Monday Insight – January 24, 2022

Rural/Regional Air Access:

Just One Example of 1950s Planning Dogma

The USA really needs a complete thought overhaul when it comes to the role of air transportation as a communication channel.

What’s really amazing is that there are still lots of folks in high places declaring that commercial service right at every local airport is the equivalent of having running water – it’s a natural economic necessity.

Do The Pied Piper Act – They Aren’t Experts In Aviation, So Have At It. It’s natural the mayors, Chambers of Commerce, EDCs, ad-hock “task forces” themselves aren’t expert in air service economics, so they can be manipulated like wind-up toys with grand promises of “air service” (no need to define it or outline what it’s to accomplish) that will make the community whole. Even if the consumer base has much superior alternatives already.

One recent comment from a state official declared that air service is a far safer modality to leave small towns than other conveyances. Don’t take the Interstate – just wait for that taxpayer-subsidized 2PM Cessna Caravan that connects to nowhere. Real forward thinking. Wagon trains may be next.

There are examples of this across the nation, but generally it’s not questioned. Too politically-challenging. Here we are with the best national airport system in the world, and instead of focusing on the future opportunities it represents in regard to areas such as job creation in the new technologies coming along, attracting new industries hankerin’ to get out of big cities, not to mention the new logistics, too many communities are being convinced that all it really takes to reach the Promised Land is “local air service.” No need to define what that is, or what the goal is. Just “air service.”

Air service that in most cases has a snowball’s chance in Miami of being successful.

Actually, This Small Community ASD Emperor Is Buck Naked. Amid this righteous din, consider the following bit of heresy:

“…Small communities cannot satisfy their demand base with 2 frequencies per day. They cannot begin to retain their local traffic with multiple options available within a reasonable driving distance. Potential re-purposing some small airports will result in more economic generation than what scant air service for the sake of air service produces…”

Apostasy! Anti-social behavior! Intellectual hooliganism! This illuminates the fact that when consumers have 20-30-40 or more daily departures less than an hour – or even two hours or more – away, the chase after just having “flights” at the local airport – no definition and no destinations planned – is really myopic planning.

As for the author, we can rule out Epictetus, Plato, Pope John XXIII, and Howard Stern.

Finally, it can be revealed that this can be traced to one William Swelbar. But it’s the raw truth. Get ready. More is coming.

Last week, we implemented a new video channel that has the temerity to tackle issues such as this.

Boyd+Swelbar Unvarnished. No sacred cows. No dancing around. Just straight discussion about aviation issues. This Wednesday, we’re doing it again. Log on to our channel – Boyd Swelbar – at Or log on here at, and click the link in the menu bar.

Everything In Aviation Is On The Table – And None of It Is Sacred. This week, we’ll be talking about a number of areas that, well, aren’t usually discussed. All free-form, all free-think. No telling where it’s going to go.

The 5G media fiasco? The potential for an unexpected near-explosion in personal travel, as the CCP-Omicron variant evolves away? How airport re-purposing faces some real opportunities? The issue of electric short-haul air taxi aircraft? The 100LL discussion? International access?  Pilot issues? More than can be covered in a few minutes, but enough to get some new thought patterns into play.

At Boyd+Swelbar Unvarished, we have no boundries or set agendas. Just exploring the future outside of stale, ambient thinking.

If you haven’t seen it yet, the first video can be accessed by hitting the Boyd Swelbar tab on the menu bar. (Or, click here.)

This week’s format may be a bit more refined, but the approach to key issues certainly won’t. And if there’s some areas you want us to go into, we’re all ears… just send an email to

Join the Unvarnished Uprising this Wednesday!





Monday Insight – January 17, 2020

Monday Insight – Observing The Dr.King Holdiday

We’ll be back next week!


January 10, 2022

The Meteors Have Hit… The Dinosaurs Haven’t Noticed

We Have… Announcing A New Aviation Perspectives Channel

They claim that the dinosaurs went 86 because they failed to adjust to changes in the environment after a meteor or meteors hit the planet.

When it comes to aviation planning, the CCP-covid pandemic might be the equivalent of the event… the entire ecosystem has changed but a lot of the approaches to the future haven’t.

… Air traffic volume is not only materially reduced, but the demand drivers have changed…

… The role of air travel as a business communication channel has changed – the pandemic only accelerated the expansion of virtual meetings – not a channel in 2010, but a huge one now.

… The emergence of new, multi-mission airliners is opening new potential for many airports, that were non-existent just three years ago.

… Network air carrier access is shifting into fewer airports, accelerating regionalization of air access – a process that in most cases is also consumer-driven

… ULCCs have evolved into a parallel air transportation product – using airliners to produce a new consumer spend option.

… Business aviation is taking on a new expanded role in the the transportation system – raising new revenue opportunities for airports of all sizes and categories.

… Air logistics and the value of time are emerging to represent new future opportunities for secondary and rural airports.

Lots of changes… lots of opportunities. These are just the main shifts that clearly show that how air transportation and its role in the economy is fundamentally different than two years ago. Yet, the approach to air service and airport planning is still assuming that the salad days and the pre-CCP-Covid system are coming back.

The dinosaurs haven’t adjusted to the post-Covid meteor. It’s pre-Covid business as usual. It’s planning for the past.

When In Doubt – Assume The Past. Not too long ago, there was a study completed for a mid-size airport that has been losing network air access for years, mainly because an easily-accessible nearby connecting hub offers far more convenient and time-effective service than the local airport could ever support. It’s a natural consumer trend in many parts of the nation. The airport in question needs to review and pursue new economic roles.

One would think that the study would concentrate on the emerging alternative economic options open to the airport, such as analysis of future regional logistics, opportunities for new-generation aviation investment and/or re-focus on additional impulse/ULCC service, quit-claiming air access demand to the other airport which is already meeting the community’s air access needs.

Nope. Instead, in addition to the usual-suspect charts and graphs of the now-gone pre-Covid air transportation system, the document spent page after page reviewing the airport’s website, it’s app, and it’s social media program. It went into detail comparing these to other airports’ digital programs. The ultimate conclusion was that with improvement in these areas, additional airlines would definitely be attracted to serve the airport, once the pandemic was over. Can’t make this stuff up.

Yessir, a new website and a flashy Twitter and Facebook strategy – that’s sure gonna lure those airlines into town. Dunno if this state has legalized marijuana, but it would appear that cigarettes with no names may have been involved.

Unfortunately, this is still the obsolete level of a lot of airport development support… instead of a focus on the future, the trend is in trying to dance away from it. Instead of recognizing that past data are no longer representative of the future, the M.O. is massive tables and heat maps and charts of pre-CCP-Covid O&D data that have little value in planning the new future.

The issue is that the effects of the CCP-pandemic have completely changed the metrics and the strategies in the airline industry, not to mention consumer preferences. That means hard, unvarnished advice and perspectives are needed… not pablum trying to bring back the past.

Traffic Demand Is Shifting – Appearing In New Places – Evaporating In Others. Here’s a hint: in 2022, US airports will see almost 100 million fewer enplanements than in 2019. In raw numbers, that’s 100,000,000 less folks boarding airplanes. Here’s another fact: as carriers such as American, Delta and United yank additional feed routes, there is no magic formula that the passengers will just shift to other airlines. When Delta cut service to Scranton/Wilkes-Barre, over 12,000 annual Atlanta O&D evaporated…poof! Gone. No, it didn’t shift to other airports. It just ended. Another fun fleet hint: look for an additional 150 50-seat jets to evaporate from US network carriers in the coming year.

All of this tells us that a lot of traditional aviation thinking is going in the wrong direction. There are entirely new evolving dynamics of air transportation in the USA. Cuddle-level studies and a new Facebook outreach won’t do diddly to address them. Unfortunately, a lot of airport consulting doesn’t dare state the hard facts – one reason is that it might kill the consulting deal, and they aren’t ready to define a new future that has a lot of tough-to-accept changes.

Log On Wednesday For A Futurist Horizon. Announcing a new source of hard, no holds barred aviation perspectives – Boyd+Swelbar Unvarnished – aviation perspectives that other sources shy away from. Tentatively, a new video every other Wednesday. Our Rumble channel can be accessed and will be up shortly… what will also be up may be some hackles from some of the remaining dinosaurs.

This Wednesday, take a few minutes to check out a whole new approach to aviation issues. Direct, irreverent and incisive, with just a touch (or more) of an iconoclastic disregard for ambient thinking.

We’re taking the old, peeling varnish off of aviation analysis approaches.  We don’t worship sacred cows… we barbecue them. We question a lot of ambient dogmas being accepted within the safe cloak of intellectual me-too ism. Each video will discuss a set of important aviation issues of the day. No sugar-coating. No political correctness. Just hard commentary and data for aviation leaders who can join us on the think wagon.

So, join us January 12, and take a look  Click here to get ready. 






Monday Insight – January 3, 2022

A Happy & Healthy New Year To All!
Before we start, a quick reminder of something coming in 2022:

Boeing China Situation – Whose Pocket Is Wall Street In?

The year 2022 is not boding well for Boeing. Funny, nobody seems to have noticed.

We outlined on a recent Touch & Go newsletter, as well as on an Aviation Unscripted video, that for all intents and purposes, Boeing has been frozen out of the China airliner market. Indeed, as if to open the New Year, a Chinese leasing company just cancelled a couple of undelivered Max orders.

According to Boeing, China sales represented 25% of their global commercial airline business. And it’s gone 86. But the financial gurus following Boeing have said nothing. Nothing.

It’s starting to look suspicious. The connected whiz-kids in the Wall Street world cannot be completely oblivious to this.

Sumptin’s not right here. This is a situation that will affect the economy of the USA, not to mention what is reported to be America’s largest exporter, and silence is the word.

Airbus Is Delivering Planes In China, But Not Boeing. With the domestic economic and Covid mess created by the unelected criminal thugs running China, air travel volume in that country has dropped like a baby grand out the 8th floor window. Nevertheless, Chinese airlines have been taking delivery of A320s and A321s for months, and continue to do so.

But as for Boeing, it’s the red headed step-manufacturer as far as China is concerned. No deliveries or new orders for the 737, even though the Max is now out of regulatory jail just about everywhere, including China.

Under the Trump administration, the CCP agreed to purchase a certain amount of USA goods, including airliners.

Naturally, with what is sitting in the White House, they now find it a snap to renege on the deal. (Let’s tell it like it is, these guys apparently couldn’t tell China from a set of Melmac.)

Not Only No Deliveries, But Cancellations, Too. As noted above, deliveries of Airbus products have continued in China. But two weeks ago, Boeing got zapped again. Urumqi Airlines (for the folks playing the home game – Urumqi is the capital of Xinjiang province, where the CCP government operates forced labor concentration camps and cultural genocide) – cancelled its order for three 737-Max 8s.

But it’s not a paper cancellation… all three of these orders are already in metal. They were built over two years ago, and have been stored in Moses Lake, Washington.

The damage here isn’t just to Boeing, but to the leasing companies that own these grounded birds. Maybe they can re-market them, but in any case, they’re taking a whale of a financial hit.

A Higher Calling Than Truth: Wall Street Companies Don’t Want To Offend The CCP. This is not inconsequential to the USA economy. Boeing-related manufacturing states like Kansas, South Carolina and Washington are taking a hit. Yet there has been zero evidence of any notice taken by either the folks inside the Beltway or the supposed financial experts on Wall Street. Lockjaw.

In this situation, it’s every big company for themselves. You’re not likely to find any major financial institutions taking up for Boeing. Heck, you aren’t seeing Boeing taking up for Boeing.

Reason: it’s not nice to offend mother CCP, the unelected thugs running China. Do so, and your access to the China market will get choked. So we’re not likely to see any giant red flags from any major financial firm regarding what’s going on with Boeing in China. They typically in one way or another have dogs in this fight.

The media is not clear of culpability. By a long shot. At least one major USA network is making lots of investment in China in a huge amusement park. Yup, that sure won’t affect their reporting, right? Then there’s the issue of getting a media source’s entire China bureau booted out of country for as much as an untoward headline.

Or, having staff kidnapped, captured and locked inside China, literally held up for ransom. There are estimated to be over 400 foreign business people in exactly this situation today. (Fact – want details, hit the contact button.)

The second issue that allows this outrage is simple. That’s the current occupants in the White House are completely incompetent in standing up to the criminals running China. The track record in the last 12 months is incontrovertible. Demanding that Xi Jinping and his neo-Mafia crowd adhere to prior agreements to buy US goods is out of the question.

End of discussion. It’s a situation the CCP has won. They are being permitted to call the shots. Airbus is now the official supplier of airliners to China.

The employees at Boeing and its suppliers – whose jobs are at stake – are on their own. There’s nobody standing up for them.

Or, when it comes to dealing with the criminals running China, standing up for America.


And That Brings Up The Olympic Third Rail

In the past week, thousands of airline flights have been cancelled. Hundreds of thousands of families have had their holiday plans shattered.

The main reason is the rapid spread of the latest variant of the CCP-created corona virus. The virus that has killed millions of people… the virus that the CCP knew in 2019 was spreading in Wuhan and for political reasons intentionally not only covered it up, but actually held crowd-heavy events to “prove” nobody had to fear that it was contagious. They lied. They covered up. And the virus went global, spread and is mutating. The torpedoing of the air transportation system as a result of the virus is just the latest impact of their actions.

Those are facts. The truth. No need for the controversy of where the virus originated (although that’s no longer much in doubt.) No matter. It was there, spreading rapidly and they criminally tried to cover it up.

Add to this that the same CCP that started all this is engaging in world-recognized cultural genocide in Xinjiang, in stamping out democracy in Hong Kong, and preparing its military to invade democratic Taiwan. All this and more at the hands of the very government and individuals that will be put on a global pedestal and lauded in just four weeks.

One month from today, the IOC is holding what they are calling the 2022 Winter Olympics in China. There are big companies sponsoring the events… networks, airlines, food companies, global businesses… all soooo proud to be supporting the spirit of the Olympics, even though it is whitewashing and glorifying the most egregious regime since Adolf Hitler.

To each its own. But the fact remains that the 2022 Winter Olympics is showcasing a vile regime, and instead of holding them responsible, there are companies that will be parties to an event that will be glorifying the perpetrators of the worst attack on human life in history. Silence is a message.

The sponsors of this event should rethink their moral compass.


This Week’s Aviation Unscripted Video…

Click here... we are covering the 5 top observations for 2022.

They all point to one general trend… the air transportation system is changing, and while it’s going to be disruptive, it’s all positive.

And we want to thank all the folks accessing this channel, on and other access points, too.


Monday Insight – December 27, 2021

Before we get started…
There’s something new coming in aviation analysis


Saying What’s Obvious, But Verboten…

Air Service Access Planning: Using Analog Metrics In A Digital Future

The year 2021, aside from re-sorting the market wreckage of the CCP-inflicted global Covid pandemic, displayed a range of dynamics that without any question have restructured the very foundations of the air transportation system. There are lots of emerging opportunities, particularly in regard to changes in fleet missions and in the growth of logistics.

The system has changed, and is continuing to change.

But much – no, most – of the traditional air service development approaches have not.

They assume that “catchment areas” are just simple geographical boundaries, with no recognition that consumer preferences increasingly are based on a lot more fundamental drivers than residential zip code. They go into lots of pre-2019 data to develop “leakage analyses” that are really fading snapshots of past, not future, airline capacity strategies. They blissfully ignore major fleet changes that deliver new (and in many cases increasingly expansive) mission and route potentials that will alter consumer travel decisions on what airports will be used and which will need to recognize that regionalization of air travel access is the future.

The Old System Is Gone. The Name of The Game Is Repurposing Airports’ Economic Foundations. It’s unfortunate that most ASD approaches like those above are still structured to measure and restore a system that’s dead… killed off by progress and affected by the pandemic. It’s a system that at its operational, economic and consumer bases has completely changed.

But this means dealing with difficult realities… realities that most air service studies don’t touch.

–  Airline fleets are changing in mission structure. It’s convenient to simply blame recent 50-seat jet retirements and route cuts to a pilot shortage. The more cogent underlying reason is that these airplanes are following the market evolution seen with their small and mid-size turboprop precursors. These reductions are due to new operating economics, not only a change in staffing issues. That means changes in air service potentialities.

Changing airline strategies of which fleet changes are a key part – dictate new route and market planning. The AA/B6 alliance is just one part of these shifts. There will be more, and any ASD study that doesn’t contemplate such changes and discuss the planing and opportunity alternatives isn’t reliable. It’s veneer analysis.

– More regionalization of scheduled air service access. It’s what Boyd Group International has dubbed “road hubbing” and which has been a key part of our assistance to our airport clients. The claim that a community is “economically dead” without scheduled flights at the local airport is not only bogus, but is a factor that deters more regions from exploring wider air access options consistent with airline industry realities. It is lamentable that a lot of consultant studies today are geared to propagating this obsolete and incompetent canard, basically because telling the hard truth would preclude the entire study.

“Studies” that completely mislead, but deliver the “politically desired” message. A lot of “air service development” studies have descended into programs that smack at the ragged edge of ethical responsibility. Most are concocted with past data and pre-Covid perspectives that assume that pre-2019 air service is the returnable norm. Some airports have been inflicted with multiple such missives, with predictable results. None.

The Latest Elixir: Fix That Website, Maintain A Cutesy Twitter Message, And Voila! Flights Will Come. Not long ago, there was a “study” published for a small airport, exploring where the airport stands in regard to the future. This magnum opus was in excess of 70 pages, including the perfunctory “leakage analysis.”

In addition to some ULCC leisure-destination impulse service, the airport involved is now down to just a single network hub feed route, with just about all the traffic demand in the region taking advantage of the hundreds of flights at a large connecting hubsite an hour or less away. That should have been the analytical and professional focus… the future role of the airport within the realities of air service dynamics.

This airport is in a crossroads situation that demands exploring innovative concepts on repurposing its role and its economic base. But in a lot of these projects, reality isn’t welcome. The city fathers, who understandably do not have much knowledge of the fundamentals of air transportation, naturally want more air service. Even if getting it is about as likely as a visit from Martians, well, by golly, there are folks who are ready to develop missives that will deliver that vision.

Accordingly, it’s a give ‘em what they want situation. This epic document contained nearly zero discussion or analysis of airline-related issues, which in all candor would have revealed the new future that this specific airport needs to pursue, especially in light of it having a snowball’s chance in Miami of ever meaningfully competing with consumer alternatives an hour or less away. The situation dictates immediate action to plan for a repurposed future.

Nothing doing. Instead, there were pages after pages delivering – get this – in-depth critiques on the airport’s website, web app, and social media messaging, deep-diving into great detail to compare them to other airports’ similar programs.

Meanwhile, back in reality, the airport still is facing changes in airline route strategies. Other than just some brief and veneer comparisons with other “peer” airports, the client was not provided with a shred of light in regard to the specific local potential (or lack of same) of attracting additional network air access, or exploring building a new strategic role for the airport. None.

You can’t make this stuff up. The basic conclusion was, incredibly, that, not to worry, “more airlines” would be attracted to the client airport if these areas were improved. Not a word about specific airline strategies, alternative service options, discussion of the ability to increase impulse traffic. Nothing in detail relating to the fundamental aviation opportunities of the future.

The worst part of this example is that it’s more the norm in a lot of ASD studies.

The Reality: Lots of New Opportunities – Particularly For Smaller Airports. This is the reason that there’s a need for direct, tell-it-like-it’s-going-to-be aviation discussion and research. These traditional ASD programs miss the future… a bright future where changes in distribution and logistics will deliver new revenue streams for airports that have the vision and gumption to embrace change. A bright future for communities that band together and recognize that regionalization and concentration of scheduled commercial service is the only way of assuring stronger air access a new-generation airliners come into operation.

At Boyd Group International, we’re pursuing projects that assist communities and airports adjust to and optimize the new dynamics of aviation. We really are not concerned whether a client’s website meets the latest and subjective trendy look and feel. We’re a firm dedicated to aviation results based on the future, not feel-good consumer surveys that have zero effect of air transportation and consumer trends. We are laser-focused on optimizing economic viability of our airport clients. That means readjusting to new economics – and they represent new potential.

We’re not into trying to recreate the past. We’re a forecast research firm that helps our clients find the future.

Their specific future. Give us a call and we can talk about it.





Monday Insight – December 20, 2021

Before We Start…

There’s A New Video Concept Coming In Aviation Analysis…



Hard Facts & New Better Air Service

Regionalization of Air Access Isn’t Coming.
It’s Already In Progress… Big Time

Let’s cut to the chase here.

Airline economics have changed. Airline fleets have changed. The air service options for communities have changed as a result. The approaches to air service access planning have not changed.

The imperative for every community is to identify and recognize the specific effects these changes will have on their airports in the coming year, and plan accordingly.

One New Critical Planning Criterion – The Consumer. This means taking an honest look at the future. No, not one that assumes or wishes the current air transportation system will remain in place. With the structural shifts in the airline industry, air service planning today needs to be founded on one new core issue: where it stands in regard to alternative consumer travel options.

The key is to anticipate, plan accordingly and not get blind-sided by a trend that’s increasingly obvious, but often missed entirely.

It’s called regionalization of air access.

It was demonstrated last month, where United, American and Delta yanked or reduced service at a number of small and mid-size airports.  These were not just strategic changes – they were the clear indications of a major shift in the economics of air transportation.

The Goal Is Not Just “Air Service” But What It Represents. Planning for the future demands clear, unvarnished understanding that the number one objective of any community or region is to assure communication connectivity with the rest of the world. Here’s a hard fact… scheduled air service at the local airport will be only one factor. In some cases, a declining or disappearing factor. Consumers are finding superior options to what the local airport can support.

Moving ahead, the Airports:USA® traffic demand forecast for 2022 indicates that – at best – enplanements will be @90% of what was seen in 2019. Then toss in the accelerated down-shift of business traffic combined with increased low-fare leisure segments, and we don’t need to confer with a Rhodes scholar to see that the air transportation business – and the related revenue streams – are going to be materially different.

Different Airliners = Different Airline Strategies. One of the first and most impactful areas will be a continued re-fleeting. More 50-seat jets will get retired for economic reasons. On the other end, airliners such as the A220 and the A321XLR will open new nonstop air service options that weren’t possible in the past at a lot of mid-size non-connecting hub airports.

This expanded air service will increase the economic potential of whole regions. In addition, however, the general result will be more regional concentration of air access.

Take a look at Killeen, Texas. Including United’s soon-to-be discontinued service, the airport has roughly eight departures a day, to IAH and to DFW – neither of which are O&D destinations for Killeen. That means almost all consumers using Killeen are making at least one connection to their final destination.

Now, roughly 60-75 drive minutes away, there is Austin. It has over 260 flights a day, to over 60 nonstop destinations and virtually every other connecting hub in the USA.

That is the alpha and the omega of the small community air service challenge in many regions of the USA.

Fact: Killeen cannot compete with what AUS offers, and it never will. The remaining AA service likely can be supported by the flow that the carrier offers over DFW. But the fact is that Killeen’s main air gateway to the world is now Austin. GRK is secondary, and that’s a starting point on which any airport planning must be based. None of this is negative, unless politicians want to paint it that way.

That’s the situation at a number of points across the nation. In some cases, the drive to an alternative airport is even less than 60 minutes, and in some cases it’s a whole lot further. And in many cases, the geographic location of the smaller community isolates it entirely from this situation.… the local airport is the only option.

But the core fact remains: regionalization is in process, and smaller communities need to understand that this can represent opportunities for alternative economic applications of the local airport. For example, the city fathers at Killeen, instead of commissioning another air service “study” to find a replacement for United which does not exist, would do much better to embrace the value that AUS represents as an access point to and from the globe. It’s a sales point for future economic development.

Studying The Past Won’t Change Reality. Unfortunately, a lot – heck, the majority – of ASD programs peddled to small communities today are still geared to an airline industry that simply no longer exists. Like programs that generate a lot of expensive data and heat maps that have no earthly connection with the emerging realities of the post-pandemic air transportation system.

For example, concepts such as “catchment areas” and “leakage studies” have nearly zero value within this evolution. Here’s a fact: there is no geographic boundary that determines which airport a consumer will, or will be likely, to use. The real determination is based on service alternatives available, and attainable at the local airport. If they are not there – and cannot be attracted due to the small size of the local community – the passengers driving to an alternative airport are not “leakage” – they are the passenger base of that larger airport.

Within the context of alternative options and regionalization of air access, such as at places like Killeen, and Muskegon and Topeka, these concepts are not only obsolete, they are nonsense.

The route cuts experienced in the past three months are a wake-up call for smaller airports across the nation. There will be future cuts in network carrier access. No number of studies or civic hubris will change the economic realities of air service, but airports have control of their own economic future.

In the meantime, there will be more air service pink slips. But there will also be more airports such as Austin, and Boise and Grand Rapids delivering strong new air access for wider regions of the nation.

Change Means Opportunity. At BGI, we’ve identified emerging air service shifts in all regions of the nation. Unlike other consulting firms, we constantly and independently research aviation trends. So, when our clients call, we’re ready.

Our team can assist in crafting a strategic plan that optimizes the future. Commercial air service is a part of the program, but it’s positioning the airport for the future trends in all areas of aviation that counts.

The future always daunting when it’s unknown. That’s where we come in.



Monday Insight – December 13, 2021

Air Service Access:
Change Can’t Be Stopped With Another Market Study

But Good News:
Air Service Isn’t The Only Area That’s Evolving

Heresy: There Is Life After Delta. And American. And United.  Actually, The Small Community Airport Future Has Never Been Brighter

It doesn’t take an MBA from Wharton to figure this one out.

We’re hearing the nasty sounds of air service “splat” spreading across the USA. Air service Humpty-Dumpties are coming down all over the place.

Delta Joins The Trend. This past week, Delta announced a range of route cuts from DTW, MSP and SLC. In this, they are completely red-lining at least two airports – Grand Junction and Lincoln – off their route map. American has dropped a number of feed routes from CLT and DFW. United has done the same at ORD and IAH.

It’s not just one-offs. It’s unmistakable proof that air transportation economics are shifting.

More Traditional ASD Programs Won’t Solve It. The reality that’s going to start hitting home at many communities is that all the king’s consultants and all the king’s desperate speed-date presentations, won’t put Humpty back on the wall. This air service egg has been scrambled for good.

The Fleet Projections Are Not To Be Ignored. Here are some numbers that need to be considered. Based on Boyd Group International fleet trend projections, the coming floor will be closer to 100 seats, as existing small jet airliners age and get recycled into Budweiser displays.

The average age of CRJ-200 airliners operating in the USA is 19.5 years…

Less than 50% of CRJ-200s built are still in active service (456) and all but 28 are in operation with just three USA small lift providers.

Of all the ERJ-135/145 airliners built, less than half are still in operation, and all but a handful at three USA small lift providers. Next year, they will be able to vote, with a current average age of 20.1 years.

The Mitsubishi MRJ, 80-100 seats, has been apparently cancelled.

The AVIC/CCP ARJ-21 from China is a lead-sled, and an embarrassment to the Chinese nation. (This airplane is a non-sequitur, but is mentioned only to hopefully avoid the gadfly emails.)

Boyd Group International forecasts indicate that we can likely expect another 125-150 CRJ/ERJ airliners to head to the desert by the end of 2022.

Conclusion, a lot more route pink slips coming.

With Emerging Aviation Dynamics, Small Airports Are In Better Shape Than May Be Expected. These fleet data mean that communities and regions across the nation need to re-think and re-plan to assure communication connectivity with the rest of the world, possibly in lieu of having scheduled flights at the local airport. Or more devastatingly accurate: having scheduled flights at the local airport that consumers might actually use.

Don’t misunderstand what’s happening: The yanking of 50-seat jets, or the pilot supply situation, or CCP-Covid are just a few of dozens of seen and unseen economic icebergs that are changing how air transportation will shift in the future. The message to every small and mid-size airport is that when a route is dropped, there likely isn’t any alternative airline option.

That’s ‘cause there usually are no other airlines out there.

Traditional ASD Programs Can Waste A Lot of Money In the Future. Let’s get real. For Lincoln, the elimination of Delta from the airport’s A&D boards won’t be remediated by a trip to a speed date conference. For Grand Junction, the loss of access to the Delta SLC connect hub can’t be replaced by the wondrous findings in another giant “leakage” study.

That’s because the bottom line is not just lack of traffic to meet the increasing revenue hurdles to support service. It’s lack of airlines, both in number and in fleets.  The “lack” is due to changing economics, and not shortage of flying machines or pilots.

Okay, Now’s The Future. It’s Called Airport Strategy Opportunity Reviews. The real issue for every small airport in the nation – whether it has commercial service or not – is to candidly and boldly take a look at every aspect of their operations and revenue streams, and match them to the emerging realities of future aviation. There are changes coming in general aviation. There are huge emerging opportunities in the area of executive aviation. Air delivery logistics are coming.

What’s unfortunate is that too many communities and airports are on automatic, assuming that the future is just going to be a continuation of the past. Wake up, please. Opportunities are emerging… just not in the same format as in the past.

Call BGI To Get A Jump On The Future. We could go into this in detail, but better give us a call or e-mail. Boyd Group International has assembled a team of associates that can analyze where an airport stands in regard to the new market dynamic trajectories. A team that works on the future, not tired and obsolete pre-CCP-Covid data.

This of course includes innovative analyses of air service issues. Be we go on to look at the rest of the opportunities that airports in the USA are facing in the midst of all these changes. Take a look at our team of associates… from regulatory changes to facility reviews, to market outreach, BGI has the expertise.

The new year will illuminate even more changes. Whether they are painful or are opportunities is usually a planning decision.

Let’s talk about the future!


Monday Insight – December 6, 2021

On The Edge of Heresy

Battery/Electric Powered Aircraft:
There’s A Moral Responsibility To Consider

Over the next six months, all manner of paper mâché gurus will be tripping over each other to trumpet the next big thing in air transportation.

It’s called Advanced Air Mobility. The term “AAM” will be the next universal buzz-term for those in the know.

See, the panting projections are that there will be thousands of small, battery-powered air taxis whisking consumers silently and sustainably across metro areas and even entire regions. Sort of the 21st century reincarnation of the Checker cab, only with VTOL capabilities.

According to those who seem to possess more than our mere-mortal vision, we’re going to see millions of people happily buzzing across metro areas and across regions in these little flying machines, decimating CO2 and bringing us to a new Utopia of clean, socially-acceptable transportation.

It’s The New Dogma. Do Not Bring Up Pesky Questions. Now, whatever you do, do not under any circumstances doubt this wondrous future. The science has been decided… the need has been defined… the picture is drawn and the future is certain. The assumptions are in stone. By 2030, electric air taxis will be the new modality for short-haul transportation, we are assured.

And, the exciting kicker, they tell us, is that it will clean up the environment and be “sustainable.”

Careful – Some of This Is Intellectual Kool-Aid. Sorry to rain on this intellectual parade, but standing as far away as necessary not to get a contact high from whatever is being smoked in these discussions, there are several facts not in evidence in the AAM rapture.

One is logistics. There are no hard estimates of cost of this new modality… or of necessary regulation where they can and can’t operate. Or, little things like air traffic control. Not inconsequential. Take a foggy day over New York City and think about it, with or without all the new technology that’s being assumed.

Oh, not to get too excited about the mobility thing. These aren’t like taxis that can take folks from a house in Flushing to the apartment on West 66th to visit Lucy and Desi. No, they only can operate between “vertiports” – which may be limited due to available space. (On the top of skyscrapers? Not likely. One suggestion in that direction, and the pictures from the New York Air helicopter crash on the Pan Am Building will be front and center in the Times.) Getting to and from vertiports isn’t like hailing a cab on the curb. Not to imply that there isn’t value in the air taxi concept, but there are differences.

The other point not to be mentioned – prepare for a heretical statement – is that battery power, based on current and expected technology is not “sustainable.” It is dependent on pulling minerals out of the ground, just like is the case with fossil fuels. The main difference is that the process for battery minerals is hugely problematic from all aspects.

What is ignored is any discussion of the environmental, social and security issues surrounding the production, life span and disposition of the batteries that supposedly make this AAM miracle possible. These are huge. Any cursory investigation of these aspects reveals that there is a lot more work that needs to be done before the visions of electric cars and planes and transportation should be advanced any further.

The Total Environmental and Social Costs Are Being Ignored. Do not misread this. There are roles for alternative power sources, and battery/electric is certainly one. But there are major fundamental problems that are being unconscionably ignored. Not just problems, but threats to the environment and to social justice and to national security in regard to battery technology.

For starters, do a quick search of the sources of cobalt- a necessary mineral for batteries under current technology. Take a look at how it is mined, who is doing it, and who is controlling it. Then draw your own conclusions.

Along with promulgation of the wonders of air taxis and short-haul flying, there is also the responsibility of assuring that these major challenges are aggressively resolved.

Here’s the bottom line: until these issues are addressed, the expansion and use battery power should be carefully restricted.

We’ve covered this in the latest Aviation Unscripted video, as well as an earlier review in May.

We’d strongly suggest that airports and communities take a look, because this will be a fundamental issue in future aviation facility development. Click here.

And don’t hesitate to let us know your thoughts.


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Monday Insight – November 22, 2021

Small Community Air Service –
The Solution Is Already Spreading
Ignoring Aviation Realities Just Delays Progress

To address a problem, it first has to be accurately understood. Otherwise, it’s not a “problem” but a confused situation.

That is pretty much where a lot of small and rural communities stand when it comes to scheduled air service. The “problem” is completely mis-diagnosed. Worse, there’s a number of quacks out there peddling “cures” that assure that it continues to be so.

First, we have the media, some of which tends to publish first and learn about the subject matter later.

Last week a business-related website published a tome led by the following shrieking headline:

“Some of the most remote areas in the US are losing an air service link to the rest of the country”

The only thing missing, aside from accuracy, was the exclamation point. Then they outlined the reason…

“With United Airlines’ planned exit from 11 airports across the US, many small communities are at risk of losing air service to the rest of the country.”

Not to put too fine a point on it, but this was flat-out fake news.

Not accurate. Mis-informed. Mis-leading. The main reason is that this outlet is clueless regarding what “air service to the rest of the country” really is. It assumes that no flights at the local airport is essentially isolation from the world. Veneer reporting.

Worse, like all fake news, it sends people on wild goose chases to find “solutions” to the wrong problems. That’s where the quacks come in, offering all manner of studies, “analyses,” surveys and other mechanisms that only obfuscate the real issue: the inexorable change in air service economics and in airline fleet capabilities, much of which are pointing to more access to and from the globe, not less.

The second point is important. The new fleets coming on line will deliver materially better air access than a lot of communities enjoy today… it just won’t necessarily always be at the local airport.

The United announcement is part of this evolution.

Access Is The Value. Not Local Flights. Scheduled air service at the local airport is too often considered about the same as having or not having running water. The truth is that air service quality is measured by access and availability of alternative options, not whether there are a couple of airline flights at the local airport.

Let’s look at the supposed air service disaster the article was referring to, i.e., the routes that United Airlines dropped. To make the point, we’ve included ABI and SJT, where United earlier took a powder, based on the same evolutionary dynamics.

Here’s the point – these moves are part of a much wider set of ongoing economic changes in air transportation economics that are currently in play… changes that will be bringing increased access to many regions across the country. Including most of the ones where these airports are located.

This certainly is not to imply that there aren’t small airports that today are served well below the level of passenger traffic they can generate. But the economic dynamics at other communities are not so – and for the airports in the above graphic, the airline has determined that to be the case.

Quick! Somebody Tell Kalamazoo That It’s Now “Remote” Getting back to sensationalist fake news, let’s start with this. None of the airports where United sent pink slips can be described as among the “most remote” in the U.S. That is clearly inaccurate.

Lansing, the capital of Michigan is not isolated from the rest of the world. It has access in roughly one hour to Grand Rapids, and around 90 minutes from Delta’s global connect hub at Detroit/Metro.

That brings up the time-to-airport issue.

Reality: most of eastern Nassau County on Long Island has at least as long and maybe a longer drive time to get to LGA than the drive between Killeen and Austin Bergstrom International Airport. That is not onerous for most of the communities dropped by United, particularly when that hour drive facilitates a shorter total travel time due to the presence of much higher levels of air service. Plus, all of these United-dropped airports have another carrier.

And all of them, based on the clear statements from the airline, are uneconomic for United. Trying to “lure” another connective network carrier isn’t in the cards. They are facing the same issues as does United, and taking the same actions in adjusting their route systems.

This Evolution Has Been Going On For Decades. Air service economics are evolving, and United’s decisions are part of that evolution. The fact is that 50-seat jets are going away, and there are no flying machines to replace them. This is nothing new – the march of fleet shifts has been in progress for 30 years. ATR-42s are gone. Same with J-41s and S-340s. CRJs and ERJs are just the latest in this evolution.

But folks at LAN and EVV and GRK will continue to fly in and out. What this means is that consolidation and regionalization of air access is the future. People will still be traveling, just not as many from some local community airports.

Actually, that future is already here. For example, it was reported that Killeen believes that something like 90% of consumers in its region are using Austin and IAH. Ignoring the reasons or papering them over with more “studies” won’t change the situation. AUS has air access that is far superior to most of what GRK can support locally.

Driving An Hour – Even Two – Can Be More Time-Effective Than Using Local Service. The consumer has spoken, and has been doing so for the last decade. An hour drive to AUS to get a nonstop to New York or California or Florida, is far superior to shoe-horning an itinerary to match 2-3 departures to a connecting hub. The point is that in many cases, the local airport simply is not consumer-competitive. In some cases, it is. But the majority of air access for Killeen consumers has gravitated to the superior qualitative and quantitative service available at much larger AUS. Not all, but most.

Another exciting core dynamic that is in play is fleet changes. Note: In play…. that means evolving. We have new-mission airliners coming on line, and combined with increased regionalization as 50-seaters are retired, the result will be incredibly better air access for just about all regions of the nation.

Don’t Give Up… Just Accept The Airport’s New Role. Yes, this is a hard thing to accept for some communities. But it’s taking place, regardless of the number of “true market studies” or “leakage analyses” that in any case only measure pre-CCP-Covid traffic, and will do nothing to stop the economic reality of consolidated air service.

Economic Roles For Rural & Small Community Airports Are Expanding. Nevertheless, in many cases there can be a firm role of local air service, even when 90% of the consumer base is driving to that larger airport 90 minutes away.

The point is not to be hornswaggled into believing the trend can be reversed by attending a speed-date event, or another jive market study that has no relationship to the emerging airline industry. Run with the realities, instead of trying to reverse them.

Today, the economic development opportunities at airports such as we’re discussing are frankly huge, what with the changes in aviation support needs with the entry of new technologies and migration of commercial businesses from ineptly-managed large metro areas.

Log On, Spend Seven Minutes & Get New Perspectives. We’ve covered this in the latest Aviation Unscripted™ video. Invest seven minutes and log on.

We name names. Or, at least some airport names. You might be surprised… remember, major demographic shifts are in progress, too.

Take a look… and let us know your thoughts.

Looking For Straight Economic & Air Service Forecast Assistance? Contact BGI.  Yes, the above is not what most consultants might illuminate. But BGI is not like other consultants.

We help our clients prepare for the future, not cling to the past. Airports know we tell the truth about the future.

When we work with clients in air access consulting projects, we’re laser-focused and concentrate on the airline-related factors that will determine air service in the future. Before we take a project, we assure that we are completely aligned with the client and all realities are on the table.

Airports and communities that want to plan for the new future, give us a call. We have the team that can keep you out of the planning quicksand and into the realities that are emerging across aviation.

Hit the contact button above and let’s start moving into the future.


On behalf of all of us at Boyd Group International, we wish everyone a happy and healthy US Thanksgiving holiday!

Monday Insight – November 15, 2021

To Start:

Late Monday Insight Update:

The Cuts Are Starting

American has just cut 21% of its formerly-filed capacity for January, and 20% in February.

Some of the commentary will be that it’s based on “staff shortages” but most likely it’s due to booking shortages. It is possible that the combination of inflation and higher fare expectations are the main causes. If so, we again would note that our 2022 forecast is now for well under 800 million enplanements and starting to slide.

The question is where will this go in weeks ahead. We’ll be keeping subscribers at Airports:USA updated.

Thanksgiving Traffic – It’s Emblematic of  The New Airline System

There have been some media stories trumpeting that this coming Thanksgiving holiday will be back to “normal” – i.e., pre-2020 levels.

Not quite… but actually, the term “normal” could be used. Based on data from our friends at Cirium, the USA will be seeing about 11% fewer flight departures over the holiday. That, coincidentally, is what we can expect in the full year 2022 – an air transportation system structurally smaller than 2019.

Let’s start with the upcoming holiday, and what it can tell us about the post-CCP-pandemic airline system.

For the period extending from the Tuesday before Thanksgiving through the following Monday, we took a look at data from 2019, 2020 and 2021.

The Real Message- New Fleets & New Revenue Requirements. These data are not just indicators of a holiday weekend but are emblematic of the fundamental shifts taking place in the air transportation system.

A pointer for future air service planning is the change in seat capacity – down @7% v a departure decline of 11%. Message: fleet changes are in progress in the airline industry. The average capacity per flight this year is down from 126 seats in 2019 to 120 seats – about 5%.

Not a lot on the surface, but it points to two accelerating trends. One is the faster retirement of 50-seat jets. The second has been more subtle and actually pretty much unnoticed – the upscaling in the fleet of single-aisle airliners at both mainline and ULCC carriers.

On Average There’ll Be Another 20 Seats To Fill At The Gate. Taking a look at current orderbooks, virtually all carriers are shifting narrow-body fleets upwards. Southwest is shifting to 737-800s and has pretty much exhausted the availability of used -700s across the globe. American is adding more A321s. Frontier has retired its last A319 and last week ordered another 91 A321s. Delta has been quietly digesting a fleet of additional 737-900s previously operated by Lion Air.

The trend is clear: In the USA the bar for supporting air service is going up. This is underscored by cuts in smaller feed markets at American and United. This will go into warp drive if (when) jet-A faces another 10%-15% price jump. The folks in Washington are quite comfortable with this, hoping it will spur more “sustainable” energy sources that don’t exist. A lot of smaller airports, unfortunately, will not be as enthusiastic.

Revenue Is The Goal. Even If  It Means Dumping Newark. Adding to this new fleet mix is the concurrent shift toward replacing brand loyalty with revenue generation as a core strategy. American has dumped a number of markets out of high-cost LGA and JFK. Frontier has waived goodbye to Newark, which just 18 months ago was intended to be a lynchpin in that carrier’s route system. There is more of this to come.

The Leisure Travel Vulnerability. We will be updating Airports:USA forecasts shortly to accommodate these shifts. Unfortunately, we do not see 2022 exceeding 800 million enplanements any longer. Plus, we are anticipating the emerging effect of higher inflation on air travel demand, particularly in the 2Q of 2022.

No More Trends. Just Episodic Shifts. Airports need to be ready to anticipate what these trends will do to enplanement levels.

This is the reason aviation leaders are becoming member/subscribers to Airports:USA®. It is the only source that monitors trends on a daily basis and translates them into traffic forecasts and future air service projections.

Take a look at It delivers an eye on the future that’s current and reflects the real world.


Monday Insight – November 8, 2021

The Folks In Washington Are Fixin’ To Reshape Aviation

Planning Starts NOW… Or Should  Have Started Long Ago.

It is not another shopworn cliche – aviation in five years won’t look much like it does today. That GA ramp. That fuel farm. That passenger gate. The flying machines using the facility. Different in form, application and economic impact.

That means airport planning has to accept the fact that the role and the user base of airports will change as well.

These changes are not evolutionary. They are going to be episodic, and in some cases based on trendy political dogma, not solid futurist planning. In other cases, new emerging technology will be coming over the airborne transom in the near term.

Take a look at the following slide – one we use with our airport planning clients. It relates to just one of the major disruptions facing airports today, but is emblematic of the future.

A traditional thinker would just see two airplanes. One older, one newer. A futurist thinker would see indications of a complete change in the basic foundations of the airport industry.

See, the plane on the left, a Cessna 172, is indicative of the past. A past that may not hang on for too many more years.

The one on the right, an electric two-seater from Bye Aerospace, is indicative of an impending tsunami in what will be whole new financial demands on airports across the nation, whether it’s JFK International or a rural airport in Nebraska.

It’s just one of many foundational changes, but it is a clear one. Electric aircraft are coming. As we intimated in last week’s Touch & Go newsletter, traditional combustion-powered GA airplanes are going to have a targeted future… a shorter one than most people might think. Don’t sell this one short… if they can ban gasoline lawnmowers in California, recreational general aviation might not be far behind.

That means airports need to anticipate a lot of changes – complete changes – in traditional airport operations. Let’s explore just the surface issues…

Maintenance & Support. These new electric powerplants have nothing in common with the Lycomings on that light twin. But they are machines and they will need maintenance. A traditional A&P training program isn’t going to fit. Conclusions…?

CFR – what about safety and emergency response. A traditional emergency vehicle might have a difficult time extinguishing a battery fire, not to mention the need to train staff in safely approaching and handling such events. We’re talking about enough voltage to kill rescuers in the case of an accident.

While it’s not completely the same situation, there have been fires on Tesla automobiles that took thousands and thousands of gallons of water, using traditional equipment, to extinguish. What would be the case with some of these larger 50-seat electric airplanes already on order? What equipment will be needed – and it isn’t just another traditional rescue vehicle, either.

Battery Recycling. As of today, the expected retirement of used batteries still represents a huge future challenge. Regardless of all the sunshine stuff about battery power, there is a gap in regard to whether there will be sufficient – and environmentally-sound – recycling facilities for lithium ion batteries. Airports across the nation may be able to have a role in this.

Fuel Revenues. As we covered in last week’s Touch & Go newsletter to our friends and clients, the concept of internal combustion anything gets some folks all itchy and nasty.

When some of these trendy people get savvy about what the term “100LL” means, it can turn into the intellectual equivalent of a torch-carrying environmental lynch mob. So, even with conversion to mo-gas and diesel combustion, we can look toward fuel flowage not being a growth revenue stream.

Regulatory Dogma v Intelligent Planning. Heck, we actually are saddled with Secretary of Energy that literally snarled a condescending giggling response when questioned if she had any programs to reduce the cost of gasoline… “Are you kidding?” was the smarmy response. She was also the one that practically welcomed the terrorist attack on the Colonial Pipeline, stating it would encourage the purchase of electric vehicles.

So, let’s stop playing nice-nice and recognize there may be some very inept policies coming down the line from inside the Beltway.

Electrical Power Stations. At some point the concept of having places to plug-in these new aircraft has to come into not just facility planning, but revenue planning as well. A reordering between traditional revenue streams, particularly at high volume GA facilities, is likely going to be necessary, as a plug-in station isn’t likely to bring in the money petro-fuel does.

Opportunities… Not Brick Walls. 

What each of these dynamics represent – and they only cover the first pass of changes – is opportunity. The new technologies will require support and new infrastructure. New types of powerplant maintenance. New designs for hangar space and design. New training facility needs.

What every community in America should be doing now – right now – is revisiting its entire airport planning program. These types of opportunities are not restricted to the local user base.

For example, what about the support for electric aircraft? An electric powerplant overhaul facility can attract business from around the nation, for example. Technical training will be needed, too. There will be entirely new training requirements, and schools can be established just about anywhere.

What about rethinking the entire financial basis of the airport? What revenue sources will atrophy, and where are new opportunities based on these expected changes.

We can go on from here. And, by the way, that’s just what we’re doing.

At Boyd Group International, we understand that the entire role of airports as part of the nation’s communication system has changed. Based on this, we’re working to provide clients with what we call Runway To The Future, a program tailored to match an airport’s future planning trajectory with the types of emerging and disruptive technology and consumer trends represented by these and other shifts.

Give us a call, or just click on the contact tab, and we can get a discussion going.

A discussion of the future.


This Week’s Aviation Unscripted Video –
Air Rage Incidents…
Airlines And Passengers
Are On The Same Side

There are more disgusting occurrences of in-flight air rage than ever before.

One reason is that consumers are on the raw edge after more than a year of constrictions, rules, dumb political decisions and simply being needled in all areas of their lives, due to the CCP-Wuhan pandemic.

There is no excuse for air rage, but the raw fact is that a lot of consumers are fed up and feeling helpless. Then in the cabin of an airplane, one-on-one with the flight attendants who are only trying to assure that the airline comply, bad stuff happens. Or, being on an emotional edge, lots of incivility between passengers can erupt.

Get the picture? The requirement to wear some membrane – with only a couple of exceptions, any kind of membrane – over one’s face is the main fuse to bad passenger attitudes. It can be a medical mask, an N94, or just one of those (sometimes defective) paper-and-string “masks” imported directly from the place with the government that started this pandemic.

The problem is that now airline staff – particularly flight attendants – are put in the role of enforcing these politically-driven face mandates that were imposed on the airline industry, without any consultation or medical justification. The core of the issue is the misconception (on both sides – passengers and employees) that the mask (really “face-covering”) mandate is an airline industry mandate.

It is not… essentially and actually, airlines and passengers are in the same victim situation of having to adhere to a federal dictum that is invasive, uncomfortable but also political in nature and of questionable value. That last comment – questionable value – is 100% accurate. It doesn’t take a degree from Johns Hopkins to see that there are no firm standards for what a “face mask” is, or how effective – or ineffective – it might be in any case on an eight hour flight. Passengers know that.

The airline industry is now carrying a different genre of passengers – a lot are fed up with two years of constrictions and impositions of rules from on High. So, when they get into an airplane cabin, the way that the mask mandate is expressed to them can either be just another dictum from what appears to be the feds, or information advising that this requirement is a federal one that the airline and passengers (who actually are on the same side of the victim fence) are required to follow, just as the crew is, too.

Unfortunately, it is typically expressed as just another airline rule, that passengers will follow at risk of being tossed off the airplane. Instead, it should be postured as just what it is – an FAA rule that airlines and passengers need to adhere to. This makes the consumer feel that the airline is fully understanding of the situation.,

Point: airlines must assure that passengers are compliant with this political rule, but they need not – and must not – convey it as part of the carrier’s wonderous program to protect the public. The whole mask thing – again, based on lack of standards of what a mask really is, not to mention how effective it is or isn’t on long flights – is not credible. Sorry if that offends traditional politically-correct obedience, but facts are facts.

It must actively and consistently and openly be expressed as an FAA/fed rule, and not that of the airline itself.

Click here, and join us… and if you have any thoughts or opinions, do let us know!