equivalent) is issued.  (See 40 C.F.R. § 87.1(a) of the existing
regulations.)  Currently, manufacturers voluntarily certify some engines
used in military aircraft with the FAA (with respect to emissions as
well as airworthiness), especially in cases where an engine model may
have both military and commercial use and the commercial engines would
be required to be certified.  Our proposed new standards and
requirements would continue to apply only to engines for which standard
airworthiness must be issued (without regard to whether engines of the
same model are also used in military aircraft).  We do not intend our
proposed regulatory changes to interfere with voluntary certification
for individual engines actually used in military aircraft.

For example, regarding engine models that are currently being
certificated to meet our existing NOx standards, FAA would continue to
be able to allow production and use of such engines in military
aircraft, even after the production cut-off takes effect for engines
used in civilian aircraft required to obtain standard air worthiness
certificates.     Likewise, it may still be appropriate for
manufacturers to continue to voluntarily certify engines used in
military aircraft to the proposed revised NOx standards, even though
military aircraft are not required to obtain standard airworthiness
certificates.

2.  Noncommercial Engines

The current section 87.21(d) specifies that gaseous emission standards
apply to commercial engines with rated thrusts greater than 26.7 kN.
These are engines intended for use by an air carrier or a commercial
operator as defined in the Federal Aviation Act and title 14 of the Code
of Federal Regulations.  Therefore, engines of equivalent thrust ratings
that are used in aircraft certified by the FAA for use in non-revenue,
general aviation service are not subject to the current HC, CO, and NOx
standards.   They are subject, however, to the current standards for
smoke and fuel venting.

We are proposing to apply the proposed gaseous emission standards for
commercial engines to their noncommercial civilian counterparts that are
required to obtain standard airworthiness certificates.  There are a
number of reasons for doing this.  First, the ICAO Annex 16 standards
and requirements apply equally to commercial noncommercial engines, and
our rules’ current failure to reflect this means that they do not
fully conform to ICAO’s standards.  Extending applicability of these
standards would allow us to meet our treaty obligation under the
Convention on International Civil Aviation as previously described in
section I.B.  Second, manufacturers already voluntarily certify their
noncommercial engines to these standards with the FAA, as expected under
the ICAO standards.  The international nature of the aviation business
compels engine manufacturers to offer a product that fully complies with
the international requirements.  Third, the secondary market for
potential purchasers of any non-compliant, multi-million dollar aircraft
that would be used in non-revenue service essentially demands that the
standards be made applicable.  These aircraft, e.g., large business
jets, absent certification to our standards, could not be resold into
commercial service or in other countries that require conformance with
the ICAO Annex 16 requirements.  Therefore, overall this proposal simply
incorporates the status quo and allows us to meet our treaty
obligations.

In order to make our standards conform to ICAO’s, we need, in addition
to promulgating the necessary regulatory amendments, to update the
underlying finding regarding the need to limit gaseous emissions from
commercial and non-commercial civilian aircraft, pursuant to CAA section
231(a)(2)(A).  In 1997, our analysis and finding, and hence our
regulations, were limited to commercial aircraft emissions.  (See 62 FR
at 25358.)  Today, we are proposing to expand that analysis and finding
to include gaseous emissions from both commercial and non-commercial
civilian aircraft engines with rated thrusts greater than 26.7 kN.

These noncommercial and commercial engines have a great deal in common.
First, they each use the same thermodynamic engine cycle (i.e., a gas
(air) compressor, fuel combustor, and expansion turbine), engine design,
and technology.  That means they emit the same emissions relative to HC,
CO, and NOx emissions.  Second, they are each used in the same manner,
i.e., landing and takeoff operations from airports in the U.S.,
including commercial airports in ozone and CO nonattainment areas.  That
means their emissions are geographically, spatially, and temporally
similar, and that they collectively contribute to ozone and CO
nonattainment concentrations and are projected to continue to do so.
Third, noncommercial engines are usually the same engine model and
sometimes submodel as engines used in commercial operations, which makes
distinguishing between commercial and noncommercial engines somewhat
artificial.  These attributes, taken together, demonstrate that
noncommercial engines have the same effect on health and welfare as
their commercial counterparts.   Therefore, the Administrator is
proposing to find that commercial and noncommercial applications for
turbofan and turbojet engines with rated thrusts greater than 26.7kN
collectively cause or contribute to air pollution which may reasonably
be anticipated to endanger the public health or welfare.  Our emissions
assessment supporting this conclusion is contained in the docket for
this proposed rulemaking.

B.  Non-substantive Revisions

We are also taking the opportunity to revisit the clarity of other
regulatory provisions in part 87.  Many of these provisions were first
written 30 or 40 years ago with little or no change since then.  We are
proposing changes to the text related to some of these provisions to
better organize, clarify, and update the regulations.  Our goal is to
revise the regulations in part 87 to properly organize the content of
the regulation, use clearer language to describe the applicable
requirements, clarify some definitions, and clear up a variety of terms
and current practices that have not been adequately addressed.

Except as discussed in previous sections, the proposed changes to part
87 are not intended to significantly change the certification and
compliance program.  We are not reopening for comment the substance of
any part of the program that remains unchanged substantively.
Specifically, for those instances where we propose to move a provision
to a different section or reword a provision in clearer language, we do
not consider those changes to be substantive.  It is also important to
note that the changes to the regulation apply starting with the date
that the final rule takes effect.

In particular, it is worth emphasizing that while we are restating the
HC, CO, and smoke standards, as they would apply to Tier 6 and later NOx
standard-subject engines, in a new §87.23, we are not proposing them as
new standards or otherwise reopening them for comment.  The HC, CO, and
smoke standards in the proposed §87.23 are identical to the existing
standards of §87.21 and are being copied into the new section merely
for clarity to readers.

The proposed rule includes the following definitions and other minor
changes in addition to those changes described earlier in this section
or in Section III:

The definition of the term “aircraft” is being revised to be
consistent with its meaning under FAA regulations in 14 CFR 1.1.  The
existing part 87 definition limits “aircraft” to be only those craft
issued an airworthiness certificate.  This was done as a way to specify
the applicability of the standards.  However, this can cause confusion
in a variety of ways.  For example, this departs from the plain meaning
of “aircraft,” as well as from the meaning given under the Clean Air
Act and the Federal Aviation Act.  The proposed definition aligns with
these statutory definitions.  The changed wording is intended to clarify
the existing policy without changing it.

Text specifying general applicability is being added to §87.3 to be
consistent with the new definition of “aircraft” and maintain the
effective applicability of the existing regulations, which uses narrow
definitions to limit applicability.  For example, the existing
regulations limit the applicability of the standards by defining
“aircraft” to only include fixed-wing airplanes with airworthiness
certificates.  They exclude non-propulsion engines from the definition
of “aircraft engine” and turboshaft engines from the definition of
“aircraft gas turbine engine.”  We believe it is more appropriate to
explicitly exclude these engines in an applicability section than to
rely on readers finding these exclusions in the definitions section.  We
are also renaming §87.3 as “General applicability and requirements”
and reorganizing the content for clarity.  Finally, we are replacing the
existing regulatory text related to federal preemption for exempted
engines in §87.7(f) with a codification of the statutory preemption
language in §87.3 and an explanatory note that the statutory preemption
applies to exempted engines because they are certified to prior-tier
standards.

ICAO Annex 16 is being incorporated by reference for test procedures.
This involves a broader reference to Annex 16, with less content
repeated in part 87.  However, this does not substantively change the
test procedures that apply since the existing procedures are based
directly on Annex 16.  As part of this change, we are adding the ICAO
definition of “characteristic level” to properly describe how
manufacturers demonstrate that they meet applicable standards.

Definitions are being added for “date of introduction,” “date of
manufacture,” and “derivative engine” , and the definition of
“engine model” is being revised,  to more carefully describe when
new emission standards apply to specific aircraft engines.  These
definitions are generally consistent with the most common understandings
of these terms by industry and FAA, and with the CAEP/8 recommendation
for adoption by ICAO.  Except for engines subject to exemptions, there
will be no more engines required to be certified to the standards
specified in §87.21, so changing the definition of “engine model”
will not change the requirements for engines certified to the Tier 4 or
earlier standards.  For the benefit of the reader, we are also
reprinting the following definitions that remain unchanged, without
requesting comment on those definitions:

• Aircraft engine

• Aircraft gas turbine engine

• Class TP

• Class TF

• Class T3

• Class T8

• Class TSS

• Commercial aircraft gas turbine engine

• Fuel venting emissions

Specific provisions are being added to define and require the use of
“good engineering judgment.”  This applies for instances where the
regulation cannot spell out every detail of how a manufacturer should
comply with the regulation.  The general approach for implementing the
good-engineering-judgment standard is to allow EPA or FAA to require a
different approach for future work if we disagree with a
manufacturer’s judgment.  Improper judgments would only be addressed
on a retroactive basis if the manufacturer deliberately used incorrect
information, acted irrationally, or otherwise failed to make a decision
in good faith.  We believe these provisions reflect the approach being
used today by FAA to interpret the applicable regulations.

Provisions are being added specifying rounding practices for rated
output, rated pressure ratio, and calculated emission standards;
generally specifying that they be expressed to at least three
significant figures.  These specifications are consistent with how
manufacturers are generally certifying engines today.  Defining how to
round these values would prevent manufacturers in the future from
effecting small changes in the level of the emission standards to which
they certify their engines.  This is because standards are calculated
using the numerical values of the rated output and rated pressure ratio.
 Without these specifications, manufacturers could subject themselves to
a slightly less stringent standard by selectively rounding or truncating
an engine model’s rated output to be low and its rated pressure ratio
to be high, or by strategically rounding the calculated standard itself.
While this has not been an issue in the past, it is important to
maintain a level playing field for all manufacturers as standards become
more stringent.  There will be no more engines certified to the
standards specified in §87.21, so the specified procedures for rounding
these values will change the requirements for engines certified to the
Tier 4 or earlier standards

Definitions are being added for “turbofan engine,” “turbojet
engine,” “turboprop engine,” “turboshaft engine,”
“supersonic,” and “subsonic” to avoid any uncertainty about how
the standards apply to different types of engines.  The proposed
definitions are intended to reflect the plain meaning of these terms.

The proposed regulations include the following additional amendments:

Regulation cite	Description of Amendment	Notes

87.1	Add definition of “characteristic level”.	The characteristic
level is established by ICAO Annex 16 as a means of calculating a
statistical adjustment to measured emission results to take into account
the level of uncertainty corresponding to the number of tests run for a
given pollutant.

87.1	Remove definitions for “emission measurement system”, “power
setting”, “sample system”, “shaft power”, “taxi/idle
(in)”, and taxi/idle (out).	These terms will no longer be used in part
87.  There will be no more engines certified to the standards specified
in §87.21, so removing these definitions will not change the
requirements for engines certified to the Tier 4 or earlier standards.

87.1	Revise definition of “exhaust emissions” and “smoke”.	The
new language references the emission testing procedures, since that is
the practical meaning of these terms in part 87.  This clarifies, for
example, that emissions from the nozzle of an aircraft or aircraft
engine count as exhaust emissions only if they are measured using the
specified test procedures.  There will be no more engines certified to
the standards specified in §87.21, so revising these definitions will
not change the requirements for engines certified to the Tier 4 or
earlier standards.

87.1	Define “new” instead of defining “new aircraft turbine
engine”.	The regulations also refer to new turboprop engines and new
supersonic engines, so it is appropriate to define the adjective as it
relates to these different kinds of engines.  This approach does not
change the meaning of the applicable terms and therefore has no bearing
on the requirements that applied under the standards specified in
§87.21.

87.1	Revise the definition of “standard day condition”: (1) remove
the reference to the 1976 U.S. Standard Atmosphere, (2) correct a
typographical error in the humidity specification, and (3) change the
atmospheric pressure units from Pa to kPa.	The editorial changes do not
involve any substantive change in the specified conditions.

87.2	Remove FAA from the list of acronyms in §87.2 and add it to the
set of defined terms in §87.1.	This is intended to not involve a change
in emission standards or implementation.

87.3	Add provisions describing the scope of applicability of part 87.
The broad statement in §87.3 is not intended to conflict with the
applicability statements in in individual subpart s, since those
additional statements indicate that certain requirements in part 87
apply more narrowly.  All applicability statements in the proposed rule
are intended to be consistent with current policy.

87.3	Remove the provision related to preemption of state standards for
exempted aircraft and replace it with the preemption provision in the
Clean Air Act.	This change more carefully tracks the statutory
provisions related to preemption.

87.5	Move the provisions related to special test procedures to §87.60.
This provision, and the similar provision from §87.3(a), should be
described together in the context of the testing requirements in
subpart G.

87.21	Identify the specific date when the smoke standard started to
apply for turbofan engines with rated output less than 26.7 kilonewtons.
This corrects a typographical error from the Federal Register.

87.21	Revise paragraph (f) to correctly reference the regulatory
sections that describe the applicable test procedures.	This change is
strictly editorial.

87.60	Revise the description of test procedures to rely broadly on the
procedures specified in ICAO Annex 16.  This includes a variety of
recent changes to the Annex 16 procedures.	There will be no more engines
certified to the standards specified in §87.21, so any changes to the
test procedures will not change the requirements for engines certified
to the Tier 4 or earlier standards.  Moreover, engine manufacturers are
expected to perform all their testing based on the current test
procedures from ICAO Annex 16, regardless of the standards that apply.

C.  Clarifying Language for Regulatory Text

The proposed regulations incorporate the changes described in this
preamble.  The following table highlights and clarifies several
provisions that may not be obvious to the reader.

Regulation cite	Note

87.1, Definition of “aircraft”	This definition would revert to the
normal FAA definition of aircraft, rather than the much narrower current
definition in part 87.  To understand this change, the proposed
definition needs to be considered along with the proposed changes to
applicability in 87.3(a).

87.1, Definition of “date of manufacture”	This is generally the same
definition as given in ICAO Annex 16.  However, our definition addresses
certain specific circumstances that could possibly occur, but that are
not addressed by the Annex.  For example, our definition would provide a
date of manufacture for an engine not previously documented by a
manufacturer.

87.1, Definition of “derivative engine”	It is important to consider
this definition in combination with the definition of “engine type
certificate family”.

87.1 Definition of “engine model”	A manufacturer or FAA may further
divide an engine model into sub-models.  Engines from an engine model
must be contained within a single engine type certificate family.  Where
FAA determines that engines are not sufficiently similar to be included
under a single type certificate, they will not be considered to be the
same engine model for purposes of part 87.

87.1, Definition of “military aircraft”	This definition is not
limited to aircraft belonging to the Department of Defense.  For
example, aircraft owned by the U.S. Coast Guard would be military
aircraft.

87.1, Definition of “production cut-off date”	The production cutoff
date for the Tier 6 NOx standards is December 31, 2012.

87.1, Definition of “spare engine”	Newly manufactured spare engines
may be exempt under §87.50.

87.1, Definitions of tiers	As specified in the definitions of “Tier
0” through “Tier 8”, tiers apply only for NOx standards.  Tiers do
not apply for HC, CO, and smoke standards because the same standards
continue to apply, independent of the NOx standards.

87.23(d)(2)	The allowance to continue production of Tier 6 engines after
the Tier 8 standards start to apply is not necessary for engines with
rated pressure ratio at or above 104.7 because the Tier 6 and Tier 8
standards are the same.

87.42(c)(1)	§87.42 requires that manufacturer report the engines it
produces by sub-model.  The manufacturer must specify the
manufacturer’s unique sub-model name, which will generally include a
model name and a sub-model name.  It may also include a family name.

87.50	This provision specifies that EPA must provide written concurrence
for exemptions.  We will not concur with an exemption where we determine
that such an exemption would be contrary to the public interest.

87.50(a)(1)(iv)(F)	This provision states that manufacturers requesting
exemptions should describe equity issues.  As an example of equity
issues related to an exemption request, a manufacturer might provide a
rationale for granting the exemption when another manufacturer has a
compliant engine and does not need an exemption, taking into account the
implications for operator fleet composition, commonality, and related
issues in the absence of the engine model in question.

87.50(a)(6)	This provision requires manufacturers to promptly notify the
FAA if new or changed information could have affected approval of an
exemption.  For corrections to an exemption request that would not
affect the approval of the exemption, manufacturers may include the
updated information in the annual report described in §87.50(e).

V.  Technical Feasibility, Cost Impacts, Emission Benefits

Aircraft engines are international commodities, and thus, they are
designed to meet international standards.  Today's action will have the
benefit of establishing consistency between U.S. and international
emission standards and test procedures.  Thus, an emission certification
test which meets U.S. requirements will also be applicable to all ICAO
requirements.  Engine manufacturers are already developing improved
technology in response to ICAO standards that match standards
promulgated here, and EPA does not believe that the costs incurred by
the aircraft industry as a result of the existing ICAO standards should
be attributed to today's regulations.  Also, the test procedure
amendments necessary to determine compliance are already being adhered
to by manufacturers during current engine certification tests, or will
be even in the absence of a final rule.  Therefore, EPA believes that
today’s proposed standards and test procedure amendments will impose
no additional burden on engine manufacturers.  There will, however, be
some cost associated with our proposed annual reporting requirement,
which is discussed later in this section.

During the CAEP process the technical feasibility and cost of compliance
of the CAEP/6 and CAEP/8 NOx standards were thoroughly assessed and
documented.,   EPA participated in these analyses and supported the
results.  CAEP considered certain factors as pertinent to the cost
estimates of a technology level for engine changes, and these factors or
technology levels are described below.  The first technology level was
regarded as a minor change, and it could include modeling work, minor
design changes, and additional testing and re-certification of
emissions.  The second technology level was considered a scaled proven
technology.  At this level an engine manufacturer applies its
best-proven, combustion technology that was already certified in at
least one other engine family to another engine type.  This second
technology level would include substantial modeling, design, combustion
rig testing, modification and testing of development engines, and flight
testing.   The third technology level was regarded as new technology or
current industry best practice, and it was considered where a
manufacturer has no proven technology that can be scaled to provide a
solution and some technology acquisition activity is required.  (One or
more manufacturers have demonstrated to have the necessary technology,
and the other manufacturers would need to acquire the technology to
catch up.)  Since the effective date for the CAEP/6 NOx standard was
January 1, 2008 and nearly all in-production engines currently meet this
standard, we will limit our discussion below of applying these
technology levels to engines that needed to comply with the CAEP/8 NOx
standard.

For higher thrust engines, i.e., 89.0kN or more, the CAEP/8 NOx standard
would apply to a total of 15 engine families.  For these families the
following technology level response was anticipated: 6 families would
require no change, 1 family would need the first technology level
change, 5 would require the second technology level, and 3 would need
the third technology level.  For lower thrust engines, i.e., greater
that 26.7 but less than 89.0kN, CAEP listed a total of 13 engine
families in their analysis of the CAEP/8 NOx standard.  The following
technology level response was estimated for these families: 11 families
would require no change, 1 family would need the first technology level
change, and 1 family would require a second technology.

As noted above, there will be some cost associated with our proposed
annual reporting requirement for emission related information.  (See
section III.D. for a description of the proposed reports.)  There are a
total of 10 engine manufacturers that would be affected.  Eight of these
produce turbofan engines with rated thrusts greater than 26.7kN, which
are already voluntarily reported to the ICAO-related Emissions Databank
(EDB).  We expect the incremental reporting burden for these
manufacturers to be very small because we: 1) have significantly reduced
the number of reporting elements from those requested in the EDB, and 2)
are adding only one item to those already requested by the EDB.  Also,
four of the eight manufacturers make smaller turbofan and turboprops
engines that will be reporting for the first time.  This will add a
small incremental burden for these four manufacturers that otherwise
already voluntarily report to the EDB.  There are also two engine
manufacturers that only produce turbofan engines with rated thrusts less
that or equal to 26.7kN and they will be reporting for the first time.
For these two manufacturers we believe that the reporting burden will be
small because all of the information we are proposing to require should
be readily available, and these manufacturers have a very limited number
of engine models.  See section IX.B. for our estimate of the hours and
cost associated with the annual certification report.

Turning to emission benefits, CAEP’s assessments indicated that the
CAEP/8 NOx standards would provide global NOx reductions, which would
translate to emission reductions in the U.S.   The global LTO NOx
reductions were estimated to be about 5.5 percent in 2026 and 7 percent
in 2036 relative to the baseline.  According to an analysis we had
conducted for the U.S., it was estimated that this would translate to
LTO NOx reductions in the U.S. of about 0.7 percent in 2020 and 1.1
percent in 2030, and the cumulative LTO NOx reductions from 2014 to 2030
(2014 is the implementation date of the CAEP/8 NOx standards) were
projected to be about 17,000 NOx tons.

VI. Coordination with FAA

	The requirements contained in this action are being proposed after
consultation with the Federal Aviation Administration (FAA).  Section
231(a)(2)(B)(i) of the CAA requires EPA to “consult with the
Administrator of the [FAA] on aircraft engine emission standards” 42
U.S.C. 7571(a)(2)(B)(i), and section 231(a)(2)(B)(ii) indicates that EPA
“shall not change the aircraft engine emission standards if such
change would significantly increase noise....”  42 U.S.C.
7571(a)(2)(B)(ii).  Section 231(b) of the CAA states that “[a]ny
regulation prescribed under this section (and any revision thereof)
shall take effect after such period as the Administrator finds necessary
(after consultation with the Secretary of Transportation) to permit the
development and application of the requisite technology, giving
appropriate consideration to the cost of compliance within such
period.”  42 U.S.C. 7571(b).  Section 231(c) provides that any
regulation under section 231 “shall not apply if disapproved by the
President…on the basis of a finding by the Secretary of Transportation
that any such regulation would create a hazard to aircraft safety.”
42 U.S.C. 7571(c).  Under section 232 of the CAA, the Department of
Transportation (DOT) has the responsibility to enforce the aircraft
emission standards established by EPA under section 231.  As in past
rulemakings and pursuant to the above referenced sections of the CAA,
EPA has coordinated with the FAA of the DOT with respect to today's
action.

Moreover, FAA is the official U.S. delegate to ICAO.  FAA agreed to the
amendments at ICAO's Sixth and Fourth Meetings of the Committee on
Aviation Environmental Protection (CAEP/6) after advisement from EPA.
FAA and EPA were both members of the CAEP’s Working Group 3 (among
others), whose objective was to evaluate emissions technical issues and
develop recommendations on such issues for CAEP/6 and CAEP/8.  After
assessing emissions test procedure amendments and new NOx standards,
Working Group 3 made recommendations to CAEP on these elements.  These
recommendations were approved by CAEP/6 meetings prior to their adoption
by ICAO in 2004.  Similarly, the more recent Working Group 3
recommendations were approved by CAEP/8 and subsequently recommended to
ICAO for adoption.

In addition, as discussed above, FAA will have the responsibility to
enforce today's requirements.  As a part of its compliance
responsibilities, FAA conducts the emission tests or delegates that
responsibility to the engine manufacturer, which is then monitored by
the FAA.  Since the FAA does not have the resources or the funding to
test engines, FAA selects engineers at each plant to serve as
representatives (called designated engineering representatives (DERs))
for the FAA while the manufacturer performs the test procedures.  DERs'
responsibilities include evaluating the test plan, the test engine, the
test equipment, and the final testing report sent to FAA.  DERs'
responsibilities are determined by the FAA and today's rulemaking will
not affect their duties.

Finally as part of its enforcement function, the FAA takes the lead in
processing a manufacturer’s petition for exemptions to the aircraft
emission standards.  As part of that process, the FAA consults with EPA,
and both Agencies must concur on any decision regarding such requests.

VII. Public Participation

	We request comment on all aspects of this proposal.  This section
describes how you can participate in this process.

How Do I Submit Comments?

We are opening a formal comment period by publishing this document.  We
will accept comments during the period indicated in the DATES section at
the beginning of this document.  If you have an interest in the proposed
emission control program described in this document, we encourage you to
comment on any aspect of this rulemaking.

Your comments will be most useful if you include appropriate and
detailed supporting rationale, data, and analysis.  Commenters are
especially encouraged to provide specific suggestions for any changes to
any aspect of the regulations that they believe need to be modified or
improved.  You should send all comments, except those containing
proprietary information, to our Air Docket (see ADDRESSES located at the
beginning of this document) before the end of the comment period.

You may submit comments electronically, by mail, or through hand
delivery/courier.  To ensure proper receipt by EPA, identify the
appropriate docket identification number in the subject line on the
first page of your comment.  Please ensure that your comments are
submitted within the specified comment period.  Comments received after
the close of the comment period will be marked “late.”  EPA is not
required to consider these late comments.  If you wish to submit
Confidential Business Information (CBI) or information that is otherwise
protected by statute, please follow the instructions in section VIII.B.

How Should I Submit CBI to the Agency?

Do not submit information that you consider to be CBI electronically
through the electronic public docket,   HYPERLINK
"http://www.regulations.gov"  www.regulations.gov , or by e-mail.  Send
or deliver information identified as CBI only to the following address:
U.S. Environmental Protection Agency, Assessment and Standards Division,
2000 Traverwood Drive, Ann Arbor, MI, 48105, Attention Docket ID
EPA-HQ-OAR-2010-0687.  You may claim information that you submit to EPA
as CBI by marking any part or all of that information as CBI (if you
submit CBI on disk or CD ROM, mark the outside of the disk or CD ROM as
CBI and then identify electronically within the disk or CD ROM the
specific information that is CBI).  Information so marked will not be
disclosed except in accordance with procedures set forth in 40 CFR part
2.

In addition to one complete version of the comment that includes any
information claimed as CBI, a copy of the comment that does not contain
the information claimed as CBI must be submitted for inclusion in the
public docket.  If you submit the copy that does not contain CBI on disk
or CD ROM, mark the outside of the disk or CD ROM clearly that it does
not contain CBI.  Information not marked as CBI will be included in the
public docket without prior notice.  If you have any questions about CBI
or the procedures for claiming CBI, please consult the person identified
in the FOR FURTHER INFORMATION CONTACT section at the beginning of this
document.

Will There Be a Public Hearing?

We will hold a public hearing on [Insert date no fewer than 15 days
before and at least 30 days before end of comment period] at the
Environmental Protection Agency, XXX Building, Room Number XXX, 1201
Constitution Avenue, NW., Washington, DC 20004, Telephone: (202)
564-1682.  The hearing will start at XX:XX local time and continue until
everyone has had a chance to speak.

If you would like to present testimony at the public hearing, we ask
that you notify the contact person listed under FOR FURTHER INFORMATION
CONTACT at least ten days before the hearing.  You should estimate the
time you will need for your presentation and identify any needed
audio/visual equipment.  We suggest that you bring copies of your
statement or other material for the EPA panel and the audience.  It
would also be helpful if you send us a copy of your statement or other
materials before the hearing.

We will make a tentative schedule for the order of testimony based on
the notifications we receive.  This schedule will be available on the
morning of the hearing.  In addition, we will reserve a block of time
for anyone else in the audience who wants to give testimony.

We will conduct the hearing informally, and technical rules of evidence
won’t apply.  We will arrange for a written transcript of the hearing
and keep the official record of the hearing open for 30 days to allow
you to submit supplementary information.  You may make arrangements for
copies of the transcript directly with the court reporter.

Comment Period

The comment period for this rule will end on [Insert date 60 days after
date publication].

What Should I Consider as I Prepare My Comments for EPA?

You may find the following suggestions helpful for preparing your
comments:

Explain your views as clearly as possible.

Describe any assumptions that you used.

Provide any technical information and/or data you used that support your
views.

If you estimate potential burden or costs, explain how you arrived at
your   estimate.

Provide specific examples to illustrate your concerns.

Offer alternatives.

Make sure to submit your comments by the comment period deadline
identified.

To ensure proper receipt by EPA, identify the appropriate docket
identification number in the subject line on the first page of your
response.  It would also be helpful if you provided the name, date, and
Federal Register citation related to your comments.

VIII. Statutory Provisions and Legal Authority

The statutory authority for today's proposal is provided by sections
114, 231-234 and 301(a) of the Clean Air Act, as amended, 42 U.S.C. §§
7414, 7571-7574 and 7601(a). See section II of today's rule for
discussion of how EPA meets the CAA's statutory requirements.

IX. Statutory and Executive Order Reviews

	A.  Executive Order 12866: Regulatory Planning and Review

Under Executive Order (EO) 12866 (58 FR 51735, October 4, 1993), this
action is a "significant regulatory action.”  This action proposes the
adoption of new aircraft engine emissions regulations and as such,
requires consultation and coordination with the Federal Aviation
Administration (FAA).  Accordingly, EPA submitted this action to the
Office of Management and Budget (OMB) for review under EO 12866 and any
changes made in response to OMB recommendations have been documented in
the docket for this action.

As discussed further in section V, we do not attribute any costs to the
compliance with today’s proposed regulations.  However, there is a
small burden associated with the proposed reporting requirements, as
discussed in section IX.B.

	B.  Paperwork Reduction Act

The information collection requirements in this proposed rule have been
submitted for approval to the Office of Management and Budget (OMB)
under the Paperwork Reduction Act, 44 U.S.C. 3501 et seq.  The
Information Collection Request (ICR) document prepared by EPA has been
assigned EPA ICR Number 2300.09.

Manufacturers keep substantial records to document their compliance with
emission standards.  We need to be able to access this data to conduct
accurate emission inventories, understand how emission standards affect
the urrent fleet, and develop appropriate policy in the form of future
emission standards.  Most manufacturers are already accustomed to
reporting much of this information to ICAO.  We are therefore proposing
to require that engine manufacturers send us this information to EPA on
an annual basis.  We also propose to require manufacturers to send us
their annual production volumes, which is the only item we would treat
as confidential business information.  Under the Clean Air Act, we are
authorized to require manufacturers to establish and maintain necessary
records, make reports, and provide such other information as we may
reasonably require to carry out our functions under the Act.  See 42
U.S.C. 7414(a)(1).  We would expect most manufacturers generally to add
the proposed information items to the annual report they are already
required to submit with information about NOx and CO2 emission levels.

We have estimated the total burden of this reporting requirement to be
60 hours, and the total cost to be $3,646.  The burden and cost per
response is estimated to be 6 hours and $365.  Burden is defined at 5
CFR 1320.3(b).

An agency may not conduct or sponsor, and a person is not required to
respond to, a collection of information unless it displays a currently
valid OMB control number.  The OMB control numbers for EPA's regulations
in 40 CFR are listed in 40 CFR part 9.

To comment on the Agency's need for this information, the accuracy of
the provided burden estimates, and any suggested methods for minimizing
respondent burden, EPA has established a public docket for this rule,
which includes this ICR, under Docket ID EPA–HQ–OAR–2010-0687.
Submit any comments related to the ICR to EPA and OMB.  See the
ADDRESSES section at the beginning of this notice for where to submit
comments to EPA.  Send comments to OMB at the Office of Information and
Regulatory Affairs, Office of Management and Budget, 725 17th Street,
NW, Washington, DC 20503, Attention: Desk Office for EPA.  Since OMB is
required to make a decision concerning the ICR between 30 and 60 days
after [Insert date of publication in the Federal Register], a comment to
OMB is best assured of having its full effect if OMB receives it by
[Insert date 30 days after publication in the Federal Register].  The
final rule will respond to any OMB or public comments on the information
collection requirements contained in this proposal.

	C.  Regulatory Flexibility Analysis

	The Regulatory Flexibility Act (RFA) generally requires an agency to
prepare a regulatory flexibility analysis of any rule subject to notice
and comment rulemaking requirements under the Administrative Procedure
Act or any other statute unless the agency certifies that the rule will
not have a significant economic impact on a substantial number of small
entities.  Small entities include small businesses, small organizations,
and small governmental jurisdictions.

For purposes of assessing the impacts of today's rule on small entities,
small entity is defined as: (1) a small business as defined by SBA size
standards;  (2) a small governmental jurisdiction that is a government
of a city, county, town, school district or special district with a
population of less than 50,000; and (3) a small organization that is any
not-for-profit enterprise which is independently owned and operated and
is not dominant in its field.  The following Table IX-C-1 provides an
overview of the primary SBA small business categories potentially
affected by this regulation.

Table IX.C-1 – Primary SBA Small Business Categories Potentially
Affected by This Regulation

Industry	NAICSa Codes	Defined by SBA as a small business if:b

Manufacturers of new aircraft engines	336412	< 1,000 employees

Manufacturers of new aircraft	336411	< 1,500 employees

a North American Industry Classification System (NAICS)

b According to SBA's regulations (13 CFR part 121), businesses with no
more than the listed number of employees or dollars in annual receipts
are considered “small entities” for purposes of a regulatory
flexibility analysis.

After considering the economic impacts of today’s proposed rule on
small entities, I certify that this action will not have a significant
economic impact on a substantial number of small entities.  Small
governmental jurisdictions and small organizations as described above
will not be impacted.  We have determined that the estimated effect of
the proposed rule’s reporting requirement is to affect one small
entity turbofan engine manufacturer with costs less than one percent of
revenues.  This one company represents all of the small businesses
impacted by the proposed regulations.  An analysis of the impacts of the
proposed rule on small businesses has been prepared and placed in the
docket for this rulemaking.

We continue to be interested in the potential impacts of the proposed
rule on small entities and welcome comments on issues related to such
impacts.

D.  Unfunded Mandates Reform Act

This rule does not contain a Federal mandate that may result in
expenditures of $100 million or more for State, local, and tribal
governments, in the aggregate, or the private sector in any one year.
As discussed in Section IV, today’s proposed action will establish
consistency between U.S. and existing international emission standards.
The engine manufacturers are already developing the technology to meet
the existing ICAO standards, and we do not believe it is appropriate to
attribute the costs of that technology to this proposed action.  Thus,
this rule is not subject to the requirements of sections 202 or 205 of
UMRA.

This rule is also not subject to the requirements of section 203 of UMRA
because it contains no regulatory requirements that might significantly
or uniquely affect small governments.  The provisions of this proposal
apply to the manufacturers of aircraft and aircraft engines, and as such
would not affect small governments.

E.  Executive Order 13132: Federalism

This action does not have federalism implications.  It will not have
substantial direct effects on the States, on the relationship between
the national government and the States, or on the distribution of power
and responsibilities among the various levels of government, as
specified in Executive Order 13132.  As discussed earlier, section 233
of the CAA preempts states from adopting or enforcing aircraft engine
emission standards that are not identical to our standards.  This rule
merely modifies existing EPA aircraft engine emission standards and test
procedures and therefore will merely continue an existing preemption of
State and local law.   Thus, Executive Order 13132 does not apply to
this action.

In the spirit of Executive Order 13132, and consistent with EPA policy
to promote communications between EPA and State and local governments,
EPA specifically solicits comment on this proposed action from State and
local officials.

F.  Executive Order 13175: Consultation and Coordination with Indian
Tribal Governments

These rules regulate aircraft manufacturers and aircraft engine
manufacturers.  We do not believe that Tribes own any of these
businesses nor are there other implications for Tribes.  Thus, Executive
Order 13175 does not apply to this action.

EPA specifically solicits additional comment on this proposed action
from tribal officials.

G.  Executive Order 13045: Protection of Children from Environmental
Health & Safety Risks

This rule is not subject to Executive Order 13045 because it is not a
significant regulatory action under E.O. 12866.  Furthermore, the Agency
does not have reason to believe the environmental health risks or safety
risks addressed by this action present a disproportionate risk to
children.  EPA believes that the NOx emission reductions (NOx is a
precursor to the formation of ozone and PM) from this rulemaking will
further improve air quality and will further improve children’s
health.  See Section II.B.2. for a discussion of the health impacts of
NOX emissions.

The public is invited to submit comments or identify peer-reviewed
studies and data that assess effects of early life exposure to aircraft
emissions.

H.  Executive Order 13211: Actions that Significantly Affect Energy
Supply, Distribution, or Use

This action is not a “significant energy action” as defined in
Executive Order 13211 (66 FR 28355 (May 22, 2001)), because it is not
likely to have a significant adverse effect on the supply, distribution,
or use of energy.  These proposed aircraft engine emissions regulations
are not expected to result in any changes to aircraft fuel consumption.

I.  National Technology Transfer Advancement Act

Section 12(d) of the National Technology Transfer and Advancement Act of
1995 (“NTTAA”), Public Law No. 104-113 (15 U.S.C. 272 note) directs
EPA to use voluntary consensus standards in its regulatory activities
unless to do so would be inconsistent with applicable law or otherwise
impractical. Voluntary consensus standards are technical standards
(e.g., materials specifications, test methods, sampling procedures, and
business practices) that are developed or adopted by voluntary consensus
standards bodies.  NTTAA directs EPA to provide Congress, through OMB,
explanations when the Agency decides not to use available and applicable
voluntary consensus standards.

This proposed rulemaking involves technical standards for testing
emissions for aircraft gas turbine engines.  EPA proposes to use test
procedures contained in ICAO International Standards and Recommended
Practices Environmental Protection, with the modifications contained in
this rulemaking.  These procedures are currently used by all
manufacturers of aircraft gas turbine engines (with thrust greater than
26.7 kN) to demonstrate compliance with ICAO emissions standards.

EPA welcomes comments on this aspect of the proposed rulemaking and,
specifically, invites the public to identify potentially-applicable
voluntary consensus standards and to explain why such standards should
be used in this regulation.

J.   EO 12898:  Federal Actions to Address Environmental Justice in

Minority Populations and Low-Income Populations

Executive Order (EO) 12898 (59 FR 7629 (Feb. 16, 1994)) establishes
federal executive policy on environmental justice.  Its main provision
directs federal agencies, to the greatest extent practicable and
permitted by law, to make environmental justice part of their mission by
identifying and addressing, as appropriate, disproportionately high and
adverse human health or environmental effects of their programs,
policies, and activities on minority populations and low-income
populations in the United States.

EPA has determined that this proposed rule will not have
disproportionately high and adverse human health or environmental
effects on minority or low-income populations because it increases the
level of environmental protection for all affected populations without
having any disproportionately high and adverse human health or
environmental effects on any population, including any minority or
low-income population.

List of Subjects in 40 CFR Part 87

Environmental protection, Air pollution control, Aircraft, Incorporation
by reference.List of Subjects in 40 CFR Part 1068

Environmental protection, Administrative practice and procedure,
Confidential business information, Imports, Incorporation by reference,
Motor vehicle pollution, Penalties, Reporting and recordkeeping
requirements, Warranties.

   Dated:

Lisa P. Jackson,

Administrator.

PART 87-CONTROL OF AIR POLLUTION FROM AIRCRAFT AND AIRCRAFT ENGINES

The authority citation for part 87 is revised to read as follows:

Authority:    42 U.S.C. 7401 et seq.

Subpart A-[Amended]

Revise §87.1 to read as follows:

§87.1   Definitions.

The definitions in this section apply to this part.  The definitions
apply to all subparts.  Any terms not defined in this section have the
meaning given in the Clean Air Act.  The definitions follow:

Act means the Clean Air Act, as amended (42 U.S.C. 7401 et seq).

Administrator means the Administrator of the Environmental Protection
Agency and any other officer or employee of the Environmental Protection
Agency to whom authority involved may be delegated.

Aircraft has the meaning given in 14 CFR 1.1, which defines aircraft to
mean a device used or intended to be used for flight in the air.  Note
that under §87.1, the requirements of this part generally apply only to
propulsion engines used on certain airplanes for which U.S.
airworthiness certificates are required.

Aircraft engine means a propulsion engine which is installed in or which
is manufactured for installation in an aircraft.

Aircraft gas turbine engine means a turboprop, turbofan, or turbojet
aircraft engine.

Characteristic level has the meaning given in Appendix 6 of ICAO Annex
16 (as of July 2008).  The characteristic level is a calculated emission
level for each pollutant based on a statistical assessment of measured
emissions from multiple tests.

Class TP means all aircraft turboprop engines.

Class TF means all turbofan or turbojet aircraft engines or aircraft
engines designed for applications that otherwise would have been
fulfilled by turbojet and turbofan engines except engines of class T3,
T8, and TSS.

Class T3 means all aircraft gas turbine engines of the JT3D model
family.

Class T8 means all aircraft gas turbine engines of the JT8D model
family.

Class TSS means all aircraft gas turbine engines employed for propulsion
of aircraft designed to operate at supersonic flight speeds.

Commercial aircraft engine means any aircraft engine used or intended
for use by an “air carrier,” (including those engaged in
“intrastate air transportation”) or a “commercial operator”
(including those engaged in “intrastate air transportation”) as
these terms are defined in the Federal Aviation Act and title 14 of the
Code of Federal Regulations.

Commercial aircraft gas turbine engine means a turboprop, turbofan, or
turbojet commercial aircraft engine.

Date of introduction or introduction date means the date of manufacture
of the first individual production engine of a given engine model or
family to be certificated.  This does not include test engines or other
engines not placed into service.

Date of manufacture means the date on which a manufacturer is issued
documentation by FAA (or other competent authority for engines
certificated outside the United States) attesting that the given engine
conforms to all applicable requirements.  This date may not be earlier
that the date on which assembly of the engine is complete.  .  Where the
manufacturer does not obtain such documentation from FAA (or other
competent authority for engines certificated outside the United States),
date of manufacture means the date of final assembly of the engine.

Derivative engine means an engine of the same generic family as an
engine already covered by a type certificate issued by FAA under 14 CFR
part 34 as specified in §87.48.  Designated EPA Program Officer means
the Director of the Assessment and Standards Division, 2000 Traverwood
Drive, Ann Arbor, Michigan 48105.

DOT Secretary means the Secretary of the Department of Transportation
and any other officer or employee of the Department of Transportation to
whom the authority involved may be delegated.

Engine means an individual engine.  A group of identical engines
together make up an engine model or submodel.

Engine model means an engine manufacturer’s designation for an engine
grouping of engines and/or engine sub-models within a single engine type
certificate family, where such engines have similar design, including
being similar with respect to the core engine and combustor designs.

Engine sub-model means a designation for a grouping of engines with
essentially identical design, especially with respect to the core engine
and combustor designs and other emission-related features.  Engines from
an engine sub-model must be contained within a single engine model.  For
purposes of this part, an original engine model configuration is
considered a sub-model. For example, if a manufacturer initially
produces an engine model designated ABC and later introduces a new
sub-model ABC-1, the engine model consists of two sub-models: ABC and
ABC-1.

Engine type certificate family means a group of engines (comprising one
or more engine models, including sub-models and derivatives of those
engine models) determined by FAA to have a sufficiently common design
with respect to the core engine and combustor to be grouped together
under a type certificate.  EPA means the U.S. Environmental Protection
Agency.

Exempt means to allow engines to be produced and sold that do not meet
(or do not fully meet) otherwise applicable standards. Exempted engines
must conform to regulatory conditions specified for an exemption in this
part and other applicable regulations. Exempted engines are deemed to be
“subject to” the standards of this part even though they are not
required to comply with the otherwise applicable requirements. Engines
exempted with respect to certain standards must comply with other
standards as a condition of the exemption.

Exhaust emissions means substances emitted to the atmosphere from
exhaust discharge nozzles, as measured by the test procedures specified
in subpart G of this part.

FAA means the U.S. Department of Transportation, Federal Aviation
Administration.

Fuel venting emissions means raw fuel, exclusive of hydrocarbons in the
exhaust emissions, discharged from aircraft gas turbine engines during
all normal ground and flight operations.

Good engineering judgment means judgments made consistent with generally
accepted scientific and engineering principles and all relevant
information, subject to the provisions of 40 CFR 1068.5.

ICAO Annex 16 means Volume II of Annex 16 to the Convention on
International Civil Aviation (incorporated by reference in §87.8).

In-use aircraft gas turbine engine means an aircraft gas turbine engine
which is in service.

New means relating to an aircraft or aircraft engine that has never been
placed into service.

Operator means any person or company that owns or operates an aircraft.

Production cutoff date or date of the production cutoff means the date
on which interim phase-out allowances.

Rated output (rO) means the maximum power/thrust available for takeoff
at standard day conditions as approved for the engine by FAA, including
reheat contribution where applicable, but excluding any contribution due
to water injection, expressed in kilowatts or kilonewtons (as
applicable) and rounded to at least three significant figures.

Rated pressure ratio (rPR) means the ratio between the combustor inlet
pressure and the engine inlet pressure achieved by an engine operating
at rated output, rounded to at least three significant figures.

Round means to round numbers according to NIST SP 811 (March 2008),
unless otherwise specified.

Smoke means the matter in exhaust emissions that obscures the
transmission of light, as measured by the test procedures specified in
subpart G of this part.

Smoke number means a dimensionless value quantifying smoke emissions
calculated in accordance with ICAO Annex 16.

Spare engine means an engine installed (or intended to be installed) on
a used (in-service) aircraft to replace an existing engine for
maintenance purposes.

Standard day conditions means the following ambient conditions:
temperature =15 °C, specific humidity = 0.00 kg H2O/kg dry air, and
pressure =101.325 kPa.

Subsonic means relating to aircraft that are not supersonic aircraft.

Supersonic means relating to aircraft that are capable of flying faster
than the speed of sound.

Tier 0 means relating to an engine that is subject to the Tier 0 NOx
standards specified in §87.21.

Tier 2 means relating to an engine that is subject to the Tier 2 NOx
standards specified in §87.21.

Tier 4 means relating to an engine that is subject to the Tier 4 NOx
standards specified in §87.21.

Tier 6 means relating to an engine that is subject to the Tier 6 NOx
standards specified in §87.23.

Tier 8 means relating to an engine that is subject to the Tier 8 NOx
standards specified in §87.23.

Turbofan engine means a gas turbine engine designed to create its
propulsion from exhaust gases and from air that bypasses the combustion
process and is accelerated in a ducted space between the inner (core)
engine case and the outer engine fan casing.

 Turbojet engine means a gas turbine engine that is designed to create
all of its propulsion from exhaust gases.

Turboprop engine means a gas turbine engine that is designed to create
most of its propulsion from a propeller driven by a turbine, usually
through a gearbox.

Turboshaft engine means a gas turbine engine that is designed to drive a
rotor transmission system or a gas turbine engine not used for
propulsion.

U.S.-registered aircraft means an aircraft that is on the U.S. Registry.

We (us, our) means the Administrator of the Environmental Protection
Agency and any authorized representatives.

Revise §87.2 to read as follows:

§87.2   Abbreviations.

The abbreviations used in this part have the following meanings:

%	percent

°	degree

CO	carbon monoxide

CO2	carbon dioxide

	g	gram

HC	hydrocarbon(s)

kN	kilonewton

kW	kilowatt

LTO	landing and takeoff

NOx	oxides of nitrogen

rO	rated output

rPR	rated pressure ratio

SN	smoke number

Revise §87.3 to read as follows:

§87.3   General applicability and requirements.

(a) The regulations of this part apply to engines on all aircraft
certificated by FAA under 14 CFR part 34 except as specified in this
paragraph (a).  These regulations do not apply to the following aircraft
engines:

(1) Reciprocating engines (including engines used in ultralight
aircraft).

 (2) Turboshaft engines such as those used in helicopters.

(3) Engines used only in aircraft that are not airplanes.  For purposes
of this paragraph (a)(4), “airplane” means a fixed-wing aircraft
that is heavier than air.

(4) Engines not used for propulsion.

 (b) Under section 232 of the Act, the DOT Secretary issues regulations
to ensure compliance with the standards and related requirements of this
part (42 U.S.C. 7572).

(c) The DOT Secretary shall apply these regulations to aircraft of
foreign registry in a manner consistent with obligations assumed by the
United States in any treaty, convention or agreement between the United
States and any foreign country or foreign countries.

(d) No State or political subdivision of a State may adopt or attempt to
enforce any aircraft or aircraft engine standard unless the standard is
identical to a standard applicable to such aircraft under this part
(including prior-tier standards applicable to exempt engines).

§87.5—[Removed]

Remove §87.5.

Revise §87.6  to read as follows:

§87.6   Aircraft safety.

The provisions of this part will be revised if at any time the DOT
Secretary determines that an emission standard cannot be met within the
specified time without creating a safety hazard.

§87.7—[Removed]

Remove §87.7.

Revise §87.8  to read as follows:

§87.8   Incorporation by reference.

 tc \l1 "1030.810  What materials does this part reference? Documents
listed in this section have been incorporated by reference into this
part.  The Director of the Federal Register approved the incorporation
by reference as prescribed in 5 U.S.C. 552(a) and 1 CFR part 51.
Anyone may inspect copies at the U.S. EPA, Air and Radiation Docket and
Information Center, 1301 Constitution Ave., NW., Room B102, EPA West
Building, Washington, DC 20460 or at the National Archives and Records
Administration (NARA).  For information on the availability of this
material at NARA, call<PHONE_NUMBER>, or go to:
http://www.archives.gov/federal_register/code_of_federal_regulations/ibr
_locations.html.

(a) ICAO material.  This paragraph (a) lists material from the
International Civil Aviation Organization that is incorporated by
reference. Anyone may purchase copies of these materials from the
International Civil Aviation Organization, Document Sales Unit, 999
University Street, Montreal, Quebec, Canada H3C 5H7. Table 1 follows:

(1) Annex 16 to the Convention on International Civil Aviation,
Environmental Protection, Volume II – Aircraft Engine Emissions, Third
Edition, July 2008. [Update for CAEP8 changes]; IBR approved for
§§87.2, 87.40, 87.42(d) and (f), and 87.60(a) and (b).

(2) [Reserved]

(b) NIST material. This paragraph (b) lists material from the National
Institute of Standards and Technology that we have incorporated by
reference. Anyone may purchase copies of these materials from the
Government Printing Office, Washington, DC 20402 or download them free
from the Internet at www.nist.gov.

(1) NIST Special Publication 811, 1995 Edition, Guide for the Use of the
International System of Units (SI), Barry N. Taylor, Physics Laboratory;
IBR approved for §87.2.

(2) [Reserved]

Subpart C—[Amended]

Amend §87.21 as follows:

a. By revising the section heading.

b. By adding introductory text.

c. By revising paragraphs (d)(1)(iii), (d)(1)(iv), (d)(1)(vi)
introductory text, (e)(1), and (f).

§87.21   Exhaust emission standards for Tier 4 and earlier engines.

This section describes the emission standards that apply for Tier 4 and
earlier engines that apply for aircraft engines manufactured through
[INSERT EFFECTIVE DATE OF FINAL RULE] and certain engines exempted under
§87.50.  Note that the tier of standards identified for an engine
relates to NOx emissions and that the specified standards for HC, CO,
and smoke emissions apply independent of the changes to the NOx emission
standards.

(d) *	*	*

(1) *	*	*

(iii) The following Tier 0 emission standard applies for engines of a
type or model of which the date of manufacture of the first individual
production model was on or before December 31, 1995 and for which the
date of manufacture of the individual engine was on or before December
31, 1999.

Oxides of Nitrogen: (40 + 2(rPR)) grams/kilonewton rO.

(iv) The following Tier 2 emission standard applies for engines of a
type or model of which the date of manufacture of the first individual
production model was after December 31, 1995 or for which the date of
manufacture of the individual engine was after December 31, 1999:

Oxides of Nitrogen: (32 + 1.6(rPR)) grams/kilonewton rO.

*	*	*	*	*

(vi) The following Tier 4 emission standards apply for engines of a type
or model of which the date of manufacture of the first individual
production model was after December 31, 2003:

(e) *	*	*

(1) Class TF of rated output less than 26.7 kilonewtons manufactured on
or after August 9, 1985:

SN=83.6(rO)-0.274  (ro is in kilonewtons) not to exceed a maximum of
SN=50.

*	*	*	*	*

(f) The standards in this section refer to a composite emission sample
measured and calculated in accordance with the procedures described in
subpart G of this part.

Add a new §87.23 to read as follows:  tc \l1 "Subpart B—Emission
Standards and Related Requirements

§87.23 Exhaust emission standards for Tier 6 and Tier 8 engines.

This section describes the emission standards that apply for Tier 6 and
Tier 8 engines.  The standards of this section apply for aircraft
engines manufactured on or after [INSERT EFFECTIVE DATE OF FINAL RULE],
except where we specify that they apply differently by year, or where
the engine is exempt from one or more tnadards of this section.  Except
as specified in paragraph (d) of this section, these standards apply
based on the date the engine is manufactured.  Where the standard is
specified by a formula, calculate and round the standard to three
significant figures or to the nearest 0.1 g/kN (for standards at or
above 100 g/kN).  Engines comply with an applicable standard if the
testing results show that the engine type certificate family’s
characteristic level does not exceed the numerical level of that
standard, as described in §87.60.  The tier of standards identified for
an engine relates to NOx emissions and that the specified standards for
HC, CO, and smoke emissions apply independent of the changes to the NOx
emission standards.

(a) New turboprop aircraft engines with rated output at or above 1,000
kilowatts must comply with a smoke standard of 187•rO-0.168.

(b) New supersonic engines must comply with the standards shown in the
following table:

Table 1 to §87.23– Smoke and Gaseous Emission Standards for New
Supersonic Engines

Rated

Output

Smoke

Number

HC

(g/kN rated output)

NOx

(g/kN rated output)

CO

(g/kN rated output)

rO < 26.7 kN

—

140•0.92rPR

36+2.42•rPR

4550•rPR-1.03

rO > 26.7 kN

83.6•rO-0.274 or 50, whichever is smaller

140•0.92rPR

36+2.42•rPR

4550•rPR-1.03

(c) New turbofan or turbojet aircraft engines that are installed in
subsonic aircraft must comply with the following standards:

(1) The applicable smoke, HC, and CO standards are shown in the
following table:

Table 2 to §87.23 – Smoke, HC, and CO Standards

for New Subsonic Turbofan or Turbojet Engines

Rated Output (kN)

Smoke

Standard

Gaseous Emission Standards

(g/kN rated output)

HC

CO

rO < 26.7 kN

83.6•rO-0.274 or 50, whichever is smaller

—

—

rO > 26.7 kN

83.6•rO-0.274 or 50, whichever is smaller

19.6

118

(2) The Tier 6 NOx standards apply as described in this paragraph
(c)(2).  See paragraph (d) of this section for provisions related to
models introduced before these standards started to apply (and the
associated derivative engines).

Table 3 to §87.23– Tier 6 NOx Standards for New

Subsonic Turbofan or Turbojet Engines with Rated Output Above 26.7 kN

If the rated pressure ratio is...

and the rated output (in kN) is...

The NOx emission standard (in g/kN rated output) is....

rPR < 30

26.7 < rO < 89

38.5486 + 1.6823•rPR - 0.2453•rO - 0.00308•rPR•rO

rO > 89

16.72 + 1.4080•rPR

30 < rPR < 82.6

26.7 < rO < 89

46.1600 + 1.4286•rPR - 0.5303•rO + 0.00642•rPR•rO

rO > 89

–1.04 + 2.0•rPR

rPR > 82.6

all

32 + 1.6•rPR

(3) The Tier 8 NOx standards apply as described in this paragraph (c)(3)
beginning January 1, 2014.  See paragraph (d) of this section for
provisions related to models introduced before January 1, 2014 (and the
associated derivative engines).

Table 4 to §87.23– Tier 8 NOx Standards for New

Subsonic Turbofan or Turbojet Engines with Rated Output Above 26.7 kN

If the rated pressure ratio is...

and the rated output (in kN) is...

The NOx emission standard (in g/kN rated output) is....

rPR < 30

26.7 < rO < 89	40.052 + 1.5681•rPR - 0.3615•rO - 0.0018•rPR•rO

rO > 89	7.88 + 1.4080•rPR

30 < rPR < 104.7

26.7 < rO < 89	41.9435 + 1.505•rPR - 0.5823•rO + 0.005562•rPR•rO

rO > 89	–9.88 + 2.0•rPR

rPR > 104.7

all	32 + 1.6•rPR

(d) This paragraph specifies phase-in provisions that allow continued
production of certain engines after the Tier 6 and Tier 8 standards
begin to apply.

(1) Engine families certificated with characteristic levels at or below
the Tier 4 NOx standards of §87.21 (as applicable based on rated output
and rated pressure ratio) and introduced before [INSERT EFFECTIVE DATE
OF FINAL RULE] may be produced through December 31, 2012 without meeting
the Tier 6 NOx standards of paragraph (c)(2) of this section.  This also
applies for derivative engines covered by the same type certificate.
After this production cutoff date for the Tier 6 NOx standards, such
engines may be produced only if they are covered by an exemption under
§87.50.

(2) Engine families certificated with characteristic levels at or below
the Tier 6 NOx standards of paragraph (c)(2) of this section with an
introduction date before January 1, 2014 may continue to be produced.
This also applies for derivative engines covered by the same type
certificate.

Add a new subpart E containing §§87.40, 87.42, 87.44, 87.46, and 87.48
to part 87 to read as follows:

Subpart E   —Certification Provisions

Sec.

87.40 General certification requirement.

87.42 Certification report to EPA.

87.44 Reporting CO2 emissions.

87.46 Recordkeeping.

87.48 Derivative engines.

§87.40  General certification requirement.

Manufacturers of engines subject to this part must meet the requirements
of title 14 of the Code of Federal Regulations as applicable.

§87.42  Certification report to EPA.

Engine manufacturers must submit an annual certification report as
specified in this section.  This requirement applies for engines
produced on or after January 1, 2013.

(a) You must submit the report for each calendar year in which you
produce any engines subject to emission standards under this part.  The
report is due by February 28 of the following calendar year.  If you
produce exempted engines, you may submit a single report with
information on both certificated and exempted engines.

(b) Send the report to the Designated EPA Program Officer.

(c) In the report, specify your corporate name and the year for which
you are reporting.  Include information as described in this section for
each engine sub-model subject to emission standards under this part.
List each engine sub-model produced or certificated during the calendar
year, including the following information for each sub-model:

(1) The complete sub-model name, including any applicable model name,
sub-model identifier, and engine type certificate family identifier.

(2) The certificate or exemption under which it was produced.  Identify
all the following:

(i) The type certificate number.  Specify if the sub-model also has a
type certificate issued by a certificating authority other than FAA.

(ii) Your corporate name as listed in the certificate.

(iii) Emission standards to which the engine is certificated.

(iv) Date of issue of type certificate (month and year).

(v) Whether or not this is a derivative engine.  If so, identify the
original certificated engine model.

(vi) The engine sub-model that received the original type certificate
for an engine type certificate family.

 (3) The calendar-year production volume of engines from the sub-model
that are covered by an FAA type certificate, or state that the engine
model is no longer in production and list the date of manufacture (month
and year) of the last engine produced.  Specify the number of these
engines that are intended for use on new aircraft and the number that
are intended for use as certificated (non-exempt) spare engines on
in-use aircraft.

(4) The number of engines tested and the number of test runs for the
applicable type certificate.

(5) The applicable test data and related information specified in Part
III, Section 2.4 of ICAO Annex 16 (incorporated by reference in §87.8),
except as otherwise allowed by this paragraph.  Include the percent of
standard for the applicable standard, and for NOx include percent of
standard for all the NOx standards specified in §§87.21 and 87.23.
You may omit the following items specified in Part III, Section 2.4 of
ICAO Annex 16:

(i) Fuel specifications including fuel specification reference and
hydrogen/carbon ratio.

(ii) Methods used for data acquisition, correcting for ambient
conditions, and data analysis.

(iii) Intermediate emission indices and rates, however you may not omit
the final characteristic level for each regulated pollutant in units of
g/kN or g/kW.

(d) [Reserved]

(e) Include the following signed statement and endorsement by an
authorized representative of your company: “We submit this report
under 40 CFR 87.42.  All the information in this report is true and
accurate to the best of my knowledge.

(f) Where information provided for the previous year remains valid and
complete, you may report your production volumes and state that there
are no changes, without resubmitting the other information specified in
this section.

§87.44 Reporting CO2 emissions.

(a)(1) For any type certificates involving compliance with NOx emission
standards that are issued on or after January 1, 2014, you must report
CO2 emissions to the Designated EPA Program Officer. You may include
this information in the certification report described in §87.42 or in
a separate submission.

(2) For any type certificates involving compliance with NOx emission
standards that are issued before January 1, 2014, you must report CO2
emissions along with your emission levels of regulated NOx to the
Designated EPA Program Officer.

(b) Determine CO2 emission rates by direct measurement or by calculation
from measured fuel mass flow rates.  These methods are described in
Appendices 3 and 5 to ICAO Annex 16 (incorporated by reference in
§87.8).  Report CO2 emissions separately for each operating mode.  If
you test more than one engine, report the average value of CO2 emissions
for each operating mode.  Round CO2 emissions to the nearest whole gram
and gram/kilonewton.

§87.46 Recordkeeping.

(a) You must keep a copy of any reports or other information you submit
to us for at least three years.

(b) Store these records in any format and on any media, as long as you
can promptly send us organized, written records in English if we ask for
them.  You must keep these records readily available.  We may review
them at any time.

§87.48 Derivative engines.

(a) General.  A manufacturer may ask for a determination that an engine
model is a derivative of a previously certificated engine having
substantially the same engine core design.  To be considered a
derivative engine under this part, it must have been derived from an
original engine that was certificated to the requirements of this part,
and one of the following conditions must be met:

(1) All modifications from the original engine were necessary for
improved safety and continued airworthiness, as determined by FAA.

(2) Emissions from the derivative engines must meet the criteria
specified in paragraph (b) of this section.

(b) Emissions equivalency.  The engine manufacturer must demonstrate
that a derivative engine’s emission rates meet the applicable
standards and are sufficiently similar to the emission rates of the
original model in the engine type certificate family, as follows:

(1) The difference between emission rates of a derivative engine and the
original engine must be within the following allowable ranges:

(i) ± 3.0 g/kN for NOx.

(ii) ± 1.0 g/kN for HC.

(iii) ± 5.0 g/kN for CO.

(iv) ± 2.0 SN for smoke.

(2) If the characteristic level of the parent engine before modification
is at or above 95% of the applicable standard for any pollutant, you
must measure emissions for all pollutants to demonstrate that the
derivative engine’s resulting characteristic levels will not exceed
the applicable emission standards.  You may otherwise use an engineering
analysis to demonstrate that the derivative engine will not exceed the
applicable emission standards, consistent with good engineering
judgment.

(c) Continued production allowance.  Where we allow continued production
of an engine model after new standards begin to apply, you may also
produce engine derivatives if they conform to the specifications of this
section.

(d) Non-derivative engines.  Where FAA determines that an engine model
is not a derivative of a previously certificated engine model, you must
certify the modified engine as a new engine type certificate family.

Add a new subpart F containing §87.50 to part 87 to read as follows:

Subpart F —Exemptions

Sec.

87.50  Exemptions.

§87.50   Exemptions.

This section specifies provisions related to exempting engines from some
or all of the standards and requirements of this part 87. Exempted
engines must conform to regulatory conditions specified for an exemption
in this section and other applicable regulations. Exempted engines are
deemed to be “subject to” the standards of this part even though
they are not required to comply with the otherwise applicable
requirements. Engines exempted with respect to certain standards must
comply with other standards as a condition of the exemption.  Exemption
requests under this section must be approved by FAA under 14 CFR part
34.  EPA will participate in this approval process by engaging in
consultations with FAA and providing written concurrence for engines
that qualify for an exemption under the provisions of this section.

(a) Engines installed in new aircraft.   Engine manufacturers may
request an exemption to produce and sell a limited number of newly
manufactured engines through December 31, 2016, to be installed in new
aircraft as specified in this paragraph (a). This exemption is limited
to NOx emissions from engines that are covered by a valid type
certificate issued by FAA.  Under normal circumstances, this number may
not exceed 75 engines per manufacturer.  However, in unusual
circumstances, you may ask us to waive this limit.  For purposes of this
production limit, “manufacturer” includes the parent corporation and
all wholly and majority-owned subsidiaries.

(1) Submit your request for an exemption before producing the engines to
be exempted to both FAA and the Designated EPA Program Officer.  This
requirement applies equally for engine models that have already been
exempted by a competent authority outside the United States.  All
requests must include the following:

(i) Your corporate name and an authorized representative’s contact
information.

(ii) A description of the engines for which you are requesting the
exemption.  Include in your description the engine model and sub-model
names and the types of aircraft in which the engines will be installed.
Specify the number of engines that you would produce under the exemption
and the period during which you would produce them.  Also identify the
authorizing type certificate (type certificate number and date).

(iii) Information about the aircraft in which the engines will be
installed.  Specify the airframe models and expected first
purchasers/users of the aircraft.  Identify all countries in which you
expect the aircraft to be registered.  Specify how many aircraft will be
registered in the United States and how many will be registered in other
countries; you may estimate this if it is not known.  This information
will be used to ensure proper coordination with other countries in which
these aircraft will be registered.

(iv) A justification of why the exemption is appropriate.
Justifications must include a description of the environmental impact of
granting the exemption.  Include other relevant information such as the
following.

(A) Technical issues, from an environmental and airworthiness
perspective, which may have caused a delay in compliance with a
production cutoff.

(B) Economic impacts on the manufacturer, operator(s), and aviation
industry at large.

(C) Environmental effects. This should consider the amount of additional
air pollutant emissions that will result from the exemption. This could
include consideration of items such as:

(1) The amount that the engine model exceeds the standard, taking into
account any other engine models in the engine type certificate family
covered by the same type certificate and their relation to the standard.

(2) The amount of the applicable air pollutant that would be emitted by
an alternative engine for the same application.

(3) The impact of changes to reduce the applicable air pollutant on
other environmental factors, including emission rates of other air
pollutants, community noise, and fuel consumption.

(4) The degree to which the adverse impact would be offset by cleaner
engines produced in the same time period (unless we decide to consider
earlier engines).

(D) Impact of unforeseen circumstances and hardship due to business
circumstances beyond your control (such as an employee strike, supplier
disruption, or calamitous events).

(E) Projected future production volumes and plans for producing a
compliant version of the engine model in question.

(F) Equity issues in administering the production cutoff among
economically competing parties.

(G) List of other certificating authorities from which you have
requested (or expect to request) exemptions, and a summary of the
request.

(H) Any other relevant factors.

(v) A statement signed by your authorized representative attesting that
all information included in the request is accurate.

(2) In consultation with the EPA, the FAA may specify additional
conditions for the exemption.

(3) You must submit the annual report specified in paragraph (d) of this
section.

(4) The permanent record for each engine exempted under this paragraph
(a) must indicate that the engine is an exempted new engine.

(5) Engines exempted under this paragraph (a) must be labeled with the
following statement: “EXEMPT NEW”.

(6) You must notify the FAA if you determine after submitting your
request that the information is not accurate, either from an error or
from changing circumstances.  If you believe the new or changed
information could have affected approval of your exemption (including
information that could have affected the number of engines we exempt),
you must notify the FAA promptly.  The FAA will consult with EPA as
needed to address any concerns related to this new or corrected
information.

 (b) [Reserved]

(c) Spare engines.  Newly manufactured engines meeting the definition of
“spare engine” are exempt as follows:

(1) This exemption allows production and sale of a newly manufactured
engine for installation on an in-service aircraft.  It does not allow
for installing a new engine on a new aircraft.

(2) Each spare engine must be identical to a submodel previously
certificated to meet all requirements applicable to Tier 4 engines or
later requirements.

(3) Spare engines exempted under this paragraph (c) may be used only
where the emissions of the spare engines are equal to or lower than
those of the engines they are replacing, for all pollutants.

(4) Manufacturers are not required to obtain approval before producing
or shipping spare engines.  However, engine manufacturers must submit
the annual report specified in paragraph (d) of this section with
information about spare engines.

(5) The permanent record for each engine exempted under this paragraph
(c) must indicate that the engine is an exempted spare engine.

(6) Engines exempted under this paragraph (c) must be labeled with the
following statement: “EXEMPT SPARE”.

 (d) Annual reports.  If you produce engines with an exemption under
this section, you must submit an annual report with respect to such
engines.

(1) You must send the Designated EPA Program Officer a report describing
your production of exempted engines for each calendar year in which you
produce such engines by February 28 of the following calendar year.  You
may include this information in the certification report described in
§87.42.  Confirm that the information in your initial request is still
accurate, or describe any relevant changes.

(2) Provide the information specified in this paragraph (d)(2).  For
purposes of this paragraph (d), treat spare engine exemptions separate
from other new engine exemptions.  Include the following for each
exemption and each engine model and sub-model:

(i) Engine model and sub-model names.

(ii) Serial number of each engine.

(iii) Use of each engine (for example, spare or new installation).

(iv) Types of aircraft in which the engines were installed (or are
intended to be installed for spare engines).

(v) Serial number of the new aircraft in which engines are installed (if
known) , or the name of the air carrier(s) using spare engines.

(3) Include information in the report only for engines having a date of
manufacture within the specific calendar year.

Subpart G—Test Procedures

The heading for subpart G is revised as set forth above.

Revise §87.60 to read as follows:

§87.60 Testing engines.

(a) Use the equipment and procedures specified in Appendix 3, Appendix
5, and Appendix 6 of ICAO Annex 16 (incorporated by reference in
§87.8), as applicable, to determine whether engines meet the gaseous
emission standards specified in subpart C of this part.  Measure the
emissions of all regulated gaseous pollutants.  Similarly, use the
equipment and procedures specified in Appendix 2 and Appendix 6 of ICAO
Annex 16 to determine whether engines meet the smoke standard specified
in subpart C of this part.  The compliance demonstration consists of
establishing a mean value from testing some number of engines, then
calculating a “characteristic level” by applying a set of
statistical factors that take into account the number of engines tested.
 Round each characteristic level to the same number of decimal places as
the corresponding emission standard.  For turboprop engines, use the
procedures specified for turbofan engines, consistent with good
engineering judgment.

(b) Use a test fuel meeting the specifications described in Appendix 4
of ICAO Annex 16 (incorporated by reference in §87.8).  The test fuel
must not have additives whose purpose is to suppress smoke, such as
organometallic compounds.

(c) Prepare test engines by including accessories that are available
with production engines if they can reasonably be expected to influence
emissions.  The test engine may not extract shaft power or bleed service
air to provide power to auxiliary gearbox-mounted components required to
drive aircraft systems.

(d) Test engines must reach a steady operating temperature before the
start of emission measurements.

(e) In consultation with the EPA, the FAA may approve alternate
procedures for measuring emissions as specified in this paragraph (e).
This might include testing and sampling methods, analytical techniques,
and equipment specifications that differ from those specified in this
part.  Manufacturers and operators may request this approval by sending
a written request with supporting justification to the FAA and to the
Designated EPA Program Officer.  Such a request may be approved only if
one of the following conditions is met:

(1) The engine cannot be tested using the specified procedures.

(2) The alternate procedure is shown to be equivalent to or better than
the specified procedure.

(f) The following landing and take-off (LTO) cycles apply for emission
testing and calculating weighted LTO values:

Table 1 to §87.60 – LTO Test Cycles

Mode

Turboprop

Subsonic Turbofan

Supersonic Turbofan

Percent of Rated Output

Time in Mode (minutes)

Percent of Rated Output

Time in Mode (minutes)

Percent of Rated Output

Time in Mode (minutes)

Take-off

100

0.5

100

0.7

100

1.2

Climb

90

2.5

85

2.2

65

2.0

Descent

—

—

—

—

15

1.2

Approach

30

4.5

30

4.0

34

2.3

Taxi/ground idle

7

26.0

7

26.0

5.8

26.0

(g) Engines comply with an applicable standard if the testing results
show that the engine type certificate family’s characteristic level
does not exceed the numerical level of that standard, as described in
§87.60.

§§87.61-87.71—[Removed]

Remove §§87.61-87.71.

Subpart H—[Removed]

Remove subpart H.

PART 1068--GENERAL COMPLIANCE PROVISIONS FOR ENGINE PROGRAMS

The authority citation for part 1068 continues to read as follows:

Authority:   42 U.S.C. 7401-7671q.

Subpart A—[Amended]

Amend §1068.1 by revising paragraph (b) to read as follows:

§1068.1  Does this part apply to me?

*	*	*	*	*

(b) This part does not apply to any of the following engine or vehicle
categories:

(1) Light-duty motor vehicles (see 40 CFR part 86).

(2) Heavy-duty motor vehicles and motor vehicle engines, except as
specified in 40 CFR part 86.

(3) Aircraft engines, except as specified in 40 CFR part 87.

(4) Land-based nonroad compression-ignition engines we regulate under 40
CFR part 89.

(5) Small nonroad spark-ignition engines we regulate under 40 CFR part
90.

(6) Marine spark-ignition engines we regulate under 40 CFR part 91.

(7) Locomotive engines we regulate under 40 CFR part 92.

(8) Marine compression-ignition engines we regulate under 40 CFR parts
89 or 94.

*	*	*	*	*

 Turbofan and turbojet engines will be collectively referred to as
turbofan engines hereafter for convenience.

 The term gas turbine engine includes turbofan, turbojet, and turboprop
engines designs.  The rated output for turbofan and turbojet engines is
normally expressed as kilonewtons (kN) thrust.  The rated output for
turboprop engines is normally expressed as shaft horsepower (hp) or
shaft kilowatt (kW).

The functions of the Secretary of Transportation under part B of title
II of the Clean Air Act (§§ 231-234, 42 U.S.C. 7571-7574) have been
delegated to the Administrator of the FAA.  49 CFR  1.47(g).

International Civil Aviation Organization (ICAO), “Convention on
International Civil Aviation,” Ninth Edition, Document 7300/9, 2006.
Copies of this document can be obtained from the ICAO website located at
  HYPERLINK http://www.icao.int www.icao.int .

 Members of ICAO’s Assembly are generally termed member States or
contracting States.  These terms are used interchangeably throughout
this preamble.

 There are currently 190 Contracting States according to ICAO website
located at www.icao.int.

 Article 33  ICAO, “Convention on International Civil Aviation,”
Ninth Edition, Document 7300/9, 2006.  Copies of this document can be
obtained from the ICAO website located at   HYPERLINK
http://www.icao.int www.icao.int .

 ICAO, “Convention on International Civil Aviation,” Articles 87 and
88, Ninth Edition, Document 7300/9, 2006.  Copies of this document can
be obtained from the ICAO website located at   HYPERLINK
http://www.icao.int www.icao.int .

 ICAO, “Convention on International Civil Aviation,” Article 38,
Ninth Edition, Document 7300/9, 2006.  Copies of this document can be
obtained from the ICAO website located at   HYPERLINK
http://www.icao.int www.icao.int ..

 ICAO, “Aircraft Engine Emissions,” International Standards and
Recommended Practices, Environmental Protection, Annex 16, Volume II,
Second Edition, July 2008.  A copy of this document is in docket number
EPA-HQ-OAR-2010-0687.

 U.S. EPA, “Emission Standards and Test Procedures for Aircraft;”
Final Rule, 38 FR 19088, July 17, 1973.

 U.S. EPA, “Control of Air Pollution from Aircraft and Aircraft
Engines; Emission Standards and Test Procedures;” Final Rule, 62 FR
25356, May 8, 1997.  While ICAO’s standards were not limited to
“commercial” aircraft engines, our 1997 standards were explicitly
limited to commercial engines, as our finding that NOx and CO emissions
from aircraft engines cause or contribute to air pollution which may
reasonably be anticipated to endanger public health or welfare was so
limited,  See 62 FR at 25358.  As explained later in today’s notice,
we are proposing to expand the scope of that finding and of our
standards to include such emissions from both commercial and
non-commercial aircraft engines, in order to bring our standards into
full alignment with ICAO’s.

 This does not mean that in 2005 we promulgated requirements for the
re-certification or retrofit of existing in-use engines.

 U.S. EPA, “Control of Air Pollution from Aircraft and Aircraft
Engines; Emission Standards and Test Procedures;” Final Rule, 70 FR
2521, November 17, 2005.

 ICAO, Foreword of “Aircraft Engine Emissions,” International
Standards and Recommended Practices, Environmental Protection, Annex 16,
Volume II, Third Edition, July 2008.  Copies of this document can be
obtained from the ICAO website at   HYPERLINK http://www.icao.int
www.icao.int .

 CAEP conducts its work over a period of years.  Each work cycle is
numbered sequentially and that identifier is used to differentiate the
results from one CAEP to another by convention.  The first technical
meeting on aircraft emission standards was CAEP’s successor, i.e.,
CAEE.  The first meeting of CAEP, therefore, is referred to as CAEP/2.

 CAEP/5 did not address new aircraft engine emission standards.

 ICAO, “Aircraft Engine Emissions,” Annex 16, Volume II, Third
Edition, July 2008, Amendment 4 effective on July 20, 2008.  Copies of
this document can be obtained from the ICAO website at   HYPERLINK
http://www.icao.int www.icao.int .

 CAEP/7 did not address new aircraft engine emission standards.

 ICAO, “Committee on Aviation Environmental Protection (CAEP), Eighth
Meeting, Montreal, 1 to 12 February 2010,” CAEP/8-WP/80, Agenda Item
2: Review of Technical Proposals Relating to Aircraft Emissions, April
2, 2010.  A copy of this document is in docket number
EPA-HQ-OAR-2010-0687.

Ground-level ozone, the main ingredient in smog, is formed by complex
chemical reactions of volatile organic compounds (VOC) and NOx in the
presence of heat and sunlight.  Standards that reduce NOx emissions will
help address ambient ozone levels.  They can also help reduce
particulate matter (PM) levels as NOx emissions can also be part of the
secondary formation of PM.  See Section II.B below.

 U.S. EPA, Historical Assessment of Aircraft Emissions, Prepared by
Eastern Research Group under Contract to E.H. Pechan and Associates,
Inc., November XX, 2010.  A copy of this document is in docket number
EPA-HQ-OAR-2010-0687.

 U.S. EPA, “Summary of Mobile Source Emissions in Comparison to
Aircraft Emissions,” memorandum from John Mueller, Assessment and
Standards Division, to docket EPA-HQ-OAR-2010-0687, December XX, 2010.

 FAA Aerospace Forecast Fiscal Year 2010 - 2030,   HYPERLINK
"http://www.faa.gov/data_research/aviation/aerospace_forecasts/2010-2030
/media/2010%20Forecast%20Doc.pdf"
http://www.faa.gov/data_research/aviation/aerospace_forecasts/2010-2030/
media/2010%20Forecast%20Doc.pdf , retrieved August 4, 2010.

 U.S. EPA, “Summary of Mobile Source Emissions in Comparison to
Aircraft Emissions,” memorandum from John Mueller, Assessment and
Standards Division, to docket EPA-HQ-OAR-2010-0687, November XX, 2010.

 U.S. EPA, Historical Assessment of Aircraft Emissions, Prepared by
Eastern Research Group under Contract to E.H. Pechan and Associates,
Inc., November XX, 2010.  A copy of this document is in docket number
EPA-HQ-OAR-2010-0687.

 Barrett, S., Rex Britten, Ian Waltz, “Assessing the Air Quality
Impacts of Aviation,” presentation at the American Meteorological
Society Annual Meeting, Joint Session 20, Air Quality in
Cities—Criteria Pollutants, January 15, 2009.  A copy of this document
is in docket number EPA-HQ-OAR-2010-0687.

 Barrett, S., Rex Britten, Ian Waltz, “Global Mortality Attributable
to Aircraft Emissions,” [DRAFT PAPER, Peer reviewed waiting
publication - need final cite]. A copy of this document is in docket
number EPA-HQ-OAR-2010-0687.

 The discussion of PM health and welfare effects throughout this notice
relates exclusively to the effects of the proposed NOx emission
standards on the formation secondary PM from nitrate formation in the
atmosphere.  Presently, there are no emission standards for PM emitted
directly from aircraft turbine engines.  The current and planned future
work programs for CAEP/ICAO are developing PM test procedures and
information to characterize the amount and type of these emissions from
aircraft engines that are in production.  Ultimately, this information
will be used to assess the need for an aircraft turbine engine PM
standard (i.e., whether PM emissions from aircraft cause or contribute
to air pollution which may reasonably be anticipated to endanger public
health or welfare), with standard setting as appropriate.

 U.S. EPA Air Quality Criteria for Ozone and Related Photochemical
Oxidants (Final). U.S. Environmental Protection Agency, Washington,
D.C., EPA 600/R-05/004aF-cF, 2006.  This document is available in Docket
EPA-HQ-OAR-2010-0687.  This document may be accessed electronically at:
http://www.epa.gov/ttn/naaqs/standards/ozone/s_o3_cr_cd.html.

 U.S. EPA Air Quality Criteria for Ozone and Related Photochemical
Oxidants (Final). U.S. Environmental Protection Agency, Washington,
D.C., EPA 600/R-05/004aF-cF, 2006.  This document is available in Docket
EPA-HQ-OAR-2010-0687.  This document may be accessed electronically at:
http://www.epa.gov/ttn/naaqs/standards/ozone/s_o3_cr_cd.html.

 U.S. EPA (2007) Review of the National Ambient Air Quality Standards
for Ozone, Policy Assessment of Scientific and Technical Information.
OAQPS Staff Paper.EPA-452/R-07-003.  This document is available in
Docket EPA-HQ-OAR-2010-0687.  This document is available electronically
at: http:www.epa.gov/ttn/naaqs/standards/ozone/s_o3_cr_sp.html.

 National Research Council (NRC), 2008.  Estimating Mortality Risk
Reduction and Economic Benefits from Controlling Ozone Air Pollution.
The National Academies Press: Washington, D.C.  A copy of this document
is in docket number EPA-HQ-OAR-2010-0687

 U.S. EPA (2009) Integrated Science Assessment for Particulate Matter,
EPA 600/R-08/139F.  A copy of this document is in docket number
EPA-HQ-OAR-2010-0687

 U.S. EPA (2009). Integrated Science Assessment for Particulate Matter
(Final Report). U.S. Environmental Protection Agency, Washington, DC,
EPA/600/R-08/139F, 2009. Section <IP_ADDRESS>.

 U.S. EPA (2009). Integrated Science Assessment for Particulate Matter
(Final Report). U.S. Environmental Protection Agency, Washington, DC,
EPA/600/R-08/139F, 2009. page 2-12, Sections <IP_ADDRESS> and <IP_ADDRESS>.

 U.S. EPA (2009). Integrated Science Assessment for Particulate Matter
(Final Report). U.S. Environmental Protection Agency, Washington, DC,
EPA/600/R-08/139F, 2009. Section 2.3.2.

 U.S. EPA (2008). Integrated Science Assessment for Oxides of Nitrogen
– Health Criteria (Final Report). EPA/600/R-08/071. Washington, DC:
U.S.EPA. A copy of this document is in docket number
EPA-HQ-OAR-2010-0687.

 U.S. EPA. (2008). Nitrogen Dioxide/Sulfur Dioxide Secondary NAAQS
Review: Integrated Science Assessment (ISA). Washington, DC: U.S.
Environmental Protection Agency. Retrieved on March 18, 2009 from
http://cfpub.epa.gov/ncea/cfm/recordisplay.cfm?deid=180903.

 U.S. EPA. (2005). Review of the National Ambient Air Quality Standards
for Particulate Matter: Policy Assessment of Scientific and Technical
Information, OAQPS Staff Paper.  Retrieved on April 9, 2009 from
http://www.epa.gov/ttn/naaqs/standards/pm/data/pmstaffpaper_20051221.pdf

 U.S. EPA. (2004). Air Quality Criteria for Particulate Matter (AQCD).
Volume I Document No. EPA600/P-99/002aF and Volume II Document No.
EPA600/P-99/002bF. Washington, DC: U.S. Environmental Protection Agency.
Retrieved on March 18, 2009 from
http://cfpub.epa.gov/ncea/cfm/recordisplay.cfm?deid=87903.

 U.S. EPA (2009). Integrated Science Assessment for Particulate Matter
(Final Report). U.S. Environmental Protection Agency, Washington, DC,
EPA/600/R-08/139F, 2009.  A copy of this document is in docket number
EPA-HQ-OAR-2010-0687.

 U. S. EPA (2010) Our Nation’s Air: Status and Trends through 2008.
Office of Air Quality Planning and Standards, Research Triangle Park,
NC. Publication No. EPA 454/R-09-002. This document can be accessed
electronically at: http://www.epa.gov/airtrends/2010/.

 U. S. EPA (2010) Our Nation’s Air: Status and Trends through 2008.
Office of Air Quality Planning and Standards, Research Triangle Park,
NC. Publication No. EPA 454/R-09-002.  This document can be accessed
electronically at http://www.epa.gov/airtrends/2010/.

 U.S. EPA (2010), Fact Sheet Revisions to Ozone Standards.   This
document can be accessed electronically at:
http://www.epa.gov/groundlevelozone/pdfs/fs20100106std.pdf

 U.S. EPA (2010).  Regulatory Impact Analysis: Final Rulemaking to
Establish Light-Duty Vehicle Greenhouse Gas Emission Standards and
Corporate Average Fuel Economy Standards. Chapter 7: Environmental and
Health Impacts. EPA420-R-10-009.

 U.S. EPA (2010).  Regulatory Impact Analysis: Final Rulemaking to
Establish Light-Duty Vehicle Greenhouse Gas Emission Standards and
Corporate Average Fuel Economy Standards.  Chapter 7: Environmental and
Health Impacts.  EPA 420-R-10-009.

 U.S. EPA, "Primary National Ambient Air Quality Standards for Nitrogen
Dioxide;" Final Rule, 75 FR 6474, February 9, 2010.

 The proposed standards would apply to engines used in commercial and
noncommercial aviation for which the FAA issues airworthiness
certificates, e.g., non-revenue, general aviation service.  The vast
majority of these engines are used in commercial applications.  See
section V.A.2. for more information regarding noncommercial
applications.

 ICAO standards describe newly-certified engines as “…engines of a
type or model for which the date of manufacture of the first individual
production model was after….” the effective date of the emission
standards.   See ICAO, “Aircraft Engine Emissions,” Annex 16, Volume
II, Third Edition, July 2008, Amendment 4 effective on July 20, 2008.
Copies of this document can be obtained from the ICAO website at
HYPERLINK http://www.icao.int www.icao.int .

 The standards for newly-manufactured engines are described in general
regulatory terms as the date that the type or model was first certified
and produced in conformance with specific emission standards, and the
date beyond which an individual engine meeting those same requirements
can not be made.  So ICAO standards describe newly-manufactured engines
as “…engines of a type or model for which the date of manufacture of
the first individual production model was after….” the effective
date of the applicable standards, and “…for which the date of
manufacture of the individual engine was on or before….” a specific
date that is later than the first effective date of the standards.   See
ICAO, “Aircraft Engine Emissions,” Annex 16, Volume II, Third
Edition, July 2008, Amendment 4 effective on July 20, 2008.  Copies of
this document can be obtained from the ICAO website at   HYPERLINK
http://www.icao.int www.icao.int .

 These apply only to the Tier 6 NOx standards as discussed below.  We
are not yet proposing a production cut-off for the Tier 8 NOx standard.

 There are no gaseous emission standards, e.g., NOx, for gas turbine
engines with maximum rated thrusts equal to or less than 26.7kN.  These
engines are, however, subject to smoke and fuel venting standards.

 Reverting to the CAEP/4 slope at a pressure ratio of 82.6 prevents the
CAEP/6 standard from otherwise intersecting the older CAEP/2 standard at
this point and thereby actually making CAEP/6 less stringent than
CAEP/2.  It has no practical value because current engines or
anticipated engine designs do not utilize such high pressure ratios.
Presently, there are no current engines with pressure ratios above
approximately 42.

 ICAO/CAEP, “Report of Third Meeting, Montreal, Quebec, December 5-15,
1995,” Document 9675, CAEP/3.

 The combustor is a chamber where a mixture of fuel and air is burned to
form very hot, expanding gases.   As these gases move through the
combustion chamber, the walls of the combustor are cooled with dilution
air to prevent thermal damage.  Dilution air is also used to tailor the
gas’ temperature profile as it exists the combustor so that the final
temperatures will not exceed the allowable limit at the turbine inlet.

 ICAO, “Combined Report of the Certification and Technology
Subgroups,” section <IP_ADDRESS>, CAEP Working Group 3 (Emissions).
Presented by the Chairman of the Technology Subgroup, Third Meeting,
Bonn, Germany, June 1995.  A copy of this paper can be found in Docket
EPA-HQ-OAR-2010-0687.

 CAEP/7 did not adopt new aircraft engine NOx standards.

 Reverting to the CAEP/6 slope at a pressure ratio of 104.7 prevents the
CAEP/8 standard from otherwise intersecting the older CAEP/2 standard at
this point and thereby actually making CAEP/8 less stringent than
CAEP/2.  It has no practical value because current engines or
anticipated engine designs do not utilize such high pressure ratios.
Presently, there are no current engines with pressure ratios above
approximately 42.

 The requirement that newly-manufactured engines must meet the CAEP 6
NOx standard by a date certain applies only to engines that are intended
to be installed on all new airframes.  It would not apply to engines
produced as “spares,” which are intended to be installed on existing
airframes as replacements for maintenance or other reasons.  See section
III.B.2.b. for more information about new and spare engines.

 After this date the production of any noncompliant engines would cease
because the FAA would discontinue issuing an airworthiness approval tag
(FAA Form 8130-3) to these engines.

 ICAO, Committee on Aviation Environmental Protection (CAEP), Eight
Meeting, Montreal, 1 to 12 February 2010, Agenda 2: Review of Technical
Proposals Relating to Aircraft Engine Emissions, Adoption of Production
Cut-Off for Emission Standards, WP/56, Presented by the United States,
December 12, 2009.  A copy of this document is in docket number
EPA-HQ-OAR-2010-0687.

 The proposed regulatory text specifies that engine models certified at
or below the Tier 4 NOx standards may be produced through December 31,
2012 without meeting the Tier 6 NOx standards.  Therefore, the effective
date of the proposed standards for new-manufactured engines is
effectively January 1, 2013.

 ICAO, Committee on Aviation Environmental Protection (CAEP), Steering
Group Meeting,

Salvador, Brazil, 22 to 26 June 2009, Agenda 6: Emissions Technical-WG3,
Production Cut-Offs and Associated Flexibilities for ICAO Engine
Emission Standards, WP/39, Presented by U.S. Representative, August 6,
2009.  A copy of this document is in docket number EPA-HQ-OAR-2010-0687.

 ICAO, Committee on Aviation Environmental Protection (CAEP), Steering
Group Meeting,

Salvador, Brazil, 22 to 26 June 2009, Agenda Item 3: Forecasting and
Economic Analysis Support Group (FESG), CAEP/6 NOx Production Cut-Off
Cost Analysis, WP/39, Presented by the FESG NOx Stringency Task Group,
February 6, 2009.  A copy of this document is in docket number
EPA-HQ-OAR-2010-0687.

  ICAO, Committee on Aviation Environmental Protection (CAEP), Steering
Group Meeting,

Seattle, 22 to 26 September 2008, Agenda Item 3: Forecastting and
Economic Analysis Support Group (FESG), Production Cut-Off for NOx
Standards, WP/6, Presented by the FESG Rapporteurs, April 9, 2008.  A
copy of this document is in docket number EPA-HQ-OAR-2010-0687.

 The ICAO CAEP/6 NOx standards became effective after December 31, 2007.

 This period of time is also consistent with the phase-in period
associated with previous ICAO standards.  CAEP’s predecessor, the
Committee on Aircraft Engines Emissions, established the first
international emission standards with an effective date four years after
adoption, i.e., effectively a four year phase-in.  CAEP2 included a
phase-in period of 4 years for newly-manufactured engines.

 We expect that ICAO will formally adopt the CAEP/8 recommendations in
early 2011, which is well before the projected effective date of our
final rule.

 ICAO, “Committee on Aviation Environmental Protection (CAEP), Eighth
Meeting, Montreal, 1 to 12 February 2010,” CAEP/8-WP/80, Agenda Item
2: Review of Technical Proposals Relating to Aircraft Emissions, April
2, 2010.  A copy of this document is in docket number
EPA-HQ-OAR-2010-0687.

 Note that EPA has submitted a paper to amend the exemption provisions
included in this ETM to be consistent with this proposed rule.  See
ICAO, “Newly Produced Engine Exemptions for CAEP/6 NOx Production
Cut-Off,” CAEP9_WG3-CTG-2_IP01, September 23, 2010.  A copy of this
document is in docket number EPA-HQ-OAR-2010-0687.

 An exemption allows an engine manufacturer to produce an engine that
does not meet current NOx emission standards, even though the current
NOx standard would otherwise apply.  Such engines would need to meet the
current emission standards for other pollutants.  Exempted engines must
also meet a less stringent NOx emission standard.  Exempted engines must
therefore still get FAA certification.

 Engines certified only for compliance with earlier NOx standards would
not be eligible for exemptions.  This is also consistent with the
exemption language in the ICAO ETM.  Note that where such engines have
emissions actually meeting the Tier NOx they may be recertified to the
Tier 4 standards, but only before the effective date of the proposed
regulations.

 While in most cases the type certificate holder and the production
organization are the same, there are cases where more than one
production organization exists for a given type certificate.  This is
especially likely to be the case in joint ventures.  In such cases, we
would expect that the type certificate holder and its production
organizations would need to coordinate in the development of exemption
application requests, and that the type certificate holder would
ultimately need to take responsibility for coordinating requests -- in
order to avoid a situation where the cumulative exemption requests
exceeded 75 for a given type certificate holder.

 CAEP/8 – WP/18, Environmental Technical Manual (ETM), Vol II on the
Use of Procedures in the Emission Certification of Aircraft Engines,
Appendix ”ICAO Emissions Environmental Technical Manual”

 U.S. EPA, “Engine Exemption Allowable Limit Assessment,” Memorandum
from Brad Nordman to Glenn Passavant, Assessment and Standards Division,
Office of Transportation and Air Quality, October 2010.  A copy of this
document is in docket number EPA-HQ-OAR-2010-0687.

 United Kingdom, Civil Aviation Authority, “ ICAO Engine Emissions
Databank.”  Available from the CAA website located at
www.caa.co.uk/default.aspx?catid=702.

 ICAO, “Newly Produced Engine Exemptions for CAEP/6 NOx Production
Cut-Off,” CAEP9_WG3-CTG-2_IP01, September 23, 2010.  A copy of this
document is in docket number EPA-HQ-OAR-2010-0687.

 ASCEND Online (  HYPERLINK "http://www.ascendworldwide.com"
www.ascendworldwide.com ) is a database that includes comprehensive
transaction data, orders and deliveries, and airline fleet histories

 ICAO, “Committee on Aviation Environmental Protection (CAEP), Eighth
Meeting, Montreal, 1 to 12 February 2010,” CAEP/8-WP/80, Agenda Item
2: Review of Technical Proposals Relating to Aircraft Emissions, April
2, 2010.  A copy of this document is in docket number
EPA-HQ-OAR-2010-0687.

 U.S. EPA, “Draft Regulatory Text for Voluntary Offset Program,”
Memorandum from Charles Moulis, Assessment and Standards Division, to
Docket EPA-HQ-OAR-2010-0687, November XX, 2010.

 ICAO, “Annex 16 to the Convention on International Civil Aviation,
Environmental Protection, Volume II, Aircraft Engine Emissions,” Part
III, Chapter 2, Section 2.4.  A copy of this document is in docket
number EPA-HQ-OAR-2010-0687

 United Kingdom, Civil Aviation Authority, “ICAO Emissions
Databank.”   Available at the Civil Aviation Authority website
HYPERLINK "../Local Settings/rwilcox/Local Settings/Temp/Local
Settings/Temp/notesFCBCEE/Local Settings/Temp/Local
Settings/Temp/preamble/www.caa.co.uk/default.aspx%3fcatid=702"
www.caa.co.uk/default.aspx?catid=702 .

 Under the proposed regulations, a grouping of engines with an
essentially identical emission-related design would defined to be an
“engine sub-model”.  Engines with slightly different designs would
be defined to be an “engine model”.

 See Regulation Part 87-Control of Air Pollution from Aircraft and
Aircraft Engines, Subpart E, §87.42  Certification report to EPA for
definitions.

 Dp/Foo : total gross emission of each gaseous pollutant (mass) / rated
thrust (g/kN).

 A strikeout and highlighted version of the amendments is contained in
Attachment A to ICAO state letter AN 1/61.2, AN 1/62.2 - 07/32 entitled,
“Proposed Amendment to International Standards and Recommended
Practices, Environmental Protection, Annex 16 to the Convention on
International Civil Aviation, Volume II Aircraft Engine Emissions, May
27, 2007.  A copy of this document is in docket number
EPA-HQ-OAR-2010-0687.

 ICAO, “International Standards and Recommended Practices, Annex 16 to
the Convention on International Civil Aviation, Environmental
Protection, Volume II Aircraft Engine Emissions,” Third Edition July
2008, International Civil Aviation Organization.  This document contains
the full text of ICAO standards and practices and is in docket number
EPA-HQ-OAR-2010-0687.

 ICAO, “Agenda Item 2,” Committee on Aviation Environmental
Protection (CAEP), Montreal, 1 to February 2010, CAEP/8-WP/80.  A copy
of this document is in docket number EPA-HQ-OAR-2010-0687.

 U.S. EPA, “Assessment of Turbofan and Turbojet Aircraft Emissions,”
memorandum from John Mueller, Assessment and Standards Division, to
docket EPA-HQ-OAR-2010-0687, December XX, 2010.

 CAEP/6 NOx standards: CAEP Forecasting and Economic Analysis Support
Group, Economic Analysis of NOx Emissions Stringency Options,
CAEP/6-IP/13 (Information Paper 13), January 15, 2004. A copy of this
document is in docket number EPA-HQ-OAR-2010-0687.

 CAEP/8 NOx standards: CAEP Working Group 3, NOx Stringency Technology
Response Assessment, CAEP-SG/20082-WP/18 (Working Paper 18), September
25, 2008.  CAEP Forecasting and Economic Analysis Support Group,
Economic Assessment of the NOx Stringency Scenarios, CAEP/8-IP/14,
November 30, 2009.   Modeling Task Force, MODTF NOx Stringency
Assessment, CAEP/8-IP/13, December 11, 2009. United States, Aviation
Environmental Portfolio Management Tool for Economics (APMT-Economics)
and Its Application in the CAEP/8 NOx Stringency Analysis, CAEP/8-IP/29,
January 6, 2010.  A copy of these documents are in docket number
EPA-HQ-OAR-2010-0687.

 U.S. EPA, Historical Assessment of Aircraft Emissions, Prepared by
Eastern Research Group under Contract to E.H. Pechan and Associates,
Inc., November XX, 2010.  A copy of this document is in docket number
EPA-HQ-OAR-2010-0687.

The functions of the Secretary of Transportation under part B of title
II of the Clean Air Act (§§ 231-234, 42 U.S.C. 7571-7574) have been
delegated to the Administrator of the FAA.  49 CFR  1.47(g).

 The Sixth Meeting of CAEP (CAEP/6) occurred in Montreal, Quebec from
February 2 through 12 in 2004.

 “Small Business Impact Memo, Proposed Aircraft Engine Emission
Standards – Determination of No SISNOSE,” EPA memo from Solveig
Irvine to Alexander Cristofaro, November, 2010.

ICAO International Standards and Recommended Practices Environmental
Protection, Annex 16, Volume II, “Aircraft Engine Emissions,” Second
Edition, July 1993 -- Amendment 3, March 20, 1997.  Copies of this
document can be obtained from ICAO (  HYPERLINK http://www.icao.int
www.icao.int ).

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***E.O. 12866 Review-Draft-Do Not Cite, Quote, or Release During
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***E.O. 12866 Review-Draft-Do Not Cite, Quote, or Release During
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