Operating Limitations at Newark Liberty International Airport, 14552-14565 [08-1037]

Agencies

• Federal Aviation Administration
• DEPARTMENT OF TRANSPORTATION

[Federal Register Volume 73, Number 53 (Tuesday, March 18, 2008)]
[Notices]
[Pages 14552-14565]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 08-1037]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

[Docket No. FAA-2008-0221]


Operating Limitations at Newark Liberty International Airport

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of Proposed Order Limiting Scheduled Operations at 
Newark Liberty International Airport; Request for Comments.

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SUMMARY: The Federal Aviation Administration (FAA) has tentatively 
determined that it is necessary to place a temporary limitation on 
scheduled flight operations at Newark Liberty International Airport 
(EWR). The FAA is issuing this proposal as a result of persistent 
congestion and delays at EWR during the peak operating hours, as well 
as a dramatic projected increase in flight delays at the airport during 
the summer of 2008 if proposed schedules were implemented as requested 
by carriers. We intend this proposed limitation on scheduled operations 
to relieve the substantial inconvenience to the traveling public caused 
by excessive congestion-related flight delays at the airport, which 
magnify as they spread through the National Airspace System. Among 
other things, this proposal will ensure that projected delays do not 
increase significantly and provide for a more efficient use of the 
nation's airspace. The final Order would take effect at 6 a.m., Eastern 
Time, on June 1, 2008, and would expire at 11:59 p.m., Eastern Time, on 
October 24, 2009.
    This proposed limitation on scheduled operations is necessary to 
prevent an increase in scheduled flights during peak hours. Flights in 
certain hours in summer 2007 were in excess of the airport's capacity, 
and scheduling is a factor in the high level of delays historically 
experienced at the airport. The proposed limits would apply to all U.S. 
and foreign air carriers' scheduled operations, excluding helicopters, 
from 6 a.m., Eastern Time, through 10:59 p.m., Eastern Time. A final 
Order would be enforceable under the FAA's civil penalty authority. In 
a separate docket, the FAA intends to propose limits on unscheduled 
flights at EWR during the same hours, as well as a system to allocate 
the reservations for the available unscheduled operations. The FAA 
anticipates that the total number of operations at EWR will be limited 
to an average of 83 per hour.

DATES: Send your comments on this proposed order on or before April 1, 
2008.

ADDRESSES: You may submit comments, identified by docket number FAA-
2008-0221, using any of the following methods:
     Federal eRulemaking Portal: Go to https://regulations.gov 
and follow the online instructions for sending your comments 
electronically.
     Mail: Send comments by mail to Docket Operations, U.S. 
Department of Transportation, M-30, Room W12-140, 1200 New Jersey 
Avenue, SE., Washington, DC 20590-0001. Persons wishing to receive 
confirmation of receipt of their written submission should include a 
self-addressed stamped postcard.
     Hand Delivery: Deliver comments to Docket Operations in 
Room W12-140 on the ground floor of the West Building at 1200 New 
Jersey Avenue, SE., Washington DC, between 9 a.m. and 5

[[Page 14553]]

p.m., Monday through Friday, except Federal holidays.
     Facsimile: Fax comments to the docket operations personnel 
at 202-493-2251.
    Privacy: We will post all comments that we receive, without change, 
at https://www.regulations.gov, including any personal information that 
you provide. Using the search function of the docket Web site, anyone 
can find and read the electronic form of all comments in any of our 
dockets, including the name of the individual sending the comment or 
signing the comment on behalf of an association, business, labor union, 
or other entity or organization. You may review the DOT's complete 
Privacy Act Statement in the Federal Register at 65 FR 19477-78 (April 
11, 2000), or you may find it at https://docketsinfo.dot.gov.
    Reviewing the docket: To read background documents or comments 
received, go to https://www.regulations.gov at any time and follow the 
online instructions for accessing the docket; or go to Docket 
Operations in Room W12-140 on the ground floor of the West Building at 
1200 New Jersey Avenue, SE., Washington, DC, between 9 a.m. and 5 p.m., 
Monday through Friday, except Federal holidays.

FOR FURTHER INFORMATION CONTACT: Gerry Shakley, System Operations 
Services, Air Traffic Organization; telephone--(202) 267-9424; e-mail_
gerry.shakley@faa.gov.

SUPPLEMENTARY INFORMATION:

I. Background

    The U.S. Government has exclusive sovereignty over the airspace of 
the United States.\1\ Under this broad authority, Congress has 
delegated to the Administrator extensive and plenary authority to 
ensure the safety of aircraft and the efficient use of the nation's 
navigable airspace. In particular, the Administrator is required to 
assign the use of navigable airspace by regulation or order under such 
terms, conditions, and limitations as he may deem necessary to ensure 
its efficient use.\2\ The Administrator also may modify or revoke an 
assignment when required in the public interest.\3\ The FAA construes 
its statutory directive to act in the public interest as implicitly 
applying to any decision by the FAA to assign the efficient use of the 
navigable airspace. Furthermore, in carrying out the Administrator's 
safety responsibilities under the statute, the Administrator must 
consider controlling the use of the navigable airspace and regulating 
civil operations in that airspace in the interest of the safety and 
efficiency of those operations.\4\
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    \1\ 49 U.S.C. 40103(a).
    \2\ 49 U.S.C. 40103(b)(1), as previously codified in 49 U.S.C. 
App. Sec.  307(a). Congress recodified Title 49 of the United States 
Code in Pub. L. No. 103-222, 108 Stat. 745 (1994), under which the 
textual revisions were specifically not intended to result in 
substantive changes to the law. A report describing the 
recodification stated that the words in Sec. 307(a) ``under such 
terms, conditions, and limitations as he may deem'' were omitted as 
surplus. H. Rpt. 103-180 (103d Cong., 1st Sess. 1993) at 262.
    \3\ Id.
    \4\ 49 U.S.C. 40101(d)(4).
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    The FAA interprets its broad statutory authority to manage ``the 
efficient use of airspace'' to encompass its management of the 
nationwide system of air commerce and air traffic control. On a daily 
basis, that system regularly transports millions of passengers, 
thousands of tons of cargo, and millions of pieces of mail. The FAA 
believes that ensuring the efficient use of the airspace means that it 
must take all necessary and reasonable steps to prevent extreme 
congestion at an airport from disrupting or adversely affecting the 
overall air traffic system for which the FAA is responsible. Inordinate 
delays at a single airport can ripple throughout other parts of the 
system, causing losses in time and money for individuals and non-
aviation businesses, as well as for U.S. and foreign air carriers.
    EWR has historically experienced a significant number of delays 
relative to other airports. Ranked according to the proportion of 
delayed operations, EWR has frequently been the most delayed airport in 
the system. Daily operations have been relatively stable while delays 
have continued to increase. In Fiscal Year (FY) 2000, there were 1,253 
average daily operations. In FY 2007, there were 1,219 average daily 
operations, a decrease of about 3 percent. Demand during peak hours, 
however, approaches or exceeds the average runway capacity, resulting 
in volume-related delays. These are more apparent when weather or other 
operating conditions reduce the airport's capacity below optimal 
levels. The percent of on-time gate arrivals within 15 minutes of the 
scheduled time decreased from 70.66% in FY 2000 to 63.97% in FY 2006 
and to 61.71% in FY 2007. The average daily counts of arrival delays 
greater than one hour were 54 in FY 2000; 79 in FY 2006; and 93 in FY 
2007, an increase of almost 18% in the last fiscal year alone.
    During the summer of 2007, another New York-area airport, John F. 
Kennedy International Airport (JFK), also experienced significant 
congestion-related delays. Based on both airports' summer 2007 
performance and absent any major capacity enhancing projects, the FAA 
designated the airports as Level 2 Schedules Facilitated Airports for 
the summer 2008 scheduling season, in accordance with the International 
Air Transport Association (IATA) Worldwide Scheduling Guidelines.\5\ In 
designating the airports as IATA Level 2 Schedules Facilitated 
Airports, the FAA required all U.S. and foreign air carriers to report 
to the FAA their proposed summer 2008 scheduled operations at the 
airports during designated hours.\6\
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    \5\ 72 FR 54,317 (Sept. 24, 2007).
    \6\ Since receiving the requested information, the FAA has 
issued an order limiting scheduled operations at JFK and has 
designated it an IATA Level 3 Coordinated Airport. 73 FR 3,510 (Jan. 
18, 2008)(Order Limiting Scheduled Operations); 72 FR 60,710 (Oct. 
25, 2007)(Notice of Airport Level Designation).
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    The information that the U.S. and foreign air carriers reported to 
the FAA regarding their proposed operations at EWR reflected a 
significant increase in scheduled operations, especially during already 
peak hours when the airport routinely experienced delays. In 
particular, U.S. and foreign air carriers requested about 100 new 
operations, adding to the schedules that produced pronounced delays 
during summer 2007. The proposed schedules in the afternoon and evening 
period were of the greatest concern. For example, several consecutive 
hours would have had demand for arrivals or departures in the mid-90s 
and others in the upper 80s. By contrast, EWR's adjusted average 
airport capacity reflects that, from September 2006 through August 
2007, the airport handled or was capable of handling an average of 83 
operations per hour.
    The FAA modeled the level of delays that passengers transiting EWR 
could expect if the carriers were to operate the summer 2008 schedules 
that they proposed. The average arrival delays would have increased 38% 
to 35 minutes; the average number of arrival delays of at least one 
hour would have increased 50%; and the mean arrival delay would have 
reached almost 80 minutes by 7 p.m. Departures would have likewise been 
impacted.\7\
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    \7\ As with previous aircraft queuing model runs produced for 
the FAA by the MITRE Corporation's Center for Advanced Aviation 
System Development (CAASD), it was assumed that no scheduled 
operation was cancelled.
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    Moreover, the congestion and delays that the FAA modeled for the 
proposed EWR schedules would also have an adverse effect on other 
airports in the region and on the National Airspace System. For 
example, JFK and LaGuardia Airport, which are located only a few miles 
from EWR, have

[[Page 14554]]

consistently been among the nation's most delay-prone airports. The 
recently approved airspace redesign plan for the New York/New Jersey/
Philadelphia metropolitan area documents the costs and far-reaching 
impacts of delays that emanate from this area.\8\
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    \8\ The Record of Decision implementing the New York/New Jersey/
Philadelphia Metropolitan Area Airspace Redesign was issued 
September 5, 2007 and may be found at: https://www.faa.gov/airports_
airtraffic/air_traffic/nas_redesign/regional_guidance/eastern_
reg/nynjphl_redesign/.
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    In response to the U.S. and foreign air carriers' proposed summer 
2008 schedules, the FAA held discussions with many of the carriers to 
validate their schedule requests and to ask them to reconsider their 
proposed timings in light of the airport's capacity limitations. 
Although there were some modest revisions to the proposed schedules, it 
was clear that demand would continue to exceed capacity without further 
actions. The FAA elected to modify EWR's IATA designation to a Level 3 
Coordinated Airport for summer 2008.\9\ This designation permitted the 
FAA the flexibility to focus proposed new operations at the airport on 
hours during which airport capacity is available and to deny proposed 
new operations during oversubscribed hours. Some carriers, including 
Continental Airlines, the primary hub carrier at EWR, moved some 
historic peak hour flights to less congested times in order to assist 
with delay reduction. The results of the FAA's discussions with U.S. 
and foreign air carriers with respect to their summer 2008 schedules 
are summarized in the appendix to this proposed order. The FAA has also 
provided individual schedule approval to carriers as part of the IATA 
Worldwide Scheduling Guidelines review process and other discussions. 
The individual schedule approval may contain additional information 
regarding effective dates or schedule changes for parts of the summer 
2008 season. Although the appendix summarizes the peak period 
operations, it is not meant to rescind any prior approvals granted by 
the FAA for summer 2008.
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    \9\ 72 FR 73,418 (Dec. 27, 2007).
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    Despite the relative relief that the approved schedules should 
yield over the proposed summer 2008 schedules, the FAA, working with 
the airport operator, carriers, and other customer representatives, has 
begun to implement a number of short-term initiatives to improve the 
efficiency of airport operations and the air traffic control system, 
especially during periods of adverse weather when the effects of 
overscheduling are more pronounced. The FAA's recently concluded New 
York Aviation Rulemaking Committee examined congestion issues in the 
New York area and considered a list of over 77 initiatives that could 
improve operations in the region, including some that apply 
specifically to EWR. Moreover, airspace redesign will open additional 
arrival and departure routes in the New York area to reduce delays and 
congestion. These measures alone, however, are not expected to provide 
sufficient near-term gains to accommodate the peak hour schedules at 
EWR's unrestricted level of demand.

II. Summary of the Proposed Operational Limitations

A. Hourly Schedule Limitations

    The FAA proposes to limit total operations at EWR during the 
constrained hours to an average of 83 per hour. Accordingly, the 
proposed limitation on scheduled operations identified in the appendix 
is based on the FAA's assessment that EWR's adjusted average airport 
capacity from September 2006 through August 2007 was 83 operations per 
hour, and it takes into account the need for some accommodation of 
unscheduled operations at the airport. In identifying EWR's average 
adjusted airport capacity, the FAA considered the airport's capacity to 
be the higher value of either the aircraft throughput at the airport in 
a given hour or the number of arrivals and departures that air traffic 
control personnel identified as achievable in that hour. As a result, 
the FAA accepted the higher number when the airport's performance 
exceeded expectations, as well as when the airport's potential capacity 
exceeded demand. This measurement reflects the airport's demonstrated 
and potential performance over time under actual meteorological and 
operational conditions.
    The modeled delays for the schedules in the appendix will be a 
significant improvement over the proposed summer 2008 schedules that 
the carriers filed with the FAA in October 2007, under which the 
longest arrival delays would increase by up to 50 percent over the 
summer 2007 levels. The scheduled operations identified in the appendix 
include an average of almost 82 operations by U.S. and foreign air 
carriers in certain hours. Some hours are currently below the limit of 
81 and will be used for delay mitigation during, at a minimum, the 
summer of 2008.
    The FAA has decided to allocate Operating Authorizations in 30-
minute increments. The FAA will continue to work with carriers to 
smooth their schedules and to adjust the timing of arriving and 
departing flights within the allocated times. We will also closely 
monitor the efficiency gains and the reduction in delay from the 
implementation of airspace redesign and other air traffic control or 
airport operational changes in order to ensure that our scheduling 
limits reflect fully the available capacity.

B. Operational Flexibility and Future Airport Growth

    Based on the FAA's experience with capacity-constrained airports, 
we anticipate that U.S. and foreign air carriers may occasionally need 
to modify their schedule times for operational or other reasons while 
the Order that we propose is in effect. Accordingly, we acknowledge 
that the Order should provide a mechanism through which such carriers 
can modify their schedules. Given the near-saturation of the EWR's peak 
operational hours, however, it is also essential that any schedule 
adjustment preserves the stabilizing effect of the operational limits. 
Therefore, we propose to establish three means through which U.S. and 
foreign air carriers can change an initial allocation of an Operating 
Authorization within the period from 6 a.m. through 10:59 p.m.
    First, because it is necessary to evaluate the effect of any 
proposed schedule change, a U.S. or foreign air carrier must obtain the 
Administrator's written approval before making a schedule change that 
would be outside the 30-minute window of the allocated Operating 
Authorization. If we determine that the schedule change will not 
adversely affect congestion at EWR, the FAA will approve it. Because 
the FAA wishes to maximize the reduction in delays while accommodating 
carriers' need for flexibility, the FAA anticipates that it would 
approve schedule changes that would reduce the overall number of 
flights in any given hour to or below 81.
    Second, if the FAA is unable to approve a proposed schedule change, 
a U.S. or foreign air carrier may still achieve the scheduling change 
by trading Operating Authorizations with another carrier. Before any 
such trade becomes final, the carriers must obtain the Administrator's 
written approval. Once again, if the FAA determines that the trade will 
not increase congestion at EWR, it may be approved.
    Third, in addition to the permitted trades of Operating 
Authorizations among U.S. or foreign air carriers, the FAA will permit 
the leasing of the Operating Authorizations assigned

[[Page 14555]]

under the final Order, provided that any lease does not survive the 
Order's expiration. The carriers may offer or accept any form of 
consideration in a lease transaction negotiated under the Order. 
However, the Order is not intended to create a long-term solution to 
congestion at EWR. Because the Operating Authorizations established 
under the Order will not create long-term rights at EWR, the FAA will 
not allow lease transactions that assume that the carrier leasing an 
Operating Authorization will acquire any right to continue operating 
flights after the Order expires. Accordingly, permanent sales, 
purchases, or transfers of Operating Authorizations will not be 
permitted. In addition, in order to promote meaningful participation in 
the IATA scheduling process, a carrier may not lease an Operating 
Authorization unless it has actually used the authorization to conduct 
flights to or from EWR at least 80% of the time over a consecutive 90-
day period.
    In the event that any new capacity is realized at EWR during the 
constrained hours of 6 a.m. through 10:59 p.m. while the final Order is 
in effect, the FAA intends to allocate it consistent with our 
responsibility to manage the efficiency of the National Airspace 
System. New capacity is defined as any hourly capacity above and beyond 
81, other than those Operating Authorizations above that level 
allocated under this Order. As new capacity becomes available, as 
allocated Operating Authorizations are returned to the FAA, or as 
currently unallocated Operating Authorizations become available, the 
FAA plans to lease that capacity. Capacity returned to the FAA as a 
function of this Order's use-or-lose provision or as a result of a 
carrier ceasing operations at EWR would also be leased by the FAA, but 
we would not withdraw existing capacity from any carrier for leasing 
purposes. We anticipate that each lease will be for a period of up to 
five years. Leases may be issued pursuant to an auction, with the 
highest responsive bidder being awarded the lease. Auction procedures 
will be consistent with our international obligations. Foreign air 
carriers will be eligible to bid on leases. We will provide additional 
information about leasing procedures and the relevant statutory 
authorities before conducting any auction.
    Because carriers may wish to initiate operations after the 
commencement of a scheduling season or to cease operations prior to the 
end of the season, there may be some available capacity during some 
periods of both the summer and winter scheduling seasons. It is 
feasible that some of this capacity could be reintroduced into the 
system without significantly increasing delays. In addition, the FAA 
recognizes that a carrier may have a short-term need to conduct 
operations during these time periods. As a result, we propose that a 
carrier may request that the FAA allow it to temporarily operate a 
flight at a time period when there is, for this reason, temporarily 
idle capacity. The FAA would retain full discretion to determine 
whether to allow these short-term operations, which would not be 
afforded historical status when determining Operating Authorizations 
for the next applicable season. By contrast, any longer-term capacity 
that is returned by a carrier's failure to adhere to the final order's 
usage requirement could be reallocated for the next applicable season 
via an auction procedure.

C. Effect on Limited Incumbents and New Entrants

    Throughout the IATA scheduling process, and during our review of 
all the schedule requests of U.S. and foreign air carriers, the FAA has 
sought a solution to EWR's burgeoning congestion that is fair to all 
the carriers. Throughout the process, the FAA was sensitive to the 
proportionally greater importance a single operation can have to a 
carrier that operates fewer overall flights at EWR. As a result, in 
addition to granting all but the largest U.S. air carrier at EWR their 
historic schedules at every hour if they wished to continue them, 
carriers were able to add operations from their proposed summer 2008 
schedules during the hours in which capacity remained available. 
Moreover, despite the generally congested peak hours, carriers without 
any current presence at the airport were able to add one roundtrip 
within the afternoon and evening hours using the limited available 
capacity. The resulting schedule carefully balances the competing 
interests of all carriers at EWR and is the least intrusive on the 
carriers with the smallest EWR presence, which retain all of their 
historic and realistically timed new operations at the airport.
    In addition, as proposed in the previous subsection of this Order, 
all carriers will have an opportunity to acquire and to retime 
operations at EWR while the Order is in effect. Under the Order, all 
carriers would have the opportunity to trade with others for Operating 
Authorizations at times that are more desirable to them. In addition, 
all U.S. and foreign air carriers have the opportunity to lease 
Operating Authorizations from other carriers for the duration of the 
Order. Furthermore, in the event that FAA or airport initiatives create 
new capacity at EWR while the Order is in effect, all carriers--
including those without a presence at EWR and those with few 
operations--would have the opportunity to bid on a leasehold interest 
in the new operations via an auction process.

D. Foreign Air Carriers

    Foreign air carriers are included in the limits proposed in this 
Order and would be allocated Operating Authorizations based on historic 
summer 2007 operations or on amended requests for summer 2008 schedules 
that have been approved by FAA. In November, the FAA met with many of 
the carriers at the IATA Schedules Conference to review the proposed 
summer 2008 schedules. Historic operations of foreign air carriers were 
granted if requested for summer 2008, as were some retimings. Foreign 
air carriers, like U.S. air carriers, were offered alternative timings 
when capacity was available, and they may trade or lease Operating 
Authorizations to change the timing of their operations or to obtain 
additional Operating Authorizations.
    Because the final Order would extend until October 24, 2009, the 
FAA understands that there may be slight variations with winter timings 
or allocations that will need to be considered. The FAA does not 
propose to exceed the limits set forth in the appendix for the winter 
2008/2009 scheduling season, but we will work with carriers to address 
their historic scheduling needs.

E. Usage Requirement and Withdrawals

    The FAA has considered whether, in order to encourage maximum 
utilization of EWR's limited capacity, the final Order should include a 
usage requirement for the Operating Authorizations that it allocates. 
Such requirements are common at capacity constrained airports. A usage 
requirement previously applied at several High Density Rule airports; 
it continues to apply to Ronald Reagan Washington National Airport 
under the High Density Rule; and such a requirement applies under the 
rules currently in effect at Hare International Airport and the orders 
now governing LaGuardia Airport and JFK. In addition, the IATA 
Worldwide Scheduling Guidelines include a minimum usage requirement. 
Including a usage requirement may provide a greater opportunity for 
carriers to obtain Operating Authorizations in the

[[Page 14556]]

secondary market, because carriers may seek to lease them rather than 
lose Operating Authorizations for underutilization. This could 
potentially benefit carriers seeking to enter the market or to increase 
their presence at EWR
    In the recently issued order limiting scheduled operations at JFK, 
as amended, the FAA adopted the IATA Worldwide Scheduling Guidelines 
requirement for the usage of JFK's Operating Authorizations. We propose 
a very similar usage requirement at EWR, once again applying an 80% 
usage threshold. Under the Worldwide Scheduling Guidelines, carriers 
are required to inform the coordinator of their intended summer and 
winter operations by January 15 and August 15, respectively.\10\ Any 
operations not declared by these dates are surrendered and are not 
given historical status for the subsequent applicable scheduling 
season. However, they also do not count against each carrier's 
calculated usage rate for use-or-lose purposes. For example, if a 
carrier were to tell the FAA that it would commence operations on June 
1 and cease those operations on August 31, the relevant timeframe for 
measuring the carrier's usage of the Operating Authorization would be 
June 1 through August 31, even though the summer scheduling season, in 
2008, runs from March 30 until October 25. Assuming the carrier 
conducted enough flights under the Operating Authorization in the June 
through August timeframe to receive historical recognition, the carrier 
would retain the Operating Authorization within the summer 2009 
scheduling season, from June 1 through August 31.
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    \10\ The slot return deadlines were recently changed by IATA 
from January 31 and August 31.
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    The FAA recognizes a distinct merit in this approach in the context 
of a congested airport like EWR. A strictly seasonal use-or-lose policy 
would require carriers to operate flights on the shoulders of a 
scheduling season merely to ensure that they would not lose the 
Operating Authorization during the few weeks or months when they 
actually require it. This unnecessary service would have the effect of 
artificially inflating demand for EWR's limited runway capacity during 
the spring and fall, leading to an increase in congestion-related 
delay.
    Accordingly, we propose that, for purposes of use-or-lose and 
historical allocation for subsequent seasons, carriers must tell the 
FAA when their usage of a particular Operating Authorization will start 
and stop. Under this approach, because it is now too late to meet the 
submission date specified in the Worldwide Scheduling Guidelines for 
summer 2008, carriers must report on or before June 6, 2008, their 
planned usage of the EWR Operating Authorizations identified in the 
appendix during summer 2008. Carriers that have previously provided the 
effective dates of their summer 2008 schedules, and received approval 
from the FAA for those schedules, do not need to resubmit the 
information. Thereafter, the carriers' notification to the FAA of their 
planned usage for winter 2008/2009 and summer 2009 schedules will 
follow the Worldwide Scheduling Guidelines' schedule. Thus, the FAA 
will receive initial schedule requests for the winter 2008/2009 
scheduling season by the May 15 deadline and coordinate with carriers 
at the June 2008 IATA Schedules Conference.
    With respect to the carriers' reported usage of their Operating 
Authorizations during or after each scheduling season, the FAA proposes 
to adopt requirements that are similar to those in the recent JFK 
order, as amended. Accordingly, carriers would be required to provide 
the FAA with an interim usage report approximately two months before 
the end of the scheduling season and a final report at the end of the 
season. The final report would be due no later than 30 days after the 
end of the scheduling season.
    Recognizing that there may be unexpected times when a carrier's 
operations are greatly disrupted, the Administrator proposes to retain 
the authority to waive the 80% usage requirement in the event of a 
highly unusual and unpredictable condition which is beyond the control 
of the carrier and which exists for a period of 5 consecutive days or 
more. Additionally, the FAA will treat as used any Operating 
Authorization held by a carrier on Thanksgiving Day, the Friday 
following Thanksgiving Day, and the period from December 24 through the 
first Saturday in January.
    If the FAA determines that a reduction in the number of allocated 
Operating Authorizations is required to meet operational needs, such as 
reduced airport capacity, the FAA proposes to conduct a weighted 
lottery to withdraw Operating Authorizations to meet a reduced hourly 
or half-hourly limit for scheduled operations.\11\ When capacity 
returns to its previous levels, the withdrawn Operating Authorizations 
would be returned to the carriers from whom they were withdrawn. The 
FAA will provide at least 45 days of advance notice of the need for a 
withdrawal, if possible.
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    \11\ In a weighted lottery, the risk of having an Operating 
Authorization withdrawn is proportional to the number of Operating 
Authorizations that a carrier holds. Thus, those carriers with the 
greatest number of authorizations are most likely to have an 
authorization withdrawn. Those with very few operations bear a very 
small, but still some, risk of having an authorization withdrawn.
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F. Unscheduled Operations

    Unscheduled operations, including general aviation, charter 
flights, and other ad hoc operations, have typically been a small 
percentage of the overall traffic at EWR. However, given the level of 
congestion projected for summer 2008, even the addition of a few 
operations during the oversubscribed hours can exacerbate delays. 
Although they may not have traditionally appeared in the Official 
Airline Guide, some charter and other operations are regularly 
conducted carrier operations, and the FAA considers them to be 
scheduled operations for the purposes of this Order. Therefore, the 
carriers that conducted such operations at EWR in summer 2007 would be 
allocated Operating Authorizations for summer 2008.
    The FAA is also considering the issuance of a separate notice of 
proposed rulemaking (NPRM) proposing to limit the number of unscheduled 
flights and to require a reservation to operate during controlled 
hours. During the busiest hours, the number of reservations set aside 
for unscheduled operations would be reduced to allow for additional 
scheduled traffic. The FAA expects that under certain operating 
conditions, additional reservations could be made available for 
unscheduled operations, provided that significant delay impacts are not 
expected. Additional information on unscheduled operations and the 
proposed reservation system will be included in the NPRM, and the FAA 
will consider any comments received prior to adopting a final rule.

G. Enforcement of This Order

    The FAA may enforce the final Order through an enforcement action 
seeking a civil penalty under 49 U.S.C. 46301(a). Under that provision, 
a carrier that is not a small business as defined in the Small Business 
Act, 15 U.S.C. 632, is liable for a civil penalty of up to $25,000 for 
every day that it violates the limits set forth in the Order. A carrier 
that is a small business as defined in the Small Business Act is liable 
for a civil penalty of up to $10,000 for every day that it violates the 
limits set forth in the Order. The FAA also may file a civil action in

[[Page 14557]]

U.S. District Court, under 49 U.S.C. 46106, 46107, seeking to enjoin 
any carrier from violating the terms of the Order.

H. Intermediate- and Long-Term Solutions

    While this Order proposes a limitation on the number of scheduled 
operations at EWR, it is not the FAA's preferred alternative to 
addressing capacity shortfalls. In the FAA's view, the intermediate- 
and long-term priority is to expand airport and airway system capacity 
and to increase the efficient use of existing resources. This is by far 
the most effective way to serve the traveling public and to promote a 
strong airport and airway system. Although there is no single action 
that will solve the problem of congestion in and around New York, the 
recently concluded New York Aviation Rulemaking Committee, among its 
many other products, published a list of 77 airport and airspace 
initiatives that could help to relieve congestion in the New York area. 
The list is available as appendix C to the committee's report, which is 
currently available as a link off the FAA's Web site, https://
www.faa.gov. It includes procedural, technological, and capital 
improvements that relate to all the major New York area airports, the 
efficient operation of which are largely interdependent.
    While events or technology may overtake the completion of all the 
77 listed initiatives, each has the potential to add incrementally to 
the existing capacity. Most immediately, we anticipate the completion 
of a number of the items by summer 2008. In addition, as the views 
expressed in the docket indicate, the full implementation of New York/
New Jersey/Philadelphia airspace redesign and the progressive 
achievement of the Next Generation Air Traffic System's component 
technologies will also contribute to reducing delay. As a result, to 
permit time for system improvements to come on line, we propose an 
expiration date for the final Order of October 24, 2009.

I. Environmental Impact

    The agency order stating FAA policies and procedures with respect 
to the environmental impact of FAA activities, FAA Order 1050.1E, 
identifies FAA actions that are categorically excluded from preparation 
of an environmental assessment or environmental impact statement under 
the National Environmental Policy Act in the absence of extraordinary 
circumstances. The FAA has determined that this Order qualifies for the 
categorical exclusion identified in paragraph 312d ``Issuance of 
regulatory documents (e.g., Notices of Proposed Rulemaking and issuance 
of Final Rules) covering administrative or procedural requirements 
(Does not include Air Traffic procedures; specific Air Traffic 
procedures that are categorically excluded are identified under 
paragraph 311 of this Order.)'' This Order, which proposes a temporary 
limitation on operations pending a future rulemaking, is in the nature 
of a rule. No extraordinary circumstances exist that may cause a 
significant impact and therefore no further environmental review is 
required.
    Accordingly, with respect to scheduled flight operations at EWR, 
the FAA proposes the following ordering language:
    1. This Order assigns operating authority to conduct an arrival or 
a departure at EWR during the affected hours to the U.S. air carrier or 
foreign air carrier identified in the appendix to this Order. The FAA 
will not assign operating authority under this Order to any person or 
entity other than a certificated U.S. or foreign air carrier with 
appropriate economic authority and FAA operating authority under 14 CFR 
part 121, 129, or 135. This Order applies to the following:
    a. All U.S. air carriers and foreign air carriers conducting 
scheduled operations at EWR as of the date of this Order, any U.S. air 
carrier or foreign air carrier that operates under the same designator 
code as such a carrier, and any air carrier or foreign-flag carrier 
that has or enters into a codeshare agreement with such a carrier.
    b. All U.S. air carriers or foreign air carriers initiating 
scheduled or regularly conducted commercial service to EWR while this 
Order is in effect.
    c. The Chief Counsel of the FAA, in consultation with the Vice 
President, System Operations Services, is the final decision-maker for 
determinations under this Order.
    2. This Order governs scheduled arrivals and departures at EWR from 
6 a.m. through 10:59 p.m., Eastern Time, Sunday through Saturday.
    3. This Order takes effect at 6 a.m., Eastern Time, on June 1, 
2008, and expires at 11:59 p.m., Eastern Time, on October 24, 2009.
    4. Under the authority provided to the Secretary of Transportation 
and the FAA Administrator by 49 U.S.C. 40101, 40103 and 40113, we 
hereby order that:
    a. No U.S. air carrier or foreign air carrier initiating or 
conducting scheduled or regularly conducted commercial service at EWR 
may conduct such operations without an Operating Authorization assigned 
by the FAA.
    b. Except as provided in the appendix to this Order, scheduled U.S. 
air carrier and foreign air carrier arrivals and departures will not 
exceed 81 per hour from 6 a.m. through 10:59 p.m., Eastern Time.
    c. The Administrator may change the limits if he determines that 
capacity exists to accommodate additional operations without a 
significant increase in delays.
    5. For administrative tracking purposes only, the FAA will assign 
an identification number to each Operating Authorization.
    6. A carrier holding an Operating Authorization may request the 
Administrator's approval to move any arrival or departure scheduled 
from 6 a.m. through 10:59 p.m. to another half hour within that period. 
Except as provided in paragraph seven, the carrier must receive the 
written approval of the Administrator, or his delegate, prior to 
conducting any scheduled arrival or departure that is not listed in the 
appendix to this Order. All requests to move an allocated Operating 
Authorization must be submitted to the FAA Slot Administration Office, 
facsimile (202) 267-7277 or e-mail 7-AWA_Slotadmin@faa.gov, and must 
come from a designated representative of the carrier. If the FAA cannot 
approve a carrier's request to move a scheduled arrival or departure, 
the carrier may then apply for a trade in accordance with paragraph 
seven.
    7. A carrier may lease or trade an Operating Authorization to 
another carrier for any consideration and for a period that does not 
exceed the duration of this Order. A carrier may not lease an Operating 
Authorization unless it has actually used the authorization to conduct 
flights to or from Newark at least 80% of the time over a consecutive 
90-day period. Notice of a trade or lease under this paragraph must be 
submitted in writing to the FAA Slot Administration Office, facsimile 
(202) 267-7277 or e-mail 7_AWA_Slotadmin@faa.gov, and must come from 
a designated representative of each carrier. The FAA must confirm and 
approve these transactions in writing prior to the effective date of 
the transaction. The FAA will approve transfers between carriers under 
the same marketing control up to five business days after the actual 
operation, but only to accommodate operational disruptions that occur 
on the same day of the scheduled operation.
    8. A carrier may not buy, sell, trade, or transfer an Operating 
Authorization, except as described in paragraph seven.
    9. Historical rights to Operating Authorizations and withdrawal of 
those

[[Page 14558]]

rights due to insufficient usage will be determined on a seasonal basis 
and in accordance with the schedule approved by the FAA prior to the 
commencement of the applicable season.
    a. For each day of the week that the FAA has approved an operating 
schedule, any Operating Authorization not used at least 80% of the time 
over the period authorized by the FAA under this paragraph will be 
withdrawn by the FAA for the next applicable season except:
    i. The FAA will treat as used any Operating Authorization held by a 
carrier on Thanksgiving Day, the Friday following Thanksgiving Day, and 
the period from December 24 through the first Saturday in January.
    ii. The Administrator of the FAA may waive the 80% usage 
requirement in the event of a highly unusual and unpredictable 
condition which is beyond the control of the carrier and which affects 
carrier operations for a period of five consecutive days or more.
    b. Each carrier holding an Operating Authorization must forward in 
writing to the FAA Slot Administration Office a list of all Operating 
Authorizations held by the carrier and for each Operating 
Authorization:
    i. The dates within each applicable season on which it intends to 
start and to cease scheduled operations.
    A. For the summer 2008 scheduling season, the report must be 
received by the FAA no later than June 6, 2008.
    B. For the winter 2008/2009 scheduling season, the report must be 
received by the FAA no later than August 15, 2008.
    C. For the summer 2009 scheduling season, the report must be 
received by the FAA no later than January 15, 2009.
    ii. The completed operations for each day of the applicable 
scheduling season:
    A. No later than September 1 for the summer scheduling season;
    B. No later than January 15 for the winter scheduling season.
    iii. The completed operations for each day of the scheduling season 
within 30 days after the last day of the applicable scheduling season.
    10. In the event that a carrier surrenders to the FAA any Operating 
Authorization assigned to it under this Order or if there are 
unallocated Operating Authorizations, the FAA will determine whether 
the unallocated Operating Authorizations should be reallocated. The FAA 
may temporarily allocate an Operating Authorization if it determines 
that such allocation will not increase congestion at the airport. Such 
temporary allocations will not be entitled to historical status for the 
next applicable scheduling season under paragraph 9. Long-term 
allocations of returned or unallocated Operating Authorizations will be 
by auction.
    11. If the FAA determines that a reduction in the number of 
allocated Operating Authorizations is required to meet operational 
needs, such as reduced airport capacity, the FAA will conduct a 
weighted lottery to withdraw Operating Authorizations to meet a reduced 
hourly or half-hourly limit for scheduled operations. The FAA will 
provide at least 45 days' notice unless otherwise required by 
operational needs. Any Operating Authorization that is withdrawn or 
temporarily suspended will, if reallocated, be reallocated to the 
carrier from which it was taken, provided that the carrier continues to 
operate scheduled service at EWR.
    12. The FAA will enforce this Order through an enforcement action 
seeking a civil penalty under 49 U.S.C. 46301(a). A carrier that is not 
a small business as defined in the Small Business Act, 15 U.S.C. 632, 
will be liable for a civil penalty of up to $25,000 for every day that 
it violates the limits set forth in this Order. A carrier that is a 
small business as defined in the Small Business Act will be liable for 
a civil penalty of up to $10,000 for every day that it violates the 
limits set forth in this Order. The FAA also could file a civil action 
in U.S. District Court, under 49 U.S.C. 46106, 46107, seeking to enjoin 
any air carrier from violating the terms of this Order.
    13. The FAA may modify or withdraw any provision in this Order on 
its own or on application by any carrier for good cause shown.

    Issued in Washington, DC, on March 12, 2008.
Robert A. Sturgell,
Acting Administrator, Federal Aviation Administration.

 Appendix--Operating Limitations at Newark Liberty International Airport (EWR)--August 2008 Proposed as of 3/12/
                                                      2008
                               [0600-2259 local hours only: 30 minute OA windows]
----------------------------------------------------------------------------------------------------------------
                                 Period
        Seller carrier            (LT)        Arr/Dep       Sun     Mon     Tue     Wed     Thu     Fri     Sat
----------------------------------------------------------------------------------------------------------------
AAL--American Airlines.......        0600  Departure....       2       2       2       2       2       2       2
AAL--American Airlines.......        0730  Departure....       2       2       2       2       2       2       2
AAL--American Airlines.......        0830  Arrival......       1       1       1       1       1       1       1
AAL--American Airlines.......        0830  Departure....       1       1       1       1       1       1       1
AAL--American Airlines.......        0900  Departure....       2       2       2       2       2       2       2
AAL--American Airlines.......        0930  Arrival......       1       1       1       1       1       1       1
AAL--American Airlines.......        1000  Departure....       1       1       1       1       1       1       1
AAL--American Airlines.......        1030  Arrival......       2       2       2       2       2       2       2
AAL--American Airlines.......        1030  Departure....       1       1       1       1       1       1       1
AAL--American Airlines.......        1100  Arrival......       1       1       1       1       1       1       1
AAL--American Airlines.......        1100  Departure....       1       1       1       1       1       1       1
AAL--American Airlines.......        1130  Departure....       1       1       1       1       1       1       1
AAL--American Airlines.......        1200  Arrival......       1       1       1       1       1       1       1
AAL--American Airlines.......        1200  Departure....       1       1       1       1       1       1       1
AAL--American Airlines.......        1230  Arrival......       1       1       1       1       1       1       1
AAL--American Airlines.......        1230  Departure....       1       1       1       1       1       1       1
AAL--American Airlines.......        1300  Departure....       2       2       2       2       2       2       2
AAL--American Airlines.......        1330  Arrival......       3       3       3       3       3       3       3
AAL--American Airlines.......        1400  Arrival......       1       1       1       1       1       1       1
AAL--American Airlines.......        1400  Departure....       1       1       1       1       1       1       1
AAL--American Airlines.......        1500  Arrival......       1       1       1       1       1       1       1
AAL--American Airlines.......        1500  Departure....       1       1       1       1       1       1       1
AAL--American Airlines.......        1530  Departure....       1       1       1       1       1       1       1
AAL--American Airlines.......        1600  Arrival......       3       3       3       3       3       3       3

[[Page 14559]]

 
AAL--American Airlines.......        1630  Arrival......       1       1       1       1       1       1       1
AAL--American Airlines.......        1630  Departure....       2       2       2       2       2       2       2
AAL--American Airlines.......        1700  Departure....       3       3       3       3       3       3       3
AAL--American Airlines.......        1730  Arrival......       2       2       2       2       2       2       2
AAL--American Airlines.......        1800  Departure....       1       1       1       1       1       1       1
AAL--American Airlines.......        1830  Arrival......       1       1       1       1       1       1       1
AAL--American Airlines.......        1830  Departure....       1       1       1       1       1       1       1
AAL--American Airlines.......        1900  Departure....       1       1       1       1       1       1       1
AAL--American Airlines.......        1930  Arrival......       1       1       1       1       1       1       1
AAL--American Airlines.......        1930  Departure....       2       2       2       2       2       2       2
AAL--American Airlines.......        2100  Arrival......       2       2       2       2       2       2       2
AAL--American Airlines.......        2100  Departure....       1       1       1       1       1       1       1
AAL--American Airlines.......        2130  Arrival......       1       1       1       1       1       1       1
AAL--American Airlines.......        2230  Arrival......       2       2       2       2       2       2       2
----------------------------------------------------------------------------------------------------------------
ABX--ABX.....................        0600  Arrival......  ......  ......       1       1       1       1       1
ABX--ABX.....................        2230  Departure....  ......       1       1       1       1       1  ......
----------------------------------------------------------------------------------------------------------------
ACA--Air Canada..............        0600  Departure....       1       1       1       1       1       1       1
ACA--Air Canada..............        0730  Arrival......       1       1       1       1       1       1       1
ACA--Air Canada..............        0800  Arrival......       1       1       1       1       1       1       1
ACA--Air Canada..............        0830  Departure....       2       2       2       2       2       2       2
ACA--Air Canada..............        1000  Arrival......       1       1       1       1       1       1       1
ACA--Air Canada..............        1030  Departure....       1       1       1       1       1       1       1
ACA--Air Canada..............        1130  Arrival......       1       1       1       1       1       1       1
ACA--Air Canada..............        1230  Arrival......       1       1       1       1       1       1       1
ACA--Air Canada..............        1230  Departure....       1       1       1       1       1       1       1
ACA--Air Canada..............        1300  Departure....       1       1       1       1       1       1       1
ACA--Air Canada..............        1330  Arrival......       1       1       1       1       1       1       1
ACA--Air Canada..............        1430  Departure....       1       1       1       1       1       1       1
ACA--Air Canada..............        1530  Arrival......       1       1       1       1       1       1       1
ACA--Air Canada..............        1600  Departure....       1       1       1       1       1       1       1
ACA--Air Canada..............        1700  Arrival......       1       1       1       1       1       1       1
ACA--Air Canada..............        1730  Departure....       1       1       1       1       1       1       1
ACA--Air Canada..............        1800  Arrival......       1       1       1       1       1       1       1
ACA--Air Canada..............        1930  Arrival......       1       1       1       1       1       1       1
ACA--Air Canada..............        1930  Departure....       1       1       1       1       1       1       1
ACA--Air Canada..............        2000  Arrival......       1       1       1       1       1       1       1
ACA--Air Canada..............        2000  Departure....       1       1       1       1       1       1       1
ACA--Air Canada..............        2100  Departure....       1       1       1       1       1       1       1
ACA--Air Canada..............        2200  Arrival......       1       1       1       1       1       1       1
----------------------------------------------------------------------------------------------------------------
AFC--Kalitta.................        1700  Arrival......  ......       1  ......  ......       1  ......  ......
----------------------------------------------------------------------------------------------------------------
AFR--Air France..............        1530  Arrival......       1       1       1       1       1       1       1
AFR--Air France..............        1900  Departure....       1       1       1       1       1       1       1
----------------------------------------------------------------------------------------------------------------
AIC--Air India...............        1600  Arrival......       1       1       1       1       1       1       1
AIC--Air India...............        2100  Departure....       1       1       1       1       1       1       1
----------------------------------------------------------------------------------------------------------------
AIO--Elysair.................        1600  Arrival......       1       1       1       1       1       1       1
AIO--Elysair.................        1900  Departure....       1       1       1       1       1       1       1
AIO--Elysair.................        2000  Arrival......       1       1       1       1       1       1  ......
AIO--Elysair.................        2200  Departure....       1       1       1       1       1       1  ......
----------------------------------------------------------------------------------------------------------------
ASA--Alaska..................        0730  Departure....       1       1       1       1       1       1       1
ASA--Alaska..................        1700  Arrival......       1       1       1       1       1       1       1
ASA--Alaska..................        1800  Departure....       1       1       1       1       1       1       1
ASA--Alaska..................        2130  Arrival......       1       1       1       1       1       1       1
----------------------------------------------------------------------------------------------------------------
ATN--Air Transport Intnl.....        0600  Arrival......  ......       1       1       1       1  ......  ......
ATN--Air Transport Intnl.....        0630  Departure....  ......       1       1       1       1  ......  ......
----------------------------------------------------------------------------------------------------------------
AZA--Alitalia................        1530  Arrival......       1       1       1       1       1       1       1
AZA--Alitalia................        1730  Departure....       1       1       1       1       1       1       1
----------------------------------------------------------------------------------------------------------------
BAW--British Airways.........        0800  Departure....       1       1       1       1       1       1       1
BAW--British Airways.........        1130  Arrival......       1       1       1       1       1       1       1
BAW--British Airways.........        1730  Arrival......       1       1       1       1       1       1       1

[[Page 14560]]

 
BAW--British Airways.........        1830  Departure....       1       1       1       1       1       1       1
BAW--British Airways.........        2100  Departure....       1       1       1       1       1       1       1
BAW--British Airways.........        2130  Arrival......       1       1       1       1       1       1       1
----------------------------------------------------------------------------------------------------------------
COA--Continental.............        0600  Arrival......       4       4       4       4       4       4       4
COA--Continental.............        0600  Departure....       9       9       9       9       9       9       9
COA--Continental.............        0630  Arrival......       1       1       1       1       1       1       1
COA--Continental.............        0630  Departure....      20      20      20      20      20      20      20
COA--Continental.............        0700  Arrival......       6       6       6       6       6       6       6
COA--Continental.............        0700  Departure....      15      15      15      15      15      15      15
COA--Continental.............        0730  Arrival......      19      19      19      19      19      19      19
COA--Continental.............        0730  Departure....      17      17      17      17      17      17      17
COA--Continental.............        0800  Arrival......      14      14      14      14      14      14      14
COA--Continental.............        0800  Departure....      16      16      16      16      16      16      16
COA--Continental.............        0830  Arrival......       7       7       7       7       7       7       7
COA--Continental.............        0830  Departure....      24      24      24      24      24      24      24
COA--Continental.............        0900  Arrival......       6       6       6       6       6       6       6
COA--Continental.............        0900  Departure....      21      21      21      21      21      21      21
COA--Continental.............        0930  Arrival......       9       9       9       9       9       9       9
COA--Continental.............        0930  Departure....       4       4       4       4       4       4       4
COA--Continental.............        1000  Arrival......      10      10      10      10      10      10      10
COA--Continental.............        1000  Departure....       7       7       7       7       7       7       7
COA--Continental.............        1030  Arrival......       7       7       7       7       7       7       7
COA--Continental.............        1030  Departure....      12      12      12      12      12      12      12
COA--Continental.............        1100  Arrival......      18      18      18      18      18      18      18
COA--Continental.............        1100  Departure....       6       6       6       6       6       6       6
COA--Continental.............        1130  Arrival......      14      14      14      14      14      14      14
COA--Continental.............        1130  Departure....      13      13      13      13      13      13      13
COA--Continental.............        1200  Arrival......      14      14      14      14      14      14      14
COA--Continental.............        1200  Departure....      18      18      18      18      18      18      18
COA--Continental.............        1230  Arrival......      19      19      19      19      19      19      19
COA--Continental.............        1230  Departure....       8       8       8       8       8       8       8
COA--Continental.............        1300  Arrival......      10      10      10      10      10      10      10
COA--Continental.............        1300  Departure....      18      18      18      18      18      18      18
COA--Continental.............        1330  Arrival......      20      20      20      20      20      20      20
COA--Continental.............        1330  Departure....       9       9       9       9       9       9       9
COA--Continental.............        1400  Arrival......      17      17      17      17      17      17      17
COA--Continental.............        1400  Departure....       5       5       5       5       5       5       5
COA--Continental.............        1430  Arrival......      17      17      17      17      17      17      17
COA--Continental.............        1430  Departure....      20      20      20      20      20      20      20
COA--Continental.............        1500  Arrival......      17      17      17      17      17      17      17
COA--Continental.............        1500  Departure....      21      21      21      21      21      21      21
COA--Continental.............        1530  Arrival......      19      19      19      19      19      19      19
COA--Continental.............        1530  Departure....      10      10      10      10      10      10      10
COA--Continental.............        1600  Arrival......      11      11      11      11      11      11      11
COA--Continental.............        1600  Departure....      11      11      11      11      11      11      11
COA--Continental.............        1630  Arrival......      19      19      19      19      19      19      19
COA--Continental.............        1630  Departure....      13      13      13      13      13      13      13
COA--Continental.............        1700  Arrival......      13      13      13      13      13      13      13
COA--Continental.............        1700  Departure....      18      18      18      18      18      18      18
COA--Continental.............        1730  Arrival......       6       6       6       6       6       6       6
COA--Continental.............        1730  Departure....      13      13      13      13      13      13      13
COA--Continental.............        1800  Arrival......      16      16      16      16      16      16      16
COA--Continental.............        1800  Departure....      15      15      15      15      15      15      15
COA--Continental.............        1830  Arrival......      13      13      13      13      13      13      13
COA--Continental.............        1830  Departure....       8       8       8       8       8       8       8
COA--Continental.............        1900  Arrival......      20      20      20      20      20      20      20
COA--Continental.............        1900  Departure....      17      17      17      17      17      17      17
COA--Continental.............        1930  Arrival......       8       8       8       8       8       8       8
COA--Continental.............        1930  Departure....      14      14      14      14      14      14      14
COA--Continental.............        2000  Arrival......      18      18      18      18      18      18      18
COA--Continental.............        2000  Departure....      26      26      26      26      26      26      26
COA--Continental.............        2030  Arrival......       9       9       9