[Federal Register Volume 85, Number 97 (Tuesday, May 19, 2020)]
[Notices]
[Pages 30001-30004]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2020-10696]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
Notice of Submission Deadline for Schedule Information for
Chicago O'Hare International Airport, John F. Kennedy International
Airport, Los Angeles International Airport, Newark Liberty
International Airport, and San Francisco International Airport for the
Winter 2020/2021 Scheduling Season
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation,.
ACTION: Notice of submission deadline.
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SUMMARY: Under this notice, the FAA announces the submission deadline
of May 14, 2020, for Winter 2020/2021 flight schedules at Chicago
O'Hare International Airport (ORD), John F. Kennedy International
Airport (JFK), Los Angeles International Airport (LAX), Newark Liberty
International Airport (EWR), and San Francisco International Airport
(SFO). The deadline coincides with the schedule submission deadline for
the International Air Transport Association (IATA) Calendar of
Coordination Activities for the Winter 2020/2021 scheduling season.
DATES: Schedules must be submitted no later than May 14, 2020.
ADDRESSES: Schedules may be submitted by mail to the Slot
Administration Office, AGC-200, Office of the Chief Counsel, 800
Independence Avenue SW, Washington, DC 20591; facsimile: 202-267-7277;
or by email to: 7-AWA-slotadmin@faa.gov.
FOR FURTHER INFORMATION CONTACT: Al Meilus, Manager, Slot
Administration, AJR-G, Federal Aviation Administration, 800
Independence Avenue SW, Washington, DC 20591; telephone (202) 267-2822;
email Al.Meilus@faa.gov.
SUPPLEMENTARY INFORMATION: This document provides routine notice to
carriers serving capacity-constrained airports in the United States.
General Information for All Airports
The FAA has designated EWR, LAX, ORD, and SFO as IATA Level 2
airports \1\ and JFK as an IATA Level 3 airport consistent with the
Worldwide Slot Guidelines (WSG).\2\ The FAA currently limits scheduled
operations at JFK by order that expires on October 24, 2020.\3\ The
U.S. Winter 2020/2021 scheduling season is from October 25, 2020,
through March 27, 2021, in recognition of the IATA northern winter
scheduling period. Notwithstanding that carriers may presently face
unusual uncertainty about their operations in light of Coronavirus
Disease 2019 (COVID-19), carriers should continue preparations for
schedule facilitation at Level 2 airports and an extension of slot
controls at JFK during the Winter 2020/2021 scheduling season, even if
the effects of COVID-19 continue into the Winter 2020/2021 scheduling
season.\4\
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Recognizing that there is presently uncertainty about the outlook for
passenger demand in the Winter 2020/2021 season, advance planning
consistent with the IATA Worldwide Slot Guidelines and the FAA's usual
process is expected to preserve stability during the COVID-19 crisis,
which has caused unprecedented disruption to the aviation industry.
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\1\ These designations remain effective until the FAA announces
a change in the Federal Register.
\2\ The FAA applies the WSG to the extent there is no conflict
with U.S. law or regulation. The FAA is reviewing recent substantive
amendments to the WSG adopted in version 10 and considering whether
to implement certain changes in the United States.
\3\ Operating Limitations at John F. Kennedy International
Airport, 73 FR 3510 (Jan. 18, 2008), as most recently extended 83 FR
46865 (Sep. 17, 2018). The slot coordination parameters for JFK are
set forth in this Order.
\4\ For additional information on COVID-19 impacts at designated
IATA Level 2 and 3 airports in the United States and actions taken
by the FAA to preserve stability through the Summer 2020 scheduling
season, see Notice of extension of limited waiver of the minimum
slot usage requirement, 85 FR 21500 (Apr. 17, 2020).
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The FAA is primarily concerned about scheduled and other regularly
conducted commercial operations during peak hours, but carriers may
submit schedule plans for the entire day. The peak hours for the Winter
2020/2021 scheduling season are: At EWR from 0600 to 2300 Eastern Time
(1100 to 0400 UTC), at LAX and SFO from 0600 to 2300 Pacific Time (1400
to 0700 UTC), at ORD from 0600 to 2100 Central Time (1200 to 0300 UTC),
and at JFK from 0600 to 2300 Eastern Time (1100 to 0400 UTC). These
hours are unchanged from previous scheduling seasons.
Carriers should submit schedule information in sufficient detail
including, at minimum, the marketing or operating carrier, flight
number, scheduled time of operation, frequency, aircraft equipment, and
effective dates. IATA standard schedule information format and data
elements for communications at Level 2 and Level 3 airports in the IATA
Standard Schedules Information Manual (SSIM) Chapter 6 may be used. The
IATA WSG provides additional information on schedule submissions at
Level 2 and Level 3 airports. Some carriers at JFK manage and track
slots through FAA-assigned Slot ID numbers corresponding to an arrival
or departure slot in a particular half-hour on a particular day and
date. The FAA has recently initiated a similar voluntary process for
tracking approved schedules at EWR with Reference IDs, and certain
carriers are managing their approved schedules accordingly. These are
primarily U.S. and Canadian carriers that have the highest frequencies
and considerable schedule changes throughout the season and can benefit
from a simplified exchange of information not dependent on full flight
details. Carriers are encouraged to submit schedule requests at those
airports using Slot or Reference IDs.
As stated in the WSG, schedule facilitation at a Level 2 airport is
based on the following: (1) Schedule adjustments are mutually agreed
upon between the airlines and the facilitator; (2) the intent is to
avoid exceeding the airport's coordination parameters; (3) the concepts
of historic precedence and series of slots do not apply at Level 2
airports; although WSG recommends giving priority to approved services
that plan to operate unchanged from the previous equivalent season at
Level 2 airports, and (4) the facilitator should adjust the smallest
number of flights by the least amount of time necessary to avoid
exceeding the airport's coordination parameters. Consistent with the
WSG, the success of Level 2 in the United States depends on the
voluntary cooperation of all carriers.
The FAA considers several factors and priorities as it reviews
schedule and slot requests at Level 2 and Level 3 airports, which are
consistent with the WSG, including--historic slots or services from the
previous equivalent season over new demand for the same timings,
services that are unchanged over services that plan to change time or
other capacity relevant parameters, introduction of year-round
services, effective period of operation, regularly planned operations
over ad hoc operations, and other operational factors that may limit a
carrier's timing flexibility. In addition to applying these priorities
from the WSG, the U.S. Government has adopted a number of measures and
procedures to promote competition and new entry at U.S. slot-controlled
and schedule-facilitated airports.
At Level 2 airports, the FAA seeks to maintain close communications
with carriers and terminal schedule facilitators on potential runway
schedule issues or terminal and gate issues that may affect the runway
times. As explained in prior notices, the FAA also seeks to reduce the
time that carriers consider proposed offers on schedules. To allow the
FAA to make informed decisions at airports where operations in some
hours are at or near the scheduling limits, the FAA expects to
substantially complete the review process on initial submissions each
scheduling season within 30 days of the end of the Slot Conference.\5\
After this time, the agency confirms the acceptance of proposed offers
or issues a denial of schedule requests, as applicable.
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\5\ IATA has canceled the Winter 2020/2021 Slot Conference,
which had been scheduled for June 16-18, 2020; however, the FAA
intends to substantially complete the review process on initial
submissions in July 2020.
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Slot management in the United States differs in some respect from
procedures in other countries. In the United States, the FAA is
responsible for facilitation and coordination of runway access for
takeoffs and landings at Level 2 and Level 3 airports; however, the
airport authority or its designee is responsible for facilitation and
coordination of terminal/gate/airport facility access. The process with
the individual airports for terminal access and other airport services
is separate from, and in addition to, the FAA schedule review based on
runway capacity. Approval from the FAA for runway availability and the
airport authority for airport facility availability is necessary before
implementing schedule plans. Carriers seeking terminal approval should
contact the schedule facilitator for that airport.
Generally, the FAA uses average hourly runway capacity throughput
for airports and performance metrics in conducting its schedule review
at Level 2 airports and determining the scheduling limits at Level 3
airports included in FAA rules or orders.\6\ The FAA also considers
other factors that can affect operations, such as capacity changes due
to runway, taxiway, or other airport construction, air traffic control
procedural changes, airport surface operations, and historical or
projected flight delays and congestion.
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\6\ The FAA typically determines an airport's average adjusted
runway capacity or typical throughput for Level 2 airports by
reviewing hourly data on the arrival and departure rates that air
traffic control indicates could be accepted for that hour, commonly
known as ``called'' rates. The FAA also reviews the actual number of
arrivals and departures that operated in the same hour. Generally,
the FAA uses the higher of the two numbers, called or actual, for
identifying trends and schedule review purposes. Some dates are
excluded from analysis, such as during periods when extended airport
closures or construction could affect capacity.
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Finally, the FAA notes that the schedule information submitted by
carriers to the FAA may be subject to disclosure under the Freedom of
Information Act (FOIA). The WSG also provides for release of
information at certain stages of slot coordination and schedule
facilitation. In general, once it acts on a schedule submission or slot
request, the FAA may release information on slot allocation or similar
slot transactions or schedule information reviewed as part of the
schedule facilitation process. The FAA does not expect that practice to
change and most slot and schedule information would not be exempt from
release under FOIA. The FAA recognizes that some carriers may submit
information on schedule plans that is both customarily and actually
treated as private. Carriers that submit such confidential schedule
information should clearly mark the information as ``PROPIN''. The FAA
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will take the necessary steps to protect properly designated
information to the extent allowable by law.
Airport-Specific Updates
EWR Assessment Status
As stated in prior notices, the FAA regularly monitors operations
and performance metrics at EWR to identify ways to improve operational
efficiency and achieve delay reductions in a Level 2 environment.
Access to EWR and the New York City area generally remains coveted.
Requests for flights at EWR have exceeded the scheduling limits in the
early morning and for multiple hours in the afternoon and evening. The
FAA has regularly advised carriers that it would not be able to
accommodate requests for new or retimed operations into peak hours and
worked with carriers to identify alternative times that were available.
In some cases, carriers have been able to swap with other carriers for
their preferred times. Carriers may continue to seek swaps in order to
operate within periods in which operations are at the scheduling
limits. However, swaps should be reported to the FAA, as carriers are
expected to operate according to the FAA's approved runway times.
For the Winter 2020/2021 season, the hourly scheduling limit
remains at 79 operations and 43 operations per half-hour.\7\ Based on
historical demand and a pre-Coronavirus 2019 (COVID-19) public health
emergency increase in operations in ``shoulder'' periods adjacent to
the busiest hours, most hours are now at the scheduling limits. To help
with a balance between arrivals and departures, the maximum number of
scheduled arrivals or departures, respectively, is 43 in an hour and 24
in a half-hour. This would allow some higher levels of operations in
certain periods (not to exceed the hourly limits) and some recovery
from lower demand in adjacent periods. Consistent with past practice at
EWR, the FAA will accept flights above the limits if the approved
flights were operated by the same carrier on a regular basis in the
previous corresponding season (i.e., Winter 2019/2020).
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\7\ 83 FR 21335 (May 1, 2018).
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The FAA notes there are periods when the demand in half-hours and
consecutive half-hours exceeds the optimum runway capacity and the
scheduling limits in this notice.\8\ The historical imbalance of
scheduled arrivals and departures in certain periods has contributed to
increased congestion and delays when the demand exceeds the arrival or
departure rates. The FAA previously advised that retiming a minimal
number of arrivals in the early afternoon hours, such as 1400, to the
1300 and 1200 hours could have significant delay reduction benefits, as
early afternoon delays continue to impact operations into the evening
hours. As part of the voluntary schedule facilitation process for the
Winter 2019/2020 scheduling season, some carriers adjusted schedules to
reduce demand in certain hours and help balance the mix of arrivals and
departures in some periods.
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\8\ Following the Level 2 designation effective with the winter
2016/2017 scheduling season, the FAA has rolled out reduced hourly
scheduling limits from 81 per hour to 79 and applied additional
half-hour and arrival and departure limits.
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Consistent with the WSG, carriers should be prepared to adjust
schedules to meet the scheduling limits in order to minimize potential
congestion and delay. The FAA has consistently stated in prior seasonal
schedule submission notices that new operations will not be approved
unless the period is below the FAA scheduling limits.\9\ Consistent
with this approach, the FAA will not be approving new flights for the
Winter 2020/2021 scheduling season if operations are at or above the
applicable scheduling limits. However, the FAA notes that there may be
availability for ad hoc passenger and cargo operations due to temporary
COVID-19-related service changes.
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\9\ See e.g., Notice of Submission Deadline for the Winter 2019/
2020 Scheduling Season, 84 FR 18630 at 18632 (May 1, 2019); Notice
of Submission Deadline for the Summer 2019 Scheduling Season, 83 FR
49155at 49156-49157 (Sep. 28, 2018); and, Notice of Submission
Deadline for the Winter 2018/2019 Scheduling Season, 83 FR 21335 at
21337-21338 (May 9, 2018).
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Carriers are reminded that the FAA's runway approval is separate
from any other approvals that may be required by the airport terminal
or other facilities prior to operating flights at the airport.
As indicated in the EWR schedule submission notice for the Summer
2020 scheduling season, the FAA is assessing the impacts on performance
of peak period reductions and other schedule changes, such as Southwest
Airlines' cessation of operations at EWR, as well as the impacts on
competition, in close coordination with the Office of the Secretary of
Transportation.\10\ This assessment is ongoing; the FAA intends to
publish additional information on the outcome of this assessment in the
future. Because the sudden, drastic disruption caused by COVID-19
complicates the analysis, the FAA anticipates that additional time will
be necessary to study all relevant long-term effects of recent
operational, performance, and demand-related changes at EWR.
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\10\ See Notice of Submission Deadline for Schedule Information
for Newark Liberty International Airport for the Summer 2020
Scheduling Season, 84 FR 52580 at 52582. The FAA noted that
Southwest announced it would discontinue all EWR flights effective
November 2, 2019, and that requests for new flights by other
carriers would be approved by FAA only to the extent the new
operations did not exceed the scheduling limits.
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Consistent with the EWR schedule submission notice for the Summer
2020 scheduling season, the FAA will not in Winter 2020/2021 be
replacing or ``backfilling'' the peak morning and afternoon/evening
operations that Southwest Airlines conducted during Winter 2018/2019
and Summer 2019, to the extent the new operations would exceed the
current scheduling limits. New operations may be approved by the FAA,
subject to terminal and gate availability, in hours in which operations
are below the scheduling limits, including any offsets for periods
above the limits, consistent with established FAA policy and procedures
as described in seasonal notices and the WSG.\11\ In addition, the FAA
is tracking unmet schedule requests at EWR for future consideration.
The FAA will continue to follow the established schedule facilitation
process at EWR consistent with the IATA WSG and as described in prior
schedule submission notices.\12\ Additionally, there may be
availability for ad hoc passenger and cargo operations due to temporary
COVID-19-related service changes.
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\11\ See supra note 7.
\12\ See supra note 7.
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Construction Updates
The FAA is aware of preliminary plans by the Port Authority of New
York and New Jersey (PANYNJ) for a full runway closure of up to 180
days to reconstruct Runway 4R/22L at EWR. The FAA is closely monitoring
the scope and timing of this project currently expected to start in
spring 2021. The FAA plans to work with the PANYNJ and carriers to
assess operational impacts and potential changes in delays and to
develop mitigation strategies, as appropriate. Other ongoing
construction includes the Terminal One redevelopment program with the
demolition of the existing Terminal A complex and construction of a new
Terminal One complex and South taxiways and ramp area. Ramp and taxiway
congestion may be impacted at times due to the construction.
In addition, construction projects are upcoming or underway at JFK,
LAX and ORD. For additional information see https://www.faa.gov/about/
office_org/
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headquarters_offices/ato/service_units/systemops/perf_analysis/
sys_cap_eval/. The construction plans for each of the airports is
subject to change. The airport operators regularly meet with the FAA,
airlines, and other stakeholders to review construction plans, identify
operational or other issues, and develop mitigation strategies.
Carriers interested in additional information on construction plans
should contact the airport operator to obtain further details or
information on stakeholder discussions.
Issued in Washington, DC, on May 12, 2020.
Virginia Boyle,
Deputy Vice President, System Operations Services.
[FR Doc. 2020-10696 Filed 5-18-20; 8:45 am]
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