Spring Terminal Parking Expansion Problem. Richard W. Hansen. A4 c!l

Transcription

1 Spring 1982 Terminal Parking Expansion Problem Richard W. Hansen A4 c!l

2 TERMNAJ PARKNG LOT EXPANSON AT THE DALLAS-FT. WORTH ARPORT for Dr. Dick Barr OREM 4390 by Richard W. Hansen May 8, 1982 F1

3 American Airlines Terminal Parking Expansion. The American Airlines division at the Dallas Ft. 0 Worth regional airport is in need of a program to systematically exp and the terminal p arking facilities. The North Texas Commision is the agency which is concerned with the planning and developement of the ne.v facilities at DFW, as they are needed. At present stage the airport is only fractionally completed. The problem with which this paper is concerned is that of finding a good approach to developing additional terminal parking spaces for the 2e and 3e terminal parking facilities at the American Airlines facility. At the current time the 2e parking lots have a total of parking spaces, while the 3e lots have These parking lots have enough capacity to handle the full, parking load at this time, but they will need to be added onto sometime in the not too distant future. n addition to these p arking.lots there are plenty of remote p arking facilities. People generally prefer to use the near by terminal parking however. Setting aside the convenience factor, the growth rate at the airport will call for these additional parking places anyway. What the problem calls for here is to determine the times at which the additional terminal parking lots will be needed and to determine which order the new parking additions should be added in. As shown on the map of the airport, the terminals are each surrounded by three stuctured parking lots labeled with subscripts a, b and c. There is also a, fourth lot in each terminal which is labeled with a d.

4 2 American has the option to use all or part of both of the terminals 2e and 3e as they grow in the future. At the present time, American is using terminal 3e at about 60% capacity and rents out part of terminal 2e. There is half of terminal 2e that is still under construction at this time. t is feasible that American could almost double their scale of operations within the five year period of my study. To obtain the data needed for this study was aided by the people at the North Texas Commision. The data was easy to obtain for the most part as they are working on the same problem at this time. The first thing needed was a tentative flight schedule. A man by the name of Johnny Mcknight, a project architect at DFW., informed me that American had a, growth rate of about 10% per year at DFW., but that next year they predicted it would be a little higher, almost 18%. The American Airlines Tentative flight Schedule is enclosed in the model of this paper. When doing my model went back in time a few years to see how my results were comparing to the results and fi gures which have already been established. By using the flight schedule from February, 1 q82 i was able to establish the ratio of usage for the different types of ai-rcraft. adjusted the ratios slightly because w.s told that American was going to start replacing the use of 6 of their 727's by one 747 and by five DC10 1 s. Also of imnortance is the ratio of total seats per plane(filled) to the total. number of seats available (filed + empty). SAmerican's seat filling ratio is about The number of neonle from Dallas or Ft. Worth over the total number

5 3 of p eople on board comes out to be about 40%. From here. all we need is the caacity of each type of airplane and we can come UT) with the results which g-am@ up wi- on the Comnutations Table for the Figures of the Number - of Peonle from DFW. These peo ple are the only potential users of the terminal parking lots. We also found out that 20% of the p assengers from Dallas or Ft. Worth do actually use the terminal parking lots The last main data prob- Tern left was that of finding out how Tong those people left their cars at the airport. The maximum usage of the narking lot came in the middle of the week because most of the travel was business travel, and most of the: people were back from their business trips by the weekend. This pattern basically repeats from week to week, with the business people leaving on monday or tuesday and returning home on thirsday or friday. By talking to the workers at the ticket gates and from traffic planners, found out that of the people using the terminal parking lots, about 80% of them stayed for 3 days and the remaining stayed for one day. The number of people who used the terminal parking for long periods of time were fairly few as the rates for terminal parking are twice as high as those for remote parking. Very few people ever left their cars in the terminal lots for over a. week. From all of this information was able to come un with a set of figures for the Maximum Number of Parking nl.aces Needed at the terminal parking facilities of terminals 2e and 3e. T. Wilbur Smith and Associates

6 T-TE FTP fhodet. 0

7 The Model This model is basically set u p to minimize the current costs assccted with the terminal p srldng lot expansion problem. The costs which used were, per space for the spaces on grade, and 12, dollars per space for the spaces on structure. assigned weights to the hundreths digit p1 ace in some of the values for different parking lots. The larger the weight value, the later the parking lot woul.d be constructed. These weighted values were set up accordinj r to the priorities; of the North Texas Commisi on for Purposes of having the 1 ots nearest the terminal s constructed first for passenger convenience and to minimize the distances which customers would have to walk. The objective function is simply to minimize the cnsts associated with building. Although the final cost would he the same no matter which order the parking lots wore built, the greater costs in this model would he incurred at the 1test poi.ble dates, in such a way to maximize customer convenience. The actual cost error which is caused by adding in the weightin.g factors is only about which can he considered fairly neglighle when looking at the total constuction costs. The first 12 constraints are used to state the maximum number of parking places available in their corresponding parking ]bts.'constraint number 13 i_s a less than or equal to constraint stating that the total number of p arking spaces in the 3E lower level lots do 0 not exceed the 2E parking spaces by a difference of more

8 C_ than700 spaces total. This was dor!c because the 3E terminal was put into use first and the lower level spaces in lot 3E were ordered. to be started first. r1}le planners wanted to begin construction of the 2E paring Tots before the 3E had been in cons true tion for a real Tong time. This way the 2E terminal could he put into use in a relatively short time period after the 3E terminal. was put into service. Constraint 14 represents the total terminal parkin, demand for the corresponding year. The surri total of allthe parking must he equal to this figure. The values for the sum total of spaces needed come frorn ta.hl e 4. Constraints 15,16 and 17 represent the predetermined number of parking spaces for lots Tha, 30) and 3ed, fl] of which are lower level spaces and needed to be com pleted first so that the 3e terminal could begin operation. 0

9 BT M0T)E.Mini mize: 1200 (x1) (Y2)+1?o0.o3(x3)+12000(x4) *(9) (1fl) (y11)+12orc(x12) subject to: xl 468 -(x1+x2+x3+x4) +X)+X6+y(+xB 700 x y l+. xi5=(// of snnce needed) x3 451 (for thnt ycor) x x8=700 )ES 430 x '130 xo 6l0 xlfl xli cos t/o p oc a where; xl=( # of spaces in 2EA lower) 1200 x2lr 2eh lower x3= 2cc lower x4=2ed lower 120.('4 x5=3ea lower 1200(J)() x6 = 3eli lower x7=3ec lower 12fl0.fl1 xp=(# of spaces hot(-] ) x9=2ea upper x10=2eh upper 12Cfl.02 xli =2cc upper i ;000. i x12=2ed upper x13=3ea upper x14=3eb unper x15=3ec upper

10 0 ANA]YSS OF THE NODET AND CONCJUSONS

11 Model AnaLySis From a strictly cost analysis standpoint, my model could have had a number of different solutions. included weights in the model, however, to arrange for the parking lots to be finished in the order which the men at the North Texas Comnmision had wanted them. My main job was to find out when the new parking lots needed to he completed in order to meet ;he growing demand. The method of analysis is simply to niug in the number of parking 'p1 aces needed 'to constra nt number 14 and then determine how much parking will he needed at that time. started my model in 97 q at which time the airport had already been in existence for quite some ti me. For 1979 my readout indicates that lots 2E A,13 and C of the lower level should he completed along with lots 3E A,B,C and D lower level.s.n filling the lots u p in the order which they are weighted, we would have a surplus of 434 parking places in lot 2EC lower 'level and a surplus of 438 places in lot ")EC 'lower level. There would therefore be a. total sur p lus of 872 parking snots for the two terminals if the terminal narking Tots listed above were all completed at that" time. For i qgo the same seven parking lots would still. be sufficient, however, the total suro'ius for the busiest times inlpro would onl.y have been 11. based on this information we can see that this wouldt be enough to hold over into 1981.

12 2 By 1981 all of the lower level narking lots need to he totally completed. This includes 2E J\,E,C and B lower levels p lus all. of the corresponding 1 evels for parking lots 3E lower levels. The surnius parkinf r space for the busiest times of 1981 will consist of 164 spots from the lot 2ED lower level. At this time all, of the surnlus parking spaces will be needed for 1922 and there still. won't be enough unless some second level (lots are completed by The planners di d,however, plan ahead and there are now two upper level lots completed at this time. With the new lots 3E A and P up p er level completed/.1i the model states that there should he a 332 parking s p ace surnius this summer. This may rot be good enough for this summer anyway, because Tot 2Ec upper level is being constructed. Because of the construction, lot 2EC lower level is shut down. This will cause there to be 451 less parking places than we had plannedon, so feel that if the lots 2EC u pp er and lower levels arert finished this summer than there will be a shortage of about 113 parking places. The Airp ort p lanners should have provided wellenough for 1923 if 2EC upper level is completed as sheduled. n which case there will he a surplus of 178 parking places from the 2EC upper level. To stay ahead of the traffic, the 2EE upper level should he built by the summer of f that is done as scheduled then there should be a total surplus of 261 parking spots. By 1985, parking lot 2EA upper level will need to be conipleted There will only be a surulus of 1 parking if my model is correct.

13 At this time the planners will, need to decide if-it-would be feasible to build a third level on to the parking structures or not. By 1985 all of the lots will already have been added on to except the 2ED upper and the 3E0 upper levels. These. rnaynotbe needed until 1986, but they will definitely be needed before the summer of that year; 0

14 . CONCLUSONS 0 E

15 S From my analysis feel that the construction deadlines for the remainder of the terminal parking lots should be as follows: 1982 There should be enough parking for this summer provided that the constrution of 2EC upper level doesn't keep the 2E0 lower level blocked off into the summer Have 2EC upper level in operation with no lots closed due to consruction By this time 2EB upper level will need to be built. At this time all of lots 3E A and B upper levels and 2E0. and B should be completed Parking lot 2EB should be completed by this time 1986 All Available lots will need to be constructed by this time, new lots include 3EC and QED upper levels 1987 There will not be enough parking to handle the demand at this date Z The costs for the parking facilities by each of the following years should be as follows cumulative costs 1981 $22,362, $289822, $35, $41,110, $48,346, $55,594,900.00

16 Since the costs of the parking spaces in this problem were only of two different amounts and since the orders of construction were already decided upon, the model didn't do as much good as in a case where the costs vary quite a bit or where the order of construction isn'tknown. feel that this type of model could be used to solve problems that are much more complex in nature. t was a good model, however, from the standpoint that you could pinpoint the number of surplus spaces from the constraint summary. This type of study is very hard to make estimates on because of the variables involved. When the Dallas Ft. Worth airport was designed, one of the twelve basic assumptions made by the designers was that Braniff would be the leading airline to operate out of the airport. As is well know,braniff is far and" away from that basic assumption. So anything can happen, such as a deviation from American's tentative flight plan. As it has turned out American's volume is alot higher than it was supposed to be by the original plans.

17 TABLES, NSERTS AND ARPORT MAP S '

18 o p Parking When originating passengers who arrived in private vehicles were asked where their vehicles were to be parked, over half indicated they were driven away, as presented in Table of those vehicles parked in the Airport, about 65 percent were parked in the terminal area, and 25 percent parked in the remote parking area. This proportion of vehicles using the remote parking area is consistent with the earlier surveys conducted by the North Central Texas Council of Governments. Rental Cars Table 2-21 presents the data received from three on-site rental car agencies for the period April 21-25, As shown, Monday is the major outbound day, while on Friday about one-third of all weekday return (inbound) activity occurs. There is an almost even distribution between the north and south areas for both inbound and outbound vehicles, although the areas do not serve an equal number of airlines. (The north areas serve Terminals 2W and 2E primarily, while the south areas serve American, Delta and other airlines in Terminals 3E and 4E.) Airtrans System The estimated Airtrans ridership for the period April 21- April 25, 1980, is shown in Table The busiest days in terms of ridership coincide with the days of greatest passenger activity. On Friday, for example, 22 percent of the weekday ridership occurs. 2-35

19 p.1 Table 2-20 COMPARSON OF AR PASSENGERS' PARKNG AREAS FOR PRVATE VEHCLES Ground Transportation Study Dallas/Fort Worth Airport APRL, 1980 SURVEY(1) LOCATON Frequency Percent Not Parked (Air Passenger Driven to Airport) Terminal-Curbside (One-Hour) Terminal Parking 1, Remote Parking Lot (Long-Term Lot) Other TOTAL 5, NOTE: Figures given are for one-week (five days) period. (1) Wilbur Smith and Associates' survey conducted week of April 21-25, (2) North Central Texas Council of Governments On-Board Survey conducted September 22-28,

20 TAELE 1 EXSTNG, PROPOSED AND POTENTAL TER1'JiTAL PARKNG CAPACTY. Parking Struture Existing potential S p aces or. Parking Total xdansion Total Terminal Section Grade onl y Snaces Spaces w/current* Ultimste 2E A B C 451** 430** D Total E A B D *** 700 Total * * Levels 1 and 2 on terminal 2ECare currently out of use, as level 2 is being constructed and level 1 has been closed down due to the construction of level 2. This chart represents the total expansion possible with 2 levels only, A third level could be added at some date in the future but the existing levels wouldn't support a third level without adding structural support to levels 1 and. - Represents Hotel parking no expansion is possible. r

21 TABLE 2 American Airlines Tentative Flight Schedule S Since August is the busiest month of the year for air travel, we will only concern ourselves with the schedules for August of 1981, 82,83,84,85,86. American flies the following jets, with these carrying capacities, in the following proportions (people 55.34% (of total flights) % dclc 8.84% H % t The projected flight schedules as given to me read as follows: Aug 1981 ug 1982 Aug 1983 Aug 1984 Aug 1985 Aug total flights/day t 400 Other relevant information reads as follows: 60% is the total percentage of seats/flight which are filed. 40% represents the percentage of the passengers whom are from D./FW. and are potential users of the terminal parking facilities. S

22 TABLE 3 Computations Table for figures of Number of people from D./FW. plane # of flights capacity in date model plane model persons capacity (.60)=load load* # fr. dfw aug 81 72s dclo total aug 82 72s dclo total aug 83-72s dclo total aug 84 72s dclo total aug 85 72s dclo total aue 86 72s dclo total The above data table gives the information needed to begin our problem, now we need to take the total value of the left hand figures. The value which appears here represents the total number of People- leaving the airport per day The next thing to find is the % of those which will use the terminal parking. 00 S. S

23 TABLE 4 Maximum Number of Parking Places Needed (terminal) S year # from DFW * length of trip factor = snaces needed Aug 191 (758.14) * ((.20)(.80)(3)+620)(.20)(1)) = ( ) * ((.20)(.80)(3)+(.20)(.20)(1)) = ( ) * ((.20)(.AO)(3)+(.20)(.20)(1)) = (10,890) * ((.20)(.80)(3)+(.20)(.20)(1)) = (12,042) * ((.20)(.80)(3)+(.20)(.20)(1))= (13,202) ((.20)(.80)(3)+(.20)(.20)(1)) = load, number from DFW. is from Computations Table for figures of Number of people from D/FW. length of trin factor= ((% of DFW. people using termj(80%)(3days) +(% of DPW. people using term.)(20%)(lday)) 80% = number who stay for 3 days 20% = number who stay for 1 day ** for my model went back to 1979 and estimated figures as follows spaces needed s paces needed ** for projecting forward spaces needed S

24 49 c_!1 ARFELD 51 / GENTRY GH1 '1 44\ N o 45s3 648 \ ç 'S W - S ' N 3l NORTH Lt J yw'.' -èy' / ROAD / lb _EMERGECY - TW i' -. Lt 43 l_,-,.,' S 1 - j, l -Y '41 57, -, ) FlOG :: 49,6 LT M447, 'Tl\.#1 5-' 21 E2, E 21 T1. 4W H. 50 t 30 ) SOUTH 1l3 ll n EMERGENCY *,!na 9 U ROAD 4' 33 1,,3 45\4 W 25TH ST i 35 TS 45 N 13.' 47, L '48 / L CARBON '-'.' 237 t22 : [2 6J ' 420 i ESTELLE - /41 09 / 49 ) ;49 AEL( i.. -,

25 CNE Kl^^ cp l9

26 3 V1d3d03 V.L SJN1WV NV3183JV NV NO U31d03 Or L SCHEOULEO DFPAPTRFc, URTVA...S.. A ND T OTALS BY T ME OF 0J¼Y c t- 1 ) 1 / ^ STATON OFW NDUSTRY PEAK DAY OF WFFK FROAY MONTH OF FF P6 13n ? MNUTES AFTER THE HOUR A. C _S n. - - HOuR OP AR Ti OP AR T. OP AR L - 4 7?? Hflhrt. TOT M ? OP AR TL OP AR Ti OP AR T OP AQ TL OP AR L OP AR T DP AR Tj OP AD Ti OP AR TL OP AD Ti 0 000? finn n 1 non () on n on non noon ( flo ? ? n A P ? A ') S ?R ii ? 1? A 12 6 ic ? U # S 0 () A ? 4? 6? ? ? o ? ? ? ? S i 4 c ? A A f, ( ? STATON DFw AMERCAN A R LNES OPERATONS FOR FRDAY MONTH OF FF MNUTES AFTER THF HOUR 0-4 HOUR OP AR L OP '.-9 AR L OP AR L o. OP 9;n- c; AR OP MflhlPL.TflTA, L AR TL OP AR TL OP 4P L OP AR TL OP AR T DP AR T OP 49 L OP AR TL OR AR, Ti a n i.) ( ( ( fl ' C) C) ( ( A 0 0 0_n C) C) 0 0 A A C) ( (1 10 A _ ? O ) ( ( C) ( C) ( 0 n _ ( fl A ( AR C) ? () 4 4 () S ? ( o ( () ;, ;f 4,4

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29 VkdOJ V11 SN111:1V NV3183V NV NO O3dO DFw FRFOJFNCY C TN(JSTPY 'PA" A v hr.r r APTRFS AN1 1OqTV4S F FEB 7-11,q? T D TO f) D 0 JO 0 A 0 TO 0 A A4 DOD D 0 AA 44 6t)1) 4 Tf)A A ) 4 DA A 0 AA AA OflD 0 04 TOAD. A A A ) A A A A A A ) DA A A A A ) A ADADA)A A A fl 0 DADA A A A 4041') OAOA)ADAPADA A A A 0 nfl 0 04 AD 1) 1') A ) TOAOADADADADA)ADADADADADADADADADA A 0 flftfl 0 fl P. OAD A A A A A DA _ ;;-- ;_ n ; _ ; >< >< >< >

30 AMERCAN ARLNES, OPERATONAL E1,1G1'FERTNG PPOi, STATON ACTVTY LST ARRVALS EFFECTVE 02/01/82 STATON DF FROM FLT WKLY LOP STA NAR FROY TME DL 72S DFN 387 SMTWTFS DL 72S ATL 785 SMTWTFS AA 72S LAX 304 SMTWTFS DL 72S SEA 478 SMTWTFS 0553 AN 747 HNL 502 SMTWTFS 0600 AN 725 AS 033 S9TWTFS' 0600 RN 725 SEA 096 SMTWTFS DL 72S SF0 388 SMTWTFS Di. 72S LAS 304 SM TS AA 727 SEA 372 SMTWTFS AA 7?S OJT 258 SMTWTFS 0610 AA 72S LAS 244 SMTWTFS AA 72S SEO 098 STwTFS0610 AN 72S LAX 390 SMTWTFS D,. L10 LAX 088 SMTWTFS AA 725 PHX 190 SMTWTFS AA 725 FL 520 SMTwTFS,' AA Di.0 LAX 256 SMTWTFS AA 747 HNL 008 SMTWTFS AA 72S TUS 314 SMTWTFS AN 725 SF0 490 SMTwTFSie FY CVR LAW 014 MTWTFS AN 72S LAB 410 SMTWTFS ' 0654 RN 72S OKC 055 SMTWTFS RN (125 MAF 297 SMTWTFS 0657 AN 72S AMA 344 SMTWTFS RN 2S CRP. 060 SMTWTFS RN 725 SAT 114 SMTWTFS V 0700 AN 72S TlL 079 SMTWTFS AN 172S AUS 080 SMTWTFS 0700 AN 172S TAK 491 SMTWTFS-' 0700 BN./ 72S..CT 171 SMTWTFS'' V/83dOD VL S3NfliV NV33JV NV NO OdOD DEP ART(JPFS WKLY FLT TO. FRAY NAP STA SMTWTFS 308 SAT SMTWTFS 245 AJS LAP SMTWTFS 774 ATL 72S MTWTF 401 OKC 735 7S rr- 7.S RN-. SMTWTFS 033 TAM 7S AN DL - FL MTWTFS 334 MC 72S BN SMTWTFS 5.0 MEM 12 AA-- S-T VTFS 538 T AAJet.) S M TWTFS 548 P.j5 Q7 AA- SMT(TFS 244 JA A4 SMTWTFS 258 ANJA 7_2-S' AA- SMTW rf "1,- ks- SMTWTFS TAM 725 fln - SMTWTFS 390 SAT 725 RN_- SMTWTFS 143 CRP 7S RN- SP.TWTFS 478 SHV 72S DL-- SMTWTFS 388 MSY 72S DL.-' - sta 'i1,ice' -1tc Dei 50A?J fl TQ tafwl1 :T?;hS( k FL- Q ft4,4yv -r'-"14)4 9L (#4b(4J 9/t4' tol - M1Ce'4o SMTWTFS 466 TAl flc9 T 'e F-'- s(,( 1-' tui

31 V.'dO3 V-1 S3N1WV NV3W3 V NV NO O do AMEPTC&" ATPLNf. OPERATONAL FNGNFFPNG STATON ACTVTY LST ARRVALS DFPAT1JPFS EFFECTVF 02/01/82 STATON DFN FROM Fl T WKLY FOP STA NAR FROY FC CS2 ARt 777 NTWTF FL 735 SH y 621 MTWTF FL 73S SHV 133 S XO DHT SPS 661 MTWTF FY DHT TYR 050 'itwtf XO WT TPL 840 SMTWTFS XO SWM SJT 700 SMTWTFS BN 72S TUL 225 MTWTFS XO SWM TXK 531 SMTWTF XO 1)1-T C.L 382 SMTWTFS XO DHT lee 220 SMTWTFS X() DHT ACT 820 SMTWTFS FY SH3 SPS 012 MTWTF XO SWM HOT 551 SMTWTFS WK1.Y Fl T TO TME FROY NAP S TA EP SPTWTFS 58 ST 775 AA 0701 SMTWTFS 426 fl l?fl 775 AA 0101 S 401 fl'<c 735 FL 0102 SPT'TfS 37? JN 727 AA 0702 SMTWTFS 316 AWl 725 AA 0703 SMTWTFS 1Q0 1) A SMTWTFS 008 TAH 74 AA 0705 SMTWTFS 008 ADS 7?S AA 0705 SMTWTFS 086 rv( 725 AA M TFS 304 FSF 7? q DL 0705 MTWTFS 500 A'S 725 DL 0705 TW 304 ESF 72S DL SMTbJTFS 416 TT 725 AA 0707 SPTWTFS 485 HP 725 AA 0710 SMTWTFS 250 JAN 725 DL 0720 SMTWTFS 088 AT. L10 DL ?2 SMTWTFS C9 T STWTFS 4?1 APA 775 RN 0730 SFTWTFS 055 TPA 72S AN 0730 SMTWTFS 344 TM. 725 RN 0730 SMTWTFS 079 MAF 7?S RN' 0730 SMTWTFS 060 DFN 77S RN TWTFS 11.4 MEN 7?S RN 0730 SMTWTES 491 5F0 725 RN 0730 StTWTFS 297 MiS 725 RN :30 smt'tfs 411 AR 72S RN 0730 SMTWTFS 40 PTA 72S RN 0730 SNTWTFS 080 flpfl 725 AN 0130 MTWTF 778 ART CO FC 0730 S S 133 DFN 735 FL 0730 NTWTF 621 PFN 735 FL 0730 PiTWTFS 001 APT CVR FY MTWTF 662 SPS ONT XO SNTWTFS 410 HR 72S AN 0740 MTWTFS 775 TAH fl ')S T 0745 SMTWTFS 118 C<C 725 RN 0745 SMTWTFS.171 MSY 72S BN

32 v:adod V S3NflWV NV3V NV NO GdO3 AMEP CAN APL NE' OPERATONAL E t G N FEPNG P STATON ACTVTY LST ARRVALS DF.PAPTUPES EFFECTVE STATON 1)1W FROM EL WKLY WKLY F] T TO EOP STA 1,43P EPOY T tl E EPOY NOR ST FOP FY PHT TYR 052 MTWTFS S1T.'TFS AA 72S TAl 490 SMTWTFS XO DHT SPS 663 S"1TTFS AA 727 ARO 386 SMTWTFS 44 72S SAT P03 SMTWTFS AA 725 T(JL 272 SMTWTFS A8 727 AMA 230 SMTWTFS A4 725 L SMTWTFS r pp ci? SMTWTFS RN 72S SAT 002 MTWTFS RN 72S TAd 304 MTWTFS Al.. 72S SAT 018 SHTWTFS RN 72S OKC 285 MTWTF EC CS2' ART 701 MTWTFS FY CVR FSfl 074 SMTWTFS MAF 262 SMTwTFS AA 72S AlS 027 SMTWTFS DL L10 AlL 121 SMTWTFS GM SWM FSM 411 MTWTF DL L10 MSY 119 SHTWTFS TM EF3 ELD 200 MTWTF DL 72S ALJS 606 'itwtfs T DC9 TAll 950 "TWTFS Xfl 5 Wu. SJT 702 SHTWTFS M. 725 SAT 350 SMTWTFS Dl 725 TAd 731 S1TWTFS DL 72S JAN 627 S'TWTFS DL. 72S SHV 523 SNTWTFS RN 72S AUS 018 MTWTFS P1TWTFS 221 TLF DHT XO 07 1s5 SMTWTFS 383 Cii. DHT XO 0155 SMTWTFS 701 SJT SWM XO ,159 0, S 225 TAM 72S AN S S 351 MA 72S AN 0800 F'1TWTFS 225 TAM 77S RN MTWTF 013 SPS SH3 FY 0800 StTWTFS 821 ACT DHT XO MTWTFS 051 TYR PH FY MTWTF 065 PPX PH FY 0807 S 461 DEN 73S FL SMTWTFS 701 LAS 7?S AN 0615 STWTF 532 TXK SWM XO ( ?0 SPS XO TPL XO ?2 SMTWTFS 600 STL D9S OZ SMTWTFS 018 PT 7?S AL SMTWTFS 00? [(4 72S RN 0830 s 285 SAT 7?S RN 0830 smtwtfs 304 PH 725 RN 0830 NTWTF 285 SAT 72S RN 0B? SMTWTFS STWTFS P1-T DHT

33 V. djdo3 Vid S3NJ1WV NV33V NV NO 031d03 r.'1r. -( U A P A FL 1'L OPERATONAL ENGNEEPNG P STATON ACTVTY LST ARRVALS DFPAPTUPFS EFFECTVE 02/01/82 STATON DFW FROM FLT WKLY EOP STA r'.f3r FRaY WKL Y FT TO TME FROY NPP 574 FOP DL 72S Mt SMTWTFS RC DC9 HOU 221 MTWTFS EE PAF flwd 105 MTwTF AA 72S CMH 381 SMTWTFS 44 7?7 RTR 364 SMTWTFS XD DHT SPS 665 MTWTF 44 72S STL 356 SM1WTFS LT 197 SMTwTFS AA 727 TAl 29 S TWT S A4 72S 1)7W 617 S M T W T F S 44 72S SAT 290 SMTWTFS AA 7?? OP) 213 S1TWTFS 44 72S DAY 175 SHTWTFS 44 7?S N) 621 S9TwTFS SHV 323 SHTWTFS FY DH TYR 054 SMT'JlF AA 727 HEM 441 S'lTt"TFS AA 72S TLJL 125 S11WTFS AA 72S jan 437 SrTWTFS AA 7?7 HRL 521 SMTWTFS CvG 405 SMTwTFS ()KC 101 SMTWTFS 44 72S RNA 227 SMTWTFS AA 7.S CLE?83 SMTWTFS W 429 SMTWTFS RN 725 HC 237 SMTWTFS BN 72S MSY 132 SMTWTFS BP'J 72S AH 262 SMTWTFS SMTWTFS 020 AT L TO Dl MTWTFS 70? APT CS? FC 08, SMTWTFS 530 PTL DS EA /.0 SHTWTFS 027 LAX 7?S SM1'i TFS 08?. (A PlO () SHflTFS 614 PTA 72S AA 0840 SNTWTFS 26? OKC SNTWTFS 272 TAD 725 AA 0840 SMTWTFS 230 DP SMTWTFS 203 SF0 72S SMTWTFS 572 PH SMT.WTFS 470 DP) 72S SMTWTFS 47F PT SMTWTFS 490 YY7 725 AA Sr1TJTFS 386 TPA 7.7 AA 0840 SMTWTFS 300 MCD 727 AA 0840 MTWTF 41? SH y SWM (M 0840 SMTWTFS 554 HOT SJM XO 0, SMTWTFS 079 FSM CVR FY ' Gh MTWTFS 221 MCT DC9 PC 0855 SMTWTFS 703 SAT SWM XC 0856 MTWTFS 950 LT Qr q T 0900 SMTWTFS 018 TM) 7?S RN 0900 / 0A

34 AkD tr AK A T11 V/JdOD VA S3NJ1V NV3W3VV NV NO 031d03 r_.1 ''L OPERATONAL NL Et NFE1 NG P STATON ACTVTY LST ARRVALS DEPrPT(lPFS EFFECTVF STATON [)Fi FROM EL WKLY EOP 514 NOR FROY WKLY FT To TtE FRPY NRR STA FOP FC CS2 AFl 741 SMTWTFS X OH LE 222 MTWTFS RN 725 MSP 139 HTWTFS T DC9 TAH 740 S T DC9 ARC) 929 S T DC9 TAt 740 MTWTVS T DOS ARO 929 MTWTFS R'\J 725 MCO 077 MTWTFS X( SWl SJT 704 NTWTF T DC9 MKE 844 SMTWTF RN 725 TPA 128 SMTwTFS RN 7?S CPP 146 SMTWTFS RN 72S MC 141 MTwTFS RN 72S MEX 204 SMTWTFS RN 725 SAT 126 S'TWTFS AN 72S TJL 343 SMTWTFS T DC9 MKE 847 S F XC) PH SPS 667 SMTWTFS S'TWTFS lio SFfl 1.10 DL 0900 SMTWTFS 121 'X L10 DL 0900 f1t'tltf 806 LK PAF F 01)00 090() 0905 SMTWTFS AS 725 DL 0905 SMTWTFS 731 Pi 725 DL 0905 M T W T F 201 Ft P FHR TM 0906 S'TWTFS 19 T T 725 DL 09e6 SMTWTFS 5?3 DEN 725 Dl MTWTFS 606 nrr) 72S DL 0907 SPTWTFS 350 L G A 725 DL MT4TF 666 SPc PH XC) 0915 SMTWTF 015 SPS PH FY 0915 MTWTF 075 TYP DHT FY 0920 SMTWTFS 320 SH y 7?S DL ? ?" SMTWTFS 262 CT 725 BN SMTWTFS 132 MC 72S RN ) 0930 SMTWTFS 742 ArT CS? FC ( 931) 0930 f'!tjtfs 223 LE PH XO 0035 M T S 356 C ()935 S T F 3c6 r i j ra 725 AA 0915 SMTWTFS 175 ST SHTWTFS 405 p 'in S MT WTFS 521 ne t'i S M T4TFS 437 SiC SMTW1FS 23 ADD SMTWTFS 227 LAX 725 AA 0918 SMTWTFS 125 SFr) S1T 1 TFS 101 PHX SMTWTFS 417 SAN SMTWTFS 3 f i TAN SMTWTFS 621 LAS 72S AA 0940 SMTHTFS 139 TAH 725 RN 0940 SMTWTFS 237 Ft-l- 72S RN a,g -, q

35 . V3dO3 VA S3NThiV NV3W3VV NV NO 031d03 AMERCAN ArpLiNF: OPERATONAL ENGNEERNG P... STATON ACTVTY LST ARRVALS OEPARTURES EFFECTVE STATON DEW FROM FLT WK.Y WKLY El T TO EOP STA NBR FROY TME FROY NRP STA FOP PT 727 RDU 641 Mfl'TFS S'TWTFS 229 PflX 727 AA 0041 SP.1T W TFS 3?3 ci c 727 AA 0962 HTW FS 429 MrX 727 AA 0962 S'iT'TFS 107 Fl P 777 AA 0943 SiTWTES 1.3 Al 1 c; 727 AA 0944 SMTWTFS 441 SFA 727 AA 0945 SMTWTES 405. PR 726 PT 7?S Cl r osi STWTES 0'45 Xfl DHT A(T R22 SMTlTFS 0' D9S STL 601 MTWTF SMTWTFS 515 ONT 727 A4 00'0 SMTWTFS 364 MSP 727 AA 0950 SMTWTFS 740 MKF flc9 T RN 72S AMA 422 SMTWTFS SMTWTFS 290 orn 725 AA 0955 SMTWTF 644. SAT Dro T 0955 S P1 TTFS 929 P'T D9S T 0956 MTWTF 705 SiT SWM XO A4 72S OKC 293 SMTWTFS 0956 AA 727 AUS 139 SMTWTFS 0969 AA 727 TAl 007 SMTwJFS 0969 AA 72S STL 629 SMT 4 TFS 0969 AA 727 PT 093 SMTWTFS 0959 AA 72S AMA 487 SMTWTFS 0969 RN 72S AJS 004 SMfl1TFS 0959 AN 725 LAB 412 SMTWTFS SMTWTFS 152 TAD 7?S AA RN 72S LOA 001 SMTWTFS SMTWTFS 126 OPD 725 RN SMTWTF 340 TlL 7?S RN AN 72S MAF 432 STWTFS 1000 AN. 725 PHL 301 SMTWTFS K, TWTF 126 OK(' 725 fln. AN 72S DEN 074 S1TWTFS loot) 1000 S 3c? ' T A 725 P.M itiflo MTL!TFS 077 fl' 725 N RN 72 DKC 375 NTTFS 1)fl) 1100 S 077 RN 726 R' 72S 01W 03 STWTFS FC C52 A., SiTWTFS SMTWTFS 666 SPS DHT X0 ZM SWM OKC 602 MTWTFS 1000 DL 72S LGA 343 MTWTFS S 361 MY 725 FN 1005 SMTWTFS 146 (WA 7?S RN 1005 MTWTFS 341 MSY 72S UN FY DHT TYR 058 SMTWTFS 1010 T D9S.. BW MTWTFS S 847 1AM 0C9 T 1015 SMTWTFS 823 ACT DM1 X0

36 - V.83dO V1 S3N1WV NV3V NV NO 031d03 L\ r,t.l [L'\ A K DAL' OPERATONAL FTN(jJNFEPNG STATON ACTVTY LST ARRVALS flfpartupfs EFFECTVE STATON DFW FROM FLT WKLY EOP STA NAP FPOY XO DM1 LE 224 SMTWTFS Aa 7?S TAt) 671 5;TwTrS A' 1')) J (A 2-)$ SiT'TFS FY St-L3 SPS 1 S 1 FS X'3 1)H SPS 669 S:1TTF5 X Sci TXK 1S33 r.t.!tf A 725 YYZ 33Q sp, r'.trs Ai 7?7 LTT 'A3'5 STiS AA 7 P i w S;r' rrs E fl5 ATL 363 SnTWTFS 44 72S DTW 419 SMTWTFS RHM 209 SMTWTFS 44 72S MFM 631 SMTWTFS BN 72S MEN 111 SMTWTFS DL 72S ATL 525 SMTWTFS FY CVR APT 000 MTWTFS 44 72S BUS 207 SMTWTFS 44 7S PHL 199 S1TWTFS 44 72S MSY 165 SMTWTFS AA 725 MA 609 SMTWTFS A 7?S MSP 3(-) S1Tt.TFS A A 7.1 i, C) 1 -) 7 ST'rrS AA 727 TPA 1 2S S'Tt'FS AA 72S trl 405 FS XU 51. SJ 79e Slfl1ES ij 7?S ('Mt. fl1 S'tT.TFS A 7?S npu 333 S.!Ti FS -. GM SWM SHV 431 MTWTF Xr) DHT CL 384 SMTwTFS AS 71S lam 095 SMTwTFS RN 725 1AM 095 SMTWTFS XO DHT ACT 842 SMTWTFS BN 725 HRL 248 SMTJTFS WKLY FiT TO TME FROY Nr1R STA FOP 1020 SMTWTFS 42? MC 725 RN 1020 SMTWTFS 733 PVP 725 MX 1 02o ?f 1]?? SMTWTFS 004 L(A 725 RN 1030 SMTWTFS 001 SAT 7.S AN () S1TWTFS 375 LAX 7.S RN 1030 SMTWTFS 301 TAM 77S RN 1030 SMTWTFS 0R3 AJS 7?S AN 1030 SMTWTFS 204 ANA 7?S RN 1030 SMTWTFS AF 725 RN SMTWTFS 704 ART CS? FC MTWTF 602 ST. D9S OZ 1030 SMTWTFS 640 PDJ 727 P ii 3) 1 CV- 1 )L :4t) 1 40 ST -;TFS 074 M7 A 775 PH 1040 STTFS CO 72S AN SMTWTFS 052 CL 7S P M T S 741 SFA 74? TG 1045 SMTWTFS 751 ARC) DS T SMTWTFS 225 TPL D-T XC) A,- ^/

37 VUdO3V.Ld S3N1UV NVD3V WLAJ NVNOG3dOO A1EPTCAN ARLNE OPERATONAL ENGNFEPNG P ACTVTY LST ARRVALS DEPAPTLJPFS EFFECTVE STATON DEW FROM FLT WKLY EQP STA N13R FROY Fl 73S PFN 130 STTFS rv'i 7?s Fii 7fl Li n irs A.l 7? f A i l r.?0 ST ifs R, 1 7?'s r. L 1'l S'T';TF5 H'i 723 l\1 130 SfrtT '' 7?s A 4 1) 3 5.'1i Trs q 7?S 15Y 1 7t) STl 115 FC C S 2 AP 705 STwTFS 07 D9S STL 603 SMTWTFS D. 72S LT 5()5 SMTWTFS AL 725 PT 007 SMTWTFS T 0C9 LT 927 MTWTFS T 1)95 TAH 858 MTWTF T DC9 AH 058 S T D9S AH 858 S T DC9 AH 958 SMTWTF Di.. 72S 3HM 723 SMTWTFS FY SH3 SPS 020 MTWTF DL 725 DEN 508 SMTWTFS WKLY El T Tfl TtlE FR(Y NAP STA E') 1050 SMTWTFS 670 SPS DHT XO 1050 t1twtfs 603 0kC SW M Z trs j S.TTFS 111 i4ol 7'S N 11 '1') mb SMTWTFS 707 SJT SWM XO 1105 SMTWTFS 385 CA. ()HT XO MTWTFS 017 SPS SH3 FY t-twtf 534 TXK SWM XO SMTWTFS 007 HM 727 AA 1115 SMTWTFS 61 PP 775 AA 1115 S P 1flJTFS 1(15 Si C 725 AA 1115 SMTWTFS 199 SAW 725 AA 1115 SMTWTFS 007 APT CVR FY 1115 MTWTF 410 FSM SWP GM 1116 SMTWTFS 207 is 725 AA 1116 SMTWTFS 419 1( AA TLTFS 200 CC 727 AA 111 f '1 F y i VS 1 S''F 777 ll') ES (5l A A R ill') y TTF; 3() H 775 A ul'o ST1FS 2) 00 7 :3 c, 4(1 1?0 ci' FS (71 c't At ' l y TS 4P5 cm 725 /A 1121 f't,1es , u12. SSrF.,:T}:S 3t)7 A, r, 777 A A 1122 SMTWTFS 093 MEX 727 AA 112? 1123 SPTWTFS 3e19 ACA 7?S A StTWTFS 535 Pk/P 727 AA 11?S SMTWTFS 333 PHX 1)10 AA 1125 SMTWTFS 295 LAX 1)10 AA 1125 SMTWTFS 336 DEN 73S FL 11? SMTWTFS 35 AP.D 727 AA 1126 SMTWTFS 569 ELP 72S AA 1126,44: ZL cc)

38 V3dOD V.Ld S3N'18V NV33VJV NVNOQ3dO3 AMERCAN APL1M OPERATONAL FNGNFERD!G STATON ACTVTY LST ARRVALS DFPARTLJPFS EFFECTVF STATON DFW FROM FLT WKL- Y EOP STA NFR FROY fl L 7?S SLC 712 SMTU'TES P SAt' 006 S"T.TF5 f t 7?s CVG 65 SiTtTFS 72S LAS 226 S'TTFS 7?S FPi rp3 STLSTFS EF P;4F LFK P (i7 MT.TF FY OH PRX 046 MTWTF AC 7.S YYZ 796 SMTWTFS DL 725 LAX 100 S4TWTFS DL. 72S PHX 452 S1TWTFS XO SWM SJT.708 SMTWTFS DL 725 ORD 325 SMTWTFS RN 725 lad 703 SMTWTFS (1 SWM SH y 433 S XO DM1 ('L TWTF Xfl SW A TXK 57 SMTWTFS AA 727 ACA 398 SMTWTFS 'RN 725 LGA 017 SMTWTFS R N 72S CT 263 SMTWTFS RN 72S LAS 702 SMTWTFS RN 72S LAX 396 SMTWTFS AN 7?S OKC 116 SMTWTFS AN 72S tall 15R SiTWTFS EA 725 4Th 335 SMTWTFS 44 7?S MEX 058 SMTWTFS AN 725 TL;L 022 S M T W T F 3' 725 MC 165 STMTFS ON 7 L1 414 S'T'!FS WKLY FLT TO TME FRQY NAP STA EOP ii ctttes t. 00 ('PP 725 A 112T ) ThTE 011' cr A 725 AS ii 10 S1:11-c p r. p 77 K 111) sr:i its 't 1 i: '! 11 1') c t Tt.!TFS 05 c,rr 795 MM 130 ST. TES 1 ''r 1 7s r 1130 s't'res 141 ST : ( S'T"TFS AP 5Ff 775 V r! 1130 T TH 7 ii') ST': rrs ) 7() fvr 735 ifl' ) 5'T/TFS 7(C A q 725 ri 13() S'T TS 24 CT SHTWTFS 706 ART ('52 FC SMTWTFS 843 ACT DM1 XO MT4TF 850 TT P95 T 1139 SMTWTF 950 LT flc9 T 1140 SlTWTFS 110 MSP 725 RN 1140 SMTWTFS 626 Alt. P95 EA 1140 SMTWTFS 927 TAM 0C9 T MTWTFS 057 TYP PH FY SMTWTFS 604 STL 09S OZ SMTWTFS 007 StT 72S AL SMTWTFS 537 DEN 72S AA

39 ()F:'ATcL F 1' fl1vls V'31dO3 Vlzi S3NflV NVO83VYV NV NO Q31d03.f.E TLt 61. L '.L t;r ;Tr6 Pt ct4rt'; cctvi1y LST Frt:cTTvf 02/C 1/82 STiT 10 Di FM i't.' ''ic.ly Fl T T( FLt' ST '\ '':Y F Fh'("Y 'PP 11,TP FOP 7?S SF) 49' ; P'TFS 1 2n0 FC CS2 AR 707 SMTWTFS 1200 Pc D95 MC! 222 SMTWTFS 1200 X0 PH LE 226 SMTWTFS 1200 Xfl E)HT ACT 824 SMTWTFS 1200 XO DHT SPS 613 SMTwTFS SMT'TFS 79 SiT S141 XO SMTWTFS 652 SHV D9S DL. AA. 72S LGA 085 SF-TWTFS 1207 AA 727 SMF 484 SMTWTFS StTWTFS 712 MCD 725 DL 1207 SMTWTFS 226 MSY 725 DL AA 725 AA 010 ELP HRL 418 SMTWTFS SMTWTFS SMTWTFS 508 TPA 7.S DL AA 725 TJS 164 SMTWTFS SMTWTFS 452 RHM 7?S DL AA 727 MAE 334 SMTWTFS 1210 AA 72S SAN 682 SMTWTFS MTWTF 019 SPS SH3 FY AA PlO PHX 596 SHTWTFS 1211 A' ' A 72S LAS 600 SMTWTFS 1212 A 725 SF0 606 SMTWTFS SMTWTFS 526 ML(J 725 DL AA 725 DEN 320 SMTWTFS SMTWTFS 100 ELL 7.S DL AA 72S ORD 493 SMTWTFS 1214 AA 72S LAX 200 SMTwTFS 1214 AA 72S AH 250 SMTWTFS SMTWTFS 385 AUS 72S DL 215 1T"TF 106 RWD PAF EE AA 7?S flt 4? S'TwTFS L 7?S TPA 457 SrT:TFS?16 A 727.4JS 26 S. P..T1; S 217 fli. 7?S icy 25 S1TTFS 2 17 Di 7? 'TK 3) q S'r.TFS A 7?S fr 12 STt'1FS 1218 At 725 SiC ST.:TES 213 DL 7?S SH 7 S'1 T F 12)8 A A 72/ ci C 04 S,',, T T F i 21 tn 727 TL 3fl3 ST.TFS 220 M 7?S SAl?78 J.jJf$ 22'() 12?0 SMTWTFS Onf AU 1.10 PL D. 72S ATL 717 SMTWTFS 1220 FY D TYi- 060 MTWTFS S 434 SH y SWM (M 12?0 St'TWTFS 558 TXK SWM XO FY CVR ESM 076 SMTWTFS 1225 FY D SPS. 022 SMTwTF SMTWTFS 2.? HD P95 PC 1230 SMTWTFS 797 YYZ 72S AC

40 V 83ldO3 Vid SN1'dV NV33JV NV NO 031d03 AMERCAN ATPLNF, OPERATONAL FNGNFEPNG ' STATON ACTVTY LST ARRVALS DEPAPTL.JPFS EFFECTTVF 02/01/62 STATON D:w FROM FLT WKLY WKLY FLT TO EOP STA NAP FAQY TflE EPOY NW? STA FOP 1230 SMTWTFS ?S PF'.' 1230 S'1TWTFS 306 MA 72S RN 1230 STWTFS 703 PP'U) 725 AN 1230 SMTWTFS 158 MCT 725 RN RN. 72S OPt) 123 SMTWTFS 1230 RN 72S RA 247 SMTwTFS SMTWTFS 708 APT CS? FC 1230 SMTWTFS 8?5 ACT mt XO 1230 SMTWTFS 227 F DHT XO iho SMTWTFS 674 SPS DHT XO 1235 S1TWTF 02? 64 7?S RN 1235 SHTWTFS 165 TPA 725 RN 2Th TTS 11 6 FM 725 ni O S',411 SJT 710 rotltf i ST'iTF 3(7 fl (), T XO TT 09S ARQ 993 S NJ!TFS,3'.) 1240 cit TE?(3 P H 7 c Pi'i 124() V;rj FS 4t.7 ST 775 flh. 12/t0 'TFS 407 PP 7 7 ç 'M 1'45 r) "T i'; '.i' Till 725 PN 1?fl clttfs r)? P ': prj 1250 s;t'rrs (:,?S 1 S 7)S H.. 12 c;2 S' t TTiS 747 SAT 72c HL 12r;r; S mf's 457 SFfl 725 S M TWTFS 537 lay 77S DL 07 fl9s TJL 627 SMTWTF 1255 Xfl DHT SPS 675 SMTwTFS SMTJTFS 329 nfn 7?S DL A4 7S TAD 151 SMTwTFS 1259 BN 725 MiS 016 SMTWTFS SMTWTFS 164 JFK SMTWTFS 278 T'fl 72S AA 1300 SMTWTFS 316 L SMTWTFS 504 SHV RN 72S NSP?93 SMTWTFS 130() RN 725 SAT 191 SMTwTFS 1300 RN 7S AH 312 SMTWTFS 1100 RN 72S MAF 436 SMTWTFS 10() 1300 SHTTFS 121 CPP 77S RN 1300 SMTWTFS 247 nffj 725 RN SMTWTFS 717 Prjo 725 DL sltwtrs 309 PHX 725 DL 1300 SMTWTFS 646 AT 7. 5 FA F'C CS2 AR 751 SMTWTFS SMTWTFS 00? JFK 7.1 PA 1301 SMTWTFS 5'6 flpfl ? SMTWFFS 428 TNP 7?S SMTWTFS 68? M1A SMTWTFS 600 RwT 725 AA SMTWTFS 296 SOF 727 AA 1304 SMTWTFS 494 AMA

41 - - V'3JdO V.1:1SN1WV NV33V NV NO 031d00 AMt.LA N A1E'L1NF. OPERATONAL EGNFEUNG P srat10 ACTVY LST A'?'JALS EPApTorc FFFFCTVF,U)13? STtT1r [)- : FPO' EL Y W".'1 flt T( F:) -) S T A up 1' Fr FY 1;T )l 1.05 it'tfs ()f)4 '5 y F's At C; T' rfs t"' n 771; A rr 11 5 ri xfl ' T TF S 2- Ct F 725 A. mi-, 5 1 T'i E Jotj ST 727 AA 13n7 ';flt FS 4 ' 7'5 A A MT 1-4TFS 005 Alc -725 AA 1308 S'TWTF 200 MEM 725 AA 1308 SMTWTFS 44 MOR 727 AA 1309 SMTWTFS 301 HSV 727 AA 1309 SMTWTFS 16? P-4L 725 AA 1310 SMTWTFS (1 F'S AA 1310 SM WTFS 320 C N 7?S AA TM CN4 ELD 202 SMTWTFS 1310 LH 74M ERA 480 M W S :310 SMTtTFS 993 T A H flqs T 1311 SMTWTFS 418 rrs 725 AA 1315 sr i Tw.rF 021 SPS CVR FY SMTWTFS 081 FSM CVP FY T DC9 AH 942 SMTWTFS SMTWTFS 676 SPS PH Xfl XO SWM TXK 535 SMTWTF 1325 AN 725 SEA 185 SMTwTFS StTWTFS 391 LAX 7?S RN AN 72S OKC 347 SMTwTFS SMTWTFS 436 At S 725 RN 1330 SMTWTFS 315 ACA 725 AN AN 72S MC 427 SMTWTFS SMTWTFS 752 ART CS? FC 1310 S-l!TES 061 T Y P nut FY T S 670 riat. 727 AA 1340 St1T'TFS 016 fldfl 725 RN 1340 SMTWTFS 293 S.T 725 flfl 13 4 ',) SMTWTFS 203 Fl 1) F TM PT 735 ci 1 3)1 SHTWTFS )5 i. T y 73i) S1 TFS 13 4 V) XO MHT S P S 677 S M TTF 1345 Xfl s:-i sjt 71? SMT -TFS 1,345 XO 3HT Ci L 388 ST/TFS!3'Y) 1351 SMTwTFS 94? tflfl DC9 T AA 7?S (%pfl 281 S.'TvFS 132 RN 72S Fw R 023 SMTWTES 1355 AN 725 MSY 180 SMTwTFS 1355 FY [)HT SPS 010 SMTWTFS 1355 D 72S DPN 656 SMTWTFS 1356 f DC9 LET 959 SMTWTF 1357 AN 725 HRL 058 SMTWTFS 1358 AA 72S ARQ 338 SMTWTFS 1359 A4 727 A(JS 50$ SMTWTFS 1359 AN 72S SAT 346 SHTWTFS 1359 RN 72S DEN 485 SMTWTFS 1359 WR /

42 AMQTCAM '''' AT ( v:13do3vid S3N1V NV3'JV NV N0 031d03 OPERATONAL ENGNFEPNG i- STATON ACTVTY LST ARRVALS EFFECTVE STATON DEW OFPAPTtPFS FOP FROM ELT WKLY WKLY FT TO FOP STA NFR FROY TME FflOY NPR STA FOP AJ 72S Cr 109 SMTwTFS RN 725 MA 072 SMTWTFS T DC9 A1 843 S T 0C9 SAT R43 SMTWTF AA 727 Gr)L 514 SMTWTFS AN 72S MA 359 S S FC CS2 AR 711 SiTwTFS FY CVH APT 002 STWTFS FY r 1 HT TYN 1 )62 STTFS AA 7.1 Fl - P 472 SA TV'TFS AA 725 SAN 156 SNTWTFS 44 7?S TAN 616 SHTTFS AA 010 LX 12? SHTiTFS Ft. 73-; PEN 136 SMTW tfs 07 DC9 STL (.05 St1TWTF Xfl DHT nrt 126 SMTwTFS AA 010 SF0 634 SMTWTFS AA 72S -BB 464 SMTWTFS AA 7.5 LAS 266 SNTWTFS A& 727 PFN 21.6 S1TWTFS AA 727 PDX 390 SMTWTFS AA 727 SEA 140 SMTWTFS AA 727 PNO 672 SrTWTFS AA 72S SAT 132 SMTWTFS AA 727 AMA 34? SMTwTF5 AL 72S SAT 022 SMTWTFS AA 725 PHX 586 SMTWTFS AA 725 MAE.70 SMTWTFS F y SH3 SPS 024 SMTWT.FS AN 72S AUS 433 SMTWTFS X0 DHT ACT.844 SMTWTFS XO Dt{T. SPS 679 SMTWTFS SMTWTFS 36? OKC 72S ON 1400 SMTWTFS ics MSY 7.5 ON 1400 SNTTFS 427 AMA 725 RN 1400 ]4n SMTfrJTF 606 ';T. 09S SMT'TF 536 Txt< SWM X STWTF 67A 51)5 Of-T XO SNTWTFS 309 CL PHT X SMTWTFS 713 SJT SWM xo l ?0 M W S 4Ffl MFX LH SMTWTF 959 TAH PrO. T 1430 S'TWTES 214 R'A 725 RN 1430 S1TWTFS OS or,fl 7.S RN SMTWTFS 71? ART CS? FC 1430 SMTWTFS 0.3 SPS DHT FY 1430 S 362 CLT 715 PT SMTWTFS 1RO SFA 725 RN 1435 SNTWTFS 346 MC 7?S AN SMTWTFS 485 H P t. 72S RN 1440 SMTWTFS 656 AlL 72S DL

43 VildOD VA S3N1UV NV313VV NV NO 031d03 AMECltN ATR re A OPERATONAL FWGNFERNG 1 STATON ACTVTY LST ARRVALS OFPARTOJPFS EFFECTVE st\tr,rj DFN FPOM FLT WKLY WKLY Ft. T TO FOP STA NRR FPOY TME FROY NRP STA FOP 331) CLT 715 PT Rr 095 øi 225 s!4 TVTFS 1440 SMTWTF T 0C9 f'ke 475 S1rWTFS 1440 TWTFS 1442 S'TWTFS 136 SH y 735 FL XO SWM SjT SMTWTFS 827 ACT DHT XO EE PAF Awl) l0 SP4TWTF 1450 DL 7?S SHV 209 SMTWTFS 1453 RN 72S ANA 115 SMTWTFS 1455 DL 72S PHX 318 SMTWTFS SMTWTF 0f3 TYP DHT FY DL 72S LAS MTWTFS 1458 DL 725 LAX 536 SMTWTFS 1451) Alt 72S S.JU 603 S1TWTFS 1459 AN 7?S ORD 031 SHTWTFS 1451) RN 725 SAT 026 S1TWTFS 1459 RN 725 PB 044 SMTWTFS 459 AN 25 TuL 369 SM.TWTFS 459 RN 72S TAll 033 SMTWTFS 1459 EA 727 ATL 277 SMTWTFS SMTWTFS 022 PT 775 At 1500 SMTWTFS 07? DFN 725 AN 715 S MTWTFS 1500 SMTWTFS 433 MF 775 RN FC CS2 AR 1501) 1500 StTWTF 009 APT CVP F? 1500 SMTWTFS 711 NT? 725 MX 1500 StTWTFS 61)0 SPS DHT XO Xfl DHT LE 230 S MTWTFS SMTWTFS 506 TT 727 AA MTWTFS 150:3 SMTWTFS 390 TAH 727 AA DL 72S SEA 621) SMTWTFS W 725 AA 104 S1TWTFS 216 SAT 727 AA MTWTFS 1504 DL 72S FLU 661 S SMTW1FS 81i-3 MKF 0C 9 T 1505 S1TWTFS 634 pç 1)10 DL 72S SF0 312 S MTWTFS SMTWTFS 514 nil() 727 AA 1505 XO DHT CLL 390 S 1505 SMTWTFS 475 TAH 0C9 T MTWTF SMTWTFS 570 Aic 725 AA 1506 SNTWTES 13? ori 725 AA 1507 SMTWTFS 338 T.fl 725 AA 1508 SMT'TFS 34? CMH 727 AA 1508 SMTWTFS 140 'if' 727 AA 1509 sttwtfs 266 CL F 725 AA 1509 SMTWTFS 464 ';T 725 AA 1510 SMTWTFS 67? CVO 777 AA 1511 St1TWTFS 1?? j(',4 010 AA 1511 SMTWTFS 586 PH 725 AA 1512 SMTWTFS 416 YYZ 725 AA