# PROPOSAL OF LINCOLN, NE BRASKA

Submitted By: Lincoln Airport Authority

Docket OST

- 2010

- 0 124

AUGUST 2010 

# PROPOSAL UNDER THE SMALL COMMUNITY AIR

SERVICE DEVELOPMENT PROGRAM

Legal Sponsor: Lincoln Airport Authority

DUNS #197601685

Nebraska Congressional District 01pg. 2 AUGUST 2010



# TABLE OF CONTENTS

Proposal Summary 3

Community and Airport 3

Official Project Sponsor 3

Statement of Air Service Deficiency 3

Proposed Grant Solution 3

Community Partners 3

Project Description 4



## Lincoln Market Overview 5

Population Base 5

Economic Base 5
LNK Primary Service Area 7



## Curr ent Air Service and Deficiency 8

Current Lincoln Air Service 9

E nplanement Trends at Lincoln 9

Service Pattern and Fares 9

Curren t and Potential Connectivity 11

Previous Air Service Development Efforts 12



## Proposed Solution 1 3

Overview 13

Targeted Solution #1: Delta

- Memphis 13

Targeted Solut ion #2: Continental

- Houston 14
Targeted So lution #3: American

– Dallas 15
Need for Risk Mitigation 16

Marketing Support 16



## Grant Administration Plan 1 7

Grant Request Summary 17

Risk Mitigation Terms 17

Project Term 18

Role of Community Partner s 18

Project Monitoring 18



## Appendix B 1 9pg. 3 AUGUST 2010



# PROPOSAL SUMMARY

C ommunity and Airport:

Community: Lincoln, Nebraska Airport: Lincoln Airport (LNK) Address: P.O. Box 80407, Lincoln, Nebraska 68501

Phone: 402.458.2400

Fax: 402.458.2490



### Official Project Sponsor:

Lincoln Airport Authority



### Statement of Air Service Deficiency:

Lincoln today is losing over 875,000 passengers annually, due to air service deficiencies which are resulting in loss of economic growth in the region. These deficiencies are demonstrable and quantifiable:

 High leakage to Omaha, due to air service cutbacks at L incoln over the past five years

 Unreasonably high fares due to lack of sufficient air service to key connecting hubs

 Insufficient capacity offered by incumbent carriers, resulting in a lack of incentive to offer h igher

numbers of discount seats

The airport is working with both new and incumbent airline s to address these deficiencies. One of the key solutions is additional service to an airline hub that will provide capacity to the East and the South. Today, the only air access between Lincoln and the entire US East Coast, Middle

- Atlantic and Deep South is via just

three 50

- seat jets daily via Chicago/O’Hare. The load factors on these flights approach 80%.This literally

drives local consumers

– both inbound and outbound

– into using Omaha as their point of entry to the region.



### Proposed Grant Solution:

This proposal is for a $500,000 grant, matched by $130 ,000 in local funds to provide risk mitigation for

service to an additional connectin g hub that will provide increased capacity to and from points in the Mid

Atlantic and Deep South. It is clear from da ta provided in this document that the service can be self

supporting. Due to the fact that US airlines are actually reducing the number of small “regional” jets in their fleets, it is necessary to offer incentives to offset their risk in implementing new s ervice. This grant will satisfy that requirement.



### Community Partners:

This proposal is supported by the City of Lincoln, Lancaster County, Lincoln Airport Authority, Lincoln Chamber of Commerce, and the Lincoln Partnership for Economic Development.

The aforementioned community partners will play an active role in the following:pg. 4 AUGUST 2010

 Providing matching community funds for SCASD grant dollars

 Working with Lincoln Airport to negotiate agreements with target air carriers subsequent to award

 Liaise with Dep artment of Transportation regarding carrier performance during grant period

 Administration of total project funding

 Preparation of quarterly reports, as necessary, for the Department of Transportation



### Project Description:

This proposal requests $500,00 0 in SCASD grant funds. Grant dollars will be matched wit h $13 0,000 in

lo cal community funds ($50,000 community match and $80,000 in airport marketing dollars) and “in

- kind”

contributions provided by Lincoln airport in the form of fee and rent waivers for new service valued at approximately $ 100,000

. Total project funding level will be approximately $ 7 30,000

.

The goal of the project outlined herein is to provide risk abatement funding for service to an additional airline hub in the Southern/Southeastern ar ea of the United States. Currently LNK lacks access to much of the Southern/Southeastern United States and is leaking most of this traffic to nearby Omaha. The Lincoln Airport and its partners believe the Lincoln market can generate sufficient traffic and revenue to support this

new service.

It is important to note that while risk abatement funding may be necessary to recruit this new service, these funds will only be dispersed should the recruited carrier fall short of profitability on the route. It is p ossible that Lincoln Airport may only utilize a portion of the dollars requested, and should this prove to be the case, Lincoln is prepared to return any unused funds to the DOT for future use in the SCASD program.



### Planned Distribution of Project Fundspg. 5 AUGUST 2010



# LINCOLN MARKET OVERVIEW

Population Base:

Approximately 630,000 people live within the Lincoln Airport primary service area (see next page for service area map). Lincoln is also home to the University of Nebraska, Nebraska Wesleyan, Union College, an d Southwest Community College. Altogether, these institutions are home to an additional 35,000 students.

In addition to the strong commercial ties between Lincoln and the East and South , Lincoln’s geographic location and demographics result in a large num ber of “snowbirds” who travel to spend the winter season in

warmer climates. Many of these people own second homes in the South/Southeast United States. These second home owners make numerous trips throughout the year to check on their properties in additi on to their annual pilgrimage to sunshine. Currently this segment of Lincoln air travelers lacks a convenient Southbound connecting option at LNK.

Lincoln Airport has seen a material reduction in air service connectivity over the past five years. The air service and capacity cutbacks at Lincoln have resulted in increasing numbers of consumers bei ng forced into using OMA as their point of entry and egress to the Lin coln catchment area. This has resulted in a downward spiral in airline service levels at Lincoln.

The establishment of access to a connecting hub providing access to the East and Southeast will begin a process of recapturing lost traffic and re

- building consumer usage of Lincoln Airport. With the assistance of the SCASD grant program and the successful recruitment of air service to a Southern hub airport, it is estimated that a significant portion of this leakage could be recaptured at LNK.



### Economic Bas e:

Lincoln, Nebraska is home to a very diverse economic base with industries including:

 Higher Education

 City, County, and State Government

 Manufacturing

 Health Care

 Insurance

 Agriculture

The public sector is the largest employer in the area, as Lincoln is the state capital, county seat, and home of the largest state university. That being said, there are a number of large manufacturers located in the Lincoln area as well, such as: Kawasaki, and Good Year Tire and Rubber. Additionally, Ameritas Ac acia is headquartered in Lincoln and is the holding company for multiple insurance brands. It is also important to note that Kawasaki has recently been awarded the contract to manufacture rail cars for the Washington D.C. metro system, which will increase demand for air travel significantly.pg. 6 AUGUST 2010

All of these Lincoln area companies have a need for air travel, and most have strong demand for Southern/Southeastern destinations. With the help of risk abatement dollars from the SCASD grant program, LNK could pursue access to this region and increase levels of service for existing businesses while improving the attractiveness and viability of the Lincoln area in a competitive regional economy.pg. 7 AUGUST 2010

Source: Microsoft MapPoint

The primary service area for Lincoln Airport extends from the Eastern border of Nebraska, runs just North of the Kansas border and follows the existing highway system to the North of Grand Island and Columbus, Nebraska. While the service area extends to much of Western Nebraska, the Eastern edge of the service area is curtailed due to extensive nonstop and lo w fare service at neighboring Omaha. A large portion of the traffic currently flying from OMA originates in the LNK primary service area. In fact, a recent study completed for the LNK airport estimates that more than 75% of passengers in the LNK

service ar ea travel to OMA for lower fares and more nonstop flight options. New service from LNK to a hub in the South/Southwest would add competition to the market and additional connecting options to Lincoln passengers, likely resulting in recapture of traffic

cur rently being lost to OMA.



# LNK PRIMARY SERVICE AREApg. 8 AUGUST 2010



# CURRENT AIR SERVICE AND DEFICIENCY

Current Lincoln Air Service:

Lincoln Airport currently has access to two airline networks

– United Airlines via Chicago and Denver, and

Delta Air Lines via Minneapolis. Existing service results in 68 weekly departures and 3,512 weekly seats in

the LNK market. It i s important to note that LNK currently lacks Southern/Southeastern service.



### Current Service Map
August 2010

Source: Schedule Data from Inno vata LLC via Aviation DataMiner

Current capacity in the LNK market reflects a year

- over

- year decrease in seats and departures, including the loss of Delta Air Lines service to Atlanta and Salt Lake City as well as a decrease in Delta capacity to Minneapolis/St. Paul. The loss of this capacity has resulted in a 9.2% decline in departures and a 7.9% decline in available seats at LNK year

- over

- year.



### Enplanement Trends at Lincoln:

Enplanements at LNK have been in a steady decline since 2005 as carr iers have continued to increase fares and decrease capacity. Fare premiums in the LNK market compared to nearby OMA have grown rapidly over the past five years and as such, have significantly limited market stimulation. Despite the decrease in enplanements , Lincoln flights continue to run load factors near 90% in peak time periods while still achieving load factors in the neighborhood of 80% in off

- peak time periods.

As expected, the loss of Delta Air Lines service to ATL and SLC, as well as the capacity pull

- down in MSP, has resulted in a corresponding decline in enplanements at LNK. However, it should be noted that Delta service

to ATL was not removed due to a lack of demand. The Delta ATL service achieved load factors above 70% inpg. 9 AUGUST 2010

the three months that service was offered

, but with high fuel prices and a struggling economy, the 50

- seat regional jet used on the route was not profi table on such a long stage length.

The graph below shows enplanement trends, by year, since 2005 at Lincoln Airport. It is important to note that 2009 is the lowest level of enplanements at LNK in the last five years.



### Lincoln Enplanement Trend

2005

- 2009

Source: T

- 100 data from Aviation DataMiner



### Service Pattern and Fares :

Air service at Lincoln has remained somewhat steady over the past five years with the exception of 2010. From 2009 to 2010, Lincoln has experienced a drop

- off in airline br ands, nonstop dest inations, and daily

seats. These year

- over

- year service pattern change s , combined with fare increases in the market, have likely been the driver of decreased enplanements in LNK.



### Service Pattern Trend
August 2006

– August 2010

Source: Schedule data from Innovata, LLC via Aviation DataMiner 8000 10000 12000 14000 16000 18000 20000

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

2005 2006 2007 2008 2009 A UGUST 2010pg. 10 AUGUST 2010

In addition to service pattern adjustments, avera ge fares play a large part in market performance at Lincoln. With OMA being a one hour drive from LNK, large fare differences encourage passengers in the LNK service area to look for alternative airport options. The table below shows average, net, one

- way fares in the top 25 O&D markets at LNK compared to OMA. While the top 25 markets are illustrated individually in the table, the

“All Markets” total at the bottom of the table reflects all O&D markets at LNK. The $40 one

- way fare difference is significant a nd in most cases would be more than the cost of making the trip to OMA.



### Net One

- Way Fare Comparison

LNK v. OMA Top 25 O&D Markets Year Ending 2010 Q1

Source: DB1B data via Aviation DataMiner

It is important to note that, while average fares reflect a difference of $40 one

- way between the two markets, the disparity between available fares on any given day are often much more exaggerated. This is due to the limited capacity at LNK which results in any available low fare seats being sold out well in advance of departure, leaving only high p riced walk

- up fares remaining. OMA on the other hand has significantly greater capacity, resulting in many more low fare seats being available in the market. As such, passengers purchasing tickets close in to their flight date are more likely to be utilizing OMA, where lower

walk

- up fares exist

.pg. 11 AUGUST 2010



### Current and Potential Connectivity at Lincoln:

While Lincoln currently has very good air access to the West, North, and East, it lacks access to a large

number of Souther n markets. Additionally, any passengers to Southern markets that can currently be accessed from LNK are forced to take circuitous routings over ORD, MSP, and sometimes even DEN. The best new connecting option for Lincoln is Delta service to Memphis. Delta’ s Memphis hub offers strong connectivity to the Southern and Southeastern markets not available to LNK passengers today. The two route maps below show connectivity with current air service and the improved connectivity, should Delta decide to add Memphis s ervice. Place logo or logotype here,

otherwise

delete this.



### Current Domestic Connectivity

Potential Domestic Connectivity (Delta MEM service)pg. 12 AUGUST 2010

Delta service to Memphis is not the only option for much needed southbound access. Continental Airlines service to Houston and American Airlines service to Dallas/Ft. Worth are both viable options as well. Both Continental and American would also provide connecting options to a wide variety of Southern markets, as well as access to their extensive Latin/South American international networks.



### Previous Air Service Development Efforts:

In the past, Lincoln Airport has been very proactive in regar ds to air service development. Airport representatives have attended numerous air service development events such as the Jumpstart and

Network conferences. In addition to conference attendance, the airport has taken numerous meetings with both incumbent and prospective carriers regarding service in the Lincoln market. Linco ln Airport officials plan to continue this commitment to air service development independent of this proposal. 

# junepg. 13 AUGUST 2010



# PROPOSED SOLUTION

Overview:

To address the large gap in service at Lincoln Airport, and to improve overall access to the national air transportation system, it is important that Lincoln recruit new air service to a Southern/Southeastern hub.

For this reason, the Lincoln Airport and its community partners are seeking a Small Community Air Service Development grant in the amount of $500,000 to provide risk mitigation funding in support of nonstop service to a Southern/Southeastern airline hub. Grant funds will be matched with local fu nds of $130,000 made up of $50,000 from the Lincoln Partnership for Economic Development and $80,000 in airport funds to be used for marketing the new service. In addition to the aforementioned cash contributions, Lincoln Airport will waive landing fees an d terminal rent (for new carriers to the market only) for any new service. This will result in approximately $100,000 in “in

- kind” contributions.

The Lincoln communit y has identified three carrier/hub combinations that would fill the air service gap at

Li ncoln Airport: Delta Air Lines service to Memphis, Continental Airlines service to Houston (merger with United expected to occur prior to dispersal of grant funds) , and American Airlines service to Dallas/Ft. Worth.

Proforma projections of market performa nce for all three suggested routes were completed by the airport

and included below. All three routes are forecast to be profitable, but with economic uncertainty in the airline industry, it is essential that small and mid

- size communities such as Lincoln offer risk mitigation options to successfully recruit new airline service. The SCASD grant funds requested in this proposal, combined with matching community funds will provide this option to the Lincoln community.



### Targeted Solution #1: Delta Air Lines service to Memphis

Access t o the Delta hub at Memphis is a strong solution to existing gaps in air service at Lincoln. Delta has an existing brand presence in the market and would stand to benefit from economies of scale by ramping up their operation at L NK. Access to MEM would create new market options for Lincoln passengers that are not currently available via ORD, DEN or MSP.

The following forecast summary shows two daily round trips to Memphis on 50

- seat regional jet equipment to be profitable for De lta Air Lines.



###  Total onboard passengers are projected to be 56,687, of which 1,286 are projected to be local

passengers. The remaining O&D passengers are a combination of domestic and international

connections.



###  Load factor, based on two daily round trips on a CRJ

- 200, is estimated to be over 78%



###  Annualized projected operating profit in the market is just over $4.4 million resulting in an operating margin of 38%



###  For the purpose of this forecast, fuel was assumed to be $2.00 per gallon, including into plane fees

and taxespg. 14 AUGUST 2010

It is important to note that this forecast assumes that Delta maintains a revenue premium in the LNK
market, but decreases existing one

- way average fares by approximately 10%.



### Targeted Solution # 2 : Continental Airlines servic e to Houston

In the event that efforts to recruit Delta service to Memphis are unsuccessful, Lincoln Airport and its community partners believe that Continental Airlines service to Houston is a viable alternative that could provide similar connectivity to the Southern/Southeastern United States. United Airlines is the largest carrier at LNK and has announced merger plans with Continental. Following the completion of this merger, the existing United brand presence will help to drive dem and for the new route, as will an increased Star Alliance presence in international markets, especially those markets in Latin/South America where Continental has significant capacity and brand presence.

A forecast of LNK

- IAH route performance was completed by the airpor t and shows Continental to be profitable in the market with two daily round trip flights on 50

- seat regional jet equipment.



###  Load factor, based on two daily round trips on a ERJ

- 145

, is estimated to be in excess of 73 %



###  Annualized projected operating profit in the market is just over $3.6 million result ing in an operating margin of 30 %



###  For the purpose of this forecast, fuel was assumed to be $2.00 per gallon, including into plane fees

and taxespg. 15 AUGUST 2010



### Targeted Solution #3: American Airlines service to Dallas/Ft. Worth

If efforts to recruit both Delta and Continental to the market fall short, Lincoln Airport and its community partners have identified American Airlines service to Dallas/Ft. Worth as an alternative option. American

service to LNK would b ring a third airline brand to the market and increase competition in regard to fares

and service. American would provide good access to Latin/South American markets where they have a strong existing brand presence; however the Oneworld alliance would not b e as effective at driving additional international demand due to its limited presence in other areas of the world.

The following route forecast for American service to Dallas was completed by the airport and shows American to be profitable on the route assuming two daily round trips with 50

- seat regional jet equipment.



###  Load factor, based on two daily round trips on a ERJ

- 145, is estimated to be over 72%



###  Annualized projected operating profit in the market is just over $3.5 million resulting in an operating margin of 33%



###  For the purpose of this forecast, fuel was assumed to be $2.00 per gallon, including into plane fees

and taxespg. 16 AUGUST 2010

It is important to note that this forecast assumes that American maintains a revenue premium in the LNK

market versus other area airports, but decreases existing one

- way average fares by approximately 10% in connecting markets at 20% in the local market.



### Need for Risk Mitigation:

While each of the three targeted markets above is projected to be profitable, airl i nes tend to be risk a verse relative to the addition of new routes. Compounding this already risk averse nature is uncertainty in the current economic environment and the vulnerability of new air service to sudden spikes in oil prices and declining demand d ue to economic instability.

It is also important to note that the previous route forecasts were completed on a steady

- state basis. It is likely that revenues early in the route development process will result in negative operating margins for the

carrier. The purpose of SCASD grant dollars requested in this proposal is to mitigate the risk for airlines initiating new service in the face of these barriers to market entry.



### Marketing Support:

As was mentioned previously in this proposal, the Lincoln Airport and its community partners have set aside $80,000 specifically for the purpose of marketing any new service outlined in this proposal. In addition to marketing efforts for new service, the Lincoln Airport will continue to engage in marketing and

communica tion activities in the course of normal business.pg. 17 AUGUST 2010



# GRANT ADMINISTRATION PLAN

Grant Request Summary :

In summary, Lincoln Airport and its community partners are requesting a Small Community Air Service Development grant in the amount of $500,000 to provide risk mitigation funding for new service to a Southern/Southeastern airline hub as outlined in this proposal. Awarded grant dollars will be matched with $130,000 ($50,000 community match and $80,000 in airport marketing funds) match from the local

c ommunity and approximately $100,000 of “in

- kind” support in the form of landing fee and rent waivers. Total project funding is approximately $730,000.



### Risk Mitigation Terms:

Lincoln Airport, subject to Department of Transportation Approval, proposes to implement a risk abatement program with the following terms:



###  Funding would be available to an airline providing nonstop service to a Southern/Southeastern hub

.



###  Upon award of grant funds, Lincoln Airport and its community partners will negotiate with pros pective airlines. The best service proposal will be identified and a risk mitigation agreement between Lincoln Airport and the carrier will be negotiated.



###  Risk mitigation funds would support the initial phase of new air service. Lincoln Airport will negot iate a detailed service agreement with the carrier that is consistent with DOT guidelines for grant fund

use.



###  The costs of operating the new service will be defined in discussions with the selected carrier and outlined in a contractual manner. Industry co st data for appropriate aircraft type and stage length will help guide the airport in these discussions.



###  A target for overall revenue associated with the new service and the component of that revenue that will be credited to the new route will be agreed u pon. From this, a targed revenue figure per flight will

be established



### .

 Lincoln Airport will monitor traffic and revenue reports for the new service, which will be provided by

the selected carrier



### .

 Any revenue shortfall will be offset with risk mitigation funds upon detailed invoice from the selected

carrier



### . Lincoln Airport, in turn, will invoice the Department of Transportation for its share of funding in the agreed upon manner.



###  Lincoln Airport will seek a one year risk mitigation agreement wi th the selected airline , meaning that in exchange for the lower risk profile for the carrier, the airport expects that the new route will be given adequate time to achieve revenue maturity.pg. 18 AUGUST 2010



### Project Term:

Given the current state of the airline industry, where fleet sizes are deflated due to previous economic conditions, Lincoln Airport respectfully requests that it be given up to two years from the date of grant award to select an airline and enter into an agreement. Any risk mitigation agreemen t will have a term of one year.



### Role of Community Partners:

The City of Lincoln, Lancaster County, Lincoln Airport Authority, Lincoln Chamber of Commerce, and the Lincoln Partnership for Economic Development are partnering to ensure the success of the pr oject outlined in this proposal. The primary role of the partners will be to provide matching funds for the SCASD grant, negotiate any carrier agreements, communicate with the Department of Transportation during the grant period, and administer total proje ct funding.



### Project Monitoring:

To ensure that grant dollars and community matching funds are used in a manner that achieves the aforementioned objectives, Lincoln Airport will submit a quarterly progress report to the Department of Transportation outlin ing route performance, including but not limited to:



###  Load Factor



###  Average Fares



###  Traffic Origin and Destination



###  Total Segment Revenue compared to Targeted Revenuepg. 19 AUGUST 2010



# APPENDIX B

Page 1 of 3

SMALL COMMUNITY AIR SERVICE DEVELOPMENT PROGRAM

DOCKET OST

- 2010

- 0124

SUMMARY INFORMATION

All applicants mus t submit this information with their proposal , along with a completed form

SF424 on http:// www.grants.gov.

A. APPLICANT INFORMATION: (CHECK ALL THAT APPLY)



### X Not a Consortium ⁭ Inter state Consortium ⁭ Intrastate Consortium

⁭ Community now receives EAS subsidy

X Community (or Consortium member) previously received a Small Community Grant

If previous recipient, expiration date of grant:

_ _ 2006

__ _______

B. P UBL IC 

### /P RIVATE 

### P ARTNERSHIPS 

### : (L IST ORGANIZATION NAMES 

### )

Public Private

1. ____

_______________________________ 1. Lincoln Partnership for Economic Deve lopment 

### 2.___________________________

_________ 2.______________________________________ 3.____________________________________ 3.______________________________________ 4.____________________________________ 4.______________________________________ 5.____________________________________ 5.______________________________________

C. P ROJECT 

### P ROPOSAL 

### : (CHECK ALL THAT APPLY)



### X Marketing ⁭ Upgrade Aircraft X New Route

⁭ Personnel ⁭ Increase Frequency ⁭ Low Fare Service

⁭ Travel Bank ⁭ Service Restoration ⁭ Subsidypg. 20 AUGUST 2010



### APPENDIX B Page 2 of 3

⁭ Surface Transportation ⁭ Regional Service ⁭ Other (specify)

_________________ X Revenue Guarantee ⁭ Launch New Carrier

_________________

_________________ X Start Up Cost Offset ⁭ First Service

_________________

_________________ ⁭ Study X Secure Additional Carrier



### D. E XISTING 

### L ANDING 

### A IDS AT 

### L OCAL 

### A IRPORT:



### X Full ILS X Outer/Middle Marker X Published Instrument Approach

X Localizer ⁭ Other (specify )

E. PROJECT COSTS:

1. Federal Amount Requested:

____ $ 500,000 ________________

2. State cash financial contribution:

____ $ 0______________________

3. Local cash financial contribution...

3a. Airport cash funds:

____ $ 80,000 (Marketing)____

__ 3b. Non

- Airport cash funds:

____ $ 50,000_________________

3c. Total local cash funds (3a. + 3b.): ____$130,000_________________

4. TOTAL CASH FUNDING (1. +2.+3.) ____$630,000_________________

5. Local funds contributed from already

- existing

programs or projects included in line3c. amount: ____$ 80,000__________________

6. Local funds contributed from new commitments

or new resources included in line 3c. amount: ____$ 50,000__________________

7. Airport In

- Kind contribution: ____$ 90,680______

____________ (amount & description) Landing fee Credit

– 2 RJ’s a day

8. Other In

- Kind contribution: ____$ 0_______________________

(amount & description)

9. TOTAL IN

- KIND CONTRIBUTION (7.+8.): ____$ 90,680__________________pg. 21 AUGUST 2010



### 10. TOTAL PROJECT COST (4.+9.) ____$720,680__________________

APPENDIX B Page 3 of 3

F. ENPLANEMENTS:

2000____ 266,375

______ 2004 ____221,228

_________ 2008 ____162,929

_________

2001 ____238,948 ______ 2005 ____202,917

_________ 2009 142, 025

_

2002____ 230,389_______ 2006 ____190,461 _________

2003____ 211,594

_______ 2007____ 168,894 _________

G. IS THIS APPLICATION SUBJECT TO REVIEW BY STATE UNDER EXECUTIVE ORDER 12372 PROCESS?

⁭ a . This application was made available to the State under the Executive Order 12372 Process for review on

(date)___________________.

⁭ b. Program is subject to E.O. 12372, but has not been selected by the State for review.

X c. Program is not covere d by E.O. 12372.



### H. IS THE APPLICANT DELINQUENT ON ANY FEDERAL DEBT? (IF “YES”, PROVIDE EXPLANATION)

X No ⁭ Yes (explain) _______________________________________________________________pg. 22 AUGUST 2010 Place logo or logotype here,

otherwise

delete this.



# company

name Delete text and place photo here. Delete text and place photo here. Place logo or logotype here, otherwise
delete this. 

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LINCOLN AIRPORT AUTH ORITY

2400 West Adams St, Lincoln, NE 68524 • Phone: 402.458.2400 • Fax: 402.458

- 2490

jwood@lincolnairport.com • www. lincolnairport .com