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Shuttle America
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Shuttle America Corporation was a regional airline in the United States based in Indianapolis, Indiana.[2] It fed United Airlines flights at Chicago O'Hare International Airport and Houston George Bush Intercontinental Airport as United Express, as well as Delta Air Lines flights at Atlanta, New York-LaGuardia, and New York-JFK under the Delta Connection brand. Shuttle America also operated two of three Delta Shuttle East Coast routes, serving Washington, D.C. and Chicago from New York-LaGuardia.

Key Information

Shuttle America merged into Republic Airways on January 31, 2017.

History

[edit]
N801SA boards at Bradley International Airport (BDL) to Wilmington, DE (ILG) in 1999.

Shuttle America was established in 1995 by former CEO David Hackett, and began operations on November 12, 1998,[3] as a low-fare commuter airline, headquartered in Windsor Locks, Connecticut, the location of Hartford's Bradley International Airport. Shuttle America's first route was Hartford, Connecticut, to Buffalo, New York. Shuttle America got much publicity for their launch because of their "super-low $29 fares". Shuttle America's first aircraft; registered N801SA, was a 50-seat Bombardier Dash 8-300 with leather seats and a very creative and patriotic paint scheme. Shuttle America had rapid growth in its first year, adding more aircraft and destinations.[citation needed]

In 1999, Shuttle America made a controversial move to reach the Boston market. Instead of choosing the busy Logan Airport in East Boston, Shuttle America chose a nearby regional airport, Hanscom Field. Located in Bedford, Massachusetts, just 12 miles (19 km) west of Boston, it had amenities not found at the larger Logan Airport. With free parking, rental cars, and convenience to the I-95 highway, it was promoted as "Hassle-free Hanscom Field". From Hanscom, Shuttle America served Buffalo, LaGuardia Airport in New York, Trenton, New Jersey, and Greensboro, North Carolina, via Trenton. At that time Trenton, New Jersey, was acting as a hub because of its central location in their route network.

At the peak time of their operation without codeshares, the airline was flying six Dash 8-300 aircraft and transported over 3000 passengers per day. Additional destinations in their route network during this time period include Albany, New York, Islip, New York, Norfolk, Virginia, and Wilmington, Delaware. Despite the success in quickly expanding throughout the region, the airline attained financial trouble with its growth.

In 2001, Shuttle America was purchased by Wexford Holdings LLC., who at the time also owned Chautauqua Airlines. Shuttle America then started flying as US Airways Express in a codeshare agreement, adding service to US Airways' Philadelphia and Pittsburgh hubs as well as seasonal service to Martha's Vineyard, MA. At the same time, Shuttle America was transitioning to the smaller Dash 8-100 and started taking deliveries of former Chautauqua Saab 340 aircraft. The Dash 8-100's had been leased from Allegheny Airlines and were a temporary stop gap measure to allow for the spool up of the Saab 340 fleet. Eventually, the Dash 8-300's were sold to various airlines including Caribbean Star and Piedmont Airlines while the independent branding of Shuttle America was phased out in lieu of a full network of codeshares with US Airways and United Airlines with subsequent route changes to feed those carriers. In 2002, Shuttle America moved its headquarters to Fort Wayne, Indiana. In spring 2005, it was purchased by Republic Airways Holdings for $1 million. Headquarters were moved from Fort Wayne to Republic's Indianapolis base shortly afterwards, and the Saab 340 fleet was replaced by Embraer 170 aircraft operating for Delta Connection and United Express.

Former Mokulele Airlines Embraer 170 operated by Shuttle America

In October 2008, a short-lived operating partnership was established with Mokulele Airlines to feed their hub in Honolulu with three aircraft. These Embraer 170 aircraft operated in the livery of Mokulele Airlines until October 2009, when Republic entered into a new joint venture agreement with Mesa Air Group, with the latter airline's Canadair Regional Jet aircraft operating jet flights within Hawaii.[4]

In an effort to reduce costs, parent company Republic Airways Holdings announced in 2014 that it would begin the process of merging subsidiaries Republic Airlines, Shuttle America and Chautauqua Airlines. Republic Airways Holdings merged Shuttle America and Chautauqua Airlines by the end of 2014 to reduce costs.[5] As Republic Airways Holdings entered bankruptcy protection in February 2016, they announced that they would be merging the Shuttle America certificate into Republic Airlines operations.

Shuttle America operated its last Embraer ERJ-145 service on September 30, 2016.

On the evening of January 30, 2017, Shuttle America ceased operations and all remaining aircraft and crew were transferred to the Republic Airways Inc. certificate. This was intended to allow reduced costs as Republic Airways Holdings operates a single airline, with a single aircraft type, for the 3 major codeshares, Delta Air Lines, American Airlines, and United Airlines.

Operations

[edit]

Shuttle America had five crew member bases at the time of its merger into Republic: Columbus, Chicago O'Hare, Indianapolis, Newark, and New York-LaGuardia. Its fleet was made up solely of Embraer E170 jetliners with a two-cabin seating configuration. For United Airlines, Shuttle America operated the E170 in a two-class configuration of 6 First Class seats, and 64 economy. For Delta Air Lines, Shuttle America operated the E170 and the larger E-175 aircraft. Both of these aircraft consisted of a two-class configuration, with the E170 consisting of 9 first class seats, and 60 economy seats, while the larger E175 aircraft consists of 12 first class seats and 64 economy. These aircraft were initially operated by sister company Chautauqua Airlines, but Chautauqua was forced to transfer their 170s to Shuttle America after the pilots' union at American Airlines claimed the aircraft violated a "scope clause" regulating the size of regional aircraft operated by airlines that also operate under the American Airlines IATA airline designator code. Beginning in July, 2008, slightly larger Embraer E175 aircraft began to replace the Embraer E170 fleet in service with Delta. Towards the end of 2008, the airline achieved a major feat by being chosen to replace Delta Shuttle's MD-88 operations between New York's LaGuardia Airport and Washington Reagan National Airport on the same hourly schedule that Delta has operated with larger aircraft for decades. Beginning June, 2010, new flights by Shuttle America on behalf of Delta Shuttle served Chicago's O'Hare International Airport from New York-LaGuardia with 11 round trips per day.

Callsign

[edit]

On July 3, 2007, Shuttle America received approval from the ICAO to change its ATC callsign from Shuttlecraft to Mercury. However, prior to the changing of the callsign to Mercury it was changed to Crossroads, but the word "cross" caused confusion between aircraft and air traffic control ("cross" being a common phrase when taxiing aircraft, i.e. "Cross runway 25L"). This change was necessary due to the similar-sounding Air Shuttle callsign used by Mesa Airlines. The IDENT code remained the same as TCF. The IATA code of the airline has remained S5 through this time.

Crew bases

[edit]
United Express Embraer E170 operated by Shuttle America
Delta Connection Embraer E175 operated by Shuttle America

Fleet

[edit]

As of January 2017, the Shuttle America fleet consisted of the following aircraft:[6]

Aircraft Total Orders Passengers Operated For Notes
F Y+ Y Total
Embraer E170 5 — 6 16 48 70 United Express Transferred to Republic Airways
14 — 9 12 69 Delta Connection
Delta Shuttle 		2 planes on wet lease from Republic Airways
Embraer E175 16 — 12 12 52 76
Total 35 —

Incidents

[edit]

Although Shuttle America was never involved in a fatal accident, it has been involved in several mishaps, notably:

See also

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Shuttle America

View on Grokipedia
from Grokipedia
Shuttle America was a United States-based that operated from November 12, 1998, to January 30, 2017, primarily as a codeshare partner feeding passengers to major carriers such as US Airways Express, , and . Founded in 1995 by CEO David Hackett, the airline initially launched as a low-cost commuter carrier targeting underserved markets along the eastern seaboard, with its headquarters at in . It commenced service with a small fleet of three Dash 8-300 turboprops, each configured with 50 leather seats, and its inaugural flight connected Bradley to . Early operations emphasized direct, no-frills flights with perks like free parking to attract business travelers, but the airline faced financial pressures in a competitive market dominated by larger carriers. In 2001, Shuttle America was acquired by Wexford Holdings, which also owned , prompting a strategic shift toward regional codeshare agreements to ensure stability. That year, it signed a codeshare with , rebranding flights as US Airways Express and expanding service to key hubs in and while adding routes to destinations like Atlantic City, New York LaGuardia, and Washington Dulles. The fleet evolved accordingly, incorporating additional Dash 8-100s, Saab 340s, and later regional jets starting with the ERJ-170 in 2005 to support longer routes and higher capacity. By 2005, purchased the airline, relocating its base to , , and deepening integrations with and for feeder services across the Midwest and East Coast. Operating under IATA code S5 and ICAO code TCF with the callsign "Mercury," Shuttle America grew its fleet to a historical total of 165 aircraft, including 56 ERJ-145s, 54 ERJ-170s, and 16 ERJ-175s, enabling efficient operations at hubs like New York LaGuardia, O'Hare, and . Despite these expansions, ongoing losses led to a 2014 merger with under the Republic umbrella, followed by full integration into in February 2017. The airline's independent brand ended with its final flight in early 2017, marking the conclusion of nearly two decades of regional service.

History

Establishment and Early Operations

Shuttle America was founded in 1995 by David Hackett as a low-cost commuter airline headquartered in . The carrier aimed to provide affordable short-haul service in a deregulated market, drawing on the founder's experience in aviation management. Operations commenced on November 12, 1998, with an initial fleet of three Bombardier Dash 8-300 turboprops, each configured with 50 leather seats in a patriotic red, white, and blue . The inaugural route connected near , to in New York, emphasizing low fares to attract business and leisure travelers. By 1999, the network had expanded to include additional Northeast and Mid-Atlantic markets, such as service to Boston's , Greensboro, Trenton, and New York LaGuardia, focusing on underserved regional routes. During its independent phase through 2000, Shuttle America grew to operate a peak fleet of six Dash 8-300 , transporting approximately 3,000 passengers daily across its short-haul network. Initial success stemmed from aggressive pricing and efficient operations, but the carrier soon encountered financial challenges amid intense competition and rising fuel costs in the late regional market. These struggles prompted the airline to explore strategic alliances by early 2001 to ensure long-term viability.

Partnerships and Expansion

Shuttle America's growth during the early was marked by key codeshare partnerships with major carriers, which enabled significant fleet upgrades and network development as a regional feeder operator. In 2001, Shuttle America was acquired by Wexford Holdings LLC, which also owned , prompting a strategic shift and leading to its first major with , serving as a feeder to hubs in and , which supported initial expansion efforts including fleet growth. Around 2002, Shuttle America added Saab 340 turboprops to its fleet for US Airways Express operations, enhancing short-haul capabilities. In 2005, following its acquisition by , Shuttle America shifted focus toward services, operating E170 aircraft from key Delta hubs including and New York LaGuardia. This transition built on a January 2005 codeshare agreement for 16 E170s, with initial deliveries commencing in June, allowing the airline to leverage Delta's network for expanded regional connectivity. These partnerships drove substantial route expansion, incorporating additional East Coast and Southern U.S. destinations such as , Orlando, and Fort Lauderdale, under the parent company's broader network serving 73 cities in 31 states and by 2004. The growth reflected a strategic emphasis on jet operations and alliance-driven .

Acquisition and Cessation of Operations

In May 2005, Inc. acquired Shuttle America Corporation through a stock purchase agreement dated May 6, 2005, issuing a $1 million to Shuttle Acquisition LLC while assuming certain debts of the acquired company; Shuttle America was retained as a wholly owned to facilitate expanded regional operations under codeshare agreements. This move allowed Republic to bypass pilot restrictions at major carriers by operating through the separate Shuttle America certificate. Following the acquisition, Shuttle America primarily operated as a carrier, leveraging its prior partnership with to provide regional feeder services from key hubs. In 2014, was merged into Shuttle America to streamline operations and reduce costs. In 2016, amid ' Chapter 11 bankruptcy filing, Delta and Republic amended their , including a phased wind-down of certain 50-seat operations and adjustments to fleet utilization, effectively rather than fully terminating the partnership. The Shuttle America brand ceased operations on January 30, 2017, following U.S. Bankruptcy Court approval of its merger into Republic Airline Inc. on November 30, 2016, with all aircraft, routes, and crews seamlessly absorbed into the surviving entity operating under the YX designator. This consolidation eliminated redundant operating certificates to streamline costs during Republic's restructuring, with employees transitioning to Republic Airlines roles across five crew bases.

Operations

Business Model and Codeshares

Shuttle America functioned primarily as a regional feeder airline, relying heavily on codeshare agreements with major carriers to connect smaller markets to larger hubs, rather than operating as an independent or full-service carrier. From its early years, the airline transitioned from limited independent routes to exclusive partnerships, where all flights were operated and branded under the partner airlines' names, such as US Airways Express and Delta Connection. This model emphasized efficiency in short-haul operations while leveraging the majors' extensive networks for passenger feed. The core of Shuttle America's revenue model consisted of capacity purchase agreements (CPAs) with its partner airlines, under which the regional carrier supplied , pilots, and while the majors handled all aspects of , , reservations, and scheduling. These fixed-fee arrangements, often structured as "fee-for-departure" contracts, provided predictable income based on block hours or completed flights, minimizing commercial risk for Shuttle America but tying its operations closely to the partners' strategic needs. For instance, under such agreements, controlled route assignments and pricing, ensuring seamless integration into its broader network. Key codeshare partnerships shaped Shuttle America's operations, beginning with in the early 2000s, which expanded service to hubs like and . In 2005, the airline entered a major agreement with to operate as , deploying regional jets on feeder routes through 2016. A brief partnership followed in 2006, allowing codesharing on select United-branded flights, though it remained secondary to the Delta focus. These arrangements were governed by specific contracts that limited Shuttle America to partner-branded services only. The acquisition by marked a strategic pivot, transforming Shuttle America into a fully integrated regional with all revenue derived from these codeshare CPAs. This shift eliminated any residual independent operations, aligning the entirely with major partners' demands for cost-effective feeder capacity and standardized service.

Hubs, Destinations, and Crew Bases

Shuttle America's primary hubs evolved with its codeshare partnerships. It initially operated from Bradley International Airport (BDL) in Windsor Locks, Connecticut. Following its codeshare with US Airways starting in 2001, hubs in Philadelphia (PHL) and Pittsburgh (PIT) became central. Chicago O'Hare International Airport (ORD) was added as a main hub in 2006 for United Express, feeding connecting flights for United Airlines. Following its Delta Connection agreement starting in 2005, Atlanta Hartsfield-Jackson International Airport (ATL) became a key hub, supporting Delta's extensive network in the Southeast. New York LaGuardia Airport (LGA) served as another primary hub, particularly for Delta Shuttle routes connecting to Washington, D.C., and Chicago. Indianapolis International Airport (IND), the airline's headquarters after 2005, functioned as an operational and maintenance hub. The airline's network focused on short-haul routes, typically under 500 miles, connecting over 40 cities across the Eastern United States, Midwest, and Northeast. Key destinations included regional airports such as Columbus (CMH), Cleveland (CLE), and Pittsburgh (PIT) from Chicago and New York bases, as well as Southeast cities like Birmingham (BHM) and Memphis (MEM) from Atlanta. This geographic scope emphasized efficient feeder service to major airline hubs, with routes often under codeshare branding for United Express and Delta Connection. Crew bases were established at major operational centers to support flight operations. The primary crew base was in , with additional bases in ; , ; New York, New York; and , Georgia. These locations housed pilots and flight attendants assigned to regional routes. Following the 2017 merger with , Shuttle America's operations and crew bases were consolidated under the Republic certificate, streamlining staffing and route integration while maintaining service for Delta and United. This transition absorbed Shuttle America's fleet and personnel into Republic's broader network, reducing redundant bases over time.

Fleet

Shuttle America commenced operations in November 1998 with an initial fleet of three Dash 8-300 aircraft, each configured for 50 passengers and used primarily for short-haul regional routes until their phase-out in 2003. The fleet expanded to six Dash 8-300s during this period. In the early , it incorporated additional Dash 8-100s and Saab 340s to support codeshare operations. From 2005 onward, Shuttle America's primary aircraft type shifted to E-Jets as part of its role in the program, operating more than 50 E170 and E175 models—all configured with 70 to 76 seats in a two-class arrangement featuring first-class and economy sections—through 2017. The airline also operated ERJ-145 regional jets from 2015 to 2016 under . The airline's fleet reached a peak of 70 aircraft during its later years under ownership, with no unique Shuttle America liveries employed; all planes carried branding from codeshare partners such as . Upon ceasing independent operations on January 30, 2017, the entire fleet was transferred to , its parent company, to consolidate services.
Aircraft TypeNumber OperatedSeating ConfigurationOperational Period
6 (initial 3)50 seats1998–2003
Undisclosed~37 seatsEarly 2000s
Saab 340Undisclosed~34 seatsEarly 2000s
56 (historic total)50 seats2015–2016
50+70–76 seats (two-class)2005–2017

Incidents

2005 United Express Incident

On June 8, 2005, Shuttle America Flight 7564, operating as United Express on a scheduled passenger flight from Westchester County Airport in White Plains, New York, to Washington Dulles International Airport in Chantilly, Virginia, encountered a landing gear malfunction during approach. The aircraft, a Saab 340A registered as N40SZ, was under the command of a captain and first officer with a flight attendant on board, carrying 27 passengers including one lap child, for a total of 31 people. Visual meteorological conditions prevailed at the time, with the incident occurring at approximately 9:37 p.m. Eastern Daylight Time. During the instrument flight rules approach to runway 19L, the flight crew reported that the right main landing gear would not extend and lock despite multiple attempts using the normal and alternate extension procedures. The pilots elected to perform an emergency landing without the gear fully deployed. Upon touchdown, the right main landing gear collapsed, causing the aircraft to veer left off the runway and come to a stop in a grassy area adjacent to the pavement. An uneventful evacuation followed via the airstairs and overwing exits. The aircraft sustained minor damage primarily to the right wing, propeller assembly, and from ground contact, but there were no injuries to the crew or passengers. The right main strut showed evidence of incomplete extension prior to collapse, with post-incident examination revealing no obvious mechanical failure in the gear mechanism, uplock assembly, or hydraulic systems; however, the exact reason for the failure to extend and lock remained undetermined. The (NTSB) investigated under docket NYC05IA093 and classified the as the failure of the right main to fully extend and lock, resulting in its collapse on impact with the . No contributing factors such as weather or were identified, and the aircraft was cleared for return to service the following day after repairs.

2007 Runway Overrun

On February 18, 2007, Shuttle America Flight 6448, operating as Delta Connection Flight 6448, was a scheduled passenger flight from Hartsfield-Jackson Atlanta International Airport in Georgia to Cleveland Hopkins International Airport in Ohio. The flight was aboard an Embraer ERJ-170 aircraft, registration N862RW, carrying 71 passengers and 4 crew members. Upon approach to Runway 28 at Cleveland Hopkins—a 6,017-foot runway contaminated with about 1/2 inch of snow over compacted snow—the crew encountered instrument meteorological conditions with heavy snow reducing visibility to 1/4 mile and winds from 310 degrees at 12 knots. Braking action reports varied from fair to nil. The aircraft touched down approximately 2,900 feet past the threshold after the crew descended to the decision height despite an unusable glideslope signal and indistinct visual cues. The , who was pilot monitoring and based at Cleveland Hopkins, did not call for a , and the first officer, serving as pilot flying, continued the landing. The crew applied and reverse , but the application was delayed and not at maximum, resulting in inadequate deceleration on the snow-covered surface. The airplane overran the end, colliding with an antenna and a before coming to rest in a snow-covered field. No serious injuries occurred among the occupants, though three passengers sustained minor injuries. The aircraft suffered substantial damage, including collapse of the nose , damage to the wings and engines, and breakage of the main struts; the antenna and perimeter fence also sustained damage. The (NTSB) investigation identified the probable cause as the flight crew's failure to execute a when visual references were indistinct, compounded by their ineffective use of maximum braking and reverse thrust. Contributing factors included the captain's from , inadequate company procedures for risk management, and a lack of standardized training for go-arounds in contaminated conditions. In its final report (AAR-08/01), the NTSB issued recommendations to the emphasizing improved pilot training for landings and go-arounds on contaminated runways, including simulations of winter operations. Additional recommendations called for operators like Shuttle America to implement non-punitive policies and require pre-landing distance assessments incorporating a 15% margin for adverse conditions. These measures aimed to enhance and operational in low-visibility, snow-affected environments.

2012 Newark Incident

On February 27, 2012, Shuttle America Flight 5124, operating as from Hartsfield-Jackson Atlanta International Airport to , encountered a landing gear malfunction during approach. The flight was aboard an ERJ-170 aircraft, registration N637RW. The crew reported the issue after the nose gear failed to extend and locked, with ground control confirming the problem visually. An emergency was declared, and the pilots entered a holding pattern at 5,000 feet to work through checklists and prepare for a low approach flyby, which further confirmed the gear anomaly. The aircraft, carrying 69 passengers and 4 crew members, attempted a gear extension but the nose wheels were found turned sideways in the wheel well, preventing deployment; reports attributed this to a hydraulic system problem. At approximately 18:28 local time, the pilots executed a successful belly landing on runway 22L, bringing the plane to a stop with the nose resting on the pavement and no fire breaking out. All occupants evacuated safely using the emergency slides. No injuries were reported among the 73 people on board. The aircraft sustained substantial damage to the nose section, as confirmed by the (FAA). Runway 22L was temporarily closed, issuing a (NOTAM 02/118), but operations resumed after the aircraft was removed. The (NTSB) dispatched a team to investigate the incident.

References

  1. https://airwaysmag.com/legacy-posts/first-flight-shuttle-america
  2. https://centreforaviation.com/data/profiles/airlines/shuttle-america-s5
  3. https://airlinegeeks.com/2018/06/21/tbt-throwback-thursday-in-aviation-history-shuttle-america/
  4. https://www.planespotters.net/airline/Shuttle-America
  5. https://skybrary.aero/operator/shuttle-america
  6. https://www.ch-aviation.com/airlines/S5
  7. https://www.sec.gov/Archives/edgar/data/1159154/000115915405000022/form10k.htm
  8. https://www.sec.gov/Archives/edgar/data/1159154/000115915405000035/form8k.htm
  9. https://centreforaviation.com/data/profiles/airline-groups/republic-airways-holdings
  10. https://www.ch-aviation.com/news/29947-shuttle-america-to-absorb-chautauqua-airlines
  11. https://rjet.com/wp-content/uploads/2016/08/RAH-PR-DL.pdf
  12. https://www.nysb.uscourts.gov/sites/default/files/opinions/264433_1694_opinion.pdf
  13. https://ir.law.utk.edu/cgi/viewcontent.cgi?article=1044&context=utk_studlawbankruptcy
  14. https://www.sec.gov/Archives/edgar/data/1159154/000115915414000100/pressreleasedeltaamendment.htm
  15. https://flightsafety.org/asw-article/code-sharing-collectivism/
  16. https://www.sec.gov/Archives/edgar/data/1159154/000115915407000011/exhibit10_41.htm
  17. https://www.europelowcost.co.uk/airlines/shuttle-america.aspx
  18. https://data.ntsb.gov/Docket/Document/docBLOB?ID=6574753&FileExtension=pdf&FileName=Operations%202-Factual%20Report-Master-Rel.pdf
  19. https://www.ch-aviation.com/news/50800-republic-seeks-judicial-nod-for-shuttle-america-merger
  20. https://news.delta.com/mediakit/embraer
  21. https://www.ch-aviation.com/news/36690-delta-extends-republic-erj-145-contracts-through-to-2021
  22. https://www.baaa-acro.com/sites/default/files/2021-05/N40SZ.pdf
  23. https://www.washingtonpost.com/archive/local/2005/06/10/rough-landing-at-dulles-brings-probe-by-ntsb/1ee9ab87-55a8-4496-a42e-a38954c8fc76/
  24. https://asn.flightsafety.org/wikibase/322387
  25. https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR0801.pdf
  26. https://skybrary.aero/accidents-and-incidents/e170-cleveland-oh-usa-2007
  27. https://avherald.com/h?article=42a11528
  28. https://avherald.com/h?article=44b964c6
  29. https://www.nj.com/news/2012/02/pilot_guides_disabled_plane_in.html
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