PHAK 1-6

Figure 1-10. First Administrator of the FAA was General Elwood Richard “Pete” Quesada, 1959–1961. Airport Program. This program was designed to promote the establishment of civil airports throughout the country. The Federal Aviation Act of 1958 By mid-century, air traffic had increased and jet aircraft had been introduced into the civil aviation arena. A series of mid-air collisions underlined the need for more regulation of the aviation industry. Aircraft were not only increasing in numbers, but were now streaking across the skies at much higher speeds. The Federal Aviation Act of 1958 established a new independent body that assumed the roles of the CAA and transferred the rule making authority of the CAB to the newly created Federal Aviation Agency (FAA). In addition, the FAA was given complete control of the common civil- military system of air navigation and ATC. The man who was given the honor of being the first Administrator of the FAA was former Air Force General Elwood Richard “Pete” Quesada. He served as the administrator from 1959–1961. [Figure 1-10] Department of Transportation (DOT) On October 15, 1966, Congress established the Department of Transportation (DOT), which was given oversight of the transportation industry within the United States. The result was a combination of both air and surface transportation. Its mission was and is to serve the United States by ensuring a fast, safe, efficient, accessible, and convenient transportation system meeting vital national interests and enhancing the quality of life of the American people, then, now, and into the future. The DOT began operation on April 1, 1967. At this same time, the Federal Aviation Agency was renamed to the Federal Aviation Administration (FAA). The role of the CAB was assumed by the newly created National Transportation Safety Board (NTSB), which was charged with the investigation of all transportation accidents within the United States. As aviation continued to grow, the FAA took on additional duties and responsibilities. With the highjacking epidemic of the 1960s, the FAA was responsible for increasing the security duties of aviation both on the ground and in the air. After September 11, 2001, the duties were transferred to a newly created body called the Department of Homeland Security (DHS). With numerous aircraft flying in and out of larger cities, the FAA began to concentrate on the environmental aspect of aviation by establishing and regulating the noise standards of aircraft. Additionally, in the 1960s and 1970s, the FAA began to regulate high altitude (over 500 feet) kite and balloon flying. In 1970, more duties were assumed by the FAA in the addition of a new federal airport aid program and increased responsibility for airport safety. ATC Automation By the mid-1970s, the FAA had achieved a semi-automated ATC system based on a marriage of radar and computer technology. By automating certain routine tasks, the system allowed controllers to concentrate more efficiently on the vital task of providing aircraft separation. Data appearing directly on the controllers’ scopes provided the identity, altitude, and groundspeed of aircraft carrying radar beacons. Despite its effectiveness, this system required enhancement to keep pace with the increased air traffic of the late 1970s. The increase was due in part to the competitive environment created by the Airline Deregulation Act of 1978. This law phased out CAB’s economic regulation of the airlines, and CAB ceased to exist at the end of 1984. To meet the challenge of traffic growth, the FAA unveiled the National Airspace System (NAS) Plan in January 1982. The new plan called for more advanced systems for en route and terminal ATC, modernized flight service stations, and improvements in ground-to-air surveillance and communication. The Professional Air Traffic Controllers Organization (PATCO) Strike While preparing the NAS Plan, the FAA faced a strike by key members of its workforce. An earlier period of discord between management and the Professional Air