Sequestration: The Effects on Aviation and Everyday Travel : Report from NATCA
How Sequestration Will Affect the Flying Public and the U.S. Economy
Introduction
As the exclusive representative of air traffic controllers, traffic manager coordinators, U.S. NOTAM Specialists, Federal Aviation Administration (FAA) engineers, aircraft certification professionals, and other aviation safety professionals, the National Air Traffic Controllers Association (NATCA) believes that the looming across-the-board budget cuts known as sequestration will be detrimental to the National Airspace System (NAS), as well as to the nation’s fragile economy. All users and operators of the NAS including travelers, general aviation pilots, airlines, businesses and the military will feel the effects of the cuts in the form of a reduction in airport and air traffic control services, a diminishing of the NAS’s flight capacity, increased delays and costs to users, and lags in air traffic modernization. These cuts will be significant, and their effects will likely have long-lasting consequences.
Executive Summary
Sequestration is the process of automatic, across-the-board spending reductions under which budgetary resources are permanently canceled to enforce certain budget policy goals. Sequestration was mandated in the Budget Control Act (BCA) of 2011, and intended to motivate Congress to reach a compromise on $1.3 trillion in savings over the next 10 years. When Congress failed to find that compromise, the BCA triggered sequestration.
Passage of the American Taxpayer Relief Act of 2012 on January 3, 2013, has altered the terms of sequestration for fiscal year 2013 (FY 2013) by providing an offset. Under the BCA, the FAA would have had to reduce their Operations budget by approximately $88 million a month for nine straight months. Under the new sequestration reductions set to take effect on March 1, the FAA will have to reduce its Operations budget by $70.5 million a month for the next seven months until the end of FY 2013. Since the cuts must now be implemented over the course of seven, not 12 months, sequestration will require dramatic indiscriminant cuts significantly affecting services and capacity.
If sequestration as it currently exists is implemented, the FAA will be mandated to cut a total of $492.9 million from their Operations budget which includes the air traffic controller workforce, $142.4 million from Facilities and Equipment line, which maintains towers and equipment such as navigation beacons, and $8.6 million from the Research, Engineering, and Development line, which funds research on improving aviation safety and operational efficiency, as well as research on reducing the environmental impact of aviation.
On February 22, the Department of Transportation (DOT) issued a statement confirming several actions the FAA may take in order to implement across-the-board sequestration cuts:
• Closing over 100 air traffic controller towers at airports with fewer than 150,000 flight operations or 10,000 commercial operations per year. They intend for these closures to begin in April.
• Furloughing FAA employees for at least one, and possibly two days per pay period (equivalent to 11-22 furlough days per employee between now and the end of FY 2013). These furloughs would begin in mid April.
• Eliminating the overnight shift at over 60 towers across the country.
• Reducing preventive maintenance and equipment provisioning and support for all NAS equipment.
If these cuts proceed as scheduled, the consequences would begin to result in noticeable operational impacts in mid April. Tower closures and controller furloughs will significantly reduce the capacity of the NAS, negatively affecting the flying public, as well as business and military operations, in numerous ways. A reduction in air traffic control services will ultimately result in fewer flights in the air and increased delays on the tarmac, creating a ripple effect that will hurt the airlines, pilots, flight attendants, private aviation, airport employees, passengers, and all businesses that depend on a vibrant aviation sector, such as those that use air services to transport their goods. These aviation cuts will also negatively affect local communities and their economies, which depend on aviation to attract business.
FAA employees, including air traffic controllers, safety inspectors and other safety professionals, will face between 11 and 22 days of furloughs. According to Secretary of Transportation Ray LaHood, about 10 percent of the workforce would be furloughed on any given day. This will place a heavy strain on a system that operates continuously every hour of every day as there are only 12,770 fully certified air traffic controllers in the FAA. Safety will remain the top priority, but in order to maintain the appropriate level of safety with fewer controllers, fewer planes will be allowed in the sky, as well as in and out of airports.
Those who use and operate the system could experience the following negative consequences as a result of sequestration:
• Reduction in capacity, limiting the number of flights in the air for all forms of aviation.
• Increased delays due to longer ground holds.
• Reduction in airport services.
• Increased costs to airlines and passengers.
• Delays to air traffic control modernization.
Senate Commerce Committee Chairman Jay Rockefeller called the deep sequester cuts "reckless," and said the impact would be severe for travelers, as well as smaller communities. "Everyone who travels for business or pleasure will be adversely affected. The administration will never compromise our aviation safety, but practically closing airports in small communities by eliminating air traffic control services will be devastating to local economies," Rockefeller said.
The negative effects on the aviation system made under sequestration could become permanent or be difficult, if not impossible, to reverse once they are implemented. If sequestration cuts continue beyond FY 2013, the cuts will result in a weaker airspace system that looks and performs very differently from the safe and efficient model that exists today. Continuing into FY 2014, the prescribed reductions would revert to an 8.2 percent cut for each of the next nine years, as required by the BCA. If that should occur, aviation safety professionals could be subject to reductions in force (RIFs) and further hiring freezes. Again, safety would be preserved, but the cost would be another decrease in capacity and increased delays and costs for all users of the system. Given the uncertainty regarding how long sequestration will continue, all of these detrimental effects on the NAS and the national economy remain a serious concern.
Aviation and the Economy
Aviation is a major driver of the U.S. economy. Commercial aviation contributes $1.3 trillion in economic activity and comprises 5.2 percent of our Gross Domestic Product (GDP) annually, while providing $75 billion against the U.S. trade deficit. This significant volume of economic activity supports 10.2 million U.S. jobs with $394.4 billion in annual earnings. In 2009, airline operations contributed $150.5 billion to the national GDP, while airport operations generated an additional $44.6 billion.
In addition to the economic contributions, aviation benefits the United States by providing invaluable services to beneficiaries such as individual passengers, airlines, general aviation pilots, the military, and businesses. Two million passengers fly safely through the U.S. NAS on 70,000 flights each day. Facilitated by aviation safety professionals at the FAA, DOD and in the Federal Contract Towers, the NAS is not only the safest and most efficient in the world, but is also a catalyst for U.S. job creation.
Aviation provides the flying public, as well as private businesses and the military, with trained inspectors, professional air traffic controllers, and certification processes that ensure every person, pilot, and aircraft in the NAS is functioning at the highest level of safety and efficiency.
How Sequestration will be Implemented at the FAA
Across-the-board cuts mean sequestration will affect each budget line in the FAA’s budget. At this time, agencies have very limited discretion in how they apply the cuts. Due to the offsets in the American Taxpayer Relief Act passed earlier this year, the total amount to be cut from non- defense discretionary programs is now $85 billion (as opposed to $109 billion). However, the cuts will need to occur over seven months instead of over a full year. Thus each non-defense discretionary budget line will be cut by 5.1 percent for FY 2013. This translates into cutting $492.9 million from the FAA’s Operations budget line, which includes the controller workforce, $142.4 million from Facilities and Equipment line, which maintains towers and tools such as navigation beacons, and $8.6 million from the Research, Engineering, and Development line, which funds research on improving aviation safety and operational efficiency, as well as research on reducing the environmental impact of aviation. Below is a chart detailing the new amounts to be cut for FY 2013.
1st Sequestration
(Jan 2, 2013)
2nd Sequestration
(March 1, 2013)
Total $ to be cut
$109.3 B
$85.3 B
Total Defense
54.6 B (9.4%)
$42.5 B (7.3%)
Total Non-Defense
Discretionary
$38 B (8.2%)
$26.4 B (5.1%)
Federal Aviation Administration (FAA): Sequestration Cuts
Operations
$792 M
$492.9 M
Facilities & Equipment
$229 M
$142.4 M
Research, Engineering Development
$14 M
$8.6 M
Note: Cuts for Jan. 2, 2013, are taken from the September 2012 OMB memo. Cuts for March 1, 2013, were based on a 5.1 % across-the-board reduction.
Sequestration and the Capacity of our Airspace
Sequestration cuts would significantly reduce the capacity of the NAS, negatively affecting passengers, as well as business and military operations, in numerous ways. Cuts of this magnitude simply cannot be implemented without a significant effect on operations and capacity. Sequestration cuts will create a ripple effect, beginning with the closing of over 100 air traffic towers, the elimination of overnight operations at small air traffic control towers, and the furloughing of thousands of air traffic controllers, and ending with reduced services, decreased capacity, and increased delays throughout the entire system.
Closing over 100 Towers: Our December report outlined the likelihood that sequestration would force the FAA to close air traffic control towers. On February 22, the DOT announced that it expects to begin closing over 100 towers in April. The list of possible towers to be closed includes both FAA and Federal Contract Tower facilities. This FAA-provided list is included at the end of this report.
The number of towers targeted for closure is far higher than anticipated, and will be a serious burden for communities that rely on air traffic control services to attract and maintain businesses. Even temporarily closing a tower affects the NAS. First and foremost, tower controllers give first priority to separating aircraft and issuing safety and weather alerts. Without controllers in the tower, no one will be performing these critical safety functions. Additionally, in most cases, the airspace normally controlled by the tower would revert to uncontrolled airspace. When this occurs, the overlying radar facility (terminal or enroute FAA facilities) would then be responsible for the operations normally worked by the towers. As such, workloads would increase dramatically for FAA facilities compensating for closed towers while they are already coping with reduced staffing due to furloughs. This significant adjustment in workload and responsibility while furloughing personnel would significantly decrease efficiency throughout the national airspace.
The sequester would have an outsized impact on small communities primarily served by regional airlines, according to the Regional Airline Association (RAA). “The communities most dependent on scheduled service from regional airlines for their only connection to the global economy will be hurt the most,” said RAA President Roger Cohen in a statement. He said passengers from communities where regional carriers are the only regular service will be hit by a “double whammy” of shift reductions or airport closings at smaller airports where flights might originate or end, as well as delays and missed connections at connecting hub airports.
These towers also provide military and commercial services that are revenue-generators for their communities. For example, Rogers, Ark. (ROG) serves Walmart and its vendors, as well as Kraft Foods, Hudson Foods, Tyson and J.B. Hunt. The community will suffer if the tower is closed and these businesses either leave or reduce their operations. Similarly, Caterpillar Inc., and Shell are located at Victoria, Texas (VCT) airport, and UPS and Delta are served by the Albany, Ga. (ABY) tower. Albany provides service for Delta Connection flights as well as for the Army, Air Force and for National Guard practice approaches. Each of these services benefits the local communities by attracting businesses that contribute to their economies.
Mandatory Furloughs: On February 22, the DOT announced that it would be issuing furloughs for FAA employees between now and the end of September 2013. Employees may face one to two furloughs per pay period, equaling a total of 11 to 22 furlough days. There are currently no exemptions for anyone working at a federal agency based upon emergency or essential status. The Air Traffic Organization employs 35,000 people, including 14,752 air traffic controllers (of which roughly 2,000 are in training and not fully certified, and 3,100 currently eligible to retire), 7,000 engineers and maintenance technicians, 5,000 supervisors and managers, as well as safety inspectors (CRS Report October 2012). The 7,500 full time equivalent positions including regulators, safety inspectors, safety engineers, and support personnel who are responsible for all federal aviation safety standards and compliance with those standards would also be furloughed. This means reducing the hours of the people who certify aircraft and aircraft components, ensure regulation and oversight of airlines and other aircraft operators, and implement initiatives to reduce safety risks associated with airport operations.
Controller Attrition and Staffing: These mandatory furloughs will occur at a time when Congress and the Administration are also weighing changes to federal employees’ pay and benefits. In the event that both furloughs and negative pay and benefit changes are implemented, federal employees may elect to retire. Air traffic controllers and other safety professionals eligible to retire would be more likely to take advantage of retirement options rather than face a situation where fewer controllers are being asked to maintain the NAS with the same safety and efficiency standards as when the workforce is at full capacity. Over the next ten years, the FAA estimates that more than 12,100 controllers will leave the workforce due to retirement and normal attrition.
History and experience dictate that an attrition rate that high has serious consequences: Between September 2006 and July 2008, 3,312 controllers left the FAA. This mass exodus of controllers left the system staffed at only 71 percent of the acceptable level with the lowest number of certified professional controllers (CPCs) in 16 years. Understaffing caused a significant increase in controller workload and a subsequent need to increase the use of overtime, resulting in an unsustainable rise in controller fatigue. That workforce included many veteran controllers with 15 or more years of experience as compared to today’s workforce, which is less experienced; as of February 2013, about 34 percent of controllers (a little over 5,000) have been hired within the last five years. Their expertise and qualifications are excellent, but it will be a challenge for them to manage the extraordinary burden of handling more traffic with a significantly reduced workforce.
Under the sequestration scenario, there could be dramatic staff departures from the nation’s busiest hubs. Additionally, training replacements at these complex facilities would take several years to complete. Potential retirements coupled with furloughs would significantly affect areas such as New York, Atlanta, Dallas, Houston, Los Angeles and Chicago.
For example, at the New York Air Route Traffic Control Center (ZNY), a total of 103 out of 376 controllers will be eligible for retirement by January 1, 2014. That means we could lose 27 percent of that workforce. At Atlanta Air Route Traffic Control Center (ZTL), 125 out of 475 (26 percent) controllers would be in a position to retire on January 1, 2014. And at Chicago Air Route Traffic Control Center (ZAU), 140 controllers out of 432 (32 percent) could retire on January 1, 2014. Under normal circumstances, these statistics are concerning, but when coupled with the cuts mandated by sequestration, as well as a hiring freeze, controlling traffic with reduced staff could become unsustainable.
These numbers are staggering, especially given the fact that it takes three years to train a new hire to work in such complex airspace. If these controllers retire, the FAA would be faced with a nearly insurmountable loss of controllers. At the same time, they would be hard-pressed to train replacements as quickly as they are leaving.
Hiring Freeze: Another consequence of sequestration will likely be a hiring freeze. Congress is already discussing reducing the federal employee workforce by 10 percent through attrition. If sequestration is allowed to take effect over the long-term, it will be next to impossible for the FAA to continue hiring a new workforce. As outlined above, this could be especially detrimental to the workforce, as many current air traffic controllers are currently eligible to retire, or will be eligible in the next several years. With a hiring freeze, the FAA would be unable to replace senior controllers and keep pace with ordinary attrition.
A Less Efficient National Airspace System: Airports, airlines and passengers will all be immediately and directly affected by sequestration cuts that reduce air traffic services. If the NAS is forced to reduce capacity, airlines will have fewer flights, and fewer passengers will fly. That, in turn, will affect airports that rely on passenger fees, landing fees, and other revenue generated by passengers. At a hearing held by the Senate Commerce, Science and Transportation Committee in July 2012, Airlines for America President Nicholas Calio noted that airlines could become less competitive, and may have to cede international routes due to reduced revenue. This would force them to reduce the scope of their markets, putting U.S.-based businesses at a competitive disadvantage.
As a consequence of the sequestration cuts, the FAA predicts that flights to major cities such as New York, Chicago, and San Francisco could experience delays of up to 90 minutes during peak hours because fewer air traffic controllers on duty means fewer aircraft in the sky.
We believe that if the cuts and furloughs are fully implemented in April, the FAA’s estimates could turn out to be conservative. According to an informal survey of major air traffic control facilities, we have determined that reduced numbers of controllers around the country will cause a ripple effect of flight delays. Major airports could be forced to shut down a runway that would dotherwise be open simply because they’ll have fewer controllers in towers. Others will need to shift controllers to the busiest parts of the day, thus decreasing their capacity to handle incoming flights at other times. For example, furloughs could force Atlanta to close one runway, reducing its hourly arrival rate during clear-weather conditions from 126 arrivals per hour to 96 arrivals per hour, a 24 percent reduction. In both Chicago and Houston, under ideal weather conditions and using two runways instead of three, the hourly arrival rate could fall by 37 percent. Other major airports would experience similar reductions. Taken together, these reductions will add up to a national airspace facing significant delays throughout the system.
Commercial Airlines: When the capacity of the NAS is reduced, airlines will suffer from increased delays and increased costs. The simple reality is that fewer flights will be in the air at one time, which will lead to increased ground delays, as aircraft must wait longer at the gate and on the tarmac. Increased ground delays will lead to increased fuel consumption and increased costs for airlines. History has shown that increased delays lead to an increase in flight cancellations as delays add up over the course of each day and some flights are cancelled. This in turn would increase the airlines’ passenger load factor, making seats a scarce commodity, and increasing costs to the consumer, which will likely lead to reduced travel expenditures, reduced expenditures on hospitality, and reduced tourism, each of which will have significant impacts on the economy. Reduced capacity in the airspace could also lead to reduced freight expenditures. If sequestration continues into FY 2014, these additional costs will likely seriously harm airlines’ revenue, as well as the ability for ordinary passengers to continue leisure travel.
General Aviation: General aviation (GA) consists of all civilian air traffic that is not scheduled passenger airline service. Eliminating air traffic control services at smaller airports will greatly affect this segment of air traffic because GA pilots rely on air traffic controllers on approach and takeoff. Of the towers that face the highest threat of closure, many primarily handle GA traffic. Without a controller physically present in these towers, more pilots will have to land and take off on their own, without the benefit of safety and separation services. In addition to the obvious safety concerns, the lack of air traffic control services can cause significant and costly delays for GA pilots. This will occur when GA pilots are forced to wait longer for each approach and departure as only one aircraft can arrive and/or depart at a time without air traffic services. Having reduced services at smaller airports will have a serious economic effect on communities that rely on air transit for businesses and other purposes.
General aviation training will also be affected because pilot qualifications require a certain number of takeoffs and landings at towered airports. General aviation pilots will have limited access to towered airports, thus hindering the training process.
NextGen: If sequestration takes place, significant projects may be slowed down at a time when the FAA, NATCA, and the aviation industry are finally seeing progress on programs such as En Route Automation Modernization (ERAM), Optimization of Airspace and Procedures in the Metroplex (OAPM), Satellite Based Surveillance (SBS) and Terminal Automation Modernization and Replacement (TAMR). These efforts could flounder when collaboration is finally paying off because furloughed controllers would not be available to participate in collaborative workgroups as operational experts. Programs such as ERAM, once in trouble when the front-line workforce was not involved, has significantly benefited from the insight of aviation professionals whose invaluable expertise would be lost through the required cuts under sequestration.
One collaborative NextGen project showing particular progress is OAPM, which is a joint effort by the FAA and aviation industry aimed at integrating airspace and de-conflicting traffic flows over major metropolitan areas (known as metroplexes). OAPM study teams at sites around the country rely on current aircraft navigation capabilities to enhance airport arrival and departure paths, provide diverging departure paths to get aircraft off the ground more quickly, and add more direct, high-altitude RNAV navigation routes between metroplexes. D.C. Metro OAPM, Houston OAPM, and North Texas OAPM have all completed the design phase and are moving into the evaluation phase. Northern California OPAM is the next site to complete its design phase, and Charlotte and Atlanta OAPMs are quickly approaching 90 percent completion of their design. Southern California OAPM is only three weeks into the design phase, and Florida OAPM is supposed to begin in April 2013. Early returns in the Washington, D.C. area indicate substantial fuel savings and reduced carbon emissions. If sequestration cuts were to take place, all OAPM study teams could be stopped. This would mean the millions of dollars the FAA has spent in research would not yield the results that other study sites, such as the Washington D.C. area, have demonstrated.
NextGen delays would also have an overall effect on the economy. If research, planning, and construction spending is reduced, not only will essential modernizations be delayed, but less money will be invested in the U.S. economy. The Aerospace Industries Association (AIA) study found that a reduction of 30 percent in NextGen funding could result in up to $40 billion in lost economic output by 2021. It could cost 700,000 jobs by 2021, and as many as 1.3 million by 2035 (AIA July 2012 Report).
National Business Aviation Association (NBAA) president Ed Bolen said that the risks to the nation’s air transportation system posed by sequestration are serious. “Concerns over the prospect of sequestration have created an added level of uncertainty for system users,” Bolen said. “Potential cuts in FAA funding overall, and NextGen funding in particular, would have a severe impact on the NextGen implementation process.” (NBAA Sept. 12, 2012).
Conclusion
Aviation is an essential component of our national economy, contributing $1.3 trillion every year to our GDP. In order to continue contributing to economic growth, the FAA needs appropriate, predictable funding to continue directing the safest, most complex and efficient airspace in the world. If Congress allows sequestration to become a reality, cuts to aviation will be widespread; The NAS supports a wide array of commercial and private activities, and cutting services, reducing safety monitoring, and reducing the controller workforce are all steps toward permanently reducing the capacity of the NAS – we do not foresee these services being restored to their current levels if these cuts are allowed to take place. In addition, shifting the financial liability away from the federal government and onto local and municipal governments will create a burden on rural communities who will be unable to support essential aviation services necessary to small communities and businesses around the country. As the cuts under sequestration force the FAA to take measures that reduce capacity and limit services to otherwise inaccessible communities, the entire economy will be affected.
On February 15, 2013, Secretary of Transportation Ray LaHood wrote a letter to Chairwoman Barbara Mikulski of the Senate Appropriations Committee. In that letter, the Secretary used strong language to describe the “serious impacts on transportation services that are critical to the traveling public.” He predicted that “the furlough of a large number of air traffic controllers and technicians will require a reduction in air traffic to a level that can be safely managed by remaining staff. The result will be felt across the country, as the volume of travel must be decreased. Sequestration could slow air traffic levels in major cities, which will result in delays and disruptions across the country.”
We in the aviation community are proud users and providers of aviation services. As the front line in this field, it is our role to warn the rest of the country that aviation cuts will be detrimental to our economy, and will result in widespread delays, cuts, and inconveniences. We urge Congress to act before it is too late in order to save our NAS and our economy.
APPENDIX
DOT List on Facilities that Could be Closed in FY 2013
ST
ID
FACILITY NAME/TOWN
1
AL
BFM
Mobile Downtown Airport (Brookley)
2
AL
DHN
Dothan
3
AL
TCL
Tuscaloosa Municipal
4
AR
ASG
Springdale Municipal
5
AR
FSM
Fort Smith
6
AR
FYV
Fayetteville
7
AR
ROG
Rodgers
8
AR
TXK
Texarkana Muni/Webb Fld
9
AZ
GEU
Glendale
10
AZ
GYR
Goodyear
11
AZ
IFP
Laughlin International
12
AZ
RYN
Ryan Field
13
CA
APC
Napa
14
CA
CCR
Concord
15
CA
CMA
Camarillo
16
CA
EMT
El Monte
17
CA
FUL
Fullerton
18
CA
HHR
Hawthorne
19
CA
LVK
Livermore
20
CA
MER
Castle
21
CA
OXR
Oxnard
22
CA
PMD
Palmdale
23
CA
POC
Brackett
24
CA
RAL
Riverside
25
CA
RNM
Ramona
26
CA
SAC
Sacramento Executive
27
CA
SCK
Stockton
28
CA
SDM
San Diego Brown Field
29
CA
SMO
Santa Monica Municipal
30
CA
SNS
Salinas Municipal
31
CA
SQL
San Carlos
32
CA
STS
Santa Rosa
33
CA
VCV
Victorville
34
CA
WHP
Whiteman
35
CA
WJF
William J Fox
36
CO
BJC
Broomfield
37
CO
FTG
Front Range
38
CT
BDR
Bridgeport
39
CT
DXR
Danbury Municipal
40
CT
GON
Groton-New London
41
CT
HFD
Hartford-Brainard
42
CT
HVN
Tweed-New Haven
43
CT
OXC
Waterbury
44
DE
ILG
Greater Wilmington
45
FL
APF
Naples
46
FL
BCT
Boca Raton
47
FL
CRG
Jacksonville/Craig
48
FL
EVB
New Smyrna Beach Municipal
49
FL
FMY
Page Field (Fort Myers)
50
FL
FPR
St Lucie County International (Fort Pierce)
51
FL
HWO
Hollywood/North Perry
52
FL
ISM
Kissimmee Municipal
53
FL
LAL
Lakeland Municipal
54
FL
LEE
Leesburg
55
FL
OCF
Ocala International
56
FL
OMN
Ormand Beach Municipal
57
FL
OPF
Opa Locka
58
FL
ORL
Orlando Executive
59
FL
PGD
Punta Gorda
60
FL
SGJ
St. Augustine
61
FL
SPG
Albert Whitted
62
FL
SUA
Stuart/Witham
63
FL
TIX
Titusville/Cocoa
64
FL
VQQ
Cecil Field
65
GA
ABY
Sw Georgia/Albany-Dougherty
66
GA
AHN
Athens Municipal
67
GA
CSG
Columbus
68
GA
FTY
Fulton County
69
GA
LZU
Gwinnett County
70
GA
MCN
Macon
71
GA
RYY
McCollum
72
HI
JRF
Kalaeloa (John Rogers Field)
73
IA
ALO
Waterloo
74
IA
DBQ
Dubuque
75
IA
SUX
Sioux City
76
ID
IDA
Idaho Falls
77
ID
LWS
Lewiston-Nez Perce County
78
ID
PIH
Pocatello Municipal
79
ID
SUN
Friedman Memorial / Hailey
80
ID
TWF
Twin Falls
81
IL
ALN
St Louis Regional
82
IL
ARR
Aurora
83
IL
BMI
Bloomington/Normal
84
IL
DEC
Decatur
85
IL
DPA
DuPage
86
IL
MDH
So. Illinois/Carbondale
87
IL
MWA
Williamson County
88
IL
SPI
Springfield
89
IL
UGN
Waukegan Regional
90
IN
BAK
Columbus Municipal
91
IN
BMG
Monroe County/Bloomington
92
IN
GYY
Gary Regional
93
IN
LAF
West Lafayette
94
IN
MIE
Muncie/Delaware County
95
KS
FOE
Forbes Field
96
KS
GCK
Garden City Regional
97
KS
HUT
Hutchinson Municipal
98
KS
IXD
New Century
99
KS
MHK
Manhattan Regional
100
KS
OJC
Johnson County Executive
101
KS
TOP
Philip Billard Municipal
102
KY
LOU
Louisville Bowman
103
KY
OWB
Owensboro/Daviess County
104
KY
PAH
Barkley Regional
105
LA
CWF
Chenault
106
LA
DTN
Shreveport-Dt
107
LA
LCH
Lake Charles
108
LA
MLU
Monroe
109
LA
NEW
Lakefront
110
MA
BAF
Barnes Municipal
111
MA
BVY
Beverly
112
MA
EWB
New Bedford
113
MA
LWM
Lawrence
114
MA
ORH
Worcester
115
MA
OWD
Norwood
116
MD
ESN
Easton/Newnam Field
117
MD
FDK
Frederick Municipal
118
MD
HGR
Washington Co. Reg'l/Hagerstn
119
MD
MTN
Martin State
120
MD
SBY
Salisbury-Wicomico County
121
MI
ARB
Ann Arbor
122
MI
BTL
Battle Creek
123
MI
DET
Coleman A. Young Municipal (Detroit)
124
MI
JXN
Jackson
125
MI
MKG
Muskegon Cnty
126
MI
SAW
Sawyer Gwinn
127
MN
ANE
Anoka
128
MN
FCM
Flying Cloud
129
MN
MIC
Crystal (Minneapolis)
130
MN
STC
St.Cloud Regional
131
MO
BBG
Branson
132
MO
COU
Columbia
133
MO
JEF
Jefferson City Memorial
134
MO
JLN
Joplin Regional
135
MO
STJ
Rosecrans Mem'l/St. Joseph
136
MS
GLH
Greenville Municipal
137
MS
GTR
Golden Triangle Regional
138
MS
HAS
Stennis International
139
MS
HKS
Hawkins Field
140
MS
MEI
Meridian / Key Field
141
MS
OLV
Olive Branch
142
MS
TUP
Tupelo Regional
143
MT
GPI
Glacier Park International
144
MT
HLN
Helena
145
NC
EWN
Coastal Carolina Regional
146
NC
HKY
Hickory
147
NC
INT
Smith Reynolds (Winston Salem)
148
NC
ISO
Kinston
149
NC
JQF
Concord
150
NE
GRI
Central Nebraska/Grd Island
151
NH
ASH
Boire Field/Nashua
152
NJ
CDW
Caldwell
153
NJ
TTN
Trenton
154
NM
AEG
Double Eagle II
155
NM
HOB
Lea County/Hobbs
156
NM
ROW
Roswell
157
NM
SAF
Santa Fe County Municipal
158
NM
ZAB
Albuquerque
159
NY
BGM
Binghamton TRACON
160
NY
FOK
Francis S. Gabreski
161
NY
IAG
Niagara Falls
162
NY
ITH
Tompkins County
163
NY
POU
Dutchess
164
NY
RME
Griffiss AFB
165
OH
CGF
Cuyahoga County
166
OH
MFD
Mansfield
167
OH
OSU
Ohio State University
168
OH
TZR
Columbus (Bolton Field)
169
OH
YNG
Youngstown Warren Regional
170
OK
ADM
Ardmore Municipal
171
OK
LAW
Lawton Municipal
172
OK
OUN
Univ Of Oklahoma/Westheimer
173
OK
PWA
Wiley Post
174
OK
SWO
Stillwater
175
OK
WDG
Enid Woodring Municipal
176
OR
LMT
Klamath Falls
177
OR
OTH
Southwest Oregon Regional
178
OR
PDT
Pendleton Municipal
179
OR
SLE
McNary Field (Salem)
180
OR
TTD
Troutdale
181
PA
CXY
Capitol City
182
PA
IPT
Williamsport/Lycoming Co.
183
PA
LBE
Arnold Palmer Regional (Latrobe)
184
PA
LNS
Lancaster
185
PA
PNE
Northeast Philadelphia
186
PA
RDG
Reading
187
SC
CRE
Grand Strand/Myrtle Beach
188
SC
FLO
Florence
189
SC
GYH
Greenville/Donaldson Center
190
SC
HXD
Hilton Head
191
TN
MKL
McKeller-Sipes
192
TN
MQY
Smyrna
193
TN
NQA
Millington
194
TX
ACT
Waco Regional
195
TX
BAZ
New Braunfels Municipal
196
TX
BPT
Beaumont
197
TX
BRO
Brownsville Intl
198
TX
CLL
Easterwood
199
TX
CNW
TSTC Waco
200
TX
CXO
Lone Star Executive
201
TX
FWS
Fort Worth Spinks
202
TX
GGG
Longview
203
TX
GKY
Arlington Municipal
204
TX
GPM
Grand Prairie
205
TX
GTU
Georgetown Municipal
206
TX
HYI
San Marcos Municipal
207
TX
RBD
Redbird
208
TX
SGR
Sugarland
209
TX
SSF
Stinson Municipal
210
TX
TKI
McKinney/Collin County Regional
211
TX
TYR
Tyler
212
TX
VCT
Victoria Regional
213
UT
OGD
Ogden-Hinckley Municipal
214
UT
PVU
Provo
215
VA
HEF
Manassas
216
VA
LYH
Lynchburg
217
WA
ALW
Walla Walla Regional
218
WA
MWH
Grant County
219
WA
OLM
Olympia
220
WA
PAE
Paine Field
221
WA
RNT
Renton
222
WA
SFF
Felts Field
223
WA
TIW
Tacoma Narrows
224
WA
YKM
Yakima
225
WI
CWA
Central Wisconsin
226
WI
EAU
Chippewa Valley Regional (Eau Claire)
227
WI
ENW
Kenosha Muni
228
WI
JVL
Southern Wisconsin Regional (Janesville)
229
WI
LSE
La Crosse
230
WI
MWC
Lawrence J Timmerman
231
WI
OSH
Wittman Regional
232
WI
UES
Waukesha County
233
WV
CKB
Clarksburg
234
WV
HLG
Wheeling Ohio County
235
WV
HTS
Tri State Milton J.Ferguson Field (Huntington)
236
WV
LWB
Greenbriar Valley
237
WV
PKB
Parkersburg/ Wood County
238
WY
CYS
Cheyenne
DOT List on Facilities Whose Overnight Shifts Could be Eliminated in FY 2013
ST
ID
FACILITY NAME/TOWN
1
AK
FAI
Fairbanks International
2
AL
BHM
Birmingham International
3
AR
LIT
Little Rock
4
CA
FAT
Fresno
5
CA
E10
High Desert TRACON
6
CA
ONT
Ontario
7
CA
SMF
Sacramento Towers
8
CO
APA
Centennial
9
CO
COS
City of Colorado Springs Municipal
10
FL
DAB
Daytona
11
FL
FXE
Fort Lauderdale Executive
12
FL
JAX
Jacksonville
13
FL
PBI
Palm Beach International
14
FL
P31
Pensacola TRACON
15
ID
BOI
Boise Air Terminal/Gowen Field
16
IL
MDW
Chicago Midway
17
IL
DPA
DuPage
18
IL
PIA
Greater Peoria Regional
19
IN
FWA
Fort Wayne International
20
IN
HUF
Terre Haute
21
IN
HUF
Terre Haute International-Hulman Field
22
IO
DSM
Des Moines Tower
23
KS
ICT
Wichita
24
KY
LEX
Lexington (Blue Grass)
25
LA
SHV
Shreveport Regional
26
ME
BGR
Bangor International
27
MI
LAN
Capital City (Lansing)
28
MI
YIP
Willow Run (Detroit)
29
MN
DLH
Duluth
30
MO
MKC
Kansas City Downtown
31
MO
SGF
Springfield-Branson Regional
32
MT
GTF
Great Falls
33
NC
FAY
Fayetteville
34
NC
FAY
Fayetteville Regional/Grannis Field
35
NC
GSO
Piedmont Triad Internt'l (Greensboro)
36
ND
FAR
Hector International (Fargo)
37
NE
OMA
Omaha
38
NH
MHT
Manchester
39
NJ
ACY
Atlantic City
40
NM
ABQ
Albuquerque
41
NV
RNO
Reno Tahoe International
42
NY
ALB
Albany County
43
NY
BUF
Buffalo
44
NY
ROC
Greater Rochester Internat'l
45
NY
SWF
Stewart
46
NY
SYR
Syracuse Hancock International
47
OH
CAK
Akron Canton Regional
48
OH
CAK
Canton-Akron
49
OH
DAY
Dayton
50
OH
TOL
Toledo
51
OH
TOL
Toledo Express
52
OH
YNG
Youngstown Warren Regional
53
OK
OKC
Oklahoma City Will Rogers
54
OK
TUL
Tulsa International
55
PA
AGC
Allegheny County
56
PA
MDT
Harrisburg International
57
PA
ABE
Lehigh Valley International (Allentown)
58
PA
AVP
Wilkes Barre Scranton International
59
PR
SJU
Luis Munoz Marin Internat'l (San Juan)
60
SC
CHS
Charleston AFB International
61
SC
CAE
Columbia
62
TN
TYS
McGhee Tyson (Knoxville)
63
TN
BNA
Nashville
64
TX
ABI
Abilene Regional
65
TX
AUS
Austin
66
TX
CRP
Corpus Christi International
67
TX
ELP
El Paso
68
TX
FTW
Fort Worth Meacham
69
TX
LBB
Lubbock International
70
VA
ORF
Norfolk
71
VA
RIC
Richmond
72
VA
ROA
Roanoke Regional Woodrum Field
73
WA
BFI
Boeing
74
WA
GEG
Spokane International
75
WI
MKE
General Mitchell Internat'l (Milwaukee)
76
WV
HTS
Tri State Milton J.Ferguson Field (Huntington)
77
WV
CRW
Yeager (Charleston)
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