## 3 Results  
The average results of the measurement variables by question for the regional economic development (R) showed that R-3, R-2, and R-1 were 3.87, 3.79, and 3.72, respectively, being assessed as the most important factors of the airport in terms of how it affected regional development. As for the proportion answered as factors with large effects, R-2, R-1, and R-3 were 31.6%, 27.3%, and 24.2%, respectively, indicating that the effects contributing to regional development and factors largely affected by the airport development and operation were similarly perceived. However, the effects on airport-related industries/service industries, or R-1, was perceived to be the most positive, while the ratio of respondents who answered that they are indeed affected by the airport development and operation was the lowest among the three items. (See Table A1 in Appendix A). Regarding the effect on the increased use in air transportation (A), the average of the measurement variables corresponding to A-2 and A-3 were rated the highest at 3.82 and 3.77 points, but the ratio of answers for the most affected factors was 29.5%, with A-1 being the highest. It was found that people perceived that the convenience in movement to and from the airport due to airport operation and development and the convenience in logistics/shipping/personnel movement internationally were more affected than increases in more simple movement. Regarding the increased exchange with other regions (M), the average measurement variables of M-1 and M-2 were the highest at 3.76 and 3.75 points, respectively, and 41.4% answered that M-1 was the most affecting. This implies that their  
Figure 2: Structural equation model. Note: R = Regional economic benefit; A = Effects related to increased use in air transportation; M = Effects related to increased exchange with other regions; D = Effects related to regional development, B = Dis-benefit to the region. perception that airports have the most positive impact towards attracting tourists in terms of increased exchange. (See Table 1 in Appendix A)  
Regarding the factors about how positively the airport development and operation affect transportation infrastructure and industrial development in the region, the average measurement variables of D-3, D-1, and D-2 for airport development and operation were derived to be the highest at 3.79, 3.78, 3.78, respectively. According to the ratio of those who answered to be most affecting, the ratios of D-2 and D-3 were the highest at 28.5% and 22.2%, indicating that people considered airports as having contributed greatly to the expansion of transportation infrastructure and regional development through the attraction of tourists. As for the effects regarding dis-benefit to the region (B), the average measurement variables of B-2 and B-5 related to noise were 3.84 and 3.79, respectively, with 35.7% and 18.3% answering that they were most affected by airport development and operation for the same items. This means that people perceive noise as the damage of their greatest concern regarding the airport development and operation. (See Table 1 in Appendix A). The initial model applied with all the survey questions satisfied all of the model goodness-of-fit standards the authors set (Table 2). The confirmatory factor analysis showed that the path reaching from latent variables for the regional economic development, the increased use in air transportation, the increased exchange with other regions, the regional development, and the dis-benefit to the region to measurement variables were all significant at 0.001. Nevertheless, in order to verify whether the goodness-of-fit could be improved, the standards for removing questions were reviewed. The \(p\)-values of the regression weights, which represent the relationship between the latent variables and the measurement variables, were all less than 0.05, and the standardized regression weights, which show the degree of consistency of the measurement variables that make up the latent variables, were all 0.5 or higher.