BEFORE THE

FEDERAL AVIATION ADMINISTRATION

WASHINGTON D.C.

 Docket FAA-2011-0618

REPLY TO FEDERAL AVIATION ADMINISTRATION 

REQUEST FOR ADDITIONAL INFORMATION

November 22, 2011

Background:

By e-mail and later published to Docket FAA 2011-0618, Mr. Charles M. Schramek, 

General Manager Quality Assurance and Compliance, was requested by Aviation 

Safety Inspector Leo Hollis to provide additional information so the FAA may 

complete its technical analysis of Delta’s exemption request. Inspector Hollis stated 

the following:

“We requested the FAA’s Civil Aerospace Medical Institute (CAMI) to review 

and evaluate your request for an exemption to certain requirements in 14 CFR 

part 121 § 121.333. We have received the results of that evaluation. CAMI 

stated that the requirements in § 121.333 recognize a difference between 

Petition of

DELTA AIR LINES, INC.

OPERATING CERTIFICATE DALA026A

For exemption of certain requirements of 

14 C.F.R. §§121.333(e)(2)
Delta Air Lines, Inc. Response Docket 2011-0618

November 22, 2011

Page 2

non-emergency flight between 10,000 and 14,000 feet as addressed in § 

121.329 and flight at these altitudes following a decompression and 

subsequent rapid descent. In the latter situation, pulmonary sequelae of 

barotraumas such as arterial gas embolisms and alveolar rupture may be 

present in some passengers. The standard of care for such emergencies still 

includes the provision of continuous supplemental oxygen. 

We recognize that decompression is an extremely rare event and that a 

decompression over a mountainous area requiring that the flight stay above 

10,000 ft is even more remote. Nonetheless, an increasingly older flying 

population will predictably have more medical conditions that are affected by 

hypoxia at 14,000 feet. 

In order to complete our technical analysis of your petition for exemption, the 

FAA is requesting the submission of additional data to the docket. Please 

provide analysis of the potential passenger population and the passenger 

health issues on the affected routes including consideration for additional 

portable emergency oxygen systems, medical supplies, flight attendant 

training and operational plans. Additionally, a plan should be proposed that 

addresses how additional medical support will be provided to passengers with 

barotraumatic injuries or compromised cardiopulmonary function in the event 

of a decompression.”

Delta Response

Introduction:

The concern represented by the FAA’s request stems from the need for undiluted 

oxygen after a decompression due to possible respiratory injury as a result of the 

rapid change in differential pressure. A passenger who is compromised by a 

condition such as arterial gas embolisms or alveolar rupture should be treated with 
Delta Air Lines, Inc. Response Docket 2011-0618

November 22, 2011

Page 3

the higher oxygen flow rate prescribed by 121.333(e)(3) rather than the flow rate 

prescribed under 121.335(b), which through rule change now requires compliance 

with §25.1443(c)(1). 

It is important to note that the mass flow oxygen requirement at 14,000 feet as 

prescribed by §25.1443(c)(1) is a mean tracheal oxygen partial pressure of 100 mm 

Hg when breathing 15 liters per minute, BTPS, and with a tidal volume of 700 cc. 

with a constant time interval between respirations. Breathing ambient air at 14,000 

feet has a mean tracheal oxygen partial pressure of 94 mm Hg with all other 

parameters constant. The additional supply of a mean tracheal oxygen partial 

pressure of 6 mm Hg would not be appropriate for the treatment of a passenger who 

has a severe respiratory injury or other condition that requires first aid oxygen. 

The issue the FAA is asking Delta to address is actually germane to any rapid 

decompression event regardless of whether the initial descent is to 14,000 feet or 

10,000 feet. For this reason Delta considers this to be more of a question of whether 

current data and first aid procedures support the adequacy of the required oxygen 

supply carried under the requirements of §121.333(e)(3). The following information 

and analysis supports that this regulatory requirement is currently serving the actual 

need.

Data Analysis: 

In research conducted by Dr. Parmet, Appendix 1, there has not been any reported 

significant respiratory injury attributed to a rapid decompression. There have only 

been two cases of air embolism in the scientific literature. Neither was associated 

with a decompression event. There have been literally billions of passengers flown 

with an extremely low rate of significant respiratory injuries. The typical ailments 

experienced during a rapid decompression are related to barotraumas to ears and 

sinus. This condition is not typically treated with undiluted oxygen. Even in the 

most significant cases in NTSB history, the onboard oxygen was not cited as an issue 

or concern. 
Delta Air Lines, Inc. Response Docket 2011-0618

November 22, 2011

Page 4

Delta’s research of the last 10 years of our internal reports revealed there have been 

no reported cases of an ill passenger, regardless of the reason or cause, where the 

onboard supply of oxygen required under §121.333(e)(3) was depleted before the 

passenger was transferred to the care of ground medical personnel. Delta also 

researched to see how many cases in the past 10 years where there was more than 

one passenger on an individual flight who required first aid oxygen, §121.333(e)(3). 

We found only one incident on a B-767. One passenger was having a respiratory 

issue and another passenger fainted. This flight was diverted for medical attention 

and was on the ground within 45 minutes. In this case only two oxygen bottles were 

partially used. 

Because this event occurred on an ETOPS aircraft approved for 180 minute 

operations with a 209 passenger configuration, the aircraft was equipped with 11 

oxygen bottles capable of supplying five passengers with oxygen in excess of 180 

minutes. Actual required oxygen bottles to meet the requirement of the rule for a 

180 minutes ETOPS flight is 10 oxygen bottles and if operating in non-ETOPS the 

aircraft requires 5 oxygen bottles. Delta purposely configures the aircraft to carry 

one additional oxygen bottle over the minimum required for the maximum route 

authority (207, 180, 120 or 60 minute routes from an enroute airport). By MEL 

authority, Delta will operate at the minimum oxygen requirement if the additional

bottle(s) were consumed, e.g., medical divert to an off-line airport where 

replacement bottles are not available. The vast majority of the time, Delta aircraft 

are operating with at least one oxygen bottle above regulatory requirements. 

To address the FAA’s concern with respect to the aging population, Delta has studied

approximately four years of reported medical incidents though Delta’s airborne 

medical consultant service regardless of the cause. The resultant data was broken 

down by rate per passenger carried and rate per flight leg, Appendix 2. We have 

also examined the rates of typical events where oxygen would most likely be 

administered to the patient. Highlights of that data analysis are as follows:
Delta Air Lines, Inc. Response Docket 2011-0618

November 22, 2011

Page 5

 Events where oxygen would typically be administered (Syncope, Respiratory, 

Cardiac, Seizures, Diabetes, Stroke, and Pregnancy) is currently averaging 

between 2 to 3 events per day based on approximately 2300 flights per day. 

This is an average rate of approximately 7 passengers per 1,000,000. 

 The rate of events where oxygen would typically be administered remained 

relatively constant between 2009, 2010 and year-to-date 2011. There was 

an increase between 2008 and 2009. 2008 was the first full year this data 

was collected and reported to our service provider for analysis. 

 Across all categories collected, Delta currently averages 4 to 5 medical events 

per day. Most of these are minor medical issues where oxygen is not needed. 

 Overall rates and specific category rates between 2010 and 2011 remain

relatively constant to a slight decrease.

 The overall rate increase between 2009 and 2010 was mainly driven in the 

categories of syncope (fainting), injury (generally slip fall), and pain.

Delta has reviewed 2010 US Census Bureau data and compared the age 

demographics to that of passengers currently flying on our aircraft. Delta utilized 

“Secure Flight” data for our analysis from this current year. Due to the volume of 

data, two sections of the data were pulled which represented a data set of 

approximately 5 million passengers. 

The charts contained in Appendix 3 represent the age demographics from the 2010 

US Census Bureau and Delta passenger age demographics from Secure Flight and 

contain:

 All Delta passengers compared to US Census data

 Passenger demographics of those who typically transit the high terrain of 

South America compared to US Census data
Delta Air Lines, Inc. Response Docket 2011-0618

November 22, 2011

Page 6

 Passenger demographics of those who typically transit the high terrain of 

Greenland, compared to US Census data

 Passenger demographics of those who typically transit the high terrain of the 

Middle East compared to US Census data

Delta’s analysis of the Delta passenger v. US Census data is as follows:

 Approximately 80 % of Delta passengers fall in the age range of 25 to 64 

years old

 Approximately 53 % of the US 2010 Census population falls in the age range 

of 25 to 64 years old

 Approximately 11% of Delta passengers are between infant age and 24 years 

old

 Approximately 34% of the US 2010 Census population is between infant age 

and 24 years old

 Approximately 9% of Delta passengers are over 65 years old

 Approximately 13% of the US 2010 Census population is over 65 years old

 Less than 2.3% of Delta passengers are over 75 years old

 Approximately 6.1% of the US 2010 Census population is over 75 years old

 Flights operating from South American cities, European Cities and flights 

transiting the Middle East high terrain areas tend to skew slightly left/younger 

age profile than the total Delta passenger profile.

This data is favorable since the age demographics trend younger than the overall US 

Census Bureau data. With the passenger demographics skewed younger than the 

US Census data, it is reasonable to conclude the associated health issues with the 

aging population would also be skewed to a less likely position. Delta certainly 

acknowledges the population in general is living longer but it is not directly 

correlated to the age demographics of the flying public. 
Delta Air Lines, Inc. Response Docket 2011-0618

November 22, 2011

Page 7

Flight Attendant First Aid Training and Guidance:

While historical data has not shown an arterial gas embolisms or alveolar rupture to 

be even a remotely common passenger issue, the symptoms of this condition mirror 

those of cardiac or respiratory distress. The initial treatment would follow the same 

protocol as these conditions. The ability to completely diagnose these extremely

rare conditions is best conducted by an appropriately qualified physician with 

specialized equipment. The advanced treatment would also require equipment 

associated with a medical trauma unit. The ideal recommended method to assist 

someone with an arterial gas embolisms or alveolar rupture is to get the passenger 

to an appropriately equipped trauma unit as soon as practical. 

As shown in Appendix 2, Delta experiences approximately 4 to 5 medical issues per 

day during the conduct of 2300 flights per day. In four years of data collection and 

research, Delta has not identified issues where the training or guidance provided to 

the Flight Attendants has been inadequate to initially treat the passenger. Appendix 

4 is a copy of the first aid treatment section of the Delta Flight Attendant manual

along with the latest updates to recommended cardiac care based on recent 

guidance from the American Heart Association. Delta provides FAA-approved initial 

and recurrent training to each Flight Attendant for this subject matter. Additionally, 

Delta subscribes to a 24 hour a day 7 day a week medical consultant service. This 

service provides expert medical advice for the treatment and care of a passenger. 

All aircraft are equipped with the capability to contact this service throughout Delta’s 

route structure. 

With respect to any procedural changes to accommodate the granting of Delta’s

exemption request, Delta believes it would be appropriate to add certain steps to the 

Flight Attendant procedures for decompression incidents with respect to passengers 

using oxygen concentrators. This is part of Dr Parmet’s position paper, Appendix 1. 

The following guidance would be considered:
Delta Air Lines, Inc. Response Docket 2011-0618

November 22, 2011

Page 8

1. Preflight – Take note of passenger locations for those who are traveling with 

oxygen concentrators. Brief the passenger in the event of a decompression 

to use the overhead oxygen system as primary and they may use their 

concentrator if the apparatus allows the combined use. Instruct the 

passenger to turn the unit to maximum flow after they resume use of the 

device.

2. Decompression event - After the Captain has indicated it is safe to move 

within the cabin, assess the passengers for those who may show signs of 

hypoxia or other trauma. Administer first aid oxygen as appropriate. Ensure 

passengers traveling with oxygen concentrators are advised to use the unit in 

a max flow rate mode. 

Because of the current depth of training and guidance in place today, Delta does not 

advocate any additional change to training or guidance for the Flight Attendants. 

Conclusion:

Delta appreciates the concerns expressed by the FAA. It is our contention that the 

analysis of data available from historical NTSB files, scientific literature, and the 

Delta data supports the very low risk to passenger health associated with our 

exemption request. Delta has carefully considered the balance between avoiding 

terrain-challenged situations and the 30 minutes of flight time at 14,000 feet that 

might be required in certain circumstances. Considering there is no documented 

trend or events of arterial gas embolisms or alveolar rupture on US operated aircraft, 

this should be evidence that the relative concern is not present in the system.

Indeed, we conclude that the risk of the operational complexities and potential for 

loss of situational awareness presented by a terrain-challenged scenario far exceeds 

the slight risk introduced by additional flight time at 14,000 feet.

When we study actual medical events regardless of cause, the rate of occurrence is 

such that the oxygen supply required by 121.333(e)(3) has never been depleted in 
Delta Air Lines, Inc. Response Docket 2011-0618

November 22, 2011

Page 9

ten year period. Also, within this same period we have only seen one flight where 

more than one passenger was administered first aid oxygen. The FAA has stated in 

their last request to Delta, “We recognize that decompression is an extremely rare 

event and that a decompression over a mountainous area requiring that the flight 

stay above 10,000 ft is even more remote.” When we factor in the very low rate of 

passengers who have medical issues on board the aircraft this exponentially moves 

the probability/risk even lower.

While we are convinced that the current regulatory requirements for oxygen supply 

under 121.333(e)(3) is at least adequate, Delta would concur that the need to 

evaluate the adequacy of first aid oxygen under 121.333(e)(3) does warrant 

monitoring. Additionally, Delta believes as a proper mitigation for passengers who 

could experience any medical condition during flight, provisioning the aircraft with an 

additional oxygen bottle of the same type and capacity currently employed would be 

a proper consideration. Delta proposes the following additional conditions and 

limitations to those previously stated as part of this exemption request:

1. Delta will supply a report of medical events on a yearly basis to the Principal 

Operations Inspector in similar manner as presented in Appendix 2,

maintaining at least 5 years of historical data.

2. Delta will continue to provision the aircraft with a minimum of one additional 

oxygen bottle above that required by 121,333(e)(3). Delta retains the 

authority to dispatch under the minimum FAR requirements when the 

bottle(s) become unserviceable provided they are replaced within 10 days. 

3. Delta will modify its pre-flight and after decompression procedures to account 

for passenger who may be using oxygen concentrators. 

4. Delta will provide the Principal Operations Inspector a demographic analysis 

in a similar manner as presented in Appendix 3 once every 5 years. 

Delta Air Lines sincerely appreciates the time and effort the Federal Aviation 

Administration has put forth in the evaluation of this exemption request. Delta 

would not be so passionate around this exemption request unless we were convinced 
Delta Air Lines, Inc. Response Docket 2011-0618

November 22, 2011

Page 10

the traveling pubic would be best served by avoiding terrain-challenged situations 

after a decompression event. When we consider the vast majority of passengers will 

have no ill effect breathing ambient air at 14,000 feet and the maximum time 

exposure will be 18 minutes, we cannot find a justifiable reason why this exemption 

request would not be in the best interest of the traveling public. 

Delta thanks you in advance of your thoughtful consideration of this exemption 

request.

Respectfully submitted,

Charles M. Schramek

General Manager Quality Assurance and Compliance

Delta Air Lines, Inc.

cc: Stephen M. Dickson – Senior Vice President Flight Operations

Ken Hylander – Senior Vice President Corporate Safety Security and 

Compliance

Thomas Stachiw – Office Manager Delta CMO

Jim Giles – Principal Operations Inspector Delta CMO

Richard Pauly Chairman Delta ALPA Air Safety Committee 
Appendix I

Dr. Allen J. Parmet position paper to Delta Air Lines

RESPONSE TO FAA REGARDING LOSS OF CABIN PRESSURE

We recognize that decompression is an extremely rare event and that a decompression over a 

mountainous area requiring that the flight stay above 10,000 ft is even more remote. 

Nonetheless, an increasingly older flying population will predictably have more medical conditions 

that are affected by hypoxia at 14,000 feet.

In order to complete our technical analysis of your petition for exemption, the FAA is requesting 

the submission of additional data to the docket. Please provide analysis of the potential 

passenger population and the passenger health issues on the affected routes including 

consideration for additional portable emergency oxygen systems, medical supplies, flight 

attendant training and operational plans. Additionally, a plan should be proposed that addresses 

how additional medical support will be provided to passengers with barotraumatic injuries or 

compromised cardiopulmonary function in the event of a decompression.

Leo Hollis Aviation Safety Inspector Aircraft Dispatcher Air Transportation Division - AFS220(202) 493-5508 

Loss of cabin pressurization is indeed a rare event. The NTSB database has 62 

mishaps relating to loss of cabin pressure, from beginning with the 10/19/1962 

incident and up through the 10/26/2010 AA 757 flight from Miami and a 

12/18/2010 Piper PA-46. The worst cases were United 811, on 6/25/1990 over 

the Pacific where explosive decompression occurred following the loss of an 

improperly latched cargo door and ejection of 8 passengers; TWA 840 (B727) on 

4/02/1986 when a bomb killed 4 passengers as the aircraft approached Athens; 

Aloha Air 243 (B737) on 4/28/1988 over Maui lost the roof of the forward cabin 

ejecting a flight attendant. There are no reports of pulmonary barotraumas or air 

embolism.

Minor barotraumas to ears and sinus are common and occur on routine flights 

when the crew or passenger flies with a cold. Loss of pressurization events 
Delta Air Lines, Inc. Response Docket 2011-0618

November 22, 2011

Page 12

would be more likely to result in barotraumas, but the lower the postdepressurization altitude, the greater the risk of barotraumas due to greater 

pressure differential. Thus the proposal actually decreases this theoretical risk

slightly.

Alveolar rupture is incredibly rare. Alveolar rupture involves the gas in the small 

cells of the lungs not escaping up and out of the airways. Instead, the air sacs 

expand as the air is trapped. Eventually they rupture, allowing the air to enter the 

blood stream and flow into the pulmonary veins, back to the heart and then onto 

the rest of the body. The bubbles that travel through the bloodstream are termed 

air emboli (singular-embolus). The bubbles follow the blood flow until the blood 

vessel narrows and the bubble jams and blocks the vessel. In all my years at 

Brooks AFB, doing about 200 people per week or more, we had one case of 

alveolar rupture with air embolism. It was someone intentionally holding their 

breath. Air embolism resulted. Air embolism requires prompt compression 

treatment and specifically hyperbaric treatment for therapy, although 100% 

oxygen would be used until that was available. 

There are two cases of air embolism in the scientific literature. One (fatal) from 

Russia in 1998 and the other (survived) from Switzerland in 2007. Both occurred 

during ascent under normal operations. No decompression occurred. Both cases 

were caused by congenital cysts in the lungs that expanded and ruptured. (Am. 

J. Respir. Crit. Care Med., Volume 157, Number 5, May 1998, 1686-1689 Fatal 

Air Embolism in an Airplane Passenger with a Giant Intrapulmonary 

Bronchogenic Cyst MICHAEL ZAUGG, VLADIMIR KAPLAN, URS WIDMER, 

PETER CARL BAUMANN, and ERICH WALTER RUSSI Department of Internal 

Medicine, Divisions of Intensive Care Medicine and Pulmonary Medicine, 

University Hospital Zurich, Zurich, Switzerland. AND Congenital cystic 

adenomatoid malformation presenting as in-flight systemic air embolisation E. 
Delta Air Lines, Inc. Response Docket 2011-0618

November 22, 2011

Page 13

Belcher1, M. H. Lawson2, A. G. Nicholson1, A. Davison2 and P. Goldstraw 

09031936.00153906 ERJ October 1, 2007 vol. 30 no. 4 801-804).

There have literally been tens of billions of passenger exposures to the risk of 

alveolar rupture given that world wide, over two billion passengers are carried 

yearly. The risk is not significant. 

This is not ebullism, where gas bubbles evolve, because we are not flying over 

63,000 feet. 

Decompression sickness can occur with any decompression event, but the 

treatment is to descend. No cases of decompression sickness are in the NTSB 

database due to loss of cabin pressurization. One case of decompression 

sickness occurred when a DC-8 on a ferry flight could not hold cabin pressure 

and the captain electively flew at FL330 for two hours. This single event is not 

representational of any commercial operation. 

The only conditions we are concerned about are passengers with pre-existing 

pulmonary compromise from their lung disease. These can be treated with 

supplemental oxygen. Flight attendants can instruct anyone using supplemental 

oxygen to not remove their mask in the event of loss of pressure. The passenger 

should be directed to turn their oxygen flow to maximum. The aircraft are 

equipped with oxygen bottles that can be used to replace the supplemental 

oxygen supplies if the passenger’s oxygen generator fails. 

A. J. Parmet, MD
Appendix II

Delta Historical Medical Event Data

2008 Per Leg Per Pax 2009 Per Leg Per Pax 2010 Per Leg Per Pax 2011 Per Leg Per Pax Yearly Totals

1 Syncope (Fainting) 168 0.0001814429 0.0000013898 248 0.0002961332 0.0000022719 349 0.0004158564 0.0000031308 268 0.0004178464 0.0000027811 1033.0009

2 Abdominal Distress 128 0.0001382422 0.0000010589 182 0.0002173236 0.0000016673 214 0.0002549950 0.0000019198 163 0.0002541379 0.0000016915 687.0006152

3 Respiratory 253 0.0002732444 0.0000020930 255 0.0003044918 0.0000023360 224 0.0002669107 0.0000020095 140 0.0002182780 0.0000014528 872.0008511

4 Cardiac 98 0.0001058417 0.0000008107 126 0.0001504548 0.0000011543 128 0.0001525204 0.0000011483 120 0.0001870954 0.0000012453 472.0004119

5 Injury 31 0.0000334805 0.0000002565 21 0.0000250758 0.0000001924 48 0.0000571951 0.0000004306 35 0.0000545695 0.0000003632 135.0001166

6 Seizures 66 0.0000712811 0.0000005460 69 0.0000823919 0.0000006321 101 0.0001203481 0.0000009061 66 0.0001029025 0.0000006849 302.0002761

7 Altered LOC 41 0.0000442807 0.0000003392 63 0.0000752274 0.0000005771 70 0.0000834096 0.0000006280 71 0.0001106981 0.0000007368 245.0002045

8 Pain 29 0.0000313205 0.0000002399 30 0.0000358226 0.0000002748 67 0.0000798349 0.0000006010 49 0.0000763973 0.0000005085 175.0001481

9 Ill (Illness) 28 0.0000302405 0.0000002316 107 0.0001277671 0.0000009802 74 0.0000881759 0.0000006638 52 0.0000810747 0.0000005396 261.0002481

10 Allergic Reaction 37 0.0000399606 0.0000003061 30 0.0000358226 0.0000002748 36 0.0000428964 0.0000003229 24 0.0000374191 0.0000002491 127.0001196

11 Behavioral 24 0.0000259204 0.0000001985 36 0.0000429871 0.0000003298 47 0.0000560036 0.0000004216 26 0.0000405373 0.0000002698 133.0001259

12 Diabetes 21 0.0000226804 0.0000001737 21 0.0000250758 0.0000001924 28 0.0000333638 0.0000002512 32 0.0000498921 0.0000003321 102.0000817

13 Stroke 17 0.0000183603 0.0000001406 27 0.0000322403 0.0000002473 28 0.0000333638 0.0000002512 26 0.0000405373 0.0000002698 98.0000846

14 Communicable Diseases 46 0.0000496808 0.0000003806 50 0.0000597043 0.0000004580 35 0.0000417048 0.0000003140 20 0.0000311826 0.0000002075 151.0001522

15 Nose Bleed 1 0.0000010800 0.0000000083 3 0.0000035823 0.0000000275 6 0.0000071494 0.0000000538 9 0.0000140322 0.0000000934 19.0000119

16 Ear Distress 6 0.0000064801 0.0000000496 5 0.0000059704 0.0000000458 1 0.0000011916 0.0000000090 5 0.0000077956 0.0000000519 17.00001375

17 Pregnancy 13 0.0000140402 0.0000001075 8 0.0000095527 0.0000000733 19 0.0000226397 0.0000001704 16 0.0000249461 0.0000001660 56.00004658

18 Unclassified 105 0.0001134018 0.0000008687 97 0.0001158263 0.0000008886 105 0.0001251144 0.0000009419 73 0.0001138164 0.0000007575 380.000357

Totals 1112 0.0012009794 0.0000091995 1378 0.0016454498 0.0000126236 1580 0.0018826737 0.0000141739 1195 0.0018631584 0.0000124009 5265.004765

Percent cases of Syncope, 

Respiratory, Cardiac, 

Seizures, Diabetes, Stroke, 

Pregnancy 0.0006868911 0.0000052616 0.0009003404 0.0000069072 0.0010450031 0.0000078674 0.0010414978 0.0000069320

2008 2009 2010 2011

YTD-Dec YTD-Dec YTD-Dec YTD-Oct

Actual Actual Actual Actual

Total Carried Total Passenger 120,876,747 109,160,997 111,472,408 96,364,279

Total legs flown 925,911 837,461 839,232 641,384

*NOTE - Totals are from Jan 2008 to Sept 2011
Appendix III

US Census V. Delta passenger Demographics

All Delta Passengers v. US Census 

Passenger Age Distribution Vs Census

0

100000

200000

300000

400000

500000

600000

700000

0-5 6-10 11-15 16-20 21-25 26-30 31-35 36-40 41-45 46-50 51=55 56-60 61-65 66-70 71-75 76-80 81-85 86-90 91-95 96-99

Passenger Count

0.0%

2.0%

4.0%

6.0%

8.0%

10.0%

12.0%

Passenger and Census Percent

Count Psgr % Census %

South American Cities GIG/GRU/LIM/UIO v. US Census

Passenger Age Distribution Vs Census

0

200

400

600

800

1000

1200

1400

1600

1800

0-5 6-10 11-15 16-20 21-25 26-30 31-35 36-40 41-45 46-50 51=55 56-60 61-65 66-70 71-75 76-80 81-85 86-90 91-95 96-99

Passenger Count

0.0%

2.0%

4.0%

6.0%

8.0%

10.0%

12.0%

14.0%

Passenger and Census Percent

Count Psgr % Census %
European Cities AMS/CDG/FRA/LGW

Passenger Age Distribution Vs Census

0

1000

2000

3000

4000

5000

6000

7000

0-5 6-10 11-15 16-20 21-25 26-30 31-35 36-40 41-45 46-50 51=55 56-60 61-65 66-70 71-75 76-80 81-85 86-90 91-95 96-99

Passenger Count

0.0%

2.0%

4.0%

6.0%

8.0%

10.0%

12.0%

Passenger and Census Percent

Count Psgr % Census %

Middle Eastern/Western Asia Cities BOM/DXB

Passenger Age Distribution Vs Census

0

100

200

300

400

500

600

700

0-5 6-10 11-15 16-20 21-25 26-30 31-35 36-40 41-45 46-50 51=55 56-60 61-65 66-70 71-75 76-80 81-85 86-90 91-95 96-99

Passenger Count

0.0%

2.0%

4.0%

6.0%

8.0%

10.0%

12.0%

14.0%

Passenger and Census Percent

Count Psgr % Census %
Appendix IV

Delta Flight Attendant First Aid Guidance

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