Essential Air Service (EAS) is aU.S. government program enacted to guarantee that small communities in theUnited States, which had been served bycertificatedairlines prior toderegulation in 1978, maintain commercial service. Its aim is to maintain a minimal level of scheduled air service to these communities that otherwise would not be profitable.^[1] The program is codified at49 U.S.C. §§ 41731–41748.

TheUnited States Department of Transportation (USDOT) subsidizes airlines to serve communities across the country that otherwise would not receive scheduled air service.^[1] As of June 1, 2015, 159 communities in the US received EAS subsidies, of which 44 were in Alaska, two in Hawaii, and one inPuerto Rico.^[2] The decision as to what degree of subsidized service a community requires is made based on identifying a specifichub for the community and from there determining the number of trips, seats, and type of aircraft that are necessary to serve that hub.^[1]

These increases occurred despite numerous Congressional measures to contain program spending.^[2] TheGeorge W. Bush Administration sought to reduce the cost of the program to $50 million by stricter eligibility criteria and requiring the local governments of the areas served to contribute to the cost.^[3] As of October 2024, subsidies for the program amounted $550 million.^[4]

Pursuant to the Department of Transportation and Related Agencies Appropriations Act of 2000, no community within the 48 contiguous states may receive a subsidy greater than $200 per passenger unless the community is more than 210 miles (340 km) from the nearest large or medium hub airport. Pursuant to the FAA Modernization and Reform Act of 2012, to be eligible for the program, a community in the contiguous 48 states must either maintain an average of 10 or more enplanements per service day or be located more than 175 miles (282 km) from the nearest large or medium hub airport. The criteria for 10 or more enplanements can be waived by the Secretary of Transportation, on an annual basis, if a community can demonstrate that it is due to a temporary decline.^[5]

The Department of Transportation, pursuant to the Consolidated and Further Appropriations Act of 2015, is required to negotiate a local cost share with communities located less than 40 miles (64 km) from a small hub airport.^[5]

Critics question the economic and environmental efficiency of the service.^[6] According to a 2006New York Times article on the program, the subsidy per passenger, averaged across the entire program excludingAlaska, is approximately $74, and much higher on some particularly poorly patronized flights^[7] where subsidies are as high as $801 per passenger.^[8]

The program is politically popular in the cities receiving the subsidized flights, many of which use an airport with scheduled service as a selling point to attract industry to their regions. Several subsidized airports are within an hour's drive from an unsubsidized airport.^[6]

The following tables list all Essential Air Service communities under the various funding programs. This is based on the most recent reports issued by the U.S. Department of Transportation (DOT),^[9][10][11] and updated to reflect changes based on DOT orders. Docket and order numbers link to their respective pages on the docket management site, which typically includes the original files inPDF and other formats. The hubs are designated using the three-letterIATA airport code assigned by theInternational Air Transport Association.^[12]

*Service includes flag stop(s)

The Alternate Essential Air Service program grants funds directly to the municipality or airport authority instead of the air carrier. This allows the community to recruit air service that would not otherwise meet EAS guidelines, such as more frequent service with smaller aircraft, less-than-daily service, flights to differing destinations at different times of the year or week, on-demandair taxi service, scheduled or on-demand ground surface transportation, regionalized air service, or even purchasing an aircraft. This alternative program has most often occurred as a public charter arrangement as prescribed byTitle 14 of the Code of Federal Regulations, Part 380. The first airport to enter this program wasManistee County Blacker Airport in 2012.^[13]

Under the Community Flexibility Pilot Program, established in 2003, up to ten communities can receive a grant equal to two years' worth of subsidy in exchange for forgoing their EAS service for ten years.^[14][15] These grants must be used to fund projects that will improve the airport for general aviation. As of 2020, only one community has ever taken advantage of the program:

The following tables list airports which formerly had Essential Air Service subsidized routes.^[16]

• Surface and Air Transportation Programs Extension Act of 2011
• Public service obligation

• US Department of Transportation: Policy - Essential Air Service
• US Department of Transportation: Policy - Essential Air Service Reports

• Essential Air Service
• United States Department of Transportation
• Aviation in Alaska
• Aviation law

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