Recent Pertinent Dockets:

FAA-2006-25755 - Operating Limitations at LaGuardia

FAA-2007-29330 - JFK Operating Limitations

	Applications and Petitions: None Answers and Replies: ADS-B NPRM - Request of Air Carrier Associations to Extend Public Comment Period Orders and Notices: JFK Airport Level Designation for Summer 2008 - Scheduled Coordination Rules and Regulations: None Grant of Petitions: None

	JFK Airport Level Designation for Summer 2008 Scheduling Season On File at Federal Register October 22, 2007 Notice of Schedule Coordination Under this notice, the FAA announces that New York's John F. Kennedy International Airport has been designated a Level 3 Coordinated Airport for the summer 2008 scheduling season in accordance with the International Air Transport Association Worldwide Scheduling Guidelines. This notice supercedes the September 24, 2007, notice that designated JFK a Level 2 Schedules Facilitated Airport. 72 FR 54317. Based on a recently completed capacity analysis. a review of last summer's demand. the projections for summer 2008. and the agency's decision to seek voluntary schedule reductions from domestic air carriers, the FAA has determined that a Level 3 airport declaration is warranted. The primary coordination constraint is runway/air traffic control capacity. JFK is experiencing increased congestion and delay. Comparing the period of October 2006 through July 2007 to the same period in the previous year, the average daily operations at JFK increased 23 percent: the average daily arrivals with delays greater than one hour increased 114 percent: and on-time gate arrivals within 15 minutes of scheduled time decreased from 69.7 percent to 61.2 percent. The average taxi-out delay increased 19 percent from 30 to almost 36 minutes. On-time departures within 15 minutes of scheduled time declined from 74.7 percent to 65.2 percent. Much of this delay is attributed to volume and it not likely to be entirely mitigated by short-term air traffic control procedural enhancements. airport or airspace efficiency gains. or airport infrastructure changes. For example, from February 2007 through July 2007. JFK's average airport capacity was 81 operations per hour while demand during the busiest hour, 4 p.m., was over 110 scheduled arrivals and departures during summer 2007. Adjacent hours had fewer scheduled flights but still above the average hourly capacity rate. Under a preliminary review of the schedule submissions for summer 2008, the FAA notes that there are proposed schedule increases by domestic carriers and foreign flag carriers. These proposed schedules will result in a significant increase of operations at JFK. While JFK has available capacity for additional flights during some periods of the day, certain hours are currently beyond capacity and would get only worse if the schedules were implemented as proposed. Thus, based on the level of congestion experienced this past summer season the planned increases for nest summer. and the decision to seek voluntary reductions of existing schedules from domestic operators through a scheduling reduction meeting, an immediate Level 3 designation is warranted. Under this Level 3 designation, the FAA will accept the schedule information previously submitted to the FAA. The FAA will grant historic status for the operations of foreign flag air carriers based on their summer 2007 fights if requested for summer 2008. For domestic carriers, the base level of operations, both international and domestic, will be determined as part of the scheduling reduction meeting process. The FAA will continue to seek voluntary solutions to accommodate flight requests but overall demand must be within the airport's practical capacity if there is to be a successful reduction of delays. Carriers with new flights planned for peak hours should consider alternative schedules, especially for those planned in the late afternoon and evening hours. By: Rebecca MacPherson New York JFK and Newark Summer 2008 Scheduling Season Notice from September 19, 2007 Index Notice of Proposed Rulemaking - Automatic Dependent Surveillance Broadcast FAA-2007-29305 October 19, 2007 Request to Extend Public Comment Period A key component of NextGen, ADS-B technology is an important step to updating the national airspace system. We appreciate FAA’s effort to embrace technology that will further safety, capacity, efficiency and environmental benefits. As noted in the proposal, the FAA needs additional information in several areas to complete a regulatory evaluation. Coordination and retrieval of this information will be extensive and time consuming. For example, our organizations and our members will have to coordinate with airplane manufacturers to determine when and how manufacturers could provide equipment and services to comply with a potential final rule. The bases for several of the FAA fundamental cost assumptions outlined in the Draft Regulatory Impact Analysis are not clear. For instance, it is not clear on what basis FAA or industry should assume airplane manufacturers would: (1) invest in equipping newly delivered aircraft after a federal commitment of two appropriation-funding cycles, or; (2) start equipping ADS-B Out avionics on new aircraft deliveries in 2012, because it would be cheaper to purchase new aircraft with the avionics installed than to retrofit in 2020. Substantiation of these assumptions will take extensive coordination with various air carriers and airplane manufacturers. By: Air Transport Association of America, Air Carrier Association of America, Aerospace Industries Association, Regional Airline Association and National Air Carrier Association Index