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Full FAA Chronology at this link.
19351101: Due to increased air traffic, Bureau of Air Commerce director Eugene Vidal ordered all airway users, except airline operators, to refrain temporarily from making instrument flights within 25 miles of the center line of a radio beam or within 25 miles of an air carrier airport. (See November 12-14, 1935.)
19361101: Central Airlines and Pennsylvania Airlines merged to form Pennsylvania-Central Airlines. The company changed its name to Capital Airlines on April 21, 1948. (See June 1, 1961.)
19371101: A Department of Commerce rule went into effect that required scheduled air carriers to employ a copilot on multi-engine aircraft with retractable landing gear or wing flaps, and on single-engine aircraft incorporating both retractable landing gear and wing flaps.

Full FAA Chronology at this link.
19271031: The International Radio Convention met in Washington, D.C. During sessions that lasted into November, the conferees secured international agreements on the use of certain frequencies by aircraft and airway control stations. As a result, it was necessary to reassign frequencies to the Airways Division of the Aeronautics Branch and to other U.S. Government agencies. The Aeronautics Branch assisted the Interdepartmental Radio Advisory Committee in making these reassignments.
19281031: Statistics published by the Aeronautics Branch indicated that of the 3,659 pilots holding active licenses, nine states and the District of Columbia accounted for 2,343: California, 633; New York, 347; Illinois, 216; Michigan, 194; Ohio and Pennsylvania, 180 each; Texas, 176; District of Columbia, 161; Missouri, 150; and Virginia, 105. Of the overall total, 2,426 (66.3 percent) were transport pilots, 385 (10.5 percent) limited commercial, 63 (l.7 percent) industrial, and 785 (21.5 percent) private. One year previously, transport pilots had accounted for 85 percent of the total. The reduced percentage was due to the faster growth of private flying.

Full FAA Chronology at this link.
19551030: The first commercial flights began at the new O’Hare Field, Chicago International Airport, which had been under construction since 1949. The facility was named for Lt. Commander Edward H. O’Hare, who won the Medal of Honor as a naval aviator in World War II. Subsequent years saw major improvements at the site, and the expanded Chicago-O’Hare International Airport was dedicated on March 23, 1963.
19631030: FAA announced a proposed program to stimulate development of a new passenger/cargo aircraft for the short haul market, still dominated by the venerable DC-3. A preliminary design competition was completed in June 1964, but FAA did not consider any of the designs submitted a sufficient advance in the state of the art to warrant a detailed design contract.

Full FAA Chronology at this link.
19571029: The President approved actions of the Airways Modernization Board, taken in accordance with provisions of its basic statute, which transferred to the AMB certain funds and all functions of the Air Navigation Development Board along with several research and development programs of the Departments of Defense and Commerce relating to air traffic control. Subsequent presidentially approved orders transferring additional funds and ATC projects from the DOD. (See May 23, 1948, January 1954, and August 14, 1957.)
19601029: A chartered Curtiss-Wright Super C-46F crashed at Toledo, Ohio, killing 22 of the 48 persons aboard, including 18 members of the California State Polytechnic College football team.

Full FAA Chronology at this link.
19691028: Executive Order 11490 (“Assigning Emergency Preparedness Functions to Federal Departments and Agencies”) consolidated and superseded over 20 previous directives, including Executive Order 11003, which had dealt with FAA’s preparedness functions. (See January 9, 1961.)
19701028: The Departments of Transportation and Treasury agreed that the Bureau of Customs would recruit and train a permanent force of customs security officers who would be assigned to FAA for service as sky marshals aboard commercial passenger flights (see August 10, 1961).

Full FAA Chronology at this link.
19691027: FAA denied PATCO’s request for formal recognition because of its participation in the recent “sickout” (see June 18-20). On October 29, however, President Nixon issued Executive Order 11491, replacing Executive Order 10988 as the basis for Federal employee-management relations. The order, which went into effect on January 1, 1970, gave the Labor Department authority to grant exclusive recognition to Federal unions. (See February 18, 1970.)
19721027: Enactment of Public Law 92-574, the Noise Control Act of 1972, defined the respective responsibilities of FAA and the Environmental Protection Agency (EPA) in the control of aircraft noise. EPA’s role under the act was to recommend noise standards to FAA based on considerations of public health and welfare.

Full FAA Chronology at this link.
19731026: FAA published a rule requiring newly produced aircraft of older type designs, such as the DC-9 or Boeing 727, to meet noise standards for turbojet and transport aircraft. The standards had previously applied only to newly type-certificated aircraft, under a rule effective December 1, 1969 (see that date). The new rule became effective in three phases between December 1, 1973, and December 31, 1974. (See January 6, 1975.)
19821026: FAA announced a contract with Burroughs Corp. to equip the agency’s district safety offices with a computerized information processing system that would allow safety inspectors to spend more of their time on field work rather than on preparing and analyzing reports.

Full FAA Chronology at this link.
19301025: The first all-air transcontinental through passenger service to link coastal cities began. Aircraft of Transcontinental and Western Air took off simultaneously from Newark Airport, serving New York, and from Los Angeles. On October 15, the American Airways system had begun to offer all-air service between Atlanta and Los Angeles.
20071025: FAA announced that 23 schools were now participating in the agency’s air traffic Collegiate Training Initiative (CTI) program, part of a broader effort by the agency to recruit, train, and hire controllers. CTI schools were accredited to offer a non-engineering aviation degree in aviation programs.

Full FAA Chronology at this link.
19291024: A stock market convulsion gripped Wall Street. The initial crash was followed by another severe break on October 29, and by a continuing slide that heralded the onset of the Great Depression. Aviation stocks, as others, were strongly affected.
The Depression’s impact on the budget of the Aeronautics Branch was not immediate. To get underway in fiscal 1927, the Branch had received $550,000, and this was increased to $3,791,500 in fiscal 1928 and $5,575,400 in fiscal 1929. The increases continued after the Depression began: fiscal 1930, $6,676,320; fiscal 1931, $9,208,030; and fiscal 1932, $10,362,300.
The economizing ax fell in fiscal 1933, when Congress reduced the Aeronautics Branch allocation to $8,533,500.

Full FAA Chronology at this link.
19461023: At the request of the Provisional International Civil Aviation Organization (PICAO), representatives of 60 foreign countries attended demonstrations of U.S. air navigation and air traffic control equipment and techniques at CAA’s Technical Development and Evaluation Center at Indianapolis. These detailed demonstrations helped influence the decision, taken later by the delegates at Montreal, to recommend acceptance of the systems and techniques proposed by the United States as international standards.
19681023: The National Transportation Safety Board announced that aircraft accident investigation reports would be available, upon request, to the public. The Board took this action to make the disclosure of aircraft accident information consistent with the Freedom of Information Act.