Technical Assistance

The FAA's technical assistance programs facilitate delivery of FAA expertise and knowledge to customers around the world. Agreements for the provision of services are conducted on a government-to-government, corporation or organization basis. The recipient country is mandated to reimburse the FAA for the cost of the technical assistance.

The FAA technical assistance agreements cover the entire spectrum of civil aviation activities and include the following:

Training: Each year, FAA arranges training for foreign nationals from more than 60 countries at the FAA Academy and at U.S. industry and academic institutions.

Flight Inspection: FAA flight inspection crews inspect and calibrate navigational aids worldwide.

Loan of Equipment: The FAA supplies other countries with new and used equipment common to the FAA National Airspace System.

Supply Support and Repair Services: Civil aviation authorities are encouraged to obtain spare parts and repair of equipment through FAA.

Cooperative Agreements: Cooperative agreements are arranged with foreign aviation authorities to exchange technical information and pursue joint technical projects, including R&D activities.

In-country Technical Assistance: FAA experts work with other countries to improve aviation safety. Experts are dispatched on short-term assignments to address specific problems and conduct surveys, studies, etc. Long-term assistance is provided by civil aviation assistance groups comprised of resident FAA advisers who assist in the development of a country's aviation system. The FAA has provided experts in the following areas:

• Systems design and planning
• Equipment installation and maintenance
• Airworthiness maintenance
• Type certification
• Air traffic control procedures
• Airport operations and standards

For more detailed information on the technical assistance activities that are available from FAA, please contact the FAA Senior Representative or Desk Officer for your country.

Area Equivalent Method (AEM)

The Area Equivalent Method (AEM) is a screening procedure used to simplify the assessment step in determining the need for further analysis with the Aviation Environmental Design Tool (AEDT) as part of Environmental Assessments and Impact Statements (EA/EIS) and Federal Aviation Regulations (FAR) Part 150 studies. AEM is a mathematical procedure that provides an estimated noise contour area of a specific airport given the types of aircraft and the number of operations for each aircraft. The noise contour area is a measure of the size of the landmass enclosed within a level of noise as produced by a given set of aircraft operations.

The Area Equivalent Method (AEM) is designed for use on Microsoft Windows operating systems under Microsoft Excel. The AEM release consists of two files listed below. The model is currently based on AEDT 2c SP2 and follows a spreadsheet format providing the user with a familiar and user-friendly environment for interfacing with the model.

• AEM Version 2c SP2(MS Excel)
• AEM Version 2c SP2 Users Guide(PDF)

Aviation Cooperation Program

Aviation Cooperation Programs (ACP) are public-private partnerships designed to consolidate U.S. technical cooperation to promote aviation safety and efficiency in a collaborative manner with aviation interests in foreign countries. The overall ACP strategy fosters cooperation between the U.S. government and corporate aviation members in the delivery of technical programs and assistance, thereby avoiding duplication and maximizing financial benefits for both sides. The principal goals of the ACP are to:

• facilitate and coordinate U.S. government and aviation industry training and technical cooperation to avoid duplication and promote synergy;
• increase awareness of U.S. technology, product standards, procedures and services that will assist countries in developing its aviation infrastructure;
• promote safer operations and more efficient management in the aviation sector; and
• foster a long-term working relationships between the U.S. aviation community and counterparts in foreign countries.

International Visitors Program (IVP)

Each year, approximately 4,000 aviation professionals participate in the International Visitors Program (IVP). Whether touring headquarters, or other FAA facilities throughout the United States, the focus of the IVP is on advancing international cooperation in the research, development, and acquisition of aviation system and technologies that enhance aviation safety.

Through the IVP, we are able to build and foster stronger relationships with civil aviation counterparts and provide foreign visitors with the opportunity to improve their knowledge of agency programs and technologies.

Arranging a Visit

1. If an individual wishes to visit an FAA Office/Facility, the intended visitor must contact an FAA sponsor to coordinate their visit. The sponsor may be an FAA employee the visitor is already working with, or a country/area-specific employee listed in the FAA API Desk Officers and Senior Representatives.
2. Prior to submitting an IVP request, the sponsor (an FAA employee) must contact the appropriate staff in the FAA Office of International Affairs (API) for situational awareness, potential concerns, and assistance with planning any visit by a foreign national to an FAA facility.
   • View a listing of FAA API Desk Officers and Senior Representatives by country/area.
3. The sponsor must submit a request on behalf of a foreign national planning a visit to an FAA facility.
4. Requests must be submitted a minimum of 10 business days in advance of the visit for security to process. Be advised that at times we do experience a backlog of visit requests; therefore, we recommend forms are submitted as far in advance as possible to ensure an approval is received in time for the visit.
   • NOTE: Requests submitted to the system with less than 10 days before the visit cannot be approved by security and are subject to Facility Manager approval without the benefit of identity validation.

For more information on arranging a visit, please contact the API IVP Coordinator, Kristy Dodson at kristy.dodson@faa.gov.

Details on FAA Noise Levels, Stages, and Phaseouts

Noise Levels

The FAA regulates the maximum noise level that an individual civil aircraft can emit through requiring aircraft to meet certain noise certification standards. These standards designate changes in maximum noise level requirements by "stage" designation. The U.S. noise standards are defined in the Code of Federal Regulations (CFR) Title 14 Part 36 – Noise Standards: Aircraft Type and Airworthiness Certification (14 CFR Part 36). The FAA publishes certificated noise levels in the advisory circular, Noise Levels for U.S Certificated and Foreign Aircraft. This advisory circular provides noise level data for aircraft certificated under 14 CFR Part 36 and categorizes aircraft into their appropriate "stages". Any aircraft that is certified for airworthiness inthe U.S. needs to also comply with noise standard requirements to receive a noise certification. The purpose of the noise certification process is to ensure that the latest available safe and airworthy noise reduction technology is incorporated into aircraft design and enables the noise reductions offered by those technologies to be reflected in reductions of noise experienced by communities. As noise reduction technology matures, the FAA works with the international community to determine if a new stringent noise standard is needed. If so, the international community through the International Civil Aviation Organization (ICAO) embarks on a comprehensive analysis to determine what that new standard will be.

Noise Stages

The current FAA noise standards applicable to new type certifications of jet and large turboprop aircraft is Stage 4. It is equivalent to the ICAO Annex 16, Volume 1 Chapter 4 standards. Recently, the international community has established and approved a more stringent standard within the ICAO Annex 16, Volume 1 Chapter 14, which became effective July 14, 2014. The FAA is adopting this standard and promulgating the rule for Stage 5 that is anticipated to be effective for new type certificates after December 31, 2017 and December 31, 2020, depending on the weight of the aircraft. The Notice of Proposed Rule Making (NPRM) for Stage 5 was published on January 14, 2016.

For helicopters, the FAA has noise standards for a Stage 3 helicopter that became effective on May 5, 2014. These more stringent standards apply to new type helicopters and are consistent with ICAO Annex 16, Volume 1 Chapter 8 and Chapter 11.

Prohibitions

The FAA Modernization and Reform Act of 2012, in Section 513, had a prohibition on operating certain aircraft weighing 75,000 pounds or less not complying with Stage 3 noise levels, and on July 2, 2013, the FAA published a Final Rule in the Federal Register for the Adoption of Statutory Prohibition the Operation of Jets Weighing 75,000 Pounds or Less That Are Not Stage 3 Noise Compliant.In 1990, Congress passed the Aviation Noise and Capacity Act, which required that by the year 2000 all jet and large turboprop aircraft at civilian airports be Stage 3.

National Park Specific Air Tour Management Plans

The ATMP process is not underway at this park at the current time. Please check back for information as it becomes available.

Voluntary Agreement Process

In 2013, FAA and NPS began to develop voluntary agreements for one existing and one new entrant operator for the park. Draft voluntary agreements were made available to the public in July 2015. The two voluntary agreements were finalized in July 2016 and are attached here:

• Miami Seaplanes, Inc.(PDF)
• Wings(PDF)

For more information on this park, please visit the following NPS web sites:

• Biscayne National Park

National Park Specific Air Tour Plans

The ATMP process for this park was previously initiated. This site will be updated as more information becomes available.

A kick off meeting for the ATMP process was held at the park on December 8, 2010.

Scoping Information for ATMP at Big Cypress National Preserve

The FAA published a Notice of Intent (NOI) in the Federal Register on April 19, 2011 to Prepare an Environmental Assessment and Request Public Scoping Comments for the Big Cypress ATMP. Comments must be submitted within 30 days from Federal Register notice publication date (by May 19, 2011). Additional information is provided in the public scoping information packet below:

• Public Scoping Information Packet(PDF, 927 KB)
• Federal Register Notice of Intent(PDF, 49 KB)

Voluntary Agreement Process

In late 2012, FAA and NPS began to develop voluntary agreements for one existing and one new entrant operator for the Preserve. Draft voluntary agreements were made available to the public in March 2014. The two voluntary agreements were finalized in December 2015 and are attached here:

• Miami Seaplanes, Inc(PDF)
• Wings(PDF)

For more information on this park, please visit the following NPS web sites:

• Big Cypress National Preserve
• Big Cypress ATMP Process
• Air Tour Management Plan Topics (ATMP)
• Program Information
• National Park Units Requiring Air Tour Management Plans
• National Parks Overflights Advisory Group
• Feedback

National Park Specific Air Tour Management Plans

The ATMP process for this park was previously initiated. Scoping information is provided in the following documents:

• April 13, 2004 Planning and NEPA Scoping Document(PDF)
• April 16, 2004 Notice of intent to prepare an environmental assessment and notice of initiation of public scoping(PDF)

Voluntary Agreement Process

In 2014, FAA and NPS began to develop voluntary agreements for the two existing operators for the park. This site will be updated as more information becomes available.

For more information on this park, please visit the following NPS web sites:

• Badlands National Park

Aviation Environmental Tools Suite

The Environment & Energy (E&E) Research and Development (R&D) Portfolio is supporting the development of a comprehensive suite of analytical tools to quantify the environmental consequences and impacts of aviation. At the center of these analytical tools is the Aviation Environmental Design Tool (AEDT), which can quantify the noise, fuel burn and emissions resulting from all aspects of aircraft operations. This tool is designed to model individual studies ranging in scope from a single flight at an airport to scenarios at regional, national, and global scales. The other tools in the suite are designed to complement the AEDT capabilities by generating data to be used as input or processing outputs to develop additional information. 

AEDT is the required tool for the environmental review of infrastructure projects and other Federal actions affecting airports and airspace in the United States. In addition to being a required tool for Federal actions, AEDT has a broader use both domestically and internationally. The tool is used by aviation professionals, researchers, manufacturers, airlines, airports, and other national aviation authorities to address a variety of environmental questions associated with aircraft operations.  Additionally, the Aviation Environmental Tool Suite supports the analysis needs of the International Civil Aviation Organization’s (ICAO) Committee on Aviation Environmental Protection (CAEP).  The suite is used to develop analysis scenarios required by the ICAO CAEP’s work programs and AEDT is the primary tool for the computations of the worldwide results that inform CAEP decisions.

The Aviation Environmental Tools Suite capabilities are continuously being improved and expanded to adapt to the evolving nature of the aviation system and its components.  The E&E R&D Portfolio supports tools research and development activities through the U.S. DOT Volpe Center and the Aviation Sustainability Center (ASCENT), the FAA’s Center of Excellence (COE) for Alternative Jet Fuels and Environment, and in coordination with other federal agencies including National Aeronautics and Space Administration (NASA) and the U.S. Environmental Protection Agency (EPA).
 

Emissions Certification Policy and Guidance

Regulated emissions include raw fuel vented to the atmosphere during normal engine shutdown, and the following products of combustion in engine exhaust for certain classes of engines: smoke (SN), hydrocarbons (HC), carbon monoxide (CO), and oxides of nitrogen (NOx). The International Civil Aviation Organization (ICAO) has most recently adopted a reporting requirement for non-volatile particulate matter (nvPM) emissions from engines and emissions limits for carbon dioxide (CO2) from aircraft.

Review Recommended Best Practices for Quantifying Speciated Organic Gas Emissions From Aircraft Equipped with Turbofan, Turbojet, and Turboprop Engines  and Guidance for Quantifying Speciated Organic Gas Emissions from airport Sources

Which engines do the emissions certification requirements apply to?

The Engine Fuel Venting and Exhaust Emissions certification requirements (14 CFR Part 34) apply to civil airplanes that are powered by aircraft gas turbine engines of the classes specified in the rule. The engines must have U.S. standard airworthiness certificates or foreign airworthiness certificates that are equivalent to U.S. standard airworthiness certificates.

U.S. manufactured gas turbine engines or foreign manufactured gas turbine engines that are installed in U.S. manufactured Part 23 or Part 25 aircraft must show compliance to the 14 CFR Part 34 fuel venting and exhaust emissions requirements.

Who is authorized to set emissions certification requirements?

The Secretary of Transportation is mandated, by authority of Section 232 of the Clean Air Act (CAA), to "prescribe regulations to ensure compliance with all standards prescribed by the Administrator" (of the Environmental Protection Agency).

The EPA, similarly, gets its authority from Section 231 of the CAA that mandates EPA to determine "the extent to which such emissions affect air quality in air quality regions throughout the United States," and "the technological feasibility of controlling such emissions.“

The EPA sets the Emissions Standards and FAA sets and administers the Certification Requirements for aircraft and engines to demonstrate compliance with the Emissions Standards. In addition, Section 233 of the CAA prohibits states and local communities from setting their own standards.

What is the basis of these requirements?

The standards, as developed by EPA are issued in Title 40 Part 87 of the Code of Federal Regulations (40CFR87), "Control of air pollution from aircraft and aircraft engines." The requirements as developed by FAA in association with EPA are issued in Title 14 Part 34 of the Code of Federal Regulations (14CFR34), "Fuel Venting and Exhaust Emission Requirements for Turbine Engine Powered Airplanes.“

Independently, the International Civil Aviation Organization (ICAO) issued, as one of their International Standards and Recommendation Practices, Annex 16 to the Convention on International Civil Aviation, Environmental Protection, Volume II, Aircraft Engine Emissions and ICAO Annex 16, Volume III CO2 emissions. The EPA has adopted, by reference in 40CFR87 selected sections of Annex 16 that describe requirements for sampling, measurement and the analytical determination of compliance. These requirements are reflected in 14CFR34 in sections 34.64, "Sampling and analytical procedures for measuring gaseous exhaust emissions;" 34.82, "Sampling and analytical procedures for measuring smoke exhaust emissions;" and sections34.71, "Compliance with gaseous emissions standards," and 34.89, "Compliance with smoke emissions standards.“

The regulations are complex and offer challenges in arriving at and maintaining uniformity of interpretation and application by engine manufacturers and regulatory authorities. To address this problem, FAA has issued an Advisory Circular, AC34-1B, "Fuel Venting and Exhaust Emissions Requirements for Turbine Engine Powered Airplanes."  ICAO subsequently developed an equivalent Environmental Technical Manual, "Volume II Procedures for the Emissions Certification of Aircraft Engines.“

What is the basis of fuel venting and exhaust emissions requirements?

The Clean Air Act (CAA) of 1970 directs EPA to establish air pollution standards, including those applicable to aircraft exhaust. Under Sections 231 and 232 of the CAA, EPA consults with FAA to ensure that the development and application of requisite technology is possible. The FAA issues regulations under 14 CFR Part 34 to enforce compliance with EPA emissions regulations under 40 CFR Part 87.

Which FAA organization is responsible for maintaining emissions certification requirements?

AEE-300 has responsibility for maintaining the fuel venting, exhaust and aircraft emissions standards of 14 CFR Part 34, as well as approving new or equivalent test procedures under 14 CFR Part 34, and processing applications for exemptions per 14 CFR Part 11. In addition, AEE-300 provides policy and guidance relative to this rule and promotes international harmonization of emissions standards through ICAO's Committee for Aviation Environmental Protection. AEE-300 also coordinates with EPA on aviation emissions standards codified in 40 CFR Part 87. Finally, AEE-300 provides policy and guidance via Advisory Circular AC-34.