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Cablegate: Sixth Meeting of the Icao Committee On Aviation

This record is a partial extract of the original cable. The full text of the original cable is not available.

UNCLAS SECTION 01 OF 11 MONTREAL 000308

SIPDIS

FROM USMISSION ICAO

DEPARTMENT FOR EB/TRA/AVP, IO/T, OES/EGC
FAA FOR AIA 100, APO-1, AEE-1

E.O. 12958: N/A
TAGS: EAIR SENV ETRD ICAO
SUBJECT: SIXTH MEETING OF THE ICAO COMMITTEE ON AVIATION
ENVIRONMENTAL PROTECTION:OUTCOME

1. SUMMARY: THE U.S. WAS SUCCESSFUL IN ACHIEVING MOST OF
ITS GOALS AT THE SIXTH MEETING OF THE INTERNATIONAL CIVIL
AVIATION ORGANIZATION'S (ICAO) COMMITTEE ON AVIATION
ENVIRONMENTAL PROTECTION (CAEP), HELD IN MONTREAL, FEBRUARY
2-12, 2004. THE MOST SIGNIFICANT RESULT RELATED TO AIRCRAFT
NOISE WAS ADOPTION OF ICAO GUIDANCE MATERIAL ON THE BALANCED
APPROACH TO AIRCRAFT NOISE MANAGEMENT. ON THE EMISSIONS
ISSUES, THE COMMITTEE ADOPTED A SIGNIFICANT NEW NOX
STRINGENCY STANDARD THAT IS A 12% REDUCTION OVER THE CURRENT
STANDARD. THE NEW STANDARD WILL BE EFFECTIVE FOR NEW
PRODUCTION ENGINES IN 2008. THE COMMITTEE ALSO AGREED TO
PURSUE THE USE OF VOLUNTARY MEASURES TO REDUCE CO2 EMISSIONS
AND TO FURTHER STUDY CO2 EMISSIONS TRADING OPTIONS.
HOWEVER, AS EXPECTED, THE MEETING FAILED TO REACH AGREEMENT
ON WHETHER OR NOT EXISTING ICAO GUIDANCE ON CHARGES SUPPORTS
THE APPLICATION OF CO2 EMISSIONS CHARGES. END SUMMARY.

2. THE SIXTH MEETING OF THE INTERNATIONAL CIVIL AVIATION
ORGANIZATION'S (ICAO) COMMITTEE ON AVIATION ENVIRONMENTAL
PROTECTION (CAEP) CONVENED IN MONTREAL ON MONDAY, FEBRUARY
2, 2004. APPROXIMATELY 185 PARTICIPANTS REPRESENTING ALL 19
CAEP MEMBER STATES AND 11 OBSERVER ORGANIZATIONS WERE IN
ATTENDANCE. THE MEETING CONCLUDED ON THURSDAY, FEBRUARY 12.

--------------------
U.S. DELEGATION
--------------------

3. MR. CARL BURLESON, THE DIRECTOR OF THE OFFICE OF
ENVIRONMENT AND ENERGY AT THE FEDERAL AVIATION
ADMINISTRATION (FAA) HEADED THE UNITED STATES DELEGATION AS
THE U.S. REPRESENTATIVE TO CAEP. ALSO ON THE DELEGATION,
SUPPORTING MR. BURLESON FROM THE FAA WERE MR. GARY O'TOOLE,
MR. ARCHIE MUCKLE, DR. LOURDES MAURICE, MR. TOM CONNOR, AND
MR. CURTIS HOLSCLAW. MR. STEVE SEIDEL AND MR. BRYAN
MANNING FROM THE ENVIRONMENTAL PROTECTION AGENCY, MR.
CHRISTO ARTUSIO FROM THE DEPARTMENT OF STATE, AND MR. JON
MONTGOMERY FROM THE DEPARTMENT OF COMMERCE ALSO SUPPORTED
MR. BURLESON ON THE DELEGATION.

4. ALTHOUGH NOT ON THE OFFICIAL U.S. DELEGATION, CERTAIN
U.S. STAKEHOLDERS WERE IN ATTENDANCE AS MEMBERS ON VARIOUS
INTERNATIONAL OBSERVER ORGANIZATIONS AND WERE CONSULTED
THROUGHOUT THE TWO WEEKS IN MONTREAL. THESE ADVISORS
REPRESENTED THE AIR TRANSPORT ASSOCIATION (ATA), ASSOCIATION
OF AEROSPACE INDUSTRIES (AIA), GENERAL AVIATION
MANUFACTURERS ASSOCIATION (GAMA), AND THE CENTER FOR CLEAN
AIR POLICY (CCAP). ALSO DURING THE COURSE OF THE MEETING,
THE HEAD OF THE U.S. DELEGATION CONDUCTED FOUR TELECONS WITH
GOVERNMENT AND INDUSTRY TO APPRISE INTERESTED PARTIES ON THE
PROGRESS OF THE MEETING.

-----------------------------
KOTAITE OPENS MEETING
-----------------------------
5. DR. ASSAD KOTAITE, PRESIDENT OF THE ICAO COUNCIL, OPENED
THE MEETING BY REMINDING THE MEMBERS THAT GLOBAL COOPERATION
HAS BEEN EFFECTIVE IN REDUCING THE IMPACT OF AVIATION ON THE
ENVIRONMENT. AIRCRAFT TODAY ARE MUCH QUIETER AND LESS
POLLUTING THEN THEIR COUNTERPARTS OF A FEW DECADES AGO DUE
TO THE CLOSE COOPERATION AMONG MANUFACTURERS, OPERATORS, AND
REGULATORS. HE NOTED THAT CAEP/5 HAD SUCCESSFULLY ADDRESSED
VERY DIFFICULT ISSUES SUCH AS A NEW NOISE STANDARD, THE
BALANCED APPROACH TO NOISE MANAGEMENT, AND A WAY FORWARD TO
LIMIT OR REDUCE GREENHOUSE GAS EMISSIONS.

6. DR. KOTAITE CONTINUED BY NOTING THAT CAEP/6 TAKES PLACE
AT A TIME WHEN THE AVIATION COMMUNITY IS JUST BEGINNING TO
RECOVER FROM THE DEVASTATING EFFECTS OF 11 SEPTEMBER 2001.
HE THEN DISCUSSED ICAO'S ELEVATION OF AVIATION ENVIRONMENTAL
MATTERS WITHIN THE ORGANIZATION BY THE CREATION OF AN
ENVIRONMENTAL UNIT WITHIN THE SECRETARIAT. HE CONCLUDED BY
REMINDING THE MEETING OF ITS RESPONSIBILITY TO ICAO'S 188
MEMBER STATES REGARDING THE ENVIRONMENT - ONE OF THE THREE
MOST IMPORTANT AREAS DEALT WITH BY ICAO TOGETHER WITH SAFETY
AND SECURITY.

7. MR. GRAHAM PENDLEBURY, THE CAEP MEMBER FROM THE UNITED
KINGDOM, WAS CHOSEN BY CONSENSUS AS CHAIR FOR THE MEETING.
MR. S. TAKANO, THE CAEP MEMBER FROM JAPAN, WAS SELECTED AS
THE DEPUTY CHAIR, ALSO BY CONSENSUS. THE U.S. MEMBER
SUPPORTED BOTH SELECTIONS.

--------------------------------
AIRCRAFT ENGINE EMISSIONS
--------------------------------

8. NEW NOX STRINGENCY STANDARD.

A. THE NOX STANDARD DISCUSSION FOCUSED ON THE CAEP ANALYSIS
THAT WAS DONE ON SEVERAL SCENARIOS - A 5%, 10%, 15%, 20%,
25% AND 30% REDUCTIONS (FROM THE CAEP/4 STANDARD)
IMPLEMENTED IN EITHER 2008 OR 2012. THE PRESENTATIONS
FOCUSED ON THE WORKING ASSUMPTIONS, AND THE RESULTS THAT
SHOWED THAT 10% WAS THE MOST COST-EFFECTIVE SOLUTION WHEREAS
HIGHER LEVELS DROVE COSTS SIGNIFICANTLY HIGHER WITH SMALL
VERY SMALL GAINS IN NOX REDUCTIONS. . AT 15% THERE APPEARED
TO BE A BREAK POINT WHERE GREATER TECHNOLOGY CHALLENGES SEEM
TO GREATLY ESCALATE COSTS. THE STUDY ALSO SHOWED THAT A
LOWER STRINGENCY LEVEL (10%) IMPLEMENTED IN 2008 WOULD HAVE
ALMOST THE SAME EFFECT AS A HIGHER LEVEL (15%) IN 2012.

B. A NUMBER OF PAPERS WERE SUBMITTED ON THE NOX STRINGENCY
ISSUE. FIVE EUROPEAN STATES - THE UK, GERMANY, SWEDEN,
SWITZERLAND, AND NORWAY - SUBMITTED A PAPER CALLING FOR A
20% INCREASE. ACI PRESENTED A PAPER THAT CALLED FOR A 20%
REDUCTION IN 2008 AND A 30% REDUCTION IN 2012, AND ICSA
REPRESENTING ENVIRONMENTAL NGOS CALLED FOR 30% IN 2012. THE
DEVELOPING WORLD SEEMED TO BE IN THE 5% TO 10% RANGE. THE
UK ALSO PRESENTED A PAPER THAT QUESTIONED THE CAEP ANALYSIS
SUGGESTING THAT THE COSTS OF SOME OF THE HIGHER OPTIONS WERE
OVERESTIMATED AND BENEFITS UNDERESTIMATED.

C. AFTER LONG NEGOTIATIONS IN A MEMBERS-ONLY MEETING, IT
WAS AGREED THAT THE NEW NOX STANDARD WOULD BE A 12%
REDUCTION EFFECTIVE IN 2008. THIS IS A SIGNIFICANT
REDUCTION - AT LEAST TWICE AS STRINGENT AS PAST CAEP NOX
STRINGENCY INCREASES. ALSO, THE MEETING AGREED TO REVISIT
THE NOX STANDARD AT CAEP/8 (2010) WITH A COMMITMENT TO
REVIEW LONG TERM GOALS, DEVELOP BETTER MODELING, GATHER
BETTER TECHNICAL AND SCIENTIFIC DATA, AND LOOK AT
INTERDEPENDENCIES DURING THE INTERVENING 6 YEARS.

9. PRODUCTION CUT-OFF OF THE CAEP/4 NOX STANDARD. AN ISSUE
RELATED TO AGREEMENT ON A NEW NOX STANDARD WAS WHETHER OR
NOT THERE WOULD BE A PRODUCTION CUT-OFF OF THE CURRENT
(CAEP/4) STANDARD. THIS ISSUE BECAME AN INTEGRAL PART OF
THE NEGOTIATION ON THE NEW NOX STANDARD. ALTHOUGH THE U.S.
POSITION SUPPORTED A PRODUCTION CUT-OFF, NEW INFORMATION WAS
BROUGHT TO THE MEMBERS-ONLY MEETING THAT AT CAEP/4, THERE
WAS AGREEMENT THAT THERE WOULD BE NO PRODUCTION CUT-OFF.
THE CAEP SECRETARY CONFIRMED THIS INFORMATION AND THERE WAS
A MAJORITY VIEW THAT THE CAEP/4 DECISION SHOULD STAND.
REALIZING THAT THIS VIEW WAS CRITICAL TO ACHIEVING THE U.S.
POSITION FOR NOX AT THIS MEETING (AS WELL AS THE UPCOMING
DISCUSSION ON CHARGES), THE U.S. MEMBER RESPONDED BY
INSISTING THAT PRODUCTION CUT-OFF WOULD BE REVIEWED IN THE
TIME LEADING UP TO CAEP/8, AND THE NEED FOR, AND DETAILS OF
A PRODUCTION CUT-OFF WOULD BE REVISITED AT CAEP/8. THE
FINAL DECISION WAS THAT THERE WOULD BE NO PRODUCTION CUT-OFF
FOR THE CAEP/4 STANDARD. HOWEVER, THIS ISSUE WOULD BE PUT
ON THE FUTURE WORK PROGRAM.

--------------------------------------------- ---------------
MARKET-BASED OPTIONS (TO REDUCE CO2 EMISSIONS)
--------------------------------------------- ---------------
10. VOLUNTARY MEASURES. THE MEMBERS WERE ASKED TO ADOPT A
VOLUNTARY MEASURES TEMPLATE. THE TEMPLATE GIVES BASIC
GUIDANCE AND STRUCTURE TO A POSSIBLE VOLUNTARY ARRANGEMENT
TO REDUCE CO2 EMISSIONS. THE MEETING ACCEPTED THE TEMPLATE,
AND AGREED THAT CAEP SHOULD EXPLORE HOW THIS TEMPLATE MIGHT
BE USED AS THE BASIS FOR A REAL VOLUNTARY AGREEMENT,
POSSIBLY BASED ON OPERATIONAL MEASURES, IN THE FUTURE WORK
PROGRAM.

11. EMISSIONS (CO2) CHARGES.

A. THIS WAS THE MOST DIFFICULT ISSUE FOR THE MEETING, AND
THE MEMBERS WERE UNABLE TO COME TO AGREEMENT OVER THE USE OF
EMISSIONS CHARGES TO REDUCE CO2 - A GLOBAL GREENHOUSE GAS.
THE DEBATE FOCUSED ON THE APPLICABILITY OF EXISTING ICAO
GUIDANCE TO THESE CHARGES AND WHETHER THE GUIDANCE PROVIDED
TO DATE WAS SUFFICIENT TO ANSWER A NUMBER OF LEGAL, POLICY,
AND ECONOMIC QUESTIONS RAISED GIVEN THE NOVEL NATURE OF CO2
CHARGES. EXISTING ICAO GUIDANCE FOCUSES ON THE MITIGATION
OF THE LOCAL IMPACT OF EMISSIONS AND NOISE, OR THE PROVISION
OF SPECIFIC AVIATION SERVICES WHEREAS CO2 IS A GLOBAL
EMISSION WITH NO LOCAL IMPACT OR HEALTH EFFECTS. THE
EUROPEANS BELIEVE THAT EXISTING GUIDANCE IS SUFFICIENT TO GO
AHEAD WITH CO2 CHARGES. THE U.S., AS WELL AS THE REST OF
THE WORLD, OPPOSED CO2 CHARGES SUGGESTING THAT POSSIBLY
SPECIFIC GUIDANCE COULD BE DEVELOPED IN THE FUTURE, BUT ONLY
AFTER THE OPEN LEGAL AND ECONOMIC ISSUES WERE ADDRESSED.
THERE WAS ALSO SENTIMENT BY SOME OF THE DEVELOPING WORLD
THAT ANY CHARGING SCHEME EVENTUALLY DEVELOPED- WHETHER ON
CO2 OR LOCAL AIR QUALITY ISSUES- SHOULD EXEMPT THEM..

B. THE ICAO LEGAL BUREAU CONCLUDED IN A PAPER TO THE
MEETING THAT EMISSIONS CHARGES ARE COMPATIBLE WITH THE
CHICAGO CONVENTION BUT THEY MUST BE BASED ON THE COST OF
MITIGATING ENVIRONMENTAL DAMAGE, THE COST MUST BE
IDENTIFIABLE AND DIRECTLY ATTRIBUTABLE TO AVIATION, AND THAT
THERE WERE OTHER REMAINING LEGAL ISSUES TO BE EXPLORED.
THESE INCLUDED WHAT IS MEANT BY, AND HOW TO DETERMINE THE
"FULL COST OF ENVIRONMENTAL DAMAGE," HOW TO IDENTIFY AND
ESTABLISH CATEGORIES OF COSTS, THE GEOGRAPHICAL SCOPE OF
APPLICATION, ETC. THE U.S. SUGGESTED THAT IT IS PREMATURE
FOR ANY STATE TO IMPLEMENT CO2 CHARGES UNTIL THESE ISSUES
CAN BE FURTHER STUDIED, AND THAT THESE ISSUES COULD BE TAKEN
UP BY THE ICAO LEGAL COMMITTEE - A BODY OF MEMBER STATES.

C. THE MEETING COULD NOT AGREE ON RECOMMENDATIONS TO THE
COUNCIL. INSTEAD, DIFFERING VIEWS WERE DOCUMENTED AND WILL
BE FORWARDED AS A POLICY ISSUE TO THE ICAO COUNCIL, AND
POSSIBLY THE 35TH ICAO ASSEMBLY AT THE END OF 2004.

12. EMISSIONS TRADING.

A. THE MEETING CONSIDERED THREE OPTIONS (OR "AVENUES") FOR
CONSIDERATION IN FURTHER STUDY OF EMISSIONS TRADING. THE
AVENUES WERE A TRADING SCHEME BASED ON 1) INTEGRATED TRADING
UNDER THE KYOTO PROTOCOL, 2) A NEW LEGAL INSTRUMENT WITHIN
ICAO, AND 3) A VOLUNTARY TRADING APPROACH. THERE APPEARED
TO BE GENERAL SUPPORT FROM DIFFERENT MEMBER STATES FOR
CONTINUING AVENUES 1 AND 3. MANY SAW AVENUE 3 AS A
PRECURSOR TO AVENUE 1 WHILE THE U.S. ARGUED THAT A VOLUNTARY
ARRANGEMENT COULD BE PURSUED ON ITS OWN MERIT - NOT
NECESSARILY AS A LEAD IN TO A FUTURE MANDATORY ARRANGEMENT.
THERE WAS NEARLY UNIVERSAL AGREEMENT ON THE ELIMINATION OF
AVENUE 2 BASED ON THE DIFFICULTIES IN DEVELOPING A NEW ICAO
LEGAL INSTRUMENT UNDER THE CHICAGO CONVENTION.

B. DURING THE DEBATE, THE ISSUE OF ALLOCATION OF
INTERNATIONAL GREENHOUSE GAS EMISSIONS CAME UP. SEVERAL
STATES FROM EUROPE, AND CANADA AND BRAZIL SUGGESTED THAT THE
ISSUE OF THE ALLOCATION OF GREENHOUSE GAS EMISSIONS NEEDED
TO BE RESOLVED FOR ICAO TO PURSUE THESE EMISSIONS TRADING
AVENUES - ESPECIALLY AVENUE 1.

C. FINALLY, LANGUAGE WAS AGREED THAT RULED OUT AVENUE 2 FOR
FURTHER CONSIDERATION, SUPPORTED FURTHER PURSUIT OF AVENUE
3, AND AGREED THAT WORK SHOULD CONTINUE ON AVENUE 1 TO
PROVIDE GUIDANCE FOR STATES FOR TRADING SCHEMES CONSISTENT
WITH THEIR OBLIGATIONS UNDER THE UNFCCC PROCESS (THE U.S.
MANAGED TO GET ANY REFERENCE TO KYOTO DROPPED).

------------------
AIRCRAFT NOISE
------------------
13. BALANCED APPROACH FOR AIRCRAFT NOISE MANAGEMENT. IN A
MAJOR VICTORY FOR THE U.S., THE MEETING ADOPTED THE DRAFT
GUIDANCE MATERIAL ON THE BALANCED APPROACH TO AIRCRAFT NOISE
MANAGEMENT AS DRAFTED AND AS SUPPORTED BY THE U.S. THE
DISCUSSIONS PREDICTABLY ADDRESSED WHETHER THE DOCUMENT WAS
SUFFICIENT TO SEND FORWARD TO THE COUNCIL FOR ADOPTION - WAS
IT COMPLETE, DID IT ADDRESS THE NEEDS OF ALL MEMBER STATES,
ETC.? IN CONCLUSION, THE MEETING ACCEPTED THE MAIN DOCUMENT
AND MOST OF ITS ANNEXES WITH NO CHANGES. TWO ANNEXES WILL
BE REFERRED FOR FUTURE WORK - CASE STUDIES THAT DEMONSTRATE
HOW AIRPORTS HAVE APPLIED ELEMENTS OF THE BALANCED APPROACH
AND INFORMATION ON ENCROACHMENT STUDIES. THIS WAS A CLEAR
VICTORY FOR THE U.S.

14. NOISE CERTIFICATION DOCUMENTATION.

A. SEVERAL CAEP MEMBER STATES HAVE BEEN PUSHING TO HAVE ONE
STANDARDIZED NOISE CERTIFICATE ON BOARD THE AIRCRAFT.
EUROPEAN STATES REQUIRE A STAND-ALONE NOISE CERTIFICATE
CARRIED ON BOARD THE AIRCRAFT WHEREAS THE U.S. DOCUMENTS
NOISE CERTIFICATION IN THE AIRCRAFT FLIGHT MANUAL. THERE
ARE CURRENTLY SEVERAL DIFFERENT METHODS IN USE
INTERNATIONALLY. IN VIEW OF THE WIDE VARIETY OF
ADMINISTRATIVE SYSTEMS ALREADY IN USE FOR NOISE
CERTIFICATION DOCUMENTATION, IT WAS DEEMED NECESSARY TO
ADOPT THREE ALTERNATIVE STANDARDIZED OPTIONS. THE THREE
OPTIONS ARE:

1) ALL INFORMATION ITEMS CONTAINED IN A SINGLE DOCUMENT, A
STAND ALONE NOISE CERTIFICATE;

2) TWO COMPLEMENTARY DOCUMENTS OF WHICH THE SECOND WOULD
BE THE AFM OR THE AIRCRAFT OPERATING MANUAL (AOM); AND

3) THREE COMPLEMENTARY DOCUMENTS.

B. ALTHOUGH SEVERAL MEMBERS FAVORED ONE STAND-ALONE NOISE
CERTIFICATE, IT WAS RECOGNIZED THAT THIS PROPOSAL WAS A
LARGE LEAP FORWARD, AND DUE TO EXISTING STATE PRACTICES,
GOING ANY FARTHER AT THIS TIME WOULD NOT BE PRACTICABLE.
THE MEETING AGREED TO ACCEPT THE THREE OPTIONS, BUT TO
REVISIT THE ISSUE IN THE FUTURE.

15. ENGINE THRUST DERATE.

A. THIS DISCUSSION FOCUSED ON THE METHOD USED TO ENSURE
COMPLIANCE WITH REDUCED THRUST REQUIREMENTS FOR NOISE
REDUCTIONS. THE MEETING CONSIDERED THREE WAYS THAT A THRUST
DERATE COULD BE IMPLEMENTED. THESE INCLUDED A REVISION TO
THE AIRCRAFT FLIGHT MANUAL (AFM), A PHYSICAL ENGINE THRUST
LIMITATION OR A RE-DESIGNATION OF THE ENGINE.

B. THE EUROPEAN VIEW, ONE ENSHRINED IN EUROPEAN CIVIL
AVIATION CONFERENCE (ECAC) PROCEDURES, REQUIRES A PHYSICAL
LIMITATION TO ENSURE COMPLIANCE. THE U.S. VIEW, SUPPORTED
IN A WORKING PAPER PRESENTED BY THE U.S. MEMBER, IS THAT AN
AFM ENTRY IS SUFFICIENT. THE U.S. ARGUMENT IS THAT THE AFM
IS SUFFICIENT TO ENSURE SAFETY COMPLIANCE, AND HAS BEEN THE
ACCEPTED METHODOLOGY INTERNATIONALLY TO ENSURE SAFETY.
C. SINCE ALL THREE OPTIONS WILL NEED TO BE EXPLORED IN
FUTURE WORK, INTERIM GUIDANCE WAS PRESENTED FOR USE WHILE
THIS ISSUE IS CONSIDERED FURTHER. THE U.S. AND OTHERS WERE
CONCERNED THAT THE INTERIM GUIDANCE SEEMED TO BE A STEP-BY-
STEP PROCESS THAT WOULD LEAD TO PHYSICAL LIMITS. THE
INTERIM GUIDANCE WAS FINALLY REDRAFTED TO ONLY SUGGEST THAT
THERE ARE DIFFERENT WAYS TO ENSURE COMPLIANCE, AND THAT IT
IS UP TO THE CERTIFICATING AUTHORITY TO DETERMINE.

16. REVISION OF NOISE LEVELS WITHIN THE SAME CHAPTER.
THERE WAS ALSO SOME DISCUSSION OF THE METHODOLOGY TO BE USED
IN THE REVISION OF NOISE LEVELS WITHIN THE SAME
CERTIFICATION STANDARD, OR CHAPTER. THE MEETING AGREED THAT
THERE IS A NEED TO REVISE THE NOISE LEVELS OF SOME AIRCRAFT
WITHIN THE SAME CHAPTER, AND ENDORSED THE NEED TO DEVELOP
GUIDANCE ON THIS ISSUE WITHIN THE FUTURE WORK PROGRAM.

17. ALIGNMENT OF HELICOPTER NOISE CERTIFICATION STANDARDS.
THE MEETING ACCEPTED NEW LANGUAGE FOR ICAO ANNEX 6 -
OPERATION OF AIRCRAFT, PART III - INTERNATIONAL OPERATIONS -
HELICOPTERS, TO ALIGN ANNEX 6 PROVISIONS WITH THE RELEVANT
HELICOPTER NOISE PROVISIONS OF ANNEX 16 - ENVIRONMENTAL
PROTECTION, VOLUME I - AIRCRAFT NOISE. THE TEXT CURRENTLY
SUGGESTS THAT ALL HELICOPTERS ARE REQUIRED TO CARRY A NOISE
CERTIFICATION DOCUMENT WHEN IN FACT SOME HELICOPTERS, AS
SPECIFIED IN ANNEX 16 ARE EXEMPT FROM NOISE CERTIFICATION
REQUIREMENTS.

----------------------
FUTURE WORK
----------------------
18. CAEP WORKING METHODS. THE U.S. HAD LED AN INTERNAL
CAEP TASK FORCE TO EXAMINE THE STRUCTURE AND PROCESSES OF
CAEP OVER THE LAST TWO-AND-A HALF YEARS. THIS WAS INITIATED
AT THE REQUEST OF THE ICAO PRESIDENT, DR. KOTAITE. THE TASK
FORCE RECOMMENDED TO THE MEETING THAT THREE AREAS NEEDED TO
BE DEVELOPED - ORGANIZATIONAL ENVIRONMENTAL GOALS, CAEP
STRUCTURE, AND ICAO RESOURCES.
A. GOALS - THESE WOULD NEED TO BE SET NECESSARILY BROAD
BECAUSE OF THEIR GLOBAL NATURE, AND THE VARYING NEEDS OF
ICAO'S 188 MEMBER STATES. THEY WERE CONSIDERED IMPORTANT IN
HELPING SET ORGANIZATIONAL ENVIRONMENTAL PRIORITIES, AND IN
MEASURING THE SUCCESS OF THE CAEP WORK PROGRAM. THE MEETING
AGREED ON THE FOLLOWING: ICAO IS CONSCIOUS OF ITS
RESPONSIBILITY AND THAT OF ITS CONTRACTING STATES TO ACHIEVE
MAXIMUM COMPATIBILITY BETWEEN THE SAFE AND ORDERLY
DEVELOPMENT OF CIVIL AVIATION AND THE QUALITY OF THE
ENVIRONMENT. IN CARRYING ON ITS RESPONSIBILITY, ICAO WILL
STRIVE TO:

1) LIMIT OR REDUCE THE NUMBER OF PEOPLE AFFECTED BY
SIGNIFICANT AIRCRAFT NOISE;

2) LIMIT OR REDUCE THE IMPACT OF AVIATION EMISSIONS ON
LOCAL AIR QUALITY; AND

3) LIMIT OR REDUCE AVIATION GREENHOUSE GAS EMISSIONS ON
THE GLOBAL CLIMATE.

B. CAEP STRUCTURE - WITH A VIEW TO STREAMLINING THE
PROCESS, TO BETTER COORDINATING THE WORK OF VARIOUS TASK
GROUPS, AND TO START TO DEAL WITH THE INTERDEPENDENCIES OF
BOTH NOISE AND EMISSIONS, THE MEETING AGREED TO A SLIGHTLY
STREAMLINED WORKING GROUP STRUCTURE. THE TECHNICAL WORKING
GROUPS ON NOISE AND EMISSIONS WOULD REMAIN THE SAME. THE
WORK OF WORKING GROUP 2, NOISE - AIRPORTS AND OPERATIONS,
AND THAT OF WORKING GROUP 4, EMISSIONS - OPERATIONAL ISSUES,
WOULD BE COMBINED INTO A NEW WORKING GROUP 2, OPERATIONS.
THIS GROUP WILL DEVELOP GUIDANCE MATERIAL (FOR EXAMPLE, THE
BALANCED APPROACH), AND EXPLORE OPERATIONAL ISSUES RELATED
TO AIRCRAFT ENVIRONMENTAL PERFORMANCE. CAEP'S ECONOMICS
SUPPORT GROUP (FESG) WILL ALSO REMAIN INTACT.

C. ICAO RESOURCES - THE MEETING AGREED THAT SINCE ICAO HAS
LISTED ENVIRONMENT AS ONE OF ITS TOP THREE PRIORITIES,
SECOND ONLY TO SAFETY AND SECURITY, IT WAS TIME TO EXPAND
CAEP SUPPORT BEYOND SIMPLY HAVING ONE STAFF PERSON ACTING AS
THE CAEP SECRETARY. THE MEETING ENDORSED THE CREATION OF AN
ENVIRONMENTAL UNIT WITH DEDICATED STAFFING AND FUNDING.
THIS HAS BECOME A CONTENTIOUS ISSUE WITHIN CAEP AND ICAO AS
THE SECRETARY GENERAL ANNOUNCED, A MONTH BEFORE CAEP/6
STARTED, THAT A UNIT HAD BEEN FORMED. UNFORTUNATELY, THE
UNIT CREATED BY ICAO WAS UNRESPONSIVE TO THE RECOMMENDATIONS
IN THE CAEP RESTRUCTURING REPORT. NOT ONLY DOES IT HAVE NO
ADDITIONAL RESOURCES, IT PRODUCES MORE COMPLEXITY IN
COMMUNICATION AND COORDINATION- AS ENVIRONMENTAL
RESPONSIBILITIES ARE MOVED TO THE AIR TRANSPORT BUREAU WHILE
THE ANNEXES THAT CAEP HAS RESPONSIBILITY FOR REMAIN IN THE
MORE TECHNICAL AIR NAVIGATION BUREAU. THE REPORT OF THE
MEETING EXPRESSES THE DISPLEASURE OF SEVERAL MEMBERS OVER
THIS MOVE AND APPARENT CONTINUING LACK OF ADEQUATE SUPPORT
TO CAEP. THE U.S. SHARES THESE VIEWS.

19. U.S. INITIATIVE ON ADDRESSING INTERDEPENDENCIES OF
VARIOUS ENVIRONMENTAL FACTORS

A. THE U.S. DELEGATION ALSO PRESENTED A PAPER ON A VISION
FOR THE FUTURE - DEVELOPING A MORE EFFECTIVE APPROACH TO
ADDRESSING INTERDEPENDENCIES AMONG ENVIRONMENTAL IMPACTS.
THIS PAPER CALLED ON CAEP TO CONSIDER THE INTERDEPENDENCIES
BETWEEN NOISE AND EMISSIONS, AND BETWEEN THE VARIOUS
EMISSIONS, IN ITS FUTURE WORK AND PROPOSED BOTH NEAR-TERM
AND LONGER-TERM ACTIONS THAT SEEK TO ENHANCE ICAO'S ABILITY
TO ADDRESS THIS CRITICAL ASPECT OF ITS MANDATE. THE U.S.
VIEWS THIS AS A USEFUL ANALYTICAL APPROACH FOR MOVING
FORWARD IN DEALING WITH AVIATION ENVIRONMENTAL ISSUES IN AN
INTEGRATED FASHION.

B. TO PROVIDE MORE INFORMATION ON THIS APPROACH, THE FAA
HOSTED A RECEPTION AT ICAO HEADQUARTERS FOR THE HEADS OF THE
MEMBER AND OBSERVER ORGANIZATIONS. THE GOAL WAS TO
INTRODUCE A METHODOLOGY, AND THE CAPABILITY, TO RECOGNIZE
AND ADDRESS THE INTERDEPENDENCIES OF ALL ENVIRONMENTAL
FACTORS - VARIOUS ENGINE EMISSIONS AND NOISE - IN FUTURE
CAEP WORK AND DECISIONS. THE FAA PRESENTED ITS WORK ON
TOOLS TO FOSTER A SYSTEMS APPROACH TO ADDRESSING ALL ASPECTS
OF NOISE AND EMISSIONS ISSUES IN THE FUTURE.

C. THERE SEEMED TO BE GENERAL ACCEPTANCE FOR THE U.S. VIEWS
AND INITIATIVE BY THE MEMBERS, AND AGREEMENT TO CONTINUE
WORK THAT WOULD SUPPORT SUCH AN APPROACH IN THE FUTURE.

20. TECHNICAL WORK PROGRAMS. THE MEETING ACCEPTED A LONG
LIST OF TASKS FOR THE TECHNICAL WORKING GROUPS WITHOUT
ATTEMPTING TO PARE THE LIST DOWN OR TO PRIORITIZE THE
SPECIFIC ITEMS. IT WAS DECIDED THAT THE WORKING GROUPS
WOULD PROVIDE INPUT ON THESE ISSUES TO THE NEXT CAEP
STEERING GROUP SCHEDULED FOR BONN GERMANY ON NOVEMBER 2004.

21. THE MEMBERS OF THE U.S. DELEGATION WERE PROFESSIONAL
AND WORKED EFFECTIVELY AS A TEAM TO ACHIEVE OBJECTIVES OF
THE U.S. POSITION. DELEGATION MEMBERS REPRESENTED THE
UNITED STATES WELL AND ARE TO BE COMMENDED
STIMPSON ALLEN

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6 May 2021 Methane emissions caused by human activity can be reduced by up to 45 per cent this decade, thus helping to keep global temperature rise to 1.5 degrees Celsius in line with the Paris Agreement on climate change, according to a UN-backed ... More>>

UN: Learning From COVID-19, Forum To Highlight Critical Role Of Science, Technology And Innovation In Global Challenges

New York, 4 May —To build on the bold innovations in science, technology and innovations that produced life-saving solutions during the COVID-19 pandemic, the UN will bring together experts to highlight measures that can broaden the development and deployment ... More>>