under the agreement , ( 1 ) delta acquired 132 slot pairs at laguardia from us airways and ( 2 ) us airways acquired from delta 42 slot pairs at reagan national ; the rights to operate additional daily service to são paulo , brazil in 2015 ; and $ 66.5 million in cash . additionally , delta divested 16 slot pairs at laguardia and eight slot pairs at reagan national to airlines with limited or no service at those airports . 26 following the closing of the transaction , we announced the expansion of our service at laguardia in 2012 to include more than 100 new flights and 29 new destinations . our expanded schedule will add nonstop service to top u.s. business markets and additional frequencies to business markets currently served . as part of the expansion , we are also investing $ 100 million to create an expanded main terminal at laguardia in terminals c and d and will build a bridge to link the two terminals . jfk . while our expanded laguardia schedule is focused on providing industry-leading domestic service , our schedule at jfk is being optimized in 2012 for international and trans-continental flights , as well as improved coordination with our skyteam alliance partners . at jfk , we currently operate domestic flights primarily at terminal 2 and international flights at terminal 3 and , to a lesser extent , terminal 4. our redevelopment project at jfk , which began in 2010 , currently includes the ( 1 ) enhancement and expansion of terminal 4 , including the construction of nine new international gates ; ( 2 ) construction of a passenger connector between terminal 2 and terminal 4 ; ( 3 ) demolition of the outdated terminal 3 , which was constructed in 1960 ; and ( 4 ) development of the terminal 3 site for aircraft parking positions . we estimate this project will cost approximately $ 1.2 billion and will be completed in stages over five years . construction at terminal 4 has commenced and is scheduled to be completed in 2013. upon completion of the terminal 4 expansion , we will relocate our operations from terminal 3 to terminal 4 , proceed with the demolition of terminal 3 , and thereafter conduct coordinated flight operations from terminals 2 and 4. once our project is complete , we expect that passengers will benefit from an enhanced customer experience and improved operational performance , including reduced taxi times and better on-time performance . 27 results of operations - 2011 compared to 2010 operating revenue replace_table_token_11_th replace_table_token_12_th mainline passenger revenue . mainline passenger revenue increased primarily due to an improvement in the passenger mile yield from fare increases implemented in response to higher fuel prices and from higher revenue under corporate travel contracts . domestic . domestic mainline passenger revenue increased 11 % due to an 11 % improvement in prasm on a 1 % decline in capacity . the improvement in prasm reflects higher passenger mile yield driven by fare increases . international . international mainline passenger revenue increased 13 % due to a 9 % improvement in prasm on a 4 % capacity increase . passenger mile yield increased 12 % , reflecting increased business and leisure travel and increased fares , including fuel surcharges . atlantic passenger revenue increased 9 % due to a 7 % increase in prasm . we and the industry faced overcapacity in the atlantic , particularly in early 2011 , which prevented us from increasing ticket prices sufficiently to cover higher fuel prices . pacific passenger revenue increased 20 % on a 10 % capacity increase . pacific passenger mile yield increased 15 % due to a stronger revenue environment , partially offset by the negative impact from the march 2011 earthquake and tsunami in japan . latin america passenger revenue increased 13 % , benefiting from a 13 % higher passenger mile yield driven by fare increases . regional carriers . passenger revenue from regional carriers increased 9 % due to an 12 % improvement in prasm on a 2 % decline in capacity . passenger mile yield increased 12 % , reflecting fare increases we implemented in response to increased fuel prices . cargo . cargo revenue increased 21 % due to a 12 % improvement in yield and an 8 % increase in volume . other . other revenue increased $ 210 million due to higher maintenance sales to third parties by our mro services business and $ 65 million due to an increase in the volume of ticket change fees . these increases were partially offset by $ 90 million in lower baggage fee revenue , resulting from an increase in bag fees waived for premium customers and customers under our co-brand credit card agreement with american express . 28 operating expense replace_table_token_13_th on july 1 , 2010 , we sold compass and mesaba , our wholly-owned subsidiaries , to trans states and pinnacle , respectively . upon the closing of these transactions , we entered into new or amended long-term capacity purchase agreements with compass , mesaba and pinnacle . prior to these sales , expenses related to compass and mesaba as our wholly-owned subsidiaries were reported in the applicable expense line items . subsequent to these sales , expenses related to compass and mesaba are reported as contract carrier arrangements expense . fuel expense . including contract carriers under capacity purchase agreements , fuel expense increased $ 2.9 billion on flat consumption . the table below presents fuel expense , gallons consumed , and our average price per fuel gallon , including the impact of fuel hedge activity : replace_table_token_14_th fuel expense increased primarily due to higher unhedged fuel prices , partially offset by an improvement in net fuel hedge results . story_separator_special_tag customers may earn mileage credits through participating companies such as credit card companies , hotels and car rental agencies with which we have marketing agreements to sell mileage credits . our contracts to sell mileage credits under these marketing agreements have two deliverables : ( 1 ) the mileage credits redeemable for future travel and ( 2 ) the marketing component . asu 2009-13 does not apply to contracts to sell mileage credits entered into prior to january 1 , 2011 unless those contracts are materially modified . as of december 31 , 2011 , we had not materially modified any of our significant agreements . our most significant contract to sell mileage credits relates to our co-brand credit card relationship with american express . for additional information about this relationship , see note 6. for contracts entered into prior to january 1 , 2011 that have not been materially modified since january 1 , 2011 , we continue to use the residual method for revenue recognition and value only the mileage credits . under the residual method , the portion of the revenue from the mileage component is deferred and recognized as passenger revenue when miles are redeemed and services are provided . the portion of the revenue received in excess of the fair value of mileage credits sold , the marketing component , is recognized in income as other revenue when the related marketing services are provided . the fair value of a mileage credit is determined based on prices at which we sell mileage credits to other airlines and is re-evaluated at least annually . if we enter into new contracts or materially modify existing contracts to sell mileage credits related to our skymiles program , we will value the standalone selling price of the marketing component and allocate the revenue from the contract based on the relative selling price of the mileage credits and the marketing component . a material modification of an existing contract could impact our deferral rate or cause an adjustment to our deferred revenue balance , which could materially impact our future financial results . breakage . for mileage credits which we estimate are not likely to be redeemed ( “ breakage ” ) , we recognize the associated value proportionally during the period in which the remaining mileage credits are expected to be redeemed . the estimate of breakage is based on historical redemption patterns . a change in assumptions as to the period over which mileage credits are expected to be redeemed , the actual redemption activity for mileage credits or the estimated fair value of mileage credits expected to be redeemed could have a material impact on our revenue in the year in which the change occurs and in future years . at december 31 , 2011 , the aggregate deferred revenue balance associated with the skymiles program was $ 4.5 billion . a hypothetical 1 % change in the number of outstanding miles estimated to be redeemed would result in a $ 31 million impact on our deferred revenue liability at december 31 , 2011 . goodwill and other intangible assets we apply a fair value-based impairment test to the net book value of goodwill and indefinite-lived intangible assets on an annual basis ( as of october 1 ) and , if certain events or circumstances indicate that an impairment loss may have been incurred , on an interim basis . in september 2011 , the fasb issued `` testing goodwill for impairment . `` the standard revises the way in which entities test goodwill for impairment . we adopted this standard and applied its provisions to our annual goodwill impairment test in the december 2011 quarter . key assumptions . the key assumptions in our impairment tests include ( 1 ) our projected revenues , expenses and cash flows , ( 2 ) an estimated weighted average cost of capital , ( 3 ) assumed discount rates depending on the asset and ( 4 ) a tax rate . these assumptions are consistent with those hypothetical market participants would use . since we are required to make estimates and assumptions when evaluating goodwill and indefinite-lived intangible assets for impairment , the actual amounts may differ materially from these estimates . 38 changes in assumptions or circumstances could result in impairment . factors which could cause impairment include , but are not limited to , ( 1 ) negative trends in our market capitalization , ( 2 ) an increase in fuel prices , ( 3 ) declining passenger mile yields , ( 4 ) lower passenger demand as a result of the weakened u.s. and global economy , ( 5 ) interruption to our operations due to an employee strike , terrorist attack , or other reasons , ( 6 ) changes to the regulatory environment and ( 7 ) consolidation of competitors in the airline industry . goodwill . as of december 31 , 2011 and 2010 , our goodwill balance was $ 9.8 billion . in evaluating goodwill for impairment , we estimate the fair value of our reporting unit by considering market capitalization and other factors if it is more likely than not that the fair value of our reporting unit is less than its carrying value . if the reporting unit 's fair value exceeds its carrying value , no further testing is required . if , however , the reporting unit 's carrying value exceeds its fair value , we then determine the amount of the impairment charge , if any . we recognize an impairment charge if the carrying value of the reporting unit 's goodwill exceeds its estimated fair value . identifiable intangible assets . our identifiable intangible assets had a net carrying amount of $ 4.8 billion at december 31 , 2011 . indefinite-lived assets are not amortized and consist primarily of routes , slots , the delta tradename and assets related to skyteam . definite-lived intangible assets consist

liquidity events liquidity and financing events during 2011 included the following : senior secured credit facilities . we entered into senior secured first-lien credit facilities ( the `` senior secured credit facilities '' ) to borrow up to $ 2.6 billion . we borrowed $ 1.4 billion under the senior secured credit facilities to retire $ 1.4 billion of outstanding loans under our $ 2.5 billion senior secured exit financing facilities and terminated those facilities and an existing $ 100 million revolving credit facility . the senior secured credit facilities bear interest at a variable rate equal to libor ( subject to a 1.25 % floor ) or another index rate , in each case plus a specified margin and have final maturities in april 2016 and 2017. at december 31 , 2011 , the outstanding balances under the senior secured credit facilities had an interest rate of 5.50 % per annum . pacific routes term loan facility . we amended our $ 250 million first-lien term loan facility ( the `` pacific routes term loan facility '' ) to , among other things , reduce the interest rate and extend the maturity date from september 2013 to march 2016. at december 31 , 2011 , the pacific routes term loan facility had an interest rate of 4.25 % per annum . certificates . we received $ 834 million in proceeds from offerings of pass-through trust certificates ( `` eetc '' ) and used the proceeds to refinance aircraft securing other debt instruments at their maturities , primarily the 2001-1 eetc , and for general corporate purposes . during 2011 , we paid $ 789 million to retire the outstanding principal amount under the 2001-1 eetc . sources and uses of cash cash flows from operating activities cash provided by operating activities totaled $ 2.8 billion for 2011 , primarily reflecting ( 1 ) $ 2.7 billion in net income after adjusting for items such as depreciation and amortization and ( 2 ) $ 675 million received for the sale of skymiles . cash provided by operating activities was reduced by $ 313 million in profit sharing payments related to 2010 and other working capital changes .


 Write a concise suspicious activity report of the following text delimited by triple backquotes. Return your response as a formal report which covers the key points highlighting the location,dates,entity names and account holder information in chronological order of the text.
     ```liquidity events liquidity and financing events during 2011 included the following : senior secured credit facilities . we entered into senior secured first-lien credit facilities ( the `` senior secured credit facilities '' ) to borrow up to $ 2.6 billion . we borrowed $ 1.4 billion under the senior secured credit facilities to retire $ 1.4 billion of outstanding loans under our $ 2.5 billion senior secured exit financing facilities and terminated those facilities and an existing $ 100 million revolving credit facility . the senior secured credit facilities bear interest at a variable rate equal to libor ( subject to a 1.25 % floor ) or another index rate , in each case plus a specified margin and have final maturities in april 2016 and 2017. at december 31 , 2011 , the outstanding balances under the senior secured credit facilities had an interest rate of 5.50 % per annum . pacific routes term loan facility . we amended our $ 250 million first-lien term loan facility ( the `` pacific routes term loan facility '' ) to , among other things , reduce the interest rate and extend the maturity date from september 2013 to march 2016. at december 31 , 2011 , the pacific routes term loan facility had an interest rate of 4.25 % per annum . certificates . we received $ 834 million in proceeds from offerings of pass-through trust certificates ( `` eetc '' ) and used the proceeds to refinance aircraft securing other debt instruments at their maturities , primarily the 2001-1 eetc , and for general corporate purposes . during 2011 , we paid $ 789 million to retire the outstanding principal amount under the 2001-1 eetc . sources and uses of cash cash flows from operating activities cash provided by operating activities totaled $ 2.8 billion for 2011 , primarily reflecting ( 1 ) $ 2.7 billion in net income after adjusting for items such as depreciation and amortization and ( 2 ) $ 675 million received for the sale of skymiles . cash provided by operating activities was reduced by $ 313 million in profit sharing payments related to 2010 and other working capital changes .
```    
 Suspicious Activity Report : under the agreement , ( 1 ) delta acquired 132 slot pairs at laguardia from us airways and ( 2 ) us airways acquired from delta 42 slot pairs at reagan national ; the rights to operate additional daily service to são paulo , brazil in 2015 ; and $ 66.5 million in cash . additionally , delta divested 16 slot pairs at laguardia and eight slot pairs at reagan national to airlines with limited or no service at those airports . 26 following the closing of the transaction , we announced the expansion of our service at laguardia in 2012 to include more than 100 new flights and 29 new destinations . our expanded schedule will add nonstop service to top u.s. business markets and additional frequencies to business markets currently served . as part of the expansion , we are also investing $ 100 million to create an expanded main terminal at laguardia in terminals c and d and will build a bridge to link the two terminals . jfk . while our expanded laguardia schedule is focused on providing industry-leading domestic service , our schedule at jfk is being optimized in 2012 for international and trans-continental flights , as well as improved coordination with our skyteam alliance partners . at jfk , we currently operate domestic flights primarily at terminal 2 and international flights at terminal 3 and , to a lesser extent , terminal 4. our redevelopment project at jfk , which began in 2010 , currently includes the ( 1 ) enhancement and expansion of terminal 4 , including the construction of nine new international gates ; ( 2 ) construction of a passenger connector between terminal 2 and terminal 4 ; ( 3 ) demolition of the outdated terminal 3 , which was constructed in 1960 ; and ( 4 ) development of the terminal 3 site for aircraft parking positions . we estimate this project will cost approximately $ 1.2 billion and will be completed in stages over five years . construction at terminal 4 has commenced and is scheduled to be completed in 2013. upon completion of the terminal 4 expansion , we will relocate our operations from terminal 3 to terminal 4 , proceed with the demolition of terminal 3 , and thereafter conduct coordinated flight operations from terminals 2 and 4. once our project is complete , we expect that passengers will benefit from an enhanced customer experience and improved operational performance , including reduced taxi times and better on-time performance . 27 results of operations - 2011 compared to 2010 operating revenue replace_table_token_11_th replace_table_token_12_th mainline passenger revenue . mainline passenger revenue increased primarily due to an improvement in the passenger mile yield from fare increases implemented in response to higher fuel prices and from higher revenue under corporate travel contracts . domestic . domestic mainline passenger revenue increased 11 % due to an 11 % improvement in prasm on a 1 % decline in capacity . the improvement in prasm reflects higher passenger mile yield driven by fare increases . international . international mainline passenger revenue increased 13 % due to a 9 % improvement in prasm on a 4 % capacity increase . passenger mile yield increased 12 % , reflecting increased business and leisure travel and increased fares , including fuel surcharges . atlantic passenger revenue increased 9 % due to a 7 % increase in prasm . we and the industry faced overcapacity in the atlantic , particularly in early 2011 , which prevented us from increasing ticket prices sufficiently to cover higher fuel prices . pacific passenger revenue increased 20 % on a 10 % capacity increase . pacific passenger mile yield increased 15 % due to a stronger revenue environment , partially offset by the negative impact from the march 2011 earthquake and tsunami in japan . latin america passenger revenue increased 13 % , benefiting from a 13 % higher passenger mile yield driven by fare increases . regional carriers . passenger revenue from regional carriers increased 9 % due to an 12 % improvement in prasm on a 2 % decline in capacity . passenger mile yield increased 12 % , reflecting fare increases we implemented in response to increased fuel prices . cargo . cargo revenue increased 21 % due to a 12 % improvement in yield and an 8 % increase in volume . other . other revenue increased $ 210 million due to higher maintenance sales to third parties by our mro services business and $ 65 million due to an increase in the volume of ticket change fees . these increases were partially offset by $ 90 million in lower baggage fee revenue , resulting from an increase in bag fees waived for premium customers and customers under our co-brand credit card agreement with american express . 28 operating expense replace_table_token_13_th on july 1 , 2010 , we sold compass and mesaba , our wholly-owned subsidiaries , to trans states and pinnacle , respectively . upon the closing of these transactions , we entered into new or amended long-term capacity purchase agreements with compass , mesaba and pinnacle . prior to these sales , expenses related to compass and mesaba as our wholly-owned subsidiaries were reported in the applicable expense line items . subsequent to these sales , expenses related to compass and mesaba are reported as contract carrier arrangements expense . fuel expense . including contract carriers under capacity purchase agreements , fuel expense increased $ 2.9 billion on flat consumption . the table below presents fuel expense , gallons consumed , and our average price per fuel gallon , including the impact of fuel hedge activity : replace_table_token_14_th fuel expense increased primarily due to higher unhedged fuel prices , partially offset by an improvement in net fuel hedge results . story_separator_special_tag customers may earn mileage credits through participating companies such as credit card companies , hotels and car rental agencies with which we have marketing agreements to sell mileage credits . our contracts to sell mileage credits under these marketing agreements have two deliverables : ( 1 ) the mileage credits redeemable for future travel and ( 2 ) the marketing component . asu 2009-13 does not apply to contracts to sell mileage credits entered into prior to january 1 , 2011 unless those contracts are materially modified . as of december 31 , 2011 , we had not materially modified any of our significant agreements . our most significant contract to sell mileage credits relates to our co-brand credit card relationship with american express . for additional information about this relationship , see note 6. for contracts entered into prior to january 1 , 2011 that have not been materially modified since january 1 , 2011 , we continue to use the residual method for revenue recognition and value only the mileage credits . under the residual method , the portion of the revenue from the mileage component is deferred and recognized as passenger revenue when miles are redeemed and services are provided . the portion of the revenue received in excess of the fair value of mileage credits sold , the marketing component , is recognized in income as other revenue when the related marketing services are provided . the fair value of a mileage credit is determined based on prices at which we sell mileage credits to other airlines and is re-evaluated at least annually . if we enter into new contracts or materially modify existing contracts to sell mileage credits related to our skymiles program , we will value the standalone selling price of the marketing component and allocate the revenue from the contract based on the relative selling price of the mileage credits and the marketing component . a material modification of an existing contract could impact our deferral rate or cause an adjustment to our deferred revenue balance , which could materially impact our future financial results . breakage . for mileage credits which we estimate are not likely to be redeemed ( “ breakage ” ) , we recognize the associated value proportionally during the period in which the remaining mileage credits are expected to be redeemed . the estimate of breakage is based on historical redemption patterns . a change in assumptions as to the period over which mileage credits are expected to be redeemed , the actual redemption activity for mileage credits or the estimated fair value of mileage credits expected to be redeemed could have a material impact on our revenue in the year in which the change occurs and in future years . at december 31 , 2011 , the aggregate deferred revenue balance associated with the skymiles program was $ 4.5 billion . a hypothetical 1 % change in the number of outstanding miles estimated to be redeemed would result in a $ 31 million impact on our deferred revenue liability at december 31 , 2011 . goodwill and other intangible assets we apply a fair value-based impairment test to the net book value of goodwill and indefinite-lived intangible assets on an annual basis ( as of october 1 ) and , if certain events or circumstances indicate that an impairment loss may have been incurred , on an interim basis . in september 2011 , the fasb issued `` testing goodwill for impairment . `` the standard revises the way in which entities test goodwill for impairment . we adopted this standard and applied its provisions to our annual goodwill impairment test in the december 2011 quarter . key assumptions . the key assumptions in our impairment tests include ( 1 ) our projected revenues , expenses and cash flows , ( 2 ) an estimated weighted average cost of capital , ( 3 ) assumed discount rates depending on the asset and ( 4 ) a tax rate . these assumptions are consistent with those hypothetical market participants would use . since we are required to make estimates and assumptions when evaluating goodwill and indefinite-lived intangible assets for impairment , the actual amounts may differ materially from these estimates . 38 changes in assumptions or circumstances could result in impairment . factors which could cause impairment include , but are not limited to , ( 1 ) negative trends in our market capitalization , ( 2 ) an increase in fuel prices , ( 3 ) declining passenger mile yields , ( 4 ) lower passenger demand as a result of the weakened u.s. and global economy , ( 5 ) interruption to our operations due to an employee strike , terrorist attack , or other reasons , ( 6 ) changes to the regulatory environment and ( 7 ) consolidation of competitors in the airline industry . goodwill . as of december 31 , 2011 and 2010 , our goodwill balance was $ 9.8 billion . in evaluating goodwill for impairment , we estimate the fair value of our reporting unit by considering market capitalization and other factors if it is more likely than not that the fair value of our reporting unit is less than its carrying value . if the reporting unit 's fair value exceeds its carrying value , no further testing is required . if , however , the reporting unit 's carrying value exceeds its fair value , we then determine the amount of the impairment charge , if any . we recognize an impairment charge if the carrying value of the reporting unit 's goodwill exceeds its estimated fair value . identifiable intangible assets . our identifiable intangible assets had a net carrying amount of $ 4.8 billion at december 31 , 2011 . indefinite-lived assets are not amortized and consist primarily of routes , slots , the delta tradename and assets related to skyteam . definite-lived intangible assets consist

