The Federal Aviation Administration ( FAA ) of the United States is a national authority with authority to regulate all aspects of civil aviation. This includes the construction and operation of airports, air traffic management, personnel and aircraft certification, and protection of US assets during the launch or re-entry of commercial space vehicles.
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FAA's role includes:
- Organize US commercial space transport
- Geometric standard setting and flight inspection of air navigation facilities
- Encourage and develop civilian aeronautics, including new aviation technologies
- Publish, suspend, or revoke the pilot certificate
- Organize civil aviation to promote transportation safety in the United States, especially through a local office called the Office of Flight Standards
- Develop and operate air traffic control and navigation systems for civil and military aircraft
- Research and develop the National Airspace System and civil aeronautics
- Develop and implement programs to control aircraft noise and other environmental effects from civil aviation
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Organization
The FAA is divided into four "business lines" (LOBs). Each LOB has a special role in the FAA.
- Airports ( ARP ) - plan and develop projects involving airports, oversee their construction and operations. Ensure compliance with federal regulations.
- The Air Traffic Organization ( ATO ) Ã, - the main task is to move air traffic safely and efficiently within the National Airspace System. ATO employees manage air traffic facilities including Airport Traffic Control Towers (ATCT) and Radar Terminal Approach Control Facilities (TRACONs). See also Air Road Operational Support.
- Aviation Security ( AVS ) Ã, - Responsible for aeronautical certification of personnel and aircraft, including pilot, aviation, and mechanics.
- Spaceship ( AST ) Ã, - ensure the protection of US assets during the launch or re-entry of commercial space vehicles.
Territory and Aeronautical Center Operations
FAA is headquartered in Washington, D.C. and William J. Hughes Technical Center in Atlantic City, New Jersey, Mike Monroney Flight Center in Oklahoma City, Oklahoma and nine regional offices:
- Alaska Region - Anchorage, Alaska
- Northwest Mountain - Renton, Washington
- Western Pacific - Lawndale, California
- SouthwestÃ, - Fort Worth, Texas
- Center - Kansas City, Missouri
- Great LakesÃ, - Des Plaines, Illinois
- SouthernÃ, - College Park, Georgia
- EasternÃ, - Jamaica, New York
- New England - Burlington, Massachusetts
History
The Air Traffic Act of 20 May 1926, is the cornerstone of federal government regulations on civil aviation. The landmark legislation was passed at the urging of the aviation industry, whose leaders believe the plane could not achieve its full commercial potential without federal measures to improve and maintain safety standards. The law commissioned the Secretary of Commerce by promoting air trade, issuing and enforcing air traffic regulations, licensing pilots, aircraft certification, building airways, and operating and maintaining assistance for air navigation. The newly created Aeronautics Branch, operating under the Ministry of Commerce, bears the ultimate responsibility for flight supervision.
In fulfilling the civil aviation responsibilities, the Commerce Department initially concentrated on functions such as safety regulations and pilot and aircraft certification. It took over the building and operation of the country's bright air duct system, a task initiated by the Post Office Department. The Department of Commerce improved aviation radio communications - prior to the establishment of the Federal Communications Commission in 1934, which handled most of it today - and introduced radio beacons as an effective aid to air navigation.
The Aeronautics Branch was renamed the Air Traffic Bureau in 1934 to reflect its enhanced status within the Department. As commercial flights increase, the Bureau encourages a group of airlines to set up the first three centers to provide air traffic control (ATC) along the airways. In 1936, the Bureau itself took control of the centers and began expanding the ATC system. Pioneer air traffic controllers use maps, whiteboards, and mental calculations to ensure safe separation of aircraft traveling along defined routes between cities.
In 1938, the Civil Aeronautics Act transferred federal civil aviation responsibility from the Commerce Department to a new independent body, the Civil Aviation Authority. The law also expands the role of the government by giving them the authority and power to regulate flight rates and determine routes to be served by airlines.
President Franklin D. Roosevelt divided authority into two institutions in 1940, the Civil Aviation Administration (CAA) and the Civil Aviation Council (CAB). CAA is responsible for ATC, airman and aircraft certification, security enforcement, and airway development. CAB is entrusted with security regulations, accident investigations, and economic regulation of airlines. CAA is part of the Ministry of Commerce. CAB is an independent federal agency.
On the eve of America's entry into World War II, the CAA began expanding ATC's responsibility for airport take-off and landing operations. This expanded role eventually became permanent after the war. Radar applications for ATC help controllers on their journey to follow postwar developments in commercial air transport. In 1946, meanwhile, Congress gave CAA the additional task of administering the federal aid airport program, the first aid program of financial aid devoted exclusively to the development of a national civil airport.
The era approaching jet travel, and a series of air collisions (most notably the Grand Canyon air crash of 1956), prompted the issuance of the Federal Aviation Act of 1958. This law provides the CAA function to the new independent agency, the Federal Aviation Agency. The law transfers air safety regulations from CAB to the new FAA, and also gives FAA sole responsibility for the common civil-military system of air navigation and air traffic control. The first FAA administrator, Elwood R. Quesada, is a former Air Force general and advisor to President Eisenhower.
The same year saw the birth of National Aeronautics and Space Administration (NASA), created after the launch of the first artificial satellite Soviet and assuming the role of NACA as an aeronautical study.
In 1967, the new US Transportation Department (DOT) incorporated major federal responsibilities for air and ground transportation. The name of the Federal Aviation Administration changed to the Federal Aviation Administration for being one of several institutions (eg, Federal Highway Administration, Federal Rail Administration, Coast Guard, and Saint Lawrence Tourism Commission) in DOT (though the largest). The FAA Administrator will no longer report directly to the president but will report to the Secretary of Transportation. New programs and budget requests must be approved by DOT, which will then include this request within the overall budget and submit it to the president.
At the same time, the new National Transportation Safety Council took over the role of the Civil Aeronautical Council (CAB) to investigate and determine the causes of transportation accidents and make recommendations to transport secretaries. CAB is merged into DOT with its responsibilities limited to commercial route rules and flight rates.
The FAA is gradually taking on additional functions. The 1960s hijacking epidemic has brought the agency into the field of civil aviation security. Responding to piracy on September 11, 2001, this responsibility is now primarily taken by the Department of Homeland Security. The FAA became more involved with aviation environmental aspects in 1968 when it received the power to set the aircraft noise standard. The legislation of 1970 provided agency management of the new airport assistance program and certain additional responsibilities for airport safety. During the 1960s and 1970s, the FAA also began arranging kites and high flying balloons (over 500 feet).
In the mid-1970s, the agency had reached a semi-automatic air traffic control system using radar and computer technology. This system required an increase to compensate for air traffic growth, however, especially after the 1978 Airline Deregulation Act deleted CAB economic regulations from airlines. The national strike by the air traffic control union in 1981 forced a temporary flight restriction but failed to shut down the air system. Over the next year, the agency announced a new plan to automate air traffic control facilities, but progress proved disappointing. In 1994, the FAA switched to a step-by-step approach that has provided a powerful tool for controllers.
In 1979, Congress authorized the FAA to work with major commercial airports to determine the contours of noise pollution and investigate the feasibility of noise mitigation by a housing retrofit program. Throughout the 1980s, this charter was implemented.
In the 1990s, satellite technology received increased emphasis in the FAA development program as a means to improve communications, navigation, and air space management. In 1995, the agency took responsibility for the monitoring of the commercial space transport security, a function initiated eleven years earlier by an office within DOT headquarters. The agency was responsible for the decision to land flights after the September 11 attacks.
In 2007, two FAA expressors, inspectors Charalambe "Bobby" Boutris and Douglas E. Peters, alleged that Boutris said he was trying to overthrow Southwest after finding cracks in aircraft, but was prevented by a supervisor who he said was friendly with the airline.. This was validated by a report by the Department of Transportation that found the FAA manager had allowed Southwest Airlines to fly 46 planes in 2006 and 2007 that were late for safety inspections, ignoring the concerns raised by the inspectors. Audits from other airlines produced two airlines that caused hundreds of aircraft, causing thousands of flight cancellations. The House Transportation and Infrastructure Committee held a hearing in April 2008. Jim Oberstar, former chair of the committee, said his investigation found a pattern of widespread regulatory abuses and regulatory abuses, allowing 117 aircraft to be commercially operated even though they did not comply with the FAA safety rules. Oberstar said there was a "fun culture" between senior FAA officials and airlines and "systematic disturbances" in the FAA culture that resulted in "irregularities, bordering on corruption." In 2008 the FAA proposed to finance Southwest $ 10.2 million for failing to inspect older aircraft for cracks, and in 2009 Southwest and FAA agreed that Southwest would pay a $ 7.5 million fine and would adopt a new safety procedure, with doubling which is nice if Southwest fails to implement.
21st century
In December 2000, an organization within the FAA called the Air Traffic Organization, (ATO) was established by the president's executive order. It has been a provider of air navigation services for the United States and New York (Atlantic) and Oakland (Pacific) ocean regions. It is a full member of the Civil Air Navigation Services Organization.
FAA issued a number of awards for its licensors. Among these are the skills shown as flight mechanics, flight instructors, 50-year-old pilots, or as safe pilots. 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 reaffirm that airlines complied with federal regulations after the revelation that Southwest Airlines flew dozens of planes without certain mandatory inspections. FAA training surprises Red Team practice at national airports every year.
On 31 October 2013, after media protests, including harsh criticism from Nick Bilton of The New York Times, the FAA announced it will allow airlines to expand the use of passenger portable electronic devices during all flight phases, but cell phone calls will still be banned. Implementation will vary between airlines. The FAA expects many operators to show that their aircraft allow passengers to safely use their devices in aircraft, gate-to-gate mode, by the end of 2013. Devices must be held or inserted into rear seat pockets during the actual takeoff and landing. The phone must be in airplane mode or with cellular service disabled, with no signal bar displayed, and can not be used for voice communications due to Federal Communications Commission regulations that prohibit air calls using mobile phones. If an airline provides Wi-Fi service during flights, passengers can use it. Short-range Bluetooth accessories, such as wireless keyboards, can also be used.
In July 2014, after the crash of 17 Malaysian Airlines, the FAA suspended flights by US carriers to Ben Gurion Airport during the 2014 Gaza-Gaza conflict for 24 hours. The ban was extended for 24 hours more, but it was lifted about six hours later.
The US law requires that the FAA budget and mandate be re-authorized on a regular basis. On July 18, 2016, President Obama signed a second short-term extension of the FAA authorization, replacing the previous extension that will expire that day.
The 2016 extension (set to expire in September 2017) leaves behind provisions driven by Republican leadership, including Bill Shuster (R-PA) Home and Transport Infrastructure Committee (T & amp; I) Chairman. The provision will transfer the authority over the air traffic control of the FAA to a non-profit company, as did many other countries, such as Canada, Germany and the United Kingdom. The Shuster Bill, Reform Law, Reform and Aviation Reform (AIRR), ended in the House at the end of the 114th Congress.
House T & amp; I Committee initiated a new reauthorization process for the FAA in February 2017. It is expected that the committee will again urge Congress to consider and adopt air traffic control reforms as part of the re-authorization package. Shuster has additional support from President Trump, who, in a meeting with aviation industry executives in early 2017, said the US air control system is ".... completely broken."
Criticism
Conflicting roles
The FAA has been cited as an example of regulatory arrest, "where the aviation industry openly dictates its regulatory regulatory rules, regulates not only favorable regulation, but puts key people to lead this regulator." Retired NASA Office Inspector General Senior Special Agent Joseph Gutheinz, formerly Special Agent with the Office of the Inspector General for the Department of Transportation and with FAA Security, is one of the most outspoken FAA critics. Instead of praising the agency for proposing a $ 10.2 million fine against Southwest Airlines due to its failure to conduct mandatory inspections in 2008, it was quoted as saying in an Associated Press news: "Penalties against airlines in violation of FAA directives should be more stringent. 25,000 per violation, Gutheinz said the airline could justify rolling the dice and take a chance to get caught and also said the FAA is often too quick to bend to pressure from airlines and pilots. "Other experts have been critical of the obstacles and expectations in which the FAA is expected to operate. The dual role of encouraging aerospace travel and organizing aerospace travel is contradictory. For example, to levy heavy fines on airlines for violating FAA rules that would affect their ability to continue operating would not be considered to encourage air travel.
On July 22, 2008, after the Southwest Airlines inspection scandal, a bill was unanimously approved in the House of Representatives to tighten regulations on aircraft maintenance procedures, including the establishment of a whistleblower office and a two-year "cooling" period that the FAA Inspector or inspector supervisor must wait before they can work for those who are organized. The bill also requires the rotation of the primary maintenance inspector and stipulates that the word "customer" is true applicable to the flying public, not an entity governed by the FAA. The bill died in the Senate committee that year.
In September 2009, the FAA administrator issued a directive mandate that the agent used the term "customer" only to refer to the flying public.
Changes to air traffic controller application process
By 2014, the FAA modifies their approach to controlling air traffic control. They are launching more "off the street offers", allowing anyone with a 4 year or 5 year full-time work experience to sign up, rather than a closed college program or a VRA offer, something that was last done in 2008. Thousands have been picked up, including veterans, CTI graduates, and truly "off the street" hired people. The move was done to open jobs for more people who might make good control but did not go to colleges offering CTI programs. Prior to the change, candidates who have completed college at participating colleges and universities can be "quickly tracked" for consideration. However, the CTI program does not have a job offer guarantee, nor is it the goal of the program to teach people to work the actual traffic. The aim of the program is to prepare people for the FAA academy in Oklahoma City, OK. Having a CTI certificate allows prospective controllers to pass through the Basic Air Traffic section of the academy, around 30- to 45 day courses, and head straight to the Initial Qualification Training (IQT). All prospective controllers, CTI or not, must pass the FAA Academy to be employed as a controller. Failure at the academy means that the FAA job is stopped. In January 2015, they launched another pipeline, an "earlier experience" offer, in which anyone who has a FAA Container Service (CTO) Operator Certificate and 52 weeks of experience can apply. This is a spinning bid, every month the applicants on this offer are sorted, and qualified applicants are employed and sent directly to the facility, passing the FAA academy completely.
In the process of promoting diversity, the FAA revised their recruitment process. The FAA then issued a report that "bio-data" is not a reliable test for future performance. However, "Bio-Q" is not a decisive factor for recruitment, it is simply a screening tool to determine who will take the revised Standard Air Traffic Limitations Tests (ATSAT). Due to cost and time, it is not practical to give 30,000 some of the revised applicants of ATSAT, which has since been validated. There are also allegations that the FAA discriminates against qualified candidates and helps minority candidates "cheat" to ensure they pass the test.
In December 2015, a reversed discrimination lawsuit was filed against the FAA seeking classroom action status for thousands of men and women who spent up to $ 40,000 to be trained under the FAA rules before they suddenly changed. The prospect of the lawsuit is unknown, because the FAA is a self-regulating entity and hence can change and experiment with its hiring practices, and there is never any job guarantee in the CTI program.
FAA Administrator List
FAA Process
Designated Deputy Techniques
A Designated Engineering Representative (DER) is an engineer appointed to act on behalf of a company or as an independent consultant (IC).
- The DER Company acts on behalf of their employer and can only approve, or recommend the FAA to approve, technical data generated by this company.
- The DER Consultant is appointed to act as an independent DER to approve, or recommend the FAA to approve, technical data generated by any person or organization.
Appointed Airworthiness Representative (DAR)
DARs are designated individuals pursuant to 14 CFR 183.33 that can perform inspection, inspection, and testing services required for certificate issuance. There are two types of DAR: manufacturing, and maintenance.
- DAR Manufacturing must have aeronautical knowledge, experience, and meet the qualification requirements of Order 8100.8.
- DAR care must withstand:
- mechanical certificate with airframe rating and powerplant below 14 CFR section 65, Certification: Aviator other than Flight Crewmembers, or
- Service Representative Certificate and employed in a certified repair service under 14 CFR Part 145, or holder of an air carrier operating certificate with an FAA-approved airworthiness program, and must comply with the requirements of FAA Order 8100.8 qualification, Chapter 14.
Special experience - Amateur-Built and Light-Sport Aircraft DARs Both DAR Manufacturing and Maintenance DAR may be authorized to perform airworthiness certification of light-sport aircraft. The DAR qualification criteria and election procedure for the amateur and light aircraft eligibility function are provided in Order 8100.8.
See also
- Acquisition Management System
- Federal Aviation Rules
- National aviation authority (general term)
- Office of Dispute Resolution for Acquisition
- SAFO, Security Alert for Operator
- The role of the United States government in civil aviation
References
External links
- Federal Aviation Administration (official site)
- Federal Aviation Administration Recordings at National Archives (Rekam Group 237)
- Federal Aviation Administration in Federal List
- FAA Security Brief
- FAA - The Pilot Security Brochure
- Works based on or about the Federal Aviation Administration in the Internet Archive
- Works by the Federal Aviation Administration at LibriVox (public domain audiobook)
- FAA Records Official Acquisition Management System: FAA Acquisition System Toolset (CEPAT)
- "Book of Administrator facts" (PDF) . FAA. December 2017.
Source of the article : Wikipedia
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