Delta Airlines 2007 Annual Report Download - page 12

Table of Contents
Index to Financial Statements
existing flights, and we have generally been able to obtain the rights to expand our operations and to change our schedules. There is no assurance, however,
that we will be able to do so in the future because, among other reasons, such allocations are subject to changes in governmental policies.
Environmental Matters
The Airport Noise and Capacity Act of 1990 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. This statute
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.
The U.S. Environmental Protection Agency (the "EPA") is authorized to regulate aircraft emissions and has historically implemented emissions control
standards previously adopted by the International Civil Aviation Organization ("ICAO"). Our aircraft comply with the existing EPA standards as applicable
by engine design date. ICAO has adopted additional aircraft engine emissions standards applicable to engines certified after December 31, 2007, but the EPA
has not yet proposed a rule that incorporates these new ICAO standards.
We are also subject to various other federal, state and local laws governing environmental matters, including the management and disposal of
chemicals, waste and hazardous materials, protection of surface and subsurface waters, and regulation of air emissions and drinking water. Concern about
climate change and greenhouse gases may result in additional regulation of aircraft emissions in the U.S. and abroad. We are carefully monitoring and
evaluating the potential impact of such regulatory developments. Regulation of greenhouse gases could result in significant costs for us and the airline
industry.
We have been identified by the EPA as a potentially responsible party (a "PRP") with respect to certain Superfund Sites, and have entered into consent
decrees regarding some of these sites. Our alleged disposal volume at each of these sites is small when compared to the total contributions of all PRPs at each
site and liability at many of these sites have been or will be resolved through our Chapter 11 proceedings. We are aware of soil and/or ground water
contamination present on our current or former leaseholds at several domestic airports. To address this contamination, we have a program in place to
investigate and, if appropriate, remediate these sites. Although the ultimate outcome of these matters cannot be predicted with certainty, management believes
that the resolution of these matters will not have a material adverse effect on our consolidated financial statements.
Civil Reserve Air Fleet Program
We participate in the Civil Reserve Air Fleet program (the "CRAF Program"), which permits the U.S. military to use the aircraft and crew resources of
participating U.S. airlines during airlift emergencies, national emergencies or times of war. We have agreed to make available under the CRAF Program a
portion of our international range aircraft from October 1, 2007 until September 30, 2008. As of October 1, 2007, the following numbers of our international
range aircraft are available for CRAF activation:
Stage
Description of
Event Leading to
Activation
International
Passenger
Aircraft Allocated
Number of
Aeromedical
Aircraft
Allocated
Total
Aircraft by
Stage
I Minor Crisis 3 N/A 3
II Major Theater Conflict 16 25 41
III Total National Mobilization 55 105 160
The CRAF Program has only been activated twice, both times at the Stage I level, since it was created in 1951.
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