ADDENDUM D Concourse C Enhancement Program Overview

ADDENDUM D Concourse C Enhancement Program Overview

TECHNICAL MEMORANDUM Concourse C Enhancement Program Overview PREPARED FOR: PREPARED BY: Palm Beach County Department of Airports CH2M HILL/Ricondo & Associates, Inc. DATE: June 2, Revised October 2 The 2 Master Plan Update for Palm Beach International Airport (PBI) included several terminal expansion projects whose purpose was to add passenger-processing capacity commensurate with the Airport s projected passenger volumes. The expansion of the Concourse C footprint represents one of the capacity enhancement projects identified in the 2 Master Plan Update. Since the completion of the 2 Master Plan Update, the Department of Airports (DOA) has sponsored the programming and design of the Concourse C Enhancement Program (the Program ), but has not initiated the construction of these concourse enhancements. One of the initial tasks included in the System Wide Master Plan Study for the Palm Beach County system of airports comprised an assessment of benefits provided by the Program. As part of this initial task, an estimate of the incremental operating and maintenance (O&M) expenses that would likely result from the additional facilities provided by the Program was also derived in close coordination with the DOA s Finance Division. The results of this assessment will assist the DOA in determining whether or not to proceed with the implementation of the Program before the end of calendar year 2, as prescribed by Passenger Facility Charges (PFC) criteria. PFC funds are the primary source of capital being used by the DOA for the construction of the Program. The results of this assessment were presented to the DOA in June 2. The Terminal Area Forecasts (TAFs) prepared by the Federal Aviation Administration (FAA) for PBI in January 24 were used for the assessment of the Program.. Program Description The Program comprises the re-categorization of the existing gates, the addition of three new gates, and expansion of building area. Currently, Concourse C offers wide-body gates, originally programmed with the L as the design aircraft, and one narrow body gate, designed to serve B727 aircraft and smaller. Upon completion of the Program, Concourse C will encompass seven wide body gates designed for the B767 aircraft and smaller, and eight narrow body gates, designed for modern narrow aircraft, like the B737 and the A32. The concourse building will also be expanded as part of the Program scope to provide additional holdroom space, concessions space, restroom facilities, and public circulation space. The Enhancement Program established by the DOA for Concourse C provides the incremental passenger processing capacity that was recommended by the 2 Master Plan DFB/CONCOURSE_C_REV2.DOC COPYRIGHT 2 BY CH2M HILL, INC. COMPANY CONFIDENTIAL

CONCOURSE C ENHANCEMENT PROGRAM OVERVIEW Update, while also addressing some existing facility deficiencies in Concourse C. These deficiencies include the following: An imbalance between the aircraft size/gage actually serving PBI (e.g. narrow body versus wide body) and the Concourse C physical aircraft gate mix Hold rooms that in some cases are undersized for the gate s design aircraft Inadequate concessions space considering the passenger volumes presently served by Concourse C In addition, the Program provides other benefits to the DOA and the users of the Airport. These benefits include the potential for increased concessions revenues given the expanded facilities. This increase in non-airline revenues will help keep the cost structure of PBI low and competitive. The three additional gates will also ensure the availability of gates during the Airport s peak airline operations periods (which occur in the early morning and in the mid-day hours), thus preserving an unconstrained operating environment at PBI that is needed to accommodate projected growth by the existing airlines. Finally, the enhancement would foster competition in the form of new service by airlines wishing to serve PBI. 2. Gate Demand Analysis As part of this assessment, the current and near-term demand patterns and gate utilization characteristics of the airlines currently serving PBI were analyzed. To accomplish this, peak month and peak month average day demand patterns were derived and converted into airline schedules using the TAFs prepared by the FAA. These airline schedules were then used as input into a ramp chart (gating) model to help analyze the number of gates needed to serve the existing and near-term demand levels. For this analysis, near-term demand (within an approximate -year period) was defined as 4. million annual passenger enplanements. Detailed results of the gate demand analysis are presented in Appendix A, and a summary of the analysis is provided below. 2. FAA Terminal Area Forecasts The FAA TAF projections were used in this gate demand analysis because the System Wide Master Plan Study forecasts would not become available until the Fall of 2, and the DOA had identified the Concourse C Enhancement Program Assessment as a priority study task to be completed by June 2. The FAA TAF projections are presented below in Exhibit. The FAA projects PBI s passenger enplanements to grow at an average annual rate of 2.4 percent through the year 2. However, the exhibit also shows that PBI s actual passenger growth in 24 and year-end projections for 2 have exceeded the FAA s projections. Specifically, the year-end projections for 2 show PBI s passenger enplanements will reach approximately 3. million, compared to the 3.2 million represented in the TAF. Note: The draft passenger forecasts that have been developed (but not yet approved by the FAA) since the completion of the Concourse C Enhancement Program Assessment project stronger passenger growth through 22 than the 24 TAF. Therefore, the need for the added capacity provided by the Program increases with the new passenger demand projections being prepared as part of the System Wide Master Plan Study. DFB/CONCOURSE_C_REV2.DOC 2 COPYRIGHT 2 BY CH2M HILL, INC. COMPANY CONFIDENTIAL

CONCOURSE C ENHANCEMENT PROGRAM OVERVIEW EXHIBIT FAA Terminal Area Forecasts 4. 3. Enplanements (in Millions) 3. 2. 2.... Average Annual Growth Rate = 2.4 Percent. 999 2 2 22 23 24 2 26 27 28 29 2 Fiscal Year PBI Enplanements (Actual; 2 Projected) Projected Enplanements (FAA TAF) Source: Federal Aviation Administration Prepared by: Ricondo & Associates, Inc. 2.2 Socioeconomic Growth for PBI Service Area The PBI service area is represented by Palm Beach County and the three adjacent counties to the north: Martin County, St. Lucie County, and Indian River County. Data collected by Woods & Poole Economics, Inc. indicates that population growth from 2 through 2 for the four counties comprising the PBI service area has surpassed the state average, as well as those for the larger, adjacent counties to the south. The 2-2 population growth trends for the PBI Service area, in addition to Miami-Dade County and Broward County, are summarized in Table. DFB/CONCOURSE_C_REV2.DOC 3 COPYRIGHT 2 BY CH2M HILL, INC. COMPANY CONFIDENTIAL

TABLE Population Growth Trends, 2-2 AVERAGE ANNUAL GROWTH RATES: PBI Service Area: Palm Beach County: Martin County: St. Lucie County: Indian River County: Broward: Miami-Dade: Florida: POPULATION BASE - 2: PBI Service Area: Palm Beach County: Martin County: St. Lucie County: Indian River County: Total PBI Service Area Broward County: Miami-Dade County: Source: Woods & Poole Economics, Inc. Prepared by: Ricondo & Associates, Inc. 2.% average annual growth rate 2.8% average annual growth rate 2.3% average annual growth rate 2.% average annual growth rate.9% average annual growth rate.3% average annual growth rate.8% average annual growth rate,283,83 people 44,69 people 26,827 people 2,483 people,77,84 people,8,969 people 2,44,7 people The growth in population for the PBI service area is projected to continue growing at aboveaverage levels for the next five years, as shown in Exhibit 2. EXHIBIT 2 Project Population Growth Trends for South Florida Projected Population Growth: Palm Beach County* > % Martin County* > % Broward County 7%-9% Indian River County* 7%-9% Miami-Dade County 4%-6% St. Lucie County* 4%-6% *PBI Service Area Counties Miami-Dade: 4%-6% Broward: 7%-9% Source: Woods & Poole Economics, Inc. Prepared by: Ricondo & Associates, Inc. DFB/CONCOURSE_C_REV2.DOC 4 COPYRIGHT 2 BY CH2M HILL, INC. COMPANY CONFIDENTIAL

CONCOURSE C ENHANCEMENT PROGRAM OVERVIEW Personal Income Per Capita, an indicator of the potential buying power of residents in the region and a factor influencing the propensity for air travel expenditures, is also greater for three of the four counties in the PBI service area compared to Miami-Dade County, Broward County, and the state of Florida, as shown in Table 2. TABLE 2 Personal Income Per Capita, 2 PBI Service Area: Palm Beach County: $48,8 Martin County: $47,493 St. Lucie County: $2,39 Indian River County: $42, Broward: $34,49 Miami-Dade: $29,68 FLORIDA: $32,662 Source: Woods & Poole Economics, Inc. Prepared by: Ricondo & Associates, Inc. 2.3 Daily Demand Patterns PBI s airline traffic has historically been characterized by pronounced departure peaks in the early morning and mid-day, with a third peak occurring in the mid-to-late afternoon hours. Exhibit 3 presents the daily distribution of airline activity at PBI for the peak month (March) in 998, 24, and 2. While some flattening of the peak volumes is evident for 24 and 2 compared to 998, a national trend experienced at many airports throughout the country, the daily distribution of activity has remained fairly consistent for the three periods presented. Considering departures and arrivals combined, PBI s peaking patterns are generally represented by a primary peak during the mid-day, with a secondary peak occurring in the late afternoon. EXHIBIT 3 Daily Airline Activity Patterns Airline Departures DFB/CONCOURSE_C_REV2.DOC COPYRIGHT 2 BY CH2M HILL, INC. COMPANY CONFIDENTIAL

CONCOURSE C ENHANCEMENT PROGRAM OVERVIEW Airline Departures and Arrivals Combined Source: Official Airline Guide Prepared by: Ricondo & Associates, Inc. PBI s daily peaking patterns are not atypical for a medium-hub or large-hub airport in Florida predominantly serving originating and terminating traffic (i.e., airports that do not serve as connecting hubs for airlines, such as Newark-Liberty International, Miami International, or Dallas-Ft. Worth International Airports). Exhibit 4 shows PBI s similar peaking patterns for a typical day in March 2 compared to other origin and destination (O&D) airports in Florida: Tampa International, Fort Lauderdale-Hollywood International, and Southwest Florida International Airports. EXHIBIT 4 Daily Activity Patterns Select Florida Airports Comparison Airline Departures DFB/CONCOURSE_C_REV2.DOC 6 COPYRIGHT 2 BY CH2M HILL, INC. COMPANY CONFIDENTIAL

CONCOURSE C ENHANCEMENT PROGRAM OVERVIEW Airline Departures and Arrivals Combined Source: Official Airline Guide Prepared by: Ricondo & Associates, Inc. 2.4 Gate Demand Analysis - Conclusions The demand analysis and assessment of passenger demand patterns at PBI demonstrate the need for sufficient capacity during the peak periods of demand that exists during those periods, while also preserving an unconstrained operating environment to foster competition in the form of new air service growth at the Airport. 3. Concessions Space and Revenue Benefits As previously stated, the Concourse C Enhancement Program will also provide additional food/beverage and retail concessions space for Concourse C, nearly doubling the existing concessions space available in this concourse. Meetings with representatives from HMS Host, PBI s food and beverage concessionaire, and Paradies, PBI s retail concessionaire, were held as part of this task. The purpose for the meetings was to understand the existing concessionaire s financial performance for the Concourse C facilities, current constraints that hinder optimal financial performance, and the potential enhancement of concessionaire revenues that could materialize if the specified constraints were removed or mitigated. An overview of the information collected during these meetings is provided below. 3. Food and Beverage Concessions There is approximately 2,776 square feet of food and beverage concessions space in Concourse C. The overall financial performance of the food and beverage concessions in Concourse C averaged approximately $,33 per square foot, and $2.6 per enplaned (departing) passenger. According to HMS Host, there currently is not sufficient food and beverage concessions space in Concourse C to adequately serve the existing and projected passenger demand. Without these space limitations, HMS Host believes the financial performance of the food and beverage concessions in Concourse C could reach $2.2 to $2. per enplaned passenger. Using information published by Airport Revenue News in the 24 Fact Book, a comparative analysis of PBI s food and beverage concessions to those of other airports in Florida was performed. A summary of this comparative analysis is shown in Table 3. DFB/CONCOURSE_C_REV2.DOC 7 COPYRIGHT 2 BY CH2M HILL, INC. COMPANY CONFIDENTIAL

CONCOURSE C ENHANCEMENT PROGRAM OVERVIEW Table 3 presents financial statistics for 23 as contained in the Airport Revenue News most current Fact Book publication. In 23, sales per enplanement for Concourse C at PBI averaged $.6 per enplaned passenger, second lowest in the state. Only Southwest Florida International Airport (RSW) had lower sales performance for its food and beverage concessions facility. However, it is important to note that the new Midfield Terminal at RSW will open in September 2, replacing the existing terminal facility. The new terminal will have added and improved concessions facilities, which will very likely improve the sales per enplaned passenger figures from those experienced in 23. The table also shows that the $2.2 to $2. per enplaned passenger figure, identified by HMS Host as the potential performance for the PBI Concourse C concessions, compares favorably with the average ($2.3 per enplaned passenger) sales performance for the Florida airports listed. Using the lower figure in the range provided by HMS Host ($2.2 per enplaned passenger), the revenue potential for PBI s Concourse C was calculated. Approximately $. million in sales revenues could be secured, given the 23 passenger enplanement levels, if the sales performance of the Concourse C concessions is improved to average $2.2 per enplaned passenger. Since the DOA receives approximately 2 percent of the total food and beverage concessions revenues, the DOA s enhanced financial performance totals approximately $36, in additional revenues. TABLE 3 Florida Airports Comparative Analysis 23 Food and Beverage Concessions Sources: Airport Revenue News, 24 Fact Book; HMS Host Prepared by: Ricondo & Associates, Inc. 3.2 Retail Concessions There is approximately,697 square feet of retail concessions space in Concourse C. The overall financial performance of the retail concessions in Concourse C averaged DFB/CONCOURSE_C_REV2.DOC 8 COPYRIGHT 2 BY CH2M HILL, INC. COMPANY CONFIDENTIAL

CONCOURSE C ENHANCEMENT PROGRAM OVERVIEW approximately $2.7 per enplaned passenger in 24. According to Paradies, there is also insufficient retail concessions space in Concourse C to serve the existing and projected passenger demand volumes. Without these space limitations, Paradies believes that the financial performance of the retail concessions in Concourse C could improve by percent to 2 percent, reaching approximately $3. to $3.3 per enplaned passenger. A comparative analysis of PBI s retail concessions to those of other airports in Florida is shown in Table 4, once again using the financial statistics for 23 as contained in the Airport Revenue News Fact Book publication. In 23, retail sales per enplanement for Concourse C at PBI averaged $.8, above average compared to the other airports in the state. The table also shows that the $3. to $3.3 per enplaned passenger figure identified by Paradies as the potential performance for Concourse C s retail concessions would exceed the sales performance for the Florida airports listed. This demonstrates PBI s potential for having one of the highest revenue-producing airport retail concession programs in Florida. Using the lower figure in the range provided by Paradies ($3. per enplaned passenger), the revenue potential for PBI s Concourse C was calculated at approximately $2.3 million in incremental sales revenues. Since the DOA receives approximately 2 percent of the total retail concessions revenues, the DOA s enhanced financial performance from the $2.3 million in additional concessions sales revenues totals approximately $468,. TABLE 4 Florida Airports Comparative Analysis Retail Concessions Sources: Airport Revenue News, 24 Fact Book; Paradies Prepared by: Ricondo & Associates, Inc. DFB/CONCOURSE_C_REV2.DOC 9 COPYRIGHT 2 BY CH2M HILL, INC. COMPANY CONFIDENTIAL

CONCOURSE C ENHANCEMENT PROGRAM OVERVIEW 4. Cost Summary This section provides an overview of the capital costs and the incremental operation and maintenance (O&M) expenses associated with the expanded Concourse C building. The most recent estimate of construction costs for the Concourse C Enhancement Program totals approximately $ million. The funds for the construction of the Program are being secured primarily from PFCs (approximately $2 million), with state grants and local funds representing the balance. An estimate of the incremental O&M cost that would result from the expanded facilities was also prepared with assistance from the DOA. In general, it was concluded that the additional O&M expenses in electrical (power) utility costs, increased janitorial expenses, and supplemental gate maintenance costs will likely result. Based on the 26 budget for O&M expenses for Concourse C, the incremental O&M cost from the sources listed above was estimated to represent approximately $33, per year. The incremental concessions revenues presented in the previous section would more than offset the incremental O&M expenses (excluding the revenues generated from the additional airline lease space available).. Conclusions The Concourse C Enhancement Program provides several benefits to PBI: The re-categorization of gates provides better compatibility between aircraft gate capacity and Concourse holdroom capacity (the 2 Master Plan for PBI noted some deficiencies in holdroom capacity needed to support the aircraft gate design for select holdrooms in Concourse C). The added space provided by the Program allows for the introduction of new food and beverage as well as retail concessions in Concourse C. The additional space for new concessions and passenger services also contribute to better financial performance. The additional gates offer an opportunity for the introduction of new service by existing or new entrant carriers during the peak departure periods. The addition also helps ensure that PBI continues to serve passenger demand and additional airline service (driven by strong population and socioeconomic growth) in an unconstrained manner, protecting competition. Incentives for proceeding with the Concourse C Enhancement Program: Capital funding has been secured through PFCs and state grants - very little local funds (only matching funds for state grant) required. However, the ability to use the PFCs as presently programmed expires in December 2. If construction is not initiated before then, there is a risk that these funds will not be available for this Program, or that the PFCs would have to be re-programmed for this project and potentially be subject to different reimbursement criteria. Anticipated concessions revenues (excluding airline or other tenant revenues) resulting from the added space exceeds the projected increase in annual operating and maintenance costs, thereby having an immediate financial impact on PBI s financial performance. DFB/CONCOURSE_C_REV2.DOC COPYRIGHT 2 BY CH2M HILL, INC. COMPANY CONFIDENTIAL

Palm Beach International Airport APPENDIX A Gate Demand Analysis Concourse C Enhancement Program A- September 2, 2 Appendix A

Palm Beach International Airport A. Gate Demand Analysis For the purposes of identifying future facility requirements, design day activity schedules were developed to represent aircraft movements and passenger traffic distribution throughout the hours of a Peak Month Average Day (PMAD). Two design day schedules have been developed to help analyze the number of gates needed to serve the existing and near-term demand levels at Palm Beach International Airport. These include the existing design day schedule based on March, 2, representative of a PMAD, and the future design day schedule for the near-term demand levels (within an approximate -year period), defined as 4. million annual passenger enplanements or 8. million total annual passengers long-term (8 MAP). The design day schedules represent the flight activity anticipated at the Airport during the PMAD and provide information relative to arrival time, departure time, equipment type, seating capacity, and origin/destination markets for each commercial flight during the design day. A representative airline and/or operator of each flight are also included. Exhibit A- below provides a representative sample of the format and data content associated with the design day schedules. It is important to recognize that the design day schedules represent the activity that could be experienced during the specified PMAD in terms of hourly arriving and departing passenger and aircraft operations levels. The design day schedules also represent individual carrier activity levels and market service patterns. However, they only represent one of several viable operating characteristics, identified in terms of airline composition, aircraft fleet mix, daily passenger distribution, and passenger types (i.e., domestic versus international). The following sections present the methodology and assumptions for deriving the existing and future design day schedules. These schedules were then input into ramp charts (gating) models to assist in analyzing the number of gates needed to serve the existing and future demand levels. A.2 Assumptions and Methodology The design day schedules were defined to represent the scheduled and on-scheduled PMAD activity derived for each of the years of analysis previously presented. The following methodology was used to develop the design day schedules and assess the distribution of activity within each design day. A schedule of airline activity for March, 2 was obtained from the Official Airline Guide and supplemented with actual data collected from the Airlines currently serving PBI. This day (March, 2) was selected because March represents the common peak month for aircraft operations at PBI. Additional research also found that March th was a relatively calm day, without any weather delays being experienced troughout the national airspace system. The March, 2 schedule reflected a total of 234 scheduled operations. The existing schedule also reflects actual load factors obtained from the airlines. Concourse C Enhancement Program A-2 September 2, 2 Appendix A

Palm Beach International Airport EXHIBIT A- Sample Design Day Schedule Format Sources: Ricondo & Associates, Inc.; Official Airline Guide (OAG). Prepared by: Ricondo & Associates, Inc. Each existing airline/market pair was assessed relative to arrival and departure times, frequency levels, passenger demand, and historical load factors. An aircraft type was assigned to each new and existing flight based on the representative airline s existing and planned fleet, market frequency, stage length, and anticipated growth in overall seats per operation. Airline fleet information was obtained from JP Airline Fleets International, the Official Airline Guide, and order/delivery records available from the Boeing and Airbus Industries web sites. The future schedule of airline activity was prepared assuming that the market shares retained by airlines at PBI for March, 2 remain constant through each of the three future design day schedules. Consideration was also given for those airlines that held a small percentage (less than five percent) of the market share during the 24/2 period, but have since ceased operations. It was assumed that market share possessed by these carriers would be absorbed by other existing or new entrant carriers. In addition, existing deficient markets and potential new markets were also taken into consideration based on Air Service Market Analysis results Concourse C Enhancement Program A-3 September 2, 2 Appendix A

Palm Beach International Airport conducted for PBI. For instance, new non-stop flights were considered for existing markets such as Las Vegas (LAS), Los Angeles (LAX), and San Francisco (SFO), Providence (PVD), and Buffalo (BUF). A.3 Existing (2) and Future (8 MAP) Design Day Schedules Tables A. and A.2 summarize the existing (March, 2) and future (8 MAP) peak month average day design day schedules. As shown, each arrival flight is paired with a departure flight. The aircraft gate and load factors shown are based on actual data obtained from the airlines. These two schedules were then used to derive the ramp charts for existing and future demand levels at PBI. A.4 Ramp Charts Exhibits A.2 and A.3 illustrate the ramp charts associated with the existing March, 2 schedule and the near-term demand levels (8 MAP). Each ramp chart depicts a series of bars representing the time period in which an air carrier or commuter needs to be parked, either at a designated gate, or at a remote parking position. Each bar is assigned a color and labeled according to the aircraft operator, equipment type, scheduled arrival/departure time, and the origin and destination. To the left of the bar, the associated gate is identified, along with the airline(s) using the gate. An interval of minutes is assumed between each flight at the gate. At the time this analysis was conducted, the commuter gates (A through A4) were not available due to construction in their vicinity. Therefore, those flights currently using the commuter gates were assigned to the Department of Airports gate B2. As shown on the ramp chart, gate B2 is accommodating 2 aircraft simultaneously (i.e. Dash-8 and Beech 9). Though gate B2 is a wide-body gate designed to accommodate a B767-3 aircraft, the multiple gate designation should not be construed that it is an indication of two gate positions. For the future near-term ramp chart, it is assumed that the airlines and/or partners currently operating at the Airport would use their designated leased gate. New entrant airlines would use gates currently controlled by the DOA. For clarity purposes, future flights are shown in color while existing flights are shown in grey. As the ramp charts depict, the existing 29 gates at the airport (4 commuter gates at Concourse A, 3 gates at Concourse B, and 2 gates at Concourse C) are adequate to serve the PMAD gate demand during 2, as well as the demand for the near-term future demand levels of 8 MAP. Exhibit A.4 depicts the existing and future ramp charts by -minute intervals. Concourse C Enhancement Program A-4 September 2, 2 Appendix A

Table A Proposed Existing Schedule (March, 2) - Palm Beach International Airport ARRIVALS ACTUAL. LOAD FACTOR DEPARTURES ACTUAL TOTAL ARRIVING PASSENGERS CARRIER OP DEP TIME DEST FLIGHT # EQUIP SEATS CARRIER OP ARR TIME ORIGIN FLIGHT # EQUIP SEATS ACTUAL GATE ACTUAL GATE AA AA Overnight AA AA 8:2 DFW 73 'M8 29 C9 9.7% 7 AA AA Overnight AA AA 8: ORD 799 'M8 29 C 88.4% 4 AA AA 9:6 26 'M8 29 C 8.3% AA AA :48 828 'M8 29 C 98.4% 27 AA AA :3 6 'M8 29 C9 9.7% 7 AA AA :46 6 'M8 29 C9 96.% 24 AA AA 2: DFW 36 'M8 29 C9 96.% 24 AA AA 2:7 DFW 69 'M8 29 C9 87.6% 3 AA AA 3:7 ORD 27 'M8 29 C9 97.7% 26 AA AA 3: ORD 3 'M8 29 C9 88.4% 4 AA AA 4: 627 'M8 29 C9 89.9% 6 AA AA 4:2 64 'M8 29 C9 96.9% 2 AA AA 7: DFW 224 'M8 29 C9 92.2% 9 AA AA 8:6 DFW 9 'M8 29 C9 88.4% 4 AA AA 8:27 227 'M8 29 C9 89.9% 6 AA AA 9:4 'M8 29 C9 86.8% 2 AA AA 2:29 ORD 786 'M8 29 C 96.% 24 AA AA Overnight AA AA 23:2 DFW 22 'M8 29 C9 8.3% AA AA Overnight,62,6 AC AC 2:49 YYZ 936 '32 4 C 92.9% 3 AC AC 3:4 YYZ 937 '32 4 C 99.3% 39 3 39 B6 B6 Overnight B6 B6 7: 34 '32 6 B8 9.% 49 B6 B6 8: 69 '32 6 B8 28.2% 44 B6 B6 9:3 68 '32 6 B8 92.3% 44 B6 B6 : 62 '32 6 B8 39.7% 62 B6 B6 :4 622 '32 6 B8.% 6 B6 B6 :2 677 '32 6 B 64.% B6 B6 : 678 '32 6 B 96.8% B6 B6 : 37 '32 6 B8 8.9% 34 B6 B6 : 74 '32 6 B8 92.9% 4 B6 B6 2:2 623 '32 6 B8 89.7% 4 B6 B6 3: 624 '32 6 B8 97.4% 2 B6 B6 3:2 7 '32 6 B8 89.7% 4 B6 B6 4: 8 '32 6 B8 96.2% B6 B6 : '32 6 B8 98.7% 4 B6 B6 6:4 76 '32 6 B8 98.7% 4 B6 B6 7: 62 '32 6 B8 92.3% 44 B6 B6 7:4 626 '32 6 B8 98.7% 4 B6 B6 9:3 77 '32 6 B8 88.% 38 B6 B6 2: 7 '32 6 B8.% 6 B6 B6 2:3 6 '32 6 B8 8.3% 33 B6 B6 2: 62 '32 6 B8 83.3% 3 B6 B6 2: 3 '32 6 B8 87.2% 36 B6 B6 Overnight,32,64 CO CO Overnight CO CO 6:4 IAH 73 '738 B6 8.2% 32 CO CO Overnight CO CO 7:4 7 ' 83 B4 98.9% 8 CO CO :2 24 ' 83 B4 7.9% 6 CO CO : 2 ' 83 B4 94.% 73 CO CO 2:3 CLE 643 '738 B6 6.8% 2 CO CO 3: CLE 798 '738 B6 66.% 3 CO CO 2:34 44 '738 B4 8.9% 27 CO CO 3:3 6 '738 B4 92.9% 44 CO CO 4:7 4 '72 72 B4 77.3% 33 CO CO : '72 72 B4 96.% 66 CO CO :4 64 ' 83 B6 47.% 87 CO CO 6:4 ' 83 B6 89.% 63 CO CO 6:32 74 '72 72 B4 38.4% 66 CO CO 7:3 7 '72 72 B4 62.2% 7 CO CO 6:8 IAH 63 '738 B6 9.% 48 CO CO 7: IAH 428 '738 B6 72.3% 2 CO CO 9:8 84 '73 234 B4 6.8% 4 CO CO 2: 4 '73 234 B4 42.7% CO CO 22: IAH 83 '738 B6.4% 92 CO CO Overnight CO CO 23:36 74 ' 83 B4 49.2% 9 CO CO Overnight,,38 CO 3M Overnight CO 3M 7:3 TPA 9276 'BE 9 B2 68.4% 3 CO 3M Overnight CO 3M 7: NAS 9277 'BE 9 B2 7.9% CO 3M 9: TPA 9279 'BE 9 B2 78.9% CO 3M : NAS 9272 'BE 9 B2 73.7% 4 CO 3M :2 NAS 9278 'BE 9 B2 2.6% CO 3M : FPO 9279 'BE 9 B2 36.8% 7 CO 3M : NAS 97 'BE 9 B2 2.6% CO 3M : MHH 92 'BE 9 B2 42.% 8 CO 3M 2: FPO 9262 'BE 9 B2 63.2% 2 CO 3M 3:2 MHH 926 'BE 9 B2 63.2% 2 CO 3M 4:3 MHH 927 'BE 9 B2 26.3% CO 3M : NAS 992 'BE 9 B2.8% 3 CO 3M :4 MHH 9266 'BE 9 B2 3.6% 6 CO 3M 6: NAS 963 'BE 9 B2.3% CO 3M 7: NAS 9269 'BE 9 B2 73.7% 4 CO 3M 8: NAS 9293 'BE 9 B2 2.% 4 CO 3M 8:2 TPA 9 'BE 9 B2 68.4% 3 CO 3M 8:4 TPA 9 'BE 9 B2 73.7% 4 CO 3M 9:3 NAS 964 'BE 9 B2 7.9% CO 3M Overnight CO 3M 2: NAS 9294 'BE 9 B2.3% CO 3M Overnight 97 87 CO A36 :8 IAH 3396 ' B4 CO A36 : IAH 28 ' B4 CO A36 4:3 IAH 234 ' B6 CO A36 4: IAH 2348 ' B6 DH DH Overnight DH DH 6: IAD 44 '39 32 C8 38.6% DH DH :3 IAD 4 '39 32 C8 67.4% 89 DH DH 2: IAD 4 '39 32 C8 77.3% 2 DH DH 7:28 IAD 42 '39 32 C8 49.2% 6 DH DH 8: IAD 46 '39 32 C8 68.2% 9 DH DH 23:8 IAD 43 '39 32 C8 4.2% 3 DH DH Overnight 27 243 ACTUAL. LOAD FACTOR ACTUAL TOTAL DEPARTING PASSENGERS DL DL :2 62 'M8 42 C2.% 7 DL DL :4 74 'M8 42 C2 8.7% 6 DL DL Overnight DL DL 7: 2 ' 22 C3 93.3% 23 DL DL Overnight DL DL 7: CVG 3 'M8 42 C 83.% 8 DL DL Overnight DL DL 8:2 99 ' 22 C 9.7% 23 DL DL Overnight DL DL 9:4 266 ' 22 C7 9.9% 229 DL DL :36 283 ' 88 C 6.6% 4 DL DL :26 ' 88 C 94.7% 78 DL DL :3 CVG 867 'M8 42 C7 64.8% 92 DL DL 2:2 CVG 448 'M8 42 C7 9.% 3 DL DL :8 49 'M8 42 C 73.2% 4 DL DL 2:48 67 'M8 42 C 92.3% 3 DL DL 3: 923 ' 22 C 7.6% 78 DL DL 4: 484 ' 22 C 88.9% 224 DL DL :24 22 'M8 42 C4 8.9% 22 DL DL 6: 97 'M8 42 C4 86.6% 23 DL DL 6:4 86 '767 22 C 78.2% 97 DL DL 7:4 76 '767 22 C 73.8% 86 DL DL 8:28 2 ' 88 C7 97.3% 83 DL DL 9:3 83 ' 88 C7.% 96 DL DL 2:2 668 ' 22 C3 9.2% 24 DL DL Overnight DL DL 2:37 73 ' 22 C7 73.4% 8 DL DL Overnight DL DL 22: 2 ' 22 C 62.3% 7 DL DL Overnight DL DL 23:9 CVG 43 'M8 42 C 69.7% 99 DL DL Overnight,742 2,2 DL OH 3:37 CVG 42 'CR7 7 C2 7.8% DL OH 4: CVG 42 'CR7 7 C2 88.7% 63 DL OH 8:7 CVG 29 'CR7 7 C2 93.% 66 DL OH 9:2 CVG 29 'CR7 7 C2 7.7% 4 7 4 DL RP Overnight DL RP 8: TLH 6389 ' C2 94.% 47 DL RP :47 TLH 6389 ' C2 4.% 2 DL RP 2:2 TLH 6393 ' C2 66.% 33 DL RP :37 TLH 639 ' C2 42.% 2 DL RP 6:4 TLH 6392 ' C2 78.% 39 DL RP 2:7 TLH 639 ' C2 9.% 4 DL RP Overnight 86 DL A47 Overnight DL A47 7:4 244 ' 99 C4 93.% 8 DL A47 :7 979 ' 99 C3 6.8% 3 DL A47 : 242 ' 99 C3 9.% 89 DL A47 :43 BDL 233 ' 99 C 68.8% 37 DL A47 :33 286 ' 99 C 99.% 98 DL A47 :4 264 ' 99 C3 44.7% 89 DL A47 2:3 264 ' 99 C3 88.4% 76 DL A47 2: 22 ' 99 C 96.% 92 DL A47 3: 22 ' 99 C 98.% 9 DL A47 4:3 244 ' 99 C 92.% 84 DL A47 : BDL 298 ' 99 C 96.% 9 DL A47 4:46 BDL 299 ' 99 C3 7.4% 42 DL A47 :4 998 ' 99 C3 98.% 9 DL A47 7:47 242 ' 99 C3 8.9% 7 DL A47 8:3 23 ' 99 C3 8.9% 63 DL A47 8:38 286 ' 99 C 89.4% 78 DL A47 9:3 BDL 28 ' 99 C 8.4% 62 DL A47 9: 266 ' 99 C 29.% 8 DL A47 9: 266 ' 99 C 84.9% 69 DL A47 2:7 986 ' 99 C 93.% 86 DL A47 2: 986 ' 99 C 86.4% 72 DL A47 22:26 998 ' 99 C4 74.9% 49 DL A47 Overnight,67,99 FL FL Overnight FL FL 9: 23 '77 7 C6 96.6% 3 FL FL :4 237 '77 7 C6 46.2% 4 FL FL :3 232 '77 7 C6.6% 6 FL FL 2:8 7 '77 7 C6 7.8% 84 FL FL 3:3 234 '77 7 C6 7.% 82 FL FL :4 233 '77 7 C6 7.8% 84 FL FL :4 72 '77 7 C6 94.% FL FL 7:3 238 '77 7 C6 3.8% 36 FL FL 8: 239 '77 7 C6 43.6% FL FL 22:4 23 '77 7 C6 4.7% 64 FL FL Overnight 322 42 NK NK 2: ACY 6 'M8 C4 94.7% 42 NK NK 3: ACY 33 'M8 C4.% NK NK 8: DTW 973 'M8 C4 84.% 26 NK NK 9: DTW 974 'M8 C4 96.% 44 268 294 NW NW Overnight NW NW 9: DTW 893 '32 48 B2 94.6% 4 NW NW 2:3 DTW 89 '32 48 B2 8.% 26 NW NW 3: DTW 89 '32 48 B2 96.6% 43 NW NW :8 DTW 898 '32 48 B2 8.8% 27 NW NW 6:36 DTW 897 '32 48 B2 86.% 28 NW NW 23: DTW 892 '32 48 B2 63.% 94 NW NW Overnight 347 4 SG SG 8:2 YYZ 49 ' 9 B SG SG 9: YYZ 49 ' 9 B 8.% 76 76 UA UA Overnight UA UA 7: ORD 397 '72 82 C 8.3% 48 UA UA 22: ORD 266 '72 82 C 8.3% 48 UA UA Overnight 48 48 UP UP 2:2 MHH 28 'DH8 A6 7.% 3 UP UP 3:2 MHH 282 'DH8 B 66.% 33 3 33 US US :7 339 ' 44 B7 27.% 39 US US 6: 48 ' 44 B 74.3% 7 US US Overnight US US 7: DCA 79 ' 26 B9 7.4% 9 US US Overnight US US 7: 38 ' 44 B4 9.7% 32 US US Overnight US US 8: PIT 72 ' 26 B 66.7% 84 US US Overnight US US 9:3 486 ' 44 B7 77.% US US 9: 83 ' 44 B 26.4% 38 US US : 238 ' 44 B 9.% 37 US US 9:49 684 ' 26 B9 49.2% 62 US US : 24 ' 26 B9 82.% 4 US US : DCA 38 ' 26 B 83.3% US US : DCA 34 ' 26 B 8.7% 3 US US :43 PIT 23 ' 26 B9 77.8% 98 US US 2:3 PIT 466 ' 26 B9 86.% 9 US US 2: 8 ' 44 B 87.% 26 US US 2: 4 ' 44 B.% 44 US US 3:6 848 ' 44 B9 93.% 34 US US 4: 94 ' 44 B9 64.6% 93 US US 4:37 437 ' 26 B 9.2% 2 US US :3 74 ' 26 B.% 26 US US :42 7 ' 44 B9 88.2% 27 US US 6:4 436 ' 44 B9 84.% 2 US US 6:3 DCA 47 ' 44 B4 88.9% 28 US US 7:2 PIT 68 ' 44 B4 69.4% US US 7:6 PIT 4 ' 44 B9 36.8% 3 US US 8: DCA 42 ' 44 B9 82.6% 9 US US 7:32 47 '32 69 B 6.9% 3 US US 8:3 77 '32 69 B 67.% 4 US US 8:32 647 ' 26 B9 86.% 9 US US 9:2 976 ' 26 B9 9.2% 2 US US 9:32 947 ' 26 B 4.% US US 2:2 44 ' 26 B 8.3% 23 US US 2:4 93 ' 26 B9 72.2% 9 US US 2: 22 ' 26 B9 68.3% 86 US US 2:28 PIT 99 ' 26 B.8% 64 US US Overnight US US 2:6 74 ' 44 B7 47.2% 68 US US Overnight US US 22:3 DCA 69 ' 26 B9 74.6% 94 US US Overnight US US 23:2 3 ' 44 B4 6.4% 87 US US Overnight,697 2,28 WN WN Overnight WN WN 7: BWI 42 ' 37 B3 83.9% WN WN Overnight WN WN 7: TPA 66 ' 37 B 3.3% 73 WN WN Overnight WN WN 7:2 ISP 74 ' 37 B 98.% 3 WN WN 9: TPA 78 ' 37 B3 4.% 74 WN WN 9:3 BWI 879 ' 37 B3 88.3% 2 WN WN 9:4 BWI ' 37 B 26.3% 36 WN WN : TPA 269 ' 37 B 67.9% 93 WN WN 2: ISP 977 ' 37 B 88.3% 2 WN WN 2:3 ISP 27 ' 37 B 94.9% 3 WN WN 2:4 BWI 444 ' 37 B3 8.% WN WN 3: BWI 8 ' 37 B3 79.6% 9 WN WN 3:2 TPA 492 ' 37 B 94.9% 3 WN WN 3: TPA 9 ' 37 B 98.% 3 WN WN 6: ISP 33 ' 37 B 8.3% WN WN 7:2 TPA 892 ' 37 B 92.% 26 WN WN 7:3 TPA 488 ' 37 B3 98.% 3 WN WN 8: 884 ' 37 B3 87.6% 2 WN WN 8:2 BWI 7 ' 37 B3 97.8% 34 WN WN 8: BWI 24 ' 37 B3 9.6% 3 WN WN 2:4 26 ' 37 B 92.7% 27 WN WN Overnight WN WN 22:2 TPA 787 ' 37 B.8% 7 WN WN Overnight WN WN 22:4 BWI 263 ' 37 B3 44.% 6 WN WN Overnight, 8.9%,288 Sources: Airport and Airlines Data; Official Airline Guide (OAG) Prepared by: Ricondo & Associates, Inc. 3 -

Table A.2 Proposed Future Schedule - 8 MAP (Derived from March, 2) - Palm Beach International Airport ARRIVALS DEPARTURES ACTUAL. LOAD FACTOR ACTUAL TOTAL ARRIVING PASSENGERS CARRIER OP DEP TIME DEST FLIGHT # EQUIP SEATS CARRIER OP ARR TIME ORIGIN FLIGHT # EQUIP SEATS ACTUAL GATE ACTUAL GATE AA AA Overnight AA AA 8:2 DFW 73 'M8 29 C9 9.7% 7 AA AA Overnight AA AA 8: ORD 799 'M8 29 C 88.4% 4 AA AA 9:6 26 'M8 29 C 8.3% AA AA :48 828 'M8 29 C 98.4% 27 AA AA :3 6 'M8 29 C9 9.7% 7 AA AA :46 6 'M8 29 C9 96.% 24 AA AA 2: DFW 36 'M8 29 C9 96.% 24 AA AA 2:7 DFW 69 'M8 29 C9 87.6% 3 AA AA 3:7 ORD 27 'M8 29 C9 97.7% 26 AA AA 3: ORD 3 'M8 29 C9 88.4% 4 AA AA 4: 627 'M8 29 C9 89.9% 6 AA AA 4:2 64 'M8 29 C9 96.9% 2 AA AA 7: DFW 224 'M8 29 C9 92.2% 9 AA AA 8:6 DFW 9 'M8 29 C9 88.4% 4 AA AA 8:27 227 'M8 29 C9 89.9% 6 AA AA 9:4 'M8 29 C9 86.8% 2 AA AA 2:29 ORD 786 'M8 29 C 96.% 24 AA AA Overnight AA AA 23:2 DFW 22 'M8 29 C9 8.3% AA AA Overnight,62,6 AC AC 2:49 YYZ 936 '32 4 C 92.9% 3 AC AC 3:4 YYZ 937 '32 4 C 99.3% 39 3 39 B6 B6 Overnight B6 B6 7: 34 '32 6 B8 9.% 49 B6 B6 8: 69 '32 6 B8 28.2% 44 B6 B6 9:3 68 '32 6 B8 92.3% 44 B6 B6 : 62 '32 6 B8 39.7% 62 B6 B6 :4 622 '32 6 B8.% 6 B6 B6 :2 677 '32 6 B 64.% B6 B6 : 678 '32 6 B 96.8% B6 B6 : 37 '32 6 B8 8.9% 34 B6 B6 : 74 '32 6 B8 92.9% 4 B6 B6 2:2 623 '32 6 B8 89.7% 4 B6 B6 3: 624 '32 6 B8 97.4% 2 B6 B6 3:2 7 '32 6 B8 89.7% 4 B6 B6 4: 8 '32 6 B8 96.2% B6 B6 : '32 6 B8 98.7% 4 B6 B6 6:4 76 '32 6 B8 98.7% 4 B6 B6 7: 62 '32 6 B8 92.3% 44 B6 B6 7:4 626 '32 6 B8 98.7% 4 B6 B6 9:3 77 '32 6 B8 88.% 38 B6 B6 2: 7 '32 6 B8.% 6 B6 B6 2:3 6 '32 6 B8 8.3% 33 B6 B6 2: 62 '32 6 B8 83.3% 3 B6 B6 2: 3 '32 6 B8 87.2% 36 B6 B6 Overnight,32,64 CO CO Overnight CO CO 6:4 IAH 73 '738 B6 8.2% 32 CO CO Overnight CO CO 7:4 7 ' 83 B4 98.9% 8 CO CO :2 24 ' 83 B4 7.9% 6 CO CO : 2 ' 83 B4 94.% 73 CO CO 2:3 CLE 643 '738 B6 6.8% 2 CO CO 3: CLE 798 '738 B6 66.% 3 CO CO 2:34 44 '738 B4 8.9% 27 CO CO 3:3 6 '738 B4 92.9% 44 CO CO 4:7 4 '72 72 B4 77.3% 33 CO CO : '72 72 B4 96.% 66 CO CO :4 64 ' 83 B6 47.% 87 CO CO 6:4 ' 83 B6 89.% 63 CO CO 6:32 74 '72 72 B4 38.4% 66 CO CO 7:3 7 '72 72 B4 62.2% 7 CO CO 6:8 IAH 63 '738 B6 9.% 48 CO CO 7: IAH 428 '738 B6 72.3% 2 CO CO 9:8 84 '73 234 B4 6.8% 4 CO CO 2: 4 '73 234 B4 42.7% CO CO 22: IAH 83 '738 B6.4% 92 CO CO Overnight CO CO 23:36 74 ' 83 B4 49.2% 9 CO CO Overnight,,38 CO 3M Overnight CO 3M 7:3 TPA 9276 'BE 9 A 68.4% 3 CO 3M Overnight CO 3M 7: NAS 9277 'BE 9 A4 7.9% CO 3M 9: TPA 9279 'BE 9 A2 78.9% CO 3M : NAS 9272 'BE 9 A2 73.7% 4 CO 3M :2 NAS 9278 'BE 9 A3 2.6% CO 3M : FPO 9279 'BE 9 A3 36.8% 7 CO 3M : NAS 97 'BE 9 A 2.6% CO 3M : MHH 92 'BE 9 A 42.% 8 CO 3M 2: FPO 9262 'BE 9 A4 63.2% 2 CO 3M 3:2 MHH 926 'BE 9 A4 63.2% 2 CO 3M 4:3 MHH 927 'BE 9 A 26.3% CO 3M : NAS 992 'BE 9 A.8% 3 CO 3M :4 MHH 9266 'BE 9 A3 3.6% 6 CO 3M 6: NAS 963 'BE 9 A3.3% CO 3M 7: NAS 9269 'BE 9 A2 73.7% 4 CO 3M 8: NAS 9293 'BE 9 A2 2.% 4 CO 3M 8:2 TPA 9 'BE 9 A4 68.4% 3 CO 3M 8:4 TPA 9 'BE 9 A4 73.7% 4 CO 3M 9:3 NAS 964 'BE 9 A 7.9% CO 3M Overnight CO 3M 2: NAS 9294 'BE 9 A4.3% CO 3M Overnight 97 87 CO A36 :8 IAH 3396 ' B4 CO A36 : IAH 28 ' B4 CO A36 4:3 IAH 234 ' B6 CO A36 4: IAH 2348 ' B6 DH DH Overnight DH DH 6: IAD 44 '39 32 C8 38.6% DH DH :3 IAD 4 '39 32 C8 67.4% 89 DH DH 2: IAD 4 '39 32 C8 77.3% 2 DH DH 7:28 IAD 42 '39 32 C8 49.2% 6 DH DH 8: IAD 46 '39 32 C8 68.2% 9 DH DH 23:8 IAD 43 '39 32 C8 4.2% 3 DH DH Overnight 27 243 ACTUAL. LOAD FACTOR ACTUAL TOTAL DEPARTING PASSENGERS DL DL :2 62 'M8 42 C2.% 7 DL DL :4 74 'M8 42 C2 8.7% 6 DL DL Overnight DL DL 7: 2 ' 22 C3 93.3% 23 DL DL Overnight DL DL 7: CVG 3 'M8 42 C 83.% 8 DL DL Overnight DL DL 8:2 99 ' 22 C 9.7% 23 DL DL Overnight DL DL 9:4 266 ' 22 C7 9.9% 229 DL DL :36 283 ' 88 C7 6.6% 4 DL DL :26 ' 88 C 94.7% 78 DL DL :3 CVG 867 'M8 42 C7 64.8% 92 DL DL 2:2 CVG 448 'M8 42 C7 9.% 3 DL DL :8 49 'M8 42 C 73.2% 4 DL DL 2:48 67 'M8 42 C 92.3% 3 DL DL 3: 923 ' 22 C 7.6% 78 DL DL 4: 484 ' 22 C 88.9% 224 DL DL :24 22 'M8 42 C4 8.9% 22 DL DL 6: 97 'M8 42 C4 86.6% 23 DL DL 6:4 86 '767 22 C 78.2% 97 DL DL 7:4 76 '767 22 C 73.8% 86 DL DL 8:28 2 ' 88 C7 97.3% 83 DL DL 9:3 83 ' 88 C7.% 96 DL DL 2:2 668 ' 22 C3 9.2% 24 DL DL Overnight DL DL 2:37 73 ' 22 C7 73.4% 8 DL DL Overnight DL DL 22: 2 ' 22 C 62.3% 7 DL DL Overnight DL DL 23:9 CVG 43 'M8 42 C 69.7% 99 DL DL Overnight,742 2,2 DL OH 3:37 CVG 42 'CR7 7 C2 7.8% DL OH 4: CVG 42 'CR7 7 C2 88.7% 63 DL OH 8:7 CVG 29 'CR7 7 C2 93.% 66 DL OH 9:2 CVG 29 'CR7 7 C2 7.7% 4 7 4 DL RP Overnight DL RP 8: TLH 6389 ' C2 94.% 47 DL RP :47 TLH 6389 ' C2 4.% 2 DL RP 2:2 TLH 6393 ' C2 66.% 33 DL RP :37 TLH 639 ' C2 42.% 2 DL RP 6:4 TLH 6392 ' C2 78.% 39 DL RP 2:7 TLH 639 ' C2 9.% 4 DL RP Overnight 86 DL A47 Overnight DL A47 7:4 244 ' 99 C4 93.% 8 DL A47 :7 979 ' 99 C3 6.8% 3 DL A47 : 242 ' 99 C3 9.% 89 DL A47 :43 BDL 233 ' 99 C 68.8% 37 DL A47 :33 286 ' 99 C 99.% 98 DL A47 :4 264 ' 99 C3 44.7% 89 DL A47 2:3 264 ' 99 C3 88.4% 76 DL A47 2: 22 ' 99 C 96.% 92 DL A47 3: 22 ' 99 C 98.% 9 DL A47 4:3 244 ' 99 C 92.% 84 DL A47 : BDL 298 ' 99 C 96.% 9 DL A47 4:46 BDL 299 ' 99 C3 7.4% 42 DL A47 :4 998 ' 99 C3 98.% 9 DL A47 7:47 242 ' 99 C3 8.9% 7 DL A47 8:3 23 ' 99 C3 8.9% 63 DL A47 8:38 286 ' 99 C 89.4% 78 DL A47 9:3 BDL 28 ' 99 C 8.4% 62 DL A47 9: 266 ' 99 C 29.% 8 DL A47 9: 266 ' 99 C 84.9% 69 DL A47 2:7 986 ' 99 C 93.% 86 DL A47 2: 986 ' 99 C 86.4% 72 DL A47 22:26 998 ' 99 C4 74.9% 49 DL A47 Overnight,67,99 FL FL Overnight FL FL 9: 23 '77 7 C6 96.6% 3 FL FL :4 237 '77 7 C6 46.2% 4 FL FL :3 232 '77 7 C6.6% 6 FL FL 2:8 7 '77 7 C6 7.8% 84 FL FL 3:3 234 '77 7 C6 7.% 82 FL FL :4 233 '77 7 C6 7.8% 84 FL FL :4 72 '77 7 C6 94.% FL FL 7:3 238 '77 7 C6 3.8% 36 FL FL 8: 239 '77 7 C6 43.6% FL FL 22:4 23 '77 7 C6 4.7% 64 FL FL Overnight 322 42 NK NK 2: ACY 6 'M8 C4 94.7% 42 NK NK 3: ACY 33 'M8 C4.% NK NK 8: DTW 973 'M8 C4 84.% 26 NK NK 9: DTW 974 'M8 C4 96.% 44 268 294 NW NW Overnight NW NW 9: DTW 893 '32 48 B2 94.6% 4 NW NW 2:3 DTW 89 '32 48 B2 8.% 26 NW NW 3: DTW 89 '32 48 B2 96.6% 43 NW NW :8 DTW 898 '32 48 B2 8.8% 27 NW NW 6:36 DTW 897 '32 48 B2 86.% 28 NW NW 23: DTW 892 '32 48 B2 63.% 94 NW NW Overnight 347 4 SG SG 8:2 YYZ 49 ' 9 B SG SG 9: YYZ 49 ' 9 B UA UA Overnight UA UA 7: ORD 397 '72 82 8.3% 48 UA UA 22: ORD 266 '72 82 C 8.3% 48 UA UA Overnight C 48 48 UP UP 2:2 MHH 28 'DH8 A3 UP UP 3:2 MHH 282 'DH8 A3 US US :7 339 ' 44 B7 27.% 39 US US 6: 48 ' 44 B 74.3% 7 US US Overnight US US 7: DCA 79 ' 26 B9 7.4% 9 US US Overnight US US 7: 38 ' 44 B4 9.7% 32 US US Overnight US US 8: PIT 72 ' 26 B 66.7% 84 US US Overnight US US 9:3 486 ' 44 B7 77.% US US 9: 83 ' 44 B 26.4% 38 US US : 238 ' 44 B 9.% 37 US US 9:49 684 ' 26 B9 49.2% 62 US US : 24 ' 26 B9 82.% 4 US US : DCA 38 ' 26 B 83.3% US US : DCA 34 ' 26 B 8.7% 3 US US :43 PIT 23 ' 26 B9 77.8% 98 US US 2:3 PIT 466 ' 26 B9 86.% 9 US US 2: 8 ' 44 B 87.% 26 US US 2: 4 ' 44 B.% 44 US US 3:6 848 ' 44 B9 93.% 34 US US 4: 94 ' 44 B9 64.6% 93 US US 4:37 437 ' 26 B 9.2% 2 US US :3 74 ' 26 B.% 26 US US :42 7 ' 44 B9 88.2% 27 US US 6:4 436 ' 44 B9 84.% 2 US US 6:3 DCA 47 ' 44 B4 88.9% 28 US US 7:2 PIT 68 ' 44 B4 69.4% US US 7:6 PIT 4 ' 44 B9 36.8% 3 US US 8: DCA 42 ' 44 B9 82.6% 9 US US 7:32 47 '32 69 B 6.9% 3 US US 8:3 77 '32 69 B 67.% 4 US US 8:32 647 ' 26 B9 86.% 9 US US 9:2 976 ' 26 B9 9.2% 2 US US 9:32 947 ' 26 B 4.% US US 2:2 44 ' 26 B 8.3% 23 US US 2:4 93 ' 26 B9 72.2% 9 US US 2: 22 ' 26 B9 68.3% 86 US US 2:28 PIT 99 ' 26 B.8% 64 US US Overnight US US 2:6 74 ' 44 B7 47.2% 68 US US Overnight US US 22:3 DCA 69 ' 26 B9 74.6% 94 US US Overnight US US 23:2 3 ' 44 B4 6.4% 87 US US Overnight,697 2,28 WN WN Overnight WN WN 7: BWI 42 ' 37 B3 83.9% WN WN Overnight WN WN 7: TPA 66 ' 37 B 3.3% 73 WN WN Overnight WN WN 7:2 ISP 74 ' 37 -B3 98.% 3 WN WN 9: TPA 78 ' 37 B3 4.% 74 WN WN 9:3 BWI 879 ' 37 B3 88.3% 2 WN WN 9:4 BWI ' 37 B 26.3% 36 WN WN : TPA 269 ' 37 B 67.9% 93 WN WN 2: ISP 977 ' 37 B 88.3% 2 WN WN 2:3 ISP 27 ' 37 B 94.9% 3 WN WN 2:4 BWI 444 ' 37 B3 8.% WN WN 3: BWI 8 ' 37 B3 79.6% 9 WN WN 3:2 TPA 492 ' 37 B 94.9% 3 WN WN 3: TPA 9 ' 37 B 98.% 3 WN WN 6: ISP 33 ' 37 B 8.3% WN WN 7:2 TPA 892 ' 37 B 92.% 26 WN WN 7:3 TPA 488 ' 37 B3 98.% 3 WN WN 8: 884 ' 37 B3 87.6% 2 WN WN 8:2 BWI 7 ' 37 B 97.8% 34 WN WN 8: BWI 24 ' 37 B 9.6% 3 WN WN 2:4 26 ' 37 B3-92.7% 27 WN WN Overnight WN WN 22:2 TPA 787 ' 37 B.8% 7 WN WN Overnight WN WN 22:4 BWI 263 ' 37 B3 44.% 6 WN WN Overnight,,288 Future DDS -

ARRIVALS DEPARTURES ACTUAL GATE ACTUAL. LOAD FACTOR ACTUAL TOTAL ARRIVING PASSENGERS CARRIER OP DEP TIME DEST FLIGHT # EQUIP SEATS CARRIER OP ARR TIME ORIGIN FLIGHT # EQUIP SEATS New Flights: DL DL Overnight DL DL 7: 9 99 DL DL 2: 9 99 DL DL Overnight DL A47 2:4 LAS 92 99 DL A47 2:4 LAS 93 99 DL RP Overnight DL RP 8:4 CMH 94 DL RP 8:2 CMH 96 DL RP 9:32 CMH 97 DL RP : DAY 98 DL RP : DAY 99 DL RP 2: CMH 9 DL RP Overnight CO CO 8: 9 83 CO CO 9: 9 83 CO CO 9: CLE 92 738 CO CO : CLE 93 738 CO 3M 8:3 TPA 94 BE 9 CO 3M 9: TPA 9 BE 9 CO 3M Overnight CO 3M 7: TLH 96 BE 9 CO 3M 2: TLH 97 BE 9 CO 3M Overnight US US 8: DCA 98 44 US US 9: DCA 99 44 US US 4: PIT 92 44 US US : PIT 92 44 US US 6: 922 26 US US 7: 923 26 FL FL :8 ROC 924 77 7 FL FL :48 ROC 92 77 7 AA AA : LAX 926 88 AA AA : LAX 927 88 AA AA 6: SFO 928 88 AA AA 6: SFO 929 88 NK NK : PVD 93 M8 NK NK : PVD 93 M8 B6 B6 :3 IAD 932 32 6 B6 B6 : IAD 933 32 6 B6 B6 : IAD 934 32 6 B6 B6 : IAD 93 32 6 NW NW 2:22 MSP 936 32 48 NW NW 3:22 MSP 937 32 48 WN WN Overnight WN WN 8: BUF 938 37 WN WN Overnight WN WN 8:3 94 37 WN WN 2:3 94 37 WN WN Overnight WN WN 2:3 BUF 939 37 WN WN Overnight ACTUAL GATE ACTUAL. LOAD FACTOR ACTUAL TOTAL DEPARTING PASSENGERS Sources: Airport and Airlines Data; Official Airline Guide (OAG) Prepared by: Ricondo & Associates, Inc. Future DDS - 2

2 3 4 6 7 8 9 2 3 4 6 7 8 9 2 2 22 23 24 Exhibit A.2 Existing Design Day Schedule (March, 2) Palm Beach International Airport A A2 A3 A4 UNAVAILABLE DUE TO CONSTRUCTION - UNAVAILABLE DUE TO CONSTRUCTION - UNAVAILABLE DUE TO CONSTRUCTION - UNAVAILABLE DUE TO CONSTRUCTION - B DOA (2) WN 2 74 ISP 3 WN 977 27 ISP ISP 4 WN 26 B2A DOA (6) 3M BE 3 9276 TPA BE 3M 9279 TPA 9272 NAS BE 3M 97 92 NAS MHH 2 DH8 UP 28 MHH 2 282 MHH 3 BE 3M 927 992 MHH NAS BE 3M 9293 9269 NAS NAS 3 3M 964 NAS BE B2B DOA () 3M BE 9277 NAS 2 BE 3M 9278 9279 NAS FPO 2 BE 3M 9262 926 FPO MHH 4 BE 3M 9266 MHH 963 NAS 24 BE 3M9 9 TPATPA 3M 9294 NAS BE B3 WN () WN 42 BWI 3 WN 879 78 TPA BWI 4 WN 8 444 BWI BWI 3 WN 884 488 TPA 2 WN 7 24 BWI BWI 4 WN 263 BWI B4 CO (7) CO 4 7 2 CO 24 2 8 A3 3396 28 IAH IAH 34 738 CO 44 3 6 7 72 CO 4 32 72 CO 74 3 7 8 73 CO 84 4 36 CO 74 B WN (4) WN 66 TPA 4 WN 269 BWI TPA 2 WN 9 492 TPA TPA 2 WN 33 892 ISP TPA 2 WN 787 TPA B6 CO () CO 738 4 73 IAH 3 738 CO 643 CLE 798 CLE 3 A3 2342348 IAH IAH 4 CO 64 4 8 738 CO 63 IAH 428 IAH CO 83 IAH 738 B7 US () US 3 486 6 US 74 B8 B6 () B6 32 34 3 32 B6 69 68 4 32 B6 62 622 32 B6 37 74 2 32 B6 623 624 2 32 B6 7 8 32 B6 4 76 4 32 B6 62 626 3 32 B6 77 7 3 32 B6 6 62 B6 3 32 B9 US (8) US 79 DCA 49 US 684 24 43 3 US 23 466 PIT PIT 6 US 848 94 42 US 7 4 436 6 US 4 PIT 42 DCA 32 2 US 647 976 4 US 93 22 3 US 69 DCA B DOA (3) 7 US 339 48 2 32 B6 677 678 2 SG 49 YYZ 49 YYZ B US (7) US 72 PIT US 83 238 US 38 34 US 8 DCA DCA 4 37 US 437 3 74 32 32 US 47 3 77 32 2 28 US 947 44 US 99 PIT B2 NW (3) NW 32 893 DTW 3 32 NW 89 DTW 89 DTW 8 NW 898 DTW 32 36 897 DTW 32 NW 892 DTW B4 US (2) US 38 3 US 47 DCA 2 68 PIT 2 US 3 C DL/47/OH/RP (6) DL M8 3 CVG 36 DL 283 26 47 22 22 3 47 244 298 BDL 38 47 286 3 28 BDL 7 47 986 986 9 M8 DL 43 CVG C2 DL/47/OH/RP (6) 2 DL 62 M8 4 74 RP TOW TOW 6389 TLH 47 2 RP 6389 6393 TLH TLH 37 CR7 OH42 CVGCVG 37 RP 639 TLH 4 6392 TLH 7 2 CR7 OH29 CVGCVG 7 RP 639 TLH

2 3 4 6 7 8 9 2 3 4 6 7 8 9 2 2 22 23 24 Exhibit A.2 Existing Design Day Schedule (March, 2) Palm Beach International Airport C3 DL/47/OH/RP () DL 2 7 47 979 242 4 47 264 3 264 46 47 299 BDL 4 998 47 47 242 3 23 2 DL 668 C4 DL/47/OH/RP (4) 47 4 244 M8 NK 6 33 ACY ACY 24 M8 DL 22 97 M8 NK 973 974 DTW DTW 26 47 998 C DL/47/OH/RP (6) DL 2 99 43 47 233 BDL 33 286 8 48 M8 DL 49 67 DL 923 484 4 767 DL 86 4 76 47 266 266 DL 2 C6 FL () FL 77 23 4 3 77 FL 237 232 8 3 77 FL 7 234 4 4 77 FL 23372 3 77 FL 238239 4 FL 23 77 C7 DL/47/OH/RP (3) DL 4 266 3 2 M8 DL 867 448 CVG CVG 28 DL 2 3 83 37 DL 73 C8 DH (3) DH 39 44 IAD 3 39 DH 4 4 IAD IAD 28 39 DH 42 46 IAD IAD 8 39 DH 43 IAD C9 AA (7) AA M8 2 73 DFW 3 46 M8 AA 6 6 7 M8 AA 36 69 DFW DFW 7 M8 AA 27 3 ORD ORD 2 M8 AA 627 64 6 M8 AA 224 9 DFW DFW 27 4 M8 AA 227 2 M8 AA 22 DFW C UA (2) UA 72 397 ORD 49 32 AC 936 YYZ 4 937 YYZ 72 UA 266 ORD C AA (2) AA M8 799 ORD 6 M8 AA 26 48 828 29 AA 786 ORD M8 C2 DOA VACANT GATE -

Exhibit A.3 Future Design Day Schedule (Near Term - 8 MAP) Palm Beach International Airport 2 3 4 6 7 8 9 2 3 4 6 7 8 9 2 2 22 23 24 3 3 3 BE BE BE BE A COMM (3) 3M 9276 TPA 3M 97 92 NAS MHH 3M 927 992 MHH NAS 3M 964 NAS BE BE BE BE A2 COMM (3) 3M TOW TOW 96 TLH 3M 9279 TPA 9272 NAS 3M 9293 9269 NAS NAS 3M 97 TLH TOW TOW 2 2 2 4 3 BE DH8 BE BE A3 COMM (4) 3M 9278 9279 NAS FPO UP 28 MHH 282 MHH 3M 9266 MHH 963 NAS 3M 94 9 TPA TPA 2 24 BE BE BE BE A4 COMM (3) 3M 9277 NAS 3M 9262 926 FPO MHH 3M9 9 TPATPA 3M 9294 NAS 7 3 22 22 2 32 32 B DOA (4) US 339 48 B6 932 933 IAD IAD NW 936 MSP 937 MSP SG 49 YYZ 49 YYZ B2 DOA VACANT GATE - 2 3 3 4 3 3 4 4 B3 WN (6) WN 42 BWI 74 WN TOW TOW ISP WN TOW 94 TOW WN 879 78 TPA BWI WN 8 444 BWI BWI WN 884 488 TPA WN 94 TOW TOW WN 26 TOW TOW WN 263 BWI 4 2 8 34 3 7 32 3 8 36 738 72 72 73 B4 CO (8) CO 7 CO 9 9 CO 24 2 A3 3396 28 IAH IAH CO 44 6 CO 4 CO 74 7 CO 84 4 CO 74 3 4 3 2 2 2 3 2 B WN (7) WN 66 TPA WN TOW 938 TOW BUF WN 269 BWI TPA WN 977 27 ISP ISP WN 9 492 TPA TPA WN 33 892 ISP TPA WN 7 24 BWI BWI WN 939 TOW BUF TOW WN 787 TPA 4 3 3 4 4 8 738 738 738 738 738 B6 CO (6) CO 73 IAH CO 92 CLE 93 CLE CO 643 CLE 798 CLE A3 2342348 IAH IAH CO 64 CO 63 IAH 428 IAH CO 83 IAH 3 6 B7 US () US 486 US 74 3 4 2 2 4 4 3 3 32 32 32 32 32 32 32 32 32 32 32 B8 B6 () B6 34 B6 69 68 B6 62 622 B6 37 74 B6 623 624 B6 7 8 B6 76 B6 62 626 B6 77 7 B6 6 62 B6 3 49 43 3 6 42 4 6 32 2 4 3 B9 US (9) US 79 DCA US 98 DCA 99 DCA US 684 24 US 23 PIT 466 PIT US 848 94 US 7 436 US 4 PIT 42 DCA US 647 976 US 93 22 US 69 DCA 3 2 2 2 4 3 3 32 32 32 32 32 32 32 32 32 32 B B6 (9) B6 34 B6 69 68 B6 677 678 B6 623 624 B6 7 8 B6 934 93 IAD IAD B6 62 626 B6 77 7 B6 6 62 B6 3 37 3 32 3 32 2 28 32 B US (8) US 72 PIT US 83 238 US 38 DCA 34 US 8 DCA 4 US 437 74 US 922 923 US 47 77 US 947 44 US 99 PIT 3 8 36 32 32 32 32 B2 NW (3) NW 893 DTW NW 89 DTW 89 DTW NW 898 DTW 897 DTW NW 892 DTW 3 2 2 B4 US (3) US 38 US 92 PIT 92 PIT US 47 DCA 68 PIT US 3 4 4 36 26 3 38 3 7 9 M8 M8 C DL/47/OH/RP (6.) DL 3 CVG RP TOW TOW 94 CMH DL 283 47 22 22 47 244 298 BDL 47 286 28 BDL 47 986 986 DL 43 CVG 2 4 47 2 37 37 4 7 2 4 7 M8 CR7 CR7 C2 DL/47/OH/RP (8) DL 62 74 DL TOW TOW 9 RP TOW TOW 6389 TLH RP 98 99 DAY DAY RP 6389 6393 TLH TLH OH42 CVGCVG RP 639 TLH 6392 TLH OH29 CVGCVG RP 9 TOW CMH TOW RP 639 TLH 2 32 7 4 3 46 4 47 3 2 C3 DL/47/OH/RP (6) DL 2 RP 96 97 CMH CMH 47 979 242 47 264 264 47 299 BDL 998 47 242 23 DL 668