It was June 30, 1956 that became a pivotal turning point for the aviation industry. A collision of two airliners over the Grand Canyon resulted in the loss of 128 passengers and crew. At the time, it was one of the deadliest accidents to ever occur in the U.S. Many believed that the existing air transportation system was flawed and that the frequency of accidents further highlighted the system’s deficiencies. The popularity of flying had more than doubled since the end of World War II. Due to public outcry, the U.S. invested $250 million to modernize the air traffic control system while desperately looking for ways to regulate and provide oversight to all aspects of civil aviation. Aviation authorities like Edward P. Curtis and Mike Monroney recommended the establishment of an independent Federal Aviation Agency due to a report "A Crisis in the Making," that addressed the airspace management system’s inability to cope with congestion and the complex patterns of civilian and military air traffic.
The Civil Aeronautics Authority (CAA) began to implement changes to improve airspace and facilities. They opted to upgrade their fleet of flight inspection aircraft, with the purchase of several Convair 440’s. The CAA also procured computers with the possibility of using flight strips in the air traffic environment. An IBM 650 computer was leased and installed in the Indianapolis Air Traffic Control Center (ARTCC) to assess the value of such computers when creating flight progress strips, while also helping personnel to become more familiar with the equipment. Another ground-breaking initiative occurred when the CAA began to install the first ’narrow band’ radio receivers, under a program designed to double the number of civil communications channels available for use among air traffic controllers. The new receivers made it possible to space transmissions out to 100 kilocycles instead of 200 kilocycles from adjacent channels (becoming the forerunner of today’s air traffic radio communications). The CAA also put into service high speed teletypewriters for aeronautical weather networks. This new technology was capable of transmitting 100 words-per-minute as opposed to the previous 75 words-per-minute with earlier equipment models. Other changes that were adopted included the CAA using Greenwich Mean Time for all domestic air traffic control operations.
In July of 1957, President Eisenhower appointed Retired Air Force General Elwood "Pete" R. Quesada as his Special Assistant for aviation matters. The president charged him with "taking the leadership in securing the implementation of the Curtis plan of action." As improvements continued to roll out, the Civil Aeronautics Board adopted a rule requiring an approved Flight Data Recorder (FDR) aboard all air carriers and commercial airplanes weighing more than 12,500 pounds. Even the board of directors for the Air Transport Association passed a resolution favoring the creation of an independent Federal agency, with the aim of making safety rules and developing a common civil-military system of airspace control and use.
After receiving authority from the Civil Aeronautics Board, the CAA designated all the airspace in the continental United States at or above 24,000 feet (exclusive of prohibited and restricted areas) as the "continental control area," and planned twelve "super skyways" that would provide direct, controlled, high-altitude routes for transcontinental commercial flights.
The nation’s strongest piece of aviation reform occurred on May 21, 1958 as Senator A.S. "Mike" Monroney (D-OK) introduced a bill to create an independent Federal Aviation Agency to provide for the safe and efficient use of national airspace. In August, President Eisenhower signed the Federal Aviation Act, transferring the functions of the Civil Aeronautics Authority to a brand new, independent Federal Aviation Agency responsible for civil aviation safety. While the Federal Aviation Agency technically came into existence with the passage of the Act, it actually assumed its functions in stages. Under the provisions of the Act, the Federal Aviation Agency would begin operations 60 days after the appointment of the very first Federal Aviation Agency Administrator on November 1, 1958. Within just a couple of months, the Federal Aviation Agency was operational.
By January 1959, the basic organizational structure of the Federal Aviation Agency was beginning to take shape. Certain positions were being created such as an Administrator and a Deputy, accompanied by three staff offices led by Assistant Administrators. The staff offices included Management Services, Personnel and Training, and Plans and Requirements. Other positions that reported to the Administrator included General Counsel, a Civil Air Surgeon, Public Affairs, a Congressional Liaison and International Coordination. Some major programs that were being initiated included Research and Development, Flight Standards (which involved certification of pilots, aircraft and air carriers), Air Traffic Management and Airway Facilities.
In October of 1959 FAA Administrator Quesada announced, "Project Friendship." This was a project that would assume the operation of about 2,095 military control facilities at 337 global locations. Under this project, four types of military functions would be scheduled for transfer: air navigation and air traffic control services; military flight service; air traffic control training, and facilities flight inspection. The FAA and the Department of Defense (DOD) coordinated phasing-in times for absorbing these military facilities. The implementation of certain parts of the Project depended upon standing agreements among the DOD and other countries.
The last day of October, the FAA announced plans to establish a Civil Aeromedical Research Center (later to be renamed as the Civil Aerospace Medical Institute) at the Aeronautical Center in Oklahoma City. The Research Center would be responsible for carrying out all research involving aviation medicine.
Without having real, dedicated office space for the new Federal Aviation Agency (FAA), employees of this growing Agency were housed in several buildings widely scattered around the Washington D.C. area. Some of the buildings were ’temporary’ buildings from World War II. It wouldn’t be long until the Agency obtained a headquarters building, consolidating employees into one location. On November 22, 1963 the Federal Aviation Agency officially recognized a headquarters location in Washington D.C., located at 800 Independence Avenue, SW. Excitement about the new building was quickly squelched, as employees learned about the news of President Kennedy’s assassination in Dallas, Texas.
For a glimpse of what commercial flying was like in the 1950’s visit Pan Am’s Introduction to Jet Service.
In celebration of the Mike Monroney Aeronautical Center’s 75th Anniversary, we have prepared some trivia questions that will be featured monthly in each newsletter. Click here to participate for the April session. If you would like to be entered into a random drawing for an MMAC Commemorative T-shirt, please provide contact information within the online trivia session. Only one entry per person per month please. Drawings will be held in October, 2021. Drawing is open only to those employed, and physically working at the Aeronautical Center.
