Aerospace engine makers work with European regulators after delays in U.S. rules

(Reuters) – Aerospace companies are pushing U.S. regulators to simplify domestic rulemaking, after delays led the countrys aircraft engine makers to a European agency to meet a global emissions standard on time, executives and regulators said.

（路透社）- 高管和监管机构表示，航空航天公司正在推动美国监管机构简化国内规则制定，因为延误导致该国的飞机发动机制造商要求欧洲机构按时达到全球排放标准。

Raytheon Technologies Corp‘s Pratt & Whitney and General Electric Co went to Europe’s aviation regulator to comply with the United Nation standard on non-volatile particulate matter (nvPM), set to curb soot particles.

raytheon technologies corp 的 pratt & whitney 和 general electric co 向欧洲航空监管机构申请遵守联合国关于非挥发性颗粒物 (nvpm) 的标准，以遏制烟尘颗粒。

The workaround with Europe did not delay jet engine deliveries, but did add costs and work to already taxed suppliers as travel has rebounded, a senior industry source familiar with the matter told Reuters. The source, who asked not to be identified, could not specify the costs.

一位熟悉此事的资深业内消息人士告诉路透社，与欧洲的变通办法并没有延迟喷气发动机的交付，但确实增加了成本和已经征税的供应商的工作，因为旅行已经反弹。不愿透露姓名的消息人士无法具体说明费用。

Separately, European planemaker Airbus SE is tempering the pace of planned production increases due in part to supply chain stress.

另外，由于供应链压力，欧洲飞机制造商空中客车公司正在放慢计划增产的步伐。

The engine makers worked with the European Union Aviation Safety Agency (EASA) after combined efforts by the Federal Aviation Administration and the Environmental Protection Agency missed the U.N. standards Jan. 1, 2023, deadline. The workaround is possible because of the interconnected nature of the global aerospace industry, but the situation is not ideal.

在联邦航空管理局和环境保护署的共同努力下，发动机制造商与欧盟航空安全局 (easa) 合作，错过了联合国标准 2023 年 1 月 1 日的最后期限。由于全球航空航天业的相互关联性，解决方法是可能的，但情况并不理想。

It comes as Washington‘s traditional aviation leadership has grown more diluted after the crisis over the design and approval of Boeing’s 737 MAX.

在波音 737 max 的设计和批准危机之后，华盛顿传统的航空领导地位变得更加稀释。

“Delayed adoption of the (U.N.) rule highlights the importance of streamlining the rulemaking process in todays global market to ensure U.S. competitiveness,” said David Silver, vice president of civil aviation for the Aerospace Industries Association (AIA), an American trade association representing manufacturers and suppliers of aircraft.

“（联合国）规则的延迟通过凸显了在当今全球市场简化规则制定过程以确保美国竞争力的重要性，”航空航天工业协会 (aia) 民用航空副总裁戴维·西尔弗 (david silver) 表示飞机制造商和供应商。

AIA warned in 2021 about delayed rulemaking involving the U.S. FAA and EPA.

aia 在 2021 年警告称，涉及美国联邦航空局 (faa) 和美国环保署 (epa) 的规则制定会延迟。

EASA said it went ahead with paperwork for the U.S. enginemakers and the FAA supported it.

easa 表示，它继续为美国发动机制造商准备文书工作，faa 对此表示支持。

A GE spokesperson said the company complied with EASAs rules while Pratt referred questions to AIA.

通用电气的一位发言人表示，该公司遵守了欧洲航空安全局的规定，而普拉特则将问题转给了友邦保险。

In 2020, the U.N. International Civil Aviation Organization (ICAO) adopted the standard. But ICAO cannot impose its will on governments, so the United States, Europe and other countries must translate the global engine standards into national rules.

2020年，联合国国际民用航空组织（icao）采用了该标准。但国际民航组织不能将自己的意志强加于政府，因此美国、欧洲和其他国家必须将全球发动机标准转化为国家规则。

It was first vetted by the EPA, which produced a rule effective Dec. 23, 2022.

它首先由 epa 审查，并制定了一项规则，该规则将于 2022 年 12 月 23 日生效。

But the changes must also be signed off by the FAA, which said it “expects to complete the final rule later in 2023,” so companies can certify their engines domestically.

但这些变化还必须得到 faa 的批准，faa 表示“预计将在 2023 年晚些时候完成最终规则”，这样公司就可以在国内认证他们的发动机。

A U.S. government source said the rulemaking process was delayed because of work by the agencies on a separate ICAO carbon emissions standard for aircraft.

一位美国政府消息人士称，规则制定过程被推迟是因为这些机构正在为飞机制定单独的国际民航组织碳排放标准。