IASA Program Overview

IASA Program Overview

Under the International Aviation Safety Assessment (IASA) program, the FAA determines whether another country’s oversight of its air carriers that operate, or seek to operate, into the U.S., or codeshare with a U.S. air carrier, complies with safety standards established by the International Civil Aviation Organization (ICAO). The IASA program is administered by the FAA Associate Administrator for Aviation Safety (AVS), Flight Standards Service (AFS), International Programs and Policy Division (AFS-50). The program focuses on a country’s ability to adhere to international aviation safety standards and recommended practices contained in Annex 1 (Personnel Licensing), Annex 6 (Operation of Aircraft), and Annex 8 (Airworthiness of Aircraft) to the Chicago Convention (ICAO Document 7300). IASA assessments determine compliance by examining each critical element (CE) of an effective aviation safety oversight authority as specified in ICAO Document 9734, Safety Oversight Manual. The eight critical elements are:

  • CE−1CE-1 Primary aviation legislation
  • CE−2CE-2 Specific operating regulations
  • CE−3CE-3 State civil aviation system and safety oversight functions
  • CE−4CE-4 Technical personnel qualification and training
  • CE−5CE-5 Technical guidance, tools and the provision of safety critical information
  • CE−6CE-6 Licensing, certification, authorization, and approval obligations
  • CE−7CE-7 Surveillance obligations
  • CE−8CE-8 Resolution of safety concerns

An IASA does not evaluate the safety compliance of any particular air carrier, nor does it address aviation security, airports, or air traffic management. Beginning in mid-1991, AFS began to formulate a method to address foreign air transportation safety concerns. As a result, the IASA Program was formally established in the Federal Register, Vol. 57, No. 164, August 24, 1992, with the purpose of ensuring that all foreign air carriers operating to or from the U.S., or codesharing with a U.S. carrier, are properly certificated and subject to safety oversight provided by a competent Civil Aviation Authority (CAA) in accordance with ICAO standards.

The IASA Program operates under the Chicago Convention and applicable air transport agreements. Article 6, Scheduled Air Services, states that no international air service may be operated over international or into the territory of a contracting State, except with the special permission or authorization of that State, and in accordance with the terms of such permission or authorization. The model air transport agreement contains a safety paragraph (normally Article 6) allowing either party to request consultations concerning the safety standards of the other party relating to aircrews, aircraft, and operation of airlines, and reserves the right to withhold, revoke, suspend, limit, or impose conditions on operating authorizations if the other party fails to take corrective action within a reasonable time; immediate action can be taken prior to consultations if necessary to prevent further noncompliance. The model agreement also contains a revocation of authorization paragraph (normally Article 4) allowing either party to revoke, suspend, limit, or impose conditions on operating authorizations where an airline has failed to comply with laws and regulations, with the caveat that immediate action should be exercised only after consultation unless immediate action is essential to prevent noncompliance. The U.S. may exercise these Article 4 rights at any stage of the IASA Program Process.

ICAO standards are presumptively binding on ICAO Member States as signatories to the Chicago Convention. The AFS-50 organization maintains and publishes a country-by-country category summary listing of IASA results. Countries are listed as either Category 1 — the FAA has found that the country meets ICAO standards for safety oversight of civil aviation, or Category 2 — the FAA has found that the country does not meet those standards. In accordance with Federal Register, Vol. 59, No. 173, September 8, 1994, IASA results are provided to the public and used by the U.S. and foreign governments, the aviation industry, and U.S. travelers. Current IASA determinations are available on the FAA website at the link provided in the transcript. The FAA also issues a public release when any change of IASA Category for a country occurs.

For foreign air carriers from Category 1 countries, technical permissions regarding economic authority allow operation into the U.S. and/or codesharing with U.S. carriers in accordance with DOT authorizations. Category 2 carriers have operations limited to the levels existing at the time of the assessment. Category 2 carriers seeking to initiate commercial service into the U.S. or codeshare with any U.S. carrier are prohibited from initiating such services.

ICAO Standards, Oversight, and CAA Relationships

The IASA program rests on ICAO standards embedded in Annexes 1, 6, and 8, and on the Safety Oversight Manual’s eight critical elements (CE-1 through CE-8). These standards presume that a competent Civil Aviation Authority (CAA) conducts ongoing safety oversight of air carriers operating into or from the United States, including those that codeshare with U.S. carriers. The focus is on the effectiveness of the CAA’s safety oversight system rather than on individual carriers.

Category System and Public Reporting

AFS-50 maintains a country-by-country category summary for IASA results, classifying nations as Category 1 or Category 2. The results are public, and a public listing of current determinations is published online as part of the Federal Register requirements. The IASA results influence foreign carrier access to the U.S. market and the awarding of economic authority through the DOT.

IASA Process and Administrative Framework

Process Authority and Legal Basis

  • Foreign air carriers seeking to conduct foreign air transportation into the United States, or to codeshare with a U.S. carrier, file an application with DOT under 49 U.S.C. § 41302 (Permits of foreign air carriers).
  • 14 CFR Part 211 and Part 302 specify issuance requirements for these authorities, consistent with international law. 14 CFR Part 129 prescribes that carriers meet the safety standards in Part 1 (International Commercial Air Transport) of Annex 6 to the Chicago Convention.
  • Before DOT issues a foreign air carrier permit, DOT notifies the FAA and requests evaluation of the respective CAA’s capability for safety certification and continuing oversight.

Process Overview and Information Sources

AFS-50 normally determines the appropriate IASA category by in-country assessments of a CAA, supplemented by information from other reliable sources when appropriate. A standardized checklist groups ICAO standards into the eight CEs. The current IASA checklist is published by AFS-50. An in-country assessment typically lasts about one week and involves:

  • A team leader
  • At least one aviation safety inspector in operations and maintenance
  • An FAA international aviation law attorney

After the visit, the team compiles findings and produces a detailed written report. FAA shares the results with U.S. government officials and the CAA, updating the status of the IASA process and identifying follow-on activities.

If initial results indicate noncompliance with ICAO standards, FAA initiates IASA final discussions. These discussions allow the CAA to present necessary actions to correct noncompliance and may provide guidance on reconciling identified issues.

Final Discussions and Corrective Action

  • IASA final discussions are intended to enable corrective actions and reconciliation of noncompliant items.
  • To reach an IASA Category 1, a country must demonstrate compliance with ICAO standards for all eight CEs. Category 2 is triggered by noncompliance in at least one CE.
  • After final discussions, notifications, and other steps, FAA publicly releases the assessment results in accordance with Federal Register requirements.

From Assessment to Authorization

Post-Assessment Actions for Category 1

  • When an IASA Category 1 result is reached, AFS-50 forwards a positive recommendation to DOT.
  • If there is a pending foreign carrier application, DOT issues the requested economic authority and the responsible AFS International Field Office (IFO) issues OpsSpecs to permit the carrier to begin operations to/from the United States.

Public Reporting and Transparency

  • Detailed IASA category information regarding foreign air carrier economic authority and technical permissions is specified in Federal Register, Volume 60, No. 210, October 31, 1995.
  • AFS may remove a country from the IASA program summary listing when its air carriers no longer operate to the U.S., do not participate in code-sharing with U.S. carriers, and the CAA has ceased interacting with the FAA for an extended period. This change was detailed in Federal Register Volume 78, No. 46, March 8, 2013, to improve accuracy of the IASA summary listing.

Reassessment and Ongoing Oversight

  • AFS-50 may periodically reassess a country’s CAA to maintain familiarity with continued ICAO-compliant methods, and may reassess at any time if there is reason to believe minimum ICAO standards are not being met.

Process Requirements and Practical Implications

Why IASA Matters

  • The IASA program drives tangible improvements in civil aviation safety oversight by ensuring CAAs provide proper oversight of each air carrier operating into the U.S. or codesharing with a U.S. carrier.
  • It aligns with statutory requirements and public expectations for aviation safety and traveler protection.

Ethical, Philosophical, and Real-World Implications

  • The program emphasizes transparency and accountability in international aviation safety oversight, with public reporting and opportunities for corrective action.
  • It balances national sovereignty (CAA oversight) with international safety standards and the rights of states to regulate international aviation activity.

Key References and Formulas

  • ICAO Annexes: extAnnex1,extAnnex6,extAnnex8ext{Annex 1}, ext{Annex 6}, ext{Annex 8} to the Chicago Convention.
  • ICAO Safety Oversight Manual: Document 9734 (the eight CE framework).
  • Chicago Convention Article 6 (Scheduled Air Services) and the model air transport agreement’s safety provisions (typically Article 6 and Article 4).
  • Public reporting and regulations: Federal Register, Vol. 57, No. 164 (Aug. 24, 1992); Vol. 59, No. 173 (Sept. 8, 1994); Vol. 60, No. 210 (Oct. 31, 1995); Vol. 78, No. 46 (Mar. 8, 2013).
  • DOT and CFR references: 49 U.S.C. § 41302; 14 CFR Part 211; 14 CFR Part 302; 14 CFR Part 129.
  • Current IASA checklist and country categorization: available via FAA IASA pages (e.g., IASAWS.xlsx).

Summary of Outcomes and Current Practice

  • The desired outcome of the IASA program is sustained improvements in global civil aviation safety oversight, ensuring ICAO standards are met and maintained by CAAs for all carriers operating into or codesharing with the United States.
  • The program remains an integral part of FAA’s mission to provide the safest, most efficient aerospace system in the world, while aligning with international norms and the traveling public’s expectations.