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The Miami Dolphins (5-6) ring in the holidays against the Green Bay Packers (8-3) with a Thanksgiving Day game. Kickoff Thursday from Lambeau Field is set for 8:20 p.m. EST (NBC). Let's analyze BetMGM Sportsbook's NFL odds around the Dolphins vs. Packers odds , and make our expert NFL picks and predictions . The Phins have won 3 straight after a 34-15 win over the New England Patriots as 7.5-point favorites. QB Tua Tagovailoa is rounding into form as he threw for 317 yards and 4 TDs. WR Jaylen Waddle (8-144-1) and TE Jonnu Smith (9-87-1) balled out in the victory. The Packers have won 2 straight and 6 of 7 games after a 38-10 beatdown of the beat-up San Francisco 49ers. They were 6-point faves in that one. RB Josh Jacobs controlled the game with 26 carries for 106 yards and 3 TDs. QB Jordan Love didn't have to do a whole lot as he was 13-for-23 for 163 yards and 2 scores. Play our free daily Pick’em Challenge and win! Play now ! Dolphins at Packers odds Provided by BetMGM Sportsbook ; access USA TODAY Sports Scores and Sports Betting Odds hub for a full list of NFL odds . Lines last updated at Wednesday at 6:32 p.m. ET. WIN YOUR FANTASY FOOTBALL LEAGUE! The Huddle has been turning players like you into winners for over 25 years. This season, it's your turn. Custom fantasy football rankings, sleepers and tools are just a click away. Save 25% off the Internet's best-kept secret. Subscribe now ! Dolphins at Packers key injuries Dolphins Packers FOOTBALL NEVER STOPS Live games, analysis and more 7 days a week: Get ESPN+ Dolphins at Packers picks and predictions Prediction Packers 24, Dolphins 20 Moneyline It's slated to be 27 degrees for this game, and Miami is a warm-weather team that will likely flounder in the cold. However, -185 is too steep for me. JOSH JACOBS OVER 74.5 RUSHING YARDS (-110) is a no-brainer for me. He has hit this mark in 5 straight games, and the cold weather will give Green Bay the advantage to run some clock. Against the spread Go easy here, and I would consider paying to scale it back to -2.5 (-150), but I will take the PACKERS -3.5 (-105) . The Pack have gone 1-4 ATS over the last 5 games, and the Dolphins' offense has looked good. But this weather is a different animal. Over/Under The Packers are 4-5-1 O/U in the last 10 games, and the Dolphins are 5-5. These teams last met in 2022 in Miami, and the Under hit with the Pack winning 26-20. The last time Miami was in Lambeau was 2018 and it was a 31-12 Packers victory with an Under cash. I like the UNDER 47.5 (-105) . Want to play some games of your own? Play for free at the best social casinos and enjoy lots of slots, blackjack, video poker, roulette and more. You can even earn real prizes! For more sports betting picks and tips , check out SportsbookWire.com and BetFTW . Follow Ryan Dodson on Twitter/X . Follow SportsbookWire on Twitter/X and like us on Facebook . Access more NFL coverage: BetFTW | TheHuddle Fantasy Football | BearsWire | BengalsWire | BillsWire | BroncosWire | BrownsWire | BucsWire | CardsWire | ChargersWire | ChiefsWire | ColtsWire | CommandersWire | CowboysWire | DolphinsWire | EaglesWire | FalconsWire | GiantsWire | JaguarsWire | JetsWire | LionsWire | NinersWire | PackersWire | PanthersWire | PatriotsWire | RaidersWire | RamsWire | RavensWire | SaintsWire | SeahawksWire | SteelersWire | TexansWire | TitansWire | VikingsWire | DraftWire | TouchdownWire | ListWire More NFL Picks and Predictions! Fantasy football rankings (PPR scoring) and cheat sheets: Week 13 New York Giants at Dallas Cowboys odds, picks and predictions Best NFL underdog picks and predictions for Week 13
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The following statement was written by CUNY students and workers in solidarity with Amazon and Starbucks workers on strike. Many of us have joined picket lines and want to call on our peers and co-workers to stand in solidarity. Over 150 people and groups have signed this statement. Add you signature here. We, the students, faculty, staff and alumni of the City University of New York (CUNY), declare in this statement our solidarity with the workers striking for higher wages and humane work environments at the Amazon warehouses and at Starbucks stores. Many of these workers on strike are students, including students at CUNY and we the CUNY community stand in solidarity. We demand that the striking Amazon workers have their union acknowledged and that win a contract. They should make a minimum of $30 wage, an end to forced overtime and improved safety measures in their work environments. We demand that the striking Starbucks workers have their demands met, wages raised, and that the company ends its union-busting practices. We stand against repression by the police or by Amazon or Starbucks against workers and supporters. We the CUNY community stand in solidarity with the strikes and will continue to do so until the demands for humane treatment of these workers are fulfilled! As Black and Brown students, immigrants, and low income New Yorkers of a public university, we know the struggle of being workers, many of us working two or more jobs while caring for our children and families while studying for degrees to be able to increase our wages in an already underpaid job market. We pay tuition at a school that used to be free for all students. We stand with the striking Amazon workers because many of us ARE workers in grueling, underpaid jobs like those that they are striking from. As CUNY workers, we struggle to best serve our students in an under-funded university, as well as to make ends meet as CUNY management continues to refuse us real wage increases. Our struggles are all connected: the billionaires who own Amazon and Starbucks profit off of workers’ labor and hoard the immense wealth that our labor has produced. That same wealth could be used for a fully funded and free CUNY that could give Amazon, Starbucks, and CUNY workers the liveable wages for a comfortable and healthy life. We encourage individuals who are CUNY students, workers, or alumni to sign this statement, as well as student and worker clubs and organizations. And if you are able, join a picket line! In Queens 55-15 Grand Ave, Maspeth, NY 11378 In Staten Island 546 Gulf Ave, Staten Island, NY 10314 And various NYC Starbucks locations (check places and dates here!) Left Voice CUNY4Palestine CUNY on Strike Rank and File Action Brooklyn College LGBTA Club DGSC Dominican Studies Group GC Student-Parent Organization Bronx and Hostos Action committee Hostos community college hip-hop club Crafts for Community Llamas United front committee for a labor party Individual Signatures: Fia Sanchez, student, Brooklyn College Tatiana Cozzarelli, Adjunct, Hunter and Brooklyn College Stuart Chen-Hayer, Professor, Lehman Liana DeMasi, Adjunct Lecturer, City College & John Jay Nichole Shippen, Faculty, LaGuardia CC Mariel Acosta, student, CUNY Graduate Center Rebecca Lurie, Faculty, SLU Lucien Baskin, Student, Grad center Eman Shappan, Student, Brooklyn College Helena Najm, Graduate Assistant, The Graduate Center Sonia Sanchez, Student and faculty, Graduate Center Renee Bell, Faculty, Lehman College Lauren Wolf, Faculty, Hostos Jalisa A Alvarez, Student, Hostos Jorge Sanz, Student, HOSTOS Community College Anitta Santiago, Faculty, Hostos CC Linda, Student, Brooklyn College Christopher Santiago, Faculty, College of Staten Island Saadia Toor, Faculty, CSI Anamaría Flores, Faculty, Hostos community college Blessing Adebisi, student, Hostos community college Jean Lewis, Student, Hostos Maria Plochocki, Faculty , Lehman/ citytech Joe Riccio, Student, Adjunct Graduate Center, Baruch Sugeiry Fernandez, Student and staff, New York City College of Technology Vaishali Patra, Student and staff, Queens College Iris Almonte, Student, Brooklyn College Max, Student, Hostos Community College C. Michael Togbah, Student, Hostos Community College Leila Bahssain, Hunter student Sara Morales, Student, Hunter College Marilyn Trahan, student, BMCC Garrett Schmidt, Student, Brooklyn College Sherry Millner, Faculty, CUNY Staten Island Samina Shahidi, Staffer, student, School of Labor and Urban Studies Maya Jean, Student, Hostos Laura Kaplan, Alumni, Hunter College Tess Bilhartz, Adjunct, BMCC Thomas Volscho, Faculty, College of Staten Island Zaira Andrade, Student, Hunter College Isha Nartey Tokoli, Student, Eugenio María de Hostos Community College Jane Marcus-Delgado, Faculty, CSI Ozlem Goner, Faculty, College of Staten Island Ruksana Ruhee, Student, Baruch College Giselle Bermudez, Student, Hostos Community College Evan Smith, Faculty, Baruch Walter Lucken IV, Faculty, Queens College Boyda Johnstone, faculty , BMCC Isabel Ortiz, Adjunct lecturer, Baruch, CCNY Esther, Staff, Medgar Evers College Nicole Lopez-Jantzen, Faculty, BMCC Olivia Wood, faculty, City College Victoria Stratis,Faculty, Baruch College Mica Scalin, Student, Queens College Alycia Sellie, faculty, Graduate Center Nathan Nikolic, Faculty, Baruch Britt Munro,PhD candidate, adjunct instructor, The Graduate Center CUNY Anick Rolland, Alumni/Staff, GC Chad Kidd, Faculty, City College of New York Aaron Braun, Student, Graduate Center Jefferson, Student , School of Labor Christopher Mejia, Alumni, Brooklyn College, School of Labor and Urban Studies Enid Brain , Student, Staff, City College. Graduate Center T , Alumni, Hunter Derek Ludovici, Adjunct Faculty; grad candidate, BC; CCNY; GC Patricia Cipollitti Rodriguez, Student, Graduate Center Jamie Pohl, Student, Hunter College Anthony Arredondo, Student, Hunter Tristan Montañez, Undergrad student , Hunter College Kendall Allison, Student , Grad Center Noelle Bartolotta, Student , Hunter College Joseph Ensio Juntunen, CTS Student, School of Labor and Urban Studies Amanda Long, Alumni and Faculty , Queens College Forrest Pelsue , Student / teaching fellow, Graduate Center / City College Maria Arettines, Alum, Hunter Juan, Almuni, Baruch College Jaime Weida, Faculty, BMCC Sarah Cunningham, Student, Hunter College Trevor Clarke , Student, School of Labor and Urban Studies Mobina Hashmi, Faculty, Brooklyn College Joseph Entin, Professor, Brooklyn College Julie Hegner, Staff, Brooklyn Amazon CUNY
It's been a long road back to the highest levels of motorsport for Canadian driver Robert Wickens. Six years after he was paralyzed in a violent wreck, Wickens will again be behind the wheel against some of the best drivers in North America. Wickens, from Guelph, Ont., was named the newest driver for DXDT Racing earlier this week, moving the 35-year-old up to IMSA GTD competition for 2025, the highest class on the WeatherTech SportsCar Championship series. His promotion was made possible by a new hand control braking system created by Bosch Electronics, with help from GM Motorsports and Corvette Racing/Pratt Miller. "It's not going to be easy but I wanted to get to the highest levels of motorsport again because, frankly, that's where I was when I was injured," said Wickens, who crashed at Pocono Raceway in 2018 during IndyCar's ABC Supply 500. "But not only that, I want to prove to myself and other generations of people with disabilities that you can really do anything. "Maybe you're having a hard time getting back to your place of work after a life-altering accident and — whatever your discipline, it doesn't even have to be athletics — but I know it's possible as long as you align yourself with a strong support system." For Wickens, that's been his wife Karli Wickens, his family and, in his professional life, organizations like Bosch and GM. Wickens's crash left him with a thoracic spinal fracture, a neck fracture, tibia and fibula fractures to both legs, fractures in both hands, a fractured right forearm, a fractured elbow, four fractured ribs, a pulmonary contusion, and an indeterminate spinal injury that combined to make him a paraplegic. As he has slowly recovered some movement in his legs, Wickens has eased back into motor racing. He drove the parade lap of the 2019 Honda Indy Toronto, competed in the IndyCar iRacing Challenge during the early days of the COVID-19 pandemic, and then in January 2022 it was announced he would drive in the Michelin Pilot Challenge for Bryan Herta Autosport. He and co-driver Mark Wilkins won twice in the Michelin Pilot Challenge's TCR category with three podiums in 2022. In 2023 the pairing didn't win, but they reached the podium seven times to earn the TCR championship. All of Wickens's post-accident cars have been fitted with hand controls. Those conventional systems rely on paddles around the steering wheel that activate pneumatics that then press the foot pedals. Hand controls like that are acceptable for regular road vehicles and even lower levels of motorsports but in the highest classes, like IMSA GTD where cars top out at more than 280 kilometres, the lag between the driver toggling the paddle and the car responding is unacceptably slow. That's where the Bosch electronic system comes in, with the controls linked directly to the car's braking system, removing the pneumatics as an intermediary. "When you hit the brakes to slow the car down for each corner that was always a big challenge for me where (with) the Bosch electronic system, the latency is milliseconds not tenths of a second," said Wickens. "It's basically as accurate as I would be if I was an able-bodied driver wanting to apply the brake. "Honestly, it's just better in every facet imaginable. It's just been a true blessing." Advances in physical rehabilitation from spinal cord injuries as well as the ongoing development of vehicle technology has made Wickens's return to competitive motorsport possible. "I'm very fortunate in the timing of my paralysis and my career," Wickens said Wednesday from Tampa, Fla. "If this was even a decade ago we'd be having a very different conversation today." The IMSA WeatherTech SportsCar Championship has four classes of vehicles: two sports prototype categories and two grand tourer classes. GTD is considered the highest of the four classes because each team must have at least a silver or bronze driver and more than one platinum-rated driver on a team is prohibited. "I want to win," said Wickens. "I think the big thing for me on this journey back was I wanted to race again because I truly felt like I could still win. "I want to raise awareness for spinal cord injury and disability, not by just being a participant, but by being the guy. I want to win races, fight for podiums, win championships, every time I'm sitting in the car." Wickens said he won't just be a role model for people living with paralysis or other mobility disabilities, but the technology his car will employ in 2025 will likely become commercially available for use in road vehicles. "Motorsports and the automotive racing industry were founded to be a proving ground for everyday automotive vehicles," he said. "From there you make road cars and road safety better. "Hopefully we can provide the technology and have regularly available components that can make any race car accessible for anyone that needs hand controls or any other form of disability." This report by The Canadian Press was first published Nov. 27, 2024. Follow jchidleyhill.bsky.social on Bluesky. John Chidley-Hill, The Canadian Press
--(BUSINESS WIRE)--Dec 3, 2024-- UnitedHealth Group (NYSE: UNH) issued financial guidance ahead of its annual Investor Conference which takes place on December 4, beginning at 8:00 a.m. ET. UnitedHealth Group will introduce its 2025 outlook which includes revenues of $450 billion to $455 billion, net earnings of $28.15 to $28.65 per share and adjusted net earnings of $29.50 to $30.00 per share. Adjusted net earnings only excludes the after-tax non-cash amortization expense pertaining to acquisition-related intangible assets. Cash flows from operations are expected to range from $32 billion to $33 billion. As announced in the third quarter earnings release, UnitedHealth Group 2024 net earnings are expected to be $15.50 to $15.75 per share and adjusted net earnings $27.50 to $27.75 per share. The company will stream the Investor Conference presentation and management question-and-answer portion of this meeting on its Investor Relations page at www.unitedhealthgroup.com . Meeting materials and a replay of the conference will be available on the Investor Relations page. About UnitedHealth Group UnitedHealth Group (NYSE: UNH) is a health care and well-being company with a mission to help people live healthier lives and help make the health system work better for everyone through two distinct and complementary businesses. Optum delivers care aided by technology and data, empowering people, partners and providers with the guidance and tools they need to achieve better health. UnitedHealthcare offers a full range of health benefits, enabling affordable coverage, simplifying the health care experience and delivering access to high-quality care. Visit UnitedHealth Group at www.unitedhealthgroup.com and follow UnitedHealth Group on LinkedIn . Non-GAAP Financial Information This news release presents non-GAAP financial information provided as a complement to the results provided in accordance with accounting principles generally accepted in the United States of America (“GAAP”). A reconciliation of the non-GAAP financial information to the most directly comparable GAAP financial measure is provided in the accompanying tables found at the end of this release. Forward-Looking Statements The statements, estimates, projections, guidance or outlook contained in this document include “forward-looking” statements which are intended to take advantage of the “safe harbor” provisions of the federal securities laws. The words “believe,” “expect,” “intend,” “estimate,” “anticipate,” “forecast,” “outlook,” “plan,” “project,” “should” and similar expressions identify forward-looking statements. These statements may contain information about financial prospects, economic conditions and trends and involve risks and uncertainties. Actual results could differ materially from those that management expects, depending on the outcome of certain factors including: our ability to effectively estimate, price for and manage medical costs; new or changes in existing health care laws or regulations, or their enforcement or application; cyberattacks, other privacy/data security incidents, or our failure to comply with related regulations; reductions in revenue or delays to cash flows received under government programs; changes in Medicare, the CMS star ratings program or the application of risk adjustment data validation audits; the DOJ’s legal action relating to the risk adjustment submission matter; our ability to maintain and achieve improvement in quality scores impacting revenue; failure to maintain effective and efficient information systems or if our technology products do not operate as intended; risks and uncertainties associated with our businesses providing pharmacy care services; competitive pressures, including our ability to maintain or increase our market share; changes in or challenges to our public sector contract awards; failure to achieve targeted operating cost productivity improvements; failure to develop and maintain satisfactory relationships with health care payers, physicians, hospitals and other service providers; the impact of potential changes in tax laws and regulations; increases in costs and other liabilities associated with litigation, government investigations, audits or reviews; failure to complete, manage or integrate strategic transactions; risk and uncertainties associated with the continuing sale of operations in South America; risks associated with public health crises arising from large-scale medical emergencies, pandemics, natural disasters and other extreme events; failure to attract, develop, retain, and manage the succession of key employees and executives; our investment portfolio performance; impairment of our goodwill and intangible assets; failure to protect proprietary rights to our databases, software and related products; downgrades in our credit ratings; and our ability to obtain sufficient funds from our regulated subsidiaries or from external financings to fund our obligations, reinvest in our business, maintain our debt to total capital ratio at targeted levels, maintain our quarterly dividend payment cycle, or continue repurchasing shares of our common stock. This above list is not exhaustive. We discuss these matters, and certain risks that may affect our business operations, financial condition and results of operations, more fully in our filings with the SEC, including our reports on Forms 10-K, 10-Q and 8-K. By their nature, forward-looking statements are not guarantees of future performance or results and are subject to risks, uncertainties and assumptions that are difficult to predict or quantify. Actual results may vary materially from expectations expressed or implied in the Investor Conference materials, related presentations or any of our prior communications. You should not place undue reliance on forward-looking statements, which speak only as of the date they are made. We do not undertake to update or revise any forward-looking statements, except as required by law. UNITEDHEALTH GROUP RECONCILIATION OF NON-GAAP FINANCIAL MEASURE ADJUSTED EARNINGS PER SHARE Use of Non-GAAP Financial Measure Adjusted net earnings per share is a non-GAAP financial measure. Non-GAAP financial measures should be considered in addition to, but not as a substitute for, or superior to, financial measures prepared in accordance with GAAP. Management believes the use of adjusted net earnings per share provides investors and management useful information about the earnings impact of the following items: Intangible Amortization: As amortization fluctuates based on the size and timing of the Company’s acquisition activity, management believes this exclusion presents a more useful comparison of the Company's underlying business performance and trends from period to period. While intangible assets contribute to the Company’s revenue generation, the intangible amortization is not directly related. Therefore, the related revenues are included in adjusted earnings per share. South American Impacts: Represents the effects of various international transactions, including the loss on sale of our Brazilian operations that was completed on February 6, 2024, the loss on our remaining South American operations being classified as held for sale and certain other non-recurring matters impacting our South American operations. As these matters are related to the Company's strategy to exit South America, the impact is not representative of the Company's underlying business performance and therefore management believes the exclusion presents a more useful comparison of the Company's underlying business performance and trends from period to period. Direct Response Costs - Cyberattack: Management believes the exclusion of costs incurred to investigate and remediate the attack, other direct and incremental costs incurred as a result of the cyberattack and incremental costs for accommodations to support care providers presents a more useful comparison of the Company's and its reportable segments' underlying business performance and trends from period to period. Projected Year Ended December 31, 2024 2025 Net earnings attributable to UnitedHealth Group common shareholders $14,375 - $14,650 $25,850 - $26,450 Intangible amortization ~1,665 ~1,625 Tax effect of intangible amortization ~(410) ~(400) South American impacts ~8,515 — Tax effect of South American impacts ~(175) — Direct response costs - cyberattack ~2,000 — Tax effect of direct response costs - cyberattack ~(470) — Adjusted net earnings attributable to UnitedHealth Group common shareholders $25,500 - $25,775 $27,075 - $27,675 Diluted earnings per share $15.50 - $15.75 $28.15 - $28.65 Intangible amortization per share ~1.80 ~1.75 Tax effect of intangible amortization per share ~(0.45) ~(0.40) South American impacts per share ~9.15 — Tax effect of South American impacts per share ~(0.15) — Direct response costs - cyberattack per share ~2.15 — Tax effects of direct response costs - cyberattack per share ~(0.50) — Adjusted diluted earnings per share $27.50 - $27.75 $29.50 - $30.00 View source version on businesswire.com : https://www.businesswire.com/news/home/20241203502829/en/ CONTACT: Investors: Zack Sopcak Zack.Sopcak@uhg.com 952-936-7215Media: Eric Hausman Eric.Hausman@uhg.com 952-936-3963 KEYWORD: MINNESOTA UNITED STATES NORTH AMERICA INDUSTRY KEYWORD: PROFESSIONAL SERVICES HEALTH INSURANCE PRACTICE MANAGEMENT HEALTH INSURANCE MANAGED CARE SOURCE: UnitedHealth Group Copyright Business Wire 2024. PUB: 12/03/2024 04:15 PM/DISC: 12/03/2024 04:13 PM http://www.businesswire.com/news/home/20241203502829/enWorkday Faces Mixed Analyst Views: Strong Q3 Earnings Beat Offset By Growth Concerns And GuidanceElite tight ends have gashed the Dolphins defense. They need to find a solution now
LG OLED TVs Slashed by Up to 45% This Black FridayDALLAS — Delta and United became the most profitable U.S. airlines by targeting premium customers while also winning back a significant share of travelers on a tight budget. That is squeezing smaller low-fare carriers like Spirit Airlines , which recently filed for bankruptcy protection. Some travel-industry experts think Spirit’s troubles indicate that travelers on a budget will be left with fewer choices and higher prices. Other discount airlines are on much better financial footing than Spirit, but they too are lagging far behind the full-service airlines when it comes to recovering from the COVID-19 pandemic . Most industry experts think Frontier Airlines and other so-called ultra-low-cost carriers will fill the vacuum if Spirit shrinks , and that there is still plenty of competition to prevent prices from spiking. Spirit Airlines lost more than $2.2 billion since the start of 2020. Frontier has not reported a full-year profit since 2019, though that slump might end this year. Allegiant Air’s parent company is still profitable, but less so than before the pandemic. Those kind of numbers led United Airlines CEO Scott Kirby to declare recently that low-cost carriers were using “a fundamentally flawed business model” and customers hate flying on them. Kirby’s touchdown dance might turn out to be premature, but many analysts are wary about the near-term prospects for budget airlines, which charge cheaper fares but more fees than the big airlines. A traveler speaks with a Spirit Airlines agent May 24 at Hartsfield-Jackson Atlanta International Airport ahead of Memorial Day in Atlanta. Low-cost airlines grew in the last two decades by undercutting big carriers on ticket prices, thanks in large part to lower costs, including hiring younger workers who were paid less than their counterparts at Delta Air Lines, United and American Airlines . Wages soared across the industry in the past two years, however, narrowing that cost advantage. The big airlines rolled out and refined their no-frills, “basic economy” tickets to compete directly with Spirit, Frontier and other budget carriers for the most price-sensitive travelers. The budget airlines became less efficient at using planes and people. As their growth slowed, they wound up with more of both than they needed. In 2019, Spirit planes were in the air an average of 12.3 hours every day. By this summer, the planes spent an average of two more hours each day sitting on the ground, where they don't make money. Spirit's costs per mile jumped 32% between 2019 and 2023. Another issue is that airlines added too many flights. Budget airlines and Southwest Airlines were among the worst offenders, but full-service airlines piled on. To make up for a drop in business travel, the big carriers added more flights on domestic leisure routes. The result: Too many seats on flights into popular tourist destinations such as Florida and Las Vegas, which drove down prices, especially for economy-class tickets. Rows of seats are shown Sept. 26 on a retrofitted Southwest Airlines jet at Love Field in Dallas. Low-cost airlines are responding by following the old adage that if you can't beat them, join them. That means going premium, following the rapidly growing household wealth among upper-income people. The top one-fifth of U.S. households by income added $35 trillion in wealth since 2019 and holds nearly nine times the wealth of the middle fifth, according to the Federal Reserve . Frontier Airlines organized its fares into four bundles in May, with buyers of higher-priced tickets getting extras such as priority boarding, more legroom and checked bags. The airline dropped ticket-change or cancellation fees except for the cheapest bundle. Spirit followed in August with similar changes, blocking middle seats and charging passengers more for the comfort of aisle and window seats. Spirit Airlines CEO Ted Christie received a $3.8 million retention bonus a week before the Florida-based carrier filed for Chapter 11 bankruptcy. Christie will retain the bonus if he remains with the company for another year. The airline's stock has dropped over 90% this year. It has faced challenges including a blocked $3.8 billion merger with JetBlue and failed talks with Frontier. The pandemic disrupted Spirit's operations and travel patterns, reducing its daily aircraft utilization and increasing costs. Demand has shifted to full-service airlines as higher-income travelers vacation more, while inflation impacts lower-income consumers. JetBlue Airways , which began flying more than 20 years ago as a low-cost carrier but with amenities, is digging out from years of steady losses. Under new CEO Joanna Geraghty, the first woman to lead a major U.S. airline, JetBlue is cutting unprofitable routes, bolstering core markets that include the Northeast and Florida, and delaying deliveries of $3 billion worth of new planes. Starting next year, Southwest Airlines will toss out a half-century tradition of “open seating” — passengers picking their own seat after boarding the plane. Executives say extensive surveying showed 80% of customers preferred an assigned seat, and that's especially true with coveted business travelers. More crowded planes also might be pushing passengers to spend more to escape a middle seat in the back of the plane. In other parts of the world, budget carriers are doing just fine. They bounced back from the pandemic just like their more highbrow competitors. Some industry experts say low-cost carriers in Asia and Europe have always attracted a more diverse mix of passengers, while in the U.S., affluent and middle-class travelers look down their noses at low-cost carriers. Jamie Baker, an analyst for JPMorgan, says he has many college friends who work in London and fly Irish airline Ryanair all the time, but he hardly knows anyone who has ever been on a Spirit or Frontier plane. A small plane tows a banner April 13, 2016, over Flint Bishop International Airport as part of ceremonies marking Allegiant Air joining the airport. Delta CEO Ed Bastian is less dismissive of the “lower-end carriers” in the U.S. than United's Kirby. "I don’t see that segment ever disappearing,” Bastian said after Spirit’s bankruptcy filing. “I think there’s a market for it.” At the same time, he said the upscale moves by ultra-low-cost carriers are having no effect on his airline. Delta targets upscale travelers but also introduced basic-economy fares a decade ago, when discounters emerged as a growing threat to poach some of Delta's customers. “Just calling yourself a premium carrier and actually being a premium carrier are two totally different things,” Bastian said “It's not the size of the seat or how much room you have; it's the overall experience.” As frequent flyers know, air travel isn't cheap. With the summer months in full swing, demand for air travel is expected to reach record numbers in 2024 as airlines continue to recover after the COVID-19 pandemic. Luckily for those who are looking for ways to save on travel , one way to cut costs on your next vacation may be in finding the right places to fly in and out of. FinanceBuzz looked at average domestic airfares from the 45 busiest airports in the U.S. to learn which airports are best for travelers on a budget, as well as which ones to avoid if you are trying to travel affordably. Overall, the national average airfare cost decreased by 3.1% from 2022 to 2023 when adjusted for inflation (which translates to a 0.9% increase in non-adjusted dollars). The last time inflation-adjusted airfare costs dropped year-over-year was during the start of the COVID-19 pandemic, when it fell 18% between 2019 and 2020. Largely, this is good news for consumers who can spend less on airfare and have more room in their budget for hotels , restaurants, and other travel fees. In addition to earning rewards on airfare, most travel credit cards offer rewards for spending in these areas, which can offset overall vacation costs. Orlando International Airport (MCO) had the lowest airfare cost in the country at $265.58 on average. Home to iconic theme parks like Universal Studios, Sea World, and most notably, Walt Disney World, Orlando is one of America's top tourist destinations. This is welcome news for those bracing for expensive park tickets and food prices at the House of Mouse. Beyond saving with a Disney credit card on park-related purchases, visitors can also maximize savings by using a credit card like the Chase Sapphire Reserve which offers an annual travel credit, or even using a 0% APR credit card if you don't want to pay for your entire vacation at once. Another Florida-based airport, Fort Lauderdale-Hollywood International Airport (FLL), has the second-lowest average airfare cost in the country — tickets here are only about $5 more expensive than Orlando's. Just a few dollars behind FLL is Las Vegas's Harry Reid International (LAS), where fares cost $272.15 on average. LAS is also the last airport on our list where average airfare costs are less than $300. Oakland International Airport (OAK) has the fourth-lowest average airfare costs in the country at $303.79. And the fifth-least expensive airport, Chicago Midway International (MDW), comes in at $308.27. For the third year in a row, Dulles International Airport (IAD) and San Francisco International Airport (SFO) have the two highest average fares in the country. Flights from Dulles cost $488.40 on average in 2023, while flights from San Francisco cost $444.59. Some silver lining for travelers who need to travel through Dulles: IAD is home to some of the best airport lounges in the country, including the recently-opened Capital One Lounge, available to Capital One Venture X or Venture Rewards credit card holders. With free food, drinks, and recharging stations, lounges can be one easy way to offset otherwise-expensive airport costs. Salt Lake City International Airport (SLC) has the third-highest average airfare in the country, with an average cost of $438.34. Last on our top-five list of the most expensive airports are Charlotte Douglas International Airport (CLT) and Detroit Metro Airport (DTW). Average airfare from Charlotte cost $436.80 last year, while flights from Detroit had an average price tag of $427.05. Seattle-Tacoma International Airport (SEA) was the biggest affordability winner over the last year, dropping prices by more than $18 on average. SEA jumped from 36th most-affordable place last year to 28th place this year — an increase of eight spots. Raleigh-Durham International Airport (RDU) and Portland International Airport (PDX) experienced similar jumps, rising by seven spots each. RDU went from 24th place in 2022 to 17th in 2023, while PDX went from 42nd to 35th. Two different airports fell by eight spots in our affordability rankings, tied for the biggest drop of the year. The average fare at Sacramento International Airport (SMF) rose by $18.66 year-over-year, which led SMF to go from 18th in last year's affordability rankings to 26th this year. Prices rose even more at St. Louis Lambert International Airport (STL), going up by $19.64 on average from one year to the next. Consequently, STL fell from 21st to 29th place in terms of affordability. As you plan your travel, you'll find costs can vary widely at a single airport. With a little research and smart planning, you can find a deal at any airport. Here are a few tips to save on airfare: We looked at 2023 airfare data released by the U.S. Department of Transportation in May 2024 to compare domestic airfares by origin city. This report calculated average fares based on domestic itinerary fares. "Itinerary fares" consist of round-trip fares, unless only a one-way ticket was purchased. In that case, the one-way fare was used. Fares are based on total ticket value, including the price charged by the airline plus any additional taxes and fees levied at the time of purchase. Fares include only the price paid at booking and do not include fees for optional services like baggage fees. Averages also do not include frequent-flyer or "zero fares" or a few abnormally high reported fares. This stor y was produced by FinanceBuzz and reviewed and distributed by Stacker Media. Receive the latest in local entertainment news in your inbox weekly!