Aaae - Admin

Front 1

What created the need for
government grant funding
and, eventually, the
development of the
professional Airport
Executive?

Back 1

The steady growth of airports
and the vision that a national
airspace system was vital to
the economic growth of the
nation.

Front 2

Who sometimes uses airports for political advantage?

Back 2

Key stakeholders in
government positions.

Front 3

What two dichotomous
philosophies must Airport Executives and policymakers
balance and understand?

Back 3

(1) the airport is
a public entity and must be
managed as such, and (2) the
airport is a business enterprise
and must be managed as such

Front 4

In national disasters, what have Airports traditionally
served as?

Back 4

evacuation centers

Front 5

Where does much of the
capital development money for
many airports come from, and who may not understand the implications of receiving such funding.

Back 5

Money from the Federal Government; local gov't entities may not understand implications

Front 6

Public airports are generally
owned by governmental
entities and do not exist for the
purpose of creating a profit,
though ____________ may
be their financial goal.

Back 6

self-sufficiency

Front 7

Mostly, government
regulations provide standards
for each airport operator to
meet. However, how the
airport meets those standards
is up to the ____________
along with approval from the _________________.
government approval.

Back 7

Airport Operator; Federal Gov't

Front 8

What Airport was closed without permission of the FAA, with the airport’s tenants and runways bulldozed in the middle of the night?

Back 8

Chicago's Meigs Field

Front 9

The Federal Aviation
Administration (FAA)
encourages airports to be _______________,
with all operational
expenses covered by airport
revenues.

Back 9

self sufficient

Front 10

Kelly Air Mail Act
of 1925

Back 10

U.S. Government
pays private
contractors to carry
the mail by air;
represents the start of
commercial aviation

Front 11

Air Commerce Act
of 1926

Back 11

Passed to promote the
development and
stability of
commercial aviation;
aviation under the
Secretary of
Commerce who issues
and enforces air
traffic rules;
establishes pilot and
aircraft licensing;
establishes airways
and maintain aids to
navigation

Front 12

Civil Aeronautics
Act of 1938

Back 12

Transferred the
federal government’s
civil aviation role
from the Department
of Commerce to a
new, independent
agency, the Civil
Aeronautics Authority
(CAA); placed all
aviation regulations
under an authority
Begins economic
regulation; creates the
Administrator
position; creates the
Air Safety Board
(predecessor to the
NTSB)

Front 13

The
Reorganization
Act of 1940

Back 13

Splits the CAA into
two agencies: the
Civil Aeronautics
Authority and Civil
Aeronautics Board
(CAB)
CAA continues
regulation
enforcement; airman
and aircraft
certification;
development of the
airway system
CAB responsible for
economic regulation
of the airlines; safety
rulemaking and
accident investigation

Front 14

Federal Airport
Act of 1946

Back 14

CAA charged with
managing an aid
program to facilitate
the improvement and
construction of
airports (predecessor
to AIP)
Helps local
governments build
airport infrastructure;
Federal Aid to
Airports Program
(FAAP) offers 50/50
cost share grants for
airport improvements
for airports essential
to the U.S. as part of
the National Airport
Plan (predecessor to
the NPIAS)

Front 15

Federal Aviation
Act of 1958

Back 15

The introduction of
jet aircraft and a
series of midair
collisions spurred
passage of this act
CAB becomes an
independent office
(outside of Dept., of
Commerce)
Safety rulemaking
transferred from CAB
to newly named
Federal Aviation
Agency (formerly the
CAA)
FAA organized into
nine regional offices

Front 16

Department of
Transportation
Act of 1966

Back 16

DOT created;
Federal Aviation
Agency becomes
Federal Aviation
Administration;
National
Transportation
Safety Board
(NTSB) created to
investigate
accidents; FAA also
gradually assumes
responsibility for
aviation security
(FAR Parts
107,108) and
aircraft engine noise
(FAR Part 36)

Front 17

Airport and
Airways
Development Act
and Revenue Act
of 1970

Back 17

Establishes Airport
Development Aid
Program (ADAP) to
provide funding to
airports for
development
projects and
equipment
acquisition, and the
Planning Grant
Program (PGP) to
provide funding to
airports for master
plans
Establishes FAR
Part 139, airport
certification

Front 18

Aviation and
Airway Revenue
Act of 1970

Back 18

Establishes aviation
trust fund; revenues
from airline fares
(fee), air freight,
general aviation
fuel)

Front 19

Airline
Deregulation of
1978

Back 19

Phases out the Civil
Aeronautics Board’s
economic regulation
of the airlines

Front 20

Airport and
Airways
Improvement Act
of 1982

Back 20

Establishes Airport
Improvement
Program (AIP);
establishes the
National Airspace
System Plan (NAS),
which will
eventually become
the NPIAS.
NPIAS is reflected
at the local airport
level in the Capital
Improvement
Program (CIP)
Establishes FAR
Part 150 noise
studies (rulemaking
would follow in
1985)

Front 21

Aviation Noise and
Capacity Act of
1990 and Airport
& Aviation Safety
and Capacity
Expansion Act of
1990

Back 21

ANCA establishes
Part 161 noise
standards;
Capacity Act
establishes
Passenger Facility
Charges at $3.00
max
Airports must be in
compliance with
ANCA to receive
PFC funding
through the ASCEA

Front 22

Military Airport
Program

Back 22

Authorized as part
of Avt. Safety &
Capacity Exp. Act:
set-aside of
discretionary AIP
funds for current
and former military
airports

Front 23

Aviation
Investment and
Reform Act for the
21st Century

Back 23

Increase PFC cap to
$4.50; Large &
Medium hub
airports that accept
max PFC must
reduce AIP funding
by 75%

Front 24

Aviation and
Transportation
Security Act 2001

Back 24

Creates the
Transportation
Security
Administration
(TSA); transfers
FAA security
responsibilities to
the TSA;
government takes
over passenger and
baggage screening

Front 25

Homeland Security
Act

Back 25

Creates the
Department of
Homeland Security;
TSA transferred
from DOT to DHS

Front 26

Vision 100
Century of
Aviation
Reauthorization
Act

Back 26

Reauthorizes FAA
funding; launches
NextGen

Front 27

Implementing
Recommendations
of the 9/11
Commission Act of
2007

Back 27

Requires threat
assessments on
airports;
strengthened
incident
management
requirements;
requires air cargo
screening

Front 28

After World War II, the
Federal Airport Act of 1946
transferred ownership of many
surplus military _________ to
local municipalities through the
use of AP-4 agreements.

Back 28

Airports

Front 29

The transfer of airports from
federal control to the states and
municipalities resulted in the
predominant form of airport
ownership by __________

Back 29

municipality
(city or county) or authority.

Front 30

Operating an airport is
considered to be a ________
function of government, as
compared with the operation of
a government agency for
redistributive (social or
welfare) or protective (police
or fire) purposes.

Back 30

proprietary

Front 31

A disadvantage of operating an
airport by a municipality (city or county) is that
the policy-makers are often
very unfamiliar with the
operation of an ______.

Back 31

Airport

Front 32

Airport Authorities are
independent public agencies
created by __________.

Back 32

State Legislation