June 11, 2012 

Sponsor: Glacier Park International Airport – Kalispell, Montana 

 Cindi Martin – Airport Director 

 Congressional Code: MT - 01 

 Dun & Bradstreet Number: 119522167 

 Tax Identification Number (EIN): 81-0425701 

Application for Federal Support to recruit New Air Service via: 

Ground Handling Cost Offset 

Advertising/Marketing Program 

To Support New Non-Stop Service to Los Angeles 

GLACIER PARK INTERNATIONAL AIRPORT, KALISPELL, MT 

Application Under the Small Community Air Service Development Program, 

Docket DOT-OST-2012-0069 

Docket DOT-OS T-2012-0069 
Glacier Park International Airport • Small Community Air Service Development Grant Proposal • June 2012 2

TABLE OF CONTENTS 

Section Page 

Introductory Letter of Support 3 

Summary Information – Appendix C 4 

Introduction 7 

Glacier Park: Location, Population and Economy 8 

Current and Historical Glacier Park Air Service 10 

 Current Air Service 10 

 Capacity and Traffic History 11 

 Seasonality 12 

 Top Domestic Markets 13 

 Traffic and Capacity by Region 14 

 Domestic Traffic Point of Origin 15 

 Alternative Airports 15 

Glacier Park Air Service Deficiencies and Needs 16 

 Capacity Declines 16 

 High Average Fares 17 

 Service by Region vs. Traffic Demand by Region 18 

 Seasonal Capacity Imbalance 18 

 Specific City Pair Deficiencies 19 

 Air Service Needs 19 

A Strategic Plan to Gain Los Angeles Air Service 20 

 Proposed New Service 20 

 Glacier Park’s Ground Handling and Marketing Program 22 

 Grant Funding Plan 23 

 Implementation Timeline and Alternative Plans 23 

Air Service Development and Previous Grant Award 25 

Public/Private Partnership and Legal Sponsor 26 

Summary 27 

Allegiant Air Letter of Support 28 

This document is 28 pages. The cover is one page, the letter of support is one page and the 

Summary of Information is three pages, leaving an application document length of 22 pages 

plus the Allegiant Air letter of support. 
Glacier Park International Airport • Small Community Air Service Development Grant Proposal • June 2012 3

INTRODUCTORY LETTER OF SUPPORT 
Glacier Park International Airport • Small Community Air Service Development Grant Proposal • June 2012 4

SUMMARY INFORMATION – APPENDIX C 

Small Community Air Service Development Program 

Docket DOT-OST-2012-0069 

A. Applicant Information 

 Not a Consortium Community now receives EAS subsidy 

 Interstate Consortium Intrastate Consortium 

 Community previously received a Small Community Grant 

 If previous recipient, Date of Grant: August, 2006 

 Expiration date of Grant: August 2009 

 Federal Funds Requested: $450,000 

 Carrier(s) Service Obtained: United Express Denver DEN 

 Destination(s) Served: Target was Denver, DEN 

 Grant was closed on June 1, 2009 

 

B. Public/Private Partnership

Public:

1. Glacier Park International Airport 

2. Cities of Columbia Falls, Kalispell and Whitefish and Flathead County 

Private: 

1. Kalispell & Whitefish Chambers of Commerce and Convention and Visitors Bureaus 

2. Alamo/National, Budget and Dollar Rental Car companies 

3. Flathead Business and Industry Association, Glacier Park Tourism and Glacier Park Inc. 

4. Montana West Economic Development 

5. Whitefish Mountain Resort, Flathead Lake Lodge, Lakeside Club, 

6. North Valley Hospital and Northwest Healthcare / KRMC 

7. First Interstate, Mountain West, First Montana, Glacier, Rocky Mountain, Three Rivers and 

Valley Banks 

8. Big Mountain Commercial Association 

9. Applied Material, Inc 

10. Nation Flood, Inc 

11. National Parks Realty 

12. Nomad Global, Inc 

13. Rocky Mountain Transport, Inc 
Glacier Park International Airport • Small Community Air Service Development Grant Proposal • June 2012 5

C. Project Proposal 

 Marketing Upgrade Aircraft New Route 

 Travel Bank Service Restoration Subsidy 

 Surface Transportation Regional Service Revenue Guarantee 

 Launch New Carrier Start-Up Cost Offset First Service 

 Study Secure Additional Service Other (Specify) 

D. Existing Landing Aids at Airport

 Full ILS Outer/Middle Marker Published Instrument Approach 

 Localizer Other:

E. Project Cost 

1. Federal amount requested: $ 200,000 

2. State cash financial contribution: $ 0

Local cash financial contribution: 

 3a. Airport cash funds: $ 0 

 3b. Non-Airport cash funds: $ 60,750 

3. Total local cash funds: $ 60,750 

4. TOTAL CASH FUNDING: $ 260,750 

In-Kind Contribution: 

a. Airport In-Kind contribution: $ 41,416 

 

b. Other In-Kind contribution: $ 0 

5. TOTAL IN-KIND CONTRIBUTION: $ 41,416 

6. TOTAL PROJECT COST: $ 302,166 
Glacier Park International Airport • Small Community Air Service Development Grant Proposal • June 2012 6

F. In-Kind Contributions

For funds in lines 4a (airport in-kind contribution) and 4b (other in-kind contribution), 

please describe the source(s) of fund(s) for each. 

4a Estimated value of a waiver of Airport terminal use and landing fee charges 

G. Is Application Subject to Review by State Under Executive Order 12372 Process?

 This application was made available to the State on ______. 

 Program is subject to review, but has not been selected by the State. 

 Program is not covered. 

H. Is Applicant Delinquent on any Federal Debt? 

 No 

 
Glacier Park International Airport • Small Community Air Service Development Grant Proposal • June 2012 7

INTRODUCTIONINTRODUCTION 

The Glacier Park International Airport serves a large area of northwestern Montana. While 

sparsely populated, the Airport’s catchment area contains Glacier National Park and a large 

resort infrastructure. Annual tourism visits to the region total over 2,000,000. The catchment area 

is also very isolated. Only a few airports in the lower 48 lie further north than Glacier Park and 

none of them is a major vacation destination. The region has no freeways, the closest being a 

two hour drive south toward Missoula. 

Air service in the region is inadequate to the needs of the local population and the local tourism 

industry. Despite being located in one of the most amazing places on earth, the tourism venues 

of the Glacier Park area must compete for tourism visits and tourism dollars with other, closer and 

more accessible vacation options, most of which have more air service and lower airfares. 

Thus, effective and affordable air service is essential to the economic well being of the Glacier 

Park region. Yet local air service capacity is down 33% since 2003 and down 16% since 2008. 

Glacier Park’s 2011 average domestic fare was $222, higher than at any other Montana airport 

(excluding EAS airports and the state capital at Helena). 

In addition, the air service that Glacier Park has is oriented more east and south, in terms of hub 

options and capacity allocations, while Glacier Park visitors by air come more significantly from 

the west, with a great preponderance of California visitors. 

Glacier Park was fortunate to receive a SCASD grant in 2006 and put that Grant to great use, 

recruiting United Airlines to begin Denver service. Since entering the market in 2007 United has 

doubled Denver capacity and added summer season Chicago service. Without United service 

enabled by our first Grant, Glacier Park would today face greater air service challenges since 

the merger of Northwest and Delta combined two of our long-time incumbent carriers. 

In this application Glacier Park requests Grant funding totaling $200,000, matched by local 

funding of $62,500 (gathered from a broad spectrum of mostly private interests). This Grant’s new 

service target is first ever nonstop service to the Los Angeles Basin. The LA Basin is our largest 

market without nonstop service. With only connecting service options, 6% of total Glacier Park 

domestic O&D involves LA Basin airports. Grant funding would support the startup phase of new 

service and we anticipate the same success we had with our first Grant and Denver service. 
Glacier Park International Airport • Small Community Air Service Development Grant Proposal • June 2012 8

GLACIER PARK: LOCATION, POPULATION & ECONOMYINT

Location and Population – Three cities are near the Glacier Park International Airport: Kalispell, 

Whitefish and Columbia Falls. The three cities form a commercial and retail trading center that 

serves an area more than a 100 miles west or north, including into Canada, and 40 miles to the 

south. State Highways 2, 83 and 93 cross near the Airport and I-90 is a two hour drive south. 

The one hour drive radius for the Glacier Park International Airport 

has a population of 99,253 while the two hour radius has a 

population of 145,490. 

While local resident population is modest, MSA population growth 

has been significant. Kalispell MSA population is up 20% in ten years 

and still growing. Resident population is forecast to exceed 100,000 

by 2015. During the peak summer months an influx of second home 

owners increases local population by over 20% to about 110,000. 

2001 75,987

2002 77,269 1.7%

2003 79,152 2.4%

2004 80,626 1.9%

2005 82,530 2.4%

2006 84,549 2.4%

2007 86,766 2.6%

2008 88,473 2.0%

2009 89,624 1.3%

2010 90,100 0.5%

2011 90,928 0.9%

Period 19.7%

KALISPELL MSA POPULATION
Glacier Park International Airport • Small Community Air Service Development Grant Proposal • June 2012 9

Glacier Park’s Economy – The region’s economy is tourism based. The three cities of the Flathead 

Valley, Kalispell, Whitefish and Columbia Falls, each has a distinct economic personality. 

Kalispell is the region’s retail and financial center and has the largest area health care facilities. 

The city has a thriving art colony for artists of all genres. 

Whitefish is the “recreational capital of 

Montana”. Its biggest draw is the Whitefish 

Mountain Resort, which is complemented by 

many smaller resorts. Whitefish Mountain is only 11 

miles from the Airport. 

Columbia Falls is the gateway to Glacier National 

Park and is popular with river rafters. 

The region as a whole is a popular “work from 

home” location. For professionals who can 

accomplish their profession from a home office 

using modern technology, the Flathead Valley is 

a popular place to live. 

All three cities are blessed to be at the western 

entrance to Glacier National Park. Glacier is the 

“Crown of the Continent”, one of North 

America’s and the World’s most stunning mountain parks. Glacier Park is a World Heritage Site 

and draws two million visitors per year. 

Glacier National Park is primarily a summer destination. The Whitefish Mountain Resort ski area is 

primarily a winter destination. Together, these venues, plus a host of other recreational options 

the magnificent landscape offers, constitute the core of the Glacier Park economy. 

This economy operates in isolation, further north than any other major tourism area in the lower 

48 and a two hour drive to an interstate highway. Its key economic engine, tourism, depends on 

accessibility. Effective and affordable local air service is a key component of that accessibility. 

Kalispell Regional Medical Center 2,500

Plum Creek Timber Company 1,140

Semitool 700

Flathead Valley Community College 689

TeleTech 500

Flathead County 456

Winter Sports, Inc. (Whitefish Mountain Resort) 450

Workplace, Inc. 440

Glacier National Park 400

Columbia Falls School District 352

National Flood Service 350

Wal‐Mart 350

Burlington Northern 300

LC Staffing 300

Immanuel Lutheran Home 270

North Valley Hospital 235

Flathead National Forest 207

Whitefish School District 200

Glacier Bancorp 185

CenturyLink 160

Target 150

Grouse Mountain Lodge 145

Brendan House 140

Flathead Electric Co‐Op 140

Rocky Mountain Contractors 140

Source:		Kalispell Chamber of Commerce

The Flathead Valley’s Largest Employers
Glacier Park International Airport • Small Community Air Service Development Grant Proposal • June 2012 10

CURRENT AND HISTORICAL GLACIER PARK AIR SERVICENT

Current Air Service: Glacier Park currently supports air service from four airlines: Allegiant, Alaska 

Air, Delta and United. There is nonstop service to eight cities, however year-round service to only 

six. Delta Saturday-only Atlanta service and United Chicago service are summer season only. 

Allegiant Air service to Las 

Vegas and Oakland is twice 

per week. 

Year round hub service is only 

to Denver, Minneapolis, Salt 

Lake City and Seattle. 

Market capacity varies greatly 

by season. In 2012, December 

weekly market capacity will be down 53% from July of 2012. Four of Glacier Park’s routes are 

eastward, two are southward and two are to the west. 

Segments Seats per Seats per Segments Seats per Seats per Seats per Week

Carrier Destination Per Week Flight Week Per Week Flight Week Dec vsJul Change

AS SEA 42 76 3,192 28 76 2,128 ‐33%

LAS 4 166 664 4 166 664 0%

OAK 4 166 664 4 166 664 0%

8 166 1,328 8 166 1,328 0%

ATL 2 160 320 0 0 0 ‐100%

MSP 28 131 3,668 14 76 1,064 ‐71%

SLC 56 54 3,024 40 50 2,000 ‐34%

86 82 7,012 54 57 3,064 ‐56%

DEN 56 54 3,024 14 50 700 ‐77%

ORD 14 66 924 0 0 0 ‐100%

70 56 3,948 14 50 700 ‐82%

206 75 15,480 100 72 7,220 ‐53%

Schedules per carrier websitesfor typical week in each month shown

UA Total

July, 2012 December, 2012

TOTAL

GLACIER PARK AIR SERVICE: SUMMER AND WINTER COMPARISON

G4

DL

UA

DL TOTAL

Allegiant Total
Glacier Park International Airport • Small Community Air Service Development Grant Proposal • June 2012 11

Capacity and Traffic History – Glacier Park capacity has declined significantly in the past eight 

years. Compared to 2003 market capacity is down 33%, compared to 2008 it is down 16%. 

Average fare is up 35% since 2003 and 13% since 2009. 2011 market load factor was 77% 

International traffic averages about 12% of annual total. 

GLACIER PARK TRAFFIC BY CARRIER TYPE: 2003 ‐ 2011

0

50,000

100,000

150,000

200,000

250,000

300,000

350,000

400,000

2003 2004 2005 2006 2007 2008 2009 2010 2011

318,020 330,780

371,160

332,870 350,850 352,990

281,040 297,670 305,850

25,290 

28,370 29,850 

8,490 

11,080 

12,290 

12,340 

14,640 15,640 

13,380 

14,600 14,510 

Annual Domestic O&D (Ex-Allegiant) Annual Domestic O&D (Allegiant) Annual International O&D

892 876

922

792 775

712

605 619 598

439 463 499 462 483 474

414 447 460

$165 $165

$174

$216

$222 $219

$196

$207

$222

$100

$120

$140

$160

$180

$200

$220

$240

0

200

400

600

800

1,000

1,200

2003 2004 2005 2006 2007 2008 2009 2010 2011

Average Fare

Seats and Passengers per Day Each Way

Seats per Day Each Way Domestic PDEW One-Way Domestic Fare

GLACIER PARK CAPACITY (SDEW), DOMESTIC TRAFFIC (PDEW) AND AVERAGE FARE: 2003 ‐ 2011
Glacier Park International Airport • Small Community Air Service Development Grant Proposal • June 2012 12

Seasonality – Glacier Park is a seasonal market with a summer peak. With winter capacity down 

53% from summer capacity, a fair question might be: Does winter demand drive winter capacity 

or does winter capacity drive winter demand? 

It is noteworthy that, despite year after year of overall capacity reductions, Glacier Park’s fall, 

winter and spring traffic climbs each year with combined fourth quarter and first quarter traffic 

up in each period for the past three years. 

591

694

951

568 542 557

713

479 490

581

868

480

428

508

822

497

383

428

717

334

294

366

544

299 294

357

657

320 309

367

673

368

$209

$215

$235

$212

$198 $201

$214 $218

$206

$219

$230

$212

$218

$237

$247

$210

$100

$120

$140

$160

$180

$200

$220

$240

$260

0

200

400

600

800

1,000

1,200

Average Fare

Seats and Passengers per Day Each Way

Seats per Day Each Way Domestic PDEW (Ex-Allegiant) One-Way Domestic Fare (Ex-Allegiant)

21,507

21,047

21,972

20,152

21,374

33,967

54,062

32,232 28,854

22,124

19,381

22,753

20,982

20,510

22,885

19,783

22,423

34,137

52,771

52,241

32,662

24,622

21,359

23,537

21,99921,515

24,962

20,409

22,486

35,138

54,525

53,018

30,675

24,328

20,951

25,931

0

10,000

20,000

30,000

40,000

50,000

60,000

T100 Traffic by Month

T100 Onboard 

GLACIER PARK T100 TRAFFIC BY MONTH: 2008 TO 2011
Glacier Park International Airport • Small Community Air Service Development Grant Proposal • June 2012 13

Glacier Park’s Top Domestic Markets – Eight of the top markets (gold bars) have some form of 

nonstop service, although Las Vegas and Oakland service is less-than-daily, Chicago is summer 

only and Atlanta is summer only and Saturday only. 

Top Market Average Fares – Top market fares do not fit the profile of an inbound leisure market. 

$0 $50 $100 $150 $200 $250 $300

LAS

SEA

SFO/SJC/OAK 

LA BASIN

LGA/JFK/EWR 

DEN

MSP

DCA/IAD/BWI 

ORD/MDW

SLC

ATL

DFW

SAN

PDX

PHX

BOS

SMF

MCO

ANC

IAH

$99

$139

$196

$210

$274

$251

$232

$274

$263

$235

$233

$288

$204

$165

$211

$258

$203

$229

$244

$302

0 5,000 10,000 15,000 20,000 25,000 30,000 35,000 40,000

LAS

SEA

SFO/SJC/OAK 

LA BASIN

LGA/JFK/EWR 

DEN

MSP

DCA/IAD/BWI 

ORD/MDW

SLC

ATL

DFW

SAN

PDX

PHX

BOS

SMF

MCO

ANC

IAH

36,580

27,640

19,310

18,980

12,150

12,030

11,740

10,810

9,970

8,700

8,600

7,620

7,620

7,020

6,270

5,930

5,220

5,200

5,040

4,870

50.1

37.9

26.5

26.0

16.6

16.5

16.1

14.8

13.7

11.9

11.8

10.4

10.4

9.6

8.6

8.1

7.2

7.1

6.9

6.7

Annual O&D PDEW

GLACIER PARK TOP TWENTY MARKETS: YEAR 2011

GLACIER PARK TOP MARKET AVERAGE FARES: YEAR 2011
Glacier Park International Airport • Small Community Air Service Development Grant Proposal • June 2012 14

With the exception of Las Vegas (Allegiant) and Seattle/Portland (Alaska Air short haul) Glacier 

Park top market fares are at or above $200. Excluding those three market’s traffic and revenue, 

Glacier Park’s average domestic fare in 2011 was $249. 

Glacier Park Traffic and Capacity by Region – Glacier Park’s traffic demand is heavily 

westbound or southwest bound. In 2011 45% of market traffic was to or from markets west or 

southwest of Glacier Park. 

Region O&D Percent Region Revenue Percent Region Average Fare

Northeast 47,460 14% Northeast $12,992,650 17% Northeast $274

Southeast 39,410 12% Southeast $10,182,800 14% Southeast $258

South Central 23,510 7% South Central $7,026,540 9% South Central $299

Midwest 46,780 14% Midwest $11,856,550 16% Midwest $253

Mountain 25,870 8% Mountain $6,539,110 9% Mountain $253

Far West 152,670 45% Far West $25,878,520 35% Far West $170

Total 335,700 Total $74,476,170 Total $222

TRAFFIC BY REGION AVERAGE REVENUE BY REGION FARE BY REGION
Glacier Park International Airport • Small Community Air Service Development Grant Proposal • June 2012 15

Glacier Park air service capacity is primarily focused on four hubs, Minneapolis, Denver, Salt Lake 

City and Seattle. Westbound service to Seattle and Oakland generates only 39% of market 

capacity in winter and only 25% in summer. 

Domestic Traffic Point of Origin – Glacier Park traffic is approximately 60% inbound origin and 40% 

outbound origin. The inbound to outbound ratio has only varied slightly in the past nine years. 

Alternative Airports: The Glacier Park region is very isolated. Therefore there are few alternative 

airports and most have the same airlines, if perhaps more or less service from them. Missoula is 

the closest alternative airport at 125 miles and a 2:21 drive, most of which is a two lane highway. 

Great Falls is nearly four hours distant. Spokane offers a much greater variety of airlines and 

much lower average fares but it is 253 road miles and a 4.4 drive hour, again with much of that 

driving on two lane highways. 

Weekly Seats Percent Weekly Seats Percent

ATL 0 0.0% ATL 320 2.1%

ORD 0 0.0% ORD 924 6.0%

MSP 1,064 14.7% MSP 3,668 23.7%

DEN 700 9.7% DEN 3,024 19.5%

1,764 24.4% 7,936 51.3%

SLC 2,000 27.7% SLC 3,024 19.5%

LAS 664 9.2% LAS 664 4.3%

2,664 36.9% 3,688 23.8%

OAK 664 9.2% OAK 664 4.3%

SEA 2,128 29.5% SEA 3,192 20.6%

2,792 38.7% 3,856 24.9%

Market Total 7,220 100.0% 15,480 100.0%

Winter Summer

Region Total

Region Total

Region Total

Market Total

WEST

SOUTH

East East

SOUTH

WEST

Region Total

Region Total

Region Total

Year 2012 by Season

GLACIER PARK CAPACITY BY HUB & DIRECTION

Year 2003 2004 2005 2006 2007 2008 2009 2010 2011

Outbound Origin 37% 37% 37% 39% 39% 40% 41% 42% 43%

Inbound Origin 67% 67% 67% 61% 61% 60% 59% 58% 57%

GLACIER PARK DOMESTIC TRAFFIC POINT OF ORIGIN: 2003 ‐ 2011

Airport Distance Drive Time Air Service

Missoula 125 2:21 AS, DL, UA, G4

Great Falls 234 3:41 AS, DL, UA, F9, G4

Spokane 253 4:26 AS, DL, UA, F9, US, WN

GLACIER PARK ALTERNATIVE AIRPORTS
Glacier Park International Airport • Small Community Air Service Development Grant Proposal • June 2012 16

GLACIER PARK’S AIR SERVICE DEFICIENCIES AND NEEDS 

Glacier Park’s Air Service Deficiencies – The residents of the Glacier Park region live in one of the 

most magnificent settings on earth. The region is very isolated; the nearest interstate highway is a 

two hour drive. The local economy is heavily dependent on inbound tourism. Given the high 

isolation, effective and reasonably priced air service is critical to the economic health of the 

region. 

Yet Glacier Park air service capacity is down 33% since 2003 and down 16% since 2008. Glacier 

Park average fares are the highest in Montana the past two years (excluding EAS cities and the 

business travel oriented state capital at Helena). The bulk of the air service Glacier Park does 

have is oriented east and southeast while Glacier Park traffic demand is more oriented west and 

southwest. 

Capacity Declines – Almost all small- and medium-sized cities nationally have suffered some 

capacity declines during the past decade due to airline industry restructuring. However, Glacier 

Park’s capacity decline is the steepest among non EAS airports in its region. 

Comparing 2011 to 2003, Glacier Park capacity is down 33% while Bozeman is up and the total 

decline for the six cities as a group is 13%. Comparing 2007 to 2011, Glacier Park is down 23% 

while the group is down 15%. No non-EAS city in the region has lost more air service capacity in 

the past decade. 

Another measure of capacity is airline seats per capita. We have already noted that the 

Kalispell MSA population has grown 20% in the past ten years. Certainly this explosive growth, 

Airport 2003 2011 Change 2007 2011 Change

Bozeman 888,304 931,640 4.9% 982,002 931,640 ‐5.1%

Glacier Park 651,640 436,495 ‐33.0% 565,930 436,495 ‐22.9%

Spokane 4,211,374 3,833,661 ‐9.0% 4,683,416 3,833,661 ‐18.1%

Great Falls 711,712 514,222 ‐27.7% 573,214 514,222 ‐10.3%

Helena 441,448 327,979 ‐25.7% 314,877 327,979 4.2%

Missoula 854,215 692,541 ‐18.9% 808,298 692,541 ‐14.3%

Total 7,758,693 6,736,538 ‐13.2% 7,927,737 6,736,538 ‐15.0%

GLACIER PARK REGION AIRPORT CAPACITY CHANGES

2003 ‐ 2011 2007 ‐ 2011

T100 seats for each year
Glacier Park International Airport • Small Community Air Service Development Grant Proposal • June 2012 17

which is compounded by each summer’s influx of second home owners, is incongruent with the 

significant declines in air service. 

 

Glacier Park seats per capita in 2011 were 

116% less than that of Bozeman and 53% less 

than the group average. It was measurably 

less than all cities in the group except Helena. 

Glacier Park is, like Bozeman, significantly an 

inbound leisure market, highly dependent on 

affordable air service to support its tourism 

industry. Bozeman and Glacier Park have similar MSA populations, however Bozeman has much 

more than double the airline capacity as Glacier Park, in terms of both actual seats and seats as 

a ratio to MSA population. 

High Average Fares – With the exception of the State Capital in Helena, Glacier Park has had, 

for the past two years, the highest domestic average fare of any airport in the region and 

especially in comparison to Spokane, its primary leakage point. 

With the annual exception of Helena and three years of, essentially, parity with Great Falls, 

Glacier Park has the highest average fares of all airports in the region. The differential is 

consistently 25% or more against the group, between 40% and 60% with Spokane and, for the 

past two years, more than 10% against Missoula, the closest alternative airport. 

Airport 2005 2006 2007 2008 2009 2010 2011

Glacier Park $174 $216 $222 $219 $196 $207 $222

Bozeman $170 $210 $218 $215 $183 $193 $203

Missoula $169 $203 $206 $203 $184 $185 $201

Spokane $120 $134 $135 $139 $135 $141 $158

Great Falls $168 $214 $224 $226 $196 $199 $207

Helena $179 $226 $243 $251 $222 $220 $230

Group Average $140 $165 $168 $170 $158 $165 $181

Bozeman 2.4% 2.9% 1.8% 1.9% 7.1% 7.3% 9.4%

Missoula 3.0% 6.4% 7.8% 7.9% 6.5% 11.9% 10.4%

Spokane 45.0% 61.2% 64.4% 57.6% 45.2% 46.8% 40.5%

Great Falls 3.6% 0.9% ‐0.9% ‐3.1% 0.0% 4.0% 7.2%

Helena ‐5.0% ‐7.1% ‐10.3% ‐14.3% ‐17.6% ‐12.3% ‐11.7%

Group Average 24.3% 30.9% 32.1% 28.8% 24.1% 25.5% 22.7%

GLACIER PARK REGION AVERAGE FARES: 2005 ‐ 2011

Percent That Glacier Park is Higher Than Other Airports

City MSA Pop T100 Seats Ratio

Bozeman 89,658 931,640 10.39

Spokane 472,147 3,833,661 8.12

Missoula 109,299 692,541 6.34

Great Falls 81,327 514,222 6.32

Glacier Park 90,928 436,495 4.80

Helena 74,366 327,979 4.41

Group 917,725 6,736,538 7.34

SEAT CAPACITY PER CAPITA COMPARISON

2011 population estimates vs 2011 T100 seats
Glacier Park International Airport • Small Community Air Service Development Grant Proposal • June 2012 18

Glacier Park’s high average fares show clearly 

in comparison to its peer group, lower 48 

airports with between 300,000 and 400,000 

annual domestic O&D. 

For the year 2011 in that group Glacier Park 

had the 7th highest average fare among 

nineteen airports. Of the six airports in the group 

with higher average fares, Killeen is a major 

military base, Bismarck and Montgomery are 

state capitals, and Bismarck and Lafayette are 

major oil and gas centers. Aspen is a capacity 

constrained airport where only certain types of 

airline aircraft can land. 

Directional Allocation of Service by Region vs. Traffic Demand by Region – The Glacier Park 

market has significant communities of interest with the states to the west, especially California. 

Some 45% of Glacier Park’s 2011 domestic traffic involved markets in Arizona, California, 

Nevada, Oregon, Washington, Alaska and Hawaii. 16% of Glacier Park’s total 2011 domestic 

traffic was exchanged with California cities, despite no nonstop service to any city in California 

in that timeframe. 

Glacier Park’s air service capacity is not oriented westward. Until the recent startup of twiceweekly Oakland service, there was no nonstop service to California. Alaska Air service to Seattle 

is performed with 76-seat Q400 turboprops and only at a frequency of twice daily (with a third 

frequency added during summer months only). Las Vegas service is, like Oakland, twice-weekly. 

On an annual basis routes to the west or southwest only generate about 33% of total market 

capacity. Yet 45% of annual domestic traffic is exchanged with markets in Arizona, Nevada, the 

coastal states, Alaska and Hawaii. 

 

Seasonal Capacity Imbalance – With current allocations of service at Glacier Park, typical fall, 

winter and spring seat capacity is 53% lower than during the peak summer months (chart on 

page 10). Glacier Park appreciates the significant increases in capacity its incumbent airlines 

place in the market during the June to August period. We believe our market can support more 

Airport 2011 O&D Avg fare

Killeen 398,620 $257

Bismarck 396,300 $252

Aspen 395,390 $245

Lafayette, LA 393,390 $232

Montgomery 388,900 $231

Eagle, CO 383,500 $229

Glacier Park International 376,320 $222

Jacksonville, NC 366,320 $221

Monterey 364,320 $209

Great Falls 341,520 $207

Charlottesville 335,700 $203

Bangor 332,840 $202

Grand Junction 332,060 $201

Gainesville 326,420 $199

Durango 324,340 $195

Tri Cities 319,270 $192

Bend/Redmond 318,730 $160

Melbourne 314,130 $160

Nantucket 311,910 $70

LOWER 48 AIRPORTS 300,000 - 400,000 O&D 
Glacier Park International Airport • Small Community Air Service Development Grant Proposal • June 2012 19

service during the peak summer. But more importantly, we believe our market receives too little 

service during the fall, winter and spring months. 

Specific City Pair Deficiencies – The LA Basin (LAX, SNA, ONT, BUR & LGB) is the largest Glacier 

Park market without nonstop service. In the Glacier Park region both Missoula and Bozeman 

have nonstop service to the Basin. 

Glacier Park had the highest average 

fare for Basin traffic in 2011. With the 

exception of Helena in 2006 – 2010 and 

Great Falls in 2010, Glacier Park has 

had the highest fare each year in the 

period. In the past two years Glacier 

Park’s fare has been about 70% higher 

than at Missoula and 40% higher than 

at Spokane. For the period, Glacier 

Park’s fare has been between 28% and 

39% higher than that of the group. 

Glacier Park’s Air Service Need – Glacier Park is very isolated; two plus hours to the nearest 

interstate highway and just beyond that to the nearest alternative airport. The nearest 

concentrated availability of measurably lower airfares is in Spokane, a 4.4 hour drive. 

Glacier Park is highly dependent on affordable air service. Affordable air service makes it 

possible for more tourists to visit and thus support its tourism infrastructure. California alone 

generated 16% of all Glacier Park domestic O&D in 2011, despite no nonstop service from any 

airport in that state. The Los Angeles Basin alone generates 6% of total Glacier Park travel, 

despite no nonstop service and average fares higher than at every airport in the region. 

Improved access to California, specifically the Los Angeles Basin, is a clear air service need for 

Glacier Park. New nonstop service to Los Angeles would result in lower fares and link Glacier Park 

with its largest O&D market currently without nonstop service. 

Airport 2006 2007 2008 2009 2010 2011

Glacier Park $205 $206 $205 $192 $189 $208

Bozeman $199 $205 $204 $184 $189 $205

Missoula $197 $205 $202 $126 $112 $118

Spokane $141 $136 $139 $133 $136 $144

Great Falls $192 $184 $200 $186 $200 $182

Helena $204 $213 $209 $202 $194 $181

Group Average $160 $155 $158 $143 $142 $150

Bozeman 3.0% 0.5% 0.5% 4.3% 0.0% 1.5%

Missoula 4.1% 0.5% 1.5% 52.4% 68.8% 76.3%

Spokane 45.4% 51.5% 47.5% 44.4% 39.0% 44.4%

Great Falls 6.8% 12.0% 2.5% 3.2% ‐5.5% 14.3%

Helena ‐2.5% ‐3.8% ‐2.4% ‐8.9% ‐2.6% 13.3%

Group Average 28.1% 32.9% 29.7% 34.3% 33.1% 38.7%

LA BASIN AVERAGE FARES: 2006 ‐ 2011

Percent That Glacier Park Fare is Higher
Glacier Park International Airport • Small Community Air Service Development Grant Proposal • June 2012 20

A STRATEGIC PLAN TO GAIN LOS ANGELES SERVICE 

The Glacier Park International Airport has worked aggressively to recruit new air service for many 

years. Since 2011 domestic airlines have become, almost universally, risk averse. They want 

communities to assist them with the often difficult startup phase of new air service, especially air 

service that is relatively long haul (due to always uncertain fuel costs being a greater percent of 

operating cost on long haul flights). 

 

Proposed New Service – The Glacier Park International Airport proposes to use Grant funding to 

support new nonstop service to Los Angeles. Our primary target carrier for this service is Allegiant 

Air, which has written a letter in support of this Grant application. We envision our support of this 

new service to consist of a complete airport ground handling cost offset and a large-scale new 

service marketing and advertising program during the initial phase of new service. 

The Los Angeles Basin is the largest Glacier Park market without nonstop service and by itself 

generates 6% of total Airport domestic O&D. Year-round nonstop service would link the entire 

Basin area, and its population of more than 18 million, with all the recreational opportunities the 

Glacier Park region affords. 

Market pair traffic has declined 28% since 2006 while average fare has increased 2%. However, 

32.0 32.0 33.0

36.0 36.0

33.0

25.0 $147 26.0 26.0 $154

$172

$205 $206 $205

$192 $189

$210

$0

$50

$100

$150

$200

$250

0

5

10

15

20

25

30

35

40

2003 2004 2005 2006 2007 2008 2009 2010 2011

Average Fare

PDEW

PDEW Average Fare

GLACIER PARK ‐ LA BASIN PDEW AND AVG FARE: 2003 ‐ 2011
Glacier Park International Airport • Small Community Air Service Development Grant Proposal • June 2012 21

when quarterly data is viewed, the bulk of the decline is in third quarter, when traffic shifts to a 

largely inbound flow of visiting summer tourists. The past three summer quarters have shown 

traffic down between 20% and 34% while traffic during other quarterly periods has been stable. 

That the market pair’s summer traffic demand is primarily inbound is clear from quarterly point of 

origin data. During first, second and fourth quarter origin is about evenly split while during the 

third quarter is it about 75% Los Angeles origin. Year round nonstop service may increase Los 

Angeles point of origin demand by facilitating Los Angeles access to winter sport opportunities. 

 

47%

41%

23%

46% 49%

44%

19%

40%

50%

42%

23%

48%

54%

37%

30%

49%

0.0%

10.0%

20.0%

30.0%

40.0%

50.0%

60.0%

70.0%

80.0%

90.0%

100.0%

2008-

Q1

2008-

Q2

2008-

Q3

2008-

Q4

2009-

Q1

2009-

Q2

2009-

Q3

2009-

Q4

2010-

Q1

2010-

Q2

2010-

Q3

2010-

Q4

2011-

Q1

2011-

Q2

2011-

Q3

2011-

Q4

Point of Origin by Quarter

26.0

29.0

56.0

32.0

25.0

29.0

54.0

24.0

19.0

24.0

36.0

20.0 20.0

22.0

42.0

20.0 20.0

22.0

40.0

25.0

$206

$195 $212

$204

$190

$209

$212

$199

$191

$168

$204 $200

$173

$189

$206

$170

$192

$208

$221

$202

$0

$50

$100

$150

$200

$250

0

10

20

30

40

50

60

Average Fare

PDEW

PDEW Average Fare

GLACIER PARK ‐ LA BASIN TRAFFIC AND FARE BY QUARTER: 2007 ‐ 2011

GLACIER PARK POINT OF ORIGIN BY QUARTER 2008 ‐ 2011: LA BASIN
Glacier Park International Airport • Small Community Air Service Development Grant Proposal • June 2012 22

Glacier Park’s Ground Handling Offset and Marketing Program – While Allegiant Air has been 

able to operate successfully from Glacier Park to Las Vegas and recently Oakland, Los Angeles 

Basin service represents a significantly greater risk and economic challenge. 

Las Vegas is 846 miles from Glacier Park and Oakland is 834 miles, both about 7% shorter than 

Allegiant’s average system stage length of 901 miles for year 2011. However, Los Angeles is just 

over 1,000 miles from Glacier Park or about an 11% greater flight distance. In addition, Los 

Angeles area airports are, for a variety of reasons, expensive for less-than-daily carrier operations 

in comparison to Las Vegas or Oakland. So from a cost perspective, Glacier Park – LA Basin 

service represents to Allegiant, or any other carrier, a much greater economic challenge than 

shorter haul markets like Las Vegas and Oakland might. 

Glacier Park will support new Allegiant Air nonstop service to the Los Angeles Basin by providing 

a complete and Grant-funded ground handling program at Glacier Park for the initial phase of 

service. In addition, grant funding will permit an aggressive and multi-dimensional marketing and 

promotional program to ensure strong ridership. 

The complete ground handling cost offset at Glacier Park will help the carrier absorb the 

significantly higher block hour costs of the longer stage length to Los Angeles as well as the 

measurably higher airport costs encountered at Los Angeles area airports. Allegiant has 

estimated its average per turn ground handling cost at Glacier Park at $450 per turn. FBO 

provided fuel-in-to plane costs are an additional $80 per turn. 

The marketing program that will accompany the new service will be comprehensive and multi 

layered. Marketing efforts will be closely coordinated with Allegiant Air and its own air service 

marketing infrastructure. The new service will also be marketed at both ends, in both the Glacier 

Park catchment area as well as selectively in the huge Los Angeles Basin area. 

Glacier Park catchment area marketing will follow the path already made by the marketing 

efforts for existing Allegiant service to Las Vegas and Oakland. Marketing costs in the region are 

relatively low, venues are fewer and there is less promotional “noise” to compete with. 

Period Service Plan Annual Turns Ground Handling Cost Fueling Total/Turn Annual Marketing Total Cost Offset

Year One Twice weekly 104 $450 $80 $530 $55,120 $100,000 $155,120

Year Two Twice weekly 104 $450 $80 $530 $55,120 $50,000 $105,120

Total Program 208 $450 $80 $530 $110,240 $150,000 $260,240

GLACIER PARK ‐ LOS ANGELES GROUND HANDLING OFF SET AND MARKETING PROGRAM PLAN
Glacier Park International Airport • Small Community Air Service Development Grant Proposal • June 2012 23

New service marketing efforts in the Los Angeles Basin must clearly be more selective and cost 

conscious. But promoting the new service in the Basin is essential to its success. In 2011 Allegiant 

offered nonstop service between sixteen western and Midwestern cities and either Los Angeles 

International or Long Beach. A total of 479,690 O&D were generated. 293,760 of those O&D 

(61.2%) were inbound to Los Angeles. Focusing on only Montana routes, Billings and Missoula 

generated 59,430 O&D with 36,360 inbound. Coincidentally, the inbound origin percent here is 

also 61.2%. It is possible Glacier Park’s origin percentage might skew toward Los Angeles, given it 

is much more of an inbound destination than Missoula or Billings. 

This means that 39% of Allegiant O&D on existing Los Angeles routes is Los Angeles area origin. 

Allegiant has a large email contact list in the Los Angeles area; this data would suggest it is at 

least 186,000, given several years of carrier service at Los Angeles it is likely many times larger. 

Of the 28 local organizations that contributed cash to this Grant’s matching funds, eight are 

Glacier Park area resorts or Tourism/CBV organizations. These organizations, supported by the 

Airport, will work closely with Allegiant Air on marketing Glacier Park service in the Los Angeles 

area, focusing on their own previous visitor contact lists but also including expanded 

participation in Los Angeles area Travel Shows and other tourism promotion venues. Nonstop 

service, especially at Allegiant’s low fares, makes all the difference in promoting the Glacier Park 

area to tourists and travel agencies that assist tourists in making vacation location choices. 

Grant Funding Plan – This Grant application requests 

$200,000 in Department funding. A total of 28 Glacier 

Park area companies and organizations have 

contributed $60,750 in local cash matching funds, 

making total Grand cash funding $260,750. The Airport in-kind contribution of waived terminal 

use and landing fees has an estimated value of $41,416, making total Grant value of $302,166. 

Implementation Timeline and Alternative Plans – Allegiant is a growing airline. On a system basis 

it has posted double-digit growth in traffic and operations for at least the past eight years. In the 

Los Angeles Basin the carrier started service in 2009 and traffic grew 94% year over year in 2010 

and 13% year over year in 2011. The carrier continues to work to find an optimum Basin gateway 

plan, having encountered considerable operational and cost challenges operating at Los 

Angeles International and Long Beach. The carrier is working to solve these issues, which are 

barriers to more aggressive expansion in Los Angeles service. 

Entity Funding Percent of Total

DOT $200,000 76.7%

Total $260,750 100.0%

28Glacier Park

Area Contributors $60,750 23.3%

GRAND FUNDING PLAN
Glacier Park International Airport • Small Community Air Service Development Grant Proposal • June 2012 24

The implementation timeline for this Grant assumes the carrier will have clarity on its Los Angeles 

airport gateway plan for 2013 operations. We fully expect that Grant funding will enable the 

carrier to begin Glacier Park service during that year. Not knowing exactly when, we have built 

our implementation plan as a month one, month two, month three plan rather than name 

specific months of the calendar. 

If, for some reason, Allegiant Air is unable to begin Glacier Park – Los Angeles Basin service in a 

prompt manner, we do have various backup plans. Since development of any alternative plan 

may take additional time we do ask that any Grant award have a three-year lifespan. 

We have discussed Glacier Park – Los Angeles LAX less-than-daily service with Alaska Air. Alaska 

Air already serves Glacier Park with daily multiple frequency Q400 flights from its Seattle hub. Biweekly or even Saturday or Sunday only 737/800 flights from LAX would complement the Seattle 

hub service. These nonstop flights would also, owing to Alaska Air’s code share relationships at 

LAX, carry the American Airline code, which has considerable brand preference in the Los 

Angeles Basin region. We have also discussed with both Allegiant and US Airways the potential 

for Phoenix – Glacier Park service. Phoenix is an undeveloped Glacier Park market and currently 

is the 15th largest destination market and 7th largest without nonstop service. 

The impact of nonstop service to Los Angeles cannot be underestimated. In the Allegiant Air 

example, new service would consist of 166-seat MD80s operating twice weekly year round. This 

implies 34,528 annual new, low fare seats between Glacier Park and its top market without 

nonstop service. Allegiant Air targets all its services to have a 90% load factor, implying 31,075 

annual O&D on the route. Using current Allegiant Air point of origin data for Los Angeles, 39% of 

onboard would be inbound origin, meaning 12,119 inbound origin passenger trips or 6,060 new 

visitors to Glacier Park. Assuming four days per average visit and $150 spent per day per visitor 

that is 24,240 visit days and $3.6 million in new local spending. 

Timeframe Action Purpose

Base Month Grant Award

Continuous Carrier Recruitment Secure service

Ongoing During Grant File Quarterly Status Reports to DOT Record keeping

Month One Agreement with carrierfor new service Milestone

Month Two Announcment of New Service for Sale Publicity

Month Two Community meetings and stakeholder meetings Engage community

Month Two Begin new service marketing Sell seats

Month Three Review initial advance bookings data Adjust marketing if needed

Month Four New service kickoff and celebration Maximize local free press

Month Five Monitor performance with carrier Adjust marketing if needed

Month Six and beyond Shift marketing from new service mode to ongoing promotion mode Manage marketing funding

GRANT IMPLEMENTATION PLAN
Glacier Park International Airport • Small Community Air Service Development Grant Proposal • June 2012 25

AIR SERVICE DEVELOPMENT AND PREVIOUS GRANT 

 

Air Service Development – The Glacier Park International Airport, supported by its community 

partners, is very active in both new airline service recruitment and in preserving and supporting 

its incumbent carriers. 

The Airport spends about $40,000 per year on marketing and advertising its air service. This 

includes conventional local venues such as newspaper, billboards and radio. The Airport has 

embraced the new promotional mediums and leverages its website as well as social mediums. 

The Airport retains an air service consultant and conducts annual “state of the market” 

conference calls with incumbent carriers Alaska, Delta and United. The Airport attends the 

annual Allegiant Air airport conference each year in Las Vegas. The Airport has attended three 

Sixel Consulting Small Airport Air Service Conferences in the past two years. At those conferences 

one-to-one meetings have occurred with Alaska Air, Frontier, SeaPort, and Silver Airways 

regarding potential new services. The Airport has actively recruited Frontier Airlines service and 

has had headquarters meetings with that carrier in 2009 and 2010. 

Previous Grant Award – Glacier Park was awarded a Small Community Air Service Development 

Grant in August of 2006. The Grant targeted first time United Airlines service to Denver. The carrier 

began Grant supported service to Denver in June of 2007. Because the Grant enabled daily 

Denver service, the carrier also cautiously added weekend only Chicago service for the summer 

of 2007. Since that time United service has grown significantly and operates today without any 

community financial support. Denver service this summer is four daily trips, one being a CRJ700. 

Chicago service remains summer only but is now daily and flown with a large regional jet. 

The 2006 Grant award was for $450,000. Grand funds were expended in an orderly manner per 

the risk abatement agreement with United. The Grant was closed on June 1, 2009. 

The Grant application specifically outlined a target of United Airlines and risk abatement of new 

service to Denver and that was the ultimate use of the funding. This Grant application targets 

new service to Los Angeles with a primary target carrier of Allegiant Air. The Grant funding would 

be used for a ground handling cost offset and an aggressive “both ends” marketing program. 
Glacier Park International Airport • Small Community Air Service Development Grant Proposal • June 2012 26

PUBLIC PRIVATE PARTNERSHIP AND LEGAL SPONSOR 

Glacier Park’s Public Private Partnership for Air Service Recruitment – The Glacier Park 

communities have truly come together to support this Grant application. Twenty eight different 

companies and organizations have contributed cash to the Grant matching fund. An Air Service 

Support group has been formed that is briefed on air service development matters on a regular 

basis. Air service consultant facilitated community meetings were held in September of 2010 and 

February of 2012. Each time three separate meetings took place and combined attendance in 

both September and February was well over 100, bringing together business and community 

leaders from all over the Flathead Valley to discuss a common need, air service. 

The Air Service Support Group has 34 individual members, with multiple members from some 

participating organizations. The group includes three rental car firms, seven local banks, nine 

local resorts or tourism organizations and the local economic development organization. 

Legal Sponsor – The legal sponsor of this Grant 

application and the administrator of a Grant 

award will be the Flathead Municipal Airport 

Authority / Glacier Park International Airport. 

Cindi Martin is the Airport Director and administrated the Airport’s previous Grant award. 

GLACIER PARK AIR SERVICE SUPPORTERS: OUR PUBLIC PRIVATE PARTNERSHIP

Cities of Columbia Falls, Kalispell & Whitefish

Flathead County

Glacier Park International Airport

Alamo/National, Budget & Dollar Car Rental

Big Mountain Commercial Associates

Applied Materials, Inc

First Interstate, First Montana, Glacier, Mountain West, Rocky Mountain, Three Rivers and Valley Banks

Flathead Business and Industry Association

Flathead Lake Lodge, Glacier Country Tourism, Glacier Park, Inc, Lakeside Club and Whitefish Mountain Resort

Kalispell and Whitefish Chambers of Commerce

Kalispell and Whitefish CVBs

Mountain West Economic Development

National Flood, Inc

National Parks Realty

Nomad Global, Inc

Northwest Healthcare / KRMC and North Valley Hospital

Rocky Mountain Transport

Cindi Martin, C.M. Airport Director

Flathead Municipal Airport Authority

4170 Highway 2 East, Kalispell, MT 59901

406 257 5994 cindi@glacierairport.com
Glacier Park International Airport • Small Community Air Service Development Grant Proposal • June 2012 27

SUMMARY 

The Glacier Park region is one of the most isolated in the lower 48, two hour’s drive from a 

freeway, more than that from any alternative air service and well over four hours drive to 

measurable low fare air service. The region’s economy is highly dependent on tourism, on 

drawing visitors from all over the nation and the world. This means it is highly dependent on 

having adequate and reasonably priced air service. 

Yet Glacier Park air service capacity has declined 33% since 2003 and 16% since 2008. Its 

average domestic fare is the highest in Montana, excluding EAS markets and the business travel 

oriented state capital at Helena. Current air services are also out of balance, with the bulk of 

capacity heading south and east while a significant portion of demand is west or southwest. 

Furthermore, fall, winter and spring capacity is typically about 50% less than peak summer 

capacity, to the detriment of passenger demand during those seasons. California generates 

16% of total domestic market O&D and the Los Angeles Basin generates 6% of the total market. 

Our Grant application calls for modest Grant funding of $200,000. Our community, mobilized 

and focused on improving air service, has raised $60,750 in cash matching funds, with 28 

individual companies or organizations making contributions. Our Air Service Support Committee 

has 33 member companies or groups. In short we are focused on ensuring this Grant is as 

successful as our first Grant, which enabled United Airlines to enter and grow in our market. 

The Los Angeles Basin, considered as one market, is the largest Glacier Park market without 

nonstop service. Due to our diligent work recruiting new air service, Allegiant Air has indicated its 

interest in Los Angeles service. However, the stage length and high cost of airport access in the 

Basin causes Allegiant to hesitate on implementation. Grand funding will provide, during initial 

operations, a zero-cost ground handling program at Glacier Park for the carrier and support an 

aggressive “both ends” marketing program to ensure high ridership. Allegiant has written a letter 

of support for this Grant application. 

Effective and reasonably priced air service is not a “nice to have” amenity at Glacier Park. Our 

isolation means it is a necessity. Our magnificent surroundings make possible a strong tourism 

economy, but our isolation can make it difficult for tourists to visit. This Grant will make possible 

year-round low fare nonstop service from Los Angeles. We urge the Department to award this 

Grant. The benefits are clear and significant, the grant funding cost very modest. 
Glacier Park International Airport • Small Community Air Service Development Grant Proposal • June 2012 28