Receipts Collected for the Quarter Ended June 30, 2020 (Application No

Total Page:16

File Type:pdf, Size:1020Kb

Receipts Collected for the Quarter Ended June 30, 2020 (Application No PFC Quarterly Report - Receipts Collected For the Quarter Ended June 30, 2020 (Application No. 2) Application #05-02-C-00-ANC $14,000,000.00 Application #05-02-C-01-ANC 71,000,000.00 Total Collection Authority $85,000,000.00 PFC Revenue Received Air Carriers Current Quarter Previous Quarters Cumulative Aer Lingus 14.45 $ 1,765.86 $ 1,780.31 Aeroflot - Russian Airline 20.23 1,879.08 1,899.31 Aerolane Lineas Aereas Nacionale 8.67 141.61 150.28 AeroMexico 17.34 6,288.64 6,305.98 Aerovias De Mexico - 491.30 491.30 Air Canada 106.73 616,311.19 616,417.92 Air France 13.46 16,139.62 16,153.08 Air New Zealand 37.82 7,722.48 7,760.30 Air North Partnership - 56.62 56.62 Air Pacific Limited DBA Fiji Airways 23.12 1,641.52 1,664.64 Air Serbia, Inc. - 34.68 34.68 Air Tahiti - 31.79 31.79 Alaska Airlines Inc 108,447.18 42,911,661.01 43,020,108.19 Alitalia Airlines - 395.93 395.93 Alitalia Societa Aerea Italiana S.P.A. - 26.01 26.01 Allegiant Air, Inc. 34.68 10,603.41 10,638.09 All Nippon Airways Co Ltd - 5,161.30 5,161.30 Aloha Airlines - 86.37 86.37 America West Airlines - 180,410.15 180,410.15 American Airlines 26,417.64 1,981,894.89 2,008,312.53 American Trans Air - 459.07 459.07 Asiana Airlines 472.86 50,658.63 51,131.49 Austrian Airlines AG - 2,042.22 2,042.22 Aviacion Commercial Del America - 60.69 60.69 Avianca Inc 54.91 3,422.55 3,477.46 Big Sky Airlines - 20.23 20.23 British Airways 37.60 24,766.78 24,804.38 Brussels 5.78 190.74 196.52 Cape Air - 40.46 40.46 Cape Smythe Air Service, Inc - 8.67 8.67 Cathay Pacific Airways Ltd 13.66 14,175.23 14,188.89 Champion Air - 367.03 367.03 China Airlines - 156,852.86 156,852.86 Compania Panamena DE Aviacion S.A. 109.82 268.55 378.37 Copa Airlines Inc - 2,207.30 2,207.30 Condor Flugdienst GMBH - 415,516.00 415,516.00 Continental Airlines - 1,645,749.29 1,645,749.29 Corvus Airlines Inc 3,946.15 90,498.53 94,444.68 Croatia Airlines Ltd 2.89 101.15 104.04 Czech Airlines - 164.73 164.73 Delta Air Lines Inc 53,337.90 7,688,049.16 7,741,387.06 Elal Israel Airlines Ltd 17.12 447.87 464.99 Emirates 101.29 21,434.65 21,535.94 Etihad Airways - 2.89 2.89 Eva Airways Corporation 156.06 44,867.25 45,023.31 Fiji Airways Limited 11.56 1,300.53 1,312.09 Finnair 2.89 222.53 225.42 Frontier Airlines, Inc. - 422,970.53 422,970.53 Frontier Flying Service - 3,184.84 3,184.84 Great Lakes Aviation, Ltd. - 283.22 283.22 Great Western Financial - 8.67 8.67 Hahn Air 109.82 59,098.24 59,208.06 Hawaiia Island Air - 319.03 319.03 Hawaiian Airlines 121.52 147,055.22 147,176.74 Iberia Airlines of Spain 5.78 291.89 297.67 Icelandair 1,375.64 140,848.22 142,223.86 Island Air Service - 149.59 149.59 Japan Airlines Co, Ltd - 74,770.93 74,770.93 Jet Airways - 47.85 47.85 Jet Aviation - 8.67 8.67 JetBlue Airways Corporation - 704,367.67 704,367.67 Kenya Airways - 2.89 2.89 KLM Royal Dutch Airlines 42.80 8,759.08 8,801.88 Korean Air Lines Co Ltd 557.94 119,758.02 120,315.96 Kuwait Airlines - 14.45 14.45 Lan Argentina S.A. - 124.16 124.16 Lan Chile Airlines 25.24 510.08 535.32 Lan Peru Airlines SA 8.67 944.72 953.39 Latam Airlines Colombia - 170.40 170.40 Latam Airlines Group SA 2.89 4,097.05 4,099.94 Lineas Aereas Costarricenses S.A. - 106.93 106.93 LOT Polish Airlines - 317.02 317.02 Lufthansa German Ailrines 189.01 39,681.01 39,870.02 Malaysia Airlines - 197.18 197.18 Mesa Airlines - 698.06 698.06 Mexicana Airlines - 968.04 968.04 Miami Air International - 5,771.33 5,771.33 Midwest Airlines - 4,751.13 4,751.13 MN Airlines, LLC dba Sun Country Airline - 544,999.63 544,999.63 Monarch Airlines - 265.88 265.88 North American Airline - 780.30 780.30 Northwest Airlines, Inc. - 1,579,472.19 1,579,472.19 Oceanair Linhas Aereas SA - 8.67 8.67 Omni Air International - 2,274.43 2,274.43 Peninsula Airways Inc - 17,544.80 17,544.80 Polish Airlines - 57.80 57.80 Qantas Airways Ltd 46.13 8,346.18 8,392.31 Qatar Airways Corp 26.01 1,318.39 1,344.40 Republic Airways - 1,412.58 1,412.58 Royal Air Maroc - 3.00 3.00 Saudi Arabian Airlines Corp. - 53.96 53.96 Scandinavian Airlines - 4,194.19 4,194.19 Seaport Airlines - 5.78 5.78 Silver Airways Corp - 108.54 108.54 Singapore Airlines Cargo PTE Ltd 75.14 6,277.08 6,352.22 South African Airways 5.78 395.93 401.71 Sun Country Airlines - 39,775.07 39,775.07 Swiss International Air Lines 14.45 4,954.91 4,969.36 Swissport USA Inc. - 5.78 5.78 Taca International Airlines - 309.23 309.23 TAM Linhas Aereas SA - 248.32 248.32 Tap Air Portugal 8.67 78.03 86.70 Thompson Airways - 1,098.20 1,098.20 Transportes Aereos Meridionais Tam Airlines - 846.55 846.55 Turkish Airlines, Inc. 31.57 1,170.07 1,201.64 United Airlines, Inc 16,453.94 4,359,474.30 4,375,928.24 US Airways - 1,130,301.32 1,130,301.32 Uzbekistan Airways - 1,275.00 1,275.00 Varig Airlines - 11.56 11.56 Virgin America Inc. - 26,300.41 26,300.41 Virgin Atlantic - 1,613.20 1,613.20 Virgin Australia Airlines Pty Ltd - 528.87 528.87 Virgin Blue Air - 3,916.39 3,916.39 Vladivostok Air America, Inc - 1,537.48 1,537.48 WestJet Airlines Ltd 123.42 52,655.82 52,779.24 Yakutia - 10,678.55 10,678.55 Total PFC Receipts Received From Air Carriers $ 212,636.23 $ 65,451,213.56 $ 65,663,849.79 Interest Earned 36,270.45 1,352,735.20 1,389,005.65 Adjustment 74,028.00 74,028.00 Excess Revenue from APP 99-01-C-00-ANC 1,182,614.63 1,182,614.63 Total PFC Receipts $ 248,906.68 $ 68,060,591.39 $ 68,309,498.07 PFC Quarterly Report - Project Expenditure Activity Public Agency: State of Alaska, DOT & PF Use Airport: Ted Stevens Anchorage International Airport (ANC) Quarter Ending: June 30, 2020 Projects Approved for Date for Charge Est Project Est Project Expenditures Expenditures Current Est. Authority to Impose and Use Use & Expiration Approved Implement Complete For Current For Previous Cumulative Amount of Costs To Be PFC Revenues Impose Date Level Date Date Quarter Quarters Expenditures Use Approval PFC Funded 1 . Terminal Redevelopment (PFC payments to debt service) 10/1/00 1/1/06 $ 3.00 8/1/98 10/26/11 $ - $ 21,043,173.00 $ 21,043,173.00 $ 21,043,173.00 $ 21,043,173.00 Total on Application 99-01-C-00-ANC $ - $ 21,043,173.00 $ 21,043,173.00 $ 21,043,173.00 $ 21,043,173.00 1 . Concourse A & B Retrofit (Pay as you go projects) 10/12/05 7/1/09 $ 3.00 6/1/05 6/30/09 $ - $ 13,509,088.51 $ 13,509,088.51 $ 14,000,000.00 $ 14,000,000.00 2 . Concourse A & B Retrofit (PFC payments to debt service) 7/1/09 12/1/26 $ 3.00 6/1/05 6/30/09 6,632,692.00 44,600,000.00 51,232,692.00 71,000,000.00 71,000,000.00 Total on Application 05-02-C-01-ANC $ 6,632,692.00 $ 58,109,088.51 $ 64,741,780.51 $ 85,000,000.00 $ 85,000,000.00 Total All Applications $ 6,632,692.00 $ 79,152,261.51 $ 85,784,953.51 $ 106,043,173.00 $ 106,043,173.00 PFC Quarterly Report - Revenue Receipts & Project Expenditure Summary Public Agency: State of Alaska, DOT & PF Use Airport: Ted Stevens Anchorage International Airport (ANC) Quarter ending: June 30, 2020 A. PFC COLLECTIONS & INTERESTS Prior Quarter Current Current Cumulative Authorizing Reported Quarter Quarter Collections Document (Cumulative) Revenue Earned Interest Earned to Date 99-01-C-00-ANC $ 21,043,173.00 $ - $ - $ 21,043,173.00 05-02-C-01-ANC 68,060,591.39 212,636.23 36,270.45 68,309,498.07 TOTAL $ 89,103,764.39 $ 212,636.23 $ 36,270.45 $ 89,352,671.07 B. AUTHORITY AND PROJECT EXPENDITURES SUMMARY Charge Authority Previous Cumulative Current Quarter Quarter-end Cumulative Unliquidated Authorizing Date for Expiration Approved Collections Expenditures Collections Expenditures Collections PFC Revenue Document Use & Impose Date Level Impose Use & Interest & Interest & Interest Expenditures Balance 99-01-C-00-ANC 10/1/2000 1/1/2006 $ 3.00 $ 22,000,000.00 $ 22,000,000.00 $ 21,043,173.00 $ 21,043,173.00 $ - $ - $ 21,043,173.00 $ 21,043,173.00 $ - 05-02-C-00-ANC 10/12/2005 7/1/2009 $ 3.00 14,000,000.00 14,000,000.00 13,509,088.51 13,509,088.51 - - 13,509,088.51 13,509,088.51 - 05-02-C-01-ANC 7/1/2009 12/1/2026 $ 3.00 71,000,000.00 71,000,000.00 54,551,502.88 44,600,000.00 248,906.68 6,632,692.00 54,800,409.56 51,232,692.00 3,567,717.56 TOTAL $ 107,000,000.00 $ 107,000,000.00 $ 89,103,764.39 $ 79,152,261.51 $ 248,906.68 $ 6,632,692.00 $ 89,352,671.07 $ 85,784,953.51 $ 3,567,717.56.
Recommended publications
  • Air America in South Vietnam I – from the Days of CAT to 1969
    Air America in South Vietnam I From the days of CAT to 1969 by Dr. Joe F. Leeker First published on 11 August 2008, last updated on 24 August 2015 I) At the times of CAT Since early 1951, a CAT C-47, mostly flown by James B. McGovern, was permanently based at Saigon1 to transport supplies within Vietnam for the US Special Technical and Economic Mission, and during the early fifties, American military and economic assistance to Indochina even increased. “In the fall of 1951, CAT did obtain a contract to fly in support of the Economic Aid Mission in FIC [= French Indochina]. McGovern was assigned to this duty from September 1951 to April 1953. He flew a C-47 (B-813 in the beginning) throughout FIC: Saigon, Hanoi, Phnom Penh, Vientiane, Nhatrang, Haiphong, etc., averaging about 75 hours a month. This was almost entirely overt flying.”2 CAT’s next operations in Vietnam were Squaw I and Squaw II, the missions flown out of Hanoi in support of the French garrison at Dien Bien Phu in 1953/4, using USAF C-119s painted in the colors of the French Air Force; but they are described in the file “Working in Remote Countries: CAT in New Zealand, Thailand-Burma, French Indochina, Guatemala, and Indonesia”. Between mid-May and mid-August 54, the CAT C-119s continued dropping supplies to isolated French outposts and landed loads throughout Vietnam. When the Communists incited riots throughout the country, CAT flew ammunition and other supplies from Hanoi to Saigon, and brought in tear gas from Okinawa in August.3 Between 12 and 14 June 54, CAT captain
    [Show full text]
  • INTERNATIONAL CONFERENCE on AIR LAW (Montréal, 20 April to 2
    DCCD Doc No. 28 28/4/09 (English only) INTERNATIONAL CONFERENCE ON AIR LAW (Montréal, 20 April to 2 May 2009) CONVENTION ON COMPENSATION FOR DAMAGE CAUSED BY AIRCRAFT TO THIRD PARTIES AND CONVENTION ON COMPENSATION FOR DAMAGE TO THIRD PARTIES, RESULTING FROM ACTS OF UNLAWFUL INTERFERENCE INVOLVING AIRCRAFT (Presented by the Air Crash Victims Families Group) 1. INTRODUCTION – SUPPLEMENTAL AND OTHER COMPENSATIONS 1.1 The apocalyptic terrorist attack by the means of four hi-jacked planes committed against the World Trade Center in New York, NY , the Pentagon in Arlington, VA and the aborted flight ending in a crash in the rural area in Shankville, PA ON September 11th, 2001 is the only real time example that triggered this proposed Convention on Compensation for Damage to Third Parties from Acts of Unlawful Interference Involving Aircraft. 1.2 It is therefore important to look towards the post incident resolution of this tragedy in order to adequately and pro actively complete ONE new General Risk Convention (including compensation for ALL catastrophic damages) for the twenty first century. 2. DISCUSSION 2.1 Immediately after September 11th, 2001 – the Government and Congress met with all affected and interested parties resulting in the “Air Transportation Safety and System Stabilization Act” (Public Law 107-42-Sept. 22,2001). 2.2 This Law provided the basis for Rules and Regulations for: a) Airline Stabilization; b) Aviation Insurance; c) Tax Provisions; d) Victims Compensation; and e) Air Transportation Safety. DCCD Doc No. 28 - 2 - 2.3 The Airline Stabilization Act created the legislative vehicle needed to reimburse the air transport industry for their losses of income as a result of the flight interruption due to the 911 attack.
    [Show full text]
  • TED STEVENS ANCHORAGE INTERNATIONAL AIRPORT Anchorage, Alaska
    TED STEVENS ANCHORAGE INTERNATIONAL AIRPORT Anchorage, Alaska PFC Quarterly Report - Receipts Collected For the Quarter Ended March 31,2009 (Application No. 1 ) Application #99-01-C-00-ANC & 99-01-C-01-ANC $22,000,000.00 0.00 Total Collection Authority $22,000,000.00 PFC Revenue Received Air Carriers Current Quarter Previous Quarters Cumulative Aces Airlines 32.12 32.12 Aer Lingus 317.44 317.44 Aerovias De Mexico 122.58 122.58 Aero Mexico 98.53 98.53 Air Canada 136,476.21 136,476.21 Air France 1,764.99 1,764.99 Air New Zealand 2,094.33 2,094.33 Air Pacific 8.67 8.67 Airlines Services Corporation 37.96 37.96 Air Wisconsin Airlines 46.54 46.54 Alaska Airlines 11,024,874.06 11,024,874.06 Alitalia Airlines 1,051.51 1,051.51 All Nippon Airways Co 1,905.64 1,905.64 Aloha Airlines 7,152.82 7,152.82 America Central Corp 23.36 23.36 America West Airlines 228,474.04 228,474.04 American Airlines 509,508.22 509,508.22 American Trans Air 6,513.14 6,513.14 Asiana Airlines 2,125.95 2,125.95 Atlantic Coast Airline 96.36 96.36 Avianca 8.76 8.76 Big Sky Airlines 87.36 87.36 British Airways 12,272.36 12,272.36 Canada 3000 10,999.72 10,999.72 Cathay Pacific Airways 271.27 271.27 China Airlines 78,473.09 78,473.09 Condor Flugdienst, GMBH 63,889.95 63,889.95 Continental Airlines 1,380,859.31 1,380,859.31 Czech Airlines 348.36 348.36 Delta Airlines 1,673,182.33 1,673,182.33 Elal Israel Airlines 110.74 110.74 Emirates 14.57 14.57 Era Aviation, Inc.
    [Show full text]
  • Actions Needed to Improve Airline Customer Service and Minimize Long, On-Board Delays
    Before the Committee on Transportation and Infrastructure Subcommittee on Aviation United States House of Representatives For Release on Delivery Expected at 2:00 p.m. EDT Actions Needed To Wednesday September 26, 2007 Improve Airline CC-2007-099 Customer Service and Minimize Long, On-Board Delays Statement of The Honorable Calvin L. Scovel III Inspector General U.S. Department of Transportation Mr. Chairman and Members of the Subcommittee: We are pleased to be here today to discuss airline customer service issues and the actions needed from the Department of Transportation (DOT), Federal Aviation Administration (FAA), airlines, and airports to minimize long, on-board delays. This hearing is both timely and important given the record-breaking flight delays, cancellations, diversions, and on-board tarmac delays that air travelers have already experienced this year. Based on the first 7 months of the year: • Nearly 28 percent of flights were delayed, cancelled, or diverted—with airlines’ on-time performance at the lowest percentage (72 percent) recorded in the last 10 years. • Not only are there more delays, but also longer delay periods. Of those flights arriving late, passengers experienced a record-breaking average flight arrival delay of 57 minutes, up nearly 3 minutes from 2006. • More than 54,000 flights affecting nearly 3.7 million passengers experienced taxi-in and taxi-out times of 1 to 5 hours or more. This is an increase of nearly 42 percent as compared to the same period in 2006. As you know, Secretary Peters has expressed serious concerns about the airlines’ treatment of passengers during extended ground delays.
    [Show full text]
  • CIA Air Operations in Laos, 1955
    Supporting the SecretWar CIAAirOperations in Laos,1955-1974 William M. Leary Thelargestparamilitaryoperations successfulphotoreconnaissance pro everundertaken by the CIAtook gram, and engaged in numerous place in the smallSoutheastAsian clandestinemissionst~singnight- Kingdom ofLaos. For morethan 13 visiongiasses and state-of-the-art years, the Agencydirectednative electron,icequipment.Without Air forces that foughtmajorNorthViet Americaspresence, the CIAseffort nameseunits to a standstill. in Laoscould not hav~been Although the countryeventually fell sustained. to the Communists, the CIA remainedproud of its accomplish ments in Laos. As Director of A DistortedView CentralIntelligence(DCI)Richard Air America, Helms laterobserved:This was a for the It AirAmericas has fared an airlinesecretly majoroperation Agency... publicimage tookmanpower; it tookspecially poorly. The 1990movieAirAmer owned by theCIA, qualifiedmanpower; it was danger ica is largelyresponsib~e for this. It difficult. The he was a vital ous; it was CIA, featured, a cynical CIA~officerwho contended, did a superbjob. arranged for the airline to fly opium component in to the ac~lministrativecapital of Vien the tiane for a corrupt general Agencys AirAmerica, an airlinesecretly Asi~n looselymodeled on VangPao, a mili operations owned by the CIA, was a vitalcom taryleader of the mountain-region- ponent in the Agencysoperations in in Laos. basedH,mongethnicgroup. The Laos. By the summer of 1970, the film depicts the CIA as having airlinehad some two dozentwin- r~ian the opiI~mprocessed intoheroin in a 9 enginetransports,another two dozen down the from the short-takeoff-and-landing(STOL) factoryjust ~treet favorite ,bar ofAir pilots. aircraft, andsome 30 helicoptersded Americas TheAsiangeneral, in return, sup icated to operations in Laos. There pliedm~n to fight the war, plus a weremorethan 300 pilots,copilots, financialkickback to the CIA.
    [Show full text]
  • Air America in South Vietnam III the Collapse by Dr
    Air America in South Vietnam III The Collapse by Dr. Joe F. Leeker First published on 11 August 2008, last updated on 24 August 2015 Bell 205 N47004 picking up evacuees on top of the Pittman Building on 29 April 1975 (with kind permission from Philippe Buffon, the photographer, whose website located at http://philippe.buffon.free.fr/images/vietnamexpo/heloco/index.htm has a total of 17 photos depicting the same historic moment) 1) The last weeks: the evacuation of South Vietnamese cities While the second part of the file Air America in South Vietnam ended with a China Airlines C-123K shot down by the Communists in January 75, this third part begins with a photo that shows a very famous scene – an Air America helicopter evacuating people from the rooftop of the Pittman Building at Saigon on 29 April 75 –, taken however from a different angle by French photographer Philippe Buffon. Both moments illustrate the situation that characterized South Vietnam in 1975. As nobody wanted to see the warnings given by all 1 those aircraft downed and shot at,1 the only way left at the end was evacuation. For with so many aircraft of Air America, China Airlines and even ICCS Air Services shot down by Communists after the Cease-fire-agreement of January 1973, with so much fighting in the South that occurred in 1973 and 1974 in spite of the Cease-fire-agreement, nobody should have been surprised when North Vietnam overran the South in March and April 75. Indeed, people who knew the situation in South Vietnam like Major General John E.
    [Show full text]
  • AIR AMERICA: DOUGLAS C-54S by Dr
    AIR AMERICA: DOUGLAS C-54s by Dr. Joe F. Leeker First published on 15 August 2003, last updated on 15 March 2021 An Air America C-54 at Tachikawa in 1968 (Air America Log, vol. II, no. 5, 1968, p.5) The types of missions flown by Air America’s C-54s: From the times of Civil Air Transport, Air America had inherited 3 C-54s or DC-4s: Two of them were assigned to the Booklift contract to transport the Stars and Stripes from Japan to Korea and one of them seems to have been used by Civil Air Transport or other carriers like Air Vietnam (on lease) or VIAT or Vietnamese Air Transport,1 that is Bureau 45B – Northern Service (Biet Kích So Bac; see: http://ngothelinh.tripod.com/Tribute.htm), the front used by the CIA and the South Vietnamese Government for commando raids into North Vietnam between 1961 and 1964. In 1965 two of Air America’s C-54s were converted to FAA standards and given US registry as had been requested for service under the new Booklift contract. At the same time two more C-54s were acquired for use out of Taipei under a new contract with the USAF’s Logistical Support Group. Another C-54 (B-1016) was acquired in late 66 for use as a cargo aircraft first by Civil Air Transport and later by Air America who used it to carry Company properties between the main airports, as needed. And this role allowed it to become the last C-54 to remain with Air America.
    [Show full text]
  • The Types of Missions Flown by Air America's Boeing 727S
    AIR AMERICA: BOEING 727s by Dr. Joe F. Leeker First published on 15 August 2003, last updated on 24 August 2015 The types of missions flown by Air America’s Boeing 727s: Although three Boeing 727s had been ordered by Air Asia, none of them was ever operated by Air America, but all of them were used by Southern Air Transport on an MAC contract. Connie Seigrist, one of the pilots who flew the 727s, recalls: “February 1967 – I left Intermountain Aviation of Marana, Arizona to rejoin the CAT Complex of the Agency to fly B-727’s of Southern Air Transport. All of my flying was in support of the Agency’s requirements in the area. Part of the flying was for the Korean troops, transportation to and from Korea to Vietnam. The flying was routine: Military personnel and cargo transportation. Enemy ground fire was always a threat on final when landing at Saigon or take-off at night from Da Nang. 3 January 1968 – My last flight into Da Nang flying a B-727 was slightly more than routine. I had arrived at night from Kadena. I went to Operations to file clearance and the Ops Officer said for us to move fast that the airfield would be under attack within an hour. I rushed the crew and asked the Officer to call traffic to have the aircraft off-loaded and loaded for departure immediately. We rushed to the aircraft for departure. […] As we turned for take-off, I saw the other end of the runway looking like a dozen fourth of July celebrations in one.
    [Show full text]
  • Aviation Activity Forecasts
    2 Aviation Activity Forecasts INTRODUCTION The Charles M. Schulz–Sonoma County Airport (STS) is one of six public use airports in Sonoma County. It is the only commercial service airport1 between the San Francisco Bay Area to the south, Sacramento to the east and Arcata-Eureka to the north. The Airport’s primary service area has a population of over 1 million people2 and includes Sonoma, Lake, and Mendocino counties, and parts of Marin and Napa counties. Airport Role The Sonoma County Airport, as the region’s principal Airport, serves many roles, including providing facilities for scheduled commuter and air carrier airline services. The California Aviation System Plan (CASP) designates the Airport as a Primary Commercial Service Non-Hub Airport. There are no Primary Commercial Service Hub airports in the region. The closest Primary Commercial Service Hub airports are the San Francisco, Oakland, and San Jose International Airports. The Sacramento International Airport is slightly more distant, but at times it can be more convenient for highway travel. The Sonoma County Airport also serves a growing population of general aviation (GA) activities including corporate and business flying. For this reason, the Federal Aviation Administration’s (FAA) National Plan of Integrated Airport Systems (NPIAS) currently classifies the Airport as a General Aviation facility, but in the future the Airport is expected to be reclassified as a Commercial Service Non-Primary Airport. A strong potential exists for additional scheduled airline and commuter air carrier service, particularly in the form of new, quiet technology jet aircraft with up to 135 passenger seats.3 The Airport also serves as a base of operations for local pilots, a place to conduct business, and a point of emergency access for the region.
    [Show full text]
  • Banyan Air Services Rises from Modest Roots Teterboro, New Jersey Shoreline Aviation by Paul Seidenman and David J
    2nd Quarter 2009 BBanyananyan AirAir ServicesServices RisesRises ffromrom ModestModest RRootsoots PRESORT Standard U.S. Postage PAID Silver Spring, MD Permit No. 1400 Also Inside • WWanted:anted: A PPlanlan ttoo SSaveave AviationAviation • RRestructuringestructuring HHR,R, RReemphasizingeemphasizing ServiceService • SSafetyafety ToolsTools YouYou CanCan UseUse Protecting your future every moment® A Specialized Aviation & Aerospace Insurance Management Corporation “Without AIR-SUR, INC. Hurricane Charley could have truly damaged our business.” – Kim Showalter President, Showalter Flying Service In 2004, Hurricane Charley caused $2.5 million in damages for Showalter Flying Service, however they NEVER stopped operating. “With Air-Sur, Inc. managing our insurance recovery we were able to focus on serving our clients. We had the most positive results of anyone I spoke with. Air-Sur, Inc. is one of the best business decisions we made 20 years ago.” To learn more about how Air-Sur, Inc. can make a difference in your business call the Air-Sur team today at 800.342.3896. 141 Sage Brush Trail • Suite A • Ormond Beach, FL 32174 • www.air-sur.com AVFUEL SUPPLIES FUEL AND SERVICES TO FBOs, FLIGHT DEPARTMENTS AND PILOTS &UEL1UALITY!SSURANCEs#ONTRACT&UEL 0ILOT)NCENTIVE0ROGRAMSs2EFUELING%QUIPMENT !VIATION)NSURANCEs&UEL3TORAGE3YSTEMS 0ROVIDING&UELAND3ERVICESTOTHE'LOBAL!VIATION)NDUSTRY sWWWAVFUELCOM ExxonMobil Aviation’s goal is to exceed yours. At ExxonMobil Aviation we are dedicated to giving our FBOs the tools and services they need to succeed. We offer line crew training, a credit card program, refueling trucks, quality products, and brand recognition. We’re proud of that, but what sets us apart is our long-term commitment to you. We go further to help partnered FBOs build their businesses.
    [Show full text]
  • Forecast Highlights 2008-2025
    FAA Aerospace Forecast Fiscal Years 2008–2025 FORECAST HIGHLIGHTS 2008-2025 The 2008 forecast for commercial aviation calls for significant continued growth over time. System capacity in available seat miles (ASMs) – the overall yardstick for how busy aviation is both domestically and internationally – will increase 2.7 percent this year, following last year’s increase of 2.6 percent. In domestic markets, capacity increases only 0.6 percent, with mainline carrier capacity up just 0.3 per- cent as low-cost carrier1 growth slows and network carrier2 capacity discipline continues. Regional car- rier capacity, which depends in large part on feed from the network carriers, is forecast to increase 2.5 percent. Commercial carrier revenue passenger miles (RPMs) and enplanements are forecast to increase 0.6 and 1.0 percent, respectively. The average size of domestic aircraft is expected to decline by 0.1 seats in FY 2008 to 120.3 seats. Mainline carrier average seats per aircraft is projected to fall by 0.7 seats as network carriers continue to reconfigure their domestic fleets and low-cost carriers with relatively smaller aircraft sizes are reigning in their growth. While demand for 70-90 seat aircraft continues to increase, we expect the number of 50 seat regional jets in service will fall, increasing the average regional aircraft size in 2008 by 0.9 seats to 50.5 seats per mile. Largely because of the impacts of capacity realignment, passenger trip length in domestic markets will decrease this year by 3.2 miles. High fuel prices and concerns about the economy are dampening the near-term prospects for the gen- eral aviation industry, but the long-term outlook remains favorable.
    [Show full text]
  • Re-Regulation and Airline Passengers' Rights Timothy M
    Journal of Air Law and Commerce Volume 67 | Issue 3 Article 7 2002 Re-Regulation and Airline Passengers' Rights Timothy M. Ravich Follow this and additional works at: https://scholar.smu.edu/jalc Recommended Citation Timothy M. Ravich, Re-Regulation and Airline Passengers' Rights, 67 J. Air L. & Com. 935 (2002) https://scholar.smu.edu/jalc/vol67/iss3/7 This Article is brought to you for free and open access by the Law Journals at SMU Scholar. It has been accepted for inclusion in Journal of Air Law and Commerce by an authorized administrator of SMU Scholar. For more information, please visit http://digitalrepository.smu.edu. RE-REGULATION AND AIRLINE PASSENGERS' RIGHTS TIMOTHY M. RAViCH* TABLE OF CONTENTS I. INTRODUCTION .................................. 935 II. PASSENGERS' BILL OF RIGHTS .................. 939 A. THE IMPETUS AND HISTORICAL AT'TEMPTS ....... 939 1. The Origin of Passengers' Rights Proposals .... 940 2. Service, Competition, and Preemption.......... 945 B. THE INITIAL EFFORT (1999-2000) ............... 947 C. THE AIRLINES' RESPONSE AND COMMITMENT .... 952 D. THE FINAL DOT REPORT AND 2001 ............. 956 III. DISCU SSIO N ...................................... 958 A. WHITHER DEREGULATION? ...................... 958 B. CULTURAL DEVOLUTION ......................... 964 C. CONTRACT As PANACEA ......................... 970 D. DEMAND MANAGEMENT ......................... 976 1. (Over)Scheduling and Infrastructure .......... 977 2. Industry Consolidation and Market Entry ..... 986 E. SEPTEMBER 11, 2001: A NEW ROLE FOR AIRLINE PASSENGERS ..................................... 992 IV. CONCLUSION ..................................... 996 I. INTRODUCTION Airline passengers increasingly expect basic airline service as a matter of law and entitlement rather than as a function of busi- * Attorney, Hunton & Williams. J.D., cum laude, University of Miami School of Law. The author presented aspects of this Article at the "Fourth International Travel and Tourism: Policy, Law and Management Conference," Newcastle upon Tyne, United Kingdom, May, 2002.
    [Show full text]