.
table of contents to seek an international solution through icao and that will allow the u.s . secretary of transportation to prohibit u.s . airlines from participating in the ets . ultimately , the scope and application of ets or other emissions trading schemes to our operations , now or in the near future , remains uncertain . similarly , within the u.s. , there is an increasing trend toward regulating ghg emissions directly under the caa . in response to a 2012 ruling by the u.s . court of appeals district of columbia circuit requiring the epa to make a final determination on whether aircraft ghg emissions cause or contribute to air pollution , which may reasonably be anticipated to endanger public health or welfare , the epa announced in september 2014 that it is in the process of making a determination regarding aircraft ghg emissions and anticipates proposing an endangerment finding by may 2015 . if the epa makes a positive endangerment finding , the epa is obligated under the caa to set ghg emission standards for aircraft . several states are also considering or have adopted initiatives to regulate emissions of ghgs , primarily through the planned development of ghg emissions inventories and/or regional ghg cap and trade programs . these regulatory efforts , both internationally and in the u.s . at the federal and state levels , are still developing , and we cannot yet determine what the final regulatory programs or their impact will be in the u.s. , the eu or in other areas in which we do business . depending on the scope of such regulation , certain of our facilities and operations may be subject to additional operating and other permit requirements , potentially resulting in increased operating costs . the environmental laws to which we are subject include those related to responsibility for potential soil and groundwater contamination . we are conducting investigation and remediation activities to address soil and groundwater conditions at several sites , including airports and maintenance bases . we anticipate that the ongoing costs of such activities will not have a material impact on our operations . in addition , we have been named as a potentially responsible party ( prp ) at certain superfund sites . our alleged volumetric contributions at such sites are relatively small in comparison to total contributions of all prps ; we anticipate that any future payments of costs at such sites will not have a material impact on our operations . future regulatory developments future regulatory developments and actions could affect operations and increase operating costs for the airline industry , including our airline subsidiaries . see part i , item 1a . risk factors 2013 201cif we are unable to obtain and maintain adequate facilities and infrastructure throughout our system and , at some airports , adequate slots , we may be unable to operate our existing flight schedule and to expand or change our route network in the future , which may have a material adverse impact on our operations , 201d 201cour business is subject to extensive government regulation , which may result in increases in our costs , disruptions to our operations , limits on our operating flexibility , reductions in the demand for air travel , and competitive disadvantages 201d and 201cwe are subject to many forms of environmental regulation and may incur substantial costs as a result 201d for additional information . employees and labor relations the airline business is labor intensive . in 2014 , salaries , wages and benefits were one of our largest expenses and represented approximately 25% ( 25 % ) of our operating expenses . the table below presents our approximate number of active full-time equivalent employees as of december 31 , 2014 . american us airways wholly-owned regional carriers total .
what percentage of approximate number of active full-time equivalent employees are passenger service personnel ?
the passenger service personnel of american is 9100 ; the passenger service personnel of us airways is 6100 ; the passenger service personnel of wholly-owned regional carriers is 7300 ; the passenger service personnel of total is 22500 ; the total of american is 61600 ; the total of us airways is 32800 ; the total of wholly-owned regional carriers is 18900 ; the total of total is 113300 ;
american us airways wholly-owned regional carriers total
pilots 8600 4400 3200 16200
flight attendants 15900 7700 1800 25400
maintenance personnel 10800 3600 1700 16100
fleet service personnel 8600 6200 2500 17300
passenger service personnel 9100 6100 7300 22500
administrative and other 8600 4800 2400 15800
total 61600 32800 18900 113300