princessmehek
Mehek Sood
CONTENTS :
INTRODUCTION
HISTORY
o Origins
o Early Responsibilities
o The Civil Aeronautics Act
o The Birth of FAA
o From Agency to Administration
o Changing Duties
o ATC Automation
o Structural Changes
o Technology for the Future
FAA MISSION
WHAT FAA DOES – ITS FUNCTIONS
FAA TODAY
o Headquarters and Field Organization
o Air Traffic Services
o Research and Acquisitions
o Regulation and Certification
o Airports
o Commercial Space Transportation
LIST OF FAA ADMINISTRATORS
BIBLIOGRAPHY
FEDERAL AVIATION ADMINISTRATION
Formed August 23, 1958
Preceding Agency Civil Aeronautics Administration
Jurisdiction Federal government of the United States
Agency Executive Robert A. Sturgell (Acting), Administrator
Parent agency United States Department of Transportation
INTRODUCTION
The Federal Aviation Administration (FAA) is an agency of the United States Department of Transportation with authority to regulate and oversee all aspects of civil aviation in the U.S. The Federal Aviation Act of 1958 created the group under the name "Federal Aviation Agency", and adopted its current name in 1958 when it became a part of the United States Department of Transportation.
The Federal Aviation Administration's major roles include:
• Regulating U.S. commercial space transportation
• 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
HISTORY
MacCracken and the Aeronautics Branch
Origins
The Air Commerce Act of May 20, 1926, was 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, certificating aircraft, establishing airways, and operating and maintaining aids to air navigation. A new Aeronautics Branch of the Department of Commerce assumed primary responsibility for aviation oversight. The first head of the Branch was William P. MacCracken, Jr., who played a key part in convincing Congress of the need for this new governmental role.
Early Responsibilities
In fulfilling its civil aviation responsibilities, the Department of Commerce initially concentrated on functions such as safety rulemaking and the certification of pilots and aircraft. It took over the building and operation of the nation's system of lighted airways, a task 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.
In 1934, the Aeronautics Branch was renamed the Bureau of Air Commerce 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.
The Civil Aeronautics Act
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 the Authority the power to regulate airline fares and to determine the routes that air carriers would serve.
In 1940, President Franklin Roosevelt split the Authority into two agencies, 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 rulemaking, accident investigation, and economic regulation of the airlines. Both organizations were part of the Department of Commerce. Unlike CAA, however, CAB functioned independently of the Secretary.
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, 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 Birth Of FAA
As the age of jet airline travel approached, many Americans recognized the need for more concerted effort to safeguard civil aviation. A severe midair collision over the Grand Canyon in 1956 underscored this necessity. In 1958, the Federal Aviation Act created the FAA, an independent agency combining scattered safety responsibilities.
On the last day of 1958, the FAA assumed the full scope of its responsibilities, superceding the CAA and also absorbing the Civil Aeronautics Board's safety rulemaking function. The new agency possessed the authority to establish a unified civil/military National Airspace System backed by an expanded network of air navigation and air traffic control facilities.
The last word of the FAA's name changed from "Agency" to "Administration" when the organization became part of the new Department of Transportation in 1967.
From Agency to Administration
In 1966, Congress authorized the creation of a cabinet department that would combine major Federal transportation responsibilities. This new Department of Transportation (DOT) began full operations on April l, 1967. On that day, FAA became one of several modal organizations within DOT and received a new name, Federal Aviation Administration. At the same time, CAB's accident investigation function was transferred to the new National Transportation Safety Board.
Changing Duties
Even before becoming part of DOT, FAA gradually assumed responsibilities not originally contemplated by the Federal Aviation Act. The hijacking epidemic of the 1960s involved the agency in the field of aviation security. In 1968, Congress vested in FAA's Administrator the power to prescribe aircraft noise standards. The Airport and Airway Development Act of 1970 placed the agency in charge of a new airport aid program funded by a special aviation trust fund. The same Act made FAA responsible for safety certification of airports served by air carriers.
ATC Automation
By the mid-1970s, FAA achieved a semi-automated air traffic control system based on a marriage of radar and computer technology. By automating certain routine tasks, the system allowed controllers to concentrate more efficiently on the vital task of providing separation. Data appearing directly on the controllers' scopes provided the identity, altitude, and groundspeed of aircraft carrying radar beacons. Despite its effectiveness, this system required enhancement to keep pace with the increased air traffic of the late 1970s. The increase was due in part to the competitive environment created by the Airline Deregulation Act of 1978. This law phased out CAB's economic regulation of the airlines, and CAB ceased to exist at the end of 1984.
To meet the challenge of traffic growth, FAA unveiled the National Airspace System (NAS) Plan in January 1982. The new plan called for more advanced systems for en route and terminal ATC, modernized flight service stations, and improvements in ground-to-air surveillance and communication.
Structural Changes
FAA's organizational structure has continued to evolve since its creation. The agency's first Administrator favored a management system under which officials in Washington exercised direct control over programs in the field. In 1961, however, his successor began a decentralization process that transferred much authority to regional organizations. This pattern generally endured until a 1988 "straightlining" again charged managers at national headquarters with more direction of field activities. Another notable change occurred in 1987, when Washington National and Dulles International Airports passed from FAA's management to that of an authority representing multiple jurisdictions. (National was opened by CAA in 1941, Dulles by FAA in 1962.)
In November 1994, a reorganization structured FAA along its six key lines of business in order to make better use of resources. A seventh line of business was added one year later when the Office of Commercial Space Transportation was transferred to FAA from the Office of the Secretary of Transportation. The addition of this office gave the agency regulatory responsibilities concerning the launching of space payloads by the private sector. Reform legislation gave FAA increased flexibility regarding acquisition and personnel policies in 1996. Further legislation in 2000 prompted action to establish a new performance-based organization with responsibility for air traffic services within the agency. In the aftermath of the terrorist attacks of September 11, 2001, Congress created a new Transportation Security Administration that succeeded FAA as the agency with primary responsibility for civil aviation security.
Technology for the Future
FAA addressed a wide variety of technical issues as the rapid evolution of aeronautics continued. The Aviation Safety Research Act of 1988 mandated greater emphasis on long-range research planning and on study of such issues as aging aircraft structures and human factors affecting safety. In February 1991, FAA replaced the National Airspace System Plan with the more comprehensive Capital Investment Plan (CIP). The new plan included higher levels of automation as well as new radar, communications, and weather forecasting systems.
As the modernization program evolved, problems in developing ambitious automation systems prompted a change in strategy. FAA shifted its emphasis toward enhancing the air traffic control system through more manageable, step-by-step improvements. At the same time, the agency worked to speed the application of the Global Positioning System satellite technology to civil aeronautics. Other notable programs included Free Flight, an innovative concept aimed at providing greater flexibility to fly direct routes. At the opening of the 21st Century, Free Flight's initial phase was beginning to deliver benefits that added to the efficiency of air transportation.
FAA MISSION
Mission
Our continuing mission is to provide the safest, most efficient aerospace system in the world.
Vision
We continue to improve the safety and efficiency of flight. We are responsive to our customers and are accountable to the taxpayer and the flying public.
Values
• Safety is our passion. We are the world leaders in aerospace safety.
• Quality is our trademark. We serve our country, our stakeholders, our customers, and each other.
• Integrity is our character. We do the right thing, even when no one is looking.
• People are our strength. We treat people as we want to be treated.
WHAT FAA DOES - ITS FUNCTIONS
ACTIVITIES
We're responsible for the safety of civil aviation. The Federal Aviation Act of 1958 created the agency under the name Federal Aviation Agency. We adopted our present name in 1967 when we became a part of the Department of Transportation. Our major roles include:
• Safety Regulation
We issue and enforce regulations and minimum standards covering manufacturing, operating, and maintaining aircraft. We certify airmen and airports that serve air carriers.
• Airspace and Air Traffic Management
The safe and efficient use of navigable airspace is one of our primary objectives. We operate a network of airport towers, air route traffic control centers, and flight service stations. We develop air traffic rules, assign the use of airspace, and control air traffic.
• Air Navigation Facilities
We build or install visual and electronic aids to air navigation. We maintain, operate, and assure the quality of these facilities. We also sustain other systems to support air navigation and air traffic control, including voice and data communications equipment, radar facilities, computer systems, and visual display equipment at flight service stations.
• Civil Aviation Abroad
We promote aviation safety and encourage civil aviation abroad. We exchange aeronautical information with foreign authorities; certify foreign repair shops, airmen, and mechanics; provide technical aid and training; negotiate bilateral airworthiness agreements with other countries; and take part in international conferences.
• Commercial Space Transportation
We regulate and encourage the U.S. commercial space transportation industry. We license commercial space launch facilities and private launches of space payloads on expendable launch vehicles.
• Research, Engineering, and Development
We do research on and develop the systems and procedures we need for a safe and efficient system of air navigation and air traffic control. We help develop better aircraft, engines, and equipment and test or evaluate aviation systems, devices, materials, and procedures. We also do aeromedical research.
• Other Programs
We register aircraft and record documents reflecting title or interest in aircraft and their parts. We administer an aviation insurance program, develop specifications for aeronautical charts, and publish information on airways, airport services, and other technical subjects in aeronautics.
• Organization
An Administrator manages FAA, assisted by a Deputy Administrator. Five Associate Administrators report to the Administrator and direct the line-of-business organizations that carry out the agency's principle functions. The Chief Counsel and nine Assistant Administrators also report to the Administrator. The Assistant Administrators oversee other key programs such as Human Resources, Budget, and System Safety. We also have nine geographical regions and two major centers, the Mike Monroney Aeronautical Center and the William J. Hughes Technical Center.
THE FAA TODAY
Headquarters and Field Organization
At the FAA's Washington headquarters are the offices of the agency's top officials, the Administrator and Deputy Administrator.
Also found here are the six Associate Administrators who direct the major line-of-business organizations described in the other sections of this "The FAA Today" photo selection. Other headquarters executives include the Chief Counsel and nine Assistant Administrators responsible for a range of policy, information, and support functions.
Geographically, FAA is divided into nine regions with headquarters in cities from Anchorage to Atlanta. The agency's two largest field facilities are the Mike Monroney Aeronautical Center at Oklahoma City, Okla., and the William J. Hughes Technical Center at Atlantic City, N.J.
Air Traffic Services
Operating and maintaining the National Airspace System requires complex equipment and highly skilled personnel. This group of photos illustrates some of the chief elements of this vast enterprise.
The FAA operates about 450 towers. They range from imposing spires at the Nation's busiest airports to relatively modest structures such as this one at Lawton, Oklahoma. (left)
As they enter and leave the immediate area of the airport, pilots receive guidance from Terminal Area Approach Control Facilities, known as TRACONS.
To increase efficiency in regions of high traffic volume, several TRACONs may be consolidated into large facilities such as the Southern California TRACON at San Diego, shown at left.
Flights proceeding between terminal areas come under the control of Air Route Traffic Control Centers, 21 of which are located throughout the Nation. The controller at right is using the new Display System Replacement (DSR) equipment recently implemented at these en route centers.
Flight Service specialists, record the flight plans of pilots and provide them with weather briefings and other necessary data. Most of this work is carried on at 61 Automated Flight Service Stations nationwide.
Radar systems of several types provide data needed to keep the Airspace System operating. Surveillance radars keep controllers abreast of the positions of aircraft, while secondary radars gather altitude and identification data from airborne transponders. Airport Surface Detection Equipment tracks the movements of ground vehicles and taxiing planes. Terminal Doppler Weather Radars (right) help controllers to warn pilots of potentially dangerous conditions.
As they fly the airways, pilots rely on a network of navigation aids that the FAA operates throughout the country. An example is this VOR/DME (Very High Frequency Omnidirectional Radio Range / Distance Measuring Equipment) in northern Alaska. FAA is also applying satellite technology to air navigation and instrument landing.
A host of technical skills are required to keep all of this sophisticated equipment in working order. This vital responsibility belongs to the FAA's airway technicians, who represent the agency's second largest career field after air traffic control personnel.
To monitor the airspace system, the FAA maintains its own fleet of airplanes equipped with precision receivers, recorders, signal analyzers, and other devices. These aircraft assure the integrity of communications, radar, and navigation aids.
The National Airspace System is constantly evolving as new technology becomes available, but its reliance on human teamwork remains constant.
Research and Acquisitions
FAA engineers and scientists are constantly seeking new techniques and equipment that will benefit aviation and the National Airspace System. They work closely with industry, universities, and other governmental agencies.
Examples of the many areas investigated include human performance in aeronautical tasks, improvement of runways, and the effects of corrosion on aircraft structures. Full-scale crash tests and other experiments explore the effects of impact forces and fire. The resulting data are used to improve structural design, cabin materials, and evacuation methods.
Regulation and Certification
In the pursuit of safety, the FAA issues rules and sets standards for both aeronautical equipment and people working in the aviation field.
Aircraft certification begins in the manufacturing plant, where FAA experts work with company engineers to ensure high standards of airworthiness. If all goes well, new models receive a type certificate, followed by a certificate authorizing production. Individual planes must also be certificated to ensure their conformity to standards, and the FAA applies the same scrutiny to engines and other components. If problems appear during the service life of an aircraft, the agency issues airworthiness directives requiring corrective action.
Any person involved in operating or maintaining an aircraft must hold an FAA certificate. Pilots must demonstrate the knowledge, skills, and experience prescribed for the type of certificate and rating desired. Similar certification is required for such groups as mechanics, dispatchers, and instructors.
Airlines, too, must have an operating certificate. FAA teams evaluate training, performance, and maintenance to check their continuing compliance. Repair stations, flight schools, and air carrier airports are also covered by certification requirements. These programs carry FAA people into every corner of the aviation world, where they act in cooperation with industry to guarantee high safety standards.
An important focus of the FAA's technical expertise is the acquisition of new and upgraded equipment for its own facilities. The photo at left represents one example, the Host and Oceanic System Replacement, known as HOCSR. This powerful new computer system has now been deployed at all Air Route Traffic Control Centers, providing a basis for further upgrades designed to speed and protect en route flights. Another major path of development involves the application of satellite technology to air navigation and landing systems.
These programs are part of an unending quest for technical excellence in the swiftly changing field of aviation.
Airports
The Nation's airports are an indispensable part of the airspace system. To meet the current and future needs of these facilities, the FAA administers a grant program that allocates funds on a cost-sharing basis
The grants assist public-use airports with a wide variety of improvements. Examples of eligible projects include runway construction and upgrading, purchase of rescue and firefighting equipment, installation of lighting, and noise-abatement measures.
The FAA maintains a national plan of airport requirements, evaluates the environmental impact of development plans, and administers a noise-compatibility program. The agency provides standards and technical guidance on airport planning, design, safety, and operations. The FAA certificates the safety of airports served by air carriers.
Commercial Space Transportation
Following its inception in 1989, the U.S. commercial space sector grew at an accelerating pace and by 1998 had achieved its 100th space vehicle launch.
In 1995, meanwhile, the FAA assumed responsibility for safety regulation of this field of enterprise, a task initially performed by the Office of the Secretary of Transportation. The FAA's program encourages the industry and ensures its safety by licensing commercial spaceport facilities and the launching of payloads on expendable vehicles.
INTRODUCTION
HISTORY
o Origins
o Early Responsibilities
o The Civil Aeronautics Act
o The Birth of FAA
o From Agency to Administration
o Changing Duties
o ATC Automation
o Structural Changes
o Technology for the Future
FAA MISSION
WHAT FAA DOES – ITS FUNCTIONS
FAA TODAY
o Headquarters and Field Organization
o Air Traffic Services
o Research and Acquisitions
o Regulation and Certification
o Airports
o Commercial Space Transportation
LIST OF FAA ADMINISTRATORS
BIBLIOGRAPHY
FEDERAL AVIATION ADMINISTRATION
Formed August 23, 1958
Preceding Agency Civil Aeronautics Administration
Jurisdiction Federal government of the United States
Agency Executive Robert A. Sturgell (Acting), Administrator
Parent agency United States Department of Transportation
INTRODUCTION
The Federal Aviation Administration (FAA) is an agency of the United States Department of Transportation with authority to regulate and oversee all aspects of civil aviation in the U.S. The Federal Aviation Act of 1958 created the group under the name "Federal Aviation Agency", and adopted its current name in 1958 when it became a part of the United States Department of Transportation.
The Federal Aviation Administration's major roles include:
• Regulating U.S. commercial space transportation
• 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
HISTORY
MacCracken and the Aeronautics Branch
Origins
The Air Commerce Act of May 20, 1926, was 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, certificating aircraft, establishing airways, and operating and maintaining aids to air navigation. A new Aeronautics Branch of the Department of Commerce assumed primary responsibility for aviation oversight. The first head of the Branch was William P. MacCracken, Jr., who played a key part in convincing Congress of the need for this new governmental role.
Early Responsibilities
In fulfilling its civil aviation responsibilities, the Department of Commerce initially concentrated on functions such as safety rulemaking and the certification of pilots and aircraft. It took over the building and operation of the nation's system of lighted airways, a task 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.
In 1934, the Aeronautics Branch was renamed the Bureau of Air Commerce 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.
The Civil Aeronautics Act
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 the Authority the power to regulate airline fares and to determine the routes that air carriers would serve.
In 1940, President Franklin Roosevelt split the Authority into two agencies, 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 rulemaking, accident investigation, and economic regulation of the airlines. Both organizations were part of the Department of Commerce. Unlike CAA, however, CAB functioned independently of the Secretary.
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, 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 Birth Of FAA
As the age of jet airline travel approached, many Americans recognized the need for more concerted effort to safeguard civil aviation. A severe midair collision over the Grand Canyon in 1956 underscored this necessity. In 1958, the Federal Aviation Act created the FAA, an independent agency combining scattered safety responsibilities.
On the last day of 1958, the FAA assumed the full scope of its responsibilities, superceding the CAA and also absorbing the Civil Aeronautics Board's safety rulemaking function. The new agency possessed the authority to establish a unified civil/military National Airspace System backed by an expanded network of air navigation and air traffic control facilities.
The last word of the FAA's name changed from "Agency" to "Administration" when the organization became part of the new Department of Transportation in 1967.
From Agency to Administration
In 1966, Congress authorized the creation of a cabinet department that would combine major Federal transportation responsibilities. This new Department of Transportation (DOT) began full operations on April l, 1967. On that day, FAA became one of several modal organizations within DOT and received a new name, Federal Aviation Administration. At the same time, CAB's accident investigation function was transferred to the new National Transportation Safety Board.
Changing Duties
Even before becoming part of DOT, FAA gradually assumed responsibilities not originally contemplated by the Federal Aviation Act. The hijacking epidemic of the 1960s involved the agency in the field of aviation security. In 1968, Congress vested in FAA's Administrator the power to prescribe aircraft noise standards. The Airport and Airway Development Act of 1970 placed the agency in charge of a new airport aid program funded by a special aviation trust fund. The same Act made FAA responsible for safety certification of airports served by air carriers.
ATC Automation
By the mid-1970s, FAA achieved a semi-automated air traffic control system based on a marriage of radar and computer technology. By automating certain routine tasks, the system allowed controllers to concentrate more efficiently on the vital task of providing separation. Data appearing directly on the controllers' scopes provided the identity, altitude, and groundspeed of aircraft carrying radar beacons. Despite its effectiveness, this system required enhancement to keep pace with the increased air traffic of the late 1970s. The increase was due in part to the competitive environment created by the Airline Deregulation Act of 1978. This law phased out CAB's economic regulation of the airlines, and CAB ceased to exist at the end of 1984.
To meet the challenge of traffic growth, FAA unveiled the National Airspace System (NAS) Plan in January 1982. The new plan called for more advanced systems for en route and terminal ATC, modernized flight service stations, and improvements in ground-to-air surveillance and communication.
Structural Changes
FAA's organizational structure has continued to evolve since its creation. The agency's first Administrator favored a management system under which officials in Washington exercised direct control over programs in the field. In 1961, however, his successor began a decentralization process that transferred much authority to regional organizations. This pattern generally endured until a 1988 "straightlining" again charged managers at national headquarters with more direction of field activities. Another notable change occurred in 1987, when Washington National and Dulles International Airports passed from FAA's management to that of an authority representing multiple jurisdictions. (National was opened by CAA in 1941, Dulles by FAA in 1962.)
In November 1994, a reorganization structured FAA along its six key lines of business in order to make better use of resources. A seventh line of business was added one year later when the Office of Commercial Space Transportation was transferred to FAA from the Office of the Secretary of Transportation. The addition of this office gave the agency regulatory responsibilities concerning the launching of space payloads by the private sector. Reform legislation gave FAA increased flexibility regarding acquisition and personnel policies in 1996. Further legislation in 2000 prompted action to establish a new performance-based organization with responsibility for air traffic services within the agency. In the aftermath of the terrorist attacks of September 11, 2001, Congress created a new Transportation Security Administration that succeeded FAA as the agency with primary responsibility for civil aviation security.
Technology for the Future
FAA addressed a wide variety of technical issues as the rapid evolution of aeronautics continued. The Aviation Safety Research Act of 1988 mandated greater emphasis on long-range research planning and on study of such issues as aging aircraft structures and human factors affecting safety. In February 1991, FAA replaced the National Airspace System Plan with the more comprehensive Capital Investment Plan (CIP). The new plan included higher levels of automation as well as new radar, communications, and weather forecasting systems.
As the modernization program evolved, problems in developing ambitious automation systems prompted a change in strategy. FAA shifted its emphasis toward enhancing the air traffic control system through more manageable, step-by-step improvements. At the same time, the agency worked to speed the application of the Global Positioning System satellite technology to civil aeronautics. Other notable programs included Free Flight, an innovative concept aimed at providing greater flexibility to fly direct routes. At the opening of the 21st Century, Free Flight's initial phase was beginning to deliver benefits that added to the efficiency of air transportation.
FAA MISSION
Mission
Our continuing mission is to provide the safest, most efficient aerospace system in the world.
Vision
We continue to improve the safety and efficiency of flight. We are responsive to our customers and are accountable to the taxpayer and the flying public.
Values
• Safety is our passion. We are the world leaders in aerospace safety.
• Quality is our trademark. We serve our country, our stakeholders, our customers, and each other.
• Integrity is our character. We do the right thing, even when no one is looking.
• People are our strength. We treat people as we want to be treated.
WHAT FAA DOES - ITS FUNCTIONS
ACTIVITIES
We're responsible for the safety of civil aviation. The Federal Aviation Act of 1958 created the agency under the name Federal Aviation Agency. We adopted our present name in 1967 when we became a part of the Department of Transportation. Our major roles include:
• Safety Regulation
We issue and enforce regulations and minimum standards covering manufacturing, operating, and maintaining aircraft. We certify airmen and airports that serve air carriers.
• Airspace and Air Traffic Management
The safe and efficient use of navigable airspace is one of our primary objectives. We operate a network of airport towers, air route traffic control centers, and flight service stations. We develop air traffic rules, assign the use of airspace, and control air traffic.
• Air Navigation Facilities
We build or install visual and electronic aids to air navigation. We maintain, operate, and assure the quality of these facilities. We also sustain other systems to support air navigation and air traffic control, including voice and data communications equipment, radar facilities, computer systems, and visual display equipment at flight service stations.
• Civil Aviation Abroad
We promote aviation safety and encourage civil aviation abroad. We exchange aeronautical information with foreign authorities; certify foreign repair shops, airmen, and mechanics; provide technical aid and training; negotiate bilateral airworthiness agreements with other countries; and take part in international conferences.
• Commercial Space Transportation
We regulate and encourage the U.S. commercial space transportation industry. We license commercial space launch facilities and private launches of space payloads on expendable launch vehicles.
• Research, Engineering, and Development
We do research on and develop the systems and procedures we need for a safe and efficient system of air navigation and air traffic control. We help develop better aircraft, engines, and equipment and test or evaluate aviation systems, devices, materials, and procedures. We also do aeromedical research.
• Other Programs
We register aircraft and record documents reflecting title or interest in aircraft and their parts. We administer an aviation insurance program, develop specifications for aeronautical charts, and publish information on airways, airport services, and other technical subjects in aeronautics.
• Organization
An Administrator manages FAA, assisted by a Deputy Administrator. Five Associate Administrators report to the Administrator and direct the line-of-business organizations that carry out the agency's principle functions. The Chief Counsel and nine Assistant Administrators also report to the Administrator. The Assistant Administrators oversee other key programs such as Human Resources, Budget, and System Safety. We also have nine geographical regions and two major centers, the Mike Monroney Aeronautical Center and the William J. Hughes Technical Center.
THE FAA TODAY
Headquarters and Field Organization
At the FAA's Washington headquarters are the offices of the agency's top officials, the Administrator and Deputy Administrator.
Also found here are the six Associate Administrators who direct the major line-of-business organizations described in the other sections of this "The FAA Today" photo selection. Other headquarters executives include the Chief Counsel and nine Assistant Administrators responsible for a range of policy, information, and support functions.
Geographically, FAA is divided into nine regions with headquarters in cities from Anchorage to Atlanta. The agency's two largest field facilities are the Mike Monroney Aeronautical Center at Oklahoma City, Okla., and the William J. Hughes Technical Center at Atlantic City, N.J.
Air Traffic Services
Operating and maintaining the National Airspace System requires complex equipment and highly skilled personnel. This group of photos illustrates some of the chief elements of this vast enterprise.
The FAA operates about 450 towers. They range from imposing spires at the Nation's busiest airports to relatively modest structures such as this one at Lawton, Oklahoma. (left)
As they enter and leave the immediate area of the airport, pilots receive guidance from Terminal Area Approach Control Facilities, known as TRACONS.
To increase efficiency in regions of high traffic volume, several TRACONs may be consolidated into large facilities such as the Southern California TRACON at San Diego, shown at left.
Flights proceeding between terminal areas come under the control of Air Route Traffic Control Centers, 21 of which are located throughout the Nation. The controller at right is using the new Display System Replacement (DSR) equipment recently implemented at these en route centers.
Flight Service specialists, record the flight plans of pilots and provide them with weather briefings and other necessary data. Most of this work is carried on at 61 Automated Flight Service Stations nationwide.
Radar systems of several types provide data needed to keep the Airspace System operating. Surveillance radars keep controllers abreast of the positions of aircraft, while secondary radars gather altitude and identification data from airborne transponders. Airport Surface Detection Equipment tracks the movements of ground vehicles and taxiing planes. Terminal Doppler Weather Radars (right) help controllers to warn pilots of potentially dangerous conditions.
As they fly the airways, pilots rely on a network of navigation aids that the FAA operates throughout the country. An example is this VOR/DME (Very High Frequency Omnidirectional Radio Range / Distance Measuring Equipment) in northern Alaska. FAA is also applying satellite technology to air navigation and instrument landing.
A host of technical skills are required to keep all of this sophisticated equipment in working order. This vital responsibility belongs to the FAA's airway technicians, who represent the agency's second largest career field after air traffic control personnel.
To monitor the airspace system, the FAA maintains its own fleet of airplanes equipped with precision receivers, recorders, signal analyzers, and other devices. These aircraft assure the integrity of communications, radar, and navigation aids.
The National Airspace System is constantly evolving as new technology becomes available, but its reliance on human teamwork remains constant.
Research and Acquisitions
FAA engineers and scientists are constantly seeking new techniques and equipment that will benefit aviation and the National Airspace System. They work closely with industry, universities, and other governmental agencies.
Examples of the many areas investigated include human performance in aeronautical tasks, improvement of runways, and the effects of corrosion on aircraft structures. Full-scale crash tests and other experiments explore the effects of impact forces and fire. The resulting data are used to improve structural design, cabin materials, and evacuation methods.
Regulation and Certification
In the pursuit of safety, the FAA issues rules and sets standards for both aeronautical equipment and people working in the aviation field.
Aircraft certification begins in the manufacturing plant, where FAA experts work with company engineers to ensure high standards of airworthiness. If all goes well, new models receive a type certificate, followed by a certificate authorizing production. Individual planes must also be certificated to ensure their conformity to standards, and the FAA applies the same scrutiny to engines and other components. If problems appear during the service life of an aircraft, the agency issues airworthiness directives requiring corrective action.
Any person involved in operating or maintaining an aircraft must hold an FAA certificate. Pilots must demonstrate the knowledge, skills, and experience prescribed for the type of certificate and rating desired. Similar certification is required for such groups as mechanics, dispatchers, and instructors.
Airlines, too, must have an operating certificate. FAA teams evaluate training, performance, and maintenance to check their continuing compliance. Repair stations, flight schools, and air carrier airports are also covered by certification requirements. These programs carry FAA people into every corner of the aviation world, where they act in cooperation with industry to guarantee high safety standards.
An important focus of the FAA's technical expertise is the acquisition of new and upgraded equipment for its own facilities. The photo at left represents one example, the Host and Oceanic System Replacement, known as HOCSR. This powerful new computer system has now been deployed at all Air Route Traffic Control Centers, providing a basis for further upgrades designed to speed and protect en route flights. Another major path of development involves the application of satellite technology to air navigation and landing systems.
These programs are part of an unending quest for technical excellence in the swiftly changing field of aviation.
Airports
The Nation's airports are an indispensable part of the airspace system. To meet the current and future needs of these facilities, the FAA administers a grant program that allocates funds on a cost-sharing basis
The grants assist public-use airports with a wide variety of improvements. Examples of eligible projects include runway construction and upgrading, purchase of rescue and firefighting equipment, installation of lighting, and noise-abatement measures.
The FAA maintains a national plan of airport requirements, evaluates the environmental impact of development plans, and administers a noise-compatibility program. The agency provides standards and technical guidance on airport planning, design, safety, and operations. The FAA certificates the safety of airports served by air carriers.
Commercial Space Transportation
Following its inception in 1989, the U.S. commercial space sector grew at an accelerating pace and by 1998 had achieved its 100th space vehicle launch.
In 1995, meanwhile, the FAA assumed responsibility for safety regulation of this field of enterprise, a task initially performed by the Office of the Secretary of Transportation. The FAA's program encourages the industry and ensures its safety by licensing commercial spaceport facilities and the launching of payloads on expendable vehicles.
