Full FAA Chronology at this link.
19360930: Three reporters left New York City to journey around the world as passengers. Herbert R. Ekins, who made all major links by air, arrived back in 18 days, 14 hours, 56 minutes. Dorothy Kilgallen and Leo Kieran made surface connections that included a sea voyage from Hong Kong to Manila. Keiran’s time of 24 days, 14 hours, 20 minutes was 1 hour 45 minutes slower than Gilgallen’s, but he claimed to be the only one of the three who used only regular transportation available to all citizens.
19410930: Following evaluation of British jet engine development, the U.S. Army Air Forces decided to produce a Whittle-type jet engine. (See January 15, 1930, and October 1, 1942.)
19500930: The Prototype Aircraft Act (Public Law 867) declared that congressional policy was to promote the development of improved transport aircraft, particularly those that were turbine-powered, especially adapted to economical cargo operations, or suitable for feeder-lines. The act authorized appropriations of up to $12.5 million for a five-year period. The Secretary of Commerce was directed to consult with interested government, labor, and industry groups in carrying out the act, and the Prototype Aircraft Advisory Committee was accordingly established in December.
19600930: FAA commissioned its first Airport Surface Detection Equipment (ASDE-2) at Newark, N.J. Originally developed for the Air Force, ASDE was a radar system that provided air traffic controllers with information on the position of aircraft and other vehicles on the ground, even during darkness and fog. The ASDE antenna picked up this data for display on a scope in the airport tower. FAA’s specifications for ASDE-2 were based largely upon an improved developmental model that had been operated under the agency’s cognizance at New York International Airport (Idlewild). Besides Newark and Idlewild, eight other major U.S. airports were also scheduled to receive ASDE-2 in this initial installation program: Washington (Washington National and Dulles International), Boston, Seattle, San Francisco, Cleveland, Los Angeles, and Portland. (See July 5, 1977.)
19630930: A National Aircraft Accident Investigation School, jointly established by the Civil Aeronautics Board and FAA, opened at Oklahoma City with a prototype class of 16 students. The six-week course in accident investigation techniques and procedures was primarily for CAB-FAA personnel, with participation by a limited number of foreign students.
19640930: FAA released the Project Long Look study by the Aviation Human Resources Study Board that Administrator Halaby had created on February 6, 1964. The study warned of deficiencies in career planning and training of both flight and mechanic personnel, citing a decrease in the number of schools offering aviation training and in aviation course enrollment. Most new pilots were business people over age 35, few persons under 30 were learning to fly, and the percentage of young student pilots going on to earn pilot certificates was relatively small. Estimating that demand for air carrier and other commercial aircraft pilots would increase some 73 percent between 1965 and 1980, the Board recommended a government/industry program to encourage young people to choose aviation careers, including establishment of scholarships for pilot and aviation mechanic trainees. (See March 16, 1964, and March 17, 1965.)
19640930: FAA’s Pacific Region headquarters staff moved into the newly completed headquarters building in Honolulu, bringing together personnel formerly housed in four widely dispersed buildings.
19650930: The Texas cities of Dallas and Fort Worth agreed on a site for a regional airport, culminating more than a decade of disagreement and negotiation over this issue. The site chosen had been recommended by a consulting firm called into the dispute by a Civil Aeronautics Board examiner. It contained 18,000 acres lying approximately equidistant from the two cities, but overlapping part of Fort Worth’s Greater Southwest International Airport. The agreement was a victory for the regional airport concept advocated by FAA and the Civil Aeronautics Board (see May 2, 1961, and February 2, 1967). Construction began on the Dallas-Fort Worth Regional Airport in December 1968 (see January 13, 1974).
19660930: FAA consolidated its aeromedical research function into one location by transferring such activities at the Georgetown Clinical Research Institute, Washington, D.C., to the Aeronautical Center’s Civil Aeromedical Institute (CAMI) in Oklahoma City. (See November 21, 1965.)
19700930: FAA established a Civil Rights Committee. The 13-member committee served as a sounding-board for the discussion of equal employment opportunity problems and suggested methods for improving the employment environment, examined employment practices and procedures, reviewed proposed employment directives, and performed other specified advisory functions.
19720930: Trans World Airlines received FAA’s first authorization to operate at Category IIIa weather minimums. Under the new landing minimums, TWA could operate their Lockheed L-1011 aircraft at Dulles International Airport down to a minimum visibility of 1,000 feet runway visual range (RVR), and after gaining operational experience at this altitude, apply for minimums as low as 700 feet RVR. (See January 21, 1972.)
19770930: The new consolidated Washington Flight Service Station (co-located with the Air Route Traffic Control Center at Leesburg, Va.) became operational after the installation of a computerized data-retrieval system. The new station handled all the flight services previously provided by the stations at Washington, Richmond, and Charlottesville. Instead of the experimental AWANS computer system (see February 1976), the new Leesburg station used another system, called Meteorological and Aeronautical Presentation System (MAPS), which was more compatible with the ARTCC’s computers. The AWANS originally ordered for Leesburg was installed at another co-located FSS at the Indianapolis ARTCC. After testing both modernized stations, the FAA concluded that FSS consolidation offered the prospect of significant improvements in cost and service. (See January 1978.)
19780930: FAA’s Low Level Wind Shear Alert System (LLWAS) became operational on a full-time basis at seven major airports. The agency announced that 17 other airports would be similarly equipped during 1979. The new system detected the severe downdrafts and wind changes associated with the phenomenon of wind shear (see June 24, 1975) by means of sensors around the airport periphery that measured wind speed and direction. A mini-computer compared the readings from these detectors with readings at the center of the airport and, when significant differences were found, sounded an alarm in the tower. Controllers could then warn pilots of the problem. In October 1979, FAA announced a contract for 34 more units, which would bring the number of LLWAS-equipped airports to 58. (See July 9, 1982.)
19800930: The Airport Development Aid Program lapsed as of midnight on this date due to Congress’ failure to extend or replace legislative authorization (see July 12, 1976). Congress also failed to authorize the collection of user taxes paid into the Airport and Airway Trust Fund. As a result, some of these taxes expired, while others were reduced to the levels collected before July 1, 1970. Taxes eliminated completely included the 5 percent air cargo tax, the $3 international departure fee, the aircraft use tax, and the jet fuel tax. The 8 percent passenger ticket tax was reduced to 5 percent, and was now paid into the Treasury’s general fund. The general aviation gasoline tax was reduced from seven to four cents per gallon, and was paid into the Highway Trust Fund, which also received revenues from continuing taxes on aircraft tires and tubes. Although it no longer received any tax revenues, the Airport and Airway Trust Fund continued to exist and to receive interest payments on the Treasury bills in which its liquid assets were invested. While FAA ceased to award grants from the Fund, the agency continued to liquidate obligations previously made under the grant program. The Trust Fund also continued to provide support for FAA facilities and equipment, as well as for the agency’s research, development, and engineering. (See August 13, 1981.)
19810930: During fiscal year 1981, which ended on this date, FAA added two major new capabilities to the en route air traffic control system: minimum safe altitude warning (MSAW), already a feature of the ARTS III terminal system (see October 28, 1977); and arrival metering, a function that provided the controller with computer advisories to help in managing the flow of traffic into congested terminal areas.
19820930: H. Ross Perot, Jr., and Jay Coburn landed their Bell 206L-1 LongRanger II in Dallas, Tex., after completing the first helicopter flight around the world in 29 days, 3 hours, 8 minutes. On August 5, 1982, meanwhile, Dick Smith had departed from Fort Worth, Tex. in a Bell 206B JetRanger III on the first solo helicopter flight around the world. Smith, an Australian businessman, completed his unhurried trip on July 22, 1983.
19830930: FAA awarded a contract for a new generation of solid-state Airport Surveillance Radars, designated ASR-9, to replace vaccum-tube radars in use at U.S. airports. (See June 1975 and May 2, 1989.)
19830930: During the fiscal year that ended on this date, key equipment was installed for the National Airspace Data Exchange Network (NADIN), a new interfacility communication system being established under a contract awarded in 1980. Under the NADIN system, messages originating at an air traffic control facility would go to the nearest of some 20 regional concentrators (computerized communication equipment sites). The message would then go to one of two major switching centers, located at Atlanta and Salt Lake City. These switches would disseminate the data, bypassing failed or saturated areas when required. Each switch would handle messages for half the country, but would possess the ability to manage the entire system if necessary. During FY 1982, the first of the switches was installed at Salt Lake City, and the first of the concentrators was installed at the FAA Technical Center. The Atlanta switch and the remaining 20 concentrators were installed in FY 1983, moving NADIN closer to commissioning. (See May 5, 1989.)
19860930: AN FAA/Air Force review board endorsed specifications for a new long-range Air Route Surveillance Radar, designated ARSR-4, for use at joint surveillance sites. On July 25, 1988, FAA announced that it had awarded Westinghouse a $271.6 million contract for 34 ARSR-4s. The new three-dimensional, solid state equipment would replace the 25- to 30-year-old Joint Surveillance radars, improving detection and reducing the clutter from terrain, weather, and other sources. The Air Force and FAA shared the cost of all but one of the ARSR-4s, which the Navy purchased. FAA began initial testing of the new radar during fiscal 1992. (See June 25, 1979, and April 12, 1996.)
19900930: During fiscal 1990, which ended on this date, FAA began a Direct Route Program that allowed controllers greater flexibility in honoring pilots’ requests to use more direct, fuel-saving routes. Renamed the National Route Program during the following fiscal year, the enhanced program permitted more cost-effective operations between 16 city pairs. By September 1994, the expanding program included 104 city pairs. (See October 1994.)
19910930: Joseph Del Balzo became Executive Director for System Operations, and the position’s responsibilities were expanded. As documented in a directive issued on January 31, 1992, the reorganization gave Del Balzo’s new position responsibility for four Associate Administrators directing major agency functions (Air Traffic; Airway Facilities; Regulation and Certification; and Aviation Standards). Other elements reporting to Del Balzo were the: Office of System Capacity and Requirements; Aeronautical Center; and Regional Administrators. The reorganization also abolished the Executive Directors for Administration and Resource Management and for Regulatory Standards and Compliance, reducing the number of FAA’s Executive Directors from five to three (see February 21, 1990, and November 26, 1991). The Associate Administrators for Administration and for Human Resource Management were redesignated Assistant Administrators reporting directly to the Administrator. The Logistics Service was abolished and its functions divided between the Associate Administrator for Airway Facilities and a new Office of Acquisition Support under the Executive Director for System Development.
19910930: During fiscal 1991, which ended on this date, FAA and the National Air Traffic Controllers Association began a Quality Through Partnership program aimed at improving operations and productivity.
19920930: During the fiscal year ending on this date, air fares in markets served by Southwest Airlines were dramatically lower than in other short haul markets, according to a DOT study announced on May 11, 1993. The study found that Southwest (which had begun operations as a Texas intrastate carrier on June 18, 1971) now ranked fifth among U.S. airlines in terms of passengers carried. The success of Southwest illustrated the demand for low-cost service in short haul markets. The DOT study also noted an increase in new carriers over the past year, including five jet airlines providing scheduled passenger service.
19920930: FAA inspectors completed the first evaluations under the Aircraft Certification Systems Evaluation Program (ACSEP). The program used standardized evaluation techniques to ensure the continued integrity of manufacturers’ design data and production activities subsequent to their initial approval.
19960930: Chicago’s Meigs Field ceased operations as part of a plan by the city’s mayor to convert the lakefront facility into a park, a concept opposed by Illinois’ governor. On January 6, 1997, the two officials announced a compromise under which the city would reopen and operate the airport for five years but then be free to close it.
19960930: Pres. Clinton signed the DOT appropriations bill for fiscal 1997 (P.L. 104-205), providing $8.3 billion for FAA programs. The legislation gave funds for hiring hundreds of new controllers, maintenance technicians, inspectors, and security personnel. On the same day, the President also signed a continuing appropriations bill (P.L. 104-208) that funded programs to increase safety and combat terrorism through a range of means such as deployment of new security equipment at airports (see September 9 and December 23, 1996). The continuing resolution also gave funds to step up surveillance of newly certificated airlines and to increase the number of safety inspectors, as recommended by Deputy Administrator Daschle’s 90-day review team (see September 16, 1996).
On October 9, the President signed the Federal Aviation Reauthorization Act of 1996 (P.L. 104-264) , which contained further appropriations, increased the agency’s share of Trust Fund monies from 70 to 72.5 percent, and provided two-year funding for the Airport Improvement Program. The legislation established a National Civil Aviation Review Commission to report to Congress on the state of aviation safety and on providing long-term funding for the agency. The law contained provisions aimed at expanding FAA’s financial accountability and increasing its autonomy within DOT. It directed the establishment of a Federal Aviation Management Advisory Council composed of 15 members serving 3- year terms, with one member designated by DOT, one by the Defense Department, and 13 by the President with Senatorial approval. The Council was to advise the FAA Administrator and function as an oversight resource for management policy, spending, and regulatory matters. To address public perceptions about FAA’s “dual mission,” the law specified safety as the agency’s highest priority. FAA remained responsible for encouraging and developing civil aeronautics, but references to a promotional role were eliminated from its mandate.
The law provided for a variety of enhancements to aviation safety, emphasizing anti-terrorism through such means as new requirements for background checks of certain airport personnel with security functions associated with cargo or baggage. The legislation banned children from controlling aircraft for the purpose of setting records. (This stipulation stemmed from a crash on April 11, 1996, that claimed the life of a 7-year-old girl, her flight instructor, and her father.) Another provision directed FAA to hire an ombudsman for noise issues.
The law’s Title VII was designated the Aviation Disaster Family Assistance Act of 1996. It gave the National Transportation Safety Board new responsibilities for aiding the families of the victims of air accidents.
19960930: The Driver’s Enhanced Vision System (DEVS) became operational at Boston Logan airport, the pilot installation site for this FAA-developed equipment. DEVS was designed to assist emergency crews when visibility was limited by such factors as smoke, flames, fog, or precipitation. The system combined satellite, digital, and infrared technologies.
19980930: FAA announced a $932,613 contract to Sensis Corporation, to develop an identification system for transponder-equipped aircraft operating on airport taxiways and runways. The airport target identification system would give airport controllers detailed information about aircraft and vehicles operating on the ground, including position, speed, and aircraft identification.
19990930: With the installation at the Honolulu Air Route Traffic Control Center, FAA completed installation of Host and Oceanic Computer System Replacement (HOCSR) systems at all 23 of its air traffic and oceanic centers. The availability of HOCSR completed the network that would provide the main computer and processor that produced and processed information on aircraft movements throughout domestic and oceanic airspace. The improved technology was more than four times faster and more reliable than its predecessor, while occupying only an eighth of the floor space of the systems it replaced. (See March 11, 1999.)
19990930: FAA announced it had chosen Lockheed Martin Air Traffic Management to continue development and deployment of the User Request Evaluation Tool (URET). Also called a conflict probe, the URET software gives controllers a strategic 20-minute look ahead to detect potential conflicts when considering pilots’ requests for altitude and route changes. The system would be deployed and available to controllers in late 2001 and through 2002. (See April 16, 1998; December 2001.)
20030930: During FY 2003, which ended on this date, FAA issued its first annual strategic plan, Flight Plan 2004-2008. The new plan laid out four goals and described FAA’s strategies for achieving those goals. The Flight Plan was aligned with the Department of Transportation strategic plan and linked to FAA’s budget requests. Every staff office and line of business was required to develop a plan that linked directly to the flight plan. (See November 8, 2004.)
20060930: FAA approved the first child safety harness that could be used on commercial aircraft. The harness, manufactured by AmSafe Aviation, incorporated belt and shoulder harnesses secured by straps around the seat back and attachments to existing lap belts. The harness was an alternative to hard-shelled child seats that were the only other child restraint parents could carry onto aircraft. (See September 26, 2005.)
20060930: FAA issued full type certification to the Cessna’s entry-level Citation Mustang, making it the first very light jet to achieve that goal.
20070930: FAA announced it had accepted early delivery of a crucial en route air traffic control system from manufacturer Lockheed Martin. The En Route Automation Modernization (ERAM) system had passed all FAA requirement tests. The next phase of operational testing would be primarily conducted by FAA at the William J. Hughes Technical Center. FAA stressed the government acceptance milestone was achieved within budget and ahead of time. ERAM would replace the current host system at the 20 air route traffic control centers. (See June 30, 2003.)
20100930: FAA announced a new grant program designed to fund projects for the development and expansion of the commercial space transportation infrastructure. The first Space Transportation Infrastructure Matching grants included: $43,000 for the New Mexico Spaceport Authority to provide an automated weather observing system; $227,195 to the Alaska Aerospace Corporation for a rocket motor storage facility; $125,000 to the East Kern Airport District in Mojave, CA, for an emergency response vehicle; and, $104,805 to the Jacksonville Airport Authority in Florida to develop a spaceport master plan for Cecil Field. (See August 3, 2010; August 18, 2010.)
20100930: FAA awarded Lockheed Martin a three-year contract extension to continue to provide automated flight service station services. The contract option, a follow-on to the initial 2005 contract, was worth $356 million. (See February 1, 2005.)
20130930: An advisory panel established by FAA to provide recommendations on the use of electronic devices on airplanes delivered its recommendations to the agency. The panel said airline passengers should be allowed to use their personal electronic devices to read, play games, or enjoy movies and music, even when planes were on the ground or flying below 10,000 feet. The panel said restrictions should remain on sending text messages, browsing the Web or checking e-mail after the plane’s doors have been closed. Passengers should do that only when the aircraft’s Wi-Fi network is turned on, typically above 10,000 feet. The use of cellphones to make voice calls, which was not part of the review, would still be prohibited throughout the flight. (See August 27, 2012; October 31, 2013.)
20130930: General Dynamics announced FAA had awarded it a $12 million task order to provide engineering, software design and development, infrastructure, and administrative support to the NextGen integration and evaluation capability laboratory at the William J. Hughes Technical Center. FAA awarded the task order under its system engineering 2020 program, awarded to General Dynamics in 2010. (See September 13, 2013; October 31, 2013.)
20130930: Boeing Commercial Airplanes Marketing Vice President Randy Tinseth acknowledged ongoing reliability issues with the 787 Dreamliner at a press conference in Santiago, Chile. The aircraft had suffered an assortment of electrical and safety issues, the latest of which occurred on September 29 when a 787 operated by Poland’s carrier LOT had to land unexpectedly in Iceland because of a problem with the plane’s identification system. Over the same weekend, Norwegian Air Shuttle ASA grounded a brand new 787 Dreamliner and demanded Boeing repair it after it suffered repeated breakdowns. Tinseth said the process of improving reliability could be a long one, but said the reliability of the 787 was better than 95 percent. (See July 26, 2013; November 22, 2013.)
20130930: DOT issued a notice of proposed rulemaking seeking comments on four new proposals to strengthen the legal protections provided to consumers of charter air transportation. First, the proposal would require air taxis and commuter air carriers that sell charter air transportation, but rely on others to perform that air transportation, to make certain consumer disclosures as recommended by NTSB. This proposal would also create a new class of indirect air carriers to be called “air charter brokers” to provide as principals single entity charter air transportation of passengers aboard large and small aircraft. In addition, the proposal would codify the exemption authority granted to indirect air carriers to engage in the sale of air transportation related to air ambulance services. Finally, it would make clear and codify certain air services performed under contract with the Federal Government are in common carriage. The public had until November 29, 2013, to provide comments.
20130930: During the fiscal year that ended on this date, FAA installed 25 new aviation weather cameras in Alaska, bringing the total of installed cameras to 215. (See March 25, 2011.)
20140930: FAA issued an updated version of its AIP Program Handbook (Order 5100.38D). FAA’s office of airports streamlined the handbook and replaced guidance with references to more appropriate source of guidance (such as in other orders or advisory circulars). This included deleting guidance on airport planning, capital planning, labor rates, and civil rights. The references appeared as the basic publication number without any suffix. The intent was for the reader to use the latest version of the referenced publication. It also had been reorganized and revised to incorporate the Plain Language Act of 2010; to differentiate what was required by law and policy; and to incorporate program guidance letters issued prior to July 30, 2012.
20150930: President Barrack Obama signed a 6-month extension of FAA authorization and an additional extension that appropriated funding for federal agencies to continue operations until December 11. (See February 14, 2012).
20200930: FAA Administrator Steve Dickson flew the Boeing 373 Max in a two-hour test flight during which he flew high angle-of-attack patterns and activated the flight control software that provide erroneous information on the MAX crash flights in Indonesia and Ethiopia that killed 346 people. Dickson went through new pilot training procedures for the aircraft, plus spent time in a 737 Max simulator ahead his flight. Before the plane can return to service, several steps need to be completed: Flight Standardization Board (FSB) Report, Final Design Documentation and Technical Advisory Board Report, Continued Airworthiness Notification to the International Community (CANIC) & AD, rescinding grounding order, issuing Certificates of Airworthiness, and finalizing training programs. (See September 18, 2020; October 6, 2020.)
20200930: U.S. Ambassador Earl R. Miller and Bangladesh Ministry of Civil Aviation and Tourism Senior Secretary Mohamed Mohibul Haque signed the Air Transport Agreement between the Government of the United States of America and the Government of the People’s Republic of Bangladesh. This bilateral Agreement established a modern civil aviation relationship with Bangladesh consistent with U.S. Open Skies international aviation policy. It included unrestricted capacity and frequency of services, open route rights, a liberal charter regime, and open code-sharing opportunities. FAA had to conduct an inspection before carriers could begin direct air services.
20200930: Regional airline ExpressJet Airlines ceased operation. As one of the country’s largest regional airlines, ExpressJet had operated flights for a number of larger airlines, including American Airlines, Delta Air Lines and, most recently, United Airlines.
20230930: Congress passed, and the president signed a continuing resolution (CR) funding the federal government through November 17. Included in the CR was a three-month reauthorization of FAA. In December, Congress extended the short-term reauthorization to March 8, 2024.
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This Day in FAA History: September 30th
