This Day in FAA History: November 14th

Full FAA Chronology at this link.
19351114: Representatives of all segments of the aviation community, except manufacturers, met at the Commerce Building in Washington, D.C., with Bureau of Air Commerce officials to discuss airway traffic control. Although the conferees agreed that the Bureau should establish a uniform system of air traffic control, a lack of funding prevented it from assuming control. Director of Air Commerce Vidal convinced the airline operators to establish airway traffic control immediately and promised that in 90 to 120 days the Bureau of Air Commerce would take over the operations. (See March 24, 1936.) On November 15, Vidal approved an interairline air traffic agreement between carriers flying the Chicago-Cleveland-Newark airway. He also relaxed the general ban on instrument flying by private fliers (see November 1, 1935). Those pilots could now fly by instruments if they filed a flight plan with the Bureau of Air Commerce and with at least one airline flying over the route they planned to use.
19561114: At its annual convention, the Air Line Pilots Association changed its policy to allow mechanic-trained flight engineers eligible for membership. The union also adopted as mandatory policy a resolution declaring that no turboprop or turbojet aircraft be operated unless “manned at all flight stations by a qualified pilot.” (See October 24, 1955 and July 21, 1958.)
19841114: Effective this date, the Civil Aeronautics Board (CAB) adopted a rule regulating air carrier-owned computer reservations systems (CRSs), which set forth requirements designed to prevent unfair, deceptive, and anticompetitive practices among the airlines who controlled those systems. CAB mandated a future review of this regulation, and on September 16, 1992, DOT announced a final rule on CRS, which strengthened and extended the existing regulations through 1997. Among other things, the revised rule prohibited a vendor from requiring its subscribers to make a specified minimum number of bookings; reduced the maximum subscriber contract term from five to three years; and readopted the existing requirements that information be organized in an objective and unbiased manner, and that participation in a CRS be open to all carriers on a nondiscriminatory basis.
19901114: Pan American and United Airlines signed an agreement under which United would pay $400 million for Pan Am’s routes to London Heathrow and certain other assets. (See November 7, 1985, and January 8, 1991.)
19911114: The U.S. Justice Department indicted two Libyans for the bombing of Pan American Flight 103 (see December 21, 1988). Libya reportedly detained the suspects but refused to extract them. (See April 15, 1992.)
19961114: FAA announced its decision to issue a rulemaking proposal to require retrofit of fire detection and suppression equipment on some 2,800 older commercial aircraft that did not currently carry this equipment in inaccessible cargo compartments. This proposal, which grew out of concerns following a ValuJet crash (see May 11, 1996), was subsequently issued on June 10, 1997. On December 12, 1996, meanwhile, a group of the nation’s largest airlines announced that they would voluntarily install fire detection systems in cargo holds that lacked the equipment.
20011114: FAA commissioned the last Automated Surface Observing System (ASOS) at New Haven, Connecticut, five months ahead of schedule, marking the completion of a nationwide push to establish 569 baseline systems, which started in November 1993 in Montrose, Colorado. ASOS provided current weather information on critical weather parameters, such as sky condition and visibility, temperature and dew point, pressure, wind speed, and direction. It also identified precipitation and its accumulation, thunderstorm reporting, and freezing rain accumulation.
20051114: FAA proposed rules that, over seven years, would require retrofit of more than 3,200 existing, as well as manufacture of certain new large passenger jets, to reduce flammability levels of fuel tank vapors. The notice of proposed rulemaking would require aircraft operators to reduce the flammability levels of fuel tank vapors both on the ground and in the air to remove the likelihood of a potential explosion. Boeing 737, Boeing 747, and Airbus A320 models would be retrofitted first. (See July 30, 2004.)
20051114: Effective this date, FAA established the Organization Designation Authorization (ODA) program. The ODA program expanded the scope of approved tasks available to organizational designees; increased the number of organizations eligible for organizational designee authorizations; established a more comprehensive, systems-based approach to managing designated organizations; and set phase-out dates for then-current organizational designee programs.
20081114: FAA issued a notice in the Federal Register advising operators of important mandatory changes to helicopter emergency medical service (HEMS) flights. The agency encouraged the use of night vision goggles and terrain awareness warning systems. Consistent with NTSB recommendations, all HEMS operators had to comply with Part 135 weather minimums, including repositioning flights with medical crew onboard. FAA also provided greater access to weather reporting facilities, and requiring the flight crew to determine a minimum safe altitude and obstacle clearance prior to each flight. Operators had to comply no later than February 22, 2009. (See May 7, 2008; January 12, 2009.)
20111114: The Department of Transportation announced it had imposed the first fine for violating the April 2010 three-hour tarmac delay rule. The Department fined American Eagle $900,000 in civil penalties and ordered the air carrier to cease and desist from future violations of the tarmac delay rule. On May 29, 2011, American Eagle had tarmac delays of more than three hours on 15 flights arriving at O’Hare. Those 15 flights had tarmac delays of up to 225 minutes, which was 45 minutes beyond the legal limit. While the airline had a procedure in place to bring passengers subject to an extended tarmac delay back to the gate, the carrier was late in implementing its procedure, resulting in violations of the rule. A total of $650,000 had to be paid within 30 days, and up to $250,000 could be credited for refunds, vouchers, and frequent flyer mile awards to the passengers on the 15 flights, as well as to passengers on future flights that experienced lengthy tarmac delays of less than three hours. (See August 23, 2011.)
20131114: FAA certificated the Learjet 75, a light business jet with a maximum range greater than 2,000 nautical miles at cruise speeds up to Mach 0.81. The Learjet 75 aircraft could fly four passengers and two crew members non-stop from Los Angeles to Toronto and Mumbai to Bangkok. Additionally, it was able to handle a range close to 1,950 nautical miles with eight passengers.
20181114: The Sioux County Iowa officials dedicated the new Sioux County Regional Airport near Maurice, Iowa.