“I can’t think of any of my friends who do not use Uber or Lyft to and from the airport,” said Chris McGinnis, who founded the travel advice blog TravelSkills.com.

In San Francisco, where Mr. McGinnis lives, “it would be unusual to take a cab to the airport these days,” he said.

In March, Uber and Wingz broke into the crowded Southern California market by striking deals with John Wayne Airport in Santa Ana. Los Angeles International will join in when limitations are lifted this summer, Mayor Eric Garcetti has pledged, though some City Council members have voiced objections over what they see as an uneven playing field.

At La Guardia and Kennedy International Airport in New York, drivers for UberX, Uber’s lower-cost service, can pick up passengers if they are licensed by the Taxi & Limousine Commission. It is the only market where all drivers are required to obtain a taxi license and show proof of insurance.

Still, though, most airports, according to the Airport Ground Transportation Association, do not allow UberX drivers to pick up passengers, though its executive director, Ray Mundy, expects the service to be widely permitted within two years.

Uber maintains that its fleet of cars creates more efficient traffic flow — noting that because it can ferry passengers to and from airports, “deadhead trips” that involve no riders in one direction are avoided. The company also trumpets more advanced technology than the taxis, which includes a “geofence” that monitors the number of cars entering and departing the grounds.

Proponents contend that more transportation options can reduce the demand for parking spaces.

An Uber spokesman, Lane Kasselman, said that Uber was not trying to wipe out traditional car services, only to complement them.