Legal Sponsor: Williamsport Regional Airport

DUNS #75998641

Pennsylvania Congressional District 10 

PROPOSAL UNDER THE SMALL 

COMMUNITY AIR SERVICE 

DEVELOPMENT PROGRAM

Docket OST-2010-124

PROPOSAL OF WILLIAMSPORT, PA

Submitted by: Williamsport Regional Airport

August 2010
 

 

 pg. 2

TABLE OF CONTENTS

SUMMARY OF PROPOSAL 3

AIRPORT AND COMMUNITY: 3

OFFICIAL PROJECT SPONSOR: 3

COMMUNITY PARTNERS: 3

PROJECT DESCRIPTION: 3

WILLIAMSPORT MARKET OVERVIEW 5

POPULATION BASE: 5

ECONOMIC BASE: 6

CURRENT AIR SERVICE AND MARKET DEFICIENCY 9

CURRENT WILLIAMSPORT AIR SERVICE: 9

WILLAMSPORT ENPLANEMENT TRENDS: 9

SERVICE PATTERN: 10

CURRENT AND POTENTIAL CONNECTIVITY AT WILLIAMSPORT: 10

PREVIOUS AIR SERVICE DEVELOPMENT EFFORTS: 12

PROPOSED SOLUTION FOR AIR SERVICE DEFICIENCY 13

OVERVIEW: 13

OPTION #1: CONTINENTAL AIRLINES SERVICE TO HOUSTON: 13

OPTION #2: UNITED AIRLINES SERVICE TO WASHINGTON DULLES: 14

NEED FOR RISK MITIGATION: 15

MARKETING SUPPORT: 15

GRANT ADMINISTRATION PLAN 16

GRANT REQUEST SUMMARY: 16

TERMS FOR RISK MITIGATION FUNDS: 16

TERM OF PROJECT: 16

ROLE OF COMMUNITY AND BUSINESS PARTNERS: 17

PROJECT MONITORING: 17
 

 

 pg. 3

SUMMARY OF PROPOSAL

Airport and Community:

Community: Williamsport, Pennsylvania

Airport: Williamsport Regional Airport (IPT)

Contact: Tom Hart, Executive Director

Address: 700 Airport Rd, Montoursville, Pennsylvania 17754

Phone: 570.368.2444

Fax: 570.368.1603

Official Project Sponsor:

Williamsport Regional Airport (IPT)

Community Partners:

This proposal is supported by the City of Williamsport, Lycoming County, Williamsport 

Regional Airport, and the Williamsport/Lycoming Chamber of Commerce.

The preceding community partners will support the proposed project by participating in one 

or more of the following:

 Providing matching funds for SCASD grant award

 Working with Williamsport Regional Airport to negotiate agreements with targeted 

air carriers

 Liaise with DOT regarding project benchmarks and carrier performance throughout 

grant period

 Administration of complete project funding

 Preparation of quarterly reports for DOT, as necessary

 Obtain continuous community buy-in and awareness of project

In addition to the aforementioned community partners, the numerous oil and gas companies 

that have been rapidly expanding their operations in the Williamsport area are strongly 

supportive of the goals laid out in this proposal.

Project Description:

This proposal requests $500,000 in SCASD grant funds. These grant dollars will be matched 

with $200,000 in local community funds as well as “in-kind” contributions of approximately 

$100,000 provided by Williamsport Regional Airport in the form of fee waivers and terminal 

area improvements. Total project funding level will be approximately $800,000.
 

 

 pg. 4

The purpose of the project outlined in this proposal is to provide risk mitigation funding for 

new service to an additional airline hub. The Williamsport Regional Airport and its 

community partners believe the Williamsport market can generate and sustain sufficient 

traffic and revenue to support this new service.

In recent months, the Marcellus Shale natural gas deposit has fundamentally changed the air 

service demand in the Williamsport primary service area. Numerous oil and gas companies 

and associated partner companies have begun to relocate to the region and set up 

operations to extract the natural gas in the area. Existing air service at Williamsport 

Regional Airport is not sufficient to address this sizeable, and steadily increasing, demand 

for air travel to the Williamsport area.

Oil company management and the transient workforce that they employ in Williamsport are 

currently meeting their travel needs through a combination of charter aircraft, corporate 

aircraft, and commercial air travel to Pittsburgh and Philadelphia. Drive time from PHL to 

the Williamsport area is approximately 3.5 hours and PIT requires 4.5 hours of drive time. 

As such, these companies and their employees need better air access to the Williamsport 

area.

In addition to oil and gas companies, Williamsport is home to the Little League World Series. 

This organization generates significant world-wide travel each year and capacity cuts at IPT 

have forced them to travel from other area airports. A SCASD grant to mitigate risk on new 

service at IPT would give the Little League World Series, and other local companies, the air 

service access they need.

Williamsport Regional Airport has participated in numerous discussions with targeted 

carriers to rectify this air service deficiency. Through these discussions, IPT has found that, 

given the risk profile associated with new market start-up, these carriers will require risk 

mitigation funding before starting service in the IPT market. As a result, Williamsport 

Regional Airport and its partners are seeking assistance through the SCASD program to 

obtain a portion of these risk mitigation funds.

While risk mitigation funding may be necessary to recruit new service to the IPT market, 

these funds will only be dispersed in the event that the recruited carrier falls short of 

profitability on the route. It is possible that only a portion of the dollars requested in this 

proposal will be dispersed, and should this prove to be the case, Williamsport is prepared to 

return any unused funds to the Department of Transportation for future use in the SCASD 

program.
 

 

 pg. 5

WILLIAMSPORT MARKET OVERVIEW

Population Base:

Approximately 376,000 people live within a one hour drive, and 2.7 million within a two 

hour drive of Williamsport Regional Airport (a service area map has been included below). 

Williamsport Service Area

60 &120 min Drive Time Radius

Source: Microsoft MapPoint

Williamsport Regional Airport is a short drive from numerous colleges and universities 

including:

 Penn State University

 Lycoming College

 Pennsylvania College of Technology

 Lock Haven University

 Bucknell University

 Mansfield University

In all, these institutions maintain enrollment of more than 57,000 undergraduate and 

graduate students.
 

 

 pg. 6

The Williamsport area contains the largest, most accessible portion of the Marcellus natural 

gas shale. The growth of natural gas industry in the Williamsport area will continue to 

increase the population base needing access to the national air transportation system. In 

addition to more permanent population increases tied to this industry growth, a large 

number of transient workers will be commuting to the Williamsport area on a weekly basis 

for rotating assignments in the natural gas fields.

In addition to the Marcellus Shale and institutions of higher learning, the Williamsport 

service area contains a large number of seasonal travelers (snowbirds) who spend the winter 

months in warmer climates and return to Williamsport in the spring. Many of these 

snowbirds own second homes in the South/Southeast and make multiple trips throughout 

the year to check on their properties in addition to their regular seasonal travel.

All of these population segments and their need for air travel are in addition to the basic 

community air service needs that currently exist. With the assistance of the SCASD program 

and the successful recruitment of new air service at IPT, it is estimated that the air service 

needs of the aforementioned constituents will be met.

Economic Base:

Williamsport, Pennsylvania is home to a wide variety of industries comprising a strong 

economic base. These industries include: Oil and Natural Gas, Manufacturing, 

Pharmaceutical, High Tech, Healthcare, and many others. Due to the diverse and successful 

business segments in the area, individuals in the Williamsport service area enjoy relatively 

high disposable income levels ($37,000+ annually). These disposable incomes are expected 

to increase significantly as oil and gas companies continue to grow in the area.

The primary industry in Williamsport at present, and for the foreseeable future, is oil and 

natural gas. This is due to the Marcellus Shale, which is the largest natural gas shale in the 

United States, and the third largest in the world. The Marcellus Shale is expected to yield 

natural gas for 40+ years making the industry growth in Williamsport long-term in nature. 

The shale spans millions of acres and represents billions of dollars in commerce (map of 

Marcellus Shale included below).

Marcellus Shale Map
 

 

 pg. 7

75 % of the land in Lycoming County, the largest county in Pennsylvania and home to 

Williamsport Regional Airport, is already leased for natural gas exploration. The county map 

below shows the leased land for natural gas development, the transcontinental pipeline and 

the relative location of Williamsport Regional Airport.

Lycoming County Map

Oil Exploration and Relative Airport Location

The economic impact of this natural gas industry was summarized in the Marcellus Shale 

report completed by experts at Penn State University. Their study showed the following 

economic impacts in 2010 and 2020:

 2010

$14 billion impact

98,000 jobs

$800 million in state/local tax revenue

 2020

$265 billion impact

176,000 jobs

$15 billion in state/local tax revenue

Numerous oil and gas industry companies have already made large scale commitments in the 

area and continue to grow their operations at a brisk pace. The continued, long-term 

+ 78,000 

jobs over 

the next 

10 years
 

 

 pg. 8

investments these companies are making in the Williamsport area bode well for the local 

economy and will lend continuous support to any new service obtained at IPT.

Oil and gas industry companies who have already made significant investments in the 

Williamsport area include, but are not limited to:

 Halliburton

 Weatherford

 Annadarko

 Chesapeake Energy

 XTO Energy

 Express Energy Services

 Chief Oil & Gas

Each of the aforementioned companies has outlined requirements for air travel, the 

magnitude of which makes current service at Williamsport Regional Airport inadequate for 

their purposes. For this reason, these companies are strongly in support of the project 

outlined in this proposal. 
 

 

 pg. 9

CURRENT AIR SERVICE AND MARKET DEFICIENCY

Current Williamsport Air Service:

Williamsport Regional Airport currently has access to the national air transportation system 

via a single airline network – US Airways via Philadelphia. Existing service results in 20 

weekly departures and 740 weekly seats in the IPT market. It is important to note that the 

existing service to PHL is flown on 37 seat Dash 8 turboprop aircraft.

Current IPT Service Map

August 2010

Source: Innovata, LLC via Aviation DataMiner

Current capacity in the IPT market reflects a small decrease in departures and seats, but is 

essentially flat. Year-over-year, IPT has seen a 2.2% decrease in departures and a 1.8% 

decrease in seats, but no substantial change in service.

Willamsport Enplanement Trends:

Enplanements at Williamsport Regional Airport have been steadily declining since 2005 as 

fares have increased and capacity has decreased. Capacity in terms of both seats and 

departures is down nearly 50% since 2005. Over the same time period, as capacity has been 

pulled out, fares have continued to increase. Also, with less frequency in the market, 

connectivity at PHL has been reduced to a minimum.

As a result of the large capacity cuts over the last five years, a corresponding decline in 

enplanements was seen in the same time period. As can be seen on the following graph, 

2009 represents the lowest level of enplanements in the last five years. Some of this decline 

can be attributed to overall economic weakness and the volatility of oil prices, but the 

driving force behind the low enplanement levels is a direct result of decreased capacity in 

the market and reduced access to the national air transportation system.
 

 

 pg. 10

Williamsport Enplanement Trend

2005 - 2009

Source: T-100 data via Aviation DataMiner

Service Pattern:

The number of airline brands and nonstop destinations has been constant at IPT for the last 

five years. US Airways service to Philadelphia has been the only option in this time period. 

While these metrics stayed constant, the number of daily departures and daily seats has 

been effectively cut in half over the last five years. This decrease in capacity, and the 

resulting loss in connectivity at PHL, has been the main cause of lower enplanements at IPT.

Service Pattern Trend

August 2006 – August 2010

Source: Innovata, LLC via Aviation DataMiner

As air service access has declined, Williamsport area passengers have increased their 

leakage rates to other area airports. This includes the numerous oil and gas companies who 

are the largest contributors to current demand in the Williamsport service area. Without 

additional capacity and better air service access, these companies will be forced to 

continue their use of Philadelphia and Pittsburgh to address their needs.

Current and Potential Connectivity at Williamsport:

Current market demand in IPT is primarily focused in the South/Southwest United States. 

This Southern/Southwestern demand will increase exponentially over the coming months 

and years as oil and gas companies ramp up their exploration and extraction efforts in the 

Williamsport area. While current service at IPT provides access to some of the major 2006 2007 2008 2009 2010

Airline Brands 1 1 1 1 1

Nonstop Destinations 1 1 1 1 1

Avg Daily Departures 6 5 5 3 3

Avg Daily Seats 208 185 166 109 107

Avg Seats per Departure 37 40 37 37 37
 

 

 pg. 11

metropolitan areas in the South/Southwest, the scope of US Airways service from PHL is not 

extensive enough to address all of the air service needs at IPT. As a result, passengers 

flying from IPT are forced to take many circuitous routings to arrive at their final 

destination and often times, they are forced to make double connections to reach smaller 

Southern destinations not served from the US Airways hub at PHL. 

Given the nature of the demand at IPT and the expanding oil and gas industry in the area, 

the best options for new hub access are Continental Airlines service to IAH and/or United 

Airlines service to IAD. The maps below show current domestic connectivity versus 

connectivity at potential new airline hubs.

Current Domestic Connectivity

Source: Innovata, LLC via Aviation DataMiner

Potential Domestic Connectivity (Continental IAH Service)

Source: Innovata, LLC via Aviation DataMiner

As can be seen on the current domestic connectivity map above, current access to the 

South/Southwest is limited to major metropolitan markets such as DFW, IAH, and PHX. With 
 

 

 pg. 12

the addition of Continental service to IAH, access to numerous Southern/Southwestern 

markets becomes available. It is important to note that this additional access includes the 

oil industry centric markets of Oklahoma City and Tulsa, as well as refining and transport 

markets for the oil industry, such as New Orleans and Gulfport.

United Airlines service to Washington Dulles would also be a viable option. While this 

service would not provide the extensive Southern network that Houston service would offer, 

nonstop access would still be available to the oil centric markets, as well as more extensive 

access than the existing US Airways service. It should also be noted that the strong 

partnership, and eventual merging, of United and Continental would provide extensive 

double connection options over Houston.

Previous Air Service Development Efforts:

Williamsport Regional Airport has been committed in the past, and will remain committed in 

the future, to air service development activities. Airport representatives have attended the 

annual Allegiant Air conference where they met with Allegiant planners to discuss the 

possibility of future service. Additionally, airport representatives have taken several 

meetings with potential new carriers such as, but not limited to: United Airlines, Northwest 

Airlines, and Continental Airlines. The airport has also invested in marketing the airport to 

the local community. Williamsport Regional Airport plans to continue their commitment to 

air service development independent of this proposal.
 

 

 pg. 13

PROPOSED SOLUTION FOR AIR SERVICE DEFICIENCY

Overview:

To address the existing air service deficiency at Williamsport Regional Airport, it is 

important that access to a new airline hub be recruited. For this reason, the Williamsport 

Regional Airport and its community and business partners are seeking a Small Community Air 

Service Development grant in the amount of $500,000. The purpose of this grant will be to 

provide risk mitigation funding to support nonstop service to a new airline hub. Grant funds 

will be matched with local community funding of $200,000 In addition to the 

aforementioned cash contribution, Williamsport Regional Airport will provide approximately 

$100,000 in contributions in the form of “in-kind” fee waivers and terminal area 

improvements.

The Williamsport community has identified two carrier/hub combinations that will address 

existing air service deficiencies at IPT: Continental Airlines service to Houston and United 

Airlines service to Washington Dulles.

Projections of route performance for both suggested carriers/hubs were completed by the 

airport and are included below. Both routes are forecast to be profitable, but with the 

existing economic uncertainty in the airline industry, it is important that small communities 

such as Williamsport offer risk mitigation options to successfully recruit new airline service. 

The SCASD grant fund requested in the proposal, combined with community and in-kind 

contributions, will aid Williamsport in their air service recruitment efforts.

Option #1: Continental Airlines service to Houston:

Service to the Continental hub at IAH is an excellent solution to existing deficiencies in air 

service at IPT. Continental has existing corporate travel agreements with most of the oil 

and gas companies present in the Williamsport area. Furthermore, their extensive network 

in the South/Southwest provides the best connectivity to destinations desired by these 

companies. As the primary driver of demand for, and beneficiary of, any new service at 

Williamsport, it is important that this service address their needs. 

In addition to corporate traffic, access to Houston would provide other Williamsport 

passengers with more extensive connecting options both domestically and internationally. 

Additionally, the competition resulting from an additional airline brand in the market is 

likely to bring down overall fare levels at IPT.

The following forecast summary shows two daily round trips to Houston on 50-seat regional 

jet equipment to be profitable for Continental Airlines.

 Load factor, based on two daily round trips on ERJ-145, is estimated to be greater 

than 79%

 Annualized projected operating profit in the market is just over $3.9 million 

resulting in an operating margin of 25%

 For the purpose of this forecast, fuel was assumed to be $2.00 per gallon, including 

into plane fees and taxes
 

 

 pg. 14

Option #2: United Airlines service to Washington Dulles:

In the event that efforts to recruit new service from Continental Airlines fall short, 

Williamsport Regional Airport and its partners believe that United Airlines service to IAD is a 

viable alternative. Given the short stage length to IAD, and the increased access that United 

would provide via its partnership with Continental, United is projected to be profitable on 

the route. Following the announced merger of United and Continental, the United brand 

presence would help to drive demand on the new route and the merged network would 

likely provide additional connectivity as the IAD hub continues to grow.

A forecast of IPT-IAD route performance was completed by the airport and shows United to 

be profitable in the market with 38 weekly round trips on Saab 340 turboprops.

 Load factor, based on two daily round trips on ERJ-145, is estimated to be greater 

than 74%

 Annualized projected operating profit in the market is just over $6.9 million

resulting in an operating margin of 65%

 For the purpose of this forecast, fuel was assumed to be $2.00 per gallon, including 

into plane fees and taxes

Sector Mileage (sm) 1,289

Equipment EMB-145

Seats 50

Service Pattern (daily round trips) 2

Annual Operations 1,438

Completion Factor 98.5%

Annual Seats 71,905

Estimated Cost per ASM (CASM) $0.123

Sector Cost $7,895

O&D 

Traffic Net Revenue Avg Rev Per Pax Prorated Share

Local O&D Traffic 19,024 $5,233,963 $275.13 $5,233,963

Domestic Traffic Flows 37,798 $9,956,164 $263.40 $6,222,606

International Traffic Flows 254 $105,210 $413.80 $48,006

Total System Traffic & Revenues 57,076 $15,295,337 $267.98 $11,504,575

Annual Sector Operating Cost $11,353,979

Annual System Operating Revenues $15,295,337

System Contribution $3,941,358

Segment Contribution $150,596

System Operating Margin 25.8%

Segment Operating Margin 1.3%

Calculated Load Factor 79.4%

Summary of Projected Operating Stats

Continental/ExpressJet: IPT-IAH

Key Operating Metrics

Annualized Traffic & Revenue Summary

Annualized Economic Performance Projection
 

 

 pg. 15

Need for Risk Mitigation:

While each of the targeted markets outlined above are projected to be profitable, airlines 

tend to be risk averse when examining new route possibilities. Uncertainty of demand in 

the current economic environment and the vulnerability of new air service to fluctuations in 

oil prices exacerbate the risk averse nature of the airlines. 

It is important to note that the route forecasts above we completed on a steady-state basis, 

and it is likely that revenues during the route development process will result in negative 

operating margins for the carriers. The purpose of the 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, Williamsport Regional Airport and its 

community partners have set aside a portion of matching funds ($XX,XXX) specifically for 

the purpose of marketing any new service obtained with SCASD funds. In addition to funds 

specifically allocated for the new service, Williamsport Regional Airport will continue to 

engage in marketing and communication activities in the course of normal business.

Sector Mileage (sm) 161

Equipment Saab 340

Seats 34

Service Pattern (weekly round trips) 38

Annual Operations 1,976

Completion Factor 98%

Annual Seats 67,184

Estimated Cost per ASM (CASM) $0.334

Sector Cost $1,828

O&D 

Traffic Net Revenue Avg Rev Per Pax Prorated Share

Local O&D Traffic 1,238 $268,086 $216.63 $268,086

Domestic Traffic Flows 46,991 $9,626,712 $204.86 $3,346,701

International Traffic Flows 1,892 $687,149 $363.14 $178,429

Total System Traffic & Revenues 50,121 $10,581,947 $211.13 $3,793,215

Annual Sector Operating Cost $3,612,752

Annual System Operating Revenues $10,581,947

System Contribution $6,969,195

Segment Contribution $180,463

Segment Operating Margin 4.8%

System Operating Margin 65.9%

Calculated Load Factor 74.6%

Summary of Projected Operating Stats

United Express/Colgan Airways: IPT-IAD

Key Operating Metrics

Annualized Traffic & Revenue Summary

Annualized Economic Performance Projection
 

 

 pg. 16

GRANT ADMINISTRATION PLAN

Grant Request Summary:

Williamsport Regional Airport and its business and community partners are requesting a 

Small Community Air Service Development grant in the amount of $500,000 to provide risk 

mitigation funding to be used for the recruitment of service to a new airline hub as outlined 

in this proposal. Grant dollars awarded to Williamsport from the SCASD program will be 

matched with $200,000 in local community funds ($150,000 in matching funds and $50,000

in marketing funds) and approximately $100,000 of “in-kind” support in the form of fee 

waivers from Williamsport Regional Airport. Total project funding will be approximately 

$800,000.

Terms for Risk Mitigation Funds:

Williamsport Regional Airport proposes to use the following guidelines for a risk mitigation 

program:

 Risk mitigation funds will only be available to an airline providing nonstop service to 

a new hub airport

 Following the award of grant dollars, Williamsport Regional Airport will begin 

negotiations with prospective air carriers

 The best air service option will be identified and a risk mitigation agreement will be 

developed and negotiated

 Projected costs for selected service will be defined in negotiations with the targeted 

carrier and outlined contractually

 Targets for overall revenue and the allocation of that revenue to the new route will 

be agreed upon and a target revenue per flight will be determined

 Williamsport Regional Airport will review traffic and revenue reports for the new 

service, as provided by the air carrier

 Revenue shortfalls will be offset with risk mitigation funds following a detailed 

invoice from the air carrier. Williamsport Regional Airport will then invoice the DOT 

for its share of mitigation funding as outlined in the agreement

 Risk mitigation agreements with any air carrier will not exceed one year

Term of Project:

Williamsport Regional Airport respectfully requests that it be given up to two years from the 

date of grant issuance to enter any risk mitigation agreement. Airlines are scheduling well 

in advance of current date, and to be successful, adequate time must be given to recruit 

the new service and establish an extended booking window.
 

 

 pg. 17

Role of Community and Business Partners:

The City of Williamsport, Lycoming County, Williamsport Regional Airport, and the 

Williamsport/Lycoming Chamber of Commerce are partnering to give the project outlined in 

this proposal the best possible chance for success. The primary role of all involved will be to 

provide matching funds for awarded SCASD dollars, recruit prospective carriers, negotiate 

carrier agreements, market the new service in the primary service area, and administer 

total project funding.

Project Monitoring:

In order to ensure that grand funds are being utilized in a manner that achieves the 

objectives outlined in this proposal, Williamsport Regional Airport will submit quarterly 

progress reports to the DOT outlining route performance. These reports will include, but 

not be limited to: Load factor, average fares, O&D traffic, and segment revenue as 

compared to revenue targets.
APPENDIX B

 Page 1 of 3

SMALL COMMUNITY AIR SERVICE DEVELOPMENT PROGRAM

DOCKET OST-2010-0124

SUMMARY INFORMATION

All applicants must 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 ⁭ Interstate 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: ___August 2006**_________________

** Note: previous funds were not used as they were specifically for Northwest Service and the DL/NW merger proved to be a problem

B. PUBLIC/PRIVATE PARTNERSHIPS: (LIST ORGANIZATION NAMES)

Public Private

1. Williamsport Municipal Airport Authority 1.Williamsport-Lycoming Chamber of Commerce

 2. Lycoming County Board of Commissioners 2.______________________________________

 3.____________________________________ 3.______________________________________

 4.____________________________________ 4.______________________________________

 5.____________________________________ 5.______________________________________

C. PROJECT PROPOSAL: (CHECK ALL THAT APPLY)

X Marketing ⁭ Upgrade Aircraft X New Route

⁭ Personnel ⁭ Increase Frequency ⁭ Low Fare Service

⁭ Travel Bank ⁭ Service Restoration X Subsidy
 

 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 ⁭ Secure Additional Carrier

D. EXISTING LANDING AIDS AT LOCAL AIRPORT:

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: _____________________________

3b. Non-Airport cash funds: $200,000

3c. Total local cash funds (3a. + 3b.): _____________________________

4. TOTAL CASH FUNDING (1. +2.+3.) ______$700,000________________

5. Local funds contributed from already-existing

 programs or projects included in line3c. amount: $ 0

6. Local funds contributed from new commitments

 or new resources included in line 3c. amount: $ 0

7. Airport In-Kind contribution: _______$100,000________________

 (amount & description) Reduced Landing fees, terminal rental and other miscellaneous services

8. Other In-Kind contribution: _____________________________

 (amount & description)

9. TOTAL IN-KIND CONTRIBUTION (7.+8.): _______$100,000_______________

 10. TOTAL PROJECT COST (4.+9.) _______$800,000_______________
APPENDIX B

Page 3 of 3

F. ENPLANEMENTS:

2000 43742 2004 36134 2008 24808

2001 40148 2005 31935 2009 20724 

 2002 33239 2006 28050

2003 29213 2007 26737

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 covered by E.O. 12372.

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

X No ⁭ Yes (explain) _______________________________________________________________