not only is the icao process without aircraft standards highly rigorous, but the icao criteria for adopting such standards aligned well with the criteria under section 231 of the clean air act. fourth, a4a strongly supports epa's stated intent to adopt the future icao's co2 certification stand into law consistent with the clean air act, its treaty obligation and in harmony with the international community. finally, a4a urges epa to take note of the fact that the future icao co2 certification standards for new aircraft is but one arrow in the aviation industries quiver for meeting its emissions goal. faa's nextgen initiative, public-private research and develop partnerships, our collaborative efforts to deploy sustainable alternative aviation fuels at commercial scale, and a vast array of additional operational and infrastructure initiative being undertaken by airlines, airports, manufacturers, and other stakeholders are also critical arrows in the quiver. commercial aviation has an important role to play in how america responds to climate change. be assured that a4a and our members are comm

we -- or icao. we believe, however, that this proposed finding was much too late in coming, and we urge the agency to make up for lost time by finalizing it forthwith and no later than november 2015, three months after the close of the current comment period. we also urge epa to follow up its anpr with propose toed standards at the same time it finalizes its endanger. finding. there's no reason to await the outcome of negotiations at icao as even the most stringent measures under consideration there would hardly make a dent in the problem. in fact, under the likely outcome of the international negotiations, in 2030 only 5% of the global aircraft fleet would even be regulated. and by a standard based on technology in existence in 2016 or some 14 years behind 2030 technology. moreover, the icao proposals set no cap on emissions. in other words, icao's proposals do next to nothing to affect business as usual, an outcome utterly incompatible with epa's duties under the clean air act, the president's cli

greater stringency, and in particular to encourage icao to adopt coverage of in-production aircraft as others have urged epa to do today. but given that icao has already committed to adopting a technology-following standard and has already ruled out the possibility of regulating existing aircraft, it is clear that the united states cannot deliver on our commitments if we simply rubber stamp the icao standards. epa and must do more. can and must do more. fortunately, the clean air act provides clear authority to rein in emissions. as epa recognized in 2008 in its advanced notice of proposed rulemaking on regulating greenhouse gases under the clean air act. section 231 of the clean air act authorizes a fleet-wide averaging system that applies to both new and existing aircraft. draw canning on this authority -- drawing on this authority, epa should propose a system that is sufficiently stringent to stabilize u.s. aviation emissions by 2020 consistent with industry's commitment and reduce them thereafter. we know that this can be done. in 2010 at the request of then-senator kerry, epa d

and that's the result of an icao audit that was done back in may of 2014. serious concerns over maintenance of the airline. of course i'm way jumping ahead of the gun on this particular incident as to whether or not we know the plane has crashed or not. >> we know from the authorities they're saying that -- they are just staying shy of saying it has crashed. they are looking for it. help us understand the regulations here in indonesia of a plane or an airline that has been banned in the e.u. still has regular flight there is from ejayapura to oksibil. >> yeah. there's a difference here between a safety rating or a safety audit rating and the actual work that's being done on the aircraft, that sort of thing. the safety regulations of the airline in that country may be very good. but the challenge here and the problem with safety they've noted with the icao audits, is the fact that are they following those regular latioregulations. i've also reviewed the regulations in indonesia. they're very similar to what we use in the u.s. again, where they fall short is

more over iaco has no cap on emission in other words icao proposal next to nothing as business as usual and outcome utterly incompatible with duty and under clean air act, president climate action plan and the demands of climate science. epa should cease the opportunity to issue propose emission standards in times to make a difference that the pair of december of this year. we're pleased to see epa acknowledge that they authorize to regulate not just aircraft engines but the entire aircraft. we add that the act delegation of authority to epa under section 231 is extraordinarily broad. and that epa is explicitly authorized to set emission standards for all classes of aircraft. moreover, is epa recognized in the 2008antr epa regulations can encompass aircraft regulation and air traffic management. finally, the standard i pennsylvania seghtses on should be technology forcing not following. epa should set emissions for new kinds of aircraft but for all aircraft currently in production and in service. should base them on currently existing and underdevelopment technology and should include o

each country itself has their own standards that they use on top of what icao recommends. >> we'll stayh. >>> the news continues next on cnn. >>> good morning. i'm ana cabrera. a bomb exploded in a popular tourist area in thailand. take a look at this dash cam ra inside of a car. listen as the bomb goes off. you can see that flash. a car was not injured. a look at the

of icct staff environmental working group's for the international civil aviation organization, or icaoce 2008. in particular since 2000 we've contributed technical analysis, efforts to develop the international carbon dioxide or see the standards that is referenced heavily within the anpr. our comments will focus on the following points. first the scope of the endangerment finding. second, the applicable, finance

each country itself has their own standards that they use on top of what icao recommends. >> we'll stay on top of it. david, thanks very much. >>> the news continues next on cnn. >>> good morning. i'm ana cabrera. a bomb exploded in a popular tourist area in thailand. take a look at this dash cam ra inside of a car. listen as the bomb goes off. you can see that flash. a car was not injured. a look at the surveillance video and in the flash is bright orange, chaotic scene followed by people running down the sidewalk. at least 18 people were killed, including chinese tourist. more than 100 were injured. in the heart of bangkok, near a hindu shrine. the timing and location here are key. >> absolutely. as you mentioned, this is in the heart of bangkok. it's an intersection that is incredibly popular amongst locals and tourists. the shrine itself is hugely popular. you mention that it's a hindu shrine but buddhists seek members and hindu members over bangkok's considerable indian community go there to worship and, of course, 7:00 in the evening, people are heading home from work. they want t

icao before its stated in 2016 but they are likely to be incredibly weak and insufficient in part because they will not apply to use aircraft. the epa has legal authority and the mission reduction potential exists to meet greater reductions than ikeo is expected to mandate. this endangers public health within a month and three months of the, period. rather isn't focusing only on new aircraft engines, rules that epa puts forward should the existing aircraft and not limit coverage to justin jones but the entire aircraft. gpa should use its authority to set emission standards for all classes of aircraft, in a way that is technology forcing to assure the greatest emission reduction possible. tp should follow the example it set for passenger and medium heavy-duty vehicles and establish fleet wide averages for new and existing aircraft including those in service. the standards must be sufficiently stringent to significantly reduce them for the entire united states aviation sector overtime. furthermore the epa should work with the federal aviation administration to develop complementary standard