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Electronic Code of Federal Regulations
Title 40 → Chapter I → Subchapter C → Part 87
Title 40: Protection of Environment
PART 87—CONTROL OF AIR POLLUTION FROM AIRCRAFT AND AIRCRAFT ENGINES
Subpart A—General Provisions
§87.1 Definitions.
§87.2 Abbreviations.
§87.3 General applicability and requirements.
§87.4 [Reserved]
§87.6 Aircraft safety.
§87.8 Incorporation by reference.
Subpart B—Engine Fuel Venting Emissions (New and In-Use Aircraft Gas Turbine Engines)
§87.10 Applicability.
§87.11 Standard for fuel venting emissions.
Subpart C—Exhaust Emissions (New Aircraft Gas Turbine Engines)
§87.21 Exhaust emission standards for Tier 4 and earlier engines.
§87.23 Exhaust emission standards for Tier 6 and Tier 8 engines.
Subpart D—Exhaust Emissions (In-Use Aircraft Gas Turbine Engines)
§87.31 Standards for exhaust emissions.
Subpart E—Certification Provisions
§87.40 General certification requirement.
§87.42 Production report to EPA.
§87.46 Recordkeeping.
§87.48 Derivative engines for emissions certification purposes.
Subpart F—Exemptions and Exceptions
§87.50 Exemptions and exceptions.
Subpart G—Test Procedures
§87.60 Testing engines.
§87.64 Sampling and analytical procedures for measuring gaseous exhaust emissions.
Authority: 42 U.S.C. 7401 et seq.
Source: 47 FR 58470, Dec. 30, 1982, unless otherwise noted.
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 §87.3, 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 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 subtitle 7 of title 49 of the United States Code 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 engine type certificate 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 for emissions certification purposes means an engine that has the same or similar emissions characteristics as an engine covered by a U.S. type certificate issued under 14 CFR part 33. These characteristics are 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 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 sub-model.
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 derivative engines for emissions certification purposes of those engine models) determined by FAA to have a sufficiently common design to be grouped together under a type certificate.
EPA means the U.S. Environmental Protection Agency.
Except means to routinely allow engines to be produced and sold that do not meet (or do not fully meet) otherwise applicable standards. (Note that this definition applies only with respect to spare engines and that the term "except" has its plain meaning in other contexts.) Excepted engines must conform to regulatory conditions specified for an exception in this part and other applicable regulations. Excepted 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 excepted with respect to certain standards must comply with other standards from which they are not excepted.
Exempt means to allow (through a formal case-by-case process) 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 involves making decisions 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.
Military aircraft means aircraft owned by, operated by, or produced for sale to the armed forces or other agency of the federal government responsible for national security (including but not limited to the Department of Defense) and other aircraft considered to be military aircraft under international law and conventions.
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 end.
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 has the meaning given in 40 CFR 1065.1001.
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 an in-service aircraft to replace an existing engine and that is excepted as described in §87.50(c).
Standard day conditions means the following ambient conditions: temperature = 15 °C, specific humidity = 0.00634 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 certificated to fly 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.
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.
[77 FR 36379, June 18, 2012]
The abbreviations used in this part have the following meanings:
% percent
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
(a) The regulations of this part apply to engines on all aircraft that are required to be certificated by FAA under 14 CFR part 33 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)(3), "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 Secretary of Transportation issues regulations to ensure compliance with the standards and related requirements of this part (42 U.S.C. 7572).
(c) The Secretary of Transportation 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 respecting emissions unless the standard is identical to a standard applicable to such aircraft under this part (including prior-tier standards applicable to exempt engines).
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 hazard to aircraft safety.
(a) Certain material is incorporated by reference into this part with the approval of the Director of the Federal Register under 5 U.S.C. 552(a) and 1 CFR part 51. To enforce any edition other than that specified in this section, the Environmental Protection Agency must publish notice of change in the Federal Register and the material must be available to the public. All approved material is available for inspection at U.S. EPA, Air and Radiation Docket and Information Center, 1301 Constitution Ave. NW., Room B102, EPA West Building, Washington, DC 20460, (202) 202-1744, and is available from the sources listed below. It is also available for inspection at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call 202-741-6030 or go to http://www.archives.gov/federal__register/code__of__federal__regulations/ibr__locations.html.
(b) International Civil Aviation Organization, Document Sales Unit, 999 University Street, Montreal, Quebec, Canada H3C 5H7, (514) 954-8022, www.icao.int, or sales@icao.int.
(1) Annex 16 to the Convention on International Civil Aviation, Environmental Protection, Volume II—Aircraft Engine Emissions, Third Edition, July 2008 (ICAO Annex 16). IBR approved for §§87.1, 87.42(c), and 87.60(a) and (b).
(2) [Reserved]
(a) The provisions of this subpart are applicable to all new aircraft gas turbines of classes T3, T8, TSS and TF equal to or greater than 36 kilonewton rated output, manufactured on or after January 1, 1974, and to all in-use aircraft gas turbine engines of classes T3, T8, TSS and TF equal to or greater than 36 kilonewton rated output manufactured after February 1, 1974.
(b) The provisions of this subpart are also applicable to all new aircraft gas turbines of class TF less than 36 kilonewton rated output and class TP manufactured on or after January 1, 1975 and to all in-use aircraft gas turbines of class TF less than 36 kilonewton rated output and class TP manufactured after January 1, 1975.
[49 FR 41002, Oct. 18, 1984]
(a) No fuel venting emissions shall be discharged into the atmosphere from any new or in-use aircraft gas turbine engine subject to the subpart. This paragraph is directed at the elimination of intentional discharge to the atmosphere of fuel drained from fuel nozzle manifolds after engines are shut down and does not apply to normal fuel seepage from shaft seals, joints, and fittings.
(b) Conformity with the standard set forth in paragraph (a) of this section shall be determined by inspection of the method designed to eliminate these emissions.
The provisions of this subpart are applicable to all aircraft gas turbine engines of the classes specified beginning on the dates specified.
This section describes the emission standards that apply for Tier 4 and earlier engines that apply for aircraft engines manufactured before July 18, 2012 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.
(a) Exhaust emissions of smoke from each new aircraft gas turbine engine of class T8 manufactured on or after February 1, 1974, shall not exceed: Smoke number of 30.
(b) Exhaust emissions of smoke from each new aircraft gas turbine engine of class TF and of rated output of 129 kilonewtons thrust or greater, manufactured on or after January 1, 1976, shall not exceed:
SN = 83.6(r0)−0.274 (r0 is in kilonewtons).
(c) Exhaust emission of smoke from each new aircraft gas turbine engine of class T3 manufactured on or after January 1, 1978, shall not exceed: Smoke number of 25.
(d) Gaseous exhaust emissions from each new commercial aircraft gas turbine engine shall not exceed:
(1) Classes TF, T3, T8 engines greater than 26.7 kilonewtons rated output:
(i) Engines manufactured on or after January 1, 1984:
Hydrocarbons: 19.6 grams/kilonewton rO.
(ii) Engines manufactured on or after July 7, 1997.
Carbon Monoxide: 118 grams/kilonewton rO.
(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.
(v) The emission standards prescribed in paragraphs (d)(1) (iii) and (iv) of this section apply as prescribed beginning July 7, 1997.
(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:
(A) Engines with a rated pressure ratio of 30 or less:
(1) Engines with a maximum rated output greater than 89 kilonewtons:
Oxides of Nitrogen: (19 + 1.6(rPR)) grams/kilonewtons rO.
(2) Engines with a maximum rated output greater than 26.7 kilonewtons but not greater than 89 kilonewtons:
Oxides of Nitrogen: (37.572 + 1.6(rPR) − 0.2087(rO)) grams/kilonewtons rO.
(B) Engines with a rated pressure ratio greater than 30 but less than 62.5:
Oxides of Nitrogen: (7 + 2(rPR)) grams/kilonewtons rO.
Oxides of Nitrogen: (42.71 + 1.4286(rPR) − 0.4013(rO) + 0.00642(rPR × rO)) grams/kilonewtons rO.
(C) Engines with a rated pressure ratio of 62.5 or more:
(vii) The emission standards prescribed in paragraph (d)(1)(vi) of this section shall apply as prescribed beginning December 19, 2005.
(2) Class TSS: Engines manufactured on or after January 1, 1984:
Hydrocarbons = 140(0.92)rPR grams/kilonewtons rO.
(e) Smoke exhaust emissions from each gas turbine engine of the classes specified below shall not exceed:
(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.
(2) Classes T3, T8, TSS and TF of rated output equal to or greater than 26.7 kilonewtons manufactured on or after January 1, 1984:
(3) Class TP of rated output equal to or greater than 1,000 kilowatts manufactured on or after January 1, 1984:
SN = 187(ro)−0.168 (ro is in kilowatts)
(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.
[47 FR 58470, Dec. 30, 1982, as amended at 49 FR 31875, Aug. 9, 1984; 62 FR 25365, May 8, 1997; 70 FR 69686, Nov. 17, 2005; 77 FR 36381, June 18, 2012]
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 July 18, 2012, except where we specify that they apply differently by year, or where the engine is exempt from one or more standards of this section. Except as specified in paragraph (d) of this section, these standards apply based on the date the engine is manufactured. Where a gaseous emission 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). Where a smoke standard is specified by a formula, calculate and round the standard to the nearest 0.1 SN. 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
Smoke number
HC (g/kN rated
output)
NOX (g/kN rated
CO (g/kN rated
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 50.0, 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)
rO <26.7 kN 83.6 · rO−0.274 or 50.0, whichever is smaller
rO ≥26.7 kN 83.6 · rO−0.274 or 50.0, 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 engines determined to be derivative engines for emissions certification purposes under the requirements of this part.
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 apply and engines determined to be derivative engines for emissions certification purposes under the requirements of this part.
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
rPR ≥104.7 all 32 + 1.6·rPR
(d) This paragraph (d) specifies phase-in provisions that allow continued production of certain engines after the Tier 6 and Tier 8 standards begin to apply.
(1) Engine type certificate 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 July 18, 2012 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 engines that are covered by the same type certificate and are determined to be derivative engines for emissions certification purposes under the requirements of this part. Note that 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. This production cutoff does not apply to engines installed (or delivered for installation) on military aircraft.
(2) Engine type certificate 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 engines that are covered by the same type certificate and are determined to be derivative engines for emissions certification purposes under the requirements of this part.
(3) An engine manufacturer may produce up to six newly manufactured Tier 4 engines on or after July 18, 2012, subject to the provisions of this paragraph (d)(3). Tier 4 engines meeting the criteria of this paragraph (d)(3) are excepted without request from the otherwise applicable Tier 6 NOX emission standard. To be eligible for this exception the engines must have a date of manufacture prior to August 31, 2013 and be fully compliant with all requirements applicable to Tier 4 engines. The manufacturer must include these engines in the report required by §87.50. This exception is void for any manufacturer that produces more than six excepted engines under this paragraph.
[77 FR 36382, June 18, 2012, as amended at 77 FR 65823, Oct. 31, 2012]
The provisions of this subpart are applicable to all in-use aircraft gas turbine engines certified for operation within the United States of the classes specified beginning on the dates specified.
(a) Exhaust emissions of smoke from each in-use aircraft gas turbine engine of Class T8, beginning February 1, 1974, shall not exceed: Smoke number of 30.
(b) Exhaust emissions of smoke from each in-use aircraft gas turbine engine of class TF and of rated output of 129 kilonewtons thrust or greater, beginning January 1, 1976, shall not exceed:
(c) The standards set forth in paragraphs (a) and (b) of this section refer to exhaust smoke emissions emitted during operations of the engine as specified in the applicable section of subpart H of this part, and measured and calculated in accordance with the procedures set forth in this subpart.
[47 FR 58470, Dec. 30, 1982, as amended at 48 FR 2718, Jan. 20, 1983]
Source: 77 FR 36383, June 18, 2012, unless otherwise noted.
Manufacturers of engines subject to this part must meet the requirements of title 14 of the Code of Federal Regulations as applicable.
Engine manufacturers must submit an annual production 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. Note that §87.64 requires you to report CO2 emission rates to EPA in addition to NOX. Include these data in the report required by this section. If you produce exempted or excepted engines, you may submit a single report with information on exempted/excepted and normally certificated 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 type of engine (turbofan, turboprop, etc.) and complete sub-model name, including any applicable model name, sub-model identifier, and engine type certificate family identifier.
(2) The certificate 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 for emissions certification purposes. 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) Identify the combustor of the sub-model, where more than one type of combustor is available.
(4) The calendar-year production volume of engines from the sub-model that are covered by an FAA type certificate. Record zero for sub-models with no engines produced during the calendar year, 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 non-exempt engines on in-use aircraft. For engines delivered without a final sub-model status and for which the manufacturer has not ascertained the engine's sub-model when installed before submitting its production report, the manufacturer may do any of the following in its initial report, and amend it later:
(i) List the sub-model that was shipped or the most probable sub-model.
(ii) List all potential sub-models.
(iii) State "Unknown Sub-Model."
(5) The number of engines tested and the number of test runs for the applicable type certificate.
(6) 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. For purposes of this paragraph (c)(6), applicable test data means data required to certify the engine sub-model, which would typically include NOX, HC, CO and smoke number. However, applicable test data would not include NOX, HC, or CO emissions for engines subject to only smoke standards. Note that §87.64 also requires you to report CO2 emissions. Specify thrust in kW for turboprop engines. 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) Clearly show what information you consider confidential by marking, circling, bracketing, stamping, or some other method. We will store your confidential information as described in 40 CFR part 2. Also, we will disclose it only as specified in 40 CFR part 2. If you send us information without claiming it is confidential, we may make it available to the public without further notice to you, as described in 40 CFR 2.204.
(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.
(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.
(a) General. A type certificate holder may request from the FAA a determination that an engine configuration is considered a derivative engine for emissions certification purposes. This would mean that the engine configuration is determined to be similar in design to a previously certificated engine (the "original" engine) for purposes of compliance with exhaust emission standards (gaseous and smoke). In order for the engine configuration to be considered a derivative engine for emission purposes under this part, it must have been derived from an original engine that was certificated to the requirements of 14 CFR part 33, and one of the following conditions must be met:
(1) The FAA determined that a safety issue exists that requires an engine modification.
(2) Emissions from the derivative engines are determined to be similar. In general, this means the emissions must meet the criteria specified in paragraph (b) of this section. FAA may adjust these criteria in unusual circumstances, consistent with good engineering judgment.
(3) All of the regulated emissions from the derivative engine are lower than the original engine.
(b) Emissions similarity. (1) The type certificate holder must demonstrate that the proposed derivative engine model's emissions meet the applicable standards and differ from the original model's emission rates only within the following 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 original certificated engine model (or any other sub-models within the emission type certificate family tested for certification) before modification is at or above 95% of the applicable standard for any pollutant, you must measure the proposed derivative engine model's emissions for all pollutants to demonstrate that the derivative engine's resulting characteristic levels will not exceed the applicable emission standards. If the characteristic levels of the originally certificated engine model (and all other sub-models within the emission type certificate family tested for certification) are below 95% of the applicable standard for each pollutant, then, you may use engineering analysis to demonstrate that the derivative engine will not exceed the applicable emission standards, consistent with good engineering judgment. The engineering analysis must address all modifications from the original engine, including those approved for previous derivative engines.
(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. If the FAA determines that an engine model does not meet the requirements for a derivative engine for emissions certification purposes, the type certificate holder is required to demonstrate that the engine complies with the emissions standards applicable to a new engine type.
This section specifies provisions related to exempting/excepting engines from some or all of the standards and requirements of this part 87. Exempted/excepted engines must conform to regulatory conditions specified for an exemption in this section and other applicable regulations. Exempted/excepted 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/excepted with respect to certain standards must comply with other standards. Exemption requests under paragraph (a) of this section must be approved by the FAA, with the written concurrence of EPA, to be effective. Exemption requests under paragraph (b) of this section must be approved only by the FAA to be effective. Exceptions do not require a case-by-case FAA approval.
(a) Engines installed in new aircraft. Type certificate holders may request an exemption to produce 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.
(1) Submit your request for an exemption to the FAA before producing the engines to be exempted, who will provide a copy to the Designated EPA Program Officer. Exemption by an authority outside the United States does not satisfy this requirement. Unless EPA and FAA allow otherwise, 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 including the type certificate number and date it was issued by the FAA. Include in your description the engine model and sub-model names and the types of aircraft in which the engines are expected to be installed. Specify the number of engines that you would produce under the exemption and the period during which you would produce them.
(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.
(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) Temporary exemptions based on flights for short durations at infrequent intervals. The emission standards of this part do not apply to engines which power aircraft operated in the United States for short durations at infrequent intervals. Such operations are limited to:
(1) Flights of an aircraft for the purpose of export to a foreign country, including any flights essential to demonstrate the integrity of an aircraft prior to its flight to a point outside the United States.
(2) Flights to a base where repairs, alterations or maintenance are to be performed, or to a point of storage, and flights for the purpose of returning an aircraft to service.
(3) Official visits by representatives of foreign governments.
(4) Other flights the Secretary determines to be for short durations at infrequent intervals. A request for such a determination shall be made before the flight takes place.
(c) Spare engines. Newly manufactured engines meeting the definition of "spare engine" are excepted as follows:
(1) This exception allows production of a newly manufactured engine for installation on an in-service aircraft. It does not allow for installation of a spare engine on a new aircraft.
(2) Each spare engine must be identical to a sub-model previously certificated to meet all requirements applicable to Tier 4 engines or later requirements.
(3) Spare engines excepted under this paragraph (c) may be used only where the emissions of the spare engines are certificated to equal to or lower emission standards than those of the engines they are replacing, for all regulated pollutants.
(4) No prior approval is required to produce spare engines. Engine manufacturers must include information about their production of spare engines in the annual report specified in paragraph (d) of this section
(5) The permanent record for each engine excepted under this paragraph (c) must indicate that the engine was produced as an excepted spare engine.
(6) Engines excepted under this paragraph (c) must be labeled with the following statement: "EXCEPTED SPARE".
(d) Annual reports. If you produce engines with an exemption/exception 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/excepted 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 exceptions separate from other new engine exemptions. Include the following for each exemption/exception 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 carriers (or other operators) using spare engines.
(3) Include information in the report only for engines having a date of manufacture within the specific calendar year.
(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 demonstrate 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 (e.g., more accurate or precise) 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
Subsonic turbofan
Supersonic turbofan
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.
(a) [Reserved]
(b) Starting January 1, 2011, report CO2 values along with your emission levels of regulated NOX to the Administrator for engines of a type or model of which the date of manufacture of the first individual production model was on or after January 1, 2011. By January 1, 2011, report CO2 values along with your emission levels of regulated NOX to the Administrator for engines currently in production and of a type or model for which the date of manufacture of the individual engine was before January 1, 2011. Round CO2 to the nearest 1 g/kilonewton rO.
(c) Report CO2 by calculation from fuel mass flow rate measurements in Appendices 3 and 5 to ICAO Annex 16, volume II or alternatively, according to the measurement criteria of CO2 in Appendices 3 and 5 to ICAO Annex 16, volume II.
[74 FR 56374, Oct. 30, 2009, as amended at 77 FR 36386, June 18, 2012]


text:
Home ➔ Horse Racing ➔
Brian Zipse - October 14, 2022
Best Horse Racing Picks This Weekend Churchill Downs, Thistledown and Belmont Park
Saturday Races
Headlined by an excellent card of racing on Saturday at Churchill Downs, let's take a look at my picks for many of the biggest races on the racing calendar this weekend.
We'll start with four races from the historic Louisville, Ky oval, including a pair of Breeders' Cup "Win and You're In" races in the Stephen Foster and the Fleur de Lis, and add in a pair of graded stakes from New York and Ohio.
Here is a look at the six races, all on Saturday, and my top selections in each.
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Stephen Foster (G2), Churchill Downs, 1 1/8 miles (dirt), 3-year-olds and up
Maxfield, a graded stakes winner in each of his three seasons on the track, looms a sizable favorite in a field of nine set to go to the post for Saturday's $600,000 Stephen Foster under the famed twin spires of Churchill Downs.
A 3 ¼-length winner of the Grade 2 Alysheba on Kentucky Derby eve, the son of Street Sense will put his sparkling 6-of-7 lifetime record on the line against a field that includes multiple graded stakes winner, Silver Dust, as well as the Alysheba second and third place finishers Visitant and Chess Chief. The 9 furong test is a "Win and You're In" for the Breeders' Cup Classic at Del Mar.
Our Pick – Maxfield (4/5) – The once beaten Godolphin star towers over this Grade 2 field
Bet on Maxfield!
Fleur de Lis (G2), Churchill Downs, 1 1/8 miles (dirt), fillies and mares 3-year-olds and up
A winner of two consecutive Grade 1 stakes races in Arkansas and New York, Letruska will be the one to beat as a field of six older females take to the starting gate for the Grade 2 Fleur de Lis at Churchill Downs. The 5-year-old daughter of Super Saver is a winner of 14-of-19 overall, and has beaten the likes of Monomoy Girl, Swiss Skydiver, and Shedaresthedevil in her most recent two starts.
Chief among her challengers will be the Kenny McPeek trained Envoutante. A winner of 3-of-4 at Churchill Downs, including the recent Shawnee Stakes on May 29, the daughter of Uncle Mo has won three stakes in her last five races and will be running at her home base on Saturday.
Our Pick – Envoutante (7/2) – The improving daughter of Uncle Mo loves the track and has a real chance to upset the heavily favored Letruska.
Bet on Envoutante!
Wise Dan (G2), Churchill Downs, 1 1/16 miles (turf), 4-year-olds and up
The streaking Set Piece from the barn of Brad Cox, and the two-time Grade 2 winning New York-bred Somelikeithotbrown top a field of 10 older turf males ready to do battle in Saturday's $300,000 Wise Dan at Churchill Downs.
Set Piece comes in off two consecutive listed stakes wins over the local turf course, rallying from near the back of the pack each time. Meanwhile, Somelikeithotbrown likes to do his best running on or near the early lead. The son of Big Brown scored his most impressive victory to date last time when scoring in the Grade 2 Dinner Party at Pimlico.
The Pick – Ride a Comet (5/1) – The talented son of Candy Ride should appreciate the drop in class after three straight starts against Grade 1 company.
Bet on Wise Dan!
War Chant Stakes, Churchill Downs 1 mile (turf), 3-year-olds
Helium, the winner of the Grade 2 Tampa Bay Derby, will attempt turf for the first time as the likely favorite in Saturday's $150,000 War Chant Stakes at Churchill Downs. The Mark Casse trained son of Ironicus is bred to handle the grass and comes off a decent third-place finish in last month's Grade 3 Matt Winn.
Also in the field is the Brad Cox trained Royal Prince. The son of Cairo Prince has been a consistent performer on the turf since his debut, including a pair of stakes wins earlier this year. Most recently, he finished third in the local Audubon Stakes on May 29.
The Pick – Helium (3/1) – I have been waiting for this classy colt to make his first start on the grass.
Bet on Helium!
Ohio Derby, (G3) Thistledown, 1 1/8 miles (dirt), 3-year-olds
A competitive field of 11 3-year-old males will take to the starting gate for the 87th running of the Grade 3 Ohio Derby. Promise Keeper, the recent winner of the Grade 3 Peter Pan, and King Fury, who won the Grade 3 Lexington in his first start at 3, could vie for favoritism.
Others to strongly consider in the $500,000 feature include the Triple Crown veteran Keepmeinmind, who finished fourth in the Preakness in his last try, as well as impressive recent allowance winners, Masqueparade and Ethical Judgement. The former won on Kentucky Day by better than 11 lengths for trainer Al Stall, Jr.
The Pick – Ethical Judgement (8/1) – The improving son of Honor Code fits in well with this cast for the Ohio Derby, and should offer attractive odds.
Bet on Ethical Judgement!
Mother Goose (G2), Belmont Park 1 1/8 miles (dirt), 3-year-old fillies
A romping winner in her only two starts, Always Carina is expected to go off favored in a compact field of five 3-year-old fillies entered for Saturday's $250,000 Mother Goose at Belmont Park. Trained by Chad Brown, the daughter of Malibu Moon looked good in running away with an allowance race five weeks ago.
Her main rival will be the Steve Asmussen trained Clairiere. A veteran of four consecutive graded stakes races since winning her debut, the regally bred daughter of Curlin comes in off a good fourth-place finish against the best of the division in the Kentucky Oaks. The Grade 2 winner will pick up the services of top rider Irad Ortiz Jr. in the Mother Goose.
The Pick – Clairiere (9/5) – Her class and experience could tell against a far more untested favorite.
Bet on Clairiere!
Brian Zipse
Taken to the races at a very young age, Brian has been a passionate fan of horse racing his entire life. Professionally, his work has been published on several leading industry sites. Brian served as the Editor of Horse Racing Nation from 2010-2017, where he still writes a regular column and hosts the popular weekly webcast HorseCenter.
More info on Brian Zipse

redpajama_set_name: RedPajamaCommonCrawl


Originally published in Investment Contrarians on June 20, 2013.
When individuals face excessive debt, often the solution is to reduce spending and adhere to a strict repayment program.
When corporations face excessive debt, they tend to streamline; but they must be careful when they do so, because any cost-cutting could impact the company's growth. What generally happens is more debt or credit is issued.
Congress and Obama must resolve the national debt limit.
Take a look at the chart below of the national debt from 1970 to today (blue bars), and the projected national debt to 2018 (red bars). What's made clear from this chart is not only the steady buildup of national debt but the rate of the buildup since early 2000, especially following the Great Recession in 2008. It's obvious that the national debt is spiraling out of control.
Despite the popular adage "a picture is worth a thousand words," this chart of the national debt can be defined by one word: debt.
That's why the Federal Reserve and the U.S. government must deal with the country's massive national debt load—and how it's getting out of hand.
What's alarming is that the municipal, state, and federal governments will inevitably be subject to a cash crunch when yields and interest rates ratchet higher.
As I recently mentioned in these pages, we're seeing debt issues in many states that are vulnerable to rising interest rates, and not only with the federal debt.
But the problem won't stop there, because Detroit will need new funds to survive, and based on the city's default and low credit rating, the cost of the loan would likely be significant.
So, while the stock market rises to new records and new millionaires surface each day, the real problem will be when rates move higher and debt payments become unmanageable.
I would start to take some profits off the table, or move funds into more defensive sectors.


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Objective of Su-22 aircraft upgrade is to increase combat efficiency of the aircraft against ground-based targets.
Objective of Su-25 aircraft upgrade is to increase combat efficiency of the aircraft against ground-based and air targets.
Objective of Su-27 aircraft upgrade is to create multi-functional Su-27 aircraft.
Objective of upgrade is to create multi-functional MiG-29 aircraft.
Objective of Mi-8 (Mi-17) helicopter upgrade: creation of 24-hour transport-reconnaissance combat helicopter.
Objective of upgrade is to increase combat efficiency of Mi-24 (Mi-35) multi-functional combat-transport helicopter.


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Business November 29, 2022 Reno To Get New Ground-Up Hotel-Casino Project
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Business December 27, 2022 Nevada Gaming Commission Approves New Cybersecurity Regulation
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By Ameana Jones
Sports Betting Comes To New Mexico's Isleta Resort & Casino
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iSoftBet Partners with Portugal's Casino Solverde
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Hard Rock's Tampa Property Seeking 1,200 New Employees
Seminole Hard Rock Hotel & Casino in Tampa, Florida is nearing the completion of its $700 million expansion that kicked off last spring. The property is now looking to find people to fill in the 1,200 newly-created positions for both full-time and part-time employees. As it stands, the company's officials have even gone ahead to […]
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PokerStars To Host India Summer Championship of Online Poker
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Japan's Casino Regulator to Be Established in Early 2020
As part of the push for the launch of the three integrated resorts (IR) in Japan, the country is set to officially launch an oversight or regulatory body. Initially scheduled to be unveiled on July 1, 2019, the regulator's debut was postponed for a number of reasons such as the increase in cases of problem […]
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GluN2B/NR2B glutamate receptor GluN2B/NR2B glutamate receptor – Aves Labs, Inc.
Cultured rat hippocampal neuron immunofluorescence. Image courtesy of Anthone Dunah (Harvard) and Morgan Sheng (MIT).
Immunoblot against rat brain membranes (RBM) and neuronal lysates from NR2B knockout (KO) and heterozygote (Het) mice. Samples courtesy of Ben Hall and Anirvan Ghosh (UCSD).
Immunoblots on brain membranes prepared from whole rat (RBM) and mouse (MBM) brain, and from human cerebral cortex [HBM(Cx)] and hippocampus [HBM(H)].
Clairfeuille T, Mas C, Chan AS, Yang Z, Tello-Lafoz M, Chandra M, Widagdo J, Kerr MC, Paul B, Mérida I, Teasdale RD, Pavlos NJ, Anggono V, Collins BM. (2016), 'A molecular code for endosomal recycling of phosphorylated cargos by the SNX27-retromer complex..' Nature Structural & Molecular Biology. 10.1038/nsmb.3290.
Lie E, Ko JS, Choi SY, Roh JD, Cho YS, Noh R, Kim D, Li Y, Kang H, Choi TY, Nam J, Mah W, Lee D, Lee SG, Kim HM, Kim H, Choi SY, Um JW, Kang MG, Bae YC, Ko J, Kim E. (2016), 'SALM4 suppresses excitatory synapse development by cis-inhibiting trans-synaptic SALM3-LAR adhesion..' Nature Communications. 10.1038/ncomms12328.
Won S, Incontro S, Nicoll RA, Roche KW. (2016), 'PSD-95 stabilizes NMDA receptors by inducing the degradation of STEP61..' Proceedings of the National Academy of Science of the United States of America. 10.1073/pnas.1609702113.
Hruska M, Henderson NT, Xia NL, Le Marchand SJ, Dalva MB. (2015), 'Anchoring and synaptic stability of PSD-95 is driven by ephrin-B3..' Nature Neuroscience. 10.1038/nn.4140.
Serrano FG, Tapia-Rojas C, Carvajal FJ, Hancke J, Cerpa W, Inestrosa NC. (2014), 'Andrographolide reduces cognitive impairment in young and mature AβPPswe/PS-1 mice..' Molecular Neurodegeneration. 10.1186/1750-1326-9-61.
Prox J, Bernreuther C, Altmeppen H, Grendel J, Glatzel M, D'Hooge R, Stroobants S, Ahmed T, Balschun D, Willem M, Lammich S, Isbrandt D, Schweizer M, Horré K, De Strooper B, Saftig P. (2013), 'Postnatal disruption of the disintegrin/metalloproteinase ADAM10 in brain causes epileptic seizures, learning deficits, altered spine morphology, and defective synaptic functions..' Journal of Neuroscience. 10.1523/JNEUROSCI.5910-12.2013.
Stanic J, Carta M, Eberini I, Pelucchi S, Marcello E, Genazzani AA, Racca C, Mulle C, Di Luca M, Gardoni F. (2015), 'Rabphilin 3A retains NMDA receptors at synaptic sites through interaction with GluN2A/PSD-95 complex..' Nature Communications. 10.1038/ncomms10181.
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Li Y, Zhang P, Choi TY, Park SK, Park H, Lee EJ, Lee D, Roh JD, Mah W, Kim R, Kim Y, Kwon H, Bae YC, Choi SY, Craig AM, Kim E. (), 'Splicing-Dependent Trans-synaptic SALM3-LAR-RPTP Interactions Regulate Excitatory Synapse Development and Locomotion..' Cell Report. 10.1016/j.celrep.2015.08.002.
Balsara R, Dang A, Donahue DL, Snow T, Castellino FJ. (), 'Conantokin-G attenuates detrimental effects of NMDAR hyperactivity in an ischemic rat model of stroke..' PLoS One. 10.1371/journal.pone.0122840.
Cristino L, Luongo L, Squillace M, Paolone G, Mango D, Piccinin S, Zianni E, Imperatore R, Iannotta M, Longo F, Errico F, Vescovi AL, Morari M, Maione S, Gardoni F, Nisticò R, Usiello A. (), 'd-Aspartate oxidase influences glutamatergic system homeostasis in mammalian brain..' Neurobiology of Aging. 10.1016/j.neurobiolaging.2015.02.003.
Zhang N, Zhong P, Shin SM, Metallo J, Danielson E, Olsen CM, Liu QS, Lee SH. (), 'S-SCAM, a rare copy number variation gene, induces schizophrenia-related endophenotypes in transgenic mouse model..' Journal of Neuroscience. 10.1523/JNEUROSCI.3658-14.2015.
DiBattista AM, Dumanis SB, Song JM, Bu G, Weeber E, Rebeck GW, Hoe HS. (), 'Very low density lipoprotein receptor regulates dendritic spine formation in a RasGRF1/CaMKII dependent manner..' Biochimica et Biophysica Acta. 10.1016/j.bbamcr.2015.01.015.
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Warmus BA, Sekar DR, McCutchen E, Schellenberg GD, Roberts RC, McMahon LL, Roberson ED. (), 'Tau-mediated NMDA receptor impairment underlies dysfunction of a selectively vulnerable network in a mouse model of frontotemporal dementia..' Journal of Neuroscience. 10.1523/JNEUROSCI.3418-14.2014.
Fitting S, Knapp PE, Zou S, Marks WD, Bowers MS, Akbarali HI, Hauser KF. (), 'Interactive HIV-1 Tat and morphine-induced synaptodendritic injury is triggered through focal disruptions in Na⁺ influx, mitochondrial instability, and Ca²⁺ overload..' Journal of Neuroscience. 10.1523/JNEUROSCI.5351-13.2014.
Plowey ED, Johnson JW, Steer E, Zhu W, Eisenberg DA, Valentino NM, Liu YJ, Chu CT. (), 'Mutant LRRK2 enhances glutamatergic synapse activity and evokes excitotoxic dendrite degeneration..' Biochimica et Biophysica Acta. 10.1016/j.bbadis.2014.05.016.
Vargas JY, Fuenzalida M, Inestrosa NC. (), 'In vivo activation of Wnt signaling pathway enhances cognitive function of adult mice and reverses cognitive deficits in an Alzheimer's disease model..' Journal of Neuroscience. 10.1523/JNEUROSCI.0862-13.2014.
Landgraf P, Mikhaylova M, Macharadze T, Borutzki C, Zenclussen AC, Wahle P, Kreutz MR. (), 'Binding of Y-P30 to syndecan 2/3 regulates the nuclear localization of CASK..' PLoS One. 10.1371/journal.pone.0085924.
Tronci E, Fidalgo C, Zianni E, Collu M, Stancampiano R, Morelli M, Gardoni F, Carta M. (), 'Effect of memantine on L-DOPA-induced dyskinesia in the 6-OHDA-lesioned rat model of Parkinson's disease..' Neuroscience. 10.1016/j.neuroscience.2014.01.042.
Muñoz FJ, Godoy JA, Cerpa W, Poblete IM, Huidobro-Toro JP, Inestrosa NC. (), 'Wnt-5a increases NO and modulates NMDA receptor in rat hippocampal neurons..' Biochemical and Biophysical Research Communications. 10.1016/j.bbrc.2014.01.031.
Sohn YI, Lee NJ, Chung A, Saavedra JM, Scott Turner R, Pak DT, Hoe HS. (), 'Antihypertensive drug Valsartan promotes dendritic spine density by altering AMPA receptor trafficking..' Biochemical and Biophysical Research Communications. 10.1016/j.bbrc.2013.08.091.
Bonnet SA, Akad DS, Samaddar T, Liu Y, Huang X, Dong Y, Schlüter OM. (), 'Synaptic state-dependent functional interplay between postsynaptic density-95 and synapse-associated protein 102..' Journal of Neuroscience. 10.1523/JNEUROSCI.6255-11.2013.
Zamzow DR, Elias V, Shumaker M, Larson C, Magnusson KR. (), 'An increase in the association of GluN2B containing NMDA receptors with membrane scaffolding proteins was related to memory declines during aging..' Journal of Neuroscience. 10.1523/JNEUROSCI.0312-13.2013.
Csölle C, Baranyi M, Zsilla G, Kittel A, Gölöncsér F, Illes P, Papp E, Vizi ES, Sperlágh B. (), 'Neurochemical Changes in the Mouse Hippocampus Underlying the Antidepressant Effect of Genetic Deletion of P2X7 Receptors..' PLoS One. 10.1371/journal.pone.0066547.
Li L, Hanahan D. (), 'Hijacking the neuronal NMDAR signaling circuit to promote tumor growth and invasion..' Cell. 10.1016/j.cell.2013.02.051.
Murata Y, Constantine-Paton M. (), 'Postsynaptic density scaffold SAP102 regulates cortical synapse development through EphB and PAK signaling pathway..' Journal of Neuroscience. 10.1523/JNEUROSCI.2896-12.2013.
Chen BS, Gray JA, Sanz-Clemente A, Wei Z, Thomas EV, Nicoll RA, Roche KW. (2012), 'SAP102 mediates synaptic clearance of NMDA receptors..' Cell Report. 10.1016/j.celrep.2012.09.024.
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Danielson E, Zhang N, Metallo J, Kaleka K, Shin SM, Gerges N, Lee SH. (), 'S-SCAM/MAGI-2 is an essential synaptic scaffolding molecule for the GluA2-containing maintenance pool of AMPA receptors..' Journal of Neuroscience. 10.1523/JNEUROSCI.0025-12.2012.
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Verpelli C, Dvoretskova E, Vicidomini C, Rossi F, Chiappalone M, Schoen M, Di Stefano B, Mantegazza R, Broccoli V, Böckers TM, Dityatev A, Sala C. (), 'Importance of Shank3 protein in regulating metabotropic glutamate receptor 5 (mGluR5) expression and signaling at synapses..' The Journal of Biological Chemistry. 10.1074/jbc.M111.258384.
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text:
Town of Clarkstown, NY
Ch 5 Architectural Historic Review Board
Ch 6 Assessor, Office of
Ch 8 Audit Committee
Ch 16 Engineering and Facilities Management, Department of
Ch 41 Planning Board
Ch 42 Planning Board and Board of Appeals Members, Certification of
Ch 43 Planning Department
Ch 47 Purchasing, Department of
Ch 68 Traffic and Traffic Fire Safety Advisory Board
Ch 71 Ward District Boundaries
Ch 91 Burglar Alarm Device Control
Ch 93 Alcoholic Beverages and Drugs
Ch 95 Amusement Devices
Ch 102 Bingo and Games of Chance
Ch 109 Building Construction Administration
Ch 110 Buildings, Numbering of
§ 111-1 Purpose.
§ 111-3 Investigation; report.
§ 111-4 Order to repair by Town Board.
§ 111-5 Contents of notice; filing.
§ 111-6 Service of notice.
§ 111-7 Refusal to comply with order.
§ 111-8 Assessment of expenses.
§ 111-9 Power of Building Inspector in emergency cases.
Ch 117 Circuses and Carnivals
Ch 119 Community Choice Aggregation Program
Ch 125 Dogs and Other Animals
Ch 126 Massage Establishments
Ch 128 Drainage and Watercourses
Ch 133 Electrical Installations
Ch 136 Explosives
Ch 139 Filming
Ch 140 Firearms
Ch 141 Fingerprinting
Ch 149 Garbage, Rubbish and Refuse
Ch 153 Historic Road Preservation
Ch 155 Home Buyers, Protection of
Ch 170 Landscaper Licensing
Ch 173 Littering and Posting
Ch 180 Memorial Day Activities
Ch 198 Parental Responsibility
Ch 202 Parks and Recreation Facilities
Ch 208 Peddling, Hawking and Soliciting
Ch 212 Plumbing
Ch 220 Quarrying and Blasting
Ch 224 Records
Ch 226 Recycling
Ch 240 Shopping Center Parking Areas
Ch 244 Sign Contractors, Licensing of
Ch 247 Solar Power
Ch 249A Stormwater Management
Ch 251 Wireless Telecommunications Facilities
Ch 263 Term Limits
Ch 270 Tree Preservation
Ch A295 Board of Appeals Rules
Ch A305 Police Regulations
Ch A308 Public Improvements, Procedure for Acceptance
Town of Clarkstown, NY / Part II: General Legislation
Chapter 111 Buildings, Unsafe
[HISTORY: Adopted by the Town Board of the Town of Clarkstown 2-21-1979 by L.L. No. 1-1979 (Ch. 31 of the 1974 Code). Amendments noted where applicable.]
Building construction administration — See Ch. 109.
Fire prevention — See Ch. 143.
Housing standards — See Ch. 157.
Property maintenance — See Ch. 216.
[Amended 3-16-2010 by L.L. No. 1-2010]
Unsafe buildings pose a threat to life and property in the Town of Clarkstown. Buildings and structures may become unsafe by reason of damage by fire, the elements, age or general deterioration. Vacant buildings not properly secured at doorways and windows also serve as an attractive nuisance for young children who may be injured therein. It is the purpose of this chapter to provide for the safety, health, protection and general welfare of persons and property in the Town of Clarkstown by requiring such unsafe buildings to be repaired or demolished and removed. The provisions of this chapter shall be in addition to and in furtherance of the New York State Uniform Fire Prevention and Building Code,[1] including, but not limited to, Sections 108 and 109 of the Property Maintenance Code of New York State.
Editor's Note: See Executive Law § 370 et seq.
As used in this chapter, the following terms shall have the meanings indicated:
Any structure having a roof supported by columns or by walls and intended for the shelter, housing or enclosure of persons, animals or chattels.
The Chief Code Enforcement Officer of the Town of Clarkstown.
When in his own opinion or upon receipt of information that a building is or may become dangerous or unsafe to the general public; is open at the doorways and windows, making it accessible and an object of attraction to minors under 18 years of age, as well as to vagrants and other trespassers; is or may become a place of rodent infestation; presents any other danger to the health, safety, morals and general welfare of the public; or is unfit for the purposes for which it may lawfully be used, the Building Inspector shall cause or make an inspection thereof and report, in writing, to the Town Board his findings and recommendations in regard to its repair or demolition and removal.
The Town Board shall thereafter consider such report and by resolution determine, if in its opinion the report so warrants, that such building is unsafe and dangerous and order its repair, if the same can be safely repaired, or its demolition and removal and further order that a notice be served upon the persons and in the manner provided herein.
[Amended 10-28-1980 by L.L. No. 8-1980]
The notice shall contain the following:
A description of the premises.
A statement of the particulars in which the building or structure is unsafe or dangerous.
An order outlining the manner in which the building is to be made safe and secure or demolished and removed.
A statement that the securing or removal of such building shall commence within 30 days of service of the notice and shall be completed within sixty (60) days thereafter, unless for good cause shown such time shall be extended.
A date, time and place for a hearing before the Town Board in relation to such dangerous or unsafe building, which hearing shall be scheduled not less than five business days from the date of service of the notice.
A statement that in the event of neglect or refusal to comply with the order to secure or demolish and remove the building, the Town Board is authorized to provide for its demolition and removal, to assess all expenses thereof against the land on which it is located and to institute a special proceeding to collect the costs of demolition, including legal expenses.
The notice shall be filed in the office of the County Clerk of the County of Rockland in the same manner as a notice of pendency pursuant to the Civil Practice Law and Rules, Article 65, and the aforementioned notice shall be effective for a period of one year from the date of filing. The aforesaid filing may be vacated upon an order of a Judge or Justice of a court of record or upon the consent of the Town Attorney.
The notice shall be served by personal service of a copy thereof upon the owner, executor, administrator, agent, lessee or any person having a vested or contingent interest in such unsafe building, as shown by the records of the receiver of taxes or of the County Clerk or, if no such person can be reasonably found, by mailing to such owner by certified mail a copy of such notice directed to his last known address as shown by the above records; and by personal service of a copy of such notice upon any adult person residing in or occupying said premises if such person can be reasonably found; and by securely affixing a copy of such notice upon the unsafe building.
[Amended 10-28-1980 by L.L. No. 8-1980; 3-16-2010 by L.L. No. 1-2010]
In the event of the refusal or neglect of the person so notified to comply with said order of the Town Board and after the hearing, the Town Board shall provide for the demolition and removal of such building or structure either by Town employees or by contract. Except in an emergency, as provided in § 111-9 hereof, any contract for demolition and removal of a building shall be awarded pursuant to the Town of Clarkstown Department of Purchasing procedures.
All expenses incurred by the Town in connection with the proceedings to repair and secure or demolish and remove the unsafe building, including the cost of actually removing such building, shall be assessed against the land on which such building is located and shall be levied and collected in the same manner as provided in Article 15 of the Town Law for the levy and collection of a special ad valorem levy.
Where it reasonably appears that there is present a clear and imminent danger to life, safety or health of any person or property, unless an unsafe building is immediately repaired and secured or demolished, the Town Board may, by resolution, authorize the Building Inspector to immediately cause the repair or demolition of such unsafe building. The expenses of such repair or demolition shall be a charge against the land on which it is located and shall be assessed, levied and collected as provided in § 111-8.[1]
Editor's Note: Former § 111-10, Compensation of surveyor, which immediately followed, was repealed 3-16-2010 by L.L. No. 1-2010.


At The Rim: HoH phone relay system cuts.
But, they INCREASED funding for sign language users, and in the UK offered them $1400 a week.
Federal funding cut is a threat to hearing impaired phone transcriptions, providers say. Shirley Edwards has a phone transcription service for the hearing impaired and said she would be lost without her phone transcription service.
Shirley Edwards was thrown into a world of confusion and frustration when she began losing her hearing in her 30s. Key points: The Federal Government wants to cut NRS funding by more than $10 million a year Senate estimates has heard the new tender process failed to deliver value for money Deaf Services Queensland said one in six Australians were affected by hearing loss The Brisbane woman, who has two cochlear implants, is able to handle phone calls on her own thanks to a service that converts conversations into text for people with hearing difficulties.
But there are growing questions over the future of the National Relay Service (NRS), which provides the translations, with the Federal Government planning to cap funding for the service at two-thirds of its current cost. Mrs Edwards is among more than 4,000 people around Australia, largely hearing-impaired or elderly, who rely on CapTel handsets to communicate on the phone. The handset operates like a regular phone, except it connects to an NRS operator who translates the conversation and sends it back as text within seconds. "It takes away the isolation and gives me a lot of independence," she said.
"I don't have to rely on people to make my phone calls for me." A range of phones for deaf people PHOTO: A range of CapTel phones for people with hearing difficulties. (www.nocostcaptel.com) A Senate estimates hearing in February was told it cost more than $31 million to provide the NRS in the 2017/18 financial year and $32 million in 2016/17. With the contract now up for renewal, the Federal Government has called for tenders capped at $22 million a year.


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Joe Howlett was no stranger to the risky work of rescuing whales.
From their base on Campobello Island, just across the border from Maine, the group's volunteer members would respond to dozens of reports of whales entangled in fishing gear off the coast of New Brunswick. Although the giant marine animals could be unpredictable when trapped, for Howlett, setting a whale free was worth the painstaking, dangerous work, friends said.
"This is something he loved and there's no better feeling than getting a whale untangled," Mackie Greene, the captain of the whale rescue group, told the Canadian Press.
However, tragedy struck Monday when Howlett was killed in an operation to free a trapped North Atlantic right whale off the coast of New Brunswick, according to a statement by Fisheries and Oceans Canada. He had been on a "fast response vessel" belonging to the Canadian agency at the time of the incident with several others, the department said.
Though the department did not detail how Howlett was killed, LeBlanc noted that "there are serious risks involved with any disentanglement attempt" and praised those who responded to the emergency for their bravery and passion for marine mammals.
Greene, who was not on the boat during the incident, told the Canadian Press that the team had succeeded in freeing the whale Monday when it somehow struck Howlett.
Jerry Conway, an adviser with the whale-rescue group, told Canadian Broadcasting Corp. News that rescue boats usually retreat as soon as a whale is freed.
The North Atlantic right whale is protected as an endangered species in Canada and the United States. There are only about 500 of the animals left in the world, according to Fisheries and Oceans Canada. North Atlantic right whales can live at least 75 years and grow up to 59 feet long, and migrate between the coasts of Florida and Georgia in winter and Atlantic Canadian waters — especially the Bay of Fundy and southwestern Nova Scotia — in the summer.
So far this summer, seven North Atlantic right whales have been found dead in the Gulf of St. Lawrence near New Brunswick and Prince Edward Island, alarming conservationists.
The department, along with the Canadian Coast Guard and other research groups, has gathered samples from the dead whale carcasses and towed some of them to shore to conduct necropsies. The largest threats to the species have been collisions with boats, getting tangled in fishing gear and underwater noise, according to the department.
Despite the mysterious whale deaths, the department had recently cheered the successful rescue of a North Atlantic right whale July 5. Howlett had been part of that operation.
The International Fund for Animal Welfare, which funds the Campobello Whale Rescue Team, mourned Howlett as "a true friend of the animals" who had dedicated countless hours to rescuing whales in the Bay of Fundy and eastern Canada. The group posted YouTube footage of Howlett on a five-hour whale rescue operation from last summer, showing Howlett aboard an orange zodiac boat, being tossed about as he worked with a long pole to free a 6-year-old endangered whale from netting.
Smart added that Howlett's death was a "big blow" to the tiny community.
These creatures faced extinction. The Endangered Species Act saved them.


This was a busy week in Team Fortress history! Back in 2007, Valve fixed a very annoying bug with the demo system where it would get all jittery when you played it back. In 2011, they fixed a problem with allclass hats where they wouldn't appear until you touched a resupply cabinet. November 30th, 2012 saw the release of the Track Terrorizer, War Pig, Pyrotechnic Tote, Bearded Bombardier, Soviet Gentleman, Pocket Purrer, Medi-Mask, Koala Compact and Hat of Cards, the latter of which is one of my favorite Spy hats. 2012 was also the conclusion of the Saxxy Awards, meaning the Tuxxy, Faerie Solitaire Pin, Saxxy Clapper Badge and the Memory Maker all became things at this time as well.
To this day, the Tuxxy is part of my favorite Soldier cosmetic set.
There was also a change to the class starter bundles at this time: the items within were now craftable, and came with a name tag instead of the class' iconic hat. Though nobody realized it at the time, this was foreshadowing for two major rehauls to the Mann Co. Store; the craftability of purchased cosmetic items and the retirement of the iconic hats.


text:
Tag - Steve McQueen
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