Category: Publications

View the timeline of this first 1929 date-stamped letter  delivered via airmail from Newark-Chicago-Newark

The following text is from the Department of Commerce Lighthouse Service Bulletin, Vol. III, No. 37, Washington. Dated January 3, 1927

AIRWAYS DIVISION

The Air Commerce Act of 1926, provides for the encouragement and use of aircraft in commerce, under the Secretary of Commerce. The work has been placed under the immediate supervision of the Assistant Secretary of Commerce for Aeronautics, William P. MacCracken, Jr., and four divisions have been established: Registration, Research, Airways, and Information.

In accord with the intent of Congress, that existing facilities of the department should be used so far as practicable in carrying out the provisions of the Air Commerce Act, the Airways Division has been set up as a part of the Lighthouse Service, and F.C. Hingsburg, on October 1, 1926, was appointed Chief Engineer, Airways Division. Mr. Hingsburg was previously Superintendent of Lighthouses on general duty, and has been connected with the Lighthouse Service since 1911.

Under the general supervision of the Assistant Secretary of Commerce for Aeronautics, the Airways Division will examine the airways, select emergency landing fields and beacon sites, erect structures, install the navigational aids, and thereafter maintain them. These activities are being carried out through some expansion of the Lighthouse Service, with additions as needed to its personnel, and under its district organization.

The airways to be established during the fiscal year 1927, are primarily those required by the air transport companies engaged in carrying mail under contract with the Post Office Department. These and other companies are developing express and passenger traffic. The principal advantage of air transportation is the saving of time. In order to make the saving of time most effective, night flying is essential, and the air navigation facilities being established on airways primarily provide the necessary lighting for night flying for carrying out the mail schedules established by the Post Office Department.

There are 9,475 miles of airways now in operation or proposed for the near future, of which 2,041 miles of the transcontinental airways are already lighted. Over 1,100 miles of additional lighted airways will be established during the calendar year 1928. Along the airways between airports, revolving searchlight beacons are established approximately 10 miles apart, and emergency landing fields are 40 to 50 acres in extent, having suitable runways of not less than 1,500 feet in length for the landing of aircraft. The fields are lighted by boundary lights spaced approximately 300 feet apart, showing the outline of the field from the air. A cable is carried around the field, furnishing electric current to the 15-watt lamps in the boundary standards. Red lights are mounted on all obstructions and green lights are used to show the best approach to the field. An internally lighted wind cone mounted on the airway beacon structure shows the direction and velocity of the wind. The airway beacon consists of a 24-inch revolving searchlight with 1,000-watt lamp, showing candlepower of approximately 2,000,000, with a flash every 10 seconds. The searchlight beacons are mounted on 50-foot skeleton windmill type towers and are automatic in operation by the use of a sun relay, where commercial power is available. Otherwise, farm lighting sets are used for generating electric current. The day mark consists of a concrete arrow 53 feet long pointing the direction along the airway. Each airway route carries a number, which is painted, conspicuously on one side of the gable roof of powerhouse buildings. Each beacon is numbered consecutively, and the designated number is likewise painted to show from the air for the identification of the structure. Part-time caretakers are employed locally to operate the engine generating sets and for the maintenance of emergency fields.

CAA/FAA Flight Service Stations Teletype typeboxes
 Submitted by E.V. Norat II

TRUE-TYPE FONTS RELATIVE TO FLIGHT SERVICE STATIONS CIRCA 1945-1985

Teletype 1945-1985

Note of the author
Copyright (c) 2013 by E. V. Norat II. All rights reserved. Permission to use this font is only granted for non-commercial; non-profit; private and/or personal purposes. Commercial use of this font is prohibited.

This typewriter-based, serif, mono-spaced font is similar, but not exactly, to the actual Teletype typeboxes. These were used initially by the Civil Aviation Agency (CAA) right after World War II (later reorganized as the Federal Aviation Administration (FAA)) in the various electro-mechanical Teletype (TTY / TWX) machines. These teletypes machines were used by Air Traffic Controllers at over 360+ Flight Service Stations facilities, the U.S. Weather Bureau/Stations, International weather stations, military and many other facilities throughout the world primarily for weather reporting/dissemination purposes and for occasional communication purposes.

The main unique difference from the standard teletype typeboxes and the many numerous variations thereof, is that the CAA/FAA type boxes included specific type of weather symbols. These weather figure symbols were the eight (8) wind direction arrows and the four (4) cloud cover symbols. In addition, several letters were slightly “bowed” outward at the sides from standard teletype typeface(s). No lower case letters were used; instead the typeboxes were shifted between LTRS (Letters) and FIGS (Figures).The CAA/FAA teletype machines, such as the Model ASR-28, used a subsequent variation of the original 5 level Baudot coded paper tape system, a nylon-cloth ribbon, ran about a 110 baud rate, or about 60 words per minute and the typeboxes only had 64 characters available (including CR, LR, SP, BEL, NUL, etc.).

Around 1985, due to the computer automation upgrades using the new standard ASCII coding, all weather symbols were removed and replaced with text-based descriptors. In addition, the consolidation of 360+ Flight Service Stations to the new 64 Automated Flight Service Stations (AFSS) in the mid to late 1980’s, made the slow teletype system(s) obsolete and was removed. About 2005, all the FAA Flight Service Station facilities/personnel were sold (?) by the U.S. Government to the Lockheed-Martin Corporation and have consolidated the stations to less than a handful nationwide. With advent of personal computers, cellular telephone texting and other methods, the aviation professional now obtains information directly from various sources in a timely manner, whereby making the Flight Service Station redundant for pre-flight purposes.

This font, TELETYPE 1945-1985, was made to appear as actual characters exactly as it was printed on teletype machines. It accurately recreates a typeface as though it was printed through a nylon cloth inked ribbon and slightly askew. (Text revised 07/22/2013)

First seen on DaFont: December 11, 2008

This font is available for downloading at the following address:
http://www.dafont.com/search.php?psize=m&q=teletype

Baudot 5 by Richie Whyte
The 5 level paper tape code (chad and chadless) as used in electro-mechanical Teletype machines (i.e. ASR-28)

Note of the author:
Named after the inventor Émile Baudot, this is a 5 bit character set predating EBCDIC and ASCII, presented here in simulated punched paper tape form as used in TTY.

Submitted by E.V. Norat II.

By John Schamel

Introduction
Our nation’s current system of air transportation – airlines, airports, and air traffic services – can trace its roots back to the original concept for exploring and promoting aviation in the United States. The history of two government organizations – The National Weather Service (NWS) and the Federal Aviation Administration (FAA) – is tied to the excitement and adventure of flying.

Birth of Aviation
The Wright Brothers made the first powered flight in a pilot controlled aircraft on December 17, 1903. The flight was the first to experience weather delays – the original date for the flight was December 14.

Early Applications
Most flying done between 1903 and 1914 was for sport. Only the wealthy could afford such expensive toys as airplanes, although many sacrificed their time and savings to participate in the great air races of the time. Many were lured by the large prizes offered. Although greatly debated by the press and other ‘experts’, many believed that aviation would not have any commercial application. Airplanes of the day were too slow, too small, and still unreliable. There was another group, though, that had a novel idea. Since Heaven was above the clouds, they firmly believed that airplanes would one day allow us to visit Heaven. They saw a wondrous future for aviation, as the link between the Heaven and Earth.

Various nation’s looked at the early airplane as a possible new weapon for their arsenals. Limited use of the airplane in the Balkans and in Mexico showed that it could assist armies with scouting and observation duties.

World War I was the first proving ground of aviation. From a few unarmed airplanes limited to scouting and observation duties in 1914, the military use of air power resulted in the development and mass production of fighters, bombers, observation, and training aircraft by 1918.

World War I showed that the airplane was a usable tool for military application. But was there a viable commercial application?

The Air Mail Experiment
The US Army was constantly trying to find more uses for the airplane. A proposal to carry mail was made in early 1918. On May 15, 1918, the first air mail flight was made from New York to Washington, DC by an Army pilot in an Army aircraft. The first trip wasn’t spectacular. In fact, the pilot got lost and landed at the wrong airfield!

Subsequent flights had an 80% success rate, but the routes were too short – there was no significant savings over trains. Additional routes were established towards Cleveland and Chicago.

In August,1918, the US Post Office Department took over the air mail system. Army pilots became postal employees, bringing their airplanes with them.

By 1919, air mail routes continued to grow to the west. Flights between New York and Cleveland cut 16 hours off the time it took mail to travel by train. Plans were made to extend the air mail route all the way to the West Coast.

The Transcontinental Air Mail Route
Officially opened on August 20, 1920, the Transcontinental Air Mail Route was the first airway to extend from coast to coast. It stretched from New York to San Francisco. Along its 2,612 mile length were 17 Air Mail Radio Stations (AMRS). These were the first air traffic service facilities ever constructed.

Air Mail flights were daytime only flights. Aircraft would be loaded with mail and would fly until darkness or weather required them to land. The mail was then loaded on a train and continued to travel at night. At dawn the next day aircraft on the route would receive new mail bags and continue their journey. There was no ‘air mail’ per se – local postmasters picked bags at random to send to the airfield.

The Transcontinental Air Mail Route and the other shorter routes along the East Coast became the proving ground for US Aviation. Tested on these routes were:

• Aircraft and aircraft instruments
• ground based navigational facilities and navigational charts
• Airway structuring
• Air to ground radio

These early pioneers blazed the trail for others to follow. The demand for better planes, better radios, ground based radio navigation, and better weather information during the 1920s set the stage for the beginnings of passenger airline service in the 1930s.

Did You Know …?
The Civil Aeronautics Administration (CAA) used civilian controllers to develop and operate the South Atlantic Bridge in Word War II. This bridge was the air link from the U.S. to the fighting forces in North Africa and the Mediterranean.

Many air traffic facilities were staffed entirely by women during WWII.

The first federal teletype system was implemented in the early 1930s to pass weather and flight information between air traffic facilities.

The first aviation weather forecast (specifically for pilots) was written by the US Weather Bureau in 1914.

Some Interesting Dates in Aviation History

1919 – President Wilson proposes that the Commerce Department license pilots, inspect and register aircraft, and supervise the use of airfields. Congress took no action on his proposal.

1923 – Light beacons are added to the Transcontinental Air Mail Route between Chicago and Cheyenne, allowing night flights.

1924 – regular scheduled flights are started along the Transcontinental Route.

1925 – The Kelly Air Mail Act puts the Post Office out of the flying business. Specific segments of the air mail routes are put out for bid. The early airlines are formed as contract mail carriers.

1926 – The Air Commerce Act is passed by Congress and signed into law by President Coolidge. Then Secretary of Commerce Herbert Hoover creates the Aeronautics Branch to handle these new responsibilities. Its first budget – $550,000!

The Weather Bureau was a part of this Act, and was tasked with providing better weather services along the airways and at airports.

May 1927 – Lucky Lindy’s solo flight to Paris, France.

June 1927 – The Transcontinental Air Mail Route is turned over from the Post Office to the Commerce Department. By this time, it had 92 airfields, 518 light beacons, and the original 17 Air Mail Radio Stations. The route was staffed by 45 radio operators, 14 maintenance mechanics, and 84 caretakers.

Also in June, the Commerce Department offers the first aeronautical charts for sale.

July 1927 – the first ground-to-air radio conversation, conducted at a range of 50 miles.

August 1927 – a 1,000 watt radio station establishes contact with an aircraft 150 miles from the station.

February 1934 – the Airmail Scandals force Congress to cancel all contracts pending a sweeping investigation. The US Army takes over flying the mail until June. Serious deficiencies in Army training and equipment are uncovered, causing another scandal in the press.

The Air Mail Act of 1934 restructures the mail contracts. FDR appoints a Federal Aviation Commission to look at commercial aviation. The future course of US aviation and air commerce is set.

1934 – the first control tower is built in Cleveland.

1936 – The airlines establish three en route centers in Newark, Cleveland, and Chicago. These are later taken over by the federal government.

1938 – The Civil Aeronautics Act creates the first CAA – Civil Aeronautics Authority. Airport and Airway Traffic Control Sections are established.

1940 – The CAA is reorganized into the Civil Aeronautics Administration. Airport Towers are taken into federal service. The CAA receives support and guidance from the War Department to expand and improve the air traffic system.

About the author …

John joined the FAA in 1984 and has been an Academy instructor since 1991. He taught primarily in the Flight Service Initial Qualification and En Route Flight Advisory Service programs. He has also taught in the International and the Air Traffic Basics training programs at the FAA Academy.

History has been an interest and hobby since childhood, when he lived near many Revolutionary War and Great Rebellion battlefields and sites. His hobby became a part time job for a while as a wing historian for the U.S. Air Force Reserve.

John’s first major historical project for the FAA was to help mark the 75th Anniversary of Flight Service in 1995.

Submitted by Russ Davoren

This page contains a brief history about the development of aviation checklists used in aircraft today

October 30, 1935
Wright Field, Dayton, Ohio

On October 30, 1935, at Wright air Field in Dayton , Ohio , the U.S. Army Air Corps held a flight competition for airplane manufacturers vying to build its next-generation long-range bomber. It wasn’t supposed to be much of a competition. In early evaluations, the Boeing Corporation’s gleaming aluminum-alloy Model 299 had trounced the designs of Martin and Douglas. Boeing’s plane could carry five times as many bombs as the Army had requested; it could fly faster than previous bombers, and almost twice as far.

A Seattle newspaperman who had glimpsed the plane called it the “flying fortress,” and the name stuck. The flight “competition,” according to the military historian Phillip Meilinger, was regarded as a mere formality. The Army planned to order at least sixty-five of the aircraft.

A small crowd of Army brass and manufacturing executives watched as the Model 299 test plane taxied onto the runway. It was sleek and impressive, with a hundred-and-three-foot wingspan and four engines jutting out from the wings, rather than the usual two. The plane roared down the tarmac, lifted off smoothly and climbed sharply to three hundred feet. Then it stalled, turned on one wing and crashed in a fiery explosion. Two of the five crew members died, including the pilot, Major Ployer P. Hill (thus Hill AFB , Ogden , UT).

An investigation revealed that nothing mechanical had gone wrong. The crash had been due to “pilot error,” the report said. Substantially more complex than previous aircraft, the new plane required the pilot to attend to the four engines, a retractable landing gear, new wing flaps, electric trim tabs that needed adjustment to maintain control at different airspeeds, and constant-speed propellers whose pitch had to be regulated with hydraulic controls, among other features.

While doing all this, Hill had forgotten to release a new locking mechanism on the elevator and rudder controls.

The Boeing model was deemed, as a newspaper put it, “too much airplane for one man to fly. The Army Air Corps declared Douglas ‘s smaller design the winner. Boeing nearly went bankrupt.

Still, the Army purchased a few aircraft from Boeing as test planes, and some insiders remained convinced that the aircraft was flyable. So a group of test pilots got together and considered what to do.

They could have required Model 299 pilots to undergo more training. But it was hard to imagine having more experience and expertise than Major Hill, who had been the U.S. Army Air Corps’ Chief of Flight Testing. Instead, they came up with an ingeniously simple approach: they created a pilot’s checklist, with step-by-step checks for takeoff, flight, landing, and taxiing. Its mere existence indicated how far aeronautics had advanced.

In the early years of flight, getting an aircraft into the air might have been nerve-racking, but it was hardly complex. Using a checklist for takeoff would no more have occurred to a pilot than to a driver backing a car out of the garage. But this new plane was too complicated to be left to the memory of any pilot, however expert.

With the checklist in hand, the pilots went on to fly the Model 299 a total of 18 million miles without one accident. The Army ultimately ordered almost thirteen thousand of the aircraft, which it dubbed the B-17. And, because flying the behemoth was now possible, the Army gained a decisive air advantage in the Second World War which enabled its devastating bombing campaign across Nazi Germany.