Agency overview | |
---|---|
Formed | 1939 |
Preceding agencies |
|
Dissolved | 1985 (47 years) |
Superseding agencies | |
Jurisdiction | U.S. federal government |
Headquarters | Washington, D.C. |
Parent agency | Federal government of the United States |
The Civil Aeronautics Board (CAB) was an agency of the federal government of the United States, formed in 1938 and abolished in 1985, that regulated aviation services (including scheduled passenger airline service [1] ) and conducted air accident investigations. The agency was headquartered in Washington, D.C.
The primary role of the CAB was to regulate scheduled commercial airline operations in the United States. The CAB strictly controlled all U.S. certificated airlines ("scheduled carriers") -- deciding which routes would be serviced by which airlines, and setting minimum limits on passenger fares (comparable to the Interstate Commerce Commission) -- effectively managing competition between airlines, and ensuring certain levels of service to communities throughout the United States. [1] [2]
While CAB regulation suppressed free competition, it provided security for the existing airlines, avoided gluts and shortages of passengers on certain routes, and (partly by allowing airlines to carry air mail) secured airline service for communities that would have otherwise been served less, or not have been served at all (due to low passenger traffic or other reasons). [1] [2]
To achieve its goals, the CAB was empowered to provide and administer subsidies to airlines. Further, the CAB regulated airline industry mergers and intercompany contracting -- but shielded the airlines from antitrust regulation. Additionally, within the airline industry, the CAB was assigned to prevent deceptive trade practices and unfair competition methods (similar to the role of the Federal Trade Commission). [2]
The Civil Aeronautics Authority Act of 1938 superseded the Watres Act, which had regulated commercial aviation since the mid-1920s, and created a new agency, the Civil Aeronautics Authority. [3] [4] The agency was renamed in 1940, [5] due to a merger with the Air Safety Board. [6] It became an independent agency under Reorganization Plans Nos. III and IV of 1940, effective on June 30, 1940. [7] The Air Safety Board had formed in 1938.
Other predecessor agencies included the Aeronautics Branch (1926–1934), the Bureau of Air Commerce (1934–1938), and the Bureau of Air Mail, Interstate Commerce Commission (1934–38). [8]
The first air accident investigation led by the CAB was the 1940 Lovettsville air disaster.[ citation needed ]
Some duties were transferred to the Federal Aviation Agency in 1958. [5]
The National Transportation Safety Board (NTSB) was established in 1967, taking over air accident investigation duties. [5]
Under the chairmanship of John Robson, the Civil Aeronautics Board "in April 1976 did the unthinkable, becoming the first regulatory body to support deregulation," which President Gerald Ford first spurred in February 1975 with a proposal to abolish the CAB altogether. [9] In the late 1970s, during the administration of President Jimmy Carter, and under the guidance of his economic advisor Alfred Kahn (who had specialized in research on deregulation, and was appointed CAB Chairman), the CAB continued to be the focus of the early deregulation movement, and its dissolution was one of the most conspicuous pioneering events of the movement. [10] [2] [11] The Airline Deregulation Act of 1978 specified that the CAB would eventually be disestablished — the first federal regulatory regime, since the 1930s, to be totally dismantled [11] [10] — and this happened on January 1, 1985. [12] The remaining tasks were transferred to the Secretary of Transportation except for a few going to the U.S. Postal Service. [5]
Pre-1979, CAB regulation did not extend to all US airlines. An airline that restricted flying to within one state and took other steps to minimize participation in interstate commerce could avoid CAB regulation and fly as an intrastate airline. Restriction of flying to a single state was not sufficient, the additional measures to avoid interstate commerce were critical. Furthermore, flying within a single state was generally interpreted strictly. An aircraft flying outside the boundaries of that one state could trigger CAB authority, including, in the case of Hawaii, flying overwater between the islands, which was upheld in court as being intrinsically interstate commerce because the Federal government had domain over the seas.
Note that the Federal government, while not providing economic regulation over intrastate carriers, did regulate them from an operational/safety standpoint. For those purposes intrastate airlines were regulated by the Federal Aviation Administration just like any other carrier.
The CAB divided the airlines it regulated into categories according to the roles they were meant to play. The following draws from the CAB's FY 1977 Report to Congress dated May 1978, [13] so reflects the state of CAB airline certification just prior to deregulation.
The first split was between scheduled and non-scheduled (charter carriers). The CAB referred to non-scheduled carriers, in 1978, as supplemental air carriers . Prior to 1955, the CAB called them irregular air carriers. [14] Scheduled carriers were also free to offer charters. Throughout the history of the CAB, the supplementals constantly attempted to become scheduled carriers and the CAB constantly rejected them. There were also tight restrictions on supplementals, designed to protect the scheduled carriers.
Airline [15] | Op revenue (USD mm) [16] |
---|---|
Capitol International Airways | 87.0 |
Evergreen International Airlines | 40.9 |
McCulloch International Airlines | 1.2 |
Modern Air Transport | (1) |
Overseas National Airways | 28.3 |
Rich International Airlines (2) | 2.9 |
Trans International Airlines | 231.2 |
World Airways | 126.6 |
Zantop International Airlines | 10.3 |
Scheduled carriers split between domestic and international. Two carriers were exclusively international: Air Micronesia (a subsidiary of Continental Airlines) and cargo carrier Seaboard. One carrier was almost exclusively international: Pan Am, which until deregulation was not permitted to sell tickets for transport within the continental US (while it could fly aircraft from, say, New York to Los Angeles, it could not sell tickets between New York and Los Angeles despite having significant international operations in both cities). All other international carriers were also domestic carriers. There was a split within international between passenger airlines (which were always free to carry cargo and sometimes flew pure cargo aircraft) and cargo airlines.
Domestic had many subcategories. The original CAB scheduled carriers were known as trunkline carriers, trunklines, trunk airlines or simply just trunks, most such carriers (but not all) having certificates dating back to 1938, the date of the Civil Aeronautics Authority Act that created the CAB. These were carriers such as United Air Lines, American, TWA, etc, all with origins going back to the 1920s and 1930s. For a summary, see the table below.
After World War II, the CAB certificated a second set of scheduled carriers, the local service carriers. In theory, local service airlines served smaller routes than the trunklines, though most trunklines tended to have some legacy points on their networks that were quite small. Over time, the CAB allowed local service carriers to compete on some routes with trunklines and some local service carriers became sizeable airlines. However, in 1978, just prior to deregulation, the largest local service carrier Allegheny (soon to rename itself USAir) was still smaller in revenue terms than the smallest trunk, National. Local service carriers were also the biggest recipients of CAB subsidies, as shown below. In 1978, the CAB paid a total of $66.3mm in subsidies to airlines [17] (over $275mm in 2024 dollars) of which $58.5mm were paid to local service carriers, equivalent to over 40% of local service carrier operating profits that year. [18]
Other CAB domestic categories included intra-Alaskan, Hawaiian, helicopter, regional, air taxi, and cargo. Historically there was a territorial category, superseded by Hawaiian and Intra-Alaskan after Hawaii and Alaska became states. Some carriers had more than one domestic status. For instance, Alaska Airlines was listed as both an Alaska carrier and a trunk, however, for the purposes of 1978 CAB statistics it was counted as an Alaska carrier.
The wide variety of carriers in the table below hints at problems with just one facet of CAB regulation. Tiny Alaskan back-country carriers like Munz Northern and Kodiak-Western were subject to the same kind of proceedings as huge airlines like United and American. 1975 certification proceedings for Munz Northern were memorialized in 32 pages of CAB reports, encompassing the deliberations of the (usually five but in this case four) member CAB board itself, plus the earlier deliberations of an administrative law judge in front of whom six people appeared, representing Munz and two other interested parties. At the time, Munz had six aircraft, each carrying 10 people or fewer. [19] Further, Munz then had the same reporting requirement as carriers like United, all the usual reams of data that had to be sent to the CAB, for a carrier a tiny fraction of the size.
Airline(1) [20] | Certificate type [20] | Certification year(2) [20] | Op revenue(3) [21] [22] | Subsidy(4) [21] |
---|---|---|---|---|
American Airlines | trunk/intl | 1938 | 2,736.4 | |
Braniff Airways | trunk/intl | 1938 | 966.5 | |
Continental Air Lines | trunk/intl | 1938 | 772.0 | |
Delta Air Lines | trunk/intl | 1938 | 2,241.6 | |
Eastern Air Lines | trunk/intl | 1938 | 2,379.6 | |
National Airlines | trunk/intl | 1938 | 636.4 | |
Northwest Airlines | trunk/intl | 1938 | 794.4 | |
Pan American World Airways | intl/trunk/Alaskan/Hawaiian | 1938 | 2,281.8 | |
Trans World Airlines | trunk/intl | 1938 | 2,474.7 | |
United Air Lines | trunk/intl | 1938 | 3,523.4 | |
Western Air Lines | trunk/intl | 1938 | 834.5 | |
Air Micronesia | intl | 1971 | (5) | |
Allegheny Airlines | local svc/intl | 1949 | 566.8 | |
Frontier Airlines | local svc/intl | 1946 | 287.2 | 12.2 |
Hughes Air Corp dba Hughes Airwest | local svc/intl | 1968 | 313.2 | 7.6 |
North Central Airlines | local svc/intl | 1947 | 298.5 | 12.0 |
Ozark Air Lines | local svc | 1950 | 229.7 | 10.0 |
Piedmont Airlines | local svc | 1947 | 205.6 | 9.3 |
Southern Airways | local svc/intl | 1948 | 188.5 | 4.3 |
Texas International Airlines | local svc/intl | 1946 | 181.7 | 3.1 |
Alaska Airlines | Alaska/trunk | 1942 | 83.5 | 0.3 |
Kodiak-Western Alaska Airlines | Alaska | 1960 | 1.7 | 0.4 |
Munz Northern Airlines | Alaska | 1976 | 2.9 | |
Reeve Aleutian Airways | Alaska | 1948 | 13.2 | |
Wien Air Alaska | Alaska | 1942 | 63.7 | 1.8 |
Aloha Airlines | Hawaiian | 1949 | 60.7 | |
Hawaiian Airlines | Hawaiian | 1938 | 89.9 | |
Air Midwest | regional | 1976 | 5.3 | 1.5 |
Air New England | regional | 1975 | 20.8 | 3.8 |
Aspen | air taxi | 1967 | 7.8 | |
Wright | air taxi | 1972 | 4.9 | |
New York Airways | helicopter | 1952 | 8.2 | |
Airlift International (6) | domestic cargo | 1956 | 84.3 | |
Flying Tiger | domestic & intl cargo | 1949 | 404.2 | |
Seaboard | intl cargo | 1955 | 118.6 |
The agency had its headquarters in the Universal Building in Dupont Circle, Washington, D.C. [23] [24] The agency had moved there by May 1959. [25] Previously it had been headquartered in the Commerce Building (a.k.a. the Herbert C. Hoover Building), [26] and its offices were in several buildings. [25] After moving into the Universal Building, CAB leased space there. By 1968 the agency had acquired an additional approximately 2,000 square feet (190 m2) of space in the same building, resulting in additional rent expenses. [27]
The Federal Aviation Administration (FAA) is a U.S. federal government agency within the U.S. Department of Transportation which regulates civil aviation in the United States and surrounding international waters. Its powers include air traffic control, certification of personnel and aircraft, setting standards for airports, and protection of U.S. assets during the launch or re-entry of commercial space vehicles, powers over neighboring international waters were delegated to the FAA by authority of the International Civil Aviation Organization.
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