Order: 2010-5-22

Served: May 19, 2010

 UNITED STATES OF AMERICA

 DEPARTMENT OF TRANSPORTATION

 OFFICE OF THE SECRETARY

 WASHINGTON, D.C.

Issued by the Department of Transportation

on the 19th day of May, 2010

DOT-OST-2003-14528

DOT-OST-2004-17617

DOT-OST-2003-15553

DOT-OST-2003-14950

 DOT-OST-1997-2523

ORDER REQUESTING PROPOSALS

Summary

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

essential air service (EAS) at Bradford, DuBois, and Oil City/Franklin, Pennsylvania, and 

Jamestown, New York, for the next two-year period from October 1, 2010, through 

September 30, 2012, with or without subsidy. Proposals are due June 22, 2010. (See Appendix 

A for an area map.) 

Background

By two Orders1

 1 Order 2008-5-3, May 6, 2008, for DuBois, Oil City/Franklin, and Greenbrier/White Sulphur Springs, and 

Order 2008-6-37, June 25, 2008, for Bradford and Jamestown.

, the Department selected Gulfstream International Airlines, Inc. (Gulfstream) to 

provide subsidized EAS at the above-captioned communities. Order 2008-6-37, June 25, 2008, 

selected Gulfstream to provide EAS at Bradford and Jamestown for the two-year period from 

October 1, 2008, through September 30, 2010. Order 2008-5-3, May 6, 2008, selected 

Gulfstream to provide EAS at DuBois, Oil City/Franklin, and Greenbrier/White Sulphur Springs, 

for a two-year period beginning when the carrier inaugurated service through the end of the 24th

Essential Air Service at

BRADFORD, PENNSYLVANIA

DuBOIS, PENNSYLVANIA

GREENBRIER/WHITE SULPHUR SPRINGS, 

WEST VIRGINIA

JAMESTOWN, NEW YORK

OIL CITY/FRANKLIN, PENNSYLVANIA

under 49 U.S.C. 41731 et seq.
- 2 -

month thereafter. Gulfstream inaugurated service at those three communities on September 3, 

2008, thus setting an expiration date of September 30, 2010, the same as Bradford and 

Jamestown’s. Service to all five communities consists of service to Cleveland Hopkins 

International Airport as Continental Connection, using 19-passenger Beechcraft 1900 aircraft. 

The service provided and subsidy amounts are summarized in the chart below.

Number of weekly 

Community round trips Annual subsidy & notes

Bradford 18 $2,701,605 (includes Jamestown)

DuBois 24 $2,020,095

Oil City/Franklin 12 $1,226,773

Jamestown 18 $2,701,605 (includes Bradford)

Greenbrier/W. Sulphur 13 $2,330,725

 Springs 

We are not soliciting proposals for Greenbrier/White Sulphur Springs, West Virginia 

(Greenbrier). In Order 2008-5-3, May 6, 2008, Greenbrier was included under the same contract 

as DuBois and Oil City/Franklin. However, on June 10, 2010, Atlantic Southeast Airlines (ASA) 

and Pinnacle Airlines, both operating as Delta Connection, will inaugurate subsidy-free service 

from Greenbrier Valley Airport to both Atlanta-Hartsfield Jackson International Airport and 

New York LaGuardia Airport with 50-seat Canadair CRJ-200 aircraft. Delta Connection will 

provide one daily nonstop round trip in the Greenbrier-Atlanta market and one daily nonstop 

round trip in the Greenbrier-New York LaGuardia market. That level of service fully meets 

Greenbrier’s EAS requirements, so, consistent with longstanding program practice, we will 

simply rely on Delta Connection’s subsidy-free service and not request proposals. We will 

continue to compensate Gulfstream for its service at Greenbrier through the end of the current 

contract period – September 30, 2010. Despite not receiving an EAS subsidy, Greenbrier will 

remain a designated-EAS community, and, should Delta Connection subsequently decide to 

terminate service in either market, it would first have to file a 90-day notice of its intent to 

suspend service.

Special discussion concerning Bradford and Oil City/Franklin

Based on the most recent 12-month period for which data are available (April 1, 2009, through 

March 31, 2010), 5,157 passengers were enplaned and deplaned at Bradford, while 2,785 

passengers were enplaned and deplaned at Oil City/Franklin. The annual subsidy amount for 

Bradford is $1,350,803 and Oil City/Franklin’s is $1,226,773. Therefore, the subsidy per 

passenger at Bradford is $262 and $440 at Oil City/Franklin. The Department is prohibited from 

subsidizing air service at a community where the subsidy per passenger exceeds $200, unless the 

community is more than 210 highway miles from the nearest large or medium hub airport2. 

Bradford and Oil City/Franklin exceed the $200 per passenger cap and both are fewer than 210 

miles from a large or medium hub. Bradford is 84 miles from Buffalo Niagara International 

Airport (BUF) and Oil City/Franklin is 100 miles from Pittsburgh International Airport (PIT).

In Order 2008-5-3, we expressed our concern that the subsidy level for Oil City/Franklin was 

high when viewed in the context of passenger usage. The Department encouraged the 

 2 Congress first established the $200 ceiling under P.L. 101-164 for fiscal year 1990, and reestablished it in fiscal 

years 1994-1999. The ceiling was made permanent by P.L. 106-69, the Department of Transportation and Related 

Agencies Appropriations Act of 2000.
- 3 -

community and Gulfstream to work together to maximize use of the service to avoid exceeding 

the $200 per passenger cap. Rather than terminate service eligibility at either community, at this 

stage, the Department will solicit proposals for EAS at both, but the Department will evaluate all 

proposals submitted before committing to a two-year contract or making a final determination on 

Bradford and Oil City/Franklin’s continuing eligibility. During the 30-day window for 

proposals, we expect both communities to work aggressively with all potential applicants to 

mitigate some of the risks that the carriers may face in an attempt to lower their subsidy levels.

Request for Proposals

As the end of the current rate terms approach, we are here requesting proposals from carriers 

interested in providing service at Bradford, DuBois, Jamestown, and/or Oil City/Franklin, with or 

without subsidy, to be filed no later than June 22, 2010. After that date, our staff will docket the 

proposals, thereby making them public, and direct each carrier to serve a copy of its proposal on the 

civic parties and other applicants. Shortly afterwards, we will provide a summary of the proposals to 

the communities and ask them to submit their final comments. We will give full consideration to all 

proposals that are timely filed.3 

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 annual 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.4

With respect to DuBois, we ask that carriers submit proposals for two round trips per day (12 

total round trips per week) with 30-seat or larger aircraft or three round trips per day (18 total 

round trips per week) with 15-seat or larger aircraft to Cleveland, Detroit, Washington, D.C. or

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

made. Service may be non-stop or one-stop, routed through a nearby community. The 

 3 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.

4 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. 
- 4 -

Department may consider subsidizing four round trips per day if two or more of the proposed 

round trips are linked with another community.

For Oil City/Franklin, we are requesting two round trips per day (12 total per week) of either 

nonstop or one stop service to a suitable hub airport. While Oil City/Franklin is entitled to 

service with 15-seat or larger aircraft, the extremely low traffic levels may be better suited to 

service with smaller aircraft seating fewer than 15 passengers. If a proposal is submitted for 

service offering fewer than 15-seats, we will consider subsidizing one additional daily round trip 

(for a total of 18 per week).

With respect to Bradford and Jamestown, we ask that carriers submit proposals for two nonstop 

round trips per day (12 total round trips per week) with 15-seat or larger aircraft. An additional 

frequency may be subsidized (for a total of 18 per week) if it is linked with another community, 

as Bradford and Jamestown’s service has been historically.

As stated above, we will evaluate all proposals submitted before committing to a two-year 

contract or making a final determination on Bradford and Oil City/Franklin’s continuing 

eligibility.

We would also entertain proposals for eight- or nine-seat aircraft with an additional frequency 

for any or all of the four communities. In that event, and the community 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 two-year carrier-selection at hand, i.e. we would not assume that the 

community waives 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 manner. 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, 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 year ending March 31, 2010, the most recent period for which traffic data are available, 

Bradford averaged 8.2 enplanements a day, DuBois 16.3, Jamestown 11.4, and Oil City/Franklin 

4.4.5

 5 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.

 In order to assist carriers in making their traffic and revenue forecasts, we have included 

historical traffic data in Appendix B.
- 5 -

Other Carrier Requirements

The Department is responsible for implementing various Federal statutes governing lobbying 

activities, drug-free workplaces, and nondiscrimination.6 Consequently, all carriers receiving 

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 governing 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) 366-5903.7

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 June 22, 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 Bradford, DuBois, and 

Oil City/Franklin, Pennsylvania, and Jamestown, New York, for the two-year period from 

October 1, 2010, through September 30, 2012, submit their proposals, with or without requests 

for subsidy, no later than June 22, 2010. The proposals should be e-mailed to EAS@dot.gov, 

with the title: “Proposal to Provide Essential Air Service at Bradford (Docket DOT-OST-2003-

14528) DuBois (DOT-OST-2004-17617), Oil City/Franklin (DOT-OST-1997-2523) and/or

Jamestown (DOT-OST-2003-14950);8

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 Bradford, DuBois, Oil City, Franklin, 

White Sulphur Springs, and Jamestown, the managers of Bradford Regional Airport, DuBois 

Regional Airport, Venango Regional Airport (Oil City/Franklin), Greenbrier Valley Airport, 

Chautauqua County/Jamestown Airport, and the parties listed in Appendix D. 

 6 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 

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).

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

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

kevin.schlemmer@dot.gov or via phone at (202) 366-3176.
- 6 -

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.

By:

TODD M. HOMAN

Director

Office of Aviation Analysis

(SEAL)

An electronic version of this document is available on the Internet at http://www.regulations.gov 
Appendix A

AREA MAP

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

copyright holder, Sabre Airline Solutions®.
 Appendix B

Page 1 of 4

Traffic History*

Oil City/Franklin, Pennsylvania (FKL)

Year Quarter Carrier Deplaned Enplaned Totals

2006 2 Air Midwest Inc. 498 505 1,003

2006 3 Air Midwest Inc. 520 555 1,075

2006 4 Air Midwest Inc. 429 458 887

2007 1 Air Midwest Inc. 351 384 735

3,700

2007 2 Air Midwest Inc. 393 390 783

2007 3 Air Midwest Inc. 399 396 795

2007 4 Air Midwest Inc. 340 321 661

2008 1 Air Midwest Inc. 174 195 369

2,608

2008 2 Air Midwest Inc. 106 92 198

2008 3 Gulfstream Int 289 87 376

2008 4 Gulfstream Int 1,156 299 1,455

2009 1 Gulfstream Int 1,047 322 1,369

3,398

2009 2 Gulfstream Int 351 376 727

2009 3 Gulfstream Int 362 362 724

2009 4 Gulfstream Int 387 376 763

2010 1 Gulfstream Int 287 284 571

2,785

Average daily enplanements at Oil City/Franklin (12-months ending 3/31/2010) – 4.4** 

*Source – T-100 Market Report, Passengers in Scheduled Passenger Service, includes traffic for Air 

Midwest, Inc. and Gulfstream International Airlines only.

**Average daily enplanements= total traffic for the most recent year divided by 313 service days divided 

by 2.
Appendix B

Page 2 of 4

Traffic History*

DuBois, Pennsylvania (DUJ)

Year Quarter Carrier Deplaned Enplaned Totals

2006 2 Air Midwest Inc. 2,087 2,116 4,203

2006 3 Air Midwest Inc. 2,249 2,267 4,516

2006 4 Air Midwest Inc. 2,033 2,143 4,176

2007 1 Air Midwest Inc. 1,745 1,869 3,614

16,509

2007 2 Air Midwest Inc. 1,813 1,897 3,710

2007 3 Air Midwest Inc. 1,659 1,839 3,498

2007 4 Air Midwest Inc. 1,486 1,563 3,049

2008 1 Air Midwest Inc. 960 1,122 2,082

12,339

2008 2 Air Midwest Inc. 509 538 1,047

2008 3 Gulfstream Int 205 309 514

2008 4 Gulfstream Int 907 1,248 2,155

2009 1 Gulfstream Int 810 1,161 1,971

5,687

2009 2 Gulfstream Int 1,309 1,316 2,625

2009 3 Gulfstream Int 1,342 1,373 2,715

2009 4 Gulfstream Int 1,301 1,238 2,539

2010 1 Gulfstream Int 1,128 1,221 2,349

10,228

Average daily enplanements at DuBois (12-months ending 3/31/2010) – 16.3** 

*Source – T-100 Market Report, Passengers in Scheduled Passenger Service, includes traffic for Air 

Midwest, Inc. and Gulfstream International Airlines only.

**Average daily enplanements= total traffic for the most recent year divided by 313 service days divided 

by 2.
 Appendix B

 Page 3 of 4

Traffic History*

Jamestown, New York (JHW)

Year Quarter Uniquecarriername Deplaned Enplaned Totals

2006 2 Colgan Air 1,344 1,022 2,366

2006 3 Colgan Air 1,355 1,278 2,633

2006 4 Colgan Air 1,058 1,014 2,072

2007 1 Colgan Air 873 862 1,735

8,806

2007 2 Colgan Air 1,240 1,104 2,344

2007 3 Colgan Air 1,251 1,263 2,514

2007 4 Colgan Air 845 785 1,630

2008 1 Colgan Air 817 1,038 1,855

8,343

2008 2 Colgan Air 621 1,254 1,875

2008 3 Colgan Air 661 1,329 1,990

2008 4 Gulfstream Int 1,421 786 2,207

2009 1 Gulfstream Int 1,136 692 1,828

7,900

2009 2 Gulfstream Int 876 827 1,703

2009 3 Gulfstream Int 1,109 1,138 2,247

2009 4 Gulfstream Int 865 875 1,740

2010 1 Gulfstream Int 663 760 1,423

7,113

Average daily enplanements at Jamestown (12-months ending 3/31/2010) – 11.4** 

*Source – T-100 Market Report, Passengers in Scheduled Passenger Service, includes traffic for Air 

Midwest, Inc. and Gulfstream International Airlines only.

**Average daily enplanements= total traffic for the most recent year divided by 313 service days divided 

by 2.
 Appendix B

 Page 4 of 4

Traffic History*

Bradford, Pennsylvania (BFD)

Year Quarter Carrier Deplaned Enplaned Totals

2006 2 Colgan Air 857 949 1,806

2006 3 Colgan Air 858 949 1,807

2006 4 Colgan Air 822 815 1,637

2007 1 Colgan Air 709 866 1,575

6,825

2007 2 Colgan Air 808 778 1,586

2007 3 Colgan Air 697 711 1,408

2007 4 Colgan Air 586 682 1,268

2008 1 Colgan Air 807 1,050 1,857

6,119

2008 2 Colgan Air 1,023 1,599 2,622

2008 3 Colgan Air 958 1,578 2,536

2008 4 Gulfstream Int 492 589 1,081

2009 1 Gulfstream Int 421 471 892

7,131

2009 2 Gulfstream Int 608 592 1,200

2009 3 Gulfstream Int 787 777 1,564

2009 4 Gulfstream Int 665 693 1,358

2010 1 Gulfstream Int 506 529 1,035

5,157

Average daily enplanements at Bradford (12-months ending 3/31/2010) – 8.2** 

*Source – T-100 Market Report, Passengers in Scheduled Passenger Service, includes traffic for Air 

Midwest, Inc. and Gulfstream International Airlines only.

**Average daily enplanements= total traffic for the most recent year divided by 313 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 full 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 

full 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 from 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 funds from which payment for services 

can be made. No legal liability on the part of the Government 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

Distribution

Air Sunshine, Inc. Intrepid Internatl Air, Rick Eyk

Air Sunshine, Mirmohammad Adili Island Air Charters, Linda House

Air West, Inc., John Raatz Jet Air, Daniel Wolford

Air Wisconsin, Annette Daly Kenmore Air, Tim Brooks

Airline Associates, Bill Mishk McCall Aviation and Salmon Air, Dan Scott

Alaska Airlines, Jeff Cole McCall Aviation, Michelle

Alaska Airlines, Sandy Sinick Mesa, Jonathan Ornstein

Allegiant Air, Robert Ashscroft Mesa, Michael Lotz 

American Airlines, Carl Nelson Mesa, Mike Holcomb

American Eagle, Jeffrey Hartz Mesaba, John Spanjers 

Atlantic Southeast, Jon Lindlief Mesaba, Max Shemesh

Atlantis Southeast, Roger Weston Midstar Airlines, Jeffrey Fonner

Bemidji Aviation, Cori Rude Midwest Airlines, Greg Aretakis

Bemidji Aviation, Arlen Rinkenberger MN Aviation, Jose Maldonado 

Cape Air, Andrew Bonney Multi Aero, Darnea

Cape Air, Dan Wolf Multi Aero, Shane Storz

Cape Air, J. Flaherty Northwest, Tim McDonald 

Classic Aviation, Tony Henderson NYDC, Henok Araya

Colgan Air, Mike Colgan OST, Brian Swanson

CommutAir, Andy Price OST, Dennis DeVany

CommutAir, Joel Raymond OST, Kevin Adams

Consultant, Robert Silverberg OST, Kevin Schlemmer

Continental, Bruce Keiner OST, Michael Martin 

Continental, Dan Weiss OST, Renee Williams

Continental, Lorry Halloway Pacific Wings, Frank Ford

Delta, Amy Martin Pacific Wings, Greg Kahlstorf

Delta, Dan Shuman PenAir, Danny Seybert

Delta, Jeff Morgan PenAir, Scott Bloomquist

Delta, Joe Esposito Pinnacle Airlines, Joe Williams 

Delta, Karen Zachary Pinnacle Airlines, Phil Reed

Delta, Sascha Vanderbellen Public Charters, Jim Gallagher

Dorado Jets Scenic, Mary Schneider

Dorado Jets, Mark McKenna Scenic, Mitzi Daines

Era Aviation, Mike Lenorman Seaborne Airlines, Wayne D'Amico

Executive Airlines, Kate Soled SeaPort Airlines, Jim Day

Frontier Flying, Bob Hajducovich SeaPort Airlines, Rob McKinney

Gem Air, Dan Schroeder Shuttle America, Jerry Balsano 

Gem Air, JoAnn Wolters SkyWest, Eric Christensen

Great Lakes, Chuck Howell SkyWest, Michael Thompson

Great Lakes, Doug Voss Sovereign Air, Bob Karns

Great Lakes, Greg Stephens Sovereign Air, Lois R. Barton

Gulfstream, Dave Hackett Tradewind, Eric Zipkin 

Gulfstream, Mickey Bowman TransStates, Fred Oxley 

Gulfstream, T. Cooper TransStates, Gerry Wigmore

Homeland Security, Bill Ragan United, Alicia Gabriel

Homeland Security, David Bernier United, James Starnes

Homeland Security, Randy Webb US Airways, Benjamin Slocum

Horizon Air, Dan Russo US Airways, Howard Kass

Horizon Air, Jennifer Thompson US Airways, Jason Reisinger 

Horizon Air, Jeff Cole Warbelows Air Ventures, Art Warbelow

ICEPR, Luis Irizarry Wings Air (Air Greco), Aaron Goerlich