Administração da

Aviação Federal

A Administração Federal de Aviação (

FAA ) é a maior agência de transportes
do governo dos EUA e regula todos os
aspectos da aviação civil no país, bem
como nas águas internacionais vizinhas .
[3] : 12, 16 Seus poderes incluem controle
de tráfego aéreo , certificação de pessoal
e aeronaves, estabelecimento de
padrões para aeroportos e proteção de
ativos dos EUA durante o lançamento ou
reentrada de veículos espaciais
comerciais. Os poderes sobre as águas
internacionais vizinhas foram delegados
à FAA por autoridade da Organização da
Aviação Civil Internacional .
Administração da Aviação Federal

Selo da Administração Federal de Aviação

Bandeira da Administração Federal de

Aviação

Sede da FAA em Washington, DC

Visão geral da agência

Formado 23 de agosto de
1958

Agência precedente Conselho de

Aeronáutica Civil

Jurisdição Governo federal dos

EUA

Quartel general Edifício Federal

Orville Wright
800 Independence
Avenue SW
Washington, DC , US
20591
38°53′13″N
77°1′22″W (https://ge
ohack.toolforge.org/
geohack.php?pagena
me=Federal_Aviation
_Administration&par
 ams=38_53_13_N_77
_1_22_W_region:US-
DC_type:landmark)

Orçamento anual US$ 15,956 bilhões (

ano fiscal de 2010)

Executivo da agência Michael Whitaker ,

Administrador

Agência Departamento de
controladora Transporte dos EUA

Local na rede www.faa.gov _ _ (http

Internet s://www.faa.gov/)

Notas de rodapé
[1] [2]

Criada em agosto de 1958 , a FAA

substituiu a antiga Administração
Aeronáutica Civil (CAA) e mais tarde
tornou-se uma agência dentro do
Departamento de Transportes dos EUA .

Funções principais
The FAA's roles include:

Regulating U.S. commercial space

transportation
Regulating air navigation facilities'
geometric and flight inspection
standards
Encouraging and developing civil
aeronautics, including new aviation
technology
Issuing, suspending, or revoking pilot
certificates
Regulating civil aviation to promote
transportation safety in the United
States, 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
Organizações
The FAA operates five "lines of
business".[4] Their functions are:

Air Traffic Organization (ATO): provides

air navigation service within the
National Airspace System. In ATO,
employees operate air traffic control
facilities comprising Airport Traffic
Control Towers (ATCT), Terminal Radar
Approach Control Facilities
(TRACONs), and Air Route Traffic
Control Centers (ARTCC).[5]
Aviation Safety (AVS): responsible for
aeronautical certification of personnel
and aircraft, including pilots, airlines,
and mechanics.[6]
Airports (ARP): plans and develops the
national airport system; oversees
standards for airport safety, inspection,
design, construction, and operation.
The office awards $3.5 billion annually
in grants for airport planning and
development.[7]
Office of Commercial Space
Transportation (AST): ensures
protection of U.S. assets during the
launch or reentry of commercial space
vehicles.[8]
Security and Hazardous Materials
Safety (ASH): responsible for risk
 reduction of terrorism and other
crimes and for investigations,
materials safety, infrastructure
protection, and personnel security.[9]

Regiões e operações do
Centro Aeronáutico

Map depicting the FAA's air traffic control jurisdictions over all
U.S. territories and some international waters, including (in
yellow) regions where the U.S. provides enroute air traffic control
services over land, (in blue) regions where the U.S. provides
oceanic air traffic control services over international waters,
including Hawaii, several U.S. island territories, and some small,
foreign island nations and territories.

The FAA is headquartered in Washington,

D.C.,[10] and also operates the William J.
Hughes Technical Center near Atlantic
City, New Jersey, for support and
research, and the Mike Monroney
Aeronautical Center in Oklahoma City,
Oklahoma, for training. The FAA has nine
regional administrative offices:

Alaskan Region – Anchorage, Alaska

Northwest Mountain – Seattle,
Washington
Northwestern Pacific – Los Angeles,
California
Southwest – Fort Worth, Texas
Central – Kansas City, Missouri
Great Lakes – Chicago, Illinois
Southern – Atlanta, Georgia
 Eastern – New York, New York
New England – Boston,
Massachusetts

História

Background

The Air Commerce Act of May 20, 1926,

is the cornerstone of the U.S. 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 U.S. 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
initiated by the Post Office Department.
The Department of Commerce improved
aeronautical radio communications—
before the founding of the Federal
Communications Commission in 1934,
which handles most such matters today
—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 the CAA 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 development of the
nation's civil airports.
Formation

The approaching era of jet travel (and a

series of midair collisions—most notably
the 1956 Grand Canyon mid-air collision)
prompted passage of the Federal
Aviation Act of 1958. This legislation
passed the CAA's functions to a new
independent body, the Federal Aviation
Agency. The act also transferred air
safety regulation from the CAB to the
FAA, and gave it sole responsibility for a
joint 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), which was
created in response to the Soviet Union
(USSR) launch of the first manmade
satellite. NASA assumed NACA's
aeronautical research role.

1960s reorganization

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. The FAA administrator no
longer reported directly to the president,
but instead 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

1970s and deregulation

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.[11]
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 the September 11 attacks.

21st century

In December 2000, an organization within

the FAA called the Air Traffic
Organization,[12] (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.[13] The FAA
exercises surprise Red Team drills on
national airports annually.

On October 31, 2013, after outcry from

media outlets, including heavy criticism
[14] from Nick Bilton of The New York
Times,[15][16] 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.[17]

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.[18]
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.[19][20][21]

The first FAA licensed orbital human

space flight took place on November 15,
2020, carried out by SpaceX on behalf of
NASA.[22][23]

History of FAA Administrators

The administrator is appointed for a five-

year term.
Portrait Administrator Term start date End date Status/Notes

Elwood Richard
Nov 1, 1958 Jan 20, 1961
Quesada

Najeeb Halaby Mar 3, 1961 Jul 1, 1965

[24]
William F. McKee Jul 1, 1965 Jul 31, 1968

[24]
John H. Shaffer Mar 24, 1969 Mar 14, 1973

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 IV 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 Sep 12, 2002 Sep 13, 2007

Robert A. Sturgell Sep 14, 2007 Jan 15, 2009 (acting)

Lynne Osmus Jan 16, 2009 May 31, 2009 (acting)

Randy Babbitt Jun 1, 2009 Dec 6, 2011

Michael Huerta Dec 7, 2011 Jan 6, 2018

Daniel K. Elwell Jan 6, 2018 Aug 12, 2019 (acting)[25][26][27]

Stephen Dickson Aug 12, 2019 Mar 31, 2022

Billy Nolen Apr 1, 2022 June 9, 2023 (acting)[28][29]

 October 27,
Polly Trottenberg June 9, 2023 (acting)[30]
2023

October 27, [31]

Michael Whitaker Incumbent
2023

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.[32][26][27] On July 24, 2019,
the Senate confirmed Dickson by a vote
of 52–40.[33][34] He was sworn in as
Administrator by Transportation
Secretary Elaine Chao on August 12,
2019.[34] On February 16, 2022, Dickson
announced his resignation as FAA
Administrator, effective March 31,
2022.[35] In September 2023, President
Joe Biden announced that he would be
nominating Mike Whitaker to lead the
FAA. Whitaker previously served as
deputy administrator of the FAA under
President Barack Obama.[36]

Crítica

Conflicting roles

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."[37]
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."[38]
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.[39][40] 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.[39] The bill died in a Senate
committee that year.[41]

In September 2009, the FAA

administrator issued a directive
mandating that the agency use the term
"customers" to refer to only the flying
public.[42]

Lax regulatory oversight

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.[43] 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.[39] 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 (https://www.faa.g
ov/regulations_policies/) .[43] 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".[43] In 2008 the FAA proposed
to fine Southwest $10.2 million for failing
to inspect older planes for cracks,[38] 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.[44]
Changes to air traffic controller
application process

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
Veterans Recruitment Appointment bids,
something that had last been done in
2008. Thousands were hired, including
veterans, Collegiate Training Initiative
graduates, 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.[45][46] 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 determining 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.[47]

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.[48]

Close Calls

In August 2023 The New York Times

published an investigative report that
showed overworked air traffic controllers
at understaffed facilities making errors
that resulted in 46 near collisions in the
air and on the ground in the month of
July alone.[49]

Next Generation Air Transportation

System

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).[50][51]

More precise Performance Based

Navigation 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.[52][53] 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.[54]

Boeing 737 MAX controversy

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
ground MAX 8 aircraft operating in the
U.S.[55] On March 12, the FAA said that its
ongoing review showed "no systemic
performance issues and provides no
basis to order grounding the aircraft."[56]
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.[56] 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."[57] The FAA resisted grounding
the aircraft until March 13, 2019, when it
received evidence of similarities in the
two accidents. By then, 51 other
regulators had already grounded the
plane,[58] and by March 18, 2019, all 387
aircraft in service were grounded. Three
major U.S. airlines--Southwest, United,
and American Airlines—were affected by
this decision.[59]

Further investigations also revealed that

the FAA and Boeing had colluded on
recertification test flights, attempted to
cover up important information and that
the FAA had retaliated against
whistleblowers.[60]
Space division

SpaceX CEO Elon Musk criticized the FAA

as moving too slowly, after a 2020 launch
of a Starship prototype rocket violated
the company's license. Musk said the
agency's regulations are tailored for "a
handful of expendable launches per year
from a few government facilities", and
that humanity would never get to Mars
under those rules.[61]
Processo regulatório

Designated Engineering
Representative

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).[62] The DER
system enables the FAA to delegate
certain involvement in airworthiness
exams, tests, and inspections to qualified
technical people outside of the FAA.[63]
Qualifications and policies for
appointment of Designated
Airworthiness Representatives are
established in FAA Order 8100.8,
Designee Management Handbook.
Working procedures for DERs are
prescribed in FAA Order 8110.37,
Designated Engineering Representative
(DER) Handbook.

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.
Neither type of DER is an employee of
either the FAA or the United States
government. While a DER represents the
FAA when acting under the authority of a
DER appointment; a DER has no federal
protection for work done or the decisions
made as a DER. Neither does the FAA
provide any indemnification for a DER
from general tort law. "The FAA cannot
shelter or protect DERs from the
consequences of their findings."[64]

Designated Airworthiness
Representative (DAR)

A DAR[65] 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 FAA 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 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.

Continued Airworthiness
Notification to the International
Community (CANIC)

A Continued Airworthiness Notification

to the International Community
(commonly abbreviated as CANIC) is a
notification from the FAA to civil
airworthiness authorities of foreign
countries of pending significant safety
actions.[66]
The FAA Airworthiness Directives
Manual,[67] 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).
Notable CANICs

The FAA issued a CANIC to

state the continued
airworthiness of the Boeing
737 MAX, following the crash
of Ethiopian Airlines Flight
302.[68][69][70][71]

Another CANIC notified the

ungrounding of the MAX,
ending a 20-month
grounding.[72]
Standardized training curricula

The acting associate administrator for

aviation safety for the FAA, David Boulter,
announced the publication of
standardized training curriculum for
Gulfstream GV at the NBAA-BACE in
February 2023. Boulter expressed the
importance of industry support when
beginning the standardized concept and
creating the curricula. Curricula for
Citation Excel and Hawker 800 are under
development.[73]
Proposed regulatory reforms

Airman certification reform

The FAA has proposed a revision of

regulations and standards for airman
certification. The proposal will
incorporate over 30 testing and
certification standards for pilots,
instructors and mechanics into a single
Part 61 regulation. The deadline for
public comments on the proposal is Jan.
11, 2023.[74]
FAA reauthorization and air traffic
control reform

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.[75]

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.[76] Shuster's bill, the
Aviation Innovation, Reform, and
Reauthorization (AIRR) Act,[77] expired in
the House at the end of the 114th
Congress.[78]

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."[79]

Veja também
United
States
portal
Aviation
portal

Acquisition Management System

Airport Improvement Program
Federal Aviation Regulations
Civil aviation authority (generic term)
Office of Dispute Resolution for
Acquisition
SAFO, Safety Alert for Operators
 United States government role in civil
aviation
Weather Information Exchange Model

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links externos
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Administration.
Official website (https://www.faa.go
v/)
Records of the Federal Aviation
Administration in the National Archives
(Record Group 237) (https://catalog.ar
chives.gov/id/564) Archived (https://
web.archive.org/web/2017011618085
3/https://catalog.archives.gov/id/56
4) January 16, 2017, at the Wayback
Machine
Federal Aviation Administration (http
s://www.federalregister.gov/agencies/f
ederal-aviation-administration) in the
Federal Register
Works by or about Federal Aviation
Administration (https://archive.org/sea
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