This Day in FAA History: September 17th

Full FAA Chronology at this link.
19640917: FAA implemented a simplified two-layer airway route structure, replacing the previous three-layer system (see April 6, 1961). The lower layer of the new structure extended generally from an altitude of 1,000 feet to 18,000 feet, and the jet route portion from 18,000 to 45,000 feet. Airspace above 45,000 feet was reserved for point-to-point operations on a random routing basis. Besides requiring fewer aeronautical navigation charts, the new system reduced pilot-controller workload by requiring fewer radio contacts and navigational checkpoints. As a necessary complement, FAA revised rules governing use of the standard altimeter setting by lowering the base altitude for such settings from 24,000 to 18,000 feet above mean sea level. (See March 4, 1965.)
19710917: The first grant related to vertical/short takeoff and landing facilities under the airport planning grant program went to the New Jersey Department of Transportation to study the development of a special facility to accommodate V/STOL aircraft. (See April 29 and October 17, 1971.)
19720917: Effective this date, CAB replaced the 12,500 gross weight limit for air taxi aircraft with a 30-seat, 7,500 payload limit. This change in CAB’s system of economic regulation was intended to help the development of service by those scheduled air taxis now designated commuter airlines (see July 1, 1969). CAB also hoped to encourage the development of a short takeoff and landing (STOL) transportation system in high density areas.
19890917: Hurricane Hugo slammed into the U.S. Virgin Islands before moving on to Puerto Rico and then South Carolina. Numerous FAA facilities in the storm’s path suffered damage and service interruption. Destruction was especially heavy in the Virgin Islands, where two airport towers were badly damaged and a radar destroyed. Southern Region Headquarters took charge of the recovery effort, which included establishment of temporary mobile towers on the islands. The agency’s DC-9 carried relief supplies to the Virgin Islands and evacuated four FAA employees and 35 dependents, as well as other Federal personnel and their families. Damage to FAA facilities on the mainland was less severe than in the Caribbean, although many employees suffered personal losses. Agency personnel established a relief fund to assist their coworkers affected by the storm. By the end of September most airports in the devastated areas had resumed operation.
20020917: The Department of Transportation Inspector General expressed concerns about progress on deploying the Standard Terminal Automation Replacement System (STARS). The IG had pointed out that FAA had officially changed the cost, schedule, and requirements for STARS twice. In October 1999, FAA estimated the cost for its new approach at $1.4 billion, with a schedule to begin deploying STARS in 2002 at 188 facilities, with installation to be complete at all facilities by 2008. The second change occurred in March 2002, when FAA lowered its estimate from $1.4 billion to $1.33 billion, reduced the number of facilities receiving STARS from 188 to 74, and changed the date to complete installation at all facilities from 2008 to 2005. FAA responded to the IG concerns by stating it planned to follow its policy for testing STARS and addressing critical software problems. Because FAA had changed the date for deploying STARS at the first facility from 1998 to 2002, the agency was implementing interim systems to allow it to continue to meet demands for air traffic services. (See June 12, 2002; September 20, 2002.)
20090917: As part of a strategy to reduce emerging aviation risks using national safety data, FAA’s Office of Aviation Safety established a new Accident Investigation and Prevention Service that integrated the work of the Offices of Accident Investigation and Safety Analytical Services. The new organization consolidated resources so FAA could better understand current and emerging risks across the aviation community through the use of data from accident and incident investigations, historical accidents and incidents, and voluntarily submitted information from industry programs, such as Aviation Safety Action and Flight Operational Quality Assurance programs. FAA also announced the creation of a new Office of Audit and Evaluation. The office, which reported to the FAA Chief Counsel, consolidated into one organization
* Administrator’s Hotline — gave FAA employees a way to get high-level management attention for concerns unresolved by established procedures.
* Aviation Safety Hotline — provided an outlet for anyone to express concerns about unsafe aviation situations without fear of reprisal.
* Public Inquiry Hotline — responded to and referred inquiries from the public about aviation matters.
* Whistleblower Protection Hotline — coordinated with the Department of Labor on safety disclosures made by private-sector aviation workers, including government contractors.
* Safety Issues Reporting System — established in April 2008, allowed Office of Aviation Safety employees to report safety issues they believed had not been addressed by other FAA processes. (See June 21, 2010.)
20130917: FAA issued an airworthiness directive (AD) identical to the August 26 Transport Canada Civil Aviation directive which required airlines to inspect Honeywell emergency locator transmitters by January 14, 2014, to prevent an electrical short and possible ignition source. The AD affected about 4,000 airplanes at a total cost of approximately $325,720.
20140917: FAA approved a space launch site license for Midland International Airport in Texas. Renamed the Midland International Air & Space Port, the airport was the first primary commercial airport to gain FAA certification as a spaceport. It was the ninth commercial spaceport license issued by FAA. (See September 30, 2010; June 30, 2015.)
20170917: A FAA mobile air traffic tower arrived at Key West International Airport, Florida, to provide air traffic services for all of the aircraft operating in and out of Key West in support of the relief and recovery efforts in the wake of Hurricane Irma. In addition to the mobile tower, FAA deployed a trailer to the site to support the tower controllers with an air-conditioned break room and lavatories. Before the tower arrived, controllers managed air traffic airport from a small tent. FAA also authorized drone operations in Florida to aid rapid damage assessment. FAA authorized over 170 drone operations for the area damaged by Hurricane Irma. The primary authorized drone operations supported power and insurance companies.
20200917: The House Transportation & Infrastructure Committee issued final 238-page report on the design, development and certification of 737 MAX, citing Lion Air and Ethiopian crashes were a horrific culmination of a series of faulty technical assumptions by Boeing engineers, a lack of transparency by Boeing management to compete with Airbus and deliver profits, and insufficient oversight by the FAA. (See September 11, 2020; September 30, 2020.)