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Automation Computer Install SAGE STARS Software NAFEC Research AAS Beacon RADAR Hijack Restricted Areas ADIZ Air Defense Terrorist NAS Stage A Curtis Report Design Competition Startup Shutdown

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1. GDA-6 May 20, 1926: President Calvin Coolidge signed the Air Commerce Act of 1926 into law. The act instructed the Secretary of Commerce to foster air commerce; designate and establish airways; establish, operate, and maintain aids to air navigation (but not airports); arrange for research and development to improve such aids; license pilots; issue airworthiness certificates for aircraft and major aircraft components; and investigate accidents. (See Introduction.) .

2. GDA-244 Aug 22, 1938: The Civil Aeronautics Act of 1938 became operative (see Jun 23, 1938). To implement the act, the Bureau of Air Commerce was transferred from the Department of Commerce, and the Bureau of Air Mail from the Interstate Commerce Commission to the Civil Aeronautics Authority. .

3. GDA-658 May 21, 1958: Senator A. S. Mike Monroney (D-Okla.) introduced S. 3880, a bill "to create an independent Federal Aviation Agency, to provide for the safe and efficient use of the airspace by both civil and military operations and to provide for the regulation and promotion of civil aviation in such a manner as to best foster its development and safety." By the next day 33 Senators were listed as cosponsors of the bill, and Representative Oren Harris (D-Ark.) introduced the same bill as H.R. 12616. On Jun 13, President Eisenhower, in a message to Congress, recommended early enactment of such legislation to consolidate "all the essential management functions necessary to support the common needs of our civil and military aviation." (See Aug 23, 1958.) .

4. GDA-665 Aug 23, 1958: President Eisenhower signed the Federal Aviation Act of 1958 (P.L. 85-726) into law. Treating comprehensively the Federal role in fostering and regulating civil aeronautics and air commerce, the new statute repealed the Air Commerce Act of 1926, the Civil Aeronautics Act of 1938, the Airways Modernization Act of 1957, and those portions of the various Presidential reorganization plans dealing with civil aviation. The act assigned the functions exercised under these repealed laws, which had been dispersed within the Federal structure, to two independent agencies--the Federal Aviation Agency (FAA), which was created by the act, and the Civil Aeronautics Board (CAB), which was freed of its administrative ties with the Department of Commerce. FAA came into existence with the signing of the Act, but assumed its functions in stages. Pursuant to the legislation, it also took over the responsibilities and personnel of the Airways Modernization Board, which were transferred to it by Executive Order 10786, on November l. FAA inherited as a nucleus the organization and functions of CAA on Dec 31, 1958. Later (on August 11, 1960), Executive Order 10883 terminated the Air Coordinating Committee, transferring its functions to FAA. Section 103 of the act concisely stated the Administrator's major powers and responsibilities as follows: "(a) The regulation of air commerce in such manner as to best promote its development and safety and fulfill the requirements of national defense; "(b) The promotion, encouragement, and development of civil aeronautics; "(c) The control of the use of the navigable airspace of the United States and the regulation of both civil and military operations in such airspace in the interest of the safety and efficiency of both; "(d) The consolidation of research and development with respect to air navigation facilities, as well as the installation and operation thereof; "(e) The development and operation of a common system of air traffic control and navigation for both military and civil aircraft." CAB, though retaining responsibility for economic regulation of the air carriers and for accident investigation, lost under the act most of its former authority in the safety regulation and enforcement field to FAA. The law provided, however, that any FAA order involving suspension or revocation of a certificate might be appealed to CAB for hearing, after which CAB could affirm, amend, modify, or reverse the FAA order. Provision was made for FAA participation in accident investigation, but determination of probable cause was to be the function of CAB alone. When the FAA assumed full operational status on Dec 31, 1958, it absorbed certain CAB personnel associated with the safety rulemaking function. (See Nov 1 and Dec 31, 1958.) .

5. GDA-667 Oct 1, 1958: The National Aeronautics and Space Administration (NASA) was established under the National Aeronautics and Space Act of 1958. Passage of the Space Act (signed into law by President Eisenhower on Jul 29, 1958) settled the question of whether space exploration should be under civilian or military control. The National Advisory Committee for Aeronautics (NACA), which had been in existence since 1915, was absorbed by and formed the nucleus for the new civilian space agency. .

6. GDA-915 Apr 1, 1964: Executive Order 11149 established the President's Advisory Committee on Supersonic Transport (SST) to advise President Lyndon B. Johnson on "all aspects of the supersonic transport program." The committee's original membership included Defense Secretary Robert S. McNamara (chairman), Treasury Secretary C. Douglas Dillon, Commerce Secretary Luther H. Hodges, NASA Administrator James E. Webb, FAA Administrator N. E. Halaby, CIA Director John A. McCone, and two private citizens: Eugene R. Black, former president of the World Bank, and Stanley de J. Osborne, Chairman of the Board of Olin Mathieson. The committee remained in existence until Sep 5, 1968, when it was terminated by the President. Also on Apr 1, 1964, FAA’s Deputy Administrator for SST Development Gordon Bain reported on the results of a evaluation made in Phase I of the SST design competition. A 210-person Federal team gave the highest competitive scores to the Boeing variable-sweep wing airframe design and the General Electric after-burning turbojet engine design. In transmitting these results to Administrator Halaby, Bain recommended that the two companies be selected to go into a one-year noncompetitive detailed-design phase. (See Jan 15 and May 20, 1964.) .

7. GDA-921 May 20, 1964: President Johnson gave his approval for the U.S. supersonic transport (SST) development program to proceed into Phase IIA--a six-month design competition between two airframe manufacturers (Boeing and Lockheed) and two engine manufacturers (General Electric and Pratt & Whitney). The President based his decision on the recommendations of the President's Advisory Committee on Supersonic Transport made on May 15, 1964. On Jun 1, the four competitors signed the six- month Phase IIA contracts. The contracts authorized each air frame manufacturer to spend at the rate of $1 million per month during the contract period and each engine manufacturer at a rate of $835,000 per month. All four manufacturers agreed to bear 25 percent of the contract costs. The design competition was subsequently extended for an additional six month period designated Phase IIB. (See Apr 1, 1964, and Jul 1, 1965.) Jun 1, 1964: La Guardia Airport opened to scheduled air carrier jet operations. Jet air carriers had begun operating at John F. Kennedy International Airport on Oct 4, 1958, and at Newark Airport on Sep 11, 1961. (See Apr 24, 1966.) .

8. GDA-925 Jul 7, 1964: President Johnson issued Executive Order 11161 directing FAA and the Department of Defense (DOD) to plan on the basis of the probability that in time of war FAA would become an adjunct of DOD. Under the guiding concept, FAA would remain organizationally intact and the Administrator would retain responsibility for his statutory functions, "subject to the authority, direction, and control of the Secretary of Defense to the extent deemed by the Secretary to be necessary for the discharge of his responsibilities . . . ." The Secretary of Defense was explicitly authorized to direct the Administrator to place operational elements of FAA under the direct control of military commanders. The order also required the Secretary and the Administrator to assure that during any national emergency short of war the functions of FAA would be performed in a manner satisfying essential national defense requirements. As a step in executing the order, FAA and DOD agreed on a memorandum of understanding on Apr 13, 1966. The understanding covered the relationship between the two agencies in the event that FAA became an adjunct of DOD, and provided for planning for this eventuality and for lesser emergencies. .

9. GDA-2227 Apr 30, 1992: President Bush signed an order directing Federal agencies to modify their procedures in order to facilitate the privatization of airports and other public assets built with Federal assistance. .

10. GDA-2432 January 14, 1997: In a conference sponsored by the White House Commission on Aviation Safety and Security and held in Washington, DC, at George Washington University, airline executives called upon the Clinton Administration to privatize key functions of FAA and to install a nonprofit, airline-organized cooperative that would manage security issues. Participants recommended funding these changes with user fees instead of the, then-current, ticket tax. (See July 17, 1996; February 12, 1997.) .

11. GDA-2463 April 22, 1997: FAA published a proposal to accept applications, beginning December 1, for participation in an airport privatization pilot program established by the Federal Aviation Reauthorization Act of 1996 (Public Law 104-264). .

12. GDA-2479 May 28, 1997: The National Civil Aviation Review Commission, lead by Norman Mineta, held the first of two public hearings regarding the financing of certain FAA services. Seventeen organizations testified. September 25, the commission made its "Preliminary Finance Report” available to the public. October 28, a second, and final, public hearing was held. December 11, Mineta issued the commission's final report, "Avoiding Aviation Gridlock and Reducing the Accident Rate: A Consensus for Change," which noted that airline passengers were doomed to massive airport congestion and more dangerous skies unless FAA received a radical overhaul. The 21-member panel called on lawmakers and the White House to improve FAA management and finances. It urged a partial privatization of the agency and steps to shield aviation regulation from partisan budget battles. The proposed reforms would let the FAA beef up funding for the air traffic control system and airports to accommodate a rise in air traffic. (See September 30, 1996.) .

13. GDA-3677 February 22, 2013: Secretary of Transportation Ray LaHood issued a statement which said that as a result of mandatory sequestration, the majority of the FAA’s nearly 47,000 employees would be furloughed for approximately one day per pay period until the end of the fiscal year. (See July 23, 2011; March 22, 2013.) .

14. GDA-3680 March 22, 2013: FAA announced that 149 federal contract towers would close beginning on April 7 as part of the agency’s sequestration implementation plan. The agency made the decision to keep 24 federal contract towers open that it had previously proposed for closure because of national interest considerations. An additional 16 federal contract towers under the “cost share” program would remain open because Congressional statute set aside funds every fiscal year for those towers. FAA planned to begin a four-week phased closure of the 149 federal contract towers beginning on April 7. (See February 22, 2013; April 5, 2013.) .

15. GDA-3683 April 5, 2013: FAA announced it would delay the closure of all 149 federal contract air traffic control towers until June 15. The previous month, FAA had announced it would eliminate funding for these towers as part of the agency’s required $637 million budget cuts under sequestration. This additional time would allow the agency to attempt to resolve multiple legal challenges to the closure decisions. As part of the tower closure implementation process, the agency continued to consult with airports and operators and reviewed appropriate risk mitigations. (See March 22, 2013; April 23, 2013.) .

16. GDA-3687 April 23, 2013: As a result of employee furloughs due to sequestration, which began on April 21, FAA began implementing traffic management initiatives at airports and facilities around the country. FAA announced that travelers could expect to see a wide range of delays that would change throughout the day depending on staffing and weather- related issues. For example, the FAA experienced staffing challenges at the New York and Los Angeles En Route Centers and at the Dallas-Ft. Worth and Las Vegas TRACONs. Controllers spaced planes farther apart so they could manage traffic with smaller staffs. This led to delays at airports including Dallas, Las Vegas and Los Angeles. The FAA also expected delays at Newark and LaGuardia because of weather and winds. On April 21, FAA attributed more than 1,200 delays in the system to staffing reductions resulting from the furlough. 1,400 additional delays resulted from weather and other factors. (See April 5, 2013 April 24, 2013.) .

17. GDA-3688 April 24, 2013: FAA announced that due to employee furloughs as a result of sequestration, on April 23 the furlough caused more than 1,025 delays in the system. Weather and other delays caused more than 975 additional delays. The following day, FAA announced that on April 25, furlough-related staffing reductions at the New York, Washington, Cleveland, Jacksonville, and Los Angeles En Route Centers, the Potomac, Dallas and Southern California TRACONs and Detroit Tower contributed to more than 863 delays, and weather and other factors caused more than 1,269 additional delays. (See April 23, 2013; April 27, 2013.) .

18. GDA-3695 May 9, 2013: FAA announced it no longer planned to close 72 medium-sized air traffic control facilities overnight because of sequestration. The following day, on May 10, Transportation Secretary Ray LaHood announced that the recently enacted Reducing Flight Delays Act of 2013 would allow the FAA to transfer sufficient funds to end employee furloughs and keep the 149 low activity contract towers originally slated for closure in June open for the remainder of fiscal year 2013. The FAA also planned to put $10 million towards reducing cuts and delays in core NextGen programs and allocated approximately $11 million to partially restore infrastructure support in the national airspace system. (See September 28, 2012; April 27, 2013; May 20, 2013; August 14, 2013.) .

19. GDA-3702 May 29, 2013: The Office of Management and Budget told federal agencies to prepare their fiscal 2015 budget requests with three levels of spending in mind, including 5% and 10% cuts from the projection laid down in April with the 2014 request. The budget- crafting guidance represented the first formal recognition of the long-term effects of the 2011 Budget Control Act, whose first round of widespread, automatic sequestration rescissions took effect in March 2013. .

20. GDA-3964 June 15, 2015: Chairman of the House transportation and Infrastructure Committee, Bill Shuster (R-PA), announced he was drafting legislation to create a federally chartered, but independent, not-for-profit corporation to operate and modernize the U.S. air traffic control system. Some airlines, industry officials, and lawmakers expressed support for privatization proposals, and Secretary of Transportation Anthony Foxx responded to Shuster’s announcement, saying, “This country deserves a serious conversation about the future of our transportation system.” .

21. GDA-4043 February 3, 2016: Republican leaders in the House Transportation and Infrastructure Committee introduced a $69 billion funding bill, the Aviation Innovation, Reform, and Reauthorization Act, that would move air traffic control operations from the FAA to a not-for-profit corporation. Bill Shuster (R-PA) sponsored the bill. The National Air Traffic Controllers Association and Airlines for America, a trade group for most major airlines, backed the legislation. The committee held hearings on the bill on February 11, and approved the bill the following day. The bill did not go to the full House for a vote. (See June 15, 2015.) .

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Save Metrics with analysis run all-history.txt 05/27/017 09:52:12 Appended Metrics File

Total Lines: 4123 Blank Lines: 3 Non Blank Lines: 4120 Imperatives: 71 Shalls: 8 Wills: 69 IsReq:

Message: These metrics are what allow you to compare different documents and different analysis runs. Consider moving the numbers into a spreadsheet for visualization. Counts of Shalls, Wills, IsReq, and Imperatives are hardcoded into the tool. You have the ability to enter a Norm value, which can be surfaced after multiple analysis sessions.

Item	Risk	Count	Children	% lines	% imperative	% shall	% will	% isreq	% Norm
AAS s4s
ADIZ s4s
Air Defense s4s
Automation s4s
Beacon RADAR s4s
Computer s4s
Curtis Report s4s
Design Competition s4s
Hijack s4s
Install s4s
NAFEC s4s
NAS Stage A s4s
Research s4s
Restricted Areas s4s
SAGE s4s
STARS s4s
Shutdown s4s		12		0.29	16.9		17.39
Software s4s
Startup s4s		9		0.21	12.67		13.04
Terrorist s4s
z Mined Objects		21		0.5	29.57		30.43

Rules Total 21
Rules Triggered 3
Rules Not Triggered 18
Percent of Rules Triggered 14%

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. . . 1. AAS No Comment Text in this rule.
. . . . . . Rule Summary Name: AAS Color: BROWN Access Object: \bAAS\b Count Accessed Patterns: CHECKED

. . . 2. ADIZ No Comment Text in this rule.
. . . . . . Rule Summary Name: ADIZ Color: BLUE Access Object: ADIZ Count Accessed Patterns: CHECKED

. . . 3. Air Defense No Comment Text in this rule.
. . . . . . Rule Summary Name: Air Defense Color: PURPLE Access Object: Air Defense Count Accessed Patterns: CHECKED

. . . 4. Automation No Comment Text in this rule.
. . . . . . Rule Summary Name: Automation Color: RED Access Object: automation Count Accessed Patterns: CHECKED

. . . 5. Beacon RADAR No Comment Text in this rule.
. . . . . . Rule Summary Name: Beacon RADAR Color: ORANGE Access Object: ATCRBS|Mode-s|DABS Count Accessed Patterns: CHECKED

. . . 6. Computer No Comment Text in this rule.
. . . . . . Rule Summary Name: Computer Color: GREEN Access Object: computer Count Accessed Patterns: CHECKED

. . . 7. Curtis Report No Comment Text in this rule.
. . . . . . Rule Summary Name: Curtis Report Color: FUCSHIA Access Object: Curtis report|Curtis Count Accessed Patterns: CHECKED

. . . 8. Design Competition No Comment Text in this rule.
. . . . . . Rule Summary Name: Design Competition Color: OLIVE Access Object: Design Competition Count Accessed Patterns: CHECKED

. . . 9. Hijack No Comment Text in this rule.
. . . . . . Rule Summary Name: Hijack Color: RED Access Object: Hijack\w+ Count Accessed Patterns: CHECKED

. . . 10. Install No Comment Text in this rule.
. . . . . . Rule Summary Name: Install Color: BLUE Access Object: install\w+ Count Accessed Patterns: CHECKED

. . . 11. NAFEC No Comment Text in this rule.
. . . . . . Rule Summary Name: NAFEC Color: FUCSHIA Access Object: NAFEC|FAATC|FAA Technical Center Count Accessed Patterns: CHECKED

. . . 12. NAS Stage A No Comment Text in this rule.
. . . . . . Rule Summary Name: NAS Stage A Color: BROWN Case Sensitive : CHECKED Access Object: Stage.A Count Accessed Patterns: CHECKED

. . . 13. Research No Comment Text in this rule.
. . . . . . Rule Summary Name: Research Color: OLIVE Access Object: research Count Accessed Patterns: CHECKED

. . . 14. Restricted Areas No Comment Text in this rule.
. . . . . . Rule Summary Name: Restricted Areas Color: GREEN Access Object: Restricted Area\w+|Restricted air\w+ Count Accessed Patterns: CHECKED

. . . 15. SAGE No Comment Text in this rule.
. . . . . . Rule Summary Name: SAGE Color: PURPLE Case Sensitive : CHECKED Access Object: SAGE Count Accessed Patterns: CHECKED

. . . 16. STARS No Comment Text in this rule.
. . . . . . Rule Summary Name: STARS Color: NAVY Case Sensitive : CHECKED Access Object: STARS Count Accessed Patterns: CHECKED

. . . 17. Shutdown No Comment Text in this rule.
. . . . . . Rule Summary Name: Shutdown Color: ORANGE Access Object: Seques\w+|privatiz\w+ Count Accessed Patterns: CHECKED

. . . 18. Software No Comment Text in this rule.
. . . . . . Rule Summary Name: Software Color: MAROON Case Sensitive : CHECKED Access Object: software Count Accessed Patterns: CHECKED

. . . 19. Startup No Comment Text in this rule.
. . . . . . Rule Summary Name: Startup Color: BROWN Access Object: May 20, 1926:|Aug 22, 1938:|May 21, 1958:|Aug 23, 1958:|Oct 1, 1958:|Apr 1, 1964:|May 20, 1964:|Jul 7, 1964:|Feb\w+ 3, 2016: Count Accessed Patterns: CHECKED

. . . 20. Terrorist No Comment Text in this rule.
. . . . . . Rule Summary Name: Terrorist Color: NAVY Access Object: terrorist\w+|world trade center Count Accessed Patterns: CHECKED