A large number of used military aircraft flooded the commercial aircraft market at the end of World War I. The abundance of surplus military aircraft increased the interest in aviation and eventually the growing popularity of passenger flight. Airports in the beginning were airfields, unpaved strips of land wherever there was open space for the earliest airplanes to land. Many of those airfields became airports that make up the modern commercial aviation infrastructure.

Several airlines started by carrying passengers that were loaded onto open compartments together with the US mail they had contracts to carry. The Contract Air Mail Act of 1925 provided for air mail service contracts to be awarded to private aviators. Western Air Express, later to become Western Airlines, had a contract to carry mail between Los Angeles and Salt Lake City. It flew a Douglas M-2 airplane. In 1926 it flew its first commercial passenger flight with two passengers seated on mail bags on its mail delivery flight.

The Boeing 40A was designed with an enclosed cabin to carry two passengers as well as two compartments to carry up to 1,200 lb of mail. It was a single engine biplane and was used for airmail service in the 1920s and 1930s. Boeing was awarded a contract to carry mail between San Francisco and Chicago. The 40A was used by airlines that eventually became part of United Airlines. The 40A was eventually replaced by the 40C, which had an enlarged cabin to carry four passengers.

The earliest aircraft to be used for air transport both for passenger and cargo service was the Ford Trimotor. It was produced by the Henry Ford Company between 1925 and 1933. It carried a crew of three, a pilot, co-pilot and stewardess, and eight or nine passengers. This aircraft influenced the development of the modern aviation infrastructure. Paved runways, passenger terminals and hangars were built to serve the passengers and cargo flown in the Ford Trimotor.

Grand Central Air Terminal, Glendale, California

The Grand Central Air Terminal was located in the Los Angeles suburb of Glendale and was the primary airport for the Los Angeles area during the 1920’s 1930’s and 1940’s. It played a very important role in the development of aviation infrastructure in Southern California. During its heyday, it provided the largest

employment in the City of Glendale.

A nearby airfield was started in 1916 by Leslie Coombs Brand who was influential in the economic growth of Glendale. Closer to the Los Angeles River, the Grand Central Air Terminal was established with commercial aviation potential in 1923 on 112 acres of land. It was later expanded to cover 175 acres. The Art Deco terminal building with its control tower was designed by Henry L. Gogety and was completed and opened in 1929. The airport had a single runway, 3,800 feet in length. It was the first paved runway in the Western United States.

After completion of the airport, it was sold to the Curtiss-Wright Flying Service. The company was managed by Corliss C. Moseley, who was one of the founders of Western Airlines. The airport was visited by many famous pilots, including Amelia Earhart, Wiley Post, Eddie Rickenbacker and Glenn Martin.

Charles Lindbergh flew the first scheduled transcontinental service from Grand Central in founding the Transcontinental Air Transport, which became Trans World Airlines (TWA).Jack Northrop started the Avion Aviation Company at Grand Central in 1927. William Boeing bought the company and moved it to the Burbank Airport, which was the United Airport at that time.

Laura Ingalls was the first woman to fly solo across the country when she landed at Grand Central in 1930.

Dr. Albert Forsythe and C. Alfred Anderson were black aviation pioneers who advanced the interest on aviation for African Americans during the 1930’s. Forsythe practiced medicine in Atlantic City, New Jersey and Anderson was the first African American to receive a pilot’s license. Their purpose was to demonstrate that black pilots were not inferior to white aviators and could do anything white pilots could do. Their first flight was from Atlantic City to Los Angeles, landing at Grand Central in 1933.

Howard Hughes built the H-1 racing aircraft there in 1935. The H-1 Racer set a world airspeed record and a transcontinental speed record flying from Los Angeles to Newark, New Jersey in 1937. The H-1 Racer was the beginning of the Hughes Aircraft Company.

The airport served as a location for the filming of several movies during the 1930’s. They featured many movie stars, including Shirley Temple, James Cagney, Joan Fontaine, John Payne and Dick Powell. The airplanes for use in the movies included every airplane design of that era.

Movie stars, producers and directors and such celebrities as Clark Gable, Knute Rockne, Louis B. Mayer, Mary Astor, Jack Warner and Joe E. Brown, probably took off or landed at Grand Central at one time or another. James Stewart, who served as a pilot in the Army Air Corps during World War II, had his private

A R T I C L E

...................................................................................................................................................................................................................................................................

Development of the Commercial Aviation InfrastructureBy Charles H. Adams, Jr., P.E., M.ASCE

July/August Los Angeles Section Monthly Supplement

plane there. Edgar Bergen, a sportsman pilot who owned a number of aircraft, including a Fairchild 24W, Stinson 105 and Taylorcraft BC-12, also had a private plane there.

The Grand Central was taken over by the government and closed to commercial and private aviation at the start of World War II. TWA however, continued to have its western terminus at Grand Central. The runway was extended across Sonora Avenue to Western Avenue to give it a total length of 5,000 feet. That increased its capacity to accommodate the larger airplanes used during the war years, such as the Fairchild PT-19 Trainer, the Stearmans Boeing PT-17 Trainer, the Lockheed P-38 Lightning Fighter, the North American P-51 Mustang Fighter, the Douglas C-47 Skytrain Transport (DC-3 Airliner) and the North American B-25 Mitchell Bomber. The Lockheed C-69 Constellation Air Transport was the largest aircraft ever to land at Grand Central. The Grand Central Flying School was used by the Army Air Corps to train its pilots, as well as those for the British Royal Air Force. The Army operations were conducted as a sub-base to the Van Nuys Metropolitan Airport.

At the end of World War II, the airport was returned to commercial and general aviation. The runway extension across Sonora Avenue was removed, and the runway length reverted to 3,800 feet. Sonora Avenue was restored as a road connecting San Fernando Road and Riverside Drive. This became a limiting factor for the operation of larger aircraft at the airport. It lost business and eventually closed in 1959. Today it is the Grand Central Business Park, the corporate offices of the Walt Disney Company, the headquarters of Walt Disney Imagineering and the home of DreamWorks Animation SKG production company.

The terminal building still stands at 1310 Air Way, which is southeast of Western Avenue and one block southwest of San Fernando Road. The runway still exists, although it is now carrying automobile traffic as a city street, Grand Central Avenue. The Walt Disney Company owns the land on which there are three surviving hangars.

Burbank Bob Hope Airport (BUR)

The aircraft company that was started by the Loughead brothers was one of the biggest industries in Burbank. In 1928, the aircraft company became Lockheed and produced some of the greatest airplanes in aviation history. The facility was located between North Buena Vista Street North Victory Place and between West Empire Avenue and the Southern Pacific Railroad Line. It consisted of a factory building and a 2,000 foot long runway on its south side parallel to the railroad line.

A new airfield was developed in 1929 a few miles from the Lockheed plant on 234 acres of land acquired by United Aircraft and Transport Company , a subsidiary of the Boeing Company. The United Airport had five runway. Two were over 3,600 feet long; a third was 2,900; all were 300 feet wide. It was an all direction airport. Pacific Air Transport and Western Express operated out of this airport. In 1934, United Airports Company became part of United Airlines and the airport was renamed Union Air Terminal. Transcontinental & Western Air (TWA) moved its operations from the Grand Central Air Terminal in Glendale to the Union Air Terminal in 1936. American Airlines followed in 1939. Union Air Terminal competed with Grand Central Air Terminal to become the primary airport for the Los Angeles region. It became the airport of choice to many celebrities, aviation pioneers and movie stars. The airlines that had scheduled operations out of Burbank were Western and TWA in addition to United. American Airlines continued to operate out of Glendale.

As the airlines were negotiating with the City of Los Angeles to move to Los Angeles Airport, United Airlines negotiated with Lockheed Aircraft to take over the Union Air Terminal. Lockheed acquired the airport in December 1940 and renamed it Lockheed Air Terminal. During World War II, it served as the delivery airport for the Lockheed P-38 Lightning Fighter, Lockheed PV-2 Harpoon Bomber and the Lockheed C-69 Constellation Air Transport. Also, under a license with Boeing Aircraft, Lockheed produced Boeing B-17 Flying Fortress Bombers at that location. The airport continued to operate as a commercial airport during the war years. In more modern times the U-2 and SR-71 reconnaissance aircraft and the F-117 stealth fighter were produced at Burbank. The F-22 Raptor was the last aircraft from the Lockheed facility.

In 1946 the major airlines moved to Los Angeles Municipal Airport. Since the 1960’s Burbank had scheduled airline operations mostly to destinations in the Western United States, except that JetBlue has a route to New York. In 1967 the name of the airport was changed to Hollywood-Burbank Airport. In 1978, Lockheed sold the airport to an airport authority composed of joint powers among the three cities, Burbank, Glendale and Pasadena and the name was changed to Burbank-Glendale-Pasadena Airport. In 2003 the airport was renamed in honor of entertainer Bob Hope, who had died earlier that year, whose residence had been in Toluca Lake and who maintained a private airplane at Burbank.

Bob Hope Airport occupies an area of 550 acres on which are two intersecting runways. North-South Runway 15/33 is 6,883 feet long and East-West Runway 8/26 is 5,802 feet long. The passenger terminal consists of the original terminal building and two concourses having 14 aircraft gates.

The airport has served as a location for the filming of several movies since the 1950’s. They have featured many movie stars, including James Dean, Rock Hudson and Elizabeth Taylor in “Giant”, and Harrison Ford and Sean Connery in “Indiana Jones and the Last Crusade”.

Los Angeles International Airport (LAX)

Los Angeles Airport was established in 1928 by the Los Angeles City Council on a one-mile square area between Century Boulevard and Imperial Highway and between Sepulveda Boulevard and Aviation Boulevard. William W. Mines was the real estate agent who arranged for the lease of the land. And so the airfield was named Mines Field. The land was cleared and made into dirt landing strips. The first building, Hangar 1 was constructed and the airport opened for business in 1930. The land was purchased in 1937 and the name of Mines Field was changed to Los Angeles Airport in 1941.

Carl Hinshaw, as a resident of Pasadena, California, was a member of the U.S. House of Representatives and served from 1939 to 1956. He was a member of the Committee on Interstate and Foreign Commerce and the Congressional Air Policy Board. He was recognized for promoting the development of aviation both as a deterrent to war and for promoting the interests of commerce.

Fletcher Bowron was the Mayor of the City of Los Angeles from 1938 to 1953. His role in aviation was to protect the aircraft industry and aviation interests on both the municipal and State level.

At the end of World War II, orders for the manufacture of military aircraft were cancelled and tens of thousands of workers were laid off. At the same time, the sale of government surplus planes curtailed the need for new aircraft.

The Aviation Department of the Los Angeles Chamber of Commerce was tasked with organizing annual conferences with participation by airport directors, aircraft executives and airline executives to further the cause of maintaining the aircraft industry in Los Angeles. The purpose was to protect the aircraft industry because of its importance to the economy of Southern California. At the same time, the Chamber and its Air Force Affairs Committee argued that the aircraft industry needed to continue research and the development of military aircraft. It needed to be given orders in sufficient numbers to supply the Air Force with the most advanced military airplanes to stay ahead of other nations in that endeavor.

North American Aviation moved to Los Angeles Airport in 1935. The facility was at the southeast corner of the airport at Imperial Highway and Aviation Boulevard. At the same time, The Douglas

Aircraft Company opened an aircraft manufacturing plant on the south side of Imperial Highway, making it situated in the City of El Segundo, The Los Angeles airfield was used by these manufacturers for aircraft testing and military operations.

The airport obtained fee title to the land on October 1, 1937. At the same time negotiations were initiated with all the major airlines for their move to Los Angeles.

In 1943 Mayor Bowron organized an aviation committee to develop Los Angeles Airport into an international airport. For this he started negotiations with the airlines to move from the Lockheed Air Terminal in Burbank to the Los Angeles Airport. That was necessary to develop modern terminals and to attract more federal aid to airports. Aircraft manufacturing depended extensively on airport facilities for its operations. It could be understood how important this was to the Chamber of Commerce’s Aviation Committee since the local aircraft industry employed up to 305,000 persons during the war years.

There were many improvements to the airfield during the war years, mostly sponsored by the Federal Government. The two east-west Runways, 25R and 25L, were the main improvements.

In 1946 most of the airlines at the Lockheed Air Terminal in Burbank and the Grand Central Air Terminal in Glendale moved to LAX. Airport Management secured the services of M. Tommy Tucker, a nationally recognized Airport Engineer, for engineering technical services to develop airport improvements. Later, Tucker became the first Chief Airports Engineer of the Department of Airports.

As World War II came to an end, terminal facilities at Lockheed Air Terminal, with only six boarding positions, were sorely inadequate for the airlines, and with no space for expansion. Consequently, the airlines were ready to move to the Los Angeles Airport.

The “INTERMEDIATE FACILITIES PROGRAM” was completed in December 1946, for airline operations. The temporary facilities consisted of four temporary buildings, three for airline operations and one for airport administration offices, together with space for a Post Office and Weather Bureau Office. One terminal building was used by Western Airlines and American Airlines, a second for United Air Lines and TWA, and the third for Pan American World Airways and customs facilities. The apron provided 24 aircraft positions in six rows of four. The parking lot on the north side of the buildings, between Avion Drive and Century Boulevard, had 800 spaces.

At the same time, Western Airlines began construction of a hangar with space for two DC-6’s and maintenance facilities. American Airlines completed a structure to accommodate four-engine and two-engine airplanes.TWA completed a building with nose hangar space for three Lockheed Constellations or four DC-3’s. United was completing a hangar with nose-type construction for one four-engine plane and one twin-engine plane.

The Federal Airports Act of 1946, which Carl Hinshaw worked to enact, provided up to 50% of the costs of airport construction projects. For Los Angeles, it provided one third of the funds invested into its international airport.

The passenger volume for the first year of operations was 1.23 million passengers, and the air cargo volume was12 million pounds.

A new charter amendment was approved in the municipal elections held on April 1, 1947 to give the Department of Airports independent status and control over its own finances. The first General Manager was Colonel Clarence Young. Woodruff DeSilva remained as the Airport Director.

In 1950 the two east-west runways were extended across Sepulveda Boulevard to a length of 6,000 feet. In 1953, the Sepulveda Tunnel was built beneath the two runways. Later, the runways were extended to 8,500 feet across the land that had been acquired for the expansion of the airport.

Los Angeles Airways was a scheduled helicopter service that began in 1947 to carry mail from the Terminal Annex. In 1953 it added passenger commuting and freight service between LAX and destinations across the Southland as far away as Santa Barbara, Barstow and San Diego. It attracted federal subsidies for its Sikorsky helicopters based upon the need for the development of helicopter technology for national defense. Los Angeles Airways ceased operations in 1971.

In 1958 the architectural firm of Pereira & Luckman was given a contract, together with Welton Becket and Paul Williams, to design the new Central Terminal Area with terminals for each major airline. The design was truly a “jet age” design as it was intended to accommodate the new jet airliners, Boeing 707’s and DC 8’s, that were beginning to appear in the airport’s fleet mix. The design included architectural and engineering innovations, too numerous to describe here.

The plan called for seven terminals, each with a ticketing building and a companion satellite building. The ticketing buildings were situated on a horse shoe roadway with their satellite buildings out on the aircraft aprons. On the north side were Terminals 2 for international airlines including Pan Am, and Terminal 3 for TWA. The south side had Terminal 4 for American Airlines, Terminal 5 for Western Airlines, Terminal 6 for Delta Air Lines and Continental Airlines, and Terminals 7 and 8 for United Air Lines. Terminal I was not built since the airport authority had not yet acquired the land on which it was intended. Terminal 7 was the first terminal to be completed in 1961; Terminal 6 was the last in 1966.

In the center of the horse shoe were open ground level parking lots, the Administration Building with the Control Tower protruding from its center, the futuristic Theme Building with a restaurant at the top and an employee cafeteria on the ground

level, and the Central Utility Plant. Added to the facility was the Maintenance Yard and aircraft maintenance hangars at the west end of the airport. Another facility on the west end was The Nike Anti-aircraft missile silo site, LA-70 of the Los Angeles Defense Area. It was in a vacant lot west of Runway 6R. The site was removed and is now the location of the Jet Pets Animal Service.

The airfield was developed together with the Central Terminal Area. The airfield on the north side of the CTA was graded for a new east-west runway. And the airfield on the west side was graded for north-south taxiways to connect the north with the south. One of the taxiways was a north-south runway. The clear zone for that runway was the Westchester Golf Course. Later, in 1969, a new runway was completed in the north airfield.

Original aircraft hangars remained on the south side of the airport along Imperial Highway until the 1970’s when, except for Hangar 1, they were demolished to make space for air cargo facilities

Through the years improvements were continuously made to the CTA. The gaps between terminal buildings were filled in, and multi-level parking structures began to spring up in the center of the CTA. The satellite buildings for Terminals 4, 5, 6 and 7 were extended out toward the south airfield. There were other improvements made to the airport too numerous to mention.

Between 1980 and 1984, the Central Terminal Area went through a major expansion. During the 1970’s there were new concepts considered, designs developed and plans for construction of four major projects. They were two new terminal buildings, a second level roadway, and modifications of all ticketing buildings to interface with the second level roadway. In addition there were new parking structures to increase passenger volume capacity.

During the 1970’s, Terminal 2, the international terminal, went through two expansions that barely kept up with the rapidly growing international passenger volume. A new international terminal was planned to be constructed at the west end of the CTA where a commuter terminal existed. This new international terminal was to complement Terminal 2 and double the amount of international flight capacity. This terminal was named the Tom Bradley International Terminal upon its completion.

The land intended for Terminal 1 had not been acquired during the 1970’s. But a decision was made to construct the new Terminal 1 within the space available, which was used as an open ground level parking lot at that time. The terminal building was designed to accommodate the smaller jet airliners in use at that time, such as the Boeing 737’s and DC 9’s. Pacific Southwest Airlines (PSA) was to be the primary tenant.

The vehicular traffic that circulated around the CTA was often gridlocked at peak passenger flow during the summer months and holiday periods. There were several alternatives studied to increase capacity. The one chosen was the Second Level Roadway. Terminal building modifications were coordinated to interface with the Second Level Roadway. Ticket counter lobbies were moved to the second floor, and baggage claim space was expanded on the first floor of each ticketing building. In addition, the airlines constructed connector buildings to fill in the space between each ticketing and satellite building.

The expansion program was originally scheduled to be a 6 year program starting in 1978. However due to delays in the environmental impact report process, construction was delayed until 1980. It was recognized that the expansion program schedule needed to be reduced in order for all construction to be completed before the 1984 Olympic Games starting in July 1980.

In 1996 a new air traffic control tower was constructed to provide a better view of the entire north and south airfields.

Present day LAX has four runways, two each on the north and south airfields. They range in length between 8,925 to 12, 091 feet. In 2007 construction was completed to relocate Runway 25L-7R that increased the separation between runways. That allowed the construction of a center taxiway that was completed in 2008. There are proposals for the north airfield to relocate Runway 24R-6L to increase the separation between runways and construct an new center taxiway there.

The current major project at LAX is the reconstruction of the Tom Bradley International Terminal to increase the number of gates from 11 to 18 and to better accommodate Group VI new large aircraft, such as the Airbus A-380 and Boeing 747-8. Presently there are 117 connected gates at the CTA terminals and an additional 14 gates at the Remote Aircraft Parking Area. The next major project proposed for LAX will be the Midfield Satellite Concourse, which will be located west of the Tom Bradley International Terminal. The first phase, MSC North, will be a concourse with 11 gates.

The currently approved LAX Master Plan includes projects to allow the airport to handle an ultimate 78.9 million passengers per year.

Ontario International Airport (ONT)

The City of Ontario established Ontario Municipal Airport on 30 acres of land in 1929. In 1941 the airport was expanded when the City acquired an additional 470 acres. Two new concrete runways were constructed and completed by 1942 with funds from the Works Progress Administration. The east-west runway was 6,200 feet long and a diagonal northeast-southwest runway was 4,700 feet long. By 1943 the Army Air Corps took over the airport to make it a training base for Lockheed P-38 Lightning fighter airplanes. The P-38’s were manufactured by Lockheed in Burbank and flown to Ontario by pilot trainees.

It was quite common during World War II for airports, especially those with aircraft manufacturing, to be taken over for military use. The Army acquired the property for its 311th Air Base Squadron in 1942. Later that year the 69th Observation Group arrived and the airfield became the Ontario Observation Aerodrome. It used the North American O-47 observation airplane to patrol the coastal waters for submarines and to photograph local harbors and aircraft manufacturing facilities. The Observation Group acquired adjacent land to expand the 466 acre airfield by an additional 379 acres, bringing the total land to 845 acres.

In 1943 the 4th Army 384th Fighter Squadron arrived and used the airport to train P-38 pilots in air-to-air combat to shoot down targets towed by the 11th Tow Target Squadron. Following the 384th were the 4th Army 35th, 389th, 786th and 797th Anti-Aircraft Artillery Battalions.

At the end of World War II, the airport was left with improvements to become a modern airfield. It became government surplus and was transferred to the War Assets Administration. The City of Ontario re-acquired the airfield in 1949 to make it into a commercial airport. Western Airlines was the first scheduled airline to start operations. In addition, Lockheed, Douglas and Northrop maintained aircraft plants there.

The California Air National Guard 163rd Fighter Group was stationed at ONT, maintaining a fleet of North American F-86 Sabre Jets. That led to additional airfield improvements, runway extensions to accommodate the F-86 jet aircraft.

Starting in 1959, Los Angeles International Airport used Ontario as an alternate airport for airliners to land when LAX was closed due to fog. From Ontario, passengers and their baggage were boarded onto buses that took them to their intended destination at LAX.

In 1967 the City of Los Angeles entered into a joint powers agreement with the City of Ontario to take over and operate Ontario International Airport. The transfer took place on November 1, 1967. Complete ownership of the airport was acquired by the City of Los Angeles on July 1, 1985.

In 1981 a second east-west runway, 26L-8R, 10,200 feet in length was constructed to accommodate wide-body aircraft being used by UPS. In 1987 Runway 26R-7L was extended and made the main runway for departures and having Runway 26L-7R the main runway for arrivals. Old diagonal runways are now taxiways.

In 1985 the design of a new terminal area was completed by the architectural and engineering firm DMJM Aviation that year. The original plans included three new terminal buildings having a total of 35 aircraft gates and the adjacent 4,000 foot long aircraft apron, taxilane, and taxiway. After several years of negotiations with the airlines based at ONT, it was determined that the construction of the center terminal would be deferred until the passenger volume reached 10 million passengers per year in two consecutive years.

The expansion program included the construction of the Ground Transportation Center, a consolidated car rental center on the east end of the airport.

Ontario International is the third largest airport in Southern California after LAX and Orange County John Wayne Airport. Today the airport covers 1,700 acres with its two runway airfield and terminal facilities. Terminals 2 and 4 provide a total of 26 connected gates. The airlines operating at ONT are: AeroMexico, Alaska, American, Delta, Delta Connection operated by SkyWest Airlines, Southwest, United, United Express operated by SkyWest Airlines, US Airways and US Airways Express operated by Mesa Airlines.

The two runways at ONT are Runway 08L-26R, 12,197 X 150 feet and Runway 08R-26L, 10,200 X 150 feet.

In 2006 the name of the airport was changed to LA/Ontario International Airport to designate that it is one of the airports owned and operated by Los Angeles World Airports.

Long Beach Airport (LGB)

Long Beach was the first city in California to establish a municipal airport. Long Beach Airport began in 1923 when the City of Long Beach acquired 150 acres of land near the intersection of Spring and Cherry Streets, which is now the southwest area of the airport. The airfield was named Daugherty Field after the pioneer aviator Earl S. Daugherty, who operated a flying school at a nearby airfield. In the late 1920’s, hangars and administrative facilities were built for the Army and Navy. However, the pursuit of commercial aviation was the higher priority. By 1929, Western Air Lines and Maddux Airlines carried passengers, mail and cargo from the Long Beach Municipal Airport.

The Civil Aeronautics Authority activated the control tower in 1936. Four runways were completed in 1941 for both military and civil aviation use; Runways 12-30, 25R-7L, 25L-7R and 16L-34R

The airport was increased by 500 acres and the art deco terminal building was completed in 1941. It was designed by Architects W. Horace Austin and Kenneth S. Wing, Sr.

Donald Wills Douglas moved his aircraft manufacturing to Long Beach Airport in 1940. The first building was completed in 1941 on the north side of the airport. During World War II, Douglas built two types of attack light bombers, the A-26 Invader and the A-20 Havoc. The A-20’s had the component parts fabricated at Santa Monica and shipped to Long Beach for assembly. Douglas Aircraft Company built Boeing B-17 Flying Fortress heavy bombers at the Long Beach Airport with a license from

Boeing. This was done since aircraft manufacturers cooperated with one another during World War II to maximize production. A rate of one aircraft per hour was produced at the Long Beach Airport during those years.

The military version of the DC-3 was the first airplane produced at the Long Beach Airport plant. It was the military C-47/R4D Skytrain and rolled out on December 23, 1941. Aircraft manufacturers employed the practice of developing both civil and military transports together. The military aircraft supplied the means of spreading development costs of civilian aeronautics to the military.

The Army Air Transport Command 6th Ferrying Group, which included a squadron of 18 women pilots, was stationed at the “Long Beach Army Airfield”. It was the delivery airport for Douglas aircraft. New aircraft were moved to Fairfield-Suisun Army Air Base, which became the Travis Air Force Base, and on to Hickam Field in Hawaii.

During the post war years, Douglas produced the DC-6 and DC-7 four-engine airliners, the F-3D Skyknight jet fighter and the F-4D Skyray carrier-based supersonic fighter/interceptor. In the 1950’s, Douglas produced commercial jets starting with the DC-8 in 1958. Today, the Boeing Company manufactures the C-17 Globemaster III military transport, the world’s most versatile airlifter.

The airport grew to approximately 1,134 acres with additional land acquisition by 1965. Presently, the airport covers 1,166 acres with its five runways.

During the 1980’s airport terminal improvements were made to increase passenger holdroom and security screening space, baggage claim facilities, a new four story parking structure and roadway curbside and transit facilities.

The airfield size and runway improvements were completed between 1952 and 1960. The runways are as follows:

Diagonal Runway:Runway 12-30, 10,003 X 200East-West Runways:Runway 25R-7L, 6,191 X 150Runway 25L-7R, 5,421 X 150North-South Runways:Runway 16R-34L, 4470 X 75Runway 16L-34R, 3330 X 75

Present day improvements include new terminal building concourses and a new parking structure.

The airport terminal has twelve gates, The South Concourse is occupied by Jet Blue Airways and has nine gates. The North Concourse has three gates and is occupied by Alaska Airlines operated by SkyWest Airlines, Delta Airlines, Delta Connection operated by SkyWest Airlines, US Airways and US Airways Express operated by Mesa Airlines.

Orange County John Wayne Airport (SNA)

The Orange County Airport was started in 1923 by Eddie Martin, an aviation pioneer, operating a flying school in rural Irvine Ranch. The airfield was situated at the south end of the City of Santa Ana near Main Street and Newport Avenue. The airfield amounted to a 62 acre sod field suitable for airplane operations. Howard Hughes used the airfield for his attempt to break the speed record with the Hughes H-1 Racer in 1935. After a few successful runs, the airplane ran out of fuel and made a gear-up landing in a nearby bean field.

In 1941, Orange County extended Main Street through Eddie Martin Airport and relocated the airfield to a new location to the southeast. The extended Main Street became MacArthur Boulevard and was aligned around the northeast end of the present day Orange County Airport. The airport occupied 138 acres of land as a result of a land swap with the Irvine Ranch.

At the start of World War II, the Army Air Corps leased the airport from Orange County to use the airfield for an interceptor squadron. An additional 140 acres of land was obtained for the construction of a 4,800 foot long hard surface runway and hangars to accommodate Air Corps operations. The 332nd Fighter Squadron of the 329th Fighter Group used Lockheed P-38 Lightning pursuit planes for coastal patrols.

At the end of World War II, the “Orange County Army Air Field” was transferred as war surplus property to the War Assets Administration. The County regained possession to operate the airport, which was completely released in 1948. For the next decade, the airport operated mainly as a general aviation airport, providing surrounding communities with fixed base operator services.

In the 1960s, airfield improvements were made to accommodate commuter airlines for commercial as well as general aviation. The existing 4,800 foot runway was demolished and two parallel northeast-southwest runways were constructed. MacArthur Boulevard was realigned for a new 5,200 foot runway for commercial use and a 2,900 foot runway for general aviation. MacArthur Boulevard was realigned to allow for the commercial runway to eventually be extended to 10,000 feet. However, the San Diego Freeway (I-405) was built between 1964 and 1968 in Orange County by the California State Division of Highways (which became part of CALTRANS). Since the freeway was not built as a grade separation under the runways, such as the Sepulveda Tunnel at LAX, it blocked any plans for a northeast airfield expansion. This confined the northern boundary of the

airfield, and later, State Route 73 blocked expansion to the south.

During the 1960’s, airline fleets consisted of Douglas DC-3’s, Fairchild F-27’s and Lockheed Electras. Slowly, by the 1980’s the airline fleet mix changed to jet aircraft, such as the Boeing 737, DC-9 and MD-80. Noise contours increased in loudness and precipitated lawsuits by Newport Beach and Corona del Mar residents. As a result, aircraft operations became constrained with noise limits and departure procedures. At the same time, the main runway was extended 500 feet to the north in a limited space. At a total length of 5,701 feet, the main runway is the shortest runway of any major airport in the United States.

During the 1980s, a new terminal building was constructed along MacArthur Boulevard on the southeast side of the airport. Additions over the years have expanded the facility into three terminals having a total of 26 gates, 10 in Terminal A, 6 in Terminal B, and 10 in Terminal C. The major airlines operating at John Wayne Airport are Southwest Airlines, United Airlines, American Airlines, Alaska Airlines, Delta Airlines, Frontier Airlines and US Airways. Runways are 01L-19R, 5,701 X 150 feet and 01R-19L, 2,887 X 75 feet.

Santa Barbara Municipal Airport (SBA)

Gordon Sackett and Royce Stetson set up a flight school in a cow pasture southwest of Hollister and Fairview Avenues in 1928. The airfield, located in neighboring City of Goleta was the beginning of what was to become the Santa Barbara Municipal Airport. The first runway was a 3,000 foot dirt strip.

In the 1930’s General Western Aircraft Corporation began a manufacturing facility to produce Meteor F.4 Fighter airplanes. At the same time, two additional runways and two large hangars were built by Santa Barbara Airways. In 1932, Century Pacific Airlines began commercial service. In 1937, Amelia Earhart visited the airport in her Lockheed Vega, the aircraft in which she broke several women’s speed records. United Airlines began commercial service in 1936 using the ten-passenger Boeing 247. United commissioned the construction of the Spanish-style terminal building in 1942. It was designed by William Edwards and Joseph Plunkett, an architectural team that influenced the Mediterranean style of architecture in the City.

At the beginning of World War II, the airport was enrolled in a defense program and became the Marine Corps Air Station Santa Barbara MCAS SB. It was occupied by the Marine Aircraft Group 24 (MAG-24), and Marine Scout Bombing Squadrons 243 (VMSB-243) and 244 (VMSB-244) dive bomber squadrons. The

Marine Carrier Air Group (MCVG) was also based at MCAS SB. The Government constructed many improvements, including hangars and other buildings to expand the airport use as a pilot training base for the Marines. Curtiss P-40 Warhawk fighters were stationed at the airfield. United Airlines continued to use the airfield during the war. At the end of World War II, the Marine Corps intended to make MCAS Santa Barbara a permanent installation. However, the City of Santa Barbara petitioned the Government for it to be reverted to a civilian airport. The City needed a municipal airport and there was no other suitable location. In 1946 the airport was deeded to the City of Santa Barbara. Other parcels of the MCAS were acquired by the Regents of the University of California for the UC Santa Barbara campus. In 1961, the City annexed the Airport property, connecting it to the City with an ocean strip 37,000 ft. by 300 ft.

In 1966 the first jet service was provided by Pacific Air Lines with a Boeing 727-100. United provided service with Boeing 727 and 737 aircraft. American Airlines operated McDonnell Douglas MD-80’s to Dallas Fort Worth. Currently, the airlines operating at SBA are Alaska, American, United and US Airways, all operated by SkyWest Airlines, US Airways operated by Mesa Airlines, and Frontier Airlines. SkyWest and Mesa use Canadair and Embraer regional jets on the routes they serve. Frontier Airlines operates the Airbus A319 on its flights to Denver.

A new terminal was completed in 2011 and added to the terminal built by United in 1942. Aircraft positions at the terminal are at 5 gates.

In 1978 the main runway, 7/25 was extended from 4,500 feet to 6,052 feet. The current runway configuration is as follows:Runway 7-25, 6,052 X 150 feetRunway 15L-33R, 4,178 X 75 feetRunway 15R-33L, 4,184 X 100 feet

Palm Springs International Airport (PSP)

In 1939, the United States Army Air Corps chose land owned by the Aqua Caliente Band of Cahuilla Indians to build an airfield. The location was ideal for an airfield due to its good weather and shelter from the desert winds by surrounding mountains.

The land was leased from the Indians by the City of Palm Springs and in turn was leased by the Federal Government. In 1941

the airport was chosen as an airfield for the Air Corps Ferrying Command 21st Ferrying Group, 259th Army Air Force Unit. A new airfield, Palm Springs Army Airfield, was completed on land that was acquired one half mile from the original site.

Over the ocean flying and navigation training was conducted at the airfield by the 72nd and 73rd Ferrying Squadrons. Also, pilot training was conducted by the Fighter Command 459th Air Base Squadron in North American P-51 Mustang, Curtiss P-40 Warhawk and Lockheed P-38 Lightning fighter aircraft. Starting in 1944, pilot training moved to Brownsville Army Airfield in Texas and the airfield was used by the Air Transport Command 560th Army Air Force Base Unit and the Navy Ferrying Service.

At the end of World War II, the land, still leased from the Indians, was turned over to the City of Palm Springs. The City eventually purchased the airfield land from the Indians by the Aqua Caliente Equalization Act of 1959, 25 USC 951. It provided for a reasonable degree of equalization of the value of allotments made to members of the Agua Caliente Band of Cahuilla Indians and allowed for the land to be legally sold to the City.

Commercial flights started at the airport by Western Airlines in 1945 and by Bonanza Airlines in 1957. American started flights in 1967 and TWA in 1978.

The terminal building was constructed in 1965 and expanded in 1968. Land expansion and airfield improvements, including taxiways and runway reconstruction, started in 1973. During the 1980s, Runway 13-31 was extended 1500 feet, the airside apron was expanded, and there were additional terminal and landside improvements.

In 1986, the name of the airport was changed from Palm Springs Municipal Airport to Palm Springs International Airport. WestJet Airlines, a Canadian carrier, provides service from PSP to Vancouver, British Columbia, Calgary and Edmonton in Alberta, , Winnipeg, Manitoba, and Toronto, Ontario, Canada. The domestic airlines are Alaska Airlines, Alaska Airlines operated by Horizon Air, Allegiant Air, American Airlines, Delta Air Lines, Delta Connection operated by SkyWest Airlines, Frontier Airlines, Sun Country Airlines, United Airlines, United Express operated by SkyWest Airlines, US Airways, US Airways Express operated by Mesa Airlines, US Airways Express operated by SkyWest Airlines and Virgin America.

Additional terminal expansion projects and aircraft parking and apron areas were completed in 1992. The present day terminal building has 16 aircraft gates.

A general aviation runway was completed in 1993. The current runway configuration Runway 13R-31L, 10,001 X 150 feet and Runway 13L-31R, 4,952 X 75 feet.

Meadows Field Kern County Airport (BFL)

Meadows Field was constructed and operated by the Kern County Chamber of Commerce in 1926 near the intersection of US Route 99 and Norris Road. It was moved east to its present location northwest on Norris Road and Airport Drive, parallel to US Route 99. Kern County has owned and operated the airport since 1935. The airport was named Meadows Field for Cecil Meadows, who was instrumental in having Kern County purchase the airfield. He was the Director of Airports from 1935 to 1957, except for a tour of duty as a pilot in the Army Air Force during World War II.

In 1943 the airport was chosen as an airfield for the Army Air Corps IV Fighter Command. It was used by the 481st Night Fighter Operational Training Group, 423d Night Fighter Squadron. Douglas P-70 aircraft, a variant of the Douglas A-20 Havoc light bomber, was used as a night fighter. The Squadron also used the Northrop P-61 Black Widow, which was designed to use radar for night interception operations. Other squadrons stationed at Meadows Field were the 426th, 427th, 547th, 548th, 549th, and 550th Night Fighter Squadrons. They were deployed to combat units in the Pacific and China Burma India Theaters.

At the end of World War II, Meadows Field was returned to Kern County for operation as a commercial airport. During the 1950s, airport improvements included a domestic terminal and a control tower. Through to the 1980s, the airlines that operated out of Meadows Field included United Airlines, Southwest Airways, Pacific Air Lines, Hughes Airwest and Continental Airlines. Aircraft used in those days were the Boeing 727-100 and 737-200 and the Fairchild F-27 turboprop. Over the next 20 years the airlines included Continental, Continental Express operated by ExpressJet, Continental operated by SkyWest Airlines, Pacific Express, ExpressJet operated independently, American Airlines, American Eagle Airlines, Delta Connection, Mexicana and Allegiant Air. Aircraft used were Douglas DC-9-30, Donnell Douglas MD-80, BAC One-Eleven and Embraer ERJ 145 regional jets, and the Saab 340 turboprop. Currently, the airlines are United Express operated by SkyWest Airlines and US Airways Express. They use regional jets and turboprops, including the Canadair CRJ-200 and CRJ-700, and the Embraer EMB-120 turboprop.

Airport passenger volume declined with airline deregulation in 1978. The only improvement to the airfield was a lengthening of the main runway in 1987 to accommodate wide body aircraft. Starting in 2002, Kern County initiated several terminal and landside improvements to encourage the airlines to use the airport. Those improvements included an extension of the second runway to a length of 7,703 feet and a new domestic

terminal with three connected boarding gates. Also, the old terminal was remodeled to accommodate international flights and is currently used by charter and unscheduled flights, and processing international cargo.

The William M. Thomas Domestic Terminal, designed by Odell Associates, has three connected gates and space for two additional gates. There is space for a future building addition for an additional seven gates. Also, future construction of a new concourse will extending from the west side of the terminal will add 12 more gates, bringing the terminal to a potential total of 24 gates.

There are two runways at Meadows Field. Runway 12L-30R, 10,855 X 150 feet, is classified as commercial airport reference code (ARC) D-IV, but is capable of accommodating Group V aircraft. This is the longest runway in the San Juaquin Valley. Runway 12R-30L, 7,703 X 100 feet, is classified as general ARC B-II, but is capable of accommodating turboprop and small regional jets.

Inyokern Indian Wells Valley Airport (IYK)

Inyokern Airport was established in 1940 and is owned and operated by the Indian Wells Valley Airport District. It is situated in Inyokern in the Indian Wells Valley to the west of US 395, to the south of US 395 & CA-14 Junction, near Ridgecrest, California. The Naval Air Warfare Center – China Lake is to the east of this location. The airport covers an area of 1,600 acres. It is mostly used for general aviation, but has commercial and military operations. There are three runways that make up the airfield, which is airport reference code A-III (Airport Approach Category A, Airplane Design Group III)

Inyokern is served by SkyWest Airlines, which has flights to Los Angeles International Airport connecting to United, Delta, US Airways, American and Alaska Airlines.

Three asphalt paved runways at Inyokern are Runway 15-33, 7,100 X 75 feet, Runway 2-20, 6,275 X 75 feet, and Runway 10-28, 4,150 X 75 feet.

One of the main activities at the airport is soaring, which is especially popular on weekends. Inyokern Airport is the home of the Sierra Soaring Club. The airport’s location on the lee side of the Sierra Nevada mountain range is ideal for glider flights. The three runways give pilots a variety of options for launch and landing.

The Federal Aviation Administration has embarked on a goal of enabling the safe integration of Unmanned Aircraft Systems (UAS) into the National Airspace System (NAS) by 2015. The National Defense Authorization Act of December 31, 2011 and the FAA Modernization Act of 2012 directs the FAA to establish six United States based UAS Research & Development test sites. California Unmanned Aircraft Systems Portal (Cal UAS) engineering design team, in association with the Inyokern Airport Board, submitted a proposal to make the Inyokern Airport one of the six sites to provide research concepts, and evaluate

performance for the safe operation of UAS within the NAS.

Inyokern Airport is considered to be a prime candidate for a “Certificate of Authorization (COA)”Site. It is adjacent to the Naval Air Warfare Center – China Lake, Weapons Research, Development, Test and Evaluation Center, and in close proximity to the NASA Dryden Research and Development Center, and the US Air Force Test and Evaluation Center at Edwards Air Force Base. The airport is adjacent to restricted military airspace and has three runways to accommodate all types of aircraft. There are facilities on-site to provide support, a full time fire station, and commercial air service for logistics.

There have been 50 proposals from 37 states submitted to the FAA. The Southern California Unmanned Systems Alliance (SC-USA), led by the Ventura County Economic Development Association, has submitted a proposal for one of the six test sites to be located in Ventura County.

Both Inyokern and Ventura County applicants have entered into an agreement that if one proposal is selected over the other, the two groups will work together however possible.

Integrating unmanned aircraft into the NAS for civilian use is expected to be beneficial to law enforcement surveillance, forestry service for fire fighting and for agricultural uses.

Trivia

Each airport has a three letter identifier code assigned to it by the International Air Transport Association (IATA). This makes it easy for airline personnel, air traffic controllers and the traveling public to say or write the name of an airline in a shorthand manner.

To start, the early airlines adopted a two letter code from the National Weather Service. Thus, Los Angeles Airport was LA. During the 1930’s, the number of airports expanded exponentially, with many of them not even near weather stations. Existing airports had an X added to their two letter code. The identifier code for Los Angeles Airport became LAX.

Newer airports were given their three letter codes from their names. The identifier for Ontario Airport is ONT, Burbank Airport is BUR, Long Beach Airport is LGB, Palm Springs Airport is PSP, and Inyo-Kern Airport is IYK.

Some airports were given codes that are not readily deciphered. Orange County Airport is SNA since it is primarily in the City of Santa Ana. And Meadows Field Airport is BFL as it came from an airfield named Bernard Field.

Conclusion

The development of modern airports is a testimony to the planning, architectural and engineering professional services to the traveling public and respond to the policies of governmental representatives. Modern airports come from the civil engineering of airfields, the architecture and engineering of terminal buildings, the transportation planning for airport access, and the many other professional endeavors to provide the benefits of aviation transportation to the public. There are not many other environments that require such wide range of professional services and construction contracting applications.

Challenges to the future growth of commercial aviation will be met with newer aircraft that will operate on limited lengths of reconfigured runways and with new ways of expanding passenger volume through the confines of existing airport terminals. Civil Engineers will be here to take part in those challenges.

Please send all copy to the Editor bythe first of the month preceding publication.

Identification Statement ASCE Newsletter, (ISSN 0273-6233) is published monthly by ASCE, Los Angeles Section, 1405 Warner Ave. Tustin, California 92780. Subscription price included in Section dues of $45.

Circulation Circulated monthly (except for a joint July/August issue) to the 5,000 subscribing

members of the Los Angeles Section, ASCE.

Advertising Rates EmploymEnt Ads displAy Ads

$75/column inch 1/8 page $150 1/4 page $250 1/2 page $415 1 page $690

profEssionAl dirEctory

$350 per business card for a full year (Additional fees may be applied for typesetting. Please call for information.)

position WAntEd Ads

No cost to L.A. Section members.

For more advertising and billing information, please contact Gayle Stewart at (714) 258-8306 or gstewart@associationplanet.com

National ASCE (800) 548-2723 (ASCE)Access National ASCE at: www.asce.org

L.A. Section web site at: www.ascelasection.org

Newsletter INformatIoN Publisher ASCE LA Section Gayle Stewart 1405 Warner Ave., Suite B Tustin, CA 92780 Phone (714) 258-8306 Fax (714) 258-8391 E-mail: GStewart@associationplanet.com

Editor Dr. Cris B. Liban, P.E. LACMTA One Gateway Plaza Mail Stop 99-17-2 Los Angeles, CA 90012 Phone (213) 922-2471 FAX (213) 922-6875 E-mail: cliban@alumni.ucla.edu Typesetting, Layout & Printing: Apollo Printing & Graphics