009 

2009 

2009 

2009 

2009 

2009 

2009 

2009 

2009 

2009 

2009 

2009 

2009 

2010 

2010 

2010 

2010 

2010 

2010 

2010 

Month 

8 

9 

10 

11 

12 

1 

2 

3 

4 

5 

6 

7 

8 

9 

10 

11 

11 

12 

1 

2 

3 

4 

5 

6 

7 

Quarter 

3 

3 

4 

4 

4 

1 

1 

1 

2 

2 

2 

3 

3 

3 

4 

4 

4 

4 

1 

1 

1 

2 

2 

2 

3 

Carrier 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines i 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines : 

Great Lakes Airlines i 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Cape Air 

Cape Air 

Cape Air 

Cape Air 

Cape Air 

Cape Air 

Cape Air 

Cape Air 

Cape Air 

Outbound pax 

208 

203 

211 

178 

218 

153 

180 

180 

183 

202 

146 

185 

152 

171 

116 

27 

281 

480 

420 

492 

520 

554 

583 

642 

567 

Inbound Pax 

215 

179 

222 

174 

162 

150 

169 

178 

172 

182 

145 

159 

153 

148 

115 

28 

273 

440 

390 

416 

517 

506 

546 

588 

566 

Total 

423 

382 

433 

352 

380 

303 

349 

358 

355 

384 

291 

344 

4,354 (12 month total) 

305 

319 

231 

55 

:554 

920 ; 

810 

908 

1,037 

1,060 

1,129 

1,230 

1,133 

9,691 (12 month total) 

Average daily enplanements at Marion/Herrin (12-months ending 7/31/2010) - 15.5^ 

Average daily enplanements at Marion/Herrin (9-months ending 7/31/2010) - 18.9^ 

' Source - T-lOO Market Report, Passengers in Scheduled Passenger Service. 

° Average daily enplanements= total traffic for the most recent 12-month period divided by 313 service days divided 

by 2. 

" Average daily enplanements=total traffic for 9 months ending 7/31/2010 divided by 234 service days divided by 2. 
Appendix B 

Page 2 of3 

Traffic History »«* 

Quincy, IL (UIN) 

Year ] 

2008 

2008 

2008 

2008 

2008 

2009 

2009 

2009 

2009 

2009 

2009 

2009 

2009 

2009 

2009 

2009 

2009 

2009 

2010 

2010 

2010 

2010 

2010 

2010 

2010 

Vlonth 

8 

9 

10 

11 

12 

1 

2 

3 

4 

5 

6 

7 

8 

9 

10 

11 

11 

12 

1 

2 

3 

4 

5 

6 

7 

Quarter 

3 

3 

4 

4 

4 

1 

1 

1 

2 

2 

2 

3 

3 

3 

4 

4 

4 

4 

1 

1 

1 

2 

2 

2 

3 

Carrier 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

\ Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Cape Air 

Cape Air 

Cape Air 

Cape Air 

Cape Air 

Cape Air 

Cape Air 

Cape Air 

Cape Air 

Outbound pax 

218 

174 

184 

160 

154 

117 

90 

89 

92 

113 

118 

104 

98 

71 

79 

13 

289 

462 

420 

456 

550 

570 

667 

695 

678 

Inbound pax 

216 

136 

169 

138 

134 

110 

85 

78 

92 

109 

119 

94 

100 

76 

97 

25 

291 

432 

358 

426 

533 

548 

620 

635 

616 

Total 

434 

310 

353 

298 

288 

227 i 

175 

167 

184 

222 

237 

198 : 

3,093 (12-month total) 

198 

147 

176 

38 

580 

894 

778 

882 

1,083 

1,118 

U 87 

1,330 

1,294 

9,805 (12-month total) 

Average daily enplanements at Quincy (12-months ending 7/31/2010) - 15.7" 

Average daily enplanements at Quincy (Cape Air, 9 months ending 7/31/2010) - 19.8'^ 

' 0 Source - T-100 Market Report, Passengers in Scheduled Passenger Service. 

11 Average daily enplanements= total traffic for the most recent 12-month period divided by 313 service days divided 

by 2. 

12 Average daily enplanements=total traffic for 9 months ending 7/31/2010 divided by 234 service days divided by 2. 
Appendix B 

Page 3 of3 

Traffic History'^ 

Cape Girardeau, MO (CGI) 

Year Month Quarter Carrier 

2008 

2008 

2008 

2008 

2008 

2009 

2009 

2009 

2009 

2009 

2009 

2009 ^ 

2009 

2009 

2009 

2009 

2009 

2009; 

2010; 

2010 

2010 

2010 

2010 

2010 

2010 

8 ; 

9 

10 

11 

12 

1 

2 

3 

4 

5 

6 

1 "i 

8 

9 

10 

11 . 

11 ; 

12 

1 

2 

3 

4 

5 i 

6 

7 

3 

3 

4 

4 

4 

1 

1 

1 

2 

2 

2 

3 

3 

3 

4 

4 

4 

4 

1 

1 

1 

2 

2 

2 

3 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

Great Lakes Airlines 

\ Cape Air 

Cape Air 

Cape Air 

Cape Air 

Cape Air 

Cape Air 

Cape Air 

Cape Air 

Cape Air 

Outbound pax Inbound pax Total 

72 

51 

62 

34 

29 

23 

46 

49 

53 

61 

56 

54 

57 

34 

33 

6 

157 

300 

279 

260 

374 

318 

373 

408 

397 

58 ; 130 

47 98 

54 116 

38 72 

38 67 

36 59 ; 

40 : 86 

49 ; 98 

56 109 

47 108 

40 96 

54 108 

1,147 (12 month total) 

60 117 

35 69 

29 62 

6 12 

164 ; 321 

236 • 536 

266 545 

232 492 

329 703 

265 583 

342 715 

374 ; 782 

358 ^ 755 

5,692 (12 month total) 

Average daily enplanements at Cape Girardeau (12-months ending 7/31/2010) - 9.1 ''* 

Average daily enplanements at Cape Girardeau (9-months ending 7/31/2010) - 11.6'^ 

'•^ Source - T-lOO Market Report, Passengers in Scheduled Passenger Service 

'^ Average daily enplanements= total traffic for the most recent 12-month period divided by 313 service days divided 

by 2. 

'^ Average daily enplanements=total traffic for 9 months ending 7/31/2010 divided by 234 service days divided by 2. 
Appendix C 

Example of General Terms and Conditions for Essential Air Service 

The carrier understands that it may forfeit its compensation for any flights that it does not 

operate in conformance with the terms and stipulations of the rate order, including the 

service plans outlined in the order and any other significant elements of the required 

service, without prior approval. The carrier understands that an aircraft take-off and 

landing at its scheduled destination constitutes a completed flight; absent an explanation 

supporting subsidy eligibility for a flight that has not been completed, such as certain 

weather cancellations, only completed flights are considered eligible for subsidy. In 

addition, if the carrier does not schedule or operate its flights in fiill conformance with the 

order for a significant period, it may jeopardize its entire subsidy claim for the period in 

question. If the carrier contemplates any such changes beyond the scope of the order 

during the applicable period of these rates, it must first notify the Office of Aviation 

Analysis in writing and receive written approval from the Department to be ensured of 

fiill compensation. Should circumstances warrant, the Department may locate and select 

a replacement carrier to provide service on these routes. The carrier must complete all 

flights that can be safely operated; flights that overfly points for lack of traffic will not be 

compensated. In determining whether subsidy payment for a deviating flight should be 

adjusted or disallowed, the Department will consider the extent to which the goals of the 

program are met and the extent of access to the national air transportation system 

provided to the community. 

If the Department unilaterally, either partially or completely, terminates or reduces payments for 

service or changes service requirements at a specific location provided for under this order, then, 

at the end of the period for which the Department does make payments in the stipulated amounts 

or at the stipulated service levels, the carrier may cease to provide service to that specific location 

without regard to any requirement for notice of such cessation. Those adjustments in the levels of 

subsidy and/or service that are mutually agreed to in writing by the Department and carrier do not 

constitute a total or partial reduction or cessation of payment. 

Subsidy contracts are subject to, and incorporate by reference, relevant statutes and 

Department regulations, as they may be amended fi"om time to time. However, any such 

statutes, regulations, or amendments thereto shall not operate to controvert the foregoing 

paragraph. 

Funds are not currently available for performance under this solicitation beyond [DATE]. 

The Government's obligation for performance under this solicitation beyond [DATE], is 

contingent upon the availability of appropriated ftinds from which payment for services 

can be made. No legal liability on the part of the Govenmient for any payment may arise 

for performance under this order beyond [DATE], until funds are made available to the 

Department for performance. If funds are not made available for performance beyond 

[DATE], the carrier will receive notice in writing by the Department. 

All claims for payment must be submitted within 60 days of the last day of service 

provided under this order. 
Appendix D 

Scheduled Air Carriers, Contiguous US and Puerto Rico 

Air Greco/Wings Air 

Air Sunshine, Inc. 

Air Sunshine, Mirmohammad Adili 

Air West, Inc., John Raatz 

Air Wisconsin, Annette Daly 

Air Wisconsin, Jim Rankin 

Airline Associates, Bill Mishk 

Alaska Airlines, Jeff Cole 

Alaska Airlines, Sandy Sinick 

Allegiant Air, Brian Davis 

American Airlines, Carl Nelson 

American Eagle, Jeffrey Hartz 

Atlantic Southeast, Jon Lindlief 

Atlantis Southeast, Roger Weston 

Aviation Technologies/Charter Air Transport 

Bemidji Aviation, Con Rude 

Bemidji Aviation, Arlen Rinkenberger 

Cape Air, Andrew Bonney 

Cape Air, Dan Wolf 

Cape Air, J. Flaherty 

Classic Aviation, Tony Henderson 

Colgan Air, Mike Colgan 

Colgan Air, Kevin Scott 

CommutAir, Andy Price 

CommutAir, Joel Raymond 

Consultant, Robert Silverberg 

Continental, Bruce Keiner 

Continental, Dan Weiss 

Continental, Lorry Halloway 

Delta, Anthony Canitano 

Delta, Dan Shuman 

Delta, Jeff Morgan 

Delta, Joe Esposito 

Delta, Karen Zachary 

Delta, Kristal Murphy 

Delta, Sascha Vanderbellen 

DHS, Bill Ragan 

DHS, David Bemier 

Dorado Jets 

Dorado Jets, Mark McKenna 

Era Aviation, Lori Goodman 

Executive Airlines, Kate Soled 

Frontier Flying, Bob Hajducovich 

Frontline Aviation 

Gem Air, Dan Schroeder 

Gem Air, JoAnn Wolters 

Great Lakes, Chuck Howell 

Great Lakes, Doug Voss 

Gulfstream, Dave Hackett 

Gulfstream, Mickey Bowman 

Gulfstream, T. Cooper 

Horizon Air, Dan Russo 

Horizon Air, Jennifer Thompson 

Horizon Air, Mike McQueen 

Horizon Air, Jeff Cole 

ICEPR, Luis Irizarry 

Intrepid Intematl Air, Rick Eyk 

Island Air Charters, Linda House 

Jet Air, Daniel Wolford 

Kenmore Air, Tim Brooks 

McCall Aviation, Dan Scott 

McCall Aviation, Michelle 

Mesa Air, Michael Lotz 

Mesaba, John Spanjers 

Mesaba, Max Shemesh 

MidStar Airlines, Jeffrey Fonner 

Midwest Airlines, Greg Aretakis 

MN Aviation, Jose Maldonado 

Multi Aero, Damea 

Multi Aero, Shane Storz 

Northern Air Cargo, David Karp 

Northern Air Cargo, Eric Van Andel 

Northwest, Tim McDonald 

Northwest, Aaron Murray 

NYDC, Henok Araya 

OST, Brian Swanson 

OST, Dennis DeVany 

OST, Kevin Adams 

OST, Kevin Schlemmer 

OST, Michael Martin 

OST, Renee Williams 

Pacific Aviation Group, Craig Garrick 

Pacific Aviation Group, Ron Pye 

Pacific Wings, Frank Ford 

Pacific Wings, Greg Kahlstorf 

PenAir, Danny Seybert 

PenAir, Scott Bloomquist 

Pinnacle Airiines, Joe Williams 

Pinnacle Airiines, Phil Reed 

Planemasters, Inc. John Kessler 

Planemasters, Inc. Paul Berliner 

Planemasters, Inc. Todd DeSimone 

Raytheon, Mike Scheldt 

Saab Group, Polly Prelinger 

Scenic, Mary Schneider 

Scenic, Mitzi Daines 

Seaborne Airlines, Shavm Lewis 

SeaPort Airiines, Daniel Helland 

SeaPort/Wings of Alaska, Jim Day 

SeaPort/Wings of Alaska, Nate Vallier 

SeaPort/Wings of Alaska, Rob McKinney 

Shuttle America, Jerry Balsano 

Sky West, Brad Rawson 

SkyWest, Eric Christensen 

SkyWest, Michael Thompson 

Sovereign Air, Bob Kams 

Sovereign Air, Lois R. Barton 

Tatonduk, Robert Everts 

Tatonduk, Robert Ragar 

Tradewind, Eric Zipkin 

TransStates, Fred Oxley 

TransStates, Gerry Wigmore 

Transport Azumah, Joel Anabilah-Azumah 

United, Alicia Gabriel 

United, James Stames 

US Airways, Benjamin Slocum 

US Airways, Howard Kass 

US Airways, Jason Reisinger 

Warbelows Air Ventures, Art Warbelow