THE FAASTORY

From the Wright brothers to the "right stuff," the magic of flight hassparked the imagination and stirred the spirit. It has inspired a paradeof progress that stretches from canvas-winged biplanes to the mostadvanced jumbo jets carrying travelers in comfort and safety from onedistant continent to another. The men and women of the FederalAviation Administration (FAA) are proud to be part of this aerialpageant. They administer the world’s busiest civil aviation system. In asingle day, air traffic controllers handle upwards of 200,000 takeoffs andlandings at airports across the nation. They are responsible for the safetyof half a billion airline passengers a year grandparents, business menand women, children. In the same period, other FAA specialists perform30,000 security inspections and assessments, host more than 5,000 safetyseminars, and conduct 300,000 safety inspections of airlines and aviationactivities.

In these pursuits, the agency’s mission is clear and direct: to ensurethe safe and efficient use of the nation’s airspace; to foster civilaeronautics and air commerce in the United States and abroad; and tosupport the requirements of national defense. This is the story of how wemeet these challenges, day after day, with professionalism and pride.

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Air navigation and airtraffic control

HIGHWAYSOF THE SKY:

Just as automobiles use roads totravel from city to city and ships usesealanes to cross the ocean, airplanesdepend on airways to reach theirdestinations. Thousands of these invisiblepaths crisscross the nation’s airspace.They are highways of the sky, traveleddaily by tens of thousands of airplanes,hundreds of thousands of passengers, andmillions of dollars in cargo.

To assure that traffic proceedssafely along these aerial highways is theresponsibility of FAA’s air traffic andairway facilities services. The men andwomen of these organizations serve asair traffic controllers, flight servicespecialists, engineers, electronicstechnicians, and supporting personnel.

Today’s sophisticated air navigationnetwork has its roots in the1920s, when pilots relied onscattered radio stations androtating light beacons to hopfrom one landing field to thenext. During periods of poor

visibility, however, the usefulness of lightbeacons was severely limited. By the endof the decade, the Federal Governmenthad introduced the first of manynavigational aids that could serve thepilot day or night, fair weather or foul.This was the four-course radio range, adevice that transmitted radio signals infour directions. The Government

installed a network of these facilities toguide pilots to their destinations.

As aviation grew, more than fourpaths were needed to handle thenavigational needs of air traffic, and theoriginal radio range was replaced by thevery-high frequency omnidirectionalrange (VOR), a device developed duringWorld War II. VORs were deployed onthe airways in large numbers after thewar, and are still the chief air navigationaids on U.S. airways. Today’s VOR usessophisticated electronics, but operates onthe same principle as its predecessors. Itemits signals in the pattern of a hugewheel, with the station at the center and360 spokes radiating from the hub. Eachradial represents a radio course that apilot can use to guide an airplaneaccurately along a desired track.

Navigational facilities also help apilot descend from cruising altitude toland on an airport runway--a relativelysmall spot of the earth’s surface--evenunder poor weather conditions. TheInstrument Landing System (ILS) is themost widely used equipment in the worldfor making safe runway approaches indifficult weather. The FAA has deployednearly 1,000 of these systems at airportsacross the United States.

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An ILS sends out two radio beamsto approaching aircraft. One beam, thelocalizer, gives the pilot left-rightguidance; the other, the glide slope, givesthe pilot the correct angle of descent tothe runway. Even when visibility fromthe approach end of the runway is only afew hundred feet, properly instrumentedaircraft can now land with pinpointaccuracy.

In addition to accurate navigationalaids, pilots need assistance in avoidingmidair collisions. The air traffic controlsystem is crucial to civil aviation, keepingairplanes safely separated from eachother and regulating their flow into andout of airport terminal areas.

Under instrument flight rules,standard separation between twoairplanes depends on a number offactors, including the size of the airplanesbeing separated and the kind of airspacethey occupy. Generally, airplanes close to

an airport are kept apart by at least threemiles horizontally and 1,000 feetvertically. When airplanes are flyingbetween major terminal areas, standardseparation is never less than fivehorizontal miles and 1,000 vertical feet.

Making this system work are thepersonnel who staff FAA control towers,terminal area radar facilities, air routetraffic control centers, and automatedflight service stations. Each type offacility performs a different task. Towerand terminal-area controllers handleairplanes that are landing and taking off,taxiing on the ground, and flying in thevicinity of the airport. Center controllershandle airplanes en route from oneterminal area to another, while flightservice station specialists provide pilotbriefings, in-flight communications, andother services.

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A sophisticated array of radar,computer, communications, andelectronic equipment helps air trafficpersonnel perform these missions.Among the most intriguing is the AircraftSituation Display (see front cover), acolor radar system that provides a bird’s-eye view of selected air traffic anywherein the country--on a national or localscale. For example, this device can showall airplanes currently in the air,anywhere in the country, that listChicago’s O’Hare International Airport astheir destination--whether it’s a passengerjet that just took off from Orlando or acorporate jet an hour out of Hartford.With this information, FAA air trafficspecialists can predict if and wherecongestion and delays might occur, andtake action to prevent them. Installed aten route centers across the country,Aircraft Situation Display gives addedcontrol over a system in which giant jetssoar across the sky at speeds up to 550miles an hour.

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Such advanced equipment reflectsthe enormous technical progress madesince en route air traffic control began in1935. The system then involved teletypemachines, wall-sized blackboards, largetable maps, and movable markersrepresenting airplanes. While theynudged the little markers across the flatsurface of a map, controllers estimatedthe positions of real-life airplanes movingthrough three-dimensional space.

Radar, developed during WorldWar II, transformed the control ofaircraft from an art to a science. It madepossible the surveillance of traffic in theair, and was eventually adapted to thecontrol of aircraft taxiing on the surfaceof large airports during low visibility.Radar brought with it new techniquesand procedures. Among the most usefulwas the requirement that aircraft above acertain altitude fly by instrument ratherthan visual flight rules, even if the pilothad unlimited visibility. This helped tosegregate aircraft flying by differentprocedures, and thus to reduce the riskof midair collision.

Advances such as these increasedthe capacity of the airspace system byallowing controllers to handle aircraftspaced more closely together. Theprocedures themselves remained laborintensive, however, requiring controllersto spend 75 percent of their time in voicecommunications and in such activities aspreparing paper strips recording flightprogress. By the early 1960s, it becameclear that most of these functions couldbe automated.

Combined with radar, the computerbecame a bridge carrying air trafficcontrol into the future. Signalstransmitted by airplanes were received atcontrol centers, digitized by computers,and displayed on radarscopes in the formof a "tag" accompanying the blip thatmarked a plane’s location. The tag toldthe controller the aircraft’s identifyingcall sign, its altitude, and its speed. Thisreduced paperwork and allowedcontrollers to concentrate on essentialtasks. The result was another greatincrease in both safety and systemcapacity.

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Radar systems at terminals and enroute centers are upgraded periodically.Controllers operating the moresophisticated types of equipment nowreceive computer-generated warnings ifan aircraft descends below its minimumsafe altitude, or if two aircraft are on apotential collision course. They can alsotake a "quick look" at weather conditionsby calling up weather advisoryinformation on their radarscopes. Abackup radar system serves as a safetynet if the main system fails.

The FAA monitors the airspacesystem with its own fleet of airplanesequipped with precision receivers,recorders, signal analyzers, and otherdevices. These flying laboratories assurethe integrity of radar, communications,and navigational aids across the nation.They are part of an unending inspectionprogram that helps to keep air trafficflowing smoothly along the highways ofthe sky.

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Certification,regulation, andcompliance

ASSURINGAVIATIONSAFETY:

The pursuit of safety takes FAAemployees into every corner of theaviation world. In addition to operatingthe national airspace system, the agencysets standards for aircraft and peopleworking in the aviation field, and alsomonitors the performance of air carriersand other operators. Other efforts tocombat aviation hazards includeparticipation in accident investigation andan internal oversight program to ensure aunified and comprehensive approach tothe safety mission.

Any person involved in operating ormaintaining aircraft must hold an FAAcertificate. In addition to pilots, thisrequirement includes aircraft dispatchersand mechanics. Pilot and maintenanceschools, and their instructors, must alsomeet FAA certification standards.

To earn a pilot’s certificate, anapplicant must demonstrate theaeronautical knowledge, skills, andexperience prescribed for the type ofcertificate and rating desired. Applicantsmust also meet certain physicalstandards, and pilots must continue topass periodic medical examinations inorder to maintain a valid certificate. Theexaminations are performed by private

physicians designated by FAA as aviationmedical examiners.

There are five main types of pilotcertificates. Student pilots may not carrypassengers or use certain designated highdensity airports. Recreational pilotscannot carry more than one passengerand must remain within 50 nautical milesof the home airport. Private pilots mayuse any airport in the national airspacesystem and carry more than onepassenger, but not for hire. Commercialpilots may carry passengers or cargo forhire, but only airline transport pilots canserve as pilot or copilot on air carrierflights.

Pilots are rated for the categoryand class of aircraft they fly. Forexample, a pilot rated to fly a single-engine land plane cannot fly a multi-engine seaplane unless the pilot alsoacquires that class rating. Moreover,pilots must be rated for each type ofairplane flown. Pilots rated to fly thetwin-engine McDonnell Douglas DC-9jet transport are not automaticallyqualified to fly a twin-engine Boeing 737jet transport.

Pilots also receive an FAA rating inorder to fly under instrument flight rules

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(rather than visual rules). Optional forprivate pilots, this instrument rating is anintegral part of the airline transport pilotcertificate and is also mandatory forcommercial pilots flying passengers orcargo farther than a specified distance.

All air traffic controllers and flightservice specialists currently receiveintensive initial instruction at the FAAAcademy in Oklahoma City. Trainingcontinues after graduates of the programare assigned to centers, towers, or flightservice stations. When they learn all thedifferent air traffic procedures unique totheir facility, controllers are certified ashaving attained the "full performancelevel."

In addition to requiring pilots andother airmen to meet well-definedstandards and be properly certificated,the FAA requires aircraft to meet highstandards of airworthiness. The aircraftcertification process starts at themanufacturing plant, where FAAengineers and specialists work withfactory engineers to assure qualityworkmanship and design conformity.When an aircraft prototype is finished, itmust pass an extensive series of groundand flight tests conducted by engineers,inspectors, and test pilots. If all goeswell, the aircraft receives a typecertificate showing that it meets FAAstandards of construction andperformance.

When the manufacturerdemonstrates the ability to maintain ahigh-level quality control system, theFAA issues a production certificateauthorizing the building of aircraft thatmeet the provisions of the typecertificate. Individual airplanes

conforming to that standard then receivean airworthiness certificate. The FAAalso issues type certificates for engines,propellers, and other aircraftcomponents.

An aircraft type may be inoperation only a short time before amanufacturer decides to make changes.For example, the fuselage may need to belengthened to increase the plane’scapacity, or special purposemodifications may be added at therequest of a customer. Thesemodifications go through a process thatleads to an amended type certificate.

Manufacturers and airmen are notalone in meeting standards set by theFAA. Air carriers and airports also aresubject to agency standards and musthave an FAA operating certificate. Anairline seeking such a certificate, forexample, must produce manuals that givethe FAA certain pertinent information.The manuals must make clear how thecompany intends to operate and maintainits aircraft, train its crew members andmaintenance people, and comply with theFederal Aviation Regulations. Inevaluating a company’s ability to functionas an air carrier, FAA certification teamsobserve the performance of cockpit andcabin crews as they fly over routes thatthe airline intends to serve. These flightsinclude simulated emergencies selectedby FAA inspectors.

Certification is the first step theFAA takes to ensure that competentpilots fly airworthy aircraft into and outof safe airports. Pilots must remaincurrent in order to exercise the privilegesof their certificates and ratings. By thesame token, once an aircraft leaves the

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factory it is the responsibility of its ownerto keep it in airworthy condition. In thecase of air carrier aircraft, FAA-approved maintenance programs aredesigned to assure that airliners arechecked and repaired in accordance witha prescribed schedule.

Scheduled maintenance is notalways enough to ensure safety, so theFAA issues airworthiness directives tocorrect problems that may appear duringthe service life of an airplane. Thesedirectives order mechanical, procedural,or inspection changes covering virtuallyany condition that could affect the abilityof a plane to operate safely. FAApersonnel conduct periodic inspections tomonitor how well airlines comply withairworthiness directives and otherregulations.

The very first set of Federal airsafety rules, issued in 1926, prohibitedpilots from "being under the influence orusing or having personal possession ofintoxicating liquor, cocaine, or otherhabit-forming drugs while on duty." Thesame prohibition still holds, with morespecifics and stiffer penalties attached.For example, no person may act as acrew member of a civil aircraft within 8hours after consuming an alcoholicbeverage, or while having a bloodalcohol level of 0.04 percent or higher.Moreover, air carriers are required toconduct periodic and random drugtesting of employees who perform flightor other critical duties. At the same time,FAA requires all of its own employeesholding safety-related jobs to berandomly tested for illicit drug use.

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Combating air piracyand sabotage

AVIATIONSECURITY:

The FAA regulates aviation securityas part of its mission to maintain a safeaviation environment. The agency makesrules to protect users of the nation’s airtransportation system from sabotage orhijacking, and its specialists coordinatethe security work of airlines, airportoperators, and other members of theaviation community. In response to theemergence of air piracy as a significantnational problem, the FAA required theinspection of carry-on baggage andscreening of all boarding passengers byairline security personnel. Airportoperators also are required to establishsystems to keep unauthorized personsfrom gaining access to air operationsareas. The FAA sets standards for theseprograms, approves security plans, andconducts inspections to ensure that theprescribed procedures are followed. Theagency’s force of Federal Air Marshalsalso performs special protective missionsand works with other law enforcementauthorities to prevent criminal activities.The FAA also cooperates with foreigngovernments and internationalorganizations to raise security standardsworldwide.

These policies helped produce adramatic improvement in security andhave been followed by other rules andlegislation strengthening thegovernment’s hand in dealing withcriminal acts. The agency continues topursue sophisticated anti-terrorist

programs and procedures. FAA’svigorous program to develop advancedexplosives detection systems and relateddevices reflects the agency’s commitmentto new technology for enhancing securitystandards.

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Environment, growth,and support foraviation

BEING A GOODNEIGHBOR:

Although air safety is FAA’s toppriority, the agency works hard tosafeguard the environment and to helpaviation remain a good neighbor to thecommunities it serves. The FAAconsiders these responsibilities critical tothe continued growth of aviation in theUnited States.

Significant progress has been madein reducing aircraft-engine noise. Thenewest generation of commercial jettransports are between 20 and 25decibels quieter than the first-generationtransports they replaced; moreover, theyburn fuel more cleanly and with greaterefficiency. FAA regulations prohibit theoperation of the first generation of largejetliners unless they have been modifiedfor quieter performance. The agency alsoenforces noise standards for piston-driven airplanes and helicopters. FAAcooperates with the EnvironmentalProtection Agency in a variety of ways,including limiting exhaust gases andsmoke from aircraft engines.Complementing these efforts areprograms to develop airport noisecompatibility plans that combine noiseabatement procedures with support forcompatible uses of land around airports.

Participation in airportdevelopment P through grants-in-aid tostate or local sponsors is one of thelargest and most universally acceptedFederal aviation activities. Airport grantprograms have existed since 1946, whenthe Federal Airport Act became law, andcontinue today under a system of userfees that go directly into an aviation trustfund. Money from this fund can only bespent with Congressional authorization.

Under the Airport ImprovementProgram, the FAA allocates funds on acost-sharing basis for construction ofrunways and taxiways, purchase ofaircraft rescue and firefightingequipment, installation of lighting andnavigation aids, land acquisition forairport or noise-compatibility purposes,and specific noise-abatement measuresthat are identified in noise compatibilityprograms.

The Airport Improvement Programalso helps state and local authoritiesidentify transportation needs--an activityof critical importance as passenger trafficand other demands strain the capacity ofthe nation’s air transport system. Grantsare made for preparation of master plansor noise compatibility plans at individualairports, and for development ofintegrated airport system plans that coverentire states or metropolitan areas.

Because the United States is therecognized world leader in aviation, theFAA plays a vital role on theinternational aviation scene. The agency’ssafety and regulatory responsibilities

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extend to every part of the world inwhich U.S. air carriers operate andwhere U.S. citizens travel by air. FAAworks closely with the International CivilAviation Organization (ICAO) toestablish worldwide safety standards, andexchanges information with other nationson air traffic control, air navigation,airports, and airworthiness certification.In addition, FAA has taken the lead innegotiating bilateral airworthinessagreements with other nations thatproduce aircraft. These agreementsencourage standardization and facilitatetrade in aircraft and aircraft components;they also play a major role in maintainingthe nation’s consistent record of tradesurpluses in aerospace products.International joint ventures, geopoliticalchanges, and the prospect of satellite-based navigation and control systemspromise to strengthen FAA’s globalperspective in the future.

FAA also works closely with otheragencies in extending technical assistanceto other nations. The agency and itspredecessors have provided training tomore than 7,000 foreign nationals from143 countries, helping these nationsdevelop technical and operationalindependence. In this way, the FAAserves as a good neighbor abroad as wellas at home.

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Research anddevelopment programs

PREPARINGFOR THEFUTURE:

In an environment presenting dailychange and challenge, one element hasremained constant: a growing demandfor aviation services and resources. Bythe end of this century, air travel willhave more than doubled from its level in1980. To keep pace with this growth, theFAA devised its National AirspaceSystem Plan, a comprehensive programto help the agency maintain its worldleadership. Implementation of thisambitious program had entered the"home stretch" by the beginning of the1990s.

Created in 1982, the NAS Plan ispart of a wide-ranging program ofresearch, development, and systemmodernization. It includes nearly 100major projects for revamping en routeand terminal control systems,consolidating facilities, improvingground-to-air surveillance andcommunication, and modernizing flightservice stations. Cornerstone programscall for faster, more powerful computersat air route traffic control centers,improved displays and work stations forcontrollers, and further automation of airtraffic control functions.

First deliveries have been made ofmore than 80 percent of NAS Planprojects. Many improvements havealready been put into effect, enhancing

the capacity and reliability of en route airtraffic control; other aspects of theprogram are undergoing review anddevelopment. Once the advances are fullyin place, the FAA plans to integrate enroute and terminal radar control services,adding a new element of efficiency to airtraffic management. The NAS Plan itselfhas been incorporated into a morecomprehensive document called theCapital Investment Plan, which willpermit a more flexible response to therapid evolution of technology.

One project being pursued includesthe use of interactive computer softwareto free en route controllers from manyplanning tasks and allow them toconcentrate on the overall safe flow ofair traffic. Another important safetyenhancement is a collision avoidancesystem that has been tested extensivelyby FAA, and is being adopted bycommercial carriers. The system enablesmoving aircraft to "talk" to each otherelectronically and alerts pilots topotential course conflicts. In the area ofmaintenance, the introduction of solid-state equipment and remote monitoringof facilities has reduced costs whileenhancing reliability.

FAA is also implementing a satellite-based navigation technology known asthe Global Positioning System, or GPS.Originally developed for the military, thissystem will provide services to pilots forall phases of flight to include precisionapproaches, and even airport-surfaceoperations. With 24 GPS satellites inorbit and covering the entire globe, pilotswill have accurate, three-dimensionalposition guidance information 24 hours aday in all weather conditions.

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The FAA is taking the lead inhelping airports develop an ability tohandle higher volumes of traffic, throughresearch into closer-spaced runways,reduced separation of aircraft, and wakevortex detection technology. Computersimulation techniques to analyze andreduce terminal area delays are beingdeveloped and new and more flexiblelanding systems will increase safety andefficiency during poor weather and helpto reduce congestion.

Research is being undertaken onhelicopters and new technology verticalflight vehicles such as tiltrotor andtiltwing aircraft. By providing verticalflight landing areas and terminal airspaceindependent of fixed-wing operations,the FAA believes congestion will bereduced at major airports.

Weather has always been a keyconsideration in upgrading system safetyand efficiency. FAA’s research includeswork with airborne windshear detectionsystems and new ground-based radartechnology that warns pilots and

controllers of windshear conditions andother meteorological hazards that maydelay or threaten aircraft. The agencycontinues to explore improvements in thedissemination of weather information topilots. Advances include automated flightservice stations and a new service thatallows pilots to receive weather briefingsand file flight plans using personalcomputers.

FAA engineers and researchscientists work closely with industry,universities, and other governmentalagencies, and make use of theTransportation Systems Center, operatedby the Department of Transportation.Many of the agency’s research andtesting activities, however, take place attwo major facilities devoted exclusivelyto this purpose--the FAA TechnicalCenter near Atlantic City, N.J., and theCivil Aeromedical Institute at OklahomaCity.

The Aviation Safety Research Actof 1988 had a major impact on theagency’s research and developmentprograms, mandating more emphasis onlong range projects and stimulatingincreased efforts in certain specific fields.In the area of aging aircraft, for example,FAA researchers address such issues asstructural fatigue, corrosion, and flightloads. Full-scale crash tests and otherexperiments explore the effects of crashforces and fire, including the hazards ofsmoke and toxic fumes. The resultingdata are used to improve structuraldesign, cabin materials, and warning andevacuation systems. The agency also hasexpanded its human performanceresearch, and is planning even morecomprehensive work in cooperation withother agencies. Among the subjects

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under scrutiny are aircrew response tofatigue, workload management, andhuman factors in aircraft maintenance.

Research, engineering, anddevelopment have provided a solidfoundation for advances in aviation--progress that has continued ever sincethe first rotating light beacons flared andfaded below night-flying pilots decadesago. A strong commitment to researchwill be even more vital in the yearsahead.

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FAA LEGISLATIVE HISTORY

1926 Air Commerce Act authorizesSecretary of Commerce to establishairways, encourage air commerce, createand enforce air traffic rules, licensepilots, certificate aircraft, and operatenavigational aids.

1938 Civil Aeronautics Act transfersaviation functions of CommerceDepartment to Civil AeronauticsAuthority (CAA), which also isauthorized to issue air carrier routecertificates and regulate airline fares.

1940 CAA is divided intotwo agencies--the Civil AeronauticsBoard (CAB), responsible for rulemakingand accident investigations, and the CivilAeronautics Administration (CAA),responsible for air traffic control,certification, and enforcement. Bothagencies are made part of the CommerceDepartment but the CAB functionsindependently.

1946 Administrationof Federal aid airport program is addedto CAA responsibilities.

1958 Federal Aviation Act createsFederal Aviation Agency (FAA), whichassumes CAA functions and takes safetyrule-making responsibilities from CAB.FAA has sole responsibility for thenation’s civil-military system of airnavigation and air traffic control.

1967 FAA is renamed the FederalAviation Administration and placed innewly created Department ofTransportation.

1968 Congress gives FAAAdministrator authority to set aircraftnoise standards.

1970 Airport and Airway DevelopmentAct authorizes Administrator to setminimum safety standards for airportsand issue operating certificates to aircarrier airports meeting standards.

1978 Airline Deregulation Act phasesout the CAB, introduces fare and routecompetition, and permits unrestrictedentry into air passenger marketplace bynew domestic carriers.

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FAA HEADQUARTERS AND REGIONS

NATIONAL HEADQUARTERS

Federal Aviation Administration 800Independence Avenue, S.W.Washington, DC 20591.

REGIONS

Alaskan Region Headquarters222 West 7th AvenueAnchorage, AK 99513Area covered: Alaska.

Central Region Headquarters601 East 12th StreetKansas City, MO 64106Area covered: Iowa, Kansas, Missouri,Nebraska.

Eastern Region Headquarters JFKInternational AirportFitzgerald Federal BuildingJamaica, NY 11430Area covered: District of Columbia,Delaware, Maryland, New Jersey, NewYork, Pennsylvania, Virginia, WestVirginia.

Great Lakes Region HeadquartersO’Hare Lake Office Center2300 East Devon AvenueDes Plaines, IL 60018Area covered: Illinois, Indiana, Michigan,Minnesota, North Dakota, Ohio, SouthDakota, Wisconsin.

New England Region Headquarters12 New England Executive ParkBurlington, MA 01803Area covered: Connecticut,Massachusetts, Maine, New Hampshire,Rhode Island, Vermont.

Northwest Mountain RegionHeadquarters 1601 Lind Avenue, S.W.Renton, WA 98055 Area covered:Colorado, Idaho, Montana, Oregon,Utah, Washington, Wyoming.

Southern Region Headquarters3400 Norman Berry DriveEast Point, GA 30344(Mail address: P.O. Box 20636,Atlanta, GA 30320)Area covered: Alabama, Florida,Georgia, Kentucky, Mississippi, NorthCarolina, South Carolina, Tennessee,Republic of Panama, Puerto Rico, VirginIslands.

Southwest Region Headquarters4400 Blue Mound RoadFort Worth, TX 76193Area covered: Arkansas, Louisiana, NewMexico, Oklahoma, Texas.

Western-Pacific Region Headquarters15000 Aviation BoulevardHawthorne, CA(Mail address: P.O. Box 92007,Worldway Postal Center, Los Angeles,CA 90009)Area covered: Arizona, California,Hawaii, Nevada, American Samoa,Guam, Marshall Islands.

CENTERSMike Monroney Aeronautical Center6500 South MacArthurOklahoma City, OK 73125(Mail address: P.O. Box 25082)Major responsibilities: FAA-DOTtechnical training, logistics, research andservice.

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FAA Technical CenterAtlantic City International AirportAtlantic City, NJ 08405Major responsibilities: Engineering,research, and development.

EUROPEANHEADQUARTERS

Federal Aviation AdministrationEuropean Office Headquarters15, Rue de la Loi (3rd Floor)B-1040 Brussels, Belgium(Mail address: c/o American EmbassyAPO, New York 09667)

U.S. Department of Transportation

Federal AviationAdministration