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Outbyte Driver Updater FREEScan for outdated or missing drivers - takes under a minuteDriver Scan →Outbyte PC Repair FREEClear out junk files and repair common Windows errorsFree Scan →Airports earn revenue mainly in two ways: they charge airlines and other aircraft users for airport facilities, and they make money from commercial activity such as parking, shops, rental cars and leased property. Grants, passenger facility charges and bonds can help pay for construction, but they are different from the recurring income airports earn from operations.
How do airports make money?
Airport finances are often divided into aeronautical revenue and non-aeronautical revenue. The first comes from aviation activity; the second comes from businesses, services and property at the airport. Some financial reports also track non-operating income and capital funding, which should not be mixed up with either category of ordinary operating revenue.
The proportions vary with passenger traffic, airport size, local commercial opportunities, regulation and the year being measured. A large hub with extensive retail space may have a different mix from a smaller airport with limited concessions.
What counts as aeronautical revenue?
Aeronautical revenue is money airports collect for the use of runways, terminals and other aviation facilities. Airlines are often the main customers, but charges and rents can also apply to cargo carriers, general aviation operators, military aircraft and fixed-base operators.
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- Landing and other aircraft charges: Fees for aircraft use of airport facilities. The exact rates and arrangements differ by airport.
- Terminal rents: Airlines may pay rent for gates, ticket counters, offices or other space.
- Passenger-related charges: Airports can collect charges associated with passenger facilities or airline use, depending on the applicable arrangement.
- Other aviation-related income: Examples in FAA reporting materials include cargo and hangar rents, fuel flowage fees or fuel-sales results, utilities and certain security reimbursements.
There is no single charge schedule that applies to every airport. FAA compliance guidance addresses airport self-sustainability, aeronautical and non-aeronautical rates, fair market value and financial reporting; the rules and circumstances matter when interpreting a particular airport’s charges. See the FAA Airport Compliance Manual, Order 5190.6C.
How airports earn non-aeronautical revenue
Non-aeronautical revenue comes from commercial services and property on airport grounds. Airports may operate some services directly or receive rent, fees or a share of sales from businesses serving travelers and airport workers.
- Parking: Fees from short-term, long-term and other airport parking facilities.
- Retail and food: Rent or concession income from shops, duty-free stores, restaurants and cafés.
- Rental cars: Concession or facility income associated with rental-car operators.
- Advertising and other concessions: Payments tied to advertising, banking and similar services.
- Leased land and buildings: Rent from offices, facilities or land leased to third parties.
- Smaller fees and reimbursements: Examples include employee security passes, utility recharges and public-transport access charges.
These categories are recognized in Airports Council International (ACI) World’s airport economics material. Their value depends on local conditions: passenger spending, available commercial space and the airport’s arrangements with tenants and operators all affect what the airport collects.
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How much revenue comes from each source?
Reported shares differ by geography, year and methodology. Two useful benchmarks illustrate both the scale of airport income and why figures should not be treated as universal.
| Measure | Reported figure | What it covers |
|---|---|---|
| U.S. airport revenue mix | $103 billion over fiscal years 2013–2017; 54% aeronautical and 46% non-aeronautical | U.S. Government Accountability Office calculation for that five-year period, published in 2020; it is not a current annual total. GAO report |
| Global airport revenue | $146 billion total in 2023 | ACI World figure reported in 2025. ACI World, “Maximizing Non-Aeronautical Revenues” |
| Global aeronautical revenue | $79 billion in 2023 | ACI World reported this was up 22% from 2022 and 14% below 2019. Same source as above. |
| Global non-aeronautical revenue | $54 billion in 2023 | ACI World reported this was up 21% from 2022 and 17% below 2019. Same source as above. |
| Non-aeronautical share of global airport revenue | 36.7% in 2023 | ACI World global share; it is not a share for every airport or the U.S. GAO period. |
The global 2023 aeronautical and non-aeronautical figures do not add up to the reported total; they are reported figures, not a complete accounting reconciliation. The U.S. GAO calculation covers a different geography and five-year period, so it should not be directly compared with ACI’s global 2023 mix as if both measured the same airport population and accounting scope.
Why the revenue mix differs by region and year
ACI World reported the following regional shares of airport revenue from non-aeronautical sources in 2023:
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| Region | Non-aeronautical share, 2023 |
|---|---|
| Middle East | 47% |
| Asia-Pacific | 43% |
| Europe | 39% |
| North America | 33% |
| Africa | 26% |
| Latin America-Caribbean | 26% |
These are regional figures, not a prediction for an individual airport. The mix also changes over time. ACI’s global category shares show parking rising from 21% of non-aeronautical revenue in 2019 to 24% in 2023, while retail fell from 27% to 20% over the same years. ACI describes these as global category shares, not results that every airport experienced.
Travel shocks can affect the sources differently. ACI’s pandemic-era analysis found retail and food-and-beverage income more sensitive to passenger activity, while property and cargo-related leases were more resilient during that period. That pattern helps explain why commercial income does not move as one uniform block, but it does not establish what happened at every airport.
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They belong in the broader picture of airport finances, particularly when discussing construction, but they are not interchangeable with income from landing fees, parking or concessions.
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- Grants: Federal Airport Improvement Program grants can contribute to eligible airport projects.
- Passenger Facility Charges (PFCs): Fees added to airline tickets can help fund airport projects. GAO identifies PFCs among airport project funding sources.
- Revenue bonds: Airports can borrow against revenue to finance projects; bond proceeds are financing, not sales or recurring operating income.
- Interest and capital contributions: These may appear in an airport’s broader financial picture but are distinct from recurring operating revenue.
GAO also reports that the FAA estimated $67.5 billion in airport capital-development expenses for 2025–2029. That is an estimate of development costs, not airport revenue. See GAO’s 2026 report on airport financial reporting.
How to check an individual U.S. airport’s finances
For a specific U.S. commercial airport, the FAA Airport Financial Reporting Program is a practical starting point. U.S. commercial airports file annual financial information, and the public database contains processed reports from more than 650 airports dating back to 1996. The FAA notes that the database may not include every airport required to file and that the information is submitted by airports; the agency does not represent that it is valid or accurate.
- Open the FAA Airport Financial Reporting Program.
- Use the financial reporting database to locate the airport and the reporting year you want to review.
- Compare like with like: check the year, revenue categories and reporting scope before comparing airports or calculating a revenue mix.
- Treat the filed figures as a useful starting point, not independently verified financial statements, in light of the FAA’s stated data caveat.
Airport financial reporting is also subject to FAA guidance on financial self-sustainability, rates and fair market value. A charge or commercial arrangement at one airport is not proof that every airport uses the same approach.
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