Answer at least one of the following discussion questions in the respective topi

Question

Answer at least one of the following discussion questions in the respective topic thread of the Module 4 - Airlines Discussion Board forum. •Topic 1 - After World War II After World War II the airlines embarked upon the jet age. What technological developments and change made this possible? •Topic 2 - DOT and the FAA Discuss the reasons for creating the Department of Transportation and the role of the Federal Aviation Administration. •Topic 3 - Federal Airport Act of 1946 Describe the way in which federal government funding was provided under the Federal Airport Act of 1946. •Topic 4 - Airport and Airway Development Act of 1970 Discuss the reasons for passage of the Airport and Airway Development Act of 1970 and explain how revenue was generated under the Airport and Airway Trust Fund.

Explanation / Answer

1 - After World War II after World War II the airlines embarked upon the jet age. What technological developments and change made this possible?

The airlines were well prepared to play their part in the war effort. Plans for their wartime mobilization had been drafted in 1937 by Edgar Goral of the industry's Air Transport Association.

When the United States entered World War II four years later, the plan was smoothly put into action, and the airlines immediately began working closely with the military. The Air Transport Command (ATC) was formed in 1942 to coordinate the transport of aircraft, cargo, and personnel throughout the country and around the world.

Casual air travel virtually ceased in the United States. A tight priority list ensured that only those serving the war effort flew. As a result, aircraft flew more than 80 percent full, 20 percent higher than before the war. The military requisitioned 200 of the nation's 360 airliners, along with airline personnel. TWA transferred its entire fleet of five Boeing 307s, along with their flight crews, to the Air Transport Command. The airline opened regular transatlantic service in 1942. Pilots and crewmen wearing the distinctive Air Transport Command  logo on their jackets walk past a Lockheed Lodestar on the way to their aircraft in 1942.

The Air Transport Command contracted with airlines to fly wherever they were needed. Pan American's vast overseas experience became an especially valuable asset. But to Pan Aim’s eventual dismay, other airlines also received overseas routes. Northwest flew to Alaska and the Pacific, United to Hawaii and the Pacific, Eastern and Banff to Latin America, TWA across the Atlantic, and American to Africa, India, and China.

At the Chicago Conference in 1944, the Allies drew up plans for postwar civil aviation. They established the "Five Freedoms of the Air," permitting reciprocal flyover and landing rights to international airlines, and created the International Civil Aviation Organization as part of the United Nations to regulate safety and set standards for international air travel.

L. Welch Pogue, chairman of the Civil Aeronautics Board, played an instrumental role in drafting these agreements. He also helped shape the Bermuda Agreement of 1946, which detailed routes, rates, and air rights between the United States and Great Britain. After retiring from his law practice, Pogue served as a docent at the Museum until his death in 2003 at the age of 103.

Franklin Roosevelt was the first president to fly while in office. He flew to the 1943 Casablanca Conference in Morocco to plan the Allies' European strategy in World War II. The threat from submarines made air travel the preferred mode of transportation.

Great technological leaps occurred in aircraft, engines, and systems after the war, the United States was in the position to take leadership roles in aviation.

A New Beginning Real growth of the airlines during the war was slowed. After the war however, the growth of the airline industry continued before the war, the industry had about 6200 seats available By 1946, the airlines had tripled their seating capacity to 19,000 available seats.

A New Beginning the cost of airline travel had fallen enough for the fares to be competitive with first class railroad fares the airlines were catering to the first class passenger at this time In December of 1945 TWA launched transatlantic service with a VIP flight to Paris.

A New Beginning the Constellation and later the Super Constellation was pressurized with a cruise speed of 280 miles per hour.

A New Beginning Airline management soon came to realize that a vast untapped market existed The entire American middle class was a source of passengers ready to be tapped.

A New Beginning the non-skews flew when the passenger count was high enough to justify the flight. The would fly coast to coast at prices that were 30% less than the scheduled airlines, and the public loved it.

A New Beginning Domestically the airlines began to fight back against the nonsked competitors Capitol airlines became the first scheduled airline to offer "coach-class" service on their NY to Chicago route Their fares were 2/3 the standard.

A New Beginning By 1955 the airlines had passed the railroads in the number of passengers carried.

A New Beginning Initially the airlines either had their aircraft configured to fly either all first class, or all coach The smaller international carriers complained saying they couldn't compete because they didn't have enough aircraft to fly two different types of service.

A New Beginning IATA, the International Air Transport Association finally authorized these small carriers to fly mixed class aircraft The modern form of aircraft configuration was thus born TWA was the first to begin domestic operations with both fare classes on the same airplane .

End of an Era The post-war period of the late 1940s and early 1950s was to be the end of the era of the big propeller passenger transports. The DC-4 had seen the airlines through the war, and afterwards stretched versions were placed into production.

End of an Era Boeing had introduced the B-377 Stratocruiser in 1948 In was a double-deck aircraft which transported in passengers in luxury However, it had a terrible safety record.

End of an Era the DC-6 was launched in coast to coast service in April 1947 by United Airlines The DC-7 proved to be the first true transatlantic airplane, flying in either direction with a full load.

End of an Era with the DC-7, Pan American regained its leadership position over TWA, which was flying the expensive to operate Constellations The DC-7 made its first non-stop transatlantic crossing in 1957 However, the limits of the piston engine had been reached. It was time for the jet age.

Types of Jet Engines

Jets Early research was begun in both Germany and England in England, and RAF officer, Frank Whittle conceived the idea that a gas turbine could be used to produce a source of thrust for propulsion.

Jets In 1930 Whittle was granted a patent for his design, which was complete with compressor, combustion chamber, and turbine.

Jets it wasn't until 1935 that he received some private funding to continue his research. In 1939, at the advent of WWII in conjunction with the Gloater Aircraft Co., he was given a contract to produce England's first fighter jet airplane, the Meteor.

Jets In Germany, Hans von Ohlin was also developing jet power for the Henkel company His engine, the Jumbo 004 was incorporated into the Me262, the first operational jet fighter aircraft. The Me262 saw use towards the end of WWII.

Jets In October of 1942, Hap Arnold of the Army Air Corps learned of Whittler’s work and had an engine sent to the United States for evaluation General Electric was given the task of producing a Whittle type engine. Bell Aircraft was appointed to build the plane, the XP-59 Air comet.

The Federal Aviation Act Positive control would also be mandated for 3 designated transcontinental routes at altitudes between 17,000 and 22,000 ft. It was no longer legal to fly VFR in that airspace All these events brought about the Federal Aviation Act of 1958.

The Federal Aviation Act This legislation was authored by Senator Mike Monroney of Oklahoma. The Act did the following:

Incorporated virtually all provisions of the Civil Aeronautics Act of 1938 that related to economic regulation

Topic 3 - Federal Airport Act of 1946 Describe the way in which federal government funding was provided under the Federal Airport Act of 1946.

The Federal Airport Act —helped local governments build the necessary infrastructure to accommodate the growth and demand of the aviation industry. In 1946 Congress gave the Civil Aeronautics Administration the added task of managing an aid program to facilitate the improvement and construction of airports. Congress authorized an appropriation to be used in a program of federal aid to public agencies for the development of nationwide system of public airports adequate to meet the needs of civil aeronautics. The warhead resulted in great technological advances in the capability of aircraft and in the acceptance of aircraft as a mode of travel. What was lacking was the network of airports and airfields that could accommodate the growing industry to help local governments build the necessary infrastructure to accommodate the growth and demand of the industry, then President Harry Truman signed the Federal Airport Act in 1946. That Act provided for the Federal Aid to Airports Program. Based on a public roads program, which had operated satisfactorily for many years one 50/50 cost-sharing basis, the same formula was applied to the airport program. For an airport or governmental unit to be eligible for financial aid from the program, it was necessary that the airport be identified in the newly established National Airport Plan.

The 1946 Act was the first legislation to deal specifically with civil airport development, and part of its justification was that a strong system of municipal airports would be of vital importance in a war or other airspace in the interest of the safety and efficiency of both.

Federal Government agencies responsible for regulating air transportation and administering aviation programs.

The Federal Airport Act of 1946 brought about a federal responsibility and participation in the further construction of airports through the newly established Federal Aid Airport Program. The Federal Aid Airport Program provided annual funding of 75 million dollars for airport construction and improvements.

In 1944, CAA submitted a National Airport Plan that helped spark Congressional interest in meeting postwar airport needs. After debating the issue, Congress passed the Federal Airport Act, signed on May 13, 1946, by President Harry S Truman.

The Act provided for $500 million in grants for airport projects paid over seven years. The maximum federal grant for an eligible project would provide half of the project's costs.

Local airport sponsors would issue bonds to finance the rest of the cost. All projects had to meet CAA standards for location, layout, grading, drainage, paving, and lighting. Further, all tax money collected by local governments for aviation facilities or fuel had to go for airport operations and maintenance.  

In 1950, the Federal Airport Act was extended to 1958. Only runways and taxiways were eligible for federal money. Local sponsors were responsible for terminal buildings and equipment. On August 3, 1955, President Dwight Eisenhower signed Public Law 84-211, which included a new four-year program that committed $63 million of federal money each year. At the end of this period, another bill continued the money for two more years. Additional amounts were appropriated annually until 1970 when the Federal Airport Act was repealed, and the Airport and Airway Development Act of 1970, signed by President Richard Nixon on May 21, 1970, became law.

Title I of the Act provided for, among other things, $250 million annually for the “acquisition, establishment, and improvement of air navigational facilities” and security equipment for the next ten years. Title II created what was popularly called the “aviation trust fund,” financed by an eight percent tax on domestic passenger fares, a three-dollar surcharge on passenger tickets originating in the United States, a tax of seven cents per gallon on gasoline and jet fuel, a five percent tax on airfreight waybills, and an annual registration fee and charge per pound for aircraft.

Federal Airport Act of 1946 and drew its funding from the general fund of the Treasury. In 1970, a more comprehensive program was established with the passage of the Airport and Airway Development Act which provided grants for airport planning and development projects. These two programs, the Planning Grant Program (PGP) and the Airport Development Aid Program (ADAP), were funded from a newly established Airport and Airway Trust Fund. By the time the two programs expired in September of 1981, approximately $4.5 billion were approved for airport planning and development projects.

Federal Airport Act of 1946, which provided $500 million in grants for airport projects. Many of today’s airports were built in this era with monies appropriated by this Act.

The Federal Airport Act of 1946 brought about a federal responsibility and participation in the further construction of airports through the newly established Federal Aid Airport Program. The Federal Aid Airport Program provided annual funding of 75 million dollars for airport construction and improvements.

In 1944, CAA submitted a National Airport Plan that helped spark Congressional interest in meeting postwar airport needs. After debating the issue, Congress passed the Federal Airport Act, signed on May 13, 1946, by President Harry S Truman.

The Act provided for $500 million in grants for airport projects paid over seven years. The maximum federal grant for an eligible project would provide half of the project's costs.

Local airport sponsors would issue bonds to finance the rest of the cost. All projects had to meet CAA standards for location, layout, grading, drainage, paving, and lighting. Further, all tax money collected by local governments for aviation facilities or fuel had to go for airport operations and maintenance.  

In 1950, the Federal Airport Act was extended to 1958. Only runways and taxiways were eligible for federal money. Local sponsors were responsible for terminal buildings and equipment. On August 3, 1955, President Dwight Eisenhower signed Public Law 84-211, which included a new four-year program that committed $63 million of federal money each year. At the end of this period, another bill continued the money for two more years. Additional amounts were appropriated annually until 1970 when the Federal Airport Act was repealed, and the Airport and Airway Development Act of 1970, signed by President Richard Nixon on May 21, 1970, became law.

Title I of the Act provided for, among other things, $250 million annually for the “acquisition, establishment, and improvement of air navigational facilities” and security equipment for the next ten years. Title II created what was popularly called the “aviation trust fund,” financed by an eight percent tax on domestic passenger fares, a three-dollar surcharge on passenger tickets originating in the United States, a tax of seven cents per gallon on gasoline and jet fuel, a five percent tax on airfreight waybills, and an annual registration fee and charge per pound for aircraft.

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