Federal Aviation Administration

In December 2000, an organization within the FAA called the Air Traffic Organization,[10] (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 certificates. Among these are demonstrated proficiencies as an aviation mechanic (the AMT Awards), a flight instructor (Gold Seal certification), a 50-year aviator (Wright Brothers Master Pilot Award), a 50-year mechanic (Charles Taylor Master Mechanic Award) or as a proficient pilot. The latter, the FAA "WINGS Program", provides a lifetime series of grouped proficiency activities at three levels (Basic, Advanced, and Master) for pilots who have undergone several hours of ground and flight training since their last WINGS award, or "Phase". For more information on all these programs, visit www.faasafety.gov or inquire at an FAA Flight Standards District Office (FSDO). For more information on the WINGS program, please see FAA Advisory Circular AC 61-91J.

The FAA encourages volunteerism in the promotion of aviation safety. The FAA Safety Team, or FAASTeam, works with Volunteers at several levels and promotes safety education and outreach nationwide. For more information, inquire at an FAA Flight Standards District Office (FSDO).

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.[11] The FAA exercises surprise Red Team drills on national airports annually.

On October 31, 2013, after outcry from media outlets, including heavy criticism [12] from Nick Bilton of The New York Times,[13][14] the FAA announced it will allow airlines to expand the passengers use of portable electronic devices during all phases of flight, but mobile phone calls would still be prohibited (and use of cellular networks during any point when aircraft doors are closed remains prohibited to-date). Implementation initially varied among airlines. The FAA expected 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. Mobile phones must be in airplane mode or with mobile service disabled, with no signal bars displayed, and cannot be used for voice communications due to Federal Communications Commission regulations that prohibit any airborne calls using mobile phones. From a technological standpoint, cellular service would not work in-flight because of the rapid speed of the airborne aircraft: mobile phones cannot switch fast enough between cellular towers at an aircraft's high speed. However, the ban is due to potential radio interference with aircraft avionics. 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.[15]

In July 2014, in the wake of the downing of Malaysia Airlines Flight 17, the FAA suspended flights by U.S. airlines to Ben Gurion Airport during the 2014 Israel–Gaza conflict for 24 hours. The ban was extended for a further 24 hours but was lifted about six hours later.[16]

The FAA Reauthorization Act of 2018 gives the FAA one year to establish minimum pitch, width and length for airplane seats, to ensure they are safe for passengers.[17][18][19]

On March 19, 2019, President Donald Trump announced he would nominate Stephen Dickson, a former executive and pilot at Delta Air Lines, to be the next FAA Administrator.[24][22][23] On July 24, 2019, the Senate confirmed Dickson by a vote of 52-40.[25][26] He was sworn in as Administrator by Transportation Secretary Elaine Chao on August 12, 2019.[26]

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."[27] Retired NASA Office of Inspector General Senior Special Agent Joseph Gutheinz, who used to be a Special Agent with the Office of Inspector General for the Department of Transportation and with FAA Security, is one of the most outspoken critics of FAA. Rather than commend the agency for proposing a $10.2 million 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, 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."[28] 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 contradictory. 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.[29][30] 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.[29] The bill died in a Senate committee that year.[31]

In September 2009, the FAA administrator issued a directive mandating that the agency use the term "customers" to refer to only the flying public.[32]

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 of an aircraft, but was prevented by supervisors he said were friendly with the airline.[33] This was validated by a report by the Department of Transportation which 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.[29] The House Transportation and Infrastructure Committee held hearings in April 2008. Jim 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.[33] 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".[33] In 2008 the FAA proposed to fine Southwest $10.2 million for failing to inspect older planes for cracks,[28] and in 2009 Southwest and the FAA agreed that Southwest would pay a $7.5 million penalty and would adopt new safety procedures, with the fine doubling if Southwest failed to follow through.[34]

In 2014, the FAA modified its approach to air traffic control hiring. It launched more "off the street bids", allowing anyone with either a four-year degree or five years of full-time work experience to apply, rather than the closed college program or VRA bids, something that had last been done in 2008. Thousands have been picked up, including veterans, CTI grads, and people who are true "off the street" hires. The move was made to open the job up to more people who might make good controllers but did not go to a college that offered a CTI program. Before the change, candidates who had completed coursework at participating colleges and universities could be "fast-tracked" for consideration. However, the CTI program had no guarantee of a job offer, nor was the goal of the program to teach people to work actual traffic. The goal of the program was to prepare people for the FAA Academy in Oklahoma City, OK. Having a CTI certificate allowed a prospective controller to skip the Air Traffic Basics part of the academy, about a 30- to 45-day course, and go right into Initial Qualification Training (IQT). All prospective controllers, CTI or not, have had to pass the FAA Academy in order to be hired as a controller. Failure at the academy means FAA employment is terminated. In January 2015 they launched another pipeline, a "prior experience" bid, where anyone with an FAA Control Tower Operator certificate (CTO) and 52 weeks of experience could apply. This was a revolving bid, every month the applicants on this bid were sorted out, and eligible applicants were hired and sent directly to facilities, bypassing the FAA academy entirely.

In the process of promoting diversity, the FAA revised its hiring process.[35][36] The FAA later issued a report that the "bio-data" was not a reliable test for future performance. However, the "Bio-Q" was not the determinating factor for hiring, it was merely a screening tool to determine who would take a revised Air Traffic Standardized Aptitude Test (ATSAT). Due to cost and time, it was not practical to give all 30,000 some applicants the revised ATSAT, which has since been validated. In 2015 Fox News levied unsubstantiated criticism that the FAA discriminated against qualified candidates.[37]

In December 2015, a reverse discrimination lawsuit was filed against the FAA seeking class-action status for the thousands of men and women who spent up to $40,000 getting trained under FAA rules before they were abruptly changed. The prospects of the lawsuit are unknown, as the FAA is a self-governing entity and therefore can alter and experiment with its hiring practices, and there was never any guarantee of a job in the CTI program.[38]

A May 2017 letter from staff of the U.S. House of Representatives Committee on Transportation and Infrastructure to members of the same committee sent before a meeting to discuss air traffic control privatization noted a 35-year legacy of failed air traffic control modernization management, including NextGen. The letter said the FAA initially described NextGen as fundamentally transforming how air traffic would be managed. In 2015, however, the National Research Council noted that NextGen, as currently executed, was not broadly transformational and that it is a set of programs to implement a suite of incremental changes to the National Airspace System (NAS).[39][40]

More precise PBN can reduce fuel burn, emissions, and noise exposure for a majority of communities, but the concentration of flight tracks also can increase noise exposure for people who live directly under those flight paths.[41][42] A feature of the NextGen program is GPS-based waypoints, which result in consolidated flight paths for planes. The result of this change is that many localities experience huge increases in air traffic over previously quiet areas. Complaints have risen with the added traffic and multiple municipalities have filed suit.[43]

As a result of the March 10, 2019 Ethiopian Airlines Flight 302 crash and the Lion Air Flight 610 crash five months earlier, most airlines and countries began grounding the Boeing 737 MAX 8 (and in many cases all MAX variants) due to safety concerns, but the FAA declined to temporarily ground Boeing 737 Max 8 aircraft operating in the U.S.[44] On March 12, the FAA said that its ongoing review showed "no systemic performance issues and provides no basis to order grounding the aircraft."[45] Some U.S. Senators called for the FAA to ground the aircraft until an investigation into the cause of the Ethiopian Airlines crash was complete.[45] U.S. Transportation Secretary Elaine Chao said that "If the FAA identifies an issue that affects safety, the department will take immediate and appropriate action."[46] On March 13, President Donald Trump announced that all Boeing 737 MAX airplanes within U.S. territory would be grounded, and the FAA issued the official order, citing new evidence of similarity between the two accidents. Three major U.S. airlines--Southwest, United, and American Airlines—were affected by this decision.[47]

A Designated Engineering Representative (DER) is an engineer who is appointed under 14 CFR section 183.29 to act on behalf of a company or as an independent consultant (IC).[48]

• Company DERs act on behalf of their employer and may only approve, or recommend that the FAA approves, technical data produced by their employer.
• Consultant DERs are appointed to act as independent DERs and may approve, or recommend that the FAA approves, technical data produced by any person or organization.

A DAR[49] 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.

• Manufacturing DARs must possess aeronautical knowledge, experience, and meet the qualification requirements of Order 8100.8.
• Maintenance DARs must hold:
  1. a mechanic's certificate with an airframe and powerplant rating, under 14 CFR part 65 Certification: Airmen Other Than Flight Crewmembers, or
  2. 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 FAA 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.

A Continued Airworthiness Notification to the International Community (commonly abbreviated as CANIC) is a notification from the United States Federal Aviation Administration (FAA) to civil airworthiness authorities of foreign countries of pending significant safety actions.[50]

The FAA Airworthiness Directives Manual,[51] states the following:

8. Continued Airworthiness Notification to the International Community (CANIC).

a. A CANIC is used to notify civil airworthiness authorities of other countries of pending significant safety actions. A significant safety action can be defined as, but not limited to, the following:

(1) Urgent safety situations;

(2) The pending issuance of an Emergency AD;

(3) A safety action that affects many people, operators;

(4) A Special Federal Aviation Regulation (SFAR);

(5) Other high interest event (e.g., a special certification review).

The FAA issued a CANIC to state the continued airworthiness of the Boeing 737 MAX, following the crash of Ethiopian Airlines Flight 302.[52][53][54][55]

U.S. law requires that the FAA's budget and mandate be reauthorized on a regular basis. On July 18, 2016, President Obama signed a second short-term extension of the FAA authorization, replacing a previous extension that was due to expire that day.[56]

The 2016 extension (set to expire itself in September 2017) left out a provision pushed by Republican House leadership, including House Transportation and Infrastructure (T&I) Committee Chairman Bill Shuster (R-PA). The provision would have moved authority over air traffic control from the FAA to a non-profit corporation, as many other nations, such as Canada, Germany and the United Kingdom, have done.[57] Shuster's bill, the Aviation Innovation, Reform, and Reauthorization (AIRR) Act,[58] expired in the House at the end of the 114th Congress.[59]

The House T&I Committee began the 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 reform as part of the reauthorization package. Shuster has additional support from President Trump, who, in a meeting with aviation industry executives in early 2017 said the U.S. air control system is "....totally out of whack."[60]