For Cyril E. King Airport (STT), FlyBuffer currently uses 5–10 min as the security planning context. The airport’s current FAA profile contains about 619,729 annual enplanements. A smaller passenger profile can reduce some pressure, but the range is still an estimate and can move with time of day and broader conditions.
Each vertical band is the modeled security allowance for that hour. The chart shows uncertainty instead of reducing the airport to one queue-time promise.
FlyBuffer combines historical airport-level patterns and public aviation context to keep the range useful without pretending every checkpoint is directly observed.
Use the security story together with airport context; the full departure plan still starts with your own journey time.
View full airport profile →Parking, checked bags, terminal movement and gate-ready margin remain separate. A quieter checkpoint does not erase the rest of the airport process.
For Cyril E. King Airport (STT), FlyBuffer currently uses 5–10 min as the security planning context. The airport’s current FAA profile contains about 619,729 annual enplanements. A smaller passenger profile can reduce some pressure, but the range is still an estimate and can move with time of day and broader conditions.
The 5–10 min figure is designed for trip planning. It does not include parking, rental-car return, bag drop, the walk to the checkpoint or the trip from security to the gate. Those steps belong in the departure plan separately.
A lower typical range should not be read as a guarantee. Early peaks, heavy travel periods, a mismatch between the modeled range and your actual checkpoint, or unusual operating conditions can still increase the allowance you need.
A smaller annual passenger profile can make the typical process lighter, but one busy bank of departures can still create a meaningful queue. Keep the flight time and time-of-day pattern in the decision.
At about 619,729 annual enplanements, STT has a smaller passenger profile. The goal is to avoid over-buffering while still respecting peak periods and the possibility that your actual checkpoint differs from the modeled airport-wide range.
The current airport profile lists one active runway at STT. That can be important for airfield resilience, but it does not tell you whether the checkpoint is busy. Security planning remains based on passenger pressure and time of day, while runway status belongs in the wider airport-departure picture.
PreCheck can reduce checkpoint friction, but FlyBuffer does not automatically subtract a fixed number of minutes without lane-specific evidence. If you have a reliable current PreCheck estimate for your checkpoint, enter it as your own security estimate in the departure planner.
Security is one block in the calculation. A shorter checkpoint allowance does not remove parking, checked bags, document processing, terminal navigation or the margin you want before boarding. Change the security input in the planner to see how much the final leave time actually moves.
Use a newer checkpoint estimate when it comes from a source you trust and is more specific to your actual departure. FlyBuffer lets you replace the security allowance without changing the rest of your trip assumptions.
STT ranks #110 of 501 covered airports by FAA enplanements. Its 619,729 annual enplanements are about 708% above the current-set median of 76,729. Passenger scale is context rather than a queue measurement, but this comparison helps explain why the same national travel-pressure signal should not be interpreted identically at every airport.
The STT planning range is 5–10 min. SJU, roughly 68 straight-line miles away, is 5–15 min and is in a broadly similar planning band; BQN, roughly 142 straight-line miles away, is 5–10 min and is in a broadly similar planning band. The nearest covered alternative is regional rather than next door. A security-range comparison can be informative, but the extra ground journey can easily be larger than the checkpoint difference, so compare the complete door-to-gate plan.
FlyBuffer labels modeled values as estimates. A value should only be described as live when a source actually supports that claim.
Use the hourly pattern to identify lower- and higher-pressure periods, then combine that allowance with the rest of your airport process.
The current planning context is 5–10 min; the full airport-arrival time also needs to include access, bags and terminal movement.
FlyBuffer does not automatically subtract a fixed PreCheck discount without lane-specific evidence.
Enter it in the departure planner so the security block uses your newer information.
Use total travel and airport process time, not security alone, when comparing airports.
