Chapter 8  Pre.Flight and Post.Flight Information 
8.1.2.1 f)  NOTAMs relating to bird hazards are relayed as local NOTAM information and are not disseminated internationally. The information is available from the local flight service station during preflight briefing. 
8.1.3  The FAA does not use PIBs, but does provide pertinent NOTAM information in plain language form every 28 days in a document called the Notices to Airmen Publication (NTAP). 
8.2.2  The FAA provides all of this information, but not from a single source. 
Appendix 1  Contents of Aeronautical Information Publication (AIP) 
The U.S. does not publish sunrise/sunset tables in the AIP. 
GEN 3.1.3 4)  The U.S. does not publish pre.flight information bulletins (PIBs). 
Appendix 2  SNOWTAM Format 
The U.S. does not use the SNOWTAM for issuance of winter weather information. Snow conditions are reported using our current international NOTAM format (Class I). 
Appendix 3  ASHTAM Format 
1.3  ASHTAM information will continue to be distributed as an International NOTAM. 
2.1  The heading will not be entered as stated. 
3  ASHTAM information will be distributed in U.S. International NOTAM format. 
Appendix 6  NOTAM Format 
The U.S. is not prepared to transition to the System NOTAM format. NOTAMs are processed in the previous ICAO Class I format. 
1.2 General  Multiple conditions, for a single location, may be reported in a NOTAM. 
2 NOTAM numbering  The U.S. numbers NOTAMs consecutively by location, not by country of origin. Due to the volume of international NOTAMs generated by the U.S., the current U.S. numbering scheme is expected to continue. 
3 Qualifiers  The current software will not accept the Item Q) qualifiers line. 
5 Item B)  Item B) is currently issued as an eight digit date.time group. The U.S. also uses the initials ‘‘WIE’’ (with immediate effect) for NOTAMs that take effect immediately upon issuance. The U.S. does not include an Item B) in NOTAMCs. The assumption is that all cancellations take effect immediately when issued. While this date.time group could be added to NOTAMCs, the U.S. position is that it is unnecessary. 
6 Item C)  Item C), like item B), is currently issued as an eight digit date.time group. The U.S. also uses the initials ‘‘UFN’’ (until further notice) for NOTAMs that have an uncertain duration. 
8 Item E)  U.S. NOTAMs do not contain Item E) information for NOTAMCs. Remark: Item E) contains the NOTAM Code (Q.code) in addition to plain language and ICAO abbreviations. 

ANNEX 16 . ENVIRONMENTAL PROTECTION 
VOLUME I . AIRCRAFT NOISE 
Reference: Part 36 of Title 14 of the United States Code of Federal Regulations 
Chapter 1 
1.7  Each person who applies for a type certificate for an airplane covered by 14 CFR Part 36, irrespective of the date of application for the type certificate, must show compliance with Part 36. 
Chapter 2 
2.1.1  For type design change applications made after 14 August 1989, if an airplane is a Stage 3 airplane prior to a change in type design, it must remain a Stage 3 airplane after the change in type design regardless of whether Stage 3 compliance was required before the change in type design. 
2.3.1 a)  Sideline noise is measured along a line 450 meters from and parallel to the extended runway centerline for two. and three.engine aircraft; for four.engine aircraft, the sideline distance is 0.35 NM. 
2.4.2  Noise level limits for Stage 2 derivative aircraft depend upon whether the engine by.pass ratio is less than two. If it is, the Stage 2 limits apply. Otherwise, the limits are the Stage 3 limits plus 3 dB or the Stage 2 value, whichever is lower. 
2.4.2.2 b)  Take.off noise limits for three.engine, Stage 2 derivative airplanes with a by.pass ratio equal to or greater than 2 are 107 EPNdB for maximum weights of 385,000 kg (850,000 lb) or more, reduced by 4 dB per halving of the weight down to 92 EPNdB for maximum weights of 28,700 kg (63,177 lb) or less. Aircraft with a by.pass ratio less than 2 only need meet the Stage 2 limits. 
2.5.1  Trade.off sum of excesses not greater than 3 EPNdB and no excess greater than 2 EPNdB. 
2.6.1.1  For airplanes that do not have turbo.jet engines with a by.pass ratio of 2 or more, the following apply: a) four.engine airplanes . 214 meters (700 feet); b) all other airplanes . 305 meters (1,000 feet). For all airplanes that have turbo.jet engines with a by.pass ratio of 2 or more, the following apply: a) four.engine airplanes . 210 meters (689 feet); b) three.engine airplanes . 260 meters (853 feet); c) airplanes with fewer than three engines . 305 meters (1,000 feet). The power may not be reduced below that which will provide level flight for an engine inoperative or that will maintain a climb gradient of at least 4 percent, whichever is greater. 
　
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