Federal Aviation

Administration

Aviation Environmental
and
Energy Policy Statement

Department of Transportation
Federal Aviation Administration
July 2012
 AVIATION  ENVIRONMENTAL  AND  ENERGY  POLICY  STATEMENT  
JULY  2012  
 
Introduction  
 
This  policy  statement  affirms  environmental  and  energy  policy  for  U.S.  civil  aviation.  The  Next  
Generation  Air  Transportation  System,  commonly  called  NextGen,  is  the  transformation  of  the  
U.S.  aviation  system  by  employing  technological,  operational,  and  infrastructure  advances  to  
provide  improved  safety,  security,  mobility,  environmental  performance,  and  quality  of  service.1  
The  overarching  environmental  performance  goal  for  NextGen  is  environmental  protection  that  
allows  sustained2  aviation  growth.3    
 
The  primary  environmental  and  energy  issues  that  significantly  influence  the  capacity  and  
flexibility  of  the  national  aviation  system  are  aircraft  noise,  air  quality,  climate,  energy,  and  water  
quality.  These  issues  are  being  addressed  under  a  range  of  environmental  laws  and  regulations,  
and  by  governmental  and  industry  initiatives.  Major  strides  in  lessening  the  environmental  
effects  of  aviation  have  been  made  over  the  past  several  decades.  However,  aircraft  noise  
continues  to  be  the  public’s  primary  objection  to  near  term  aviation  growth.  Aircraft  emissions  
contribute  to  air  quality-­‐related  health  effects,  as  do  emissions  from  all  combustion  processes,  
and  are  causing  heightened  concerns  locally  and  globally.  The  potential  effects  of  aircraft  
emissions  on  the  climate  of  our  planet  may  pose  the  most  serious  long  term  environmental  
consequences  facing  aviation.  Noise  and  emissions  will  be  the  principal  environmental  
constraints  on  the  capacity  and  flexibility  of  the  national  aviation  system  unless  they  are  
effectively  managed  and  mitigated.  It  is  important  to  build  on  current  efforts  and  develop  new  
strategies  as  the  system  is  transformed  with  NextGen.  In  addition,  energy  supply,  its  cost,  and  
the  relationship  between  the  burning  of  fossil  fuels  and  climate  change  are  driving  increased  
emphasis  on  the  need  for  energy  conservation  and  sustainable  alternative  fuels.  Finally,  the  
nation’s  water  quality  requires  continued  protection  from  potential  contamination  from  airport-­‐
related  discharges.    
 
These  combined  environmental  and  energy  challenges  must  be  successfully  managed  and  
mitigated  for  NextGen  to  realize  its  full  potential  and  for  the  U.S.  to  meet  the  aviation  
transportation  needs  of  the  21st  century.    
 
Environmental  and  Energy  Policy  Framework  and  Principles  
 
This  policy  statement  outlines  guiding  principles,  establishes  initial  high  level  performance  goals,  
and  describes  strategies  to  achieve  the  goals.  The  main  guiding  principles  are  1)  to  limit  and  

1
 See  Public  Law  108–176,  title  VII,  §  709,  Dec.  12,  2003,  117  Stat.  2582,  
2
 Sustainability  means  developing  aviation  in  a  manner  that  enhances  and  promotes  the  Nation’s  
economic,  environmental,  and  social  initiatives.    
3
 See  the  NextGen  Integrated  Plan  (December  2004)  Sections  5.1.6  and  7.6.  
AVIATION  ENVIRONMENTAL  AND  
ENERGY  POLICY  STATEMENT  

reduce  future  aviation  environmental  impacts  to  levels  that  protect  public  health  and  welfare  
and  2)  to  ensure  energy  availability  and  sustainability.    
 
Two  supporting  principles  are:  
 
1)  Appropriate  environmental  protection  measures  combined  with  effective  and  efficient  
environmental  reviews  must  be  an  integral  part  of  strategies  for  future  growth  in  air  
transportation.  The  implementation  of  a  strategic  Environmental  Management  System  (EMS)  
approach  should  provide  a  foundation  for  improving  the  integration  of  environmental  and  
energy  assessment  and  performance  into  the  planning,  decision-­‐making,  and  operation  of  the  
national  aviation  system.4  The  NextGen  EMS  approach,  featuring  collaboration  across  
stakeholders,  is  a  strategic  concept  that  requires  development,  maturation  and  a  robust  
implementation  plan.  
 
2)  Aviation  must  have  reliable  and  sustainable  sources  of  energy  and  must  use  that  energy  
efficiently  and  in  a  manner  that  is  consistent  with  environmental  protection.  Continuing  progress  
in  energy  efficiency  and  pioneering  advances  in  sustainable  alternative  aviation  fuels  will  be  key  
components  of  NextGen.    
 
Based  on  these  guiding  principles,  this  policy  statement  is  intended  to  be  a  living  document.  The  
initial  high-­‐level  goals  presented  below  will  serve  as  the  guide  for  setting  of  specific  quantitative  
performance  targets.  We  will  periodically  review  the  goals,  targets,  and  strategies  to  achieve  
them  and  refine  them  over  time  based  on  better  scientific  knowledge,  changing  environmental  
protection  and  energy  needs,  and  improved  technological  and  operational  capabilities.  They  are  
additionally  subject  to  review  and  revision  based  on  Administration  policy  guidance,  particularly  
with  respect  to  energy,  climate,  and  sustainability.  New  goals,  targets,  and  strategies  may  be  
defined  based  on  these  same  factors.  
 
Key  Aviation  Environmental  and  Energy  Goals  
 
Each  of  the  following  initial  goals  is  presented  by  impact  area  –  noise,  air  quality,  climate,  energy,  
and  water  quality.  These  goals  are  established  at  levels  intended  to  reduce  future  aviation  
environmental  and  energy  impacts  sufficiently  to  protect  public  health  and  welfare  while  
allowing  sustained  air  transportation  growth.  They  are  high  level  goals  at  the  aviation  system-­‐
wide  level,  and  are  intended  to  be  common  to  all  individual  organizational  EMSs.    
   
Each  goal  will  have  quantitative  targets  that  are  actionable  and  can  be  used  to  measure  progress.  
Initial  targets,  some  of  which  have  been  established,  will  be  based  upon  currently  available  
scientific  knowledge  of  aviation's  impacts  and  will  take  into  account  near  term  operational  and  
technological  improvements.    
 

4
 http://www.jpdo.gov/library/20101123_JPDOPaper_EMS_Strategy_v3.0.pdf  

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AVIATION  ENVIRONMENTAL  AND  
ENERGY  POLICY  STATEMENT  

Noise  Goal:  Reduce  the  number  of  people  exposed  to  significant  noise  around  U.S.  airports  in  
absolute  terms,  notwithstanding  aviation  growth,  and  provide  additional  measures  to  protect  
public  health  and  welfare  and  our  national  resources.5  
   
The  number  of  people  in  the  U.S.  exposed  to  significant  aircraft  noise  since  1975  has  dropped  by  
90  percent,  an  impressive  reduction  primarily  due  to  reductions  in  aircraft  source  noise  and  
phase  outs  of  Stage  1  and  2  aircraft  over  75,000  pounds.  Yet  noise  remains  a  predominant  
aviation  environmental  concern  of  the  public,  one  of  the  principal  environmental  obstacles  to  
expanding  airport  and  airspace  capacity,  and  the  one  that  has  used  the  most  mitigation  
resources—including  funding  from  the  Airport  Improvement  Program  (AIP)  and  Passenger  
Facility  Charges  (PFC).  The  persistence  of  significant  levels  of  aircraft  noise  in  communities  
around  airports  is  the  major  impact,  but  not  the  only  one.  There  are  increasing  concerns  in  areas  
of  moderate  noise  exposure  and  public  complaints  from  suburban  and  rural  areas  where  
ambient  noise  is  lower.  At  noise  exposure  levels  below  those  involving  health  and  welfare  
concerns,  there  are  also  sensitivities  with  respect  to  national  resources  such  as  national  parks.  
While  techniques  and  tools  for  measuring  and  modeling  noise  exposure  provide  a  reliable  means  
of  assessing  the  levels  of  aircraft  noise  to  which  people  are  exposed,  focused  research  could  
improve  our  scientific  knowledge  base  of  the  extent  of  impacts  and  appropriate  mitigation  below  
historically-­‐defined  significant  noise  levels.    
 
Air  Quality  Goal:  Achieve  an  absolute  reduction  of  significant  air  quality  health  and  welfare  
impacts  attributable  to  aviation,  notwithstanding  aviation  growth.  
   
Aviation’s  impact  on  air  quality,  through  emissions  of  specific  pollutants,  is  a  growing  concern6.  
Emissions  of  criteria  pollutants7  contribute  to  surface  air  quality  deterioration,  resulting  in  
human  health  and  welfare  impacts8.  The  focus  for  commercial  aviation  and  airport  infrastructure  
is  on  reducing  emissions  of  nitrogen  oxides  (NOx),  particulate  matter  (PM),  sulfur  dioxide  (SO2),  
and  hydrocarbons  (HC).  Lead  (Pb)  is  an  issue  for  general  aviation  since  more  than  200,000  piston-­‐
engine  aircraft  rely  on  leaded  AvGas  for  safe  operation  and  produce  about  half  of  all  lead  
emissions  in  the  U.S.  At  the  airport  level,  about  30  percent  of  U.S.  commercial  service  airports  
are  in  non-­‐attainment  areas  that  do  not  meet  national  air  quality  standards  or  in  maintenance  
areas.  For  these  airports,  emissions  issues  add  to  the  complexity  and  uncertainty  of  expansion  
proposals.  An  increasing  number  of  airports  have  invested  in  low  emission  vehicular  fleets  and  
ground  support  equipment  to  reduce  emissions.  The  national  air  quality  standards  are  expected  

5
 See  the  2004  FAA  Report  to  Congress  on  Aviation  and  Environment  at  
www.faa.gov/library/reports/media/congrept_aviation_envirn.pdf;  
6
 See  2009  Partnership  for  AiR  Transportation  Noise  and  Emissions  Reduction  (PARTNER)  Center  of  
Excellence  (COE)  Report  titled  Aircraft  Impacts  on  Local  and  Regional  Air  Quality  in  the  United  
States  at  http://web.mit.edu/aeroastro/partner/reports/proj15/proj15finalreport.pdf.  
7
 There  are  six  criteria  pollutants  identified  in  the  Clean  Air  Act:  Ozone;  Lead;  Nitrogen  Oxides;  
Carbon  Monoxide;  Sulfur  Dioxide;  and  Particulate  Matter.  
8
 Includes  health  impacts  such  as  increased  risks  of  mortality  or  morbidity  as  well  as  impacts  that  
influence  psychological  well-­‐being  and  happiness.  

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AVIATION  ENVIRONMENTAL  AND  
ENERGY  POLICY  STATEMENT  

ground  support  equipment  to  reduce  emissions.  The  national  air  quality  standards  are  expected  
to  become  more  stringent  in  the  future,  placing  more  pressure  on  aviation  to  reduce  emissions  
despite  growth.  
 
Climate  Goal:  Limit  the  impact  of  aircraft  CO2  emissions  on  the  global  climate  by  achieving  
carbon  neutral  growth10  by  2020  compared  to  2005,  and  net  reductions  of  the  climate  impact  
from  all  aviation  emissions  over  the  longer  term  (by  2050).11    
 
The  potential  effects  of  aircraft  emissions  on  the  global  climate  may  be  the  most  serious  long-­‐
term  environmental  and  energy  issues  facing  aviation.  Aircraft  account  for  about  3  percent  of  
both  national  and  worldwide  carbon  dioxide  (CO2)  emissions.  Aircraft  have  been  projected  to  
contribute  a  larger  portion  of  greenhouse  gas  emissions  in  the  future  –  perhaps  5  percent  by  
2050  –  based  on  projected  aviation  growth  assumptions  and  the  prospect  of  easier  transition  to  
alternative  technologies  and  fuels  for  land  transport  modes.12  There  are  additional  concerns  
specific  to  aircraft  as  the  majority  of  emissions  from  a  given  flight  are  directly  released  into  the  
chemically  complex  and  sensitive  region  of  the  upper  troposphere  and  lower  stratosphere.  While  
CO2—accounting  for  the  bulk  of  aviation  greenhouse  gas  emissions—has  the  same  effects  
regardless  of  where  it  is  emitted,  certain  emissions  may  have  greater  effects  when  released  at  
altitude.  In  addition,  aircraft  emissions  of  water  vapor  and  aerosols  lead  to  the  formation  of  
contrails  and  modification  of  cirrus  cloud  distribution,  both  of  which  can  impact  earth’s  climate.  
There  is  not  yet  sufficient  scientific  knowledge  about  aircraft  contrails  to  determine  their  impact  
on  climate  or  to  adopt  measures  to  deal  with  them.  There  are  multiple,  interrelated  impacts  due  
to  aircraft  emissions  with  varying  degrees  of  understanding,  with  CO2  being  the  best  understood  
and  quantified.    
   
Energy  Goal:  Improve  National  Airspace  System  (NAS)  energy  efficiency  by  at  least  two  percent  
per  year,  and  develop  and  deploy  alternative  jet  fuels  for  commercial  aviation.13    
 
Aircraft  engine  and  airframe  advances,  together  with  improved  air  traffic  management  and  
operating  procedures,  have  dramatically  improved  aircraft  fuel  efficiency.  The  aircraft  energy  
efficiency  improvement  over  the  last  20  years  has  outpaced  other  forms  of  transportation  in  the  
U.S.  Notwithstanding  this  success,  there  is  renewed  emphasis  on  improving  the  fuel  efficiency  of  
the  aviation  system.  Fuel  currently  represents  the  largest  operating  cost  for  U.S.  airlines,  and  this  
cost  category  has  grown  dramatically  in  recent  years.  The  air  traffic  modernization  planned  
under  NextGen  should  further  improve  efficiency  by  reducing  delays  and  enabling  more  direct  
routings.  Sustainable  practices  by  airport  operators  can  conserve  energy,  make  use  of  renewable  

10
 Carbon  neutral  growth  is  no  higher  carbon  dioxide  emissions  in  2020  than  is  reported  in  2005.  
11
 Goal  unveiled  by  U.S.  at  COP/15  and  documented  in  Canada,  Mexico,  U.S.  Position  presented  at  
th
ICAO’s  37  Assembly.  See  Working  Paper  titled  A  More  Ambitious,  Collective  Approach  to  
International  Aviation  Greenhouse  Gas  Emissions,  Section  2.3.  
12
 See  Intergovernmental  Panel  on  Climate  Change  Fourth  Assessment  Report,  “Working  Group  1:  
The  Physical  Science  Basis,”  2007.  
13
 See  ICAO  Assembly  Resolution  A37-­‐19:  Consolidated  statement  of  Continuing  ICAO  policies  and  
practices  related  to  environmental  protection  –  Climate  change,  Section  23.g).    

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AVIATION  ENVIRONMENTAL  AND  
ENERGY  POLICY  STATEMENT  

resources  (solar,  wind,  geothermal),  and  deploy  low  emission  vehicles  and  ground  support  
equipment.    
 
Moreover,  advances  in  the  development  of  sustainable  alternative  fuels  offer  great  promise  for  
emissions  reduction.  Nearly  100  percent  of  the  fuel  used  in  aviation  operations  is  petroleum  
based—raising  issues  of  energy  supply,  energy  security,  and  fossil  fuel  emissions  affecting  air  
quality  and  climate.  In  response  to  these  multiple  concerns,  government  and  the  aviation  
industry  have  a  strong  interest  in  “drop  in”  alternative  aviation  fuels  that  can  be  blended  with  or  
replace  petroleum  jet  fuel  with  no  changes  to  existing  engines,  aircraft,  ground  infrastructure,  
and  supply  equipment.  Alternative  fuel  options  that  use  plant  oils,  sugars,  or  cellulose  from  
plants  have  the  potential  to  dramatically  reduce  CO2  emissions,  if  produced  in  a  sustainable  
manner.  Generally,  all  alternative  aviation  fuel  options  appear  to  reduce  particulate  matter  
emissions  in  engine  exhausts—a  cause  of  respiratory  ailments,  although  not  unique  to  aviation  as  
a  source.    
 
Water  Quality  Goal:  Limit  the  adverse  aviation  discharges  to  U.S.  waters  and  reduce  aviation’s  
contribution  to  significant  water  quality  impacts.14  
 
Many  U.S.  airports  are  located  near  waterways  and  wetlands  because,  when  airports  were  
originally  built,  the  best  available  land  suitable  for  an  airport  (flat  and  inexpensive)  was  often  
found  near  water.  As  a  result,  aviation  has  the  potential  to  adversely  affect  surface  water  and  
groundwater  biologically,  chemically,  and  physically.  Runoff  containing  sediments,  fluids,  fuel,  
construction  materials,  and  other  waste  products  can  cause  adverse  water  quality  and  biotic  
community  impacts  during  airport  construction.  Apart  from  construction,  an  airport’s  storm  
water  discharges,  aircraft  and  pavement  deicing  activities,  and  aircraft  fueling  and  maintenance  
procedures  can  contribute  further  to  water  quality  impacts.  As  an  example,  biological  and  
chemical  breakdown  of  deicing  chemicals  in  airport  runoff  can  cause  severe  dissolved  oxygen  
demands  on  receiving  waters.  Additives  in  deicing  chemicals  may  be  toxic  to  aquatic  life.  The  
Nation’s  water  quality  is  controlled  by  legislation  and  regulations,  permit  programs,  spill  control  
prevention  planning,  and  best  management  practices.  It  is  important  for  aviation  to  continue  
efforts  to  minimize  discharges  that  adversely  affect  water  quality.  
 
Aviation  Environmental  and  Energy  Strategies  
 
The  environmental  and  energy  challenges  confronting  aviation  are  not  amenable  to  a  single  
solution;  rather,  they  will  require  multiple  solutions  involving  innovations  in  technology,  
operations,  planning,  and  sustainability.  A  five-­‐pillar  comprehensive  and  integrated  approach  to  
achieving  aviation  environmental  and  energy  goals,  based  on  aviation’s  traditional  strengths  of  
technological  and  operational  innovation,  is  outlined  below  with  examples  provided  under  each  
strategy.  

14
 This  goal  is  consistent  with  Sections  401,  402,  and  404  of  the  Federal  Pollution  Control  Act  of  
1972,  as  amended  (now  the  Clean  Water  Act)  and  the  National  Environmental  Policy  Act  (NEPA)  of  
1969.  

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Improved  Scientific  Knowledge  and  Integrated  Modeling.  Aviation  environmental  analyses,  
impact  determinations,  and  mitigation  decisions  for  NextGen  activities  must  continue  to  be  
based  on  a  solid  scientific  foundation.  This  will  require  continued  investments  in  research  to  
improve  our  scientific  understanding  of  the  impacts  of  aviation.  This  is  particularly  important  
with  respect  to  aviation’s  effects  on  climate.  It  is  also  germane  to  gaining  a  more  nuanced  and  
multi-­‐faceted  understanding  of  noise  impacts,  given  community  concerns  with  aircraft  noise  and  
public  pressures  to  mitigate  noise  at  levels  lower  than  current  Federal  guidelines.  In  addition,  the  
development  and  use  of  advanced  decision-­‐support  tools  that  account  for  interdependencies  of  
impacts  and  cost-­‐benefit  analyses  of  potential  solutions  will  facilitate  more  informed  decision-­‐
making.  Prospective  solutions  and  combinations  of  solutions  have  different  impacts,  benefits,  
and  costs.  Some  solutions  have  the  ability  to  optimize  for  one  area  of  environmental  protection  
at  the  expense  of  another,  and  trade-­‐offs  should  be  as  transparent  as  possible.    
 
Air  Traffic  Management  Modernization.  The  development  and  integration  of  advanced  
operational  procedures  and  infrastructure  improvements  will  foster  National  Airspace  System  
(NAS)  operational  capabilities  that  will  function  more  efficiently  and  contribute  to  mitigating  
environmental  impacts  and  improving  energy  efficiency.  NextGen  will  increase  the  efficiency  of  
aircraft  operations,  both  in  the  air  and  on  the  airport  surface.  Improving  efficiency  saves  time  
and  fuel.  Reducing  fuel  consumption  reduces  CO2  emissions  that  affect  climate  and  other  
emissions  that  adversely  affect  air  quality.  Fuel  burn,  emissions,  and  flight  times  can  be  cut  by  
Performance  Based  Navigation  (RNAV/RNP)  routes.  Optimized  Profile  Descents  can  reduce  noise,  
emissions,  and  fuel  consumption.  NextGen  technology  and  procedures  that  optimize  gate-­‐to-­‐
gate  operations  are  being  demonstrated  with  international  partners  in  Europe  and  Asia-­‐Pacific  to  
reduce  fuel  burn,  emissions,  and  noise.  
 
New  Aircraft  Technologies.  Historically,  new  technologies  have  offered  the  greatest  success  in  
reducing  aviation’s  impacts.  New  engine/airframe  technologies  will  need  to  play  key  roles  in  
achieving  aviation  environment  and  energy  goals.  The  U.S.  will  support  advances  in  engine  
technology  and  airframe  configurations  to  lay  the  foundation  for  the  next  generation  of  aircraft.  
Our  technological  strategy  envisions  a  fleet  of  quieter,  cleaner  aircraft  that  operate  more  
efficiently  with  less  energy.  The  FAA  and  NASA,  along  with  the  Department  of  Defense,  closely  
coordinate  efforts  on  aeronautics  technology  research  through  the  President’s  National  Science  
and  Technology  Council’s  multi-­‐agency  National  Aeronautics  Research  and  Development  Plan.  
Each  agency  focuses  on  different  elements  but  they  share  the  same  national  goals.  The  FAA’s  
focus  is  on  maturing  technologies  for  near  term  application,  while  NASA  focuses  on  a  broader  
range  of  time  frames  of  technology  development.  This  includes  future  concepts  such  as  electric  
aircraft.    
 
Sustainable  Alternative  Aviation  Fuels.  Sustainable  alternative  aviation  fuels  development  and  
deployment  offer  prospects  for  enabling  environmental  improvements,  energy  security  and  
economic  stability  for  aviation.  The  aviation  industry  has  made  a  commitment  to  convert  its  fuel  

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AVIATION  ENVIRONMENTAL  AND  
ENERGY  POLICY  STATEMENT  

supply  to  alternative  fuels.15  Government  and  industry  are  working  cooperatively  with  
coordinating  mechanisms  such  as  the  Commercial  Aviation  Alternative  Fuels  Initiative  (CAAFI)  
and  are  supporting  alternative  fuels  research.  Near  term  efforts  include  adding  new  classes  of  
fuels  to  the  approved  alternative  jet  fuel  standard  by  ASTM  International,  conducting  aircraft  
flight  tests  using  alternative  fuels  and  ascertaining  their  emissions  characteristics,  lifecycle  
greenhouse  gases,  and  sustainability.  A  number  of  challenges  remain  to  sustainable  alternative  
fuel  deployment,  including  financing  for  commercial  production.    
   
Policies,  Environmental  Standards,  and  Market-­‐based  Measures.  Development  and  
implementation  of  appropriate  policies,  programs,  and  mechanisms  are  critical  to  support  
advantageous  technology  and  operational  innovations  and  accelerate  their  integration  into  the  
commercial  fleet,  the  airport  environment,  and  entire  national  aviation  system.  The  NextGen  
EMS  approach  will  integrate  environmental  protection  objectives  into  NextGen  and  facilitate  
National  Environmental  Policy  Act  (NEPA)  reviews.  Cooperative  partnerships  between  
government  and  industry  can  focus  and  leverage  funding  in  ways  that  are  beneficial  for  aviation  
and  good  for  the  environment.  There  is  a  need  for  continued  and  enhanced  exploration  of  the  
most  effective  means  to  address  residual  aircraft  noise  impacts  that  cannot  be  reduced  through  
technologies  to  guide  capital  investments  in  noise  mitigation  such  as  sound  insulation,  to  
encourage  adequate  land  use  planning,  and  to  support  other  methods.  Internationally,  the  U.S.  is  
leading  efforts  at  the  International  Civil  Aviation  Organization  (ICAO)  to  limit  and  reduce  
international  aviation  emissions,  including  development  of  a  CO2  standard  for  aircraft,  and  a  new  
particulate  matter  (PM)  certification  requirement  for  engines.  ICAO  has  additionally  agreed  to  
explore  more  ambitious  goals  for  the  aviation  sector,  including  carbon  neutral  growth  in  the  mid-­‐
term  and  reductions  in  the  long  term.  The  U.S.  is  exploring  the  effectiveness  of  various  policies,  
including  economic  incentives  to  limit  and  reduce  CO2  emissions.  The  U.S.  is  also  supporting  
studies  to  investigate  the  need,  cost  and  trade-­‐offs,  and  the  technological  feasibility  of  more  
stringent  noise  standards.  Additionally,  if  we  are  to  achieve  environmental  and  energy  goals  
beyond  the  near  term,  policies  may  be  needed  to  accelerate  the  integration  of  new  technologies  
into  the  civil  fleet  compared  to  the  normal  rate  of  introduction  and  replacement.    
   
Roles,  Responsibilities  and  Harmonization  
 
Developing  the  future  air  transportation  system  is  a  shared  responsibility  among  U.S.  
government  agencies  and  the  aviation  industry  that  involves  effective  planning,  research  and  
development,  resource  deployment,  performance,  and  collaboration.  The  Federal  government  is  
responsible  for  national  policy  and  regulations  including  aircraft  noise  and  emissions,  aviation  
safety,  airspace  management  and  air  traffic  control,  research  and  development,  and  managing  
Federal  investments  in  the  NAS.  Airport  proprietors  are  responsible  for  managing  their  airports,  
including  planning  and  implementing  actions  to  mitigate  the  adverse  effects  of  airport  operations  
and  development  on  community  noise,  air  quality,  and  water  quality  consistent  with  Federal  
regulations.  Manufacturers  of  airframes  and  engines  engage  in  research  and  development  and  

15
 See  2011The  Future  of  Aviation  Advisory  Committee  (FAAC)  Final  Report;  
http://www.dot.gov/faac/environment.html  

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ENERGY  POLICY  STATEMENT  

produce  the  new  technologies  that  are  so  critical  to  reducing  the  environmental  footprint  of  
aviation.  Air  carriers,  air  freight  operators,  and  other  aircraft  operators  make  product  purchase  
decisions  that  affect  fleetwide  environmental  performance  and  fly  and  service  aircraft  in  ways  
that  affect  fuel  use  and  environmental  impacts.  The  use  of  EMSs  by  aviation  stakeholders  
contributing  to  NextGen  will  play  an  important  role  in  achieving  the  environmentally  sustainable  
growth  of  air  transportation.    
 
It  is  also  important  to  recognize  that  civil  aviation  is  an  inherently  global  endeavor.  We  are  
committed  to  a  sustainable  national  aviation  system  that  is  seamlessly  integrated  with  the  larger  
international  system.  This  will  require  harmonization  with  international  standards,  
recommended  practices,  and  guidance  through  ICAO.  This  aviation  environmental  and  energy  
policy  statement  is  intended  to  be  implemented  constructively  within  the  larger  international  
system.  
 
Conclusion  
 
Aviation  has  features  that  distinguish  it  from  other  transportation  modes  and  industries  that  
must  be  factored  into  the  application  of  environmental  and  energy  strategies.  A  high  premium  
on  safety  demands  the  incorporation  of  only  proven  and  technically  sound  technologies  to  
reduce  environmental  impacts.  Aircraft  are  high  cost  and  have  a  long  life  span,  requiring  long  
lead  times  for  new  technologies  to  be  widely  incorporated  in  the  fleet  and  close  attention  to  
financial  feasibility.  Airborne  systems  must  be  lightweight  and  fuel-­‐efficient.  Airlines  and  other  
aircraft  operators  will  need  to  invest  the  capital  to  purchase  aircraft  with  new  technologies  for  
aviation  to  realize  the  environmental  and  operational  benefits.  Airport  infrastructure  requires  
substantial  planning  and  construction  effort,  as  well  as  public  and  financial  support.  Noise,  air  
quality,  and  climate  effects  of  aviation  result  from  an  interdependent  set  of  technologies  and  
operations,  so  that  action  to  reduce  impacts  in  one  area  (e.g.,  aircraft  engine  noise)  can  increase  
impacts  in  another  area  (e.g.,  nitrogen  oxides  emissions).  Efforts  to  protect  water  quality  by  
reducing  deicing  fluid  discharge  could  affect  safety  and  efficiency  of  operations.  Such  
considerations  increase  the  challenge  of  achieving  ambitious  environmental  and  energy  goals.  
Nevertheless,  aviation’s  impressive  record  of  creativity  and  innovation  can  rise  to  these  
challenges.    
 
This  policy  statement  is  intended  to  outline  strategies  and  approaches  necessary  to  meet  the  
environmental  and  energy  challenges  that  confront  the  U.S.  civil  aviation  system.  There  is  a  
shared  commitment  to  moving  the  aviation  sector  to  environmental  performance  that  will  
reduce  aviation’s  noise,  air  quality,  climate,  energy,  and  water  quality  impacts  notwithstanding  
the  anticipated  growth  in  aviation.  Through  broad  inclusion  and  sustained  commitment  among  
all  stakeholders,  the  U.S.  will  be  a  global  leader  in  researching,  developing,  and  implementing  
technological,  operational  and  policy  initiatives  that  address  mobility  and  environmental  needs.