International Program Division

International Program Division (AFS-50) is responsible for the management of Flight Standards international activities related to the oversight of foreign air carriers, oversight of U.S. repair stations abroad, providing technical assistance and training, and conduct assessments of the safety oversight systems of foreign civil aviation authorities (CAAs) through the International Aviation Safety Assessment (IASA) program. The International Program Division is also the lead for maintaining Model Civil Aviation Regulations (MCARs). 

Four branches carry out the work of the International Program Division as follows:

• International Affairs (AFS-51): Serves as the primary point of contact with foreign CAAs, coordinates Flight Standards engagement with International Civil Aviation Organization (ICAO), and develops policy for Flight Standards international engagement and technical agreements.
• International Operations (AFS-52): Is responsible for managing, developing, implementing, and evaluating operational policies and guidance for foreign air carrier operations for 14 CFR part 129 and 375, including operations specifications (OpSpecs), rulemaking related to part 129, and part 91 Letters of Authorization for US-registered aircraft outside of the United States. Provides policy support and expertise for the International Field Offices.
• International Technical Support (AFS-53): Is responsible for the International Aviation Safety Assessment (IASA) Program, providing aviation safety technical expertise to foreign Civil Aviation Authorities, and managing international training.
• International Field Management (AFS-54): Provides leadership and oversight of International Field Office (IFO) activities and technical programs for investigation, inspection, surveillance, regulatory compliance and enforcement, certification and certificate management of foreign airmen, air carriers, repair stations, and other entities holding US certificates.
• International Field Offices (IFOs): The four IFOs ensure the implementation of International Policies and Procedures developed by International Program Division within their assigned geographic areas. 
  • Dallas/Ft. Worth International Field Office
  • New York International Field Office
  • Miami International Field Office
  • Los Angeles International Field Office
     

Resources

• Office of Safety Standards (AFS) Services and Contacts

Office of Accident Investigation and Prevention Key Officials

Brittany B. Richardson
Acting Executive Director
Office of Accident Investigation and Prevention

Aircraft Certification Service (AIR)

Office of the Executive Director

The Office of the Executive Director manages the Aircraft Certification Service.

Address:
Federal Aviation Administration
Aircraft Certification Service
Office of the Executive Director (AIR-1)
800 Independence Ave SW, Suite 800 East
Washington, DC 20591

Phone: 202-267-8235
Fax: 202-267-5364

Executives

• Caitlin Locke, Executive Director (AIR-1)
• Mallory Naill, Acting Deputy Executive Director (AIR-2)

Pilot Medical Videos and Brochures

• Aircrew Survival Videos
• Physiology and Survival Training
• Physiology of Flight Videos
• Aeromedical Safety Brochures

Flight Research and Analysis Group

Flight Systems Laboratory (FSL)

OUR FUNCTION

The Flight Systems Laboratory (FSL) is the research and development arm of the Flight Research and Analysis Group. The FSL assesses the safety associated with the implementation of emerging instrument flight operational concepts and navigational systems into the NAS.

OUR EXPERTISE

The FAA FSL consists of individuals with diverse backgrounds, including:

• Engineers
• Mathematicians
• Operations Research Analysts

OUR CLIENTS

The laboratory’s clients include internal Flight Technologies and Procedures Division stakeholders, air traffic, airports, FAA regions, the aviation industry, and FAA executives who seek objective safety assessments of emerging instrument flight operational concepts and navigation systems to improve flight operations, standards, capacity, and aviation safety within the NAS.

WHAT WE DO

The primary role of the FSL is to perform safety studies, which typically result in the generation of a safety study Technical Report. A safety study is a scientific study of an operational system that is made in order to determine its operational risk. It is scientific in that it uses objective measurement and quantitative analysis to produce its results. The operational system under study consists of scenarios that include potential hazards, and there is risk associated with encountering a hazard within a scenario. The risk must be understood and quantified in order to determine the safety of the system. Steps utilized in the performance of safety studies include:

• Problem definition,
• Modeling the problem and developing mathematical models,
• Data collection and data organization,
• Data analysis and evaluation of risk, and
• Reporting results via a Technical Report.

Q&As for Safety-Sensitive Employees

The following questions are the most common inquiries received by the FAA's Drug Abatement Division from individuals or employees who perform safety-sensitive functions and are subject to Federal drug and alcohol testing in the aviation industry. The questions and responses below aim to bring greater understanding and awareness to the Federal drug and alcohol testing regulations [49 CFR part 40 and 14 CFR part 120].

• What constitutes a violation of the FAA's drug and alcohol testing regulation?
• What steps must I take to return to the performance of safety-sensitive functions after I violated the FAA's drug and alcohol testing regulation?
• I tested positive for marijuana on a DOT/FAA drug test, but recreational use of marijuana is legal in my state. Will my test be cancelled?
• My employer told me that I refused to test. But I didn't. I just walked outside the collection site to smoke a cigarette and make a call. Did I refuse?
• If I cannot provide sufficient urine during a drug test, is it a refusal?
• How soon do I have to report to the testing site once I am notified?
• Why am I selected for random testing several times a year and some of my coworkers never get tested?
• Who pays for my meeting with a Substance Abuse Professional (SAP) and my treatment program?
• Do I need to complete the return-to-duty process after my violation if I leave aviation for a long period and return later?
• What will happen if I return to work after a violation and I don't complete the return-to-duty process?
• As a pilot who flies internationally for a U.S. air carrier, am I subject to drug and alcohol testing when I fly outside of the United States?
• Is my positive Federal drug test result reported to the FAA?
• I tested positive for marijuana on a DOT/FAA drug test, but I used a CBD product I bought from a grocery store. Is my test valid?

The following questions are frequently asked by individuals who are being investigated by the FAA Drug Abatement Division, Special Investigations Branch and receive a Letter of Investigation (LOI) regarding a drug/alcohol violation.

• I received a letter of investigation from the FAA because of my drug or alcohol violation. Who do I contact to discuss my case?
• If I have already completed the return-to-duty process described in part 40, can I return to the performance of safety-sensitive functions while the FAA is conducting its investigation?
• If my certificate has been revoked, how do I get it back?
• My LOI states that I may be preliminarily eligible to participate in the FAA's Prompt Settlement Policy. What is that?

If you have any additional questions regarding the DOT/FAA drug and alcohol testing program, please contact the Drug Abatement Division via email at drugabatement@FAA.gov or call (202) 267-8442.

The Department of Transportation's Office of Drug and Alcohol Policy and Compliance has also published a list of Frequently Asked Questions by employees.

Capstone: Know Thy Equipment Training Series

Introduction to FAA's "Know Thy Equipment" Training Series

• Module 1.1: Introduction to Chelton Avionics
• Module 1.2: Chelton Primary Function Display and Symbology
• Module 1.3: Chelton Multifunction Display and Symbology
• Module 1.4: Chelton Caution, Warning, and Advisory System
• Module 1.5: Chelton Menu Functions
• Module 1.6: Chelton Step-by-Step Procedures
• Module 2.1: Introduction to Garmin Avionics
• Module 2.2: Operation of GNS480
• Module 2.3: Operation of MX20

CFIT: What more can we do?

Flight Operations Group

Airport Obstacle Analysis &
Aircraft Performance Planning

Airport Obstacle Analysis

• AC 120-91A, Airport Obstacle Analysis
• Overview of AC 120-91, Airport Obstacle Analysis(PDF)

Aircraft Performance Planning

Performance Planning Training Videos

• Planning for Takeoff Obstacle Clearance
• Declared Distances
• Wet Runway Takeoff Performance
• Landing Distance Assessment

Frequently Asked Questions & Hot Topics

Q. What airport characteristics factor into your runway analysis data?
A. Obstacles, slope, elevation, and runway lengths (i.e. TORA, TODA, ASDA, LDA).

Q. Am I really only clearing obstacles in my flight path by 35 feet?
A. No, there is a safety margin built into AFM performance data. This safety margin is outlined in Part 25 (Aircraft Certification), but involves a conservatism applied to the actual data gathered by the test pilots upon certification. This conservatism is accomplished in various forms, with the most commonly referred to being a Gross climb gradient reduced to Net climb gradient factor. This is a reduction in the actual aircraft’s climb performance as a function of the number of engines. The decrement ranges from 0.8% (2 engine aircraft) to 1% (4 engine aircraft) for first, second, and third segment climbs/acceleration. An example would be if you are clearing an obstacle by a NET 35 ft, and the obstacle is 2 NM off of the departure end of the runway, you will actually be clearing that obstacle by at least 135 feet. At 10 NM this becomes over 500 ft. To determine the actual aircraft height above the 35 foot NET height, simply multiply the gradient reduction, .008 for example, by the distance in feet, to the obstacle. Also, this is assuming the worst case scenario of losing the critical engine AT V1, continuing the takeoff, operating at the maximum weight allowed for that scenario, and the obstacle in question is the most limiting obstacle. If the engine failure occurs after V1, or you depart with a lower weight than the maximum for that scenario, you will further increase this safety margin.

Strategic Areas

Secure Industry Commitment

Initiatives

Implement clear roles and responsibilities for Industry's compliance assurance systems

Establish system oversight of compliance assurance systems

Cultivate a just culture

Vision Elements

Embrace the Accountability Framework

Strengthen AIR-Industry Relationships

Q&As for Safety-Sensitive Employees

What constitutes a violation of the FAA's drug and alcohol testing regulation?
You have violated the FAA's drug and alcohol testing regulation (14 CFR part 120) if you have:

• A verified positive result on a drug test;
• Misused alcohol in any of the following situations:
  • An alcohol test resulting in an alcohol concentration of 0.04 or greater;
  • Used alcohol while on-duty;
  • Used alcohol pre-duty (8 hours prior to duty for a pilot, flight attendant, or air traffic controller; or 4 hours prior to duty for all other employee categories);
  • Used alcohol within 8 hours following an accident.
• A refusal to submit to required testing