Please post a link with factual posts.

The procedure is - the DOT will prohibit Boutique from terminating service until the contract is rebid. Service could go to Boutique, another airline, and/or another city. In an extreme case, if no airline bids, or the bids exceed the statutory cap for subsidy, then Boutique flies for 30 more days, and service ends.

https://www.nny360.com/news/stlawrencec ... 63aa2.html
Looks like OGS might keep their jet service, DOT rejected Air Charter for not meeting the minimum EAS standards and the community board rejected BTQ for not meeting the community’s standards. Seems like they’ll try for Contour, interesting development.

Since a lot of this thread is about renewals, I thought it might be interesting to see what the remaining EAS communities are up for renewal/expiration for the rest of the year. These are the remaining EAS communities to be renewed or swapped to a different carrier this year:



These are the airlines with EAS contracts that expire/renew this year:

American Eagle (2)
Boutique Air (5)
Cape Air (4)
Contour Airlines (1)
Key Lime Air/DAC (2)
SkyWest (7)
Southern Airways Express (2)
United Express (1)

Data source: Wikipedia's EAS page

Gulfstream500 wrote:

Since a lot of this thread is about renewals, I thought it might be interesting to see what the remaining EAS communities are up for renewal/expiration for the rest of the year. These are the remaining EAS communities to be renewed or swapped to a different carrier this year:



These are the airlines with EAS contracts that expire/renew this year:

American Eagle (2)
Boutique Air (5)
Cape Air (4)
Contour Airlines (1)
Key Lime Air/DAC (2)
SkyWest (7)
Southern Airways Express (2)
United Express (1)

Data source: Wikipedia's EAS page

What are the carriers for American Eagle and United Express if SkyWest is broken out separately in the above list? Since American Eagle and United Express aren't airlines, there must be an airline bidding/operating these.

floridaflyboy wrote:

Gulfstream500 wrote:

Since a lot of this thread is about renewals, I thought it might be interesting to see what the remaining EAS communities are up for renewal/expiration for the rest of the year. These are the remaining EAS communities to be renewed or swapped to a different carrier this year:



These are the airlines with EAS contracts that expire/renew this year:

American Eagle (2)
Boutique Air (5)
Cape Air (4)
Contour Airlines (1)
Key Lime Air/DAC (2)
SkyWest (7)
Southern Airways Express (2)
United Express (1)

Data source: Wikipedia's EAS page

What are the carriers for American Eagle and United Express if SkyWest is broken out separately in the above list? Since American Eagle and United Express aren't airlines, there must be an airline bidding/operating these.

AA and UA both bid on the services themselves and then subcontract them to their regional carriers, such as Envoy and CommutAir. SkyWest also bids on them, but operates the EAS route for a major carrier rather than under their own brand.

Gulfstream500 wrote:

floridaflyboy wrote:

Gulfstream500 wrote:

Since a lot of this thread is about renewals, I thought it might be interesting to see what the remaining EAS communities are up for renewal/expiration for the rest of the year. These are the remaining EAS communities to be renewed or swapped to a different carrier this year:



These are the airlines with EAS contracts that expire/renew this year:

American Eagle (2)
Boutique Air (5)
Cape Air (4)
Contour Airlines (1)
Key Lime Air/DAC (2)
SkyWest (7)
Southern Airways Express (2)
United Express (1)

Data source: Wikipedia's EAS page

What are the carriers for American Eagle and United Express if SkyWest is broken out separately in the above list? Since American Eagle and United Express aren't airlines, there must be an airline bidding/operating these.

AA and UA both bid on the services themselves and then subcontract them to their regional carriers, such as Envoy and CommutAir. SkyWest also bids on them, but operates the EAS route for a major carrier rather than under their own brand.

Got it. Thanks!

When I spent a summer in western Alaska in a village of about 180 people there was plane service 3 days a week. I assumed it had some sort of government subsidies, possibly from the USPS. Does anyone knew about those small villages of Alaska which are not EAS?

MO11 wrote:

The procedure is - the DOT will prohibit Boutique from terminating service until the contract is rebid. Service could go to Boutique, another airline, and/or another city. In an extreme case, if no airline bids, or the bids exceed the statutory cap for subsidy, then Boutique flies for 30 more days, and service ends.

Thanks!

frmrCapCadet wrote:

When I spent a summer in western Alaska in a village of about 180 people there was plane service 3 days a week. I assumed it had some sort of government subsidies, possibly from the USPS. Does anyone knew about those small villages of Alaska which are not EAS?

Bypass mail helps a lot of those routes. But also a lot of those routes have huge seasonal populations for things like fishing. Also people that live out there HAVE to fly to things like doctors appointments or going to Costco a couple times a year

The village I was in had almost no seasonal population, except me and a couple kids visiting parents. Bulk stuff came by barge once a year. And thanks for the Title of that sevice, Bypass mail. Here is a recent discussion of it. DeJoy threatened to junk it. A political non-starter in my estimation. He claimed it cost the post office $500 million a year. The article says$100 million, and other entities may pay most of it. Although there are ambiguities which make me unsure.

https://www.alaskapublic.org/2020/08/21 ... 20carriers.

frmrCapCadet wrote:

The village I was in had almost no seasonal population, except me and a couple kids visiting parents. Bulk stuff came by barge once a year. And thanks for the Title of that sevice, Bypass mail. Here is a recent discussion of it. DeJoy threatened to junk it. A political non-starter in my estimation. He claimed it cost the post office $500 million a year. The article says$100 million, and other entities may pay most of it. Although there are ambiguities which make me unsure.

https://www.alaskapublic.org/2020/08/21 ... 20carriers.

A lot of those routes don’t make money. Or don’t make money year round. And through history there are many many many operators that have folded

SYRAVGEEK wrote:

https://www.nny360.com/news/stlawrencecounty/obpa-board-looks-south-to-keep-jet-service-at-ogdensburg-airport/article_4a852908-d154-5210-a0b3-698e6a463aa2.html
Looks like OGS might keep their jet service, DOT rejected Air Charter for not meeting the minimum EAS standards and the community board rejected BTQ for not meeting the community’s standards. Seems like they’ll try for Contour, interesting development.

Yes, I am told that Contour May bid for OGS and PBG as a package.

They seem to have recovered from ATI poaching their captains last year.

SYRAVGEEK wrote:

https://www.nny360.com/news/stlawrencecounty/obpa-board-looks-south-to-keep-jet-service-at-ogdensburg-airport/article_4a852908-d154-5210-a0b3-698e6a463aa2.html
Looks like OGS might keep their jet service, DOT rejected Air Charter for not meeting the minimum EAS standards and the community board rejected BTQ for not meeting the community’s standards. Seems like they’ll try for Contour, interesting development.

That IS interesting. OGS better not mess around. Although I doubt OO is interested in coming back. If LF wins this, they'll have a good chance of keeping it for the long haul.

It'll be interesting to see what they serve. PHL makes the most sense, I guess, but let's see.

Is DAC getting more ERJ's or are they just utilizing the fleet they have (as well as the 328JET)? Seems like they still have enough flexibility to run the Colorado State University charter flights with the 328JET, I see it up here at FNL pretty frequently this time of year.

AndoAv8R wrote:

Is DAC getting more ERJ's or are they just utilizing the fleet they have (as well as the 328JET)? Seems like they still have enough flexibility to run the Colorado State University charter flights with the 328JET, I see it up here at FNL pretty frequently this time of year.

It bought one from Contour last summer; I believe it's in heavy maintenance.

FlyingElvii wrote:

Yes, I am told that Contour May bid for OGS and PBG as a package.

They seem to have recovered from ATI poaching their captains last year.

This would be very interesting. I'm a big fan of what Contour has done out of BNA and would be happy to see a similar operation in upstate NY. However, the bidding period for PBG's EAS renewal ended January 27th and Cape Air was the sole bidder. Can they even entertain new bids at this point or do they have to award to Cape Air?

bval wrote:

FlyingElvii wrote:

Yes, I am told that Contour May bid for OGS and PBG as a package.

They seem to have recovered from ATI poaching their captains last year.

This would be very interesting. I'm a big fan of what Contour has done out of BNA and would be happy to see a similar operation in upstate NY. However, the bidding period for PBG's EAS renewal ended January 27th and Cape Air was the sole bidder. Can they even entertain new bids at this point or do they have to award to Cape Air?

They can re-open the bidding as long as the contract has not been awarded, usually if the proposal doesn't meet basic EAS requirements and/or the community's wishes (see SYRAVGEEK's original post). PBG is still very much alive.

SYRAVGEEK wrote:

https://www.nny360.com/news/stlawrencecounty/obpa-board-looks-south-to-keep-jet-service-at-ogdensburg-airport/article_4a852908-d154-5210-a0b3-698e6a463aa2.html
Looks like OGS might keep their jet service, DOT rejected Air Charter for not meeting the minimum EAS standards and the community board rejected BTQ for not meeting the community’s standards. Seems like they’ll try for Contour, interesting development.

BangersAndMash wrote:

They can re-open the bidding as long as the contract has not been awarded, usually if the proposal doesn't meet basic EAS requirements and/or the community's wishes (see SYRAVGEEK's original post). PBG is still very much alive.

Good to know!

They either need to be a scheduled 121 carrier or figure out the DOT 380 plan with full distribution to be a player.

United Airlines was awarded the EAS Bid at Cody, Wyoming (COD)

Docket: DOT-OST-2011-0121-0087

By this Order, the U.S. Department of Transportation (the Department) selects United Airlines,
Inc., branded as United Express (United), to provide Essential Air Service (EAS) at Cody,
Wyoming, for a two-year term from June 1, 2022, through May 31, 2024. United will provide
Cody with 14 nonstop round trips per week from Yellowstone Regional Airport (COD) to
Denver International Airport (DEN) from October through May of each year using 50-passenger
Embraer CRJ-200 (CRJ-200) or Embraer EMB-145 (EMB-145) aircraft. United will be
compensated at an annual subsidy rate of $996,968.2 The Department will rely on United’s
unsubsidized service from June through September of each year to provide Cody’s peak season
EAS

United now has COD and PQI for 2022...

Unless this is consistent, odd to see COD be for CRJ200 or E145. Allows UA to switch regional carriers as needed.

Alex

atrude777 wrote:

United Airlines was awarded the EAS Bid at Cody, Wyoming (COD)

Docket: DOT-OST-2011-0121-0087

By this Order, the U.S. Department of Transportation (the Department) selects United Airlines,
Inc., branded as United Express (United), to provide Essential Air Service (EAS) at Cody,
Wyoming, for a two-year term from June 1, 2022, through May 31, 2024. United will provide
Cody with 14 nonstop round trips per week from Yellowstone Regional Airport (COD) to
Denver International Airport (DEN) from October through May of each year using 50-passenger
Embraer CRJ-200 (CRJ-200) or Embraer EMB-145 (EMB-145) aircraft. United will be
compensated at an annual subsidy rate of $996,968.2 The Department will rely on United’s
unsubsidized service from June through September of each year to provide Cody’s peak season
EAS

United now has COD and PQI for 2022...

Unless this is consistent, odd to see COD be for CRJ200 or E145. Allows UA to switch regional carriers as needed.

Alex

I thought some private venture firm was building a 52-gate international airport near Yellowstone.

Chuska wrote:

Do we have anyone that knows much about Victory Air/Das Plane? They are a charter operator using Embraer-145's and I wonder if they are willing and/or able to take on EAS routes?

I don't think they have any desire to take on scheduled service, nor are they in a position to do so. They primarily work for NASCAR teams and shuttling crews to and from races, but they also do some college charter work. Their counterpart is Champion Air, also based out of SVH. There's a few other charter operators for NASCAR with CRJs/ERJs that also do some college charter flights, but they're not set up for scheduled EAS service and likely have no desire to do so.

Since someone was kind enough to set up this thread, it gives me the opportunity to ask a question about EAS operations I've always wondered about.

How do operations work for a carrier like Southern Airways Express for markets like IPL-LAX or DEN-CDR, where those routes are completely isolated from other 9X routes and are one-offs to fulfill an EAS contract? Does the local FBO handle ground services in a place like CDR or IPL? Do you hope and pray a replacement aircraft isn't needed? Do the crews base out of LAX and DEN and just spend the week flying that one route?

gdavis003 wrote:

on't think they have any desire to take on scheduled service, nor are they in a position to do so. They primarily work for NASCAR teams and shuttling crews to and from races, but they also do some college charter work. Their counterpart is Champion Air, also based out of SVH. There's a few other charter operators for NASCAR with CRJs/ERJs that also do some college charter flights, but they're not set up for scheduled EAS service and likely have no desire to do so.

Both are Part 125, so they would have to upgrade to 121 to operate charters or scheduled services (at 50 seats) as well as obtain DOT operating authority.

atrude777 wrote:

United Airlines was awarded the EAS Bid at Cody, Wyoming (COD)

Docket: DOT-OST-2011-0121-0087

By this Order, the U.S. Department of Transportation (the Department) selects United Airlines,
Inc., branded as United Express (United), to provide Essential Air Service (EAS) at Cody,
Wyoming, for a two-year term from June 1, 2022, through May 31, 2024. United will provide
Cody with 14 nonstop round trips per week from Yellowstone Regional Airport (COD) to
Denver International Airport (DEN) from October through May of each year using 50-passenger
Embraer CRJ-200 (CRJ-200) or Embraer EMB-145 (EMB-145) aircraft. United will be
compensated at an annual subsidy rate of $996,968.2 The Department will rely on United’s
unsubsidized service from June through September of each year to provide Cody’s peak season
EAS

United now has COD and PQI for 2022...

Unless this is consistent, odd to see COD be for CRJ200 or E145. Allows UA to switch regional carriers as needed.

Alex

UA typically sub-contracts their direct EAS flights to more than one carrier (unlike AA). Cody normally sees OO or C5. Yes, they're just keeping their options open.

AVLAirlineFreq wrote:

How do operations work for a carrier like Southern Airways Express for markets like IPL-LAX or DEN-CDR, where those routes are completely isolated from other 9X routes and are one-offs to fulfill an EAS contract? Does the local FBO handle ground services in a place like CDR or IPL? Do you hope and pray a replacement aircraft isn't needed? Do the crews base out of LAX and DEN and just spend the week flying that one route?

In the case of 9X at IPL, there is a spare airplane and well as a mechanic at IPL. Flight crews are also based there. Same for CDR. In the case of Boutique, it seems to ferry airplanes all over the place when one needs maintenance. Its crews are based at the larger cities (BOS/BWI/ATL/DFW/DEN/PHX) rather than at the outstations.

Plattsburgh EAS Update:

Plattsburgh has rejected the Cape Air Bid, claiming Cape Air will not provide sufficient seats to meet the demand.

Has now rejected EAS and will be filing for AEAS with Contour.

12 Weekly on the E135.

Docket: DOT-OST-2003-14783-0269

Alex

atrude777 wrote:

Plattsburgh EAS Update:

Plattsburgh has rejected the Cape Air Bid, claiming Cape Air will not provide sufficient seats to meet the demand.

Has now rejected EAS and will be filing for AEAS with Contour.

12 Weekly on the E135.

Docket: DOT-OST-2003-14783-0269

Alex

Do we know to where yet?

SYRAVGEEK wrote:

atrude777 wrote:

Plattsburgh EAS Update:

Plattsburgh has rejected the Cape Air Bid, claiming Cape Air will not provide sufficient seats to meet the demand.

Has now rejected EAS and will be filing for AEAS with Contour.

12 Weekly on the E135.

Docket: DOT-OST-2003-14783-0269

Alex

Do we know to where yet?

Fingers crossed for PHL or JFK. Contour currently interlines with AA. Maybe they can help the NEA by slot squatting at JFK like B6 has Cape Air doing.

Southern has got themselves a recommendation at Show Low.

Looks like another one bites the dust for Boutique.

https://www.regulations.gov/docket/DOT-OST-1998-4409/document?postedDateFrom=2022-03-04&postedDateTo=2022-03-06

BangersAndMash wrote:

Southern has got themselves a recommendation at Show Low.

Looks like another one bites the dust for Boutique.

They should be careful what they wish for. If Key Lime gets Cortez, that removes the PC-12 bid for Southern at SOW. An unpressurized airplane on the SOW-PHX route is totally unacceptable.

MO11 wrote:

BangersAndMash wrote:

Southern has got themselves a recommendation at Show Low.

Looks like another one bites the dust for Boutique.

They should be careful what they wish for. If Key Lime gets Cortez, that removes the PC-12 bid for Southern at SOW. An unpressurized airplane on the SOW-PHX route is totally unacceptable.

Did you mean that the other way round? If Key Lime gets Cortez (Key Lime is DAC), that frees whatever aircraft Southern was going to use there to fly from SOW.

Although they do mention the PC12 in their proposal, Southern is pushing the King Air at Cortez so they should have some leeway even if DOT awards them the contract there.

BangersAndMash wrote:

MO11 wrote:

BangersAndMash wrote:

Southern has got themselves a recommendation at Show Low.

Looks like another one bites the dust for Boutique.

They should be careful what they wish for. If Key Lime gets Cortez, that removes the PC-12 bid for Southern at SOW. An unpressurized airplane on the SOW-PHX route is totally unacceptable.

Did you mean that the other way round? If Key Lime gets Cortez (Key Lime is DAC), that frees whatever aircraft Southern was going to use there to fly from SOW.

Although they do mention the PC12 in their proposal, Southern is pushing the King Air at Cortez so they should have some leeway even if DOT awards them the contract there.

No, the Key Lime PC-12 proposal for SOW is "available only if Southern is awarded the Cortez contract with a Phoenix connection." The Show Low city recommendation did not mention aircraft type.

EAS rules used to require pressurized airplanes in mountainous areas, nut I'm not sure if that still applies.

MO11 wrote:

AVLAirlineFreq wrote:

How do operations work for a carrier like Southern Airways Express for markets like IPL-LAX or DEN-CDR, where those routes are completely isolated from other 9X routes and are one-offs to fulfill an EAS contract? Does the local FBO handle ground services in a place like CDR or IPL? Do you hope and pray a replacement aircraft isn't needed? Do the crews base out of LAX and DEN and just spend the week flying that one route?

In the case of 9X at IPL, there is a spare airplane and well as a mechanic at IPL. Flight crews are also based there. Same for CDR. In the case of Boutique, it seems to ferry airplanes all over the place when one needs maintenance. Its crews are based at the larger cities (BOS/BWI/ATL/DFW/DEN/PHX) rather than at the outstations.

Thanks!

MO11 wrote:

BangersAndMash wrote:

MO11 wrote:

They should be careful what they wish for. If Key Lime gets Cortez, that removes the PC-12 bid for Southern at SOW. An unpressurized airplane on the SOW-PHX route is totally unacceptable.

Did you mean that the other way round? If Key Lime gets Cortez (Key Lime is DAC), that frees whatever aircraft Southern was going to use there to fly from SOW.

Although they do mention the PC12 in their proposal, Southern is pushing the King Air at Cortez so they should have some leeway even if DOT awards them the contract there.

No, the Key Lime PC-12 proposal for SOW is "available only if Southern is awarded the Cortez contract with a Phoenix connection." The Show Low city recommendation did not mention aircraft type.

EAS rules used to require pressurized airplanes in mountainous areas, nut I'm not sure if that still applies.

I think you're confused. Key Lime operates the DAC flights. It's got nothing to do with Southern. And I'm pretty sure Key Lime does not fly the PC12.

BangersAndMash wrote:

MO11 wrote:

BangersAndMash wrote:

Did you mean that the other way round? If Key Lime gets Cortez (Key Lime is DAC), that frees whatever aircraft Southern was going to use there to fly from SOW.

Although they do mention the PC12 in their proposal, Southern is pushing the King Air at Cortez so they should have some leeway even if DOT awards them the contract there.

No, the Key Lime PC-12 proposal for SOW is "available only if Southern is awarded the Cortez contract with a Phoenix connection." The Show Low city recommendation did not mention aircraft type.

EAS rules used to require pressurized airplanes in mountainous areas, nut I'm not sure if that still applies.

I think you're confused. Key Lime operates the DAC flights. It's got nothing to do with Southern. And I'm pretty sure Key Lime does not fly the PC12.

You're right - above I should have said "the Southern PC-12 proposal for SOW is available....". If Key Lime gets CEZ, and 9X gets SOW, then the 9X proposal defaults to the C208.

MO11 wrote:

BangersAndMash wrote:

MO11 wrote:

No, the Key Lime PC-12 proposal for SOW is "available only if Southern is awarded the Cortez contract with a Phoenix connection." The Show Low city recommendation did not mention aircraft type.

EAS rules used to require pressurized airplanes in mountainous areas, nut I'm not sure if that still applies.

I think you're confused. Key Lime operates the DAC flights. It's got nothing to do with Southern. And I'm pretty sure Key Lime does not fly the PC12.

You're right - above I should have said "the Southern PC-12 proposal for SOW is available....". If Key Lime gets CEZ, and 9X gets SOW, then the 9X proposal defaults to the C208.

Aaaah. I get you now!

A little update on recent EAS developments:

ALS: bids are in from DAC and Boutique - one of the markets OO is abandoning

HIB: is staying with OO - this is one of the markets they operate for DL, unaffected by the mass withdrawal

PBG: an AEAS grant application has been filed for 12x weekly to PHL with Contour

Cape Air has filed with DOT to also reduce EAS service, however for the Montana Market. Pilot Shortage is also being blamed here too.

DOT-OST-1997-2605-0259

“ Hyannis Air Service, Inc. dba Cape Air, hereby requests a temporary change to the flight schedule in Northeastern Montana EAS to improve flight crew efficiencies and thereby reliability. The need for crew efficiencies has been precipitated by a nationwide pilot shortage.”

The cities in Montana will see a reduction in service or a 1 stop service to Billings.

Air Choice One on Facebook has hinted at bidding the SkyWest Cities with a post and photos. No surprise there!

CGI-Cape Girardeau, Missouri has released an article stating they have spoken to 4 different airlines about possibly serving CGI. Cities mentioned are St.Louis, Nashville, and Chicago.

Article Link: https://www.kfvs12.com/2022/03/22/skywe ... -is-place/

Alex

Another short EAS update. DOT are clearly tying up loose ends before the mad rush next month!

1. AEAS has been extended at Tupelo for another 2 years without bidding taking place. This is a Contour market and will stay that way.

2. Jackson TN, which had gone all quiet has finally been awarded to Southern Airways Express (this is a switch from Boutique who had been asked to leave mid-way through the contract for poor performance). In the end, DOT didn't go for the unsubsidised option A but picked option C (one of the 2 cheap ones - Cessnas to ATL x18 weekly).

Being discussed here is an important development for EAS, the Southern Airways Express acquisition of Air Choice One: viewtopic.php?p=23237945#p23237945

Proposal is out for Dickinson, North Dakota.

This is currently a United Airlines Contract.

DOT-OST-1995-697

Summary:
By this Order, the U.S. Department of Transportation (the Department) is requesting proposals
from air carriers interested in providing Essential Air Service (EAS) at Dickinson, North Dakota
(DIK), for a new contract term beginning October 1, 2022, with or without subsidy. Air carriers
should file proposals no later than April 25, 2022

Alex

BangersAndMash wrote:

Another short EAS update. DOT are clearly tying up loose ends before the mad rush next month!

1. AEAS has been extended at Tupelo for another 2 years without bidding taking place. This is a Contour market and will stay that way.

2. Jackson TN, which had gone all quiet has finally been awarded to Southern Airways Express (this is a switch from Boutique who had been asked to leave mid-way through the contract for poor performance). In the end, DOT didn't go for the unsubsidised option A but picked option C (one of the 2 cheap ones - Cessnas to ATL x18 weekly).

Southern, after they were picked by MKL, pulled the unsubsidized option off the table in late January.

I wasn't surprised DOT didn't go for the Chicago/ATL option that MKL requested. I was a little surprised they didn't do ATL/STL since it added another airport and was the cheapest overall, albeit not buy much. I would guess if MKL didn't get greedy and go for CHI/ATL from the beginning and picked STL/ATL they would have probably been able to keep the current routes they have now.

Jshank83 wrote:

BangersAndMash wrote:

Another short EAS update. DOT are clearly tying up loose ends before the mad rush next month!

1. AEAS has been extended at Tupelo for another 2 years without bidding taking place. This is a Contour market and will stay that way.

2. Jackson TN, which had gone all quiet has finally been awarded to Southern Airways Express (this is a switch from Boutique who had been asked to leave mid-way through the contract for poor performance). In the end, DOT didn't go for the unsubsidised option A but picked option C (one of the 2 cheap ones - Cessnas to ATL x18 weekly).

Southern, after they were picked by MKL, pulled the unsubsidized option off the table in late January.

I wasn't surprised DOT didn't go for the Chicago/ATL option that MKL requested. I was a little surprised they didn't do ATL/STL since it added another airport and was the cheapest overall, albeit not buy much. I would guess if MKL didn't get greedy and go for CHI/ATL from the beginning and picked STL/ATL they would have probably been able to keep the current routes they have now.

Well in terms of the available interlines (AA+UA), ORD would have arguably been the best option. Do we know why they didn't try ORD only?

BangersAndMash wrote:

Well in terms of the available interlines (AA+UA), ORD would have arguably been the best option. Do we know why they didn't try ORD only?

Community preferred ATL. ORD only would have been priced-out, anyway.

BangersAndMash wrote:

Jshank83 wrote:

BangersAndMash wrote:

Another short EAS update. DOT are clearly tying up loose ends before the mad rush next month!

1. AEAS has been extended at Tupelo for another 2 years without bidding taking place. This is a Contour market and will stay that way.

2. Jackson TN, which had gone all quiet has finally been awarded to Southern Airways Express (this is a switch from Boutique who had been asked to leave mid-way through the contract for poor performance). In the end, DOT didn't go for the unsubsidised option A but picked option C (one of the 2 cheap ones - Cessnas to ATL x18 weekly).

Southern, after they were picked by MKL, pulled the unsubsidized option off the table in late January.

I wasn't surprised DOT didn't go for the Chicago/ATL option that MKL requested. I was a little surprised they didn't do ATL/STL since it added another airport and was the cheapest overall, albeit not buy much. I would guess if MKL didn't get greedy and go for CHI/ATL from the beginning and picked STL/ATL they would have probably been able to keep the current routes they have now.

Well in terms of the available interlines (AA+UA), ORD would have arguably been the best option. Do we know why they didn't try ORD only?

DOT cant get out of their own way. Naturally they select the one hub that SAE has no interline with the major carrier at the airport that being DL

BangersAndMash wrote:

Jshank83 wrote:

BangersAndMash wrote:

Another short EAS update. DOT are clearly tying up loose ends before the mad rush next month!

1. AEAS has been extended at Tupelo for another 2 years without bidding taking place. This is a Contour market and will stay that way.

2. Jackson TN, which had gone all quiet has finally been awarded to Southern Airways Express (this is a switch from Boutique who had been asked to leave mid-way through the contract for poor performance). In the end, DOT didn't go for the unsubsidised option A but picked option C (one of the 2 cheap ones - Cessnas to ATL x18 weekly).

Southern, after they were picked by MKL, pulled the unsubsidized option off the table in late January.

I wasn't surprised DOT didn't go for the Chicago/ATL option that MKL requested. I was a little surprised they didn't do ATL/STL since it added another airport and was the cheapest overall, albeit not buy much. I would guess if MKL didn't get greedy and go for CHI/ATL from the beginning and picked STL/ATL they would have probably been able to keep the current routes they have now.

Well in terms of the available interlines (AA+UA), ORD would have arguably been the best option. Do we know why they didn't try ORD only?

I am going to guess ORD was way more expansive subsidy wise. That is why they said they didn't go with MKLs choice and select the ORD/ATL option and I assume all ORD would have been even more. Looong flight.