On The Brink: How This New York Airport Was Weeks Away From Losing All Commercial Flights

Why It Matters

Losing Delta would have crippled regional connectivity and economic growth, while the reversal shows that subsidies and infrastructure are vital to sustain rural air service.

Key Takeaways

• Delta almost ended all BGM commercial flights
• Airport invested $54M, secured federal grant
• Rural airports depend on subsidies and airline negotiations
• Pilot shortages and deregulation pressure regional routes
• Avelo’s short-lived service showed demand for low‑cost flights

Pulse Analysis

Greater Binghamton Airport illustrates the precarious position of many U.S. regional hubs. With a population under 50,000, BGM relied on Delta as its sole commercial carrier after United and American exited years earlier. The airport’s recent $54 million renovation, including a fixed‑base operator acquisition and runway extensions, was designed to make the facility more attractive to airlines and to qualify for federal incentive programs. When Delta announced a potential pullout, local officials mobilized quickly, leveraging the airport’s upgraded infrastructure and grant funding to negotiate a service continuation that preserved two daily Detroit connections.

The BGM saga mirrors broader industry dynamics that threaten small‑market air service. A tightening pilot pool, rising fuel and maintenance costs, and a regulatory shift that removed mandatory passenger compensation have pushed carriers to prioritize high‑yield routes. Low‑cost entrants like Avelo attempted to fill the gap, demonstrating latent demand—20,000 passengers flew to Orlando—but struggled to achieve sustainable economics. Federal subsidies and the Essential Air Service program remain critical levers, yet they are increasingly scrutinized amid budget pressures, leaving many communities to fend for themselves.

Looking ahead, BGM must diversify its revenue base and deepen partnerships with airlines, cargo operators, and general‑aviation users. Continued investment in ground services, marketing the airport’s proximity to the New York‑Penn corridor, and advocating for stable subsidy policies could shield it from future service disruptions. For policymakers, the BGM case underscores the need for a balanced approach that supports essential connectivity while encouraging airline efficiency, ensuring that rural airports remain viable contributors to regional economies.

On The Brink: How This New York Airport Was Weeks Away From Losing All Commercial Flights

Louis Hardiman · Military historian and staff writer for History of War magazine · Published Feb 10 2026, 4:01 PM EST

Delta Air Lines nearly ceased all flights from Greater Binghamton Airport (BGM) in Broome County, New York State, located roughly eight miles north of Binghamton, a small city with a population under 50,000. The airport would have stopped having regularly scheduled commercial flights, as Delta was the only commercial operator after United Airlines pulled out in 2016 and American in 2017.

The Announcement

“Air service decisions involve many factors that are outside the control of local airports and communities. We are in active discussions with Delta and are working closely with our state, local, and federal partners to re‑establish passenger service as soon as possible. We also continue to have meetings with multiple airlines as we explore opportunities to expand air service at BGM.”

Heefner added that “our focus remains on providing reliable, accessible air travel options for the people and businesses of the Greater Binghamton region.” Before this change, Delta operated two services a day at Binghamton. A flight would come in from Detroit in the early afternoon, after which the ground crew would execute a speedy turnaround, and a Delta service back to Detroit would take off about an hour later.

How BGM Hoped To Survive Delta’s Departure

Delta’s initial decision to move away from BGM would have represented a significant revenue loss for the small airport, but it was keen to find opportunities for growth. BGM hoped that airlines would be attracted by the federal funds that are made available for airlines that decide to operate at rural airports. Heefner told Binghamton Homepage that “I think there is an opportunity. I think if someone maintains the course and looks down the road, in a year or so, I think there’s going to be better service overall.”

Because carriers are unlikely to move into an airport that already has commercial services, the chance to be the exclusive operator can be enticing. The airport has also invested a significant amount of capital to make BGM more attractive. It bought a fixed‑base operator in 2024, which allows it to offer fueling and ground handling to any new airlines coming in. The airport has also made a $54 million renovation, aided by a $6 million grant from taxpayers.

Delta’s potential departure was also concerning for employees, with those working for Delta now facing potential redundancy. The future was also unclear for the airport’s TSA operatives, rental‑car companies, and the 20 staff hired by the airport.

The Impact Of Removing Passenger Safeguards

The rule ended in November 2025, citing “unnecessary regulatory burdens.” Airlines can now decide what compensation is appropriate, so passengers will have to fill out claim forms and negotiate with customer service. Airlines for America, a lobbying firm that represents major U.S. carriers, including Delta, welcomed the decision, saying in 2024 that the rules were “unnecessary and burdensome regulations that exceed its authority and don’t solve issues important to our customers.”

Delta had planned alternative arrangements for passengers who booked flights to and from Binghamton Airport. However, the change in rules under this administration and its broader moves toward deregulation raised concerns that other airlines abandoning rural airports could leave their passengers high and dry.

Following discussions between the airport, state officials, and the airline, Delta ultimately reversed its decision, opting to maintain service at BGM. While the carrier has not detailed all the factors behind the U‑turn, the move prevented the airport from losing its last scheduled passenger flight, a scenario that would have had significant consequences for the region.

For Binghamton, the reversal bought critical time. Losing Delta would not only have meant reduced connectivity for residents and businesses, but also would have made attracting a replacement carrier significantly more difficult. Airlines are often reluctant to enter markets where passenger demand has already collapsed due to a prolonged absence of service.

Delta’s reconsideration reflects broader industry shifts that have become a significant challenge for America’s regional airports. Carriers are now shifting their resource allocation to focus on the highest‑demand routes. For communities in areas like the Southern Tier, the region of New York where BGM is located, passengers are now staring down the barrel of long drives to reach a larger airport.

Although potentially abandoning communities would undoubtedly make carriers unpopular, they have a number of understandable reasons to justify such decisions. There is industry pressure to streamline arising from ongoing pilot shortages, limited aircraft availability, and ever‑increasing operational costs.

Avelo Airlines: Another Airline That Struggled At Binghamton

Recent years have also seen a shift toward low‑cost carriers, putting America’s legacy carriers at risk of being outflanked by cheap tickets. One such carrier, Avelo Airlines, tried to muscle into Binghamton by announcing new service to Fort Myers and Orlando in August 2022, using a Boeing 737‑800. They were set to be the first direct flights between BGM and Florida with fares starting at $79.

Avelo Airlines Chairman and CEO Andrew Levy said at the time:

“Binghamton – say hello to Avelo! We’re excited to add Binghamton as our first New York destination to Avelo’s U.S. network. Traveling to The Sunshine State is now more affordable and easier than ever.”

| Aircraft Type | Number in Fleet | Capacity |

|---------------|----------------|----------|

| Boeing 737‑700 | 8 | 149 |

| Boeing 737‑800 | 14 | 189 |

| Embraer 195‑E2 | 0 (50 on order for delivery in 2027) | TBC |

Levy added that “in most cases, the routes we enter succeed and we continue to operate them. However, with those that do not, we must make the difficult decision to exit them.” During its operation, 20 000 passengers flew from BGM to Orlando, representing 75 % of the available tickets, suggesting strong enthusiasm for such routes among the Binghamton population.

A Brief History Of BGM

The main runway received a further 700‑foot extension in 1969. The 1980s brought a new name for the facility: Edwin A. Link Field‑Broome County Airport, in honor of an aviation pioneer from Binghamton. It also came with new carriers, like the commuter airline Brockway Air, which flew Beechcraft 1900s and Fokker F‑27s to Syracuse, Boston, Albany, Keene, Worcester, Burlington, and Rutland.

The turn of the millennium saw further changes and developments at the airport, and it changed its name again in 2004 to Greater Binghamton Airport. Such was the level of traffic that the old terminal couldn’t keep up, so in July 2004, four new jet bridges opened. A $12.3 million grant from the federal government was then won for further runway extensions and an Engineered Materials Arresting System (EMAS).

For BGM, the challenge now is ensuring that this narrow escape turns into a more sustainable future, before the next airline decision once again puts it on the brink.