The Federal Aviation Administration's major roles include:
In December 2000, an organization within the FAA called the Air Traffic Organization, or ATO, was set up by presidential executive order. This became the Air Navigation Service Provider for the airspace of the United States and for the New York (Atlantic) and Oakland (Pacific) oceanic areas. It is a full member of the Civil Air Navigation Services Organization.
The FAA issues a number of awards to holders of its licenses. Among these are demonstrated proficiencies as a mechanic, an instructor, a 50-year aviator, or as a safe pilot. The latter, the FAA "Wings Program", provides a series of ten badges for pilots who have undergone several hours of training since their last award. A higher level can be claimed each year. For more information see "FAA Advisory Circular 61-91H".
The FAA exercises surprise Red Team drills on national airports annually.
In fulfilling its civil aviation responsibilities, the Department of Commerce initially concentrated on such functions as safety regulations and the certification of pilots and aircraft. It took over the building and operation of the nation's system of lighted airways, a task that had been begun by the Post Office Department. The Department of Commerce improved aeronautical radio communications and introduced radio beacons as an effective aid to air navigation.
The Aeronautics Branch was renamed the Bureau of Air Commerce in 1934 to reflect its enhanced status within the Department. As commercial flying increased, the Bureau encouraged a group of airlines to establish the first three centers for providing air traffic control (ATC) along the airways. In 1936, the Bureau itself took over the centers and began to expand the ATC system. The pioneer air traffic controllers used maps, blackboards, and mental calculations to ensure the safe separation of aircraft traveling along designated routes between cities.
In 1938, the Civil Aeronautics Act transferred the federal civil aviation responsibilities from the Commerce Department to a new independent agency, the Civil Aeronautics Authority. The legislation also expanded the government's role by giving them the authority and the power to regulate airline fares and to determine the routes that air carriers would serve.
President Franklin D. Roosevelt split the authority into two agencies in 1940, the Civil Aeronautics Administration (CAA) and the Civil Aeronautics Board (CAB). CAA was responsible for ATC, airman and aircraft certification, safety enforcement, and airway development. CAB was entrusted with safety regulation, accident investigation, and economic regulation of the airlines. The CAA was part of the Department of Commerce. The CAB was an independent federal agency.
On the eve of America's entry into World War II, CAA began to extend its ATC responsibilities to takeoff and landing operations at airports. This expanded role eventually became permanent after the war. The application of radar to ATC helped controllers in their drive to keep abreast of the postwar boom in commercial air transportation. In 1946, meanwhile, Congress gave CAA the added task of administering the federal-aid airport program, the first peacetime program of financial assistance aimed exclusively at promoting development of the nation's civil airports.
The approaching era of jet travel, and a series of midair collisions (most notable was the 1956 Grand Canyon mid-air collision), prompted passage of the Federal Aviation Act of 1958. This legislation gave the CAA's functions to a new independent body, the Federal Aviation Agency. The act transferred air safety regulation from the CAB to the new FAA, and also gave the FAA sole responsibility for a common civil-military system of air navigation and air traffic control. The FAA's first administrator, Elwood R. Quesada, was a former Air Force general and adviser to President Eisenhower.
The same year witnessed the birth of the National Aeronautics and Space Administration (NASA), created in the wake of the Soviet launching of the first artificial satellite. NASA assumed NACA's role of aeronautical research while achieving world leadership in space technology and exploration.
In 1967, a new U.S. Department of Transportation (DOT) combined major federal responsibilities for air and surface transport. FAA's name changed to the Federal Aviation Administration as it became one of several agencies within DOT. At the same time, a new National Transportation Safety Board took over the CAB's role of investigating aviation accidents.
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.
By the mid-1970s, the FAA 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.
In 1979 the 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 FAA was responsible for the decision to ground flights on 9/11.
FAA ordered its inspectors March 18, 2008 to reconfirm that airlines are complying with federal rules after revelations that Southwest Airlines flew dozens of aircraft without certain mandatory inspections.
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