Federal Aviation Administration

Flag of the Federal Aviation Administration

Agency overview
Formed August 23, 1958
Preceding Agency Civil Aeronautics Administration
Jurisdiction United States federal government
800 Independence Avenue SW Washington
DC, 20591
Headquarters
38°53′14.31″N 77°1′19.98″W
/ 38.8873083°N 77.0222167°W
Annual budget 15.956 billion USD (FY2010)
Michael Huerta, Administrator
Agency executives
Michael Whitaker, Deputy Administrator
Parent agency U.S. Department of Transportation
Website www.FAA.gov
• The Federal Aviation Administration (FAA) is
the national aviation authority of the United
States. An agency of the United States
Department of Transportation, it has authority
to regulate and oversee all aspects of
American civil aviation. The Federal Aviation Act
of 1958 created the organization under the
name Federal Aviation Agency. The agency
adopted its current name in 1966 when it
became a part of the U.S. Department of
Transportation.
Major functions
• The FAA's roles include:
• Regulating U.S. commercial space transportation
• Regulating air navigation facilities' geometry and flight
inspection standards
• Encouraging and developing civil aeronautics, including new
aviation technology
• Issuing, suspending, or revoking pilot certificates
• Regulating civil aviation to promote safety, especially through
local offices called Flight Standards District Offices
• Developing and operating a system of air traffic control and
navigation for both civil and military aircraft
• Researching and developing the National Airspace
System and civil aeronautics
• Developing and carrying out programs to control aircraft
noise and other environmental effects of civil aviation
Organizations[edit]
The FAA is divided into four "lines of business"
(LOB).[3] Each LOB has a specific role within the FAA.

Airports (ARP) - plans and develops projects involving

airports, overseeing their construction and operations.
Ensures compliance with federal regulations.[4]
• Air Traffic Organization (ATO) - primary duty is to safely
and efficiently move air traffic within the National
Airspace System. ATO employees manage air traffic
facilities including Airport Traffic Control Towers (ATCT)
and Terminal Radar Approach Control Facilities
(TRACONs).[5] See also Airway Operational Support.
Aviation Safety (AVS) - Responsible for
aeronautical certification of personnel and
aircraft, including pilots, airlines, and
mechanics.[6]

Commercial Space Transportation (AST) - ensures

protection of U.S. assets during the launch or
reentry of commercial space vehicles.[7]

Regions and Aeronautical Center

Operations[edit]
• The FAA has its headquarters in Washington, D.C[8] as
well as the William J. Hughes Technical Center in Atlantic
City, the Mike Monroney Aeronautical Center in
Oklahoma City, and nine regional offices:
• Alaskan Region – Anchorage, Alaska
• Northwest Mountain – Renton, Washington
• Western Pacific – Hawthorne, California
• Southwest – Fort Worth, Texas
• Central – Kansas City, Missouri
• Great Lakes – Chicago, Illinois
• Southern – Atlanta, Georgia
• Eastern – New York City
• New England – Burlington, Massachusetts
History
FAA Headquarters,Washington, D.C.
The Air Commerce Act of May 20, 1926, is the cornerstone
of the federal government's regulation of civil aviation. This
landmark legislation was passed at the urging of
the aviation industry, whose leaders believed the airplane
could not reach its full commercial potential without
federal action to improve and maintain safety standards.
The Act charged the Secretary of Commerce with fostering
air commerce, issuing and enforcing air traffic rules,
licensing pilots, certifying aircraft, establishing airways, and
operating and maintaining aids to air navigation. The newly
created Aeronautics Branch, operating under
the Department of Commerce assumed primary
responsibility for aviation oversight.
• In fulfilling its civil aviation responsibilities, the Department
of Commerce initially concentrated on such functions as
safety regulations and the certification of pilots and aircraft.
It took over the building and operation of the nation's system
of lighted airways, a task that had been begun by the Post
Office Department. The Department of Commerce improved
aeronautical radio communications and introduced radio
beacons as an effective aid to air navigation.
• The Aeronautics Branch was renamed the Bureau of Air
Commerce in 1934 to reflect its enhanced status within the
Department. As commercial flying increased, the Bureau
encouraged a group of airlines to establish the first three
centers for providing air traffic control (ATC) along the
airways. In 1936, the Bureau itself took over the centers and
began to expand the ATC system. The pioneer air traffic
controllers used maps, blackboards, and mental calculations
to ensure the safe separation of aircraft traveling along
designated routes between cities.
• In 1938, the Civil Aeronautics Act transferred the federal
civil aviation responsibilities from the Commerce
Department to a new independent agency, the Civil
Aeronautics Authority. The legislation also expanded the
government's role by giving them the authority and the
power to regulate airline fares and to determine the
routes that air carriers would serve.
• President Franklin D. Roosevelt split the authority into
two agencies in 1940, the Civil Aeronautics
Administration (CAA) and the Civil Aeronautics Board
(CAB). CAA was responsible for ATC, airman and aircraft
certification, safety enforcement, and airway
development. CAB was entrusted with safety regulation,
accident investigation, and economic regulation of the
airlines. The CAA was part of the Department of
Commerce. The CAB was an independent federal agency.
• On the eve of America's entry into World War II,
CAA began to extend its ATC responsibilities to
takeoff and landing operations at airports. This
expanded role eventually became permanent
after the war. The application of radar to ATC
helped controllers in their drive to keep abreast
of the postwar boom in commercial air
transportation. In 1946, meanwhile, Congress
gave CAA the added task of administering the
federal-aid airport program, the first peacetime
program of financial assistance aimed
exclusively at promoting development of the
nation's civil airports.
• The approaching era of jet travel, and a series of
midair collisions (most notable was the 1956 Grand
Canyon mid-air collision), prompted passage of
the Federal Aviation Act of 1958. This legislation
gave the CAA's functions to a new independent
body, the Federal Aviation Agency. The act
transferred air safety regulation from the CAB to
the new FAA, and also gave the FAA sole
responsibility for a common civil-military system of
air navigation and air traffic control. The FAA's first
administrator, Elwood R. Quesada, was a
former Air Force general and adviser to President
Eisenhower.
• The same year witnessed the birth of
the National Aeronautics and Space
Administration (NASA), created in the wake of
the Soviet launching of the first artificial
satellite. NASA assumed NACA's role of
aeronautical research while achieving world
leadership in space technology and exploration.
• In 1967, a new U.S. Department of Transportation (DOT) combined
major federal responsibilities for air and surface transport. The
Federal Aviation Agency's name changed to the Federal Aviation
Administration as it became one of several agencies (e.g., Federal
Highway Administration, Federal Railroad Administration, the Coast
Guard, and the Saint Lawrence Seaway Commission) within DOT
(albeit the largest). The FAA administrator would no longer report
directly to the president but would instead report to the Secretary of
Transportation. New programs and budget requests would have to be
approved by DOT, which would then include these requests in the
overall budget and submit it to the president.

• At the same time, a new National Transportation Safety Board took

over the Civil Aeronautics Board's (CAB) role of investigating and
determining the causes of transportation accidents and making
recommendations to the secretary of transportation. CAB was
merged into DOT with its responsibilities limited to the regulation of
commercial airline routes and fares.
• The FAA gradually assumed additional functions.
The hijacking epidemic of the 1960s had already
brought the agency into the field of civil aviation
security. In response to the hijackings on
September 11, 2001, this responsibility is now
primarily taken by the Department of Homeland
Security. The FAA became more involved with the
environmental aspects of aviation in 1968 when it
received the power to set aircraft noise standards.
Legislation in 1970 gave the agency management
of a new airport aid program and certain added
responsibilities for airport safety. During the 1960s
and 1970s, the FAA also started to regulate high
altitude (over 500 feet) kite and balloon flying.
• FAA Joint Surveillance Site radar, Canton, Michigan

• By the mid-1970s, the agency had achieved a semi-automated air

traffic control system using both radar and computer technology. This
system required enhancement to keep pace with air traffic growth,
however, especially after the Airline Deregulation Act of 1978 phased
out the CAB's economic regulation of the airlines. A nationwide strike
by the air traffic controllers union in 1981 forced temporary flight
restrictions but failed to shut down the airspace system. During the
following year, the agency unveiled a new plan for further automating
its air traffic control facilities, but progress proved disappointing. In
1994, the FAA shifted to a more step-by-step approach that has
provided controllers with advanced equipment.[9]

• In 1979, Congress authorized the FAA to work with major commercial

airports to define noise pollution contours and investigate the
feasibility of noise mitigation by residential retrofit programs.
Throughout the 1980s, these charters were implemented.
• In the 1990s, satellite technology received
increased emphasis in the FAA's development
programs as a means to improvements in
communications, navigation, and airspace
management. In 1995, the agency assumed
responsibility for safety oversight of commercial
space transportation, a function begun eleven
years before by an office within DOT
headquarters. The agency was responsible for
the decision to ground flights after
theSeptember 11 attacks.
• In 2007, two FAA whistleblowers, inspectors Charalambe "Bobby" Boutris
and Douglas E. Peters, alleged that Boutris said he attempted to ground
Southwest after finding cracks in the fuselage, but was prevented by
supervisors he said were friendly with the airline.[10] This was validated by a
report by the Department of Transportation which that found FAA managers
had allowed Southwest Airlines to fly 46 airplanes in 2006 and 2007 that
were overdue for safety inspections, ignoring concerns raised by inspectors.
Audits of other airlines resulted in two airlines grounding hundreds of
planes, causing thousands of flight cancellations.[11] The House
Transportation and Infrastructure Committee held hearings in April
2008. James Oberstar, former chairman of the committee said its
investigation uncovered a pattern of regulatory abuse and widespread
regulatory lapses, allowing 117 aircraft to be operated commercially
although not in compliance with FAA safety rules.[10] Oberstar said there was
a "culture of coziness" between senior FAA officials and the airlines and "a
systematic breakdown" in the FAA's culture that resulted in "malfeasance,
bordering on corruption."[10] In 2008 the FAA proposed to fine Southwest
$10.2 million for failing to inspect older planes for cracks,[12] and in 2009
Southwest and the FAA agreed that Southwest would pay a $7.5 million
penalty and would adapt new safety procedures, with the fine doubling if
Southwest failed to follow through.[13]
Recent agency activities
• In December 2000, an organization within the
FAA called the Air Traffic Organization,[14] or
ATO, was set up by presidential executive order.
This became the Air Navigation Service
Provider for the airspace of the United States
and for the New York (Atlantic) and Oakland
(Pacific) oceanic areas. It is a full member of
the Civil Air Navigation Services Organisation.
• The FAA issues a number of awards to holders
of its licenses. Among these are demonstrated
proficiencies as an aviation mechanic, a flight
instructor, a 50-year aviator, or as a safe pilot.
The latter, the FAA "Wings Program", provides a
series of three badges for pilots who have
undergone several hours of training since their
last award. For more information see "FAA
Advisory Circular 61-91H".
• On March 18, 2008, the FAA ordered its inspectors to reconfirm
that airlines are complying with federal rules after revelations
that Southwest Airlines flew dozens of aircraft without certain
mandatory inspections.[15] The FAA exercises surprise Red Team drills
on national airports annually.

• On October 31, 2013, the FAA announced it will allow airlines to

expand the passengers use of portable electronic devices during all
phases of flight, but cell phone calls will still be prohibited.
Implementation will vary among airlines. The FAA expects many
carriers to show that their planes allow passengers to safely use their
devices in airplane mode, gate-to-gate, by the end of 2013. Devices
must be held or put in the seat-back pocket during the actual takeoff
and landing. Cell phones must be in airplane mode or with cellular
service disabled, with no signal bars displayed, and cannot be used
for voice communications due to FCC regulations that prohibit any
airborne calls using cell phones. If an air carrier provides Wi-Fi service
during flight, passengers may use it. Short-
range Bluetooth accessories, like wireless keyboards, can also be
used.[16]
Criticism

• The FAA has been cited as an example of regulatory capture, "in which the
airline industry openly dictates to its regulators its governing rules, arranging
for not only beneficial regulation but placing key people to head these
regulators."[17] Retired NASA Office of Inspector General Senior Special
Agent Joseph Gutheinz, who formerly was a Special Agent with both the U.S.
Department of Transportation Office of Inspector General and FAA Security,
is one of the most outspoken critics of FAA. Rather than commend the
agency for proposing a 10.2 million dollar fine against Southwest Airlines for
its failure to conduct mandatory inspections in 2008, he was quoted as
saying the following in an Associated Press story: "Penalties against airlines
that violate FAA directives should be stiffer. At $25,000 per violation, (which
is how the 10.2 million dollar figure was reached) Gutheinz said, airlines can
justify rolling the dice and taking the chance on getting caught. He also said
the FAA is often too quick to bend to pressure from airlines and
pilots."[12] Other experts have been critical of the constraints and
expectations under which the FAA is expected to operate. The dual role of
encouraging aerospace travel and regulating aerospace travel are counter
intuitive. For example, to levy a heavy penalty upon an airline for violating
an FAA regulation which would impact their ability to continue operating
would not be considered encouraging aerospace travel.
• On July 22, 2008, in the aftermath of the Southwest Airlines
inspection scandal, a bill was unanimously approved in the House to
tighten regulations concerning airplane maintenance procedures,
including the establishment of a whistleblower office and a two-year
"cooling off" period that FAA inspectors or supervisors of inspectors
must wait before they can work for those they regulated.[11][18] The
bill also required rotation of principal maintenance inspectors and
stipulated that the word "customer" properly applies to the flying
public, not those entities regulated by the FAA.[11] The bill died in a
Senate committee that year.[19]

• In September 2009, the FAA administrator issued a directive

mandating that the agency use the term "customers" only to refer to
the flying public.[20]
• List of FAA Administrators[edit]
• Elwood Richard Quesada (Nov 1, 1958 – Jan 20, 1961)
• Najeeb Halaby (Mar 3, 1961 – Jul 1, 1965)
• William F. McKee (Jul 1, 1965 – Jul 31, 1968)[21]
• John H. Shaffer (Mar 24, 1969 – Mar 14, 1973)[22]
• Alexander Butterfield (Mar 14, 1973 – Mar 31, 1975)
• John L. McLucas (Nov 24, 1975 – Apr 1, 1977)
• Langhorne Bond (May 4, 1977 – Jan 20, 1981)
• J. Lynn Helms (Apr 22, 1981 – Jan 31, 1984)
• Donald D. Engen (Apr 10, 1984 – Jul 2, 1987)
• T. Allan McArtor (Jul 22, 1987 – Feb 17, 1989)
• James B. Busey (Jun 30, 1989 – Dec 4, 1991)
• Thomas C. Richards (Jun 27, 1992 – Jan 20, 1993)
• David R. Hinson (Aug 10, 1993 – Nov 9, 1996)
• Jane Garvey (Aug 4, 1997 – Aug 2, 2002)
• Marion Blakey (Sept 12, 2002 – Sept 13, 2007)
• Robert A. Sturgell (Sept 14, 2007 – Jan 15, 2009)
• Lynne Osmus (Jan 16, 2009 – May 31, 2009)
• Randy Babbitt (Jun 1, 2009 – Dec 6, 2011)
• Michael Huerta (Dec 7, 2011 – Present)
• FAA process[edit]
• Designated Engineering Representative
(DER)[edit]
• A Designated Engineering Representative (DER) is
an engineer who is appointed to act on behalf of a
company or as an independent consultant (IC).[23]
• Company DERs act on behalf of their employer and
may only approve, or recommend the FAA
approves, technical data produced by this
company.
• Consultant DERs are appointed to act as
independent DERs to approve, or recommend the
FAA approves, technical data produced by any
person or organization.
• Designated Airworthiness Representative (DAR)[edit]
• A DAR is an individual appointed in accordance with 14 CFR 183.33 who may
perform examination, inspection, and testing services necessary to the
issuance of certificates. There are two types of DARs: manufacturing, and
maintenance.[24]
• Manufacturing DARs must possess aeronautical knowledge, experience, and
meet the qualification requirements of Order 8100.8.
• Maintenance DARs must hold: a mechanic's certificate with an airframe and
powerplant rating under 14 CFR part 65, Certification: Airmen Other Than
Flight Crewmembers, or a repairman certificate and be employed at a repair
station certificated under 14 CFR part 145, or an air carrier operating
certificate holder with an FAA-approved continuous airworthiness program,
and must meet the qualification requirements of Order 8100.8, Chapter 14.
• Specialized Experience – Amateur-Built and Light-Sport Aircraft DARs Both
Manufacturing DARs and Maintenance DARs may be authorized to perform
airworthiness certification of light-sport aircraft. DAR qualification criteria
and selection procedures for amateur-built and light-sport aircraft
airworthiness functions are provided in Order 8100.8.
•
• Federal Aviation Administration
• Federal Highway Administration
• Federal Railroad Administration
• Federal Transit Administration
• Inspector General
• U.S. Maritime Administration
• Federal Motor Carrier Safety Administration
• National Highway Traffic Safety Administration
• Research and Innovative Technology Administration
• Pipeline and Hazardous Materials Safety Administration
• Saint Lawrence Seaway Development Corporation
• Surface Transportation Board
• Office of Drug and Alcohol Policy and Compliance