Delta Airlines 2003 Annual Report Download - page 17

Table of Contents
Environmental Matters
The Airport Noise and Capacity Act of 1990 (the "ANCA") recognizes the rights of operators of airports with noise problems to implement local noise
abatement programs so long as such programs do not interfere unreasonably with interstate or foreign commerce or the national air transportation system. It
generally provides that local noise restrictions on Stage 3 aircraft first effective after October 1, 1990, require FAA approval. While we have had sufficient
scheduling flexibility to accommodate local noise restrictions in the past, our operations could be adversely impacted if locally-imposed regulations become
more restrictive or widespread.
On December 1, 2003, the FAA published a Notice of Proposed Rulemaking ("NPRM") to adopt the International Civil Aviation Organization's ("ICAO")
Chapter 4 noise standard, which is known as the Stage 4 standard in the United States. This standard would require that all new commercial jet aircraft
designs certified on or after January 1, 2006 be at least ten decibels quieter than the existing Stage 3 noise standard requires. This new standard would not
apply to existing aircraft or to the continued production of aircraft types already certified. Comments on the NPRM are due on March 1, 2004. All new aircraft
that we have on order will meet the proposed Stage 4 standard. Accordingly, the proposed rule is not expected to have any significant impact on us, and we
and the U.S. airline industry are likely to support the adoption of the NPRM.
The United States Environmental Protection Agency (the "EPA") is authorized to regulate aircraft emissions. Our aircraft comply with the applicable EPA
standards. The EPA has issued a notice of proposed rulemaking to adopt the emissions control standards for aircraft engines previously adopted by the ICAO.
These standards would apply to newly designed engines certified after December 31, 2003 and would align the U.S. aircraft engine emission standards with
existing international standards. The rule, as proposed, is not expected to have a material impact on us.
Air carriers, the EPA, the FAA and local and state regulators are evaluating potential options for emission reductions from airport activities, including
aircraft engine emissions reductions and alternative-fueled ground service equipment, but no conclusion or agreement has been reached. Additionally, we
have agreed to reduce emissions at certain airports by utilizing alternative-fueled ground service equipment.
In April 2001, Miami-Dade County filed a lawsuit, which is titled Miami-Dade County, Florida v. Advance Cargo Services, Inc., et al., in Florida Circuit
Court against 17 defendants, including us, alleging responsibility for past and future environmental cleanup costs and civil penalties for environmental
conditions at Miami International Airport. The County also provided notice to over 200 other potentially responsible parties seeking to recover past and future
cleanup costs. The County is continuing to investigate and remediate various environmental conditions at the airport. At this time, it is not possible to
reasonably estimate our potential exposure in this matter due to a number of issues, including uncertainties regarding the contamination at the airport, the
extent of remediation required and the County's potential recovery from responsible parties. We are vigorously defending the lawsuit.
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