BEFORE THE OFFICE OF THE SECRETARY

UNITED STATES DEPARTMENT OF TRANSPORTATION

Community Proposal 

Golden Triangle Regional Airport

DUNS # 075457010

SMALL COMMUNITY AIR SERVICE DOCKET OST- 2010-0119

DEVELOPMENT PROGRAM

Congressional District # MS 1

Statement of Problem

Golden Triangle Regional Airport serves a wide region of Mississippi, including Columbus, 

Starkville, and West Point, comprising a population area in excess of 100,000.

Over the past five years, the region has experienced very strong economic growth, with new 

plants, industries, and investment from companies in the US as well as global manufacturers. 

These include a state-of-the-art steel mill owned primarily by Russian interests, a helicopter 

manufacturer based throughout The E.U., a Dutch truck manufacturer with interests in the E.U. 

as well as in the Dallas-Ft.Worth Metroplex and Seattle, not to mention a range of defenserelated industries.

This influx of industry has come to the region in the last five years. Unfortunately, that same 

period is one where the airline industry serving the area has severely contracted. Today, GTR 

has a strong and growing need for additional air service access not only to points in North 

America, but also to industrial centers across the world. 

This is the challenge which represents a growing and economically-threatening air service 

deficiency. Because of cutbacks in fleets and changes in airline strategies, GTR today is 

connected to the globe via a very thin and tenuous three flights per day to Atlanta. This makes 

access to and from the US west a very time-consuming back-track process. It also leaves the 

region with only one airline system – Delta.

GTR and the region it serves today require additional air service access to satisfy, support, and 

maintain the economic growth that this region of Mississippi has experienced. To that end, the 

Airport and community are requesting a grant in the amount of $800,000, to be matched 20% 

with local dollars, to recruit either American Airlines service to its DFW hub, or United to its 

Houston Intercontinental hub. Either one can provide the westbound access the region requires.
US DOT Docket OST 2011-0119

_______________________________

Grant Application – Golden Triangle Regional Airport Authority

Small Community Air Service Development Program

2

2011 and beyond: A Debilitating Air Service Deficiency 

Given the economic development in the GTR region, the need for westbound connectivity is of 

the utmost importance to the local companies, as well as fare conscious leisure travelers in the 

area. As previously stated, the growth in industrial development is one of the strongest in the 

southeastern US, and it truly does have a global reach. 

While the Delta service to Atlanta has excellent connectivity to the east coast and Europe, the

recent loss of Delta’s GTR-MEM route leaves a major deficiency in access to the western US. 

This is even more debilitating today for the GTR economy in that several major new industries, 

including PACCAR (large truck manufacturer) and Eurocopter (helicopter manufacturer) have 

need of access to their facilities in Texas, the Northwest, and California.

Despite Strong Economic Growth, A Decline In Air Service Continues

As illustrated in the graph below, departures/arrivals increased between 2008 and 2010, due to 

the installation of the MEM service, however, with its loss the YTD 2011 plus scheduled data 

and projected 2012 departures/arrivals shows a precipitous drop off in capacity.

1,000

1,500

2,000

2,500

3,000

3,500

4,000

4,500

5,000

2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 

FCST

Departures/Arrivals

 Departures and arrivals in the GTR market are estimated to drop 28% between 2010 

and 2011, and another 7% in 2012 versus 2011.
US DOT Docket OST 2011-0119

_______________________________

Grant Application – Golden Triangle Regional Airport Authority

Small Community Air Service Development Program

3

 Average airfares in 2010 at GTR were 31% and 41% higher than at the two main 

alternative airports, Jackson and Birmingham. Moreover, the fares at GTR are increasing 

at a higher percentage and absolute dollar amount than the competing airports between 

2009 and 2010.

 Passenger traffic and access to affordable airfares are at serious risk despite the strong 

growth in the local economy. The presence of one airline system at GTR allows there to 

be only one market maker for airfares, which is counterintuitive to the spirit of 

competitive balance.

Proof of the effects of these changes in service can be found in average fares compared to 

other airport to which GTR consumers have reasonable access.

2010 2009

YOY 

change 

(%)

YOY 

change 

($)

GTR $288.30 $258.26 11.6% $30.03

JAN $219.89 $204.77 7.4% $15.12

BHM $203.84 $187.81 8.5% $16.04

2010 vs 2009: Average Fare Comparison

While fares have only increased approximately $15 at JAN and BHM, GTR has seen a full $30 

increase in what consumers are paying. The major reason for this is the lack of competitive air 

service.

1

Another reason is that because air service to the West requires nearly an additional 

500 miles of back-tracking to Atlanta (240 miles each way), the fare levels can be expected to 

be high at GTR.

This current grant application is intended to alleviate both the lack of adequate air service 

access, and provide fare discipline to the market as well. gain access to the DFW hub of 

American or the IAH hub of United, which will provide needed new competition, reverse the 

capacity decline, provide some additional fare discipline, and allow for much needed access to 

the western US.

Therefore, Golden Triangle Regional Airport Authority hereby respectfully submits this

application for a grant under the Small Community Air Service Development Program.

 

1 Average fares paid in CY 2009 v CY 2010. Source: Aviation DataMiner analysis of US DOT data.
US DOT Docket OST 2011-0119

_______________________________

Grant Application – Golden Triangle Regional Airport Authority

Small Community Air Service Development Program

4

This Grant Is Designed To Provide Immediate Results

The grant requested will successfully accomplish the following:

 Resolve A Clear Air Service Deficiency. The grant herein will allow GTR to recruit 

service to a major westbound air service gateway. Specifically, the aim is either the 

American Airlines hub at DFW or the United Airlines hub at Houston Intercontinental. 

There are organizational issues currently at each carrier. American is in the process of 

shifting its fleet mix and changing its relationships with regional partners. United is still 

in the merger process with Continental. As a result, while both carriers have expressed 

interest in GTR, it will not be until the fourth quarter of 2011 that hard negotiations with 

the carriers can begin.

 Engender New Investment. GTR is the site of substantial investment by companies 

such as Eurocopter, with large facilities in Texas. Expansion of their GTR facilities will be 

dependent on air service access to the West, without the necessity of a three-hour (at 

minimum) back-track over Atlanta. 

PACCAR, a major manufacturer of large trucks (such as Kenworth and Peterbilt), has 

major facilities in both Texas and the Northwestern US.

Additionally, Senator Cochran has announced the launch of the GTR Global Aerospace 

Park, a 3,000 acre property next to GTR with construction-ready land for aerospacerelated industry development. 

The Golden Triangle community has worked tirelessly to attract and retain business partners 

over the last several years. These businesses provide a boon to the local economy, offering 

good paying jobs and benefits for the local residents. 

The air service that this grant will engender will allow these companies, and by extension the 

local citizens, some reassurance that their decisions to establish a presence in the GTR region 

was the correct one.

Need For Grant Support

The Department is well aware of the current difficult situation in the airline industry. Carriers 

today seek to avoid risk, and that includes situations that involve initiation of new service, even 

in markets where the traffic demand is high and the potential for success great. Today, in light 

of the enormous financial challenges facing the airline industry, some form of economic riskreduction must be in place to attract new service such as that which is proposed in this 

document. Preliminary discussions with the carriers have made clear that such would be 

necessary to attract this service.

Golden Triangle Regional Airport Authority is applying for a grant in the amount of $800,000, 

and there will be a local match of $200,000, resulting in a total program funding of $1,000.000.
US DOT Docket OST 2011-0119

_______________________________

Grant Application – Golden Triangle Regional Airport Authority

Small Community Air Service Development Program

5

The Risk-Abatement Program

The Airport and Community plan to apply $950,000 of the total program funds toward a clearlydefined and agreed-upon revenue guarantee program for the first year of the proposed service. 

The remaining $50,000 will be in the form of a well-targeted marketing program within the GTR 

air service region. It is noted that westbound access is not service that needs to be strongly 

promoted – the local industries currently have strong demand for efficient westbound access, 

and the new service will see rapid traffic build.

The revenue guarantee will be drawn upon only if reasonable, pre-determined traffic and 

revenue generation goals are not met. At the end of the 12-month period year, and any DOT 

revenue-guarantee funds not used will be relinquished to the Department.

The community believes that this request fills both the intent and the spirit of Congress in 

implementing this program. The community has a pressing air service deficiency that drives 

fares higher than competing airports, and is threatening to slow the strong economic growth in 

the Golden Triangle region. 

The unique community enthusiasm for business development that will support this new service 

is showcased by the growing investment in the region by diverse manufacturing companies 

such as Severstal Steel, Weyerhaeuser Corporation Printing Paper, American Eurocopter, 

PACCAR, and Baldor Electric Company. These companies, and ones like them, have many 

options as to where to establish facilities. The fact that they did so in the Golden Triangle region 

speaks volumes about their vision for the future in the area, and increased air service would 

certainly reinforce those expectations.

Grant Administration

This application is submitted by the Golden Triangle Regional Airport Authority and will be the 

organization responsible for the administration of the grant funds. The community support for 

this application is broad and encompasses the entire business base of the region.

The unique community enthusiasm for business development that will support this new service 

is showcased by the growing investment in the region by diverse manufacturing companies 

such as Severstal Steel, Weyerhaeuser Corporation Printing Paper, American Eurocopter, 

PACCAR, and Baldor Electric Company These companies, and ones like them, have many 

options as to where to establish facilities. The fact that they did so in the Golden Triangle region 

speaks volumes about their vision for the future in the area, and increased air service would 

certainly reinforce those expectations.

Project Sponsors & Community Partner

The official sponsor of this project is the Golden Triangle Regional Airport Authority.

The community partnership will be directed by the Columbus-Lowndes Community Development 

LINK
US DOT Docket OST 2011-0119

_______________________________

Grant Application – Golden Triangle Regional Airport Authority

Small Community Air Service Development Program

6

The community and the Airport appreciate the time and efforts of the Department in reviewing 

this application, and look forward to a favorable decision. Please direct any correspondence 

regarding this matter to:

Mr. Michael P. Hainsey

Executive Director

Golden Triangle Regional Airport

2080 Airport Road

Columbus, Mississippi 39701

662-327-4422
US DOT Docket OST 2011-0119

_______________________________

Grant Application – Golden Triangle Regional Airport Authority

Small Community Air Service Development Program

7

Contents of Proposal

I. Golden Triangle Air Service Review ...........8

Golden Triangle: The Case for Westbound Service ..................................9

Circuitous Routings = Higher Fares.....................................................10

Sizing The Traffic Loss ......................................................................11

Past Air Service Development Activities...............................................12

Prior Grant Applications ....................................................................12

The Grant Will Create Competitive Balance..........................................12

II. Grant Administration Plan......................13

General Application of Grant Funding..................................................13

Carrier Negotiations & Agreement ......................................................13

Program Fund Allocation ...................................................................15

Marketing & Advertising Support........................................................16

Post-Grant Support ..........................................................................16

III. Summary of Application........................17
US DOT Docket OST 2011-0119

_______________________________

Grant Application – Golden Triangle Regional Airport Authority

Small Community Air Service Development Program

8

I. Golden Triangle Air Service Review

The Golden Triangle MSA alone has a population in excess of 100,000, but the general 

catchment area of Golden Triangle Regional Airport comprises all or parts of 12 counties, with a 

population base of approximately 220,000 people.

Golden Triangle’s stature as a developing commercial and industrial center is strengthened by 

its location at the junction of two major Interstate highway arteries. From an air service 

perspective, however, these highways facilitate access to Jackson, Birmingham, and even 

Memphis where lower fares and nonstop service to both DFW and IAH are in place. This grant 

will substantially reduce that leakage and allow for more convenient service for the GTR market 

area.

The western US business travel base at GTR is sensitive to the fact that traveling through

Atlanta to connect to points west is a major inconvenience and drain on valuable time. The 

additional alternative access to the DFW or IAH hub will be a major upgrade to address this 

deficiency.
US DOT Docket OST 2011-0119

_______________________________

Grant Application – Golden Triangle Regional Airport Authority

Small Community Air Service Development Program

9

Golden Triangle: The Case for Westbound Service

The deficiency in service connecting GTR to the west has never been more serious. An 

examination of GTR western traffic from 2010 shows that there is significant demand for air 

service, but access has primarily been only via MEM, which is now being canceled, or ATL, 

which is a very indirect routing for westbound traffic from GTR. Below are passenger traffic and 

revenue data for major western cities in 2010.

GTR Today Is Only “Half Served”

Today, the need for US and global access for GTR is more critical than ever. The growth in the 

local economic and industrial base represents demand for service across the nation and to 

international points as well. Much of the industrial growth has been with companies with roots 

in the E.U. The current Delta service – at a bare-bones three daily flights – addresses this need. 

However, the community is partially cut off from the nation west of the Mississippi by virtue of 

lack of access to a western airline hub gateway. 

The result is that western access to and from GTR involves substantially more flying –at least 

six hours per round trip in additional travel time.2 

 

2

This is 1.2 hours to Atlanta, at least one hour for connect time, and retracing the miles west.
US DOT Docket OST 2011-0119

_______________________________

Grant Application – Golden Triangle Regional Airport Authority

Small Community Air Service Development Program

10

For example, the flying travel distance today between GTR and DFW (where there is substantial 

demand from PACCAR and Eurocopter, among others) is almost 50% more than a nonstop 

flight would be to American’s DFW hub. Access to Houston represents 60% more flying.

Circuitous Routings = Higher Fares

Because of the air service deficiency at GTR, consumers suffer much higher airfares that at 

other airports in the region. A review of average fares paid at GTR v Jacksons and Birmingham 

for 2010 illustrates this point:

$288.30 $219.89 $203.84

$ Variance: $68.40 $84.46

GTR Percent Premium 31.1% 41.4%

GTR JAN BHM

To key western destinations, particularly some that have strong current or growing business 

ties with the GTR region, the variance in average fares paid by consumers is often 

astronomically higher than the averages shown above. Reviewing average one-way fares paid 

in 2010, including taxes and federal fees, it is clear that the lack of direct access to the west is 

resulting in higher travel costs and depressed demand.3

M arket GT R A vg 

F are

JA N A vg 

F are

GT R F are 

P remium

COS $850.48 $287.70 195.6%

DEN $283.15 $218.80 29.4%

DFW $288.00 $160.63 79.3%

IAH $250.86 $135.65 84.9%

PDX $347.04 $318.72 8.9%

SAN $296.00 $294.26 0.6%

SAT $431.30 $170.05 153.6%

SEA $363.91 $279.41 30.2%

TUS $420.01 $312.45 34.4%

AVG $349.27 $190.88 83.0%

Note that two key destinations that have strong military-related communities of interest with 

Columbus Air Force Base – Colorado Springs and San Antonio – have very wide fare disparity 

with Jackson. Overall, to these key destinations, consumers are paying over 80% more than at 

Jackson.

The Airport and the community would respectfully submit that these data clearly demonstrate 

the air service challenge that Golden Triangle Regional Airport is facing, particularly as it 

continues to compete for industrial investment in the area.

 

3 Average one-way fares paid, including federal fees and taxes for full year 2010. Source: DB1B data analyzed by 

Aviation DataMiner.
US DOT Docket OST 2011-0119

_______________________________

Grant Application – Golden Triangle Regional Airport Authority

Small Community Air Service Development Program

11

Sizing The Traffic Loss

To size the loss in traffic demand that this grant can help recapture, the western passenger 

O&D was compared for Jackson and GTR. 

Full Year 2010 O&D

M arket GT R JA N

ABQ 324 5,443

AUS 310 16,943

DEN 790 23,528

DFW 1,094 59,188

IAH 485 42,554

LAS 1,113 25,058

LAX 1,500 26,731

PDX 468 7,509

PHX 975 16,121

SAN 502 11,432

SAT 1,149 19,123

SEA 1,201 14,366

SFO 601 10,958

SLC 806 11,900

SMF 187 6,926

SNA 305 5,379

TUS 213 2,967

Totals 12,026 306,125

This was then related to the passengers-to-population for each airport:

JAN - MSA Population 628,817

GTR - MSA Population 104,268

Total Region Population 733,085

Jackson Western US O&D - Key Cities 306,125

Golden Triangle Western US O&D - Key Cities 12,026

Total Region US Western O&D - Key Cities 318,151

Ratio of Region Western O&D To Population 0.43

GTR Population x Western US O&D Ratio 45,251

Current GTR Capture: 12,026

Net GTR Traffic / Service Deficiency: 33,225
US DOT Docket OST 2011-0119

_______________________________

Grant Application – Golden Triangle Regional Airport Authority

Small Community Air Service Development Program

12

Without question, GTR is not capturing the westbound traffic it is now generating. Service to 

DFW or IAH, as outlined in this application, will not only capture this traffic, but can also 

stimulate new traffic demand.

Past Air Service Development Activities

The airport and the community have worked very hard to retain existing service and recruit new 

carriers to the market. In the very tough environment of the past five years, it has been a very 

difficult challenge.

On a routine basis, the Airport has meetings with incumbent Delta, as well as with target new 

entrant carriers. As the Department is aware, however, the pull-down of hubbing levels at STL, 

CVG, and most recently, MEM has resulted in much-reduced opportunities to attract new 

service.

Prior Grant Applications

The Golden Triangle Regional Airport was awarded a grant in year 2007 which was for a riskabatement program specifically to attract a second carrier to the airport. After grant award, the 

Department allowed the grant to be used to underwrite additional incumbent Northwest/Delta 

service.

This current application is different in goal and in intent. The influx of new businesses to the 

region in the past five years has created a pressing need for access to points in Texas and 

Seattle, as well as for points in the West

The Grant Will Create Competitive Balance

Golden Triangle Regional Airport is now served by only one airline system, and only to one of 

that carrier’s connecting hubs. While the community is grateful for this air service, there is a 

greater need for the business community as well as the leisure travelers. The extensive 

economic growth and the expectation of future growth demands enhanced connectivity to the 

west, and DFW or IAH support that connectivity. Healthy competition among airline systems will 

help reduce fares, add greater route efficiency, and allow the consumer to make more than just 

one choice when going on a business trip or a vacation. 

The Golden Triangle Regional Airport Authority would respectfully submit that the Small 

Community Air Service Development Grant Program was designed to address this type of 

situation. It is further noted that the grant will result in materially-improved air service, with 

minimal risk to the scarce funds allocated by Congress to this program.
US DOT Docket OST 2011-0119

_______________________________

Grant Application – Golden Triangle Regional Airport Authority

Small Community Air Service Development Program

13

II. Grant Administration Plan 

General Application of Grant Funding

The grant requested in this application will be applied only to provide assurances regarding the 

levels of revenue the target airline will attain, based on reasonable, pre-negotiated passenger 

projections.

Fundamentally, this is not a subsidy – if the revenue targets are met, no funds will be due the 

carrier. The program will simply provide a safety net to offset the airline’s legitimate initial risks 

in opening a new nonstop market.

This approach has been used successfully at a number of other small airports with the 

assistance of SCASD program grants. It will also be successful at Golden Triangle Regional 

Airport.

Carrier Negotiations & Agreement

Upon grant award, the Airport will initiate negotiations with either American or United. The 

Airport will propose the following, with the final agreement subject to Department approval:

 Provision for two daily (reduced week-end) frequencies, timed to connect with the 

carrier’s flight banks at the connecting hub – American at DFW or United at IAH;

 A pre-agreed per-segment cost for the operation. This will include a fuel factor 

(escalator and deflator) and will be based on historical published costs for E-Jet, ERJ (or 

CRJ) aircraft. The cost will include a reasonable profit hurdle to be agreed upon.

 It is noted that there is considerable current and pent-up demand for the access that 

the grant-supported service will provide. Therefore, the risk-offset will be for one year 

only.

 Reliability will be crucial to the success of the service. Therefore, strict schedule

performance standards will be 98% controllable flight completion, 95% on-time (w/in 15 

minutes of schedule) arrivals, based on airline-controllable factors.

 The agreement will contain stipulations on reasonable pricing and availability of discount 

seat inventories on the flights. The Airport will require the airline to provide updates 

regarding pricing and availability on the route to assure that fares approximate those in 

similar markets operated by the airline.

 Airline operational and revenue performance will monitored monthly and reported to 

DOT on a quarterly basis. The final accounting of any revenue support will be made at 

the end of the 12-month period.
US DOT Docket OST 2011-0119

_______________________________

Grant Application – Golden Triangle Regional Airport Authority

Small Community Air Service Development Program

14

 Determination of any risk-offset dollars owed to the airline will be made at the end of 

the grant period, adjusted for any service failures. In no case will the carrier be due 

more than the total of the revenue support portion of the program.

The Airport will not make any agreement without the Department’s review and approval. The 

Airport will provide the Department with a complete summary of the revenue support 

agreement that is consummated with the air carrier that will operate the route.

The Airport will provide the Department with a progress report on the revenue support program 

on a quarterly basis, or as the Department may otherwise specify.
US DOT Docket OST 2011-0119

_______________________________

Grant Application – Golden Triangle Regional Airport Authority

Small Community Air Service Development Program

15

Program Fund Allocation

The program is intended primarily provide a revenue guarantee to reduce the carrier’s initial risk 

in entering and building the GTR market. In addition, there will be a local marketing effort that 

will engender local awareness and support for the new service.

Risk Offset Marketing Program Total

Community $190,000 $10,000 $200,000

US DOT $760,000 $40,000 $800,000

TOTAL $950,000 $50,000 $1,000,000

One-Year Risk Abatement Program

Support – Negotiations & Related Activities

Promptly upon approval of this application, GTR staff will initiate negotiations with the target 

carrier systems.

These will include clear cost and revenue goals agreed-upon in advance. The proposed flight 

schedule will be reviewed for connectivity. The Airport will have the option of cancelling the 

program with sufficient notice to the carrier should the traffic and revenue not build sufficiently 

during the 12-month period. 

Revenue Guarantee Component

The target carrier would be required to provide a minimum of two round-trip flights daily, using 

at minimum 44-seat jets.4The program would establish strict standards, including a schedule 

completion requirement of 98%, ex-weather. 

The revenue guarantee will be structured based on projected local traffic as well as a 

mechanism for credit for beyond-hub revenues generated by the new service. With the 

agreement of the Department, GTR would propose a structure similar to that used successfully 

at other airports that have built service with grant-funded revenue off-set. Minimum revenue 

goals will be established, and monitored monthly. Any variance would be computed at the end 

of the grant period.

 

4 This will accommodate the American Eagle fleet. Other AA entities have larger aircraft as well. United Express only has jets 50-

seats or larger. A reduced schedule on weekends would be acceptable, with a minimum of two round trips.
US DOT Docket OST 2011-0119

_______________________________

Grant Application – Golden Triangle Regional Airport Authority

Small Community Air Service Development Program

16

Based upon the traffic projections completed by the Airport, it is expected that the market will 

attain self-sufficiency in a reasonably quick period. The community would agree to relinquish 

any unused grant funds back to the Department after 12 months from start of service.

Marketing & Advertising Support

The Community intends to implement an aggressive targeted program of advertising and 

marketing to assure that the new service builds traffic quickly and with minimum draw on the 

revenue guarantee. These will include:

 Pre-Operations Support: It is critical that the community be made aware of the new 

service, but within a reasonable timeframe before it begins. As illustrated in the data 

herein, it is believed that the ramp period to economically-viable bookings will be short, 

but the local print and electronic media will be used to promote the service with a blitz 

30-day before the first flight.

5

 Civic Contact: Community groups will be tapped to allow Airport staff to present the new 

service at key membership functions. 

 Airport Events: In conjunction with the target carrier, events at Golden triangle Regional 

Airport will be planned to raise the profile of both the new service as well as the 

incumbent Delta service to Atlanta

Post-Grant Support

Golden Triangle Regional Airport has an aggressive marketing program focused on the new 

emerging industries establishing facilities in the region. Direct contact with travel departments 

at important businesses such as Eurocopter, PACCAR, and others will assure that ridership 

remains strong after the 12-month grant period. In addition, the Airport and community have 

resources to market the service within the region.

Because the majority of the passenger traffic is expected to be business-driven, the Airport will 

continually work with the target airline to assure that the carrier’s marketing is well-focused on 

the key corporations that have facilities in this region of Mississippi.

 

5 Booking decisions are now made very close to travel date. A media blitz earlier than 30 days will not be fully effective.
US DOT Docket OST 2011-0119

_______________________________

Grant Application – Golden Triangle Regional Airport Authority

Small Community Air Service Development Program

17

III. Summary of Application

The Golden Triangle Regional Airport Authority believes that this application is consistent with 

the goals of the Small Community Air Service Development Grant Program. 

 It addresses a demonstrable air service deficiency – lack of western connectivity 

and high fares that are causing substantial leakage and lost economic impact.

 It will reduce the reliance on congested Atlanta Jackson-Hartsfield as the only 

major gateway for Golden Triangle.

 It will foster goodwill with the business community that the region has worked 

so hard to build up over the last several years. The business community needs easy, 

affordable access to the western US.

 It will help to bring fare discipline to the GTR market. In 2010, consumers at 

GTR actually paid on average 31% more than consumers at nearby Jackson, (to 

western destinations, as much as 80% more) resulting in significant leakage and lost 

economic impact to the Golden Triangle region.

Based on these data, the Airport would ask the department for favorable consideration to this 

application.