Author: ENDaviationinequity

Full FAA Chronology at this link.
19621117: Ceremonies marked the opening of Dulles International Airport. Scheduled airline service began two days later. Air carrier operations reached a daily level of 72 by mid-1963, and operations of all types for fiscal 1964 totaled 111,071. (See July 15, 1959.)
19651117: In a flight sponsored by Rockwell-Standard, a Boeing B-707 became the first aircraft to girdle the globe going north to south, covering 26,230 miles in 62 hours 28 minutes. Beginning in Honolulu, the flight flew over the North Pole, made stops at London, Lisbon, and Buenos Aires, flew over the South Pole, and returned to Honolulu by way of Christchurch, New Zealand.
19951117: DOT announced a plan to implement congressionally-mandated reductions in Essential Air Service subsidies in a manner designed to maintain the highest possible level of service to communities eligible under the program, which had been established by the Airline Deregulation Act (see October 24, 1978).

Full FAA Chronology at this link.
19261116: Dr. Louis Hopewell Bauer became the first Medical Director of the Aeronautics Branch. A major in the Medical Corps at the time of his appointment, Dr. Bauer had spent more than half of his 13- year Army career in the Air Service. (See February 28, 1927.)
19561116: CAA and the USAF Air Defense Command agreed on ground rules to guide a permanent Joint Radar Planning Group charged with developing programs for the joint use of civil and military radar in air traffic control. The agreement followed extensive study by the two agencies, including joint surveys and tests of operating radar facilities and operational evaluation programs conducted at CAA’s Technical Development Center at Indianapolis. (See February 20, 1956, and January 9, 1958.)
19701116: The Lockheed TriStar L-1011 first flew. On April 14, 1972, FAA type-certificated the three-engine wide-body jet with a maximum capacity of 260 passengers.

Full FAA Chronology at this link.
19261115: The Post Office invited bids from private operators to take over the transcontinental air mail route in two sections: San Francisco-Chicago and Chicago-New York. Although no satisfactory bids were received for the Chicago-New York route, the contract for the San Francisco-Chicago route went to the organizers of Boeing Air Transport on January 29, 1927. After new biding, the Post Office on April 3, 1927, announced the award of the Chicago-New York route to the newly formed National Air Transport. (See August 31, 1927.)
19551115: The Civil Aeronautics Board gave the new name of supplemental air carriers to those charter operators previously designated large irregular carriers (see September 15, 1946).

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.

Full FAA Chronology at this link.
19681113: President-elect Richard M. Nixon announced that “a first priority of my Administration will be to strengthen our air-controller force, improve their working conditions and provide them with new equipment they need to keep our airways safe.”
19741113: In an action to reduce the bird hazard to aviation, FAA announced guidelines aimed at banning garbage dumps or sanitary landfills within 10,000 ft. of runways used by turbojets and 5,000 ft. of those used by piston-engine aircraft. FAA personnel were instructed to inform airport operators that dumps or landfills closer than these limits should be closed.

Full FAA Chronology at this link.
19511112: Pursuant to Executive Order 10219 (February 28), the Department of Commerce established the Defense Air Transportation Administration to plan and direct the mobilization of U.S. civil aviation resources for effective utilization in the event of war.
19701112: The National Transportation Safety Board released the results of a 1969 inquiry into the cause and prevention of midair collisions. The Board concluded that “no one solution is available to the aviation community which will result in the elimination of all midair collisions.”

Full FAA Chronology at this link.
20081111: The new Indianapolis International Airport opened. Construction funds came from $120 million in federal grants, airport revenue bonds, and passenger head taxes. More than 1,100 residences were bought for the $220 million project, which started in 1987. Parallel runways opened in the 1990s, and after 9/11, the terminal design changed to accommodate improved security. A new air traffic control tower and TRACON opened in 2006.
20101111: Colombia became the United States’ 100th Open-Skies partner when representatives of the two countries reached agreement to liberalize U.S.-Colombia air services for airlines of both countries. Once full Open Skies took effect at the end of 2012, airlines from the United States and Colombia would be allowed to select routes, destinations and prices for both passenger and cargo service based on consumer demand and market conditions. (See July 2, 2010; December 3, 2010.)

Full FAA Chronology at this link.
19641110: FAA announced the results of a study concluding that neither eliminating nor limiting air-trip insurance would solve the airline sabotage problem. (See January 6, 1960.) The study was conducted for the agency by Clarence C. Pell, Jr., head of the aviation division of a New York insurance firm. In his view, the value of restrictions on air-trip insurance would be nullified by the availability of other types of insurance and by the irrational nature of airline saboteurs. These conclusions were in general agreement with those reached by the Government-Industry Steering Committee on Airline Sabotage on March 8, 1963.
19651110: New York’s La Guardia and John F. Kennedy airports were forced to shut down when the overloading of a switch at an electrical generating plant in Ontario, Canada, set off a chain reaction that caused a massive power failure in the northeast, blacking out for 13 hours or longer an 80,000-squaremile area.

Full FAA Chronology at this link.
19671109: FAA lowered the floor of area positive control over the northeastern and northcentral United States–perhaps the most heavily traveled airspace of its size in the world–from 24,000 to 18,000 feet. The area was bounded roughly by a line running from Presque Isle, Maine, south to Danville, Va., west to Salina, Kan., north to Minneapolis, Minn., and east again to Presque Isle. This action followed FAA’s determination that it could no longer assure the safe separation of aircraft in this area without extending positive control. (See March 4, 1965, and October 14, 1971.)
19771109: President Carter signed legislation virtually ending economic regulation of air cargo operations. The President stated his hope that this was the first of many such steps to reduce regulation. (See June 10, 1977, and October 24, 1978.)
19871109: FAA issued a major revision of its airport certification regulations for airports served by air carriers with aircraft having a seating capacity of more than 30 passengers.

Full FAA Chronology at this link.
19331108: Director of Aeronautics Vidal announced a plan to make low-priced aircraft available for widespread private ownership. Vidal followed his announcement with a survey that indicated strong consumer interest in a plane priced at about $700. On December 28, the Public Works Administration (PWA) announced that $500,000 had been set aside for the development of such an airplane. U.S. aircraft manufacturers denounced the plan as unrealistic, however, and the PWA funds never materialized. The “Poor Man’s Airplane” project collapsed, but the Department of Commerce continued to promote development of affordable aircraft. (See July 19, 1934.)
19611108: An Imperial Airlines L-049 Constellation crashed after stalling while attempting an unscheduled landing at Richmond, Va. The crash, which claimed 77 lives, was the latest in a series of accidents involving supplemental (“nonsked”) carriers.