A fuel leak and several improperly installed parts were found inside the engine of an American Airlines plane that caught fire after the plane landed in Denver in March, according to a report released Thursday.

The National Transportation Safety Board said one part inside the right engine of the Boeing 737-800 was loose and had been installed in the wrong direction and that fuel was leaking from the fitting of another part that was also fastened incorrectly.

The preliminary findings don’t identify the cause of the fire because the NTSB won’t reach that conclusion until after it completes its investigation likely sometime next year.

But former NTSB and FAA investigator Jeff Guzzetti said the problems investigators found in the engine appear to be the source of the fuel that caught fire.

“To me, it looks like improper maintenance in the right engine leading to a fuel leak,” Guzzetti said after reading the NTSB report.

Photos and videos posted online showed billowing smoke and passengers standing on the plane’s wing after it taxied to a gate at Denver International Airport. Twelve people were taken to the hospital with minor injuries.

The plane carried 172 passengers and six crew. The NTSB said gate workers extinguished the fire within a minute even before firefighters arrived and doused lingering hot spots on the plane.

American Airlines said in a statement that “the safety of our customers and team members is our top priority, and we are cooperating with the National Transportation Safety Board in its investigation.”

Pictures included in the NTSB report show streaks on the outside of the engine from the leaking fuel, and airport video showed a trail of fluid leaking from under the right engine as the airplane taxied to the gate.

Guzzetti said he believes those streaks were probably made while the plane was flying. After it landed, he said, the fuel likely pooled inside the engine and caught fire.

The American Airlines flight had left Colorado Springs Airport and was bound for Dallas-Fort Worth when it diverted to Denver on March 13 after the crew reported high engine vibrations. The plane’s right engine caught fire after it arrived at the gate.

Passengers started yelling “fire” and “smoke” shortly after the plane pulled up to the gate, and flight attendants saw smoke beginning to fill the cabin, according to the NTSB report.

The flight attendants tried calling the flight crew and knocking on the cockpit door, but got no answer. So the report said the flight attendants initiated the evacuation.

Passengers were able to use the jetway at the front left door and the escape slide at the right rear door as well as the left over-wing doors to evacuate. But the left rear door wouldn’t open, and maintenance personnel discovered afterward that the escape slide had jammed in the door.

The faulty slide was sent to the manufacturer for further investigation.

The country has seen a recent spate of aviation disasters and close calls stoking fears about air travel even though flying remains a very safe mode of transportation.

I’m benefitting from their hard work: A fried artichoke sits on the plate in front of me (next to an Aperol Spritz, naturally). It’s shaped almost like a flattened dahlia, with its charred, golden-brown edges crisp and curling. It’s early May and nearing the end of artichoke, or carciofi as they’re called in Italian, season.

At Il Giardino Romano restaurant, I’ve stumbled across one of Rome’s most traditional dishes: carciofi alla giudia, or Jewish-style artichokes, so called because they were first served by Italian Jews — a community that was forcibly relocated to a ghetto near the River Tiber in the mid-1500s.

It’s the same area I’m sitting in now.

Like much of Rome, the neighborhood is a juxtaposition of time periods. From the restaurant, one can look at the ruins of Portico d’Ottavia, which were once a public meeting space before evolving into a fish market and a church. A 10-minute walk takes you to the imposing Monument to Vittorio Emanuele II, with its towering columns and grandiose sculptures.

Rome does this. It surprises you. One minute, you’re shopping for a leather bag, the next, you round a corner and are suddenly confronted with Trajan’s Forum, the last of the Imperial forums to be constructed in ancient Rome.

These spontaneous encounters are part of the beauty of the Eternal City, a place that’s easier than ever for Denverites to visit: In May, United Airlines launched a nonstop flight between Denver International Airport and Rome. The airport’s first direct route to Italy is offered daily between May 1 and September 24. “These are our peak travel months,” said Jonna McGrath, United’s vice president of airport operations in Denver. “There’s always a chance it goes year-round. It depends on what the demand is.” (Full disclosure: United hosted my flight.)

Rome is known to be a relatively safe city (though tourists should be careful about pickpockets around popular sites) and easy to get around. In other words, it’s an ideal destination for solo female travelers like me, one of the fastest-growing travel segments.

The travel company Virtuoso reported that “wander women” make up 71% of solo travelers, while Hilton’s 2025 trends report found that close to half of respondents said they often travel by themselves (a group the hotel chain refers to as “MeMooners”). The solo travel market is anticipated to grow by 9.1% between 2023 and 2030.

As the most populated city in Italy and one of the largest, Rome is known for its “beautiful chaos.” The streets buzz with people and cars and motorbikes and buses. There are endless neighborhoods, restaurants and sites to explore. Lone travelers can benefit from having at least one destination in mind — a venue that can serve as a launching point before allowing curiosity, and Rome’s maze of streets and alleyways, to take the lead.

Start, for instance, with a dose a fresh air following your overnight flight.

Villa Borghese is considered the city’s “green lung” and is situated close to the luxurious InterContinental Rome Ambasciatori Palace hotel. The 197-acre park and its gardens were first developed in 1606. (The Galleria Borghese houses one of the city’s most esteemed art collections; reserve tickets well in advance of your visit.) From there, take a leisurely, mile-long stroll to some of the key tourist attractions: the Spanish Steps, which burst in hues of pink and white when azaleas decorate them in the spring; the Trevi Fountain (visit early in the morning to avoid the lengthy line of people waiting to toss a coin in the turquoise water); and the Pantheon.

Save the Colosseum, one of the New Seven Wonders of the World, and the Roman Forum for another day, when you take ample time to explore the blocks-long complex. (It’s worth booking guided tickets in advance to get the most out of the experience.) A visit in late afternoon offers a view unlike any other: As golden hour approaches, the Colosseum is set ablaze with the last of the sunlight, as if the ball of fire has been purposefully hung to light this one singular feature.

Reward yourself — and give your feet a break — at Fatamorgana’s Monti location, where dozens of gelato flavors await. Or stop at whichever trattoria, enoteca (wine bars) or bar (where you’ll also find coffee) appeals as you walk. Rome is particularly well-known for its pizza; if an option topped with anchovies and zucchini blossoms (fiori di zucca) is available, order it. The city also specializes in two kinds of pasta, carbonara and Amatriciana.

There are enough crowded tourist locales to fill an entire visit to Rome, but it’s worth going off the beaten path, too. A short bus ride from the historic center takes you to Trastevere, a residential neighborhood of cobblestone streets and local restaurants that’s considered by some to be the true heart of Rome.

Walking 20 minutes uphill from the bustling Piazza di Santa Maria takes you to Gianicolo Hill (also known as Janiculum Hill). The overlook, sometimes considered Rome’s eighth hill, is the site of a significant battle in the fight for Italy’s unification back in 1849 (hence the many sculptures that line the area, including a massive bronze monument to one of the country’s forefathers, Giuseppe Garibaldi, at the top), but it’s as well-loved for the views it affords over the Eternal City.

If you’re lucky, a busker will be playing music, inviting a few moments of calm amid the chaos.

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It’s the last day to book a flight on Southwest Airlines without being hit with a fee to check bags after the airline abandoned a decades-long luggage policy that executives once described as key to differentiating the budget carrier from its rivals.

The airline announced the change in March, saying at the time that the the new policy would start with flights booked on Wednesday.

Southwest said Tuesday that it will be charging $35 for a first checked bag and $45 for a second checked bag. Weight and size limits will apply for bags.

Southwest had built years of advertising campaigns around its policy of letting passengers check up to two bags for free. Under its new policy, people who haven’t either reached the upper tiers of its Rapid Rewards loyalty program, bought a business class ticket or hold the airline’s credit card will have to pay for checked bags.

Southwest will continue to offer two free checked bags to Rapid Rewards A-List preferred members and customers traveling on Business Select fares, and one free checked bag to A-List members and other select customers. Passengers with Rapid Rewards credit cards will receive a credit for one checked bag.

People who don’t qualify for those categories will get charged to check bags. The airline said in March that it also would roll out a new, basic fare on its lowest priced tickets when the change takes effect.

The airline estimated in September that charging bag fees would bring in about $1.5 billion a year but cost the airline $1.8 billion in lost business from customers who chose to fly Southwest because of its generous baggage allowance.

Another policy that will take effect on Wednesday is Southwest requiring passengers to keep their portable chargers in plain sight while using them because of concerns about the growing number of lithium-ion battery fires.

These aren’t the only changes at Southwest. The Dallas airline previously announced that it was leaving behind another Southwest tradition, the open-boarding system it has used for more than 50 years. Southwest expects to begin operating flights with passengers in assigned seats next year.

The airline also said last year that it would charge customers extra for more legroom and offer red-eye flights.

Southwest has struggled recently and is under pressure from activist investors to boost profits and revenue. The airline reached a truce in October with hedge fund Elliott Investment Management to avoid a proxy fight, but Elliott won several seats on the company’s board.

The airline announced in February that it was eliminating 1,750 jobs, or 15% of its corporate workforce, in the first major layoffs in the company’s 53-year history.

Shares of Southwest Airlines Co. rose 3% at the opening bell Tuesday along with other carriers in an up day for the sector.

“I fully understand why people might be anxious. My friends and family call me with the same type of questions,” Morgan said.

Pilots, however, aren’t nervous, Morgan said. The 30-year United pilot and managing director of the airline’s Denver-based flight training center said a loss of communication with air traffic control is one of the first things pilots learn to handle.

“It’s something that’s embedded in our pilots’ DNA from a very, very early time,” Morgan said.

The nation’s air traffic control system and the Federal Aviation Administration are under scrutiny after a series of brief communication outages at Newark Liberty International Airport. The latest outage was Monday at the Philadelphia air traffic control center, which oversees flights at the New Jersey airport.

Pilots lost communication for about 90 seconds May 12 with the control center that handles Denver International Airport. Air traffic controllers used another frequency to talk to pilots, FAA officials said.

Messages were left with the FAA about an update to its investigation of the Denver-area incident.

While authorities and airlines haven’t reported any serious safety risks related to the outages, the incidents have spawned flight delays and cancellations. The outages have highlighted ongoing problems with aging and outdated equipment as well as staffing shortages.

Democratic members of Colorado’s congressional delegation asked Transportation Secretary Sean Duffy and Acting FAA Administrator Chris Rocheleau to immediately address the infrastructure and staffing problems at air traffic control centers. They said FAA employees let go as part of the Department of Government Efficiency’s wide-scale federal staff reductions should be reinstated.

“While we are fortunate that our pilots safely managed this potentially catastrophic situation in Denver, this incident is part of an unacceptable pattern that many airports across the country are experiencing,” Colorado Sens. John Hickenlooper and Michael Bennet and Reps. Joe Neguse and Diana DeGette wrote in a letter Tuesday.

The communication lapses are not as much of a safety issue as evidence of the need for systemwide improvements and modernization, said Chad Kendall, associate professor of aviation and aerospace science at Metropolitan State University of Denver.

“We have not come into the 21st Century and kept pace with technological improvements,” Kendall said. “These are government-run facilities, but the buck has been passed from one administration to another for many, many years.”

Kendall said both planes and air traffic control centers have redundant systems that serve as backups if a primary component fails. But he said the communication outage at the Denver Air Route Traffic Control Center in Longmont, which handles traffic at DIA and surrounding states, was unusual because two ground transmitters went down simultaneously.

Kendall, a pilot for 30 years, said the good news is that pilots and air traffic controllers train throughout their careers for such contingencies. “There are thousands of professional air traffic controllers and pilots operating thousands of flights each day very safely.”

‘Layers of redundancy’

“Traffic!” “Traffic!”

The warning on board the Boeing 787 let Capt. Morgan know that a plane was uncomfortably close, about 600 feet above the plane he was piloting. The vertical buffer should be at least 1,000 feet.

Lucky for Morgan, Capt. Toby Lopez, serving as first officer, Capt. Brian Boeding and passengers, the close encounter was provided by one of the high-tech flight simulators at United’s Flight Training Center in northeast Denver.

“If this were real life, we would not be here,” Morgan said. “We would have gone down 500 feet and we would’ve gotten away from that.”

Morgan and Lopez could see the plane out the windshield and on the screen that’s part of the “traffic collision avoidance system.” Pilots can zoom out if they’re flying longer distances or zoom in the closer they get to an airport.

The “multiple layers of redundancy,” provide backups to backups, Morgan said. “If we should ever get down to where we have only one system remaining, we would land the plane in almost every situation.”

In the case of communication lapses like those experienced in Newark and Denver, pilots would switch to the last frequency the transmitter was on. They also monitor an emergency radio frequency that’s always in the background.

“Perhaps the most important part of this is that we have a fully independent system on the airplane where we can see the other air traffic around us,” Morgan said. “We know where they are, how far away, what direction they’re moving, whether they are above or below us and whether they’re climbing or descending.”

Morgan has put in at least 17,000 hours of flying over his career and has lost communication with air traffic control just once. However infrequent, dealing with the scenario is a basic part of flight training and United’s policies and procedures.

“Right from the very beginning,” Morgan said, “it’s something that we’re familiar with, something that we’re constantly thinking about.”

United trains all its roughly 18,000 pilots at the center in Denver. Newly hired pilots spend a couple of months at the 23-acre campus. Pilots who will fly a new kind of aircraft or move up to captain will be in training for a month. And all United pilots spend two to four days every nine months at the center.

The training center, which underwent a $145 million expansion in 2024, can handle about 600 pilots a day. About 1,600 of United’s 10,500 Denver-based employees work at the training center.

Transportation Secretary Duffy has proposed a multibillion-dollar overhaul of the country’s air traffic control system, including plans to upgrade the radio systems used to communicate with pilots and upgrade facilities.

“I’m excited about the leadership role the FAA is taking in this case,” Morgan said. “It will make us better, make us more efficient. From a safety perspective, I have no concerns because we’ve been operating this way successfully for a long time.”

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DALLAS (AP) — Whether it’s a road trip to a nearby lake or jumping on a plane to explore a big city, Americans are expected to get away in record numbers over the long Memorial Day weekend even as economic and technical worries rattle the U.S. travel industry.

Over 45 million people — 1.4 million more than last year — will venture at least 50 miles from their homes between Thursday and next Monday, with the vast majority going by car, auto club organization AAA predicts. The holiday’s previous domestic travel record was set 20 years ago.

AAA spokesperson Aixa Diaz said the analysts who prepared the forecast weren’t sure when they started their research if concerns about the economy would cause fewer U.S. residents to plan getaways for the unofficial start of summer, but it doesn’t seem to be the case.

“People are still feeling pretty good about travel,” Diaz said, adding that some households and individuals may just opt to spend less money on their trips.

Hitting the (hopefully) open road

Like last year, about 87% of travelers are driving to their Memorial Day destinations, AAA said. About 39 million people, or 1 million more than last year, are expected to take road trips, which Diaz noted many families find easier and cheaper than flying.

“You leave whenever you want,” she said. “You can pack as much as you want in the car, make stops along the way.”

AAA’s fuel tracker shows motorists can expect to pay less for gasoline this year; the U.S. average price on Sunday was $3.18 for a gallon of regular gas compared to $3.60 a year ago. Renting a vehicle and staying in a hotel also may cost less, according to the most recent Consumer Price Index.

Transportation-data firm INRIX anticipates the worst holiday traffic will be in the afternoons and evenings. It said drivers hitting the road on Thursday should leave before 12 p.m., and those planning Friday departures should leave before 11 a.m.

On Memorial Day itself, the firm predicts the most congested time on roads will be 4 p.m.-7 p.m.

What’s up with air travel?

In 2024, the Friday before Memorial Day was among the record-setting days for the number of airline passengers screened at U.S. airports. While airports should be busy again this Friday, the outlook for air travel this year is unclear.

Air safety has been on the minds of travelers after the deadly midair collision in January of a passenger jet and a U.S. Army helicopter above Washington, D.C. In recent weeks, flight delays and cancellations stemming from an air traffic controller shortage and equipment failures at a facility that directs in and out of the Newark, New Jersey, airport have also made some people wonder whether to get on a plane.

Most major U.S. airlines said they planned to reduce their scheduled domestic flights this summer, citing an ebb in economy passengers booking leisure trips. Bank of America reported this month that its credit card customers were spending less on flights and lodging.

But an analysis by aviation data provider Cirium of Memorial Day weekend tickets bought through online travel sites found an increase of about 3% across two dozen U.S. airports compared to last year. Bookings were down 10% for flights at Washington Dulles International Airport and down 9% for flights at Newark Liberty International Airport, according to Cirium’s data.

AAA said the weekend isn’t expected to set a passenger volume record, but the organization estimates that 3.6 million residents are set to fly over the holiday, nearly 2% more than last year. Airfares cost an average of 7.9% less last month than they did a year earlier, according to government price data.

The U.S. travel and tourism industry will watching during the weekend and the weeks ahead to see what might be in store for the summer travel season. Tourism industry experts have warned that anger about the Trump administration’s tariffs and rhetoric, and concern about tourist detentions at the U.S. border, have made citizens of some other countries less interested in traveling to the U.S.

The national statistics agency of Canada reported last week that the number of residents making return trips by air from the U.S. fell 20% in April compared to the same month a year earlier, while return trips by car were down 35%.

From big city lights to starry nights

Across Texas, reservations for day passes and camping spots were filling up at state parks for the weekend, said Tara Humphreys, director of interpretation with Texas State Parks. Stargazing parties were among events planned at parks across the state.

Bolstered by its theme parks and nearby cruise ports, Orlando, Florida, tops AAA’s list of most popular domestic destinations for the weekend. The grand opening of the city’s newest theme park, Universal’s Epic Universe, is scheduled for Thursday.

“A lot of schools are out those days prior to Memorial Day weekend and so it’s just another opportunity for them to enjoy the destination,” Visit Orlando President and CEO Casandra Matej said.

Long weekends are a good time to hop on a short flight to a big city, said Hayley Berg, lead economist at the travel site Hopper. She said top searches for the weekend on the site included New York, Miami and Las Vegas.

“Typically, we see over three-day weekends travelers look for destinations that are a quick flight away, so maybe like a couple hour flight at most,” she said.

Seattle is another top destination, according to AAA booking data, with Memorial Day weekend kicking off the peak Alaska cruise season. Michael Woody, Visit Seattle’s senior vice president and chief strategy officer, said that visitors can take in what the city has to offer and also fit in some time in nature.

AAA is also projecting about 2 million people will travel by train, bus or cruise ship over the weekend, an 8.5% increase over last year.

Weather conditions may factor into travel plans and holiday celebrations in some areas. Nick Novella, a meteorologist at the National Weather Service’s Climate Prediction Center, said parts of the Western U.S. were expected to see soaring temperatures over the holiday weekend, while there’s a possibility of heavy rain in parts of the East Coast.

The Denver Air Route Traffic Control Center lost communication with pilots for about 90 seconds at 1:50 p.m. when transmitters that cover a segment of airspace went down, the Federal Aviation Administration said in a statement Thursday.

The center, in Longmont, is one of 22 across the United States and covers 285,000 miles of airspace over nine states, including portions of Wyoming, Kansas, Utah, Nebraska, New Mexico, South Dakota and Arizona.

When the transmitters went down, air traffic controllers used another frequency to communicate instructions to pilots, FAA officials said.

“Aircraft remained safely separated and there were no impacts to operations,” the agency said. “The FAA is investigating.”

The outage impacted a primary and main backup frequency but not radar operations, FAA’s head of air traffic control Frank McIntosh said during a U.S. House of Representatives hearing Thursday.

Denver7 first reported the communication failure on Wednesday.

DIA officials referred questions about the outage to the FAA. United Airlines, which operates a major hub at the airport, was not impacted by the outage, a spokesperson said Thursday.

The outage occurred as the FAA is under increased scrutiny following recent plane crashes and other mishaps, including a deadly midair collision between a passenger jet and an Army helicopter in January that killed 67 people in Washington, D.C.

In recent weeks, a Philadelphia facility that directs planes in and out of Newark Liberty International Airport in New Jersey reported two radar and communication failures.

The Philadelphia and Denver facilities serve different functions, according to the New York Times. While the Philadelphia center mainly guides aircraft that are taking off and landing, Longmont’s air traffic control center oversees planes in the air — usually higher in the sky, farther apart and moving at steady speeds.

FAA officials have said the problems are caused in part by staff shortages and aging equipment. Last week, President Donald Trump’s administration announced a multibillion-dollar plan to overhaul the country’s air traffic control system, including replacing equipment that relies on floppy disks and replacement parts from eBay. The administration also fired hundreds of FAA employees in April, including radar, landing and navigational aid maintenance workers.

While aviation equipment and transmitters sometimes fail, the scenario that played out Monday in Longmont is not typical, said Chad Kendall, an aviation expert and associate professor at Metropolitan State University of Denver.

Pilots are extensively trained on what to do when there are communication failures, Kendall said, but the outages in Colorado and Newark, along with other issues, mean it’s time to look at facilities, equipment and technology under a microscope.

“The discussion of aging technology has been around for a long time, and we’ve been putting Band-Aids on holes in the system,” Kendall said. “It’s now time to take a more direct and calculated and robust response to fix these problems and update the national airspace system.”

And while news of aviation problems may make travelers nervous, Kendall said the system as a whole is still safe.

“… we still have the best national airspace system in the world and pilots are well trained to handle this,” he said.

The Associated Press contributed to this report.

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It may seem like a worsening economy would be a boon for ultra-budget carriers, but in reality it’s the opposite. People who can’t afford to fly don’t really trade down, they just stop flying — leaving mostly those traveling for business, internationally or on loyalty points, up for grabs.

That comes as the industry has undergone a big shift: Lower-cost airlines such as Spirit and Frontier have sought to go more upscale, and full-service carriers like Delta Air Lines Inc. and United Airlines Holdings Inc. have broadened their range to capture budget-minded travelers. JetBlue Airways Corp. has sought to offer lower fares but with a more upscale ambiance such as vegan leather seats and self-serve snacks.

Demand for domestic leisure travel — the bread and butter for low-cost carriers — is rapidly evaporating as President Donald Trump’s trade war rattles consumer confidence. It’s thrown airlines’ hopes for a banner year and higher ticket prices out the window, and with it, an expected tailwind for discount carriers retooling their offerings.

Most U.S. airlines have withdrawn their full-year earnings forecasts.

Even as more passengers look for bargains, it’s discount carriers that stand to be hit hardest from the downturn ripping through the aviation industry.

“I am honestly just done with them overall for our major family trips,” said Jim Wahlen, a 42-year-old who works in commercial property maintenance. “I have flown Spirit, Frontier and Allegiant in the past, and it is always just stressful on what they are going to charge you for and when.”

Wahlen said he recently booked a trip for his family of four from Chicago to Punta Cana in the Dominican Republic on Frontier. He bought the tickets thinking they would cost far less than flying on a legacy carrier like Delta. But after the fees added up, the difference became much smaller than expected — bringing him to regret flying on a budget carrier.

Frugal-flyer airlines set out to democratize air travel through a lowest common denominator approach — and for years earned tidy profits doing so. But more recently they’ve struggled. Spirit went bankrupt late last year. Frontier said on May 1 that it expects to post another loss this quarter. Smaller operators like Allegiant Air and Sun Country Airlines making direct flights primarily to leisure destinations saw 2024 profit margins decline.

Part of that stems from stubbornly higher costs after the pandemic that upended their ability to operate as bargain-bin businesses. It also reflects more competition from legacy carriers and a fatigue factor among the flying public: Spirit and Frontier rank among the worst for on-time arrivals and for the percentage of canceled flights.

Those two carriers are dealing with their existential crisis by ditching a longstanding rock-bottom pricing formula. Instead, they’ve tiptoed toward fuller service cabins with more fare options, assigned seats and even a free checked bag. But that also adds costs.

“As consumers changed their preferences, we evolved with the times,” Barry Biffle, chief executive officer of Frontier Group Holdings Inc., said in an interview. “They want more, so that’s why we’re introducing a first-class product later this year.”

Spirit, which emerged in March as Spirit Aviation Holdings Inc. following its Chapter 11 filing, declined to comment. Its relisted shares fell 32% in their debut April 29.

Big carriers — which are better insulated from domestic travel because of their international operations and corporate clients — have doubled down on their own no-frills offerings since the pandemic. But those basic economy seats still include some benefits like decent legroom, free beverages and popular loyalty programs.

“The low-cost carrier model is about ‘We’re going to offer you a low price and we’re going to, pardon my language, screw you everywhere else’,” United CEO Scott Kirby said April 24 at a conference in Washington. “And customers hate it.”

At its heyday in the 2010s, Spirit rose to prominence with cheap ticket prices, shock marketing tactics and optional add-ons — including its infamous carry-on bag fee, an industry first. The carrier made it all work by running an extremely lean operation. It saved money by cramming passengers into one-size-fits-all planes with non-reclining seats and charging extra for anything and everything.

A bottle of water? Assigned seat? Printed boarding pass? All subject to additional fees.

Spirit even pulled the plug on its toll-free customer service number to save money under thrifty former CEO Ben Baldanza. Executives at its headquarters near Fort Lauderdale, Florida, were responsible for emptying trash cans and vacuuming their own offices.

But above all, growth was paramount. The more planes being flown, the lower the cost to fly each seat a mile. That formula allowed the discounters to profit even as they cut fares relentlessly.

Spirit’s adjusted operating margin was more than double that of larger rivals like American Airlines Group Inc. and United in some years. The spunky carrier’s profit peaked in 2019, just before the pandemic wreaked havoc on the airline industry. It’s lost money each year since then.

“The original ultra-low-cost model is gone for good in the US,” said Frontier Chairman Bill Franke in a separate interview. “It will be difficult to move back to a model that is less consumer friendly.”

That strategy was pioneered by Spirit two decades ago under the guidance of Franke after his Indigo Partners LLC, took controlling ownership. He later sold his stake and used the same playbook when he bought Frontier in 2013. Other discount airlines sought to emulate the initial success of Spirit and Frontier, but on a more limited scale.

Franke blames the demise on a constellation of factors, including higher costs after the pandemic for everything from labor contracts to landing fees at airports. And then there’s the incursion by legacy carriers with their own lower-cost seating options.

“The rise of basic economy and the use of that as a weapon has changed the landscape,” said Conor Cunningham, a Melius Research analyst.

Spirit was ready to leave its discounter roots behind by accepting a takeover offer from JetBlue, but the merger was blocked on antitrust grounds last year by a federal judge.

That closed off the type of exit ramp used by People Express Airlines, the original low-cost carrier from the 1980s. It was bought out by the former Texas Air and then merged into Continental Airlines, which is now part of United.

(With assistance from Will Kubzansky.)

©2025 Bloomberg L.P. Visit bloomberg.com. Distributed by Tribune Content Agency, LLC.

The preliminary Airports Council International rankings also place DIA as the third-busiest in North America for the fourth year, based on DIA’s record passenger traffic last year.

Capacity growth by the largest airlines and increased flight frequencies, combined with new carriers adding service, maintained DIA’s position. Aer Lingus launched flights to Dublin, Ireland, and Turkish Airlines launched flights to Istanbul, Turkey. DIA chief executive Phil Washington cited “continued, thoughtful growth” toward a target of handling 100 million passengers within the next couple of years by expanding global reach.

DIA’s record-breaking 82.3 million passengers traveling through the airport in 2024 represented a 5.8% increase compared with 2023. International passenger traffic at DIA is increasing faster – up 15% above the 2023 level to more than 4.6 million. That’s 46% more than the pre-pandemic international passenger traffic in 2019.

Worldwide, DIA’s passenger traffic placed behind the numbers in Atlanta (108 million), Dubai (92.3 million), Dallas/Fort Worth (87.8 million), Tokyo (85.9 million), and London (83.8 million).

The ACI airport rankings are based on data from 2,700 airports worldwide. DIA had the fourth most aircraft takeoffs and landings among the world’s airports last year, exceeded only by the aircraft movements at Atlanta, Chicago/O’Hare, and Dallas-Ft. Worth.

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Some of them have been waiting years for construction timelines to gradually unfold.

Related: Four more local restaurants land at Denver International Airport

The Bagel Deli

Family-owned for three generations, the Bagel Deli — which operates its five-decade-old diner on East Hampden Avenue — is now open in the Concourse A Marketplace, serving “fresh bagels, stacked sandwiches, and authentic deli fare — perfect for a quick, satisfying meal before your flight or to take on the plane,” restaurant reps said.

The Bindery

Originally slated to open in early 2023, The Bindery will be serving its popular dishes — soups, salads, fish and more — near gates 24 and 26 in Concourse A. A spokesperson for the airport said it is now on track to open in May. (Its liquor license permit is currently pending with Denver’s excise and license department, which is a good sign.)

Cholon Modern Bistro

This popular Asian fusion concept from chef Lon Symensma opened in mid-December in Concourse C near Gate 62. The menu features “signature dishes inspired by Southeast Asia and Western Europe … from savory dim sum offerings to wok-fried creations,” DIA representatives said.

D Bar

Keegan Gerhard was one of Denver’s first star chefs, and although his cafe in Denver’s Uptown neighborhood has closed, he still runs a location in Central Park, specializing in desserts and other sweet treats. This weekend, D Bar’s newest location is scheduled to open near Gate A38 at DIA.

Finch on the Fly

An offshoot of longtime Denver cafe, Olive & Finch, this grab-and-go kiosk opened for business on Jan. 29 in Concourse A, serving “high-quality, healthy and affordable fare” from chef Mary Nguyen. Olive & Finch is in the midst of a big expansion that includes two new locations downtown.

Marczyk Fine Foods

This specialty neighborhood market with two locations in Denver has now expanded into DIA, where it sells a section of grab-and-go items; a curated menu of fresh-made, locally sourced sandwiches; salads and snacks. There is also a full wine and beer bar. Located near Gate C62.

Maria Empanada

Lorena Cantarovici opened her newest Denver restaurant earlier this year on E. Colfax Avenue, and she’ll add an airport version of Maria Empanada in May, according to a DIA. Located in Concourse A, near Gate 24, it will serve several versions of the South American specialty.

Osteria Marco

When it opens, possibly as soon as June, Osteria Marco will be the second airport restaurant operation for Denver chef and restaurateur Frank Bonanno. The other is Salt & Grinder, which no longer has a storefront in the city — Bonanno recently replaced it with a new concept called Dumplin’ — but lives on at DIA. Osteria Marco is known for fresh pasta and pizza and will be on the upstairs mezzanine on the B Concourse, near the escalator to the trains.

Teatulia Tea & Coffee Bar

Located in the River North Art District, Teatulia sources its organic teas directly from its garden in Bangladesh. At the airport, “Teatulia will feature its signature tea and coffee lattes, iced teas and wellness blends,” the company said. Look for it near Gate 62 in the C Concourse.

Tocabe

Tocabe, one of the only restaurants in Denver specializing in Native American cuisine, opened for business in DIA’s Terminal A on April 7.

Uncle

Uncle helped put Denver ramen on the map, and now that map will extend into DIA’s flight path as Tommy Lee’s restaurant is slated to begin slinging noodle bowls, beginning in May, near Gate A24.

Williams & Graham

Even if you’re not flying first class, you’ll be able to order some first-class cocktails at  Williams & Graham, which is expected to open on April 21, near Gate A38. Bartender Sean Kenyon’s award-winning Denver bar mixes up 60 classic cocktails, some of which will make their way to DIA.

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Photos showed passengers scrambling out on a wing above the smoke as ground crew members tried to get the bridge to DIA in place and positioned slides and ladders.

“Evacuation procedures will be part of the investigation,” an NTSB email said. The role of the bridge, in particular, “is something the investigators are looking into.”

An NTSB-led team has been investigating at DIA since the incident on March 13, when American Airlines Flight 1006 took off from Colorado Springs at 4:52 p.m., bound for Dallas-Fort Worth. It diverted at 5:14 p.m. to DIA after crew members reported engine vibrations. The aircraft landed safely and taxied to gate C38, where the fire broke out.

DIA ground crews went to the gate and doused the flames as 172 passengers escaped. A dozen passengers were taken to the University of Colorado Hospital in Aurora for treatment of smoke inhalation and minor injuries.

An NTSB study done 25 years ago of 46 evacuations over a two-year period found engine fires are the most common cause and that, even when flight attendants commanded passengers to “leave everything,” passengers often took their belongings. Nearly 50% of passengers interviewed for the study reported trying to remove a bag during the evacuation.

The FAA sets standards for airlines to follow in emergencies.

“Airlines determine how to do that, and flight attendants typically instruct passengers to leave all carry-on luggage in the cabin if they evacuate,” FAA spokeswoman Cassandra Nolan said. “FAA regulations require passengers to obey crewmembers’ safety instructions,” Nolan said.

American Airlines officials did not respond to requests to discuss what happened.

Airline crews undergo training to prioritize passenger safety and quick movement of people off the plane.

At Metropolitan State University of Denver, Aviation and Aerospace Science professor and FAA chief instructor Chad Kendall, a former commercial airline pilot for American Eagle and other airlines, saw the incident as a case study in the complexities of evacuating aircraft.

Beyond the question of which exits were used and crew members’ actions, “a crucial and unpredictable element is human behavior,” Kendall said. “Passengers often react instinctively under stress, which can either aid or hinder the process, he said.

“Even if the jet bridge was in use for passengers deplaning through the forward exits, the urgency and panic inside the cabin may have led passengers to independently initiate an evacuation through the over-wing exits,” he said. “Instinct takes over, and their primary focus becomes finding the nearest available exit to ensure their safety.” 

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