P-1(a) employment
People & productivity
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FTE is a reported monthly employment measure. Passenger counts are flown segments, not unique customers; outsourced and affiliate work can sit under another certificate.
Industry lab public U.S. DOT data
The U.S. airline network,
from the planning desk.
A high-level view of where capacity is moving, how fleets are being deployed, where airports are concentrated, and what carriers report financially. Built for curious airline people—without pretending public data can answer everything.
Two reporting systems, two different clocks.
Methodology →
T-100 network views use the loaded multi-year reporting history; annual trends are labeled separately, and growth uses full-year 2025 versus 2024. Form 41 uses the latest common Schedule P-1.2 quarter filed by reporting air-carrier certificates. Figures are reported—not estimates of route profitability.
Executive readout
Four signals worth noticing
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T-100 · Network planning
How the network moved—not just how much.
Separate capacity growth into frequency and aircraft gauge, see whether added seats were absorbed, and compare reported operations across reporting carriers. Every view uses a clearly labeled full-year period or comparison.
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System and carrier load factor is revenue passenger-miles ÷ available seat-miles. Route seat occupancy elsewhere on routeloads is passengers ÷ seats. New and discontinued service may not have a meaningful prior-period gauge.
DOT customer-care filings
Customer experience, with denominators attached.
Rank airlines on baggage, mobility-device, and denied-boarding outcomes. The default branded-network basis follows the marketing carrier and its code-share operation; switch to operating certificates when available.
Measure
Basis
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Rankings include only carriers whose reported denominator clears the feed’s eligibility threshold. A low rate on a tiny denominator is never treated as rank-eligible. Volunteers are context—not a service-quality score—and higher is not automatically better.
Form 41 · Schedule P-1.2
Quarterly financial scoreboard
Compare major U.S. passenger carriers on the same reported quarter. Dollar figures are airline-level operating results in BTS Form 41—not route economics.
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Margins are operating profit or net income divided by operating revenue for the selected quarter. Certificate-level filings may not match a public parent company’s GAAP presentation or brand network.
Form 41 · People & energy
The resources behind the schedule.
Monthly employment and fuel filings add context to the network. Productivity is shown per reported FTE; fuel metrics use scheduled-service gallons and cost, joined to comparable T-100 capacity only where the contract supports it.
Latest common month
P-12(a) fuel
Fuel pulse
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Reported fuel cost ÷ gallons is not a spot-price quote. Gallons per 1,000 ASM is an airline-level scheduled-service proxy and can be affected by cargo activity and reporting scope.
Form 41 · B-43 / P-10
Fleet strategy and the labor behind it.
Use the latest annual inventory to compare operating fleet size, approximate age, seats, and ownership mix. Labor categories appear only when a comparable P-10 feed is available.
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Age is approximately snapshot year minus manufacture year. Acquisition date is not necessarily factory delivery, and tail numbers can change between operators.
P-10 annual
Labor mix
P-10 categories are annual weighted-average employees allocated to operating entities; they are not the same measure as a monthly P-1(a) FTE snapshot.
P-5.2 aircraft expense
Fleet economics
Aircraft operating expense is reported by certificate and equipment type. It is not a route cost, ownership cost, or prediction of a future flight.
T-100 · Capacity
Who added—and pulled—seats?
Year-over-year scheduled capacity direction for the 14 carriers with the most cumulative passengers in this dataset. Regional operators are shown separately from marketing carriers.
more seatsfewer seats
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T-100 · Fleet deployment
Aircraft gauge meets stage length
See how differently carriers deploy capacity. Farther right means longer average stage length; higher means more seats per reported departure. Dot size reflects cumulative passengers.
networkLCCULCCregional
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Gauge = seats ÷ departures. Stage length = available-seat miles ÷ seats. Seat occupancy = passengers ÷ seats and is not RPM/ASM load factor.
T-100 · Market structure
How concentrated are the busiest airports?
HHI summarizes how passenger share is distributed across reporting carriers. A higher score means more traffic is concentrated among fewer certificates.
Competitive < .15Moderate .15–.25Concentrated > .25
| Airport | HHI | Structure | Leading certificate | Passenger observations |
|---|---|---|---|---|
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T-100 · Carrier mix
The industry is more than six logos
Passenger share and capacity recovery by reporting-carrier category. This separates network, low-cost, ultra-low-cost, regional, cargo, and uncategorized operators.
Recovery compares reported seats in full-year 2025 with 2021. “Other” includes foreign and uncategorized reporting carriers; category totals can overlap in route counts and are not a brand-level market-share measure.
Use it like an analyst
Directional, comparable, and deliberately honest.
Reporting carrier ≠ brand
Regional affiliates and operating certificates can appear separately from the airline name on the ticket.
Public data arrives later
T-100 and Form 41 are excellent for structural analysis, not a real-time operating picture.
No route profit claims
Quarterly airline financials cannot identify whether an individual route makes money.