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History Tampa Bay was the birthplace of commercial airline service, when pioneer aviator Tony Jannus flew the inaugural flight of the St Petersburg-Tampa Airboat Line on January 1, 1914, from St. Petersburg, Florida, to Tampa using a Benoist Flying Boat the first scheduled commercial airline flight in the world using a heavier-than-air airplane. Drew Field Postcard from Drew Field In 1928 the city completed the 160-acre (0.65km2) Drew Field six miles (10km) west of Downtown Tampa. The more popular Peter O. Knight Airport was opened on Davis Island near Downtown Tampa in 1935, where both Eastern and National Airlines operated until 1946. The United States Army Air Force took over Drew Field during World War II and expanded and modernized the airport. The airfield was used by Third Air Force and renamed it Drew Army Airfield. Third Air Force used it as a training center by 120,000 combat air crews and flew antisubmarine patrols from the airfield. There was one accident in 1943 that killed five fliers. Despite this, Drew Field set a safety record for the Third Air Force in 1945 after 100,000 flying hours had been completed over a period of 10 months without a fatal incident. The aircraft operated included the B-17, C-47, AT-6, B-25, and others. Tampa International Airport After the hostilities, Eastern and National Airlines moved to Drew Field. The reason for the relocation was that the Peter O. Knight Airport was too small to handle the new Douglas DC-4, DC-6 and Lockheed Constellation prop-liners that were being placed into service. During this period the airlines were housed in the former Base Operations Building which was converted into a terminal. Trans Canada Airlines inaugurated international flights in 1950 and Drew Field was renamed Tampa International Airport. The airport's second terminal opened in 1952 near the intersection of Columbus Drive and West Shore Blvd. The building, which was built for three airlines, was soon swamped. The Civil Aeronautics Board granted Capital, Delta, Northeast, Northwest and Trans World Airlines authority to fly to Tampa during the late 1950s and as a result created havoc at the undersized terminal. An annex was built east of the terminal to accommodate the new carriers. Jet-powered operations began in 1959 when Eastern Air Lines introduced the Lockheed L-188 Electra. The following year National Airlines began turbojet service with the Douglas DC-8 jetliner. Flights to Mexico City began in 1961 with weekly service by Pan American. Congestion became a serious problem at the 1952 Terminal when the airlines began to replace their piston powered equipment with larger jetliners. As a temporary measure the terminal was once again expanded to handle the growth in traffic. The 1971 Terminal During the early 1960s, the aviation authority began making plans to build a replacement terminal in an undeveloped site at the airport. Airport leaders chose the Landside/Airside design in 1965 after a careful study of different types of terminals. Construction on the new terminal began in 1968 between the airport's parallel jet-capable runways. When completed in 1971 the new jetport was highly praised by the press. Prior to its official April 15 opening, 60,000 people toured the new facility during a two day open house event. National Airlines Flight 36 from LAX was the first to arrive at the terminal. After touching down at 05:26 am the jet taxied to Airside E to disembark its passengers. The people mover system (Airside E, right) The airport's people mover system was the first such system in the world. The original eight trains were built by Westinghouse. The 227-foot (69m) tall ATC control tower became operational on July 15, 1972 and at the time was the tallest in the United States (at 227 feet). The Host/Marriott Airport Hotel with its revolving rooftop restaurant got plenty of attention when it opened its doors on December 1973. The building's features include triple-paned windows and sound-proof guest rooms. Northwest and National Airlines brought the Jumbo Jet to the airport late in 1971 with the introduction of the Boeing 747 and McDonnell Douglas DC-10. This was followed by the introduction of the Lockheed Tristar a year later by Eastern Air Lines. National Airlines began trans Atlantic DC-10 service to Amsterdam and Paris in 1977. In 1991, Airside B closed following the demise of Eastern Airlines. During the following decades, the airport was expanded and improved to handle more traffic and additional airlines. In 1996, Airsides C and D were remodeled. The interiors of both satellites were refurbished and the original Westinghouse shuttles were replaced with Bombardier CX-100 trains. During this time, all the airlines from both facilties were housed in Airside E. Upon completion of the renovations, the airlines returned to their original locations and Airside E was closed for good. The Landside Terminal was also remodeled numerous times during the 1980s and 1990s. Both Delta Air Lines and US Airways opened maintenance bases at the airport to service their growing fleets. However, both bases closed following the September 11 terrorist attacks and the airline struggles that ensued. Alabama based Pemco World Air Services currently occupies the former US Airways hangar performing MRO (maintenance, repair, overhaul) services for several airlines. Terminal, airlines and destinations Aerial of TPA in 2004 The Ticketing Level at Tampa International Airport. The level received a makeover from 2000 to 2002. Airside A Airside C Interior (2008) Airside E Interior (2008) Airside F Interior (2008) Tampa International Airport's Landside/Airside terminal was the first of its type in the world. There is a central Landside Terminal where baggage and ticketing functions take place. The Landside Terminal is surrounded by four Airside satellites where airliner embarkment and disembarkment occur. Each Airside is connected to the Landside Terminal via an elevated automated people mover (APM) system which employs 16 Bombardier CX-100 Shuttle Cars. TPA was the first airport in the world to deploy a fully automated, driverless people mover system and is host to Bombardier Transportation's longest-running APM system. The terminal was originally designed to limit the walking distance between the automobile and airliner to 700feet (210m); today, it has increased to about 1,000feet (300m), due mostly in part to the larger, more modern airside buildings which have replaced the original, smaller structures. The future of the Airport is certain to see continued growth and success. Many plans have been set in motion to expand as the Tampa Bay area continues to thrive. Airsides Today, there are four active airsides (A, C, E and F) with 62 gates. All were constructed after 1985 and all airsides include a food court and gift shop, and outdoor smoking patios. Airsides E and F contain duty free shops in addition to the regular gift shops to serve passengers arriving or departing on international flights. As of 2009, the security screening area in each airside is equipped with one "puffer" explosives walk-thru detection machine. A brief description of each airside and the airlines they occupy are listed below, including the major cities/hubs that each airline serves from TPA. Airside A includes gates 1-12 and 14-18 it was opened on March 16, 1995 and was designed by Continental Airlines Airside C includes gates 30-45 it was the last airside to be demolished and rebuilt from the ground up; it was reopened to passengers on April 19, 2005 Airside E includes gates 62-75 it was the first airside to be demolished and rebuilt the current fourteen-gate facility was designed for Delta Air Lines and was dedicated and opened to passengers on October 15, 2002 the facility includes one airline lounge: the Delta Air Lines "Sky Club" Airside F includes gates 76-90 it was opened on November 4, 1987 and was designed for international flights the facility includes two airline lounges: the US Airways' Club and the International Club which is used by British Airways passengers the customs/immigration center is located on level 1 Airlines and destinations Airlines Destinations Airside Air Canada Halifax [seasonal], Montral-Trudeau [seasonal], Toronto-Pearson E AirTran Airways Akron/Canton, Asheville [seasonal; begins May 4] Atlanta, Baltimore, Dayton, Flint [seasonal], Grand Rapids [begins June 12], Gulfport/Biloxi, Indianapolis, Milwaukee, Pittsburgh [seasonal], Rochester (NY) A American Airlines Chicago-O'Hare, Dallas/Fort Worth, Miami, New York-JFK, San Juan F British Airways London-Gatwick F Cayman Airways Grand Cayman F Continental Airlines Cleveland, Houston-Intercontinental, Newark A Continental Connection operated by Gulfstream International Airlines Fort Lauderdale, Key West, Miami, Pensacola, Tallahassee A Continental Express operated by ExpressJet Airlines Cleveland A Delta Air Lines Atlanta, Boston [seasonal], Cincinnati/Northern Kentucky, Detroit, Hartford/Springfield, Los Angeles, Memphis, Minneapolis/St. Paul, New York-JFK, New York-LaGuardia, Salt Lake City [seasonal] E Delta Connection operated by Comair Cincinnati/Northern Kentucky [seasonal] E Delta Connection operated by Mesaba Airlines Memphis [seasonal] E Frontier Airlines Denver, Milwaukee, Oklahoma City [seasonal; ends April 18] C Frontier Airlines operated by Republic Airlines Oklahoma City [seasonal; ends April 18] C JetBlue Airways Boston, New York-JFK, Newark, White Plains A Midwest Airlines operated by Republic Airlines Milwaukee, Omaha [seasonal] C Southwest Airlines Albany, Austin, Baltimore, Birmingham (AL), Buffalo, Chicago-Midway, Columbus (OH), Denver, Fort Lauderdale, Hartford/Springfield, Houston-Hobby, Indianapolis, Jacksonville, Kansas City, Las Vegas, Long Island/Islip, Louisville, Manchester (NH), Milwaukee, Nashville, New Orleans, Norfolk, Philadelphia, Phoenix, Pittsburgh, Providence, Raleigh/Durham, St. Louis, San Antonio, Washington-Dulles, West Palm Beach C Spirit Airlines Atlantic City, Detroit, Fort Lauderdale C Sun Country Airlines Minneapolis/St. Paul [seasonal] E United Airlines Chicago-O'Hare, Denver, Washington-Dulles E US Airways Charlotte, Philadelphia, Phoenix, Washington-Reagan F WestJet Ottawa [seasonal], Toronto-Pearson F Original airsides The original TPA airsides were designed in the mid 1960s as four identical facilities. The concept was later scrapped for unknown reasons and the facilities were eventually built around the requirements of their then primary tenant airlines. Thus creating the four dissimilar facilities that stood from their opening in 1971 to 2000. Each airside building was three stories tall and included a minimum of ten gates, a cocktail lounge, snack bar, and gift shop. Each airside was maintained by the airline for which it was built until 1999. All of the facilities (except Airside B) were renovated in the early/mid 1990s but received no further modifications during their life span. All 4 of the original airside buildings have been demolished and either re-built or the space re-used as noted below. Below is a brief description of the four original airsides and the airlines that occupied them throughout the years. The bolded airlines indicate the primary (anchor) tenants for each facility. Airside B - former Gates 19-30 (1971-1991) Airside B was a twelve-gate facility that was designed by Eastern Airlines and was the first original airside to shut down. The closure was the direct result of Eastern's cessation of operations in 1991. There were preliminary plans to renovate and revive the airside during the early 1990s, but efforts failed and planning for Airside A commenced immediately in 1992. The airside was not rebuilt due to a lack of overnight parking for aircraft, the facility's close proximity to one of TPA's runways, and the need for a separate automated baggage sorting facility for Airside A (since Airside A could not accommodate a built-in facility due to its pre-2001 construction), and was eventually demolished in 2003. Today an overnight aircraft hardstand and an automated baggage sorting facility for Airside A sit on the former site. The site could also one day house an intermodal center that would allow passengers to connect to various mass transit options, including Tampa's proposed light rail system. Airside C - Gates 31-41 Airside C was an eleven-gate facility designed by Delta Air Lines. The facility originally housed a customs/immigration center for arriving Air Canada and Pan Am international flights. The center was closed in 1987 and a Delta Crown Room was added. The airside was renovated (and its shuttles replaced) in 1996 but never received any further modification. By the late 1990s, Delta's presence in Airside C was dramatically increasing, and so was the congestion and lack of gate space. The airline soon requested HCAA to build a new facility for them. Airside E was deemed inactive by 1997 and its future quickly went up in the air. In 1998, it was decided that Airside E be demolished and rebuilt for Delta. After a brief halt in construction due to the September 11, 2001 terrorist attacks, the new Airside E opened in 2002 and Delta immediately moved in. After much debate by the HCAA about whether to demolish or renovate the aging facility, Airside C was then slated for demolition and replacement in 2003. Airside D - former Gates 46-55 (1971-2005) Airside D was the last of the original airsides to close. The facility was designed by Northwest Airlines and was originally without some jet-ways until government airline regulation ended in 1978. The airside was renovated in 1996 (and its original shuttles were replaced). Northwest moved to Airside A in 1999 and United moved to the rebuilt Airside E in 2002. Airside D closed in May 2005 and its remaining tenants (AirTran, JetBlue, and Spirit) were relocated to Airsides A and C. The facility was demolished in May 2007 and the site is currently used as hard-stand aircraft parking, but will eventually be used for the Control Tower and Ground Radar relocation in preparation for the New North Terminal facility. An 8-10 Gate replacement facility may be built down the road depending on capacity needs, but is not likely until 2020 or beyond. Airside E - Gates 61-70 The original Airside E was designed by National Airlines and boasted a slightly different layout from the other airsides. Its boarding gates were on the third level (as opposed to the second level in the other airsides). This was due to the fact that the facility was designed specifically for the DC-10. The first level was open to allow tugs to drive right through. This was due to the airsides close proximity to the taxiway. Airside E occupied National until its demise and takeover by Pan Am. Pan Am, in turn, occupied the facility until its own demise. Thereafter, the facility was renovated (in 1991) and Continental became its final major tenant. The facility was closed in 1995 after Continental's new terminal (Airside A) opened. The airside was demolished in 2000 and replaced by its current facility. TPA Airport Today The airport control tower as seen from the parking garage. Today, TPA Airport handles about 20 million passengers per year ) and improvements currently in progress will increase capacity to 25-million passengers a year. The airport's car rental market is in the top five among all U.S. Airports. And the facility continues to receive consistent top-ranking reviews from numerous publications. A 2007 Zagat Survey ranked TPA the "Best Overall U.S. Airport" and in 2008 Cond Nast Traveler recognized TPA as the second-best airport in the world, just two-tenths of a point behind the first place winner. JD Power and Associates have also given TPA Airport consistently high customer satisfaction ratings over the years. Presently, the largest aircraft serving TPA is the Boeing 777. At this time, new runway is being planned (17-35) to increase capacity in fair-weather conditions. In addition, a second Landside Airside Terminal will be built to the north of the current facility, allowing the airport to serve over 50-million passengers a year by 2025. Construction of this facility was originally slated to begin in 2010, with completion set to October 2015. However, the St. Petersburg Times reported on November 7, 2008 that the airport authority is no longer pursuing the original planned dates due to the current state of the US and global economies. The current struggle of the airline industry, including the recent merger by Delta and Northwest, has forced passenger levels to level off, and slowly decline at the airport. Additionally, with more possible airline mergers on the way, TPA Airport may not require drastic expansion for another five to six years. The revised start date of construction of the north terminal is now estimated at around 2015. According to the Tampa Tribune, passenger levels dropped by 14% in January 2009 The Marriott located adjacent of the parking garage. Phase I of the economy parking garage was completed in November 2005. Phase II of the economy garage opened ahead of schedule in November 2005, bringing a total of 5,600 parking spaces. Tampa International Airport covers an area of 3,300 acres (1,335 ha) at an elevation of 26 feet (8 m) above mean sea level. It has three runways: 9/27 is 6,999 by 150 feet (2,133 x 46 m) with an asphalt/concrete surface; 18L/36R is 8,300 by 150 feet (2,530 x 46 m) with an asphalt/concrete surface; 18R/36L is 11,002 by 150 feet (3,353 x 46 m) with an concrete surface. For the 12-month period ending May 30, 2008, the airport had 279,183 aircraft operations, an average of 764 per day: 85% scheduled commercial, 14% general aviation and

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