History of the Santa Monica Airport June 1, 2009 1917 - 1940 Circa 1917 - Pilots flying the early WWI era biplanes start using the site as an informal landing strip / airport
In 1922 – Donald W. Douglas forms the Douglas Aircraft Company and moves into an abandoned movie studio at 2345 Wilshire Boulevard in Santa Monica (currently Douglas Park) and starts producing military and civilian aircraft.
1922 Douglas begins using the future site of the Santa Monica Airport to test and fly production aircraft.
April 15, 1923 - Dedicated as Clover Field by U.S. Army Air Corps - named for World War I pilot Lt. Greayer “Grubby” Clover who grew up on the Westside and was killed in action during WWI
1920‟2 - Howard Hughes learns to fly at the Santa Monica Airport and maintains a hangar on the Airport up into the 1960‟s
April 14, 1926 – Special Municipal Bond Election held for the acquisition of 165 acres comprising most of the existing Clover Field (Park Bond issue).
July 19, 1926 – City Council approves Ordinance providing for the issuance of $860,000 Clover Field Purchase Bonds.
August 30, 1926 - City Council approves Resolution accepting the Grant Deed for Clover Field
June 15, 1927 - City Council Changes the name of Clover Field to Santa Monica Airport
1928 - City acquires an additional 60 acres to expand the fledgling airport facility.
August 19, 1929 – First Powder Puff Derby women‟s air race. Twenty women participate in the first women‟s air race from Santa Monica to Cleveland, Ohio where the race ended on Monday, August 26. The event took place as part of the 1929 Cleveland National Air Races. Amelia Earhart, Pancho Barnes, Louise Thaden, Bobbi Trout and other women aviators of the era brought international attention to women in aviation.
Douglas Aircraft Company – The Early Years & War Effort 1929 - Douglas completes the move of its factory & offices to Santa Monica Airport and begins to ramp-up production and testing of its early airliners (DC-3 & DC-4) and military aircraft. During this time period SMO, was used primarily by Douglas with some general aviation / sport / movie flying activity.
1. 1924 - Douglas Aircraft (and Santa Monica Airport) was catapulted to super-star status when its World Cruiser biplanes became the first aircraft to successfully
1 circumnavigate of earth between April 6th and September 28th 1924. 2. During it‟s peak years, Douglas employed up to 44,000 employees working three shifts - 24/7 3. Housing had to be built for those employees and it was built in the area surrounding the airport - Both L.A. & Santa Monica zoned residential up to the perimeter of the Airport and adjoining roadways to accommodate the housing demand 4. Douglas built and tested many different kinds of aircraft at SMO including the DC- 3 / DC-4 / DC-6 piston powered airliners - these were very large multi-engine aircraft that rolled off the assembly line by the hundreds / thousands - these were powerful aircraft made lots of noise (and blast) 5. Douglas also built and tested many military aircraft (inc A-20 Havoc & A-26 Marauder) and the B-19 the largest aircraft of its time. 6. Douglas changed the City of Santa Monica forever by transforming the once sleepy beach resort / bedroom community into a primarily blue-collar town.
During World War II, the Federal Government (for national security reasons) leased a large portion of the Airport from the City to provide protection for Douglas Aircraft - now a major defense contractor - and also participated in the expansion of the facility to accommodate the ever-growing production of military aircraft by Douglas Aircraft - it was during this time that the Airport was reconfigured to the current runway and taxiway layout and expanded to 227 acres.
Following the end of the war - the City and the Federal Government executed an “Instrument of Transfer dated August 10, 1948” in which the Federal Government relinquished its leasehold interest in the Airport and transferred it back to the City. Prior to its transfer back to the City, the Federal Government completed the relocation and expansion of the runway and taxiway system to its current configuration.
Runway Orientation / Configuration 1. Runway was moved approximately 1,000 ft south from its original location 2. Runway‟s were changed from an “X” configuration to a single east-west runway 3. Runway now 5,000 feet long with two full-length parallel taxiways (A & B) 4. Runway 21 departs to the west 5. Runway 3 departs to the east.
In 1949 Bill Lear opened a manufacturing facility on a ten acre parcel immediately adjacent to the Santa Monica Airport (the current site of the SMC Bundy Campus). By 1962 his company had 5,000 employees. Bill Lear was a prolific inventor and is best known for founding the Learjet Corporation. He also invented the first car radio (the “Motorola”) and developed the 8-track audio cartridge & player.
1950's & 1960's Douglas Aircraft Company – Post War Era 1. During the post-war 1950's Douglas continued to expand its propeller-driven commercial airliner business -culminating in the production of the 166,000 lb - DC-7C capable of transporting 110 passengers at speeds of up to 400 mph for
2 5,600+ miles. 338 DC-7s were built at the Douglas plant. 2. At the close of the „50's, Douglas began development of a 4-engine jet powered airliner - the DC-8 - to compete with Boeing‟s 707. Douglas came to the City with a proposal to lengthen the runway to accommodate this new aircraft and to acquire additional acreage to build new corporate offices - the City declined the request - subsequently, Douglas shifted the manufacturing of jet aircraft to Long Beach Airport. However, research and development, missile production, and sub-assembly work continued at the Santa Monica Airport plant. 3. During its fifty-year tenure at Santa Monica Airport, the Douglas Aircraft Company built at total of 10,724 aircraft at the plant.
General Aviation Activity 1. During the 50's and 60's general aviation experienced unprecedented growth and activity – as pilots returning from WW II and the Korean War purchased aircraft and continued flying 2. Airlines were expanding - hiring pilots - and pilot training reached an all time high. 3. This growth peaked at Santa Monica Airport (and at other airport‟s in the Basin) in the late 60's when total operations reached 356,000+ per year - which equated to 975 operations per day (or an average of approx 40 arrivals & 40 departures per hour over a twelve hour period)
Early 1960's the first civilian jets started coming to the Airport.
Stagg V. City - December 1969, aircraft operator challenged the City‟s night time (11:00 p.m. - 7:00 a.m.) jet departure curfew. Upon appeal, the court ruled on behalf of the City and upheld the departure curfew finding that the enabling ordinance “clearly comes under the City‟s power to „regulate the use of the airport.‟
Douglas Leaves - 1. During the 1970's, it became apparent that Douglas was leaving the City to consolidate its operation at the Long Beach Airport site. The City subsequently conducted an economic analysis of the property to determine the best use of the site - during this process the City requested a ruling from that State as to whether or not the City could close the Airport. The State Attorney General ruled that the City could not close the airport. 2. Douglas completed its relocation to Long Beach in 1975 and by September 1977 the entire Santa Monica Plant had been razed to the ground leaving only a large vacant dirt lot. 3. The Airport thus became purely a general aviation airport
1970's - The Airport Neighbors Forum & Noise Regulations 1. In 1974 the City formed the “Airport Neighbors Forum” consisting of
3 representatives of local airport neighborhoods and aviation interest for the expressed purpose of developing proposals to mitigate aircraft noise. 2. The current recommended flight tracks are a direct result of this citizen group involvement 3. Subsequently, the City Council adopted several ordinances designed to reduce aircraft noise based upon of the Forum‟s recommendations. These included: A total ban on all jets SENEL limit of 100db Departure curfew between 11:00 p.m. & 7:00 a.m. Ban on helicopter flying Prohibition on “touch and go‟s” (nights, weekends & holidays After the City adopted the jet ban in April of 1975, it was challenged in court by SMAA, NBAA and GAMA in 1977. 1. Federal District Court enjoined the jet ban in 1979, but upheld the City's other regulations 2. The 9th Circuit Court of appeal upheld the court's injunction of the jet ban in 1981 and affirmed the City‟s authority as to other regulations, including adoption of a 100 dB noise limit.
1980's - 1. During the 1980's General Aviation experienced a dramatic nation-wide down turn in total operations as a result of many factors including: · Economic recession · FAA controllers strike · Increased product liability cases against GA aircraft manufactures - driving up the cost of new aircraft · WWII & Korean vets started dropping out of the pilot pool · Slow-down in the airline industry which reduced the demand for new pilots.
2. During the late 80's annual SMO aircraft operations dropped to their lowest level since the early 50's
3. In 1980, the City again conducted an economic impact analysis of the Airport and determined that there was greater revenue generating potential if the Airport was closed and converted to mixed commercial use. The City notified the Airport tenants on month-to-month leases that their tenancies would be terminated in one year.
4. In June 1981, the City Council adopted Resolution # 6296 declaring its intention to close the Airport when legally possible.
5. After the City indicated its intent to close the airport, the FAA (DOJ) and other aviation interests challenged that intent.
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6. During the appeal of the SMAA case, the City lowered the noise level to 85 db, but it was challenged by NBAA, GAMA and Gunnell Aviation. The matter was assigned to the same judge who enjoined the ordinance prohibiting jet aircraft. The judge enjoined the new 85 dB limit ordinance on the grounds that it was a disguised jet ban. A. After issuance of the second injunction, the City enacts an interim 100 db noise limit in 1981 which repealed the 85 db noise limit.
B. Subsequently, the parties to the NBAA lawsuit reached an agreement in late 1982 conditionally dismiss the second lawsuit provided the City adopted new Airport Master Plan and Noise Mitigation Project (including adoption of the related EIR) by November 1983.
C. In November 1983, the City adopted a new airport master plan and EIR to reconfigure the Airport and adopt a innovative aircraft noise mitigation program.
D. 1983 Airport Master Plan - conformed with the 1984 Agreement - reduced the size of the Airport - created two new FBOs on the north side of the airport (away from the residential areas) and released a significant amount of aviation land on the south side of the Airport for non-aviation purposes – the new Airport Park would be constructed in this area.
9. While adoption of the master plan resolved the City‟s litigation with GAMA and NBAA, the City‟s dispute with the FAA was resolved through a separate agreement called the Santa Monica Airport Agreement which was entered into on January 31, 1984. The City began negotiations with the FAA in late 1983 and completed the settlement document solely between the FAA and the City by the end of January 1984. The 1984 Settlement Agreement preserved the City‟s option to control the efforts to mitigate aircraft impacts by agreeing to operate the airport until 2015, but gaining FAA concurrence that the City could impose the following restrictions: 95 db SENEL Noise Limit 11-7 / 11-8 curfew pattern restrictions on weekends, holidays & evenings helicopter restrictions limitations on the number of tie-downs (540 + 50) removing land from aviation use movement of aviation facilities to north side of airport away from residents on southern property line
10. Intent of 84 Agreement was to lessen the impact of aircraft operations for homes / neighborhoods around the airport.
11. 1986 – FAA approves Airport Layout Plan for Airport designating Santa Monica
5 Airport as an ARC B-II Airport.
12. Airport Improvement Projects 1986 – 1989. The FAA funded 90% of the AIP‟s which included runway overlay, new perimeter road, sound walls and aircraft noise mitigation equipment like aircraft noise monitoring system.
13. Late 1990‟s - Reliance development project on Airport “residual land” is rejected by the City Council and property remains undeveloped until construction of Airport Park.
14. 1986-1989 – Major portion of aviation facilities moved to north-side of Airport and away from southern boundary of airport and other airport facilities moved up to be adjacent to the southern edge of the runway.
1990's to 2000's - Congress passes the Airport Noise & Capacity Act of 1990 (ANCA) 1. Grandfathered existing noise ordinances/noise restrictions 2. Prohibited airports from adopting new access restrictions based on noise impact w/o conducting an impact analysis under FAR Part 161. 3. SMO Noise Code and noise abatement procedures remain the most restrictive and punitive in the nation
1991 – FAA approves amended ALP again confirming that Santa Monica Airport is an ARC B-II airport.
1994 – City of Santa Monica accepts final FAA Airport Improvement Program Grant for airfield improvements including: blast wall, runway lights & signage, taxiway slurry seal & restripe, repair of mid-level tiedown ramps and infield areas. No further Federal AIP Grants for the Airport were approved by the City Council. Grant assurances expire 2014.
1996 – City begins process for the construction of Airport Park on the “residual land” set aside by the 1984 Settlement Agreement.
1996 to 1998 – Airport Working Group – The City convened an airport working group that consisted of residents, airport tenants and interested government offices to review the issues arising at the Santa Monica Airport. . A lengthy report containing 42 substantive recommendations was presented to the Airport Commission in January 1998. . Recommendations were reviewed and where feasible, action was taken to implement the recommendations. . Prior to full review and opportunity to implement AWG recommendations, aviation and resident interests commence litigation with the City. 2000 – Present Santa Monica Airport Design Standards Study After years of relative operational fleet mix stability, the City became increasingly concerned
6 about the safety implications associated with the exponential growth of more demanding jet aircraft using the facility. Subsequently, the City initiated a review of the Airport‟s operational design to determine its compatibility with this newly emerging aircraft fleet mix. Subsequently, a Santa Monica Airport Design Standards Study was conducted.
The Study documented that a majority of the aircraft operations were still compatible with the B-II ARC designation of the Airport, but there was an ever-growing number of incompatible faster approach category C & D aircraft operation.
Additionally, the report recommended the designation of runway safety areas through the use of declared distances by displacing the landing thresholds 300‟ at either end of the runway to create a fully compliant RSA consistent with the Airport‟s B-II ARC. This change would create runway safety areas at both ends of the existing runway without shortening the runway itself. This unique concept is referred to as the “Aircraft Conformance Program” or “ACP”. The ACP was a unique and groundbreaking initiative.
December 10, 2002, City Council unanimously approves the ACP in concept and concurred with the staff recommendation to: 1. Continue to meet with the FAA in an effort to resolve the matter. 2. Conduct an in-depth review of the legal, environmental and operational consequences related to the implementation of the Aircraft Conformance Program, and 3. Conduct an engineering review and analysis leading to the implementation of appropriate runway safety areas within the current Airport boundaries. After years of meetings with the FAA, staff returned to Council on November 27, 2007 with a recommendation that City Council introduce, for first reading, an ordinance which would conform Airport usage to the Airport‟s federal designation which defines it as a facility suitable for Category A and B aircraft.
April 29, 2007 – 7 ½ acre Airport Park was dedicated
Air Quality Issues . Airport Commission and Environmental Task Force Ad Hoc Study Group formed in 2002 and recommended contacting the SCAQMD regarding air quality studies. . City consults with SCAQMD regarding aircraft air quality issues. Letter requesting SCAQMD study sent December 3, 2002. . SCAQMD obtains grant from US EPA and commences air quality monitoring at Van Nuys and Santa Monica Airports . In the fall of 2005 and early 2006 SCAQMD develops the general aviation air monitoring study to be conducted at Santa Monica and Van Nuys Airports. . SCAQMD conducts air quality monitoring study at Santa Monica airport and surrounding community over two periods, April to July 2006 and October 2006 to March 2007. . City approves an augmentation study to compliment SCAQMD study with monitoring of turbine aircraft taxiing and idle times. . City brings together in February 2007 an air quality scientific study planning group composed of interested elected officials to discuss the air quality issues and steps that
7 can be taken in addition to ongoing monitoring. . Preliminary presentation by SCAQMD on its general aviation study at the October 27, 2007 Airport Commission. An updated presentation was made by SCAQMD to the Airport Commission on November 24, 2008. . On May 12, 2009 City Council adopted the Airport Sustainability Plan . City agrees to participate with US Environmental Protection Agency monitoring and modeling project on piston aircraft and lead fuels. An initial monitoring trial run was conducted in March 2009 with the full study commencing in July 2009.
March 21, 2009 – Douglas DC-3 Spirit of Santa Monica Monument is dedicated - over 1,500 people attend the dedication ceremonies - a life-size bronze sculpture of Donald Douglas and his favorite dog “Wonderbar” was unveiled to the public. Over 10,000 DC-3‟s were built.
March 25, 2008 the Santa Monica City Council adopted the ordinance requiring aircraft operations at SMO to conform to FAA design standards for Category A and B aircraft consistent with the Airport‟s B-II airport reference code. FAA sought and got a restraining order suspending enforcement. A required administrative appeal process was conducted through the FAA. That process is complete and the matter is now proceeding through the Federal Appellate Court system.
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