The airport is owned and operated by the San Diego County Regional Airport Authority.[10][11] It operates incontrolled airspace served bySouthern California TRACON.[12] The airport's landing approach is close to the skyscrapers of downtown San Diego,[13] and can sometimes prove difficult to pilots due to the relatively short usable landing area, steep descent angle over the crest ofBankers Hill, and shifting wind currents just before landing.[14][15]
Prior to the development of the airport, the area was a delta river outlet for theSan Diego River intoSan Diego Bay, which was then re routed to terminate to the Pacific Ocean parallel toMission Bay.[16]
Inspired by Lindbergh's flight and excited to have made his plane, the city of San Diego passed a bond issue in 1928 for the construction of a two-runway municipal airport. Lindbergh encouraged the building of the airport and agreed to lend his name to it.[18] The new airport, dedicated on August 16, 1928, wasSan Diego Municipal Airport – Lindbergh Field, with 140 Navy and 82 Army planes involved in a flyover.
The airport was the first federally certified airfield to serve all aircraft types, includingseaplanes.[19][20] The original terminal was on the northeast side of the field, on Pacific Highway.[19] The airport was also a testing facility for several early USsailplane designs, notably those byWilliam Hawley Bowlus (superintendent of construction on the Spirit of St. Louis) who also operated the Bowlus Glider School at Lindbergh Field from 1929 to 1930.[21] The airport was also the site of a national and world record for women's altitude established in 1930 byRuth Alexander.[22][23] The airport was also the site of the first transcontinental glider tow by Capt. Frank Hawks departing Lindbergh Field on March 30, 1930, and ending in Van Cortland Park in New York City on April 6, 1930. On June 1, 1930, a regular San Diego–Los Angelesairmail route started. The airport gainedinternational airport status in 1934. In April 1937,United States Coast Guard Air Base was commissioned next to the airfield.[24] The Coast Guard'sfixed-wing aircraft used Lindbergh Field until the mid-1990s when their fixed-wing aircraft were assigned elsewhere.[25]
A major defense contractor and contributor toWorld War II heavy bomber production,Consolidated Aircraft, later known as Convair, had their headquarters on the border of Lindbergh Field, and built many of their military aircraft there. Today the rental car building is on some of the former Consolidate Vultee property, with the street appropriately named "Liberator Way". Convair used the airport for test and delivery flights from 1935 to 1995.[26]
TheUS Army Air Corps took over the field in 1942, improving it to handle the heavy bombers being manufactured in the region. Two camps were established at the airport during World War II and were named Camp Consair and Camp Sahara.[27] This transformation, including an 8,750 ft (2,670 m) runway, made the airport "jet-ready" long before jet airliners came into service.[28] The May 1952 C&GS chart shows an 8,700-ft runway 9 and a 4,500-ft runway 13.
Pacific Southwest Airlines (PSA) established its headquarters in San Diego and started service at Lindbergh Field in 1949. The April 1957 Official Airline Guide shows 42 departures per day: 14American, 13United, 6Western, 6Bonanza, and 3 PSA (5 PSA on Friday and Sunday). American had a nonstop flight to Dallas and one to El Paso; aside from that, nonstop flights did not reach beyond California and Arizona. The first scheduled flights using jets at Lindbergh Field were in September 1960: American AirlinesBoeing 720s to Phoenix and United Airlines 720s to San Francisco. Nonstop flights to Chicago started in 1962 and to New York in 1967.
The airport was built and operated by the City of San Diego through the sale of municipal bonds to be repaid by airport users. In 1962 it was transferred to theSan Diego Unified Port District by a state law.[29] The original terminal was on the north side of the airport; the former Terminal 1 opened on the south side of the airport on March 5, 1967. Originally Terminal 1 was only 1 story tall and had nojet bridges, however between 1981 and 1983 Terminal 1 East was given a second floor and jet bridges, and the same was done with Terminal 1 West between 1989 and 1991. Terminal 2 also originally opened on July 11, 1979. These terminals were designed by Paderewski Dean & Associates.[30]
Western Airlines discontinued service to Mexico City in 1981, leaving the airport without any international flights.[31][32] However, in June 1988, the airport's first transatlantic flight was opened, aBritish Airways flight to London's Gatwick Airport using Boeing 747s and McDonnell Douglas DC-10s.[32] As San Diego airport's customs facility had not been used in seven years and was not up to the US Customs Service's latest security requirements, inbound travelers had to clear customs in Los Angeles, which made the journey cumbersome. After the Port District performed the necessary upgrades, San Diego Airport's customs facility reopened in 1989 - nevertheless, British Airways ended the route in November 1990.[33]
Between 1991 and 1993, the airport's second runway (Runway 13/31) was closed and retrofitted into taxiways D and F. This runway had been much smaller than the main runway (Runway 9/27) and was unable to be used by commercial jets.
The Commuter Terminal opened on July 23, 1996, a small standalone facility used by all short-haul flights, mostly to Los Angeles, regardless of airline. Service out of the terminal stopped in 2015 after the expansion of Terminal 2 and amid the introduction of larger regional jets.[34] However, the building remained standing until January 2024 as it also housed offices for the San Diego County Regional Airport Authority.[35]
Terminal 2 itself was expanded westward by 300,000 square feet (27,871 m2) on January 7, 1998. The expanded Terminal 2 and the Commuter Terminal were designed byGensler and SGPA Architecture and Planning.[36][37]
In 2001, the San Diego County Regional Airport Authority (SDCRAA) was created byCalifornia State Assembly Bill 93.[29] The SDCRAA assumed jurisdiction over the airport in December 2002. The Authority changed the airport's name from Lindbergh Field to San Diego International Airport in 2003, reportedly considering the new name "a better fit for a major commercial airport."[38]
The former Commuter Terminal, demolished in January 2024.
As far back as 1950, there have been proposals to relocate San Diego International Airport. In 1950, the city of San Diego acquired what is todayMontgomery-Gibbs Executive Airport and much of the land surrounding it through eminent domain to build a replacement airport, but theKorean War brought with it a massive expansion in jet traffic to nearbyNaval Air Station Miramar, which soon rendered a commercial service airport in the area impractical. The CAA refused to fund any major enhancements to SDIA through the 1950s, and at various times the city proposedNAS North Island,Mission Bay, andBrown Field as replacements. Cost, conflicts with the Navy, and potential interference with other air traffic stymied these plans.[39]
While in 1964 theFAA finally agreed to an expansion of SDIA, which led to the construction of today's Terminal 1, it was only allowed with the assurance of San Diego MayorCharles Dail that it would be a temporary measure until a replacement airport could be found.[40] From that time until 2006, various public agencies conducted studies on potential locations for a replacement airport. One revisited a study done in the 1980s by the City in 1994 whenNaval Air Station Miramar closed and was then immediately transferred to theUS Marine Corps as Marine Corps Air Station Miramar. Another was by the City of San Diego in 1984 and another that started in 1996 and sat dormant withSANDAG until the airport authority was formed.
In 2001, the SDCRAA projected SAN would be constrained by congestion between 2015 and 2022;[41] the Great Recession, however, extended the forecast capacity limitations into the 2030s.[42] In June 2006, SDCRAA board members selectedMarine Corps Air Station Miramar as its preferred site for a replacement airport, despite military objections the compromises this would require would severely interfere with the readiness and training of aviators stationed at the air station.[43] On November 7, 2006, San Diego County residents rejected an advisory relocation ballot that included a joint use proposal measure over these and related concerns over the potential impact reducing the region's military value would have on the defense-focusedSan Diego economy.[44] With the relocation proposals now defeated, San Diego Airport began looking to improve its existing facilities.
The first major 21st-century expansion of the airport was "The Green Build," adding 10 gates to Terminal 2 West, as well as a new security checkpoint, a scenic dining area dubbed "Sunset Cove," a new USO Center, and a dual-level arrivals and departures roadway for the entirety of Terminal 2.[45] Completed on August 13, 2013, at a cost of US$900 million,[46] it was followed in January 2016 by the opening of aconsolidated rental car facility on the airport's north side. The US$316 million, 2-million-square-foot (190,000 m2) facility houses 14 rental car companies and is served by shuttle buses to and from the terminals.[47] In July 2016, construction began on a three-story 5,200-space parking structure in front of Terminal 2, which was completed in May 2018.[46][48]
International Arrivals Facility at the southwest corner of Terminal 2
Given annual arrivals at Terminal 2 East's three international gates (20–22) had increased from 50,000 passengers in 1990 to more than 400,000 in 2017, a new international arrivals facility for the airport was built at Terminal 2 West.[49][50][51] Construction began in 2017 and completed in June 2018,[50] adding vertical circulation and an upper level connecting six of the Green Build gates (46–51) to a 55,000-square-foot (5,100 m2) international arrivals processing facility at the southwest corner of the terminal.[52]
After many years of planning, construction on a complete replacement of Terminal 1 began in 2021. Divided into two phases, Phase 1 of the project includes a 19-gate standalone terminal east of the original facility, a five-story 5,200-space parking structure, a dual-level arrivals and departures roadway similar to Terminal 2's, a new entry road parallel to Harbor Drive, and an expandedtaxiway A to pair with existing taxiway B.[53][54] Phase 1 opened on September 22, 2025, at a cost of US$2.6 billion.[55] Phase 2, to begin after Phase 1's opening and planned for completion in 2028, will demolish the original Terminal 1 and add 11 additional gates to the new Terminal 1 in its place.[56] An area west of the new Terminal 1's parking structure was left vacant to accommodate a station for the proposed "Airport Transit Connection," a project under study bySANDAG to connect the airport to Downtown San Diego via a transit line of a yet to be decided mode.[57][58]
A new administration building for the San Diego County Regional Airport Authority opened in December 2023 just west of Terminal 2, relocating offices previously housed on the upper floors of the Commuter Terminal.[34] Its relocation enabled the long unused by passengers Commuter Terminal to be demolished, making way for Phase 1 of the new Terminal 1.[35]
On September 23, 2025, Phase 1 of the New Terminal 1 fully opened with 19 gates. On the previous evening of the 22nd, the first flights started arriving at the New Terminal to avoid the need to tow the aircraft to the new terminal when departures start the next morning, with various Southwest flights being the first to arrive into the new terminal with water salutes given by the fire department. The old Terminal 1 was used for departures for the rest of the evening of September 22, 2025, with various Southwest flights being the final departures out of the old terminal.[59]
San Diego International Airport has two terminals and 50 gates:
Terminal 1 currently has 19 gates in use, with 11 more planned to open by 2028.
Terminal 2 has two concourses. The older East concourse has 12 gates and the newer West concourse has 19 gates, along with the airport's international arrivals facility.
The airport has one runway, designated 09/27 for its magnetic headings of 95 degrees and 275 degrees. The runway, built of asphalt and concrete, measures 9,401 by 200 feet (2,865 m × 61 m). Each end has adisplaced threshold: on Runway 27, the first 1,810 feet (550 m) are displaced, while the first 1,000 feet (300 m) are displaced on Runway 9. The west end of the runway has anengineered materials arrestor system, installed in 2006 and expanded in 2021.[60]
Most takeoffs and landings use Runway 27, as the predominant westerly winds favor its use. However, inSanta Ana wind conditions, where winds shift toward the east, operations reverse and Runway 9 is used for takeoffs and landings instead.Marine layer conditions that lower the cloud ceiling belowvisual flight rules minimums will also trigger an operations reversal to Runway 9, as Runway 27 lacks aninstrument landing system (as the steep terrain on approach makes such a system infeasible). These reversals to Runway 9 can cause delays, as the airport'staxiway layout is constrictive, given there is only one taxiway (B) that spans the entire length of the airport's sole runway. When enough planes line up to take off on Runway 9, they will block planes that have just landed on Runway 9 from getting to their gate. Compounding this is some heavier aircraft being restricted from departing on Runway 9 at all, which in reversed operations requires these aircraft to taxi against the flow of taxiway B to the end of Runway 27, where they will wait for sometimes multiple hours until their departure can be accommodated byair traffic control. In rare cases of severe gridlock, planes will be instructed by ground control tobacktaxi on the runway, a procedure not typically utilized by commercial airports. The creation of a new taxiway A as part of the new Terminal 1 project aims to reduce aircraft ground movement-related delays like these.
The approach to Runway 27 is unusually steep due to utility poles and over 200-foot-tall (61 m) buildings within 2 miles (3.2 km; 1.7 nmi) of the runway threshold. Although nearby skyscrapers are not considered an obstacle, the approach has been compared to those atCharles B. Wheeler Downtown Airport in Kansas City and Hong Kong's formerKai Tak Airport.[61]
To appease the concerns of the airport's neighbors regarding noise and to head off any ensuing lawsuits, a curfew was implemented in 1979 whereby takeoffs are only allowed between 6:30 a.m. and 11:30 p.m. Outside these hours, they are subject to a large fine. However, law enforcement, emergency, fire or rescue aircraft, and medical flights can operate normally. Arrivals are permitted 24 hours per day.[62]
The airport is on North Harbor Drive, which is accessible fromInterstate 5 northbound via the Hawthorn Street exit and southbound via the Sassafras Street exit.Parking garages are located in front of both terminals and each has around 5,200 spaces. The airport also offers valet service curbside at the terminals.[63] Both terminals have designated areas for taxis and ride-share pickups.[64]
There are three public transportation options:[65][66]
Metropolitan Transit System route992: operates between downtown San Diego, Terminal 1 and Terminal 2. Route 992 operates from 5 a.m. to 12:30 a.m. with buses arriving every 15 minutes.[67] Route 992 connects to several major transportation hubs in downtown San Diego:
San Diego Flyer shuttle: complimentary buses operate between the airport andOld Town Transit Center every 20 to 30 minutes. Pickup and drop-offs are timed to meet the first and last Trolley, Coasters, Amtrak trains, and MTS buses. Passengers can transfer via Old Town Transit Center to Amtrak, Coaster, along with Blue and Green lines trains of theSan Diego Trolley.[68]
Rental Car shuttle connection to Trolley: in between the two termini of the airport's complimentary bus service to the consolidated rental car facility, there is a bus shelter (branded TROLLEY → TERMINAL) along Admiral Boland Way - 200 feet north of the intersection of Admiral Boland Way and West Palm Street. This bus shelter is two blocks, or 800 feet, from theSan Diego Trolley'sMiddletown station.[69] If a rider walks from Middletown station to this bus shelter, the rental car shuttle will stop and pick them up on the way to either terminal. Traveling from the airport toward the rental car facility, a rider must inform their shuttle driver they wish to be dropped off at the Trolley, as the rental car shuttle will not automatically stop at this bus shelter without being informed.
Extension of the San Diego Trolley to directly serve the airport terminals has been proposed several times, but has not yet come to fruition. A 2021 study has found that such an extension to the airport is feasible and could be completed within ten years.[70]
Coast Guard Air Station San Diego is near the southeast corner of the airport. The installation originally supported seaplane operations during the 1970s, 1980s, and early 1990s, when the station hadHU-25 Guardian jets assigned.[71]
The 93,000-square-foot (8,600 m2) Airline Support Building, which houses cargo operations and aircraft provisions storage and serves as a pickup and drop-off point for live animals and large cargo, opened on July 20, 2021. Located on the south side of the airfield along North Harbor Drive.
Stormwater is captured on Terminal 2 Parking Plaza and used in the cooling towers that heat, ventilate and air condition the terminals and jet bridges.[73]
A portion of the southeast infield at San Diego International Airport is set aside as a nesting site for the endangeredCalifornia least tern. April through September is the least tern nesting season at SAN. Since 1970, this endangered migratory sea bird has found a suitable nesting site each year in the sand and gravel located in four oval areas between the runway and airplane taxiway. Approximately 135 nests were established there in 2007.[74]
As of February 2026[update], San Diego International Airport has non-stop passenger flights scheduled to 87 destinations, including 11 international destinations in 7 foreign countries.[75]
On April 29, 1929, aFord Trimotor operated byMaddux Air Lines collided in mid-air with aPW-9D shortly after taking off from Lindbergh Field. The aircraft collided overdowntown San Diego, killing all five aboard the Trimotor and theUSAAC pilot of PW-9D. According to eyewitness accounts, shortly before the collision the Air Corps pilot had been flying extremely close to the larger airliner in an impromptu show for viewers on the ground, when he misjudged the distance between the two aircraft and crashed into it.[189]
On June 2, 1941, the first BritishConsolidated LB-30 Liberator II,AL503, on its acceptance flight for delivery from theConsolidated Aircraft Company plant in San Diego, crashed intoSan Diego Bay[190] when the flight controls froze, killing all five of the civilian crew: Consolidated Aircraft Company's chief test pilot William Wheatley, co-pilot Alan Austen, flight engineer Bruce Kilpatrick Craig, and two chief mechanics, Lewis McCannon and William Reiser. Craig had been commissioned a 2nd lieutenant in the US Army Reserve in 1935 following Infantry ROTC training at theGeorgia Institute of Technology, where he earned a Bachelor of Science degree in aeronautical engineering. He had applied for a commission in the US Army Air Corps before his death; this was granted posthumously, with the rank of 2nd lieutenant. On August 25, 1941, the airfield in his hometown ofSelma, Alabama was renamedCraig Field, laterCraig Air Force Base.[191] Investigation into the cause of the accident caused a two-month delay in deliveries, resulting in theRoyal Air Force not receiving Liberator IIs until August 1941.[citation needed]
On May 10, 1943, the firstConsolidated XB-32 Dominator,41–141, crashed on take-off at Lindbergh Field, likely from failure of theflaps. Although the bomber did not burn when it piled up at the end of the runway, Consolidated's senior test pilot Dick McMakin was killed. Six others on board were injured.[192] This was one of only twotwin-finned B-32s (41–142 was the other); all subsequent planes had aPB4Y-style single tail.[citation needed]
On November 22, 1944,Consolidated PB4Y-2 Privateer,BuNo59544, on a pre-delivery test flight from Lindbergh Field, took off at 12:23 am, lost its left outer wing on climb-out, and crashed in a ravine in an undeveloped area ofLoma Portal near theNaval Training Center, less than 2 miles (3.2 km) from the runway. All six members of theConsolidated Vultee test crew were killed, including pilot Marvin R. Weller, co-pilot Conrad C. Cappe, flight engineers Frank D. Sands and Clifford P. Bengston, radio operator Robert B. Skala, and Consolidated Vultee field operations employee Ray Estes. A wing panel landed on a home at 3121 Kingsley Street in Loma Portal. The cause was found to be 98 missing bolts; the wing was only attached with four spar bolts. Four employees who either were responsible for installation, or were inspectors who signed off on the undone work, were fired two days later. A San Diegocoroner's jury foundConsolidated Vultee guilty of "gross negligence" by vote of 11–1 on January 5, 1945, and theBureau of Aeronautics reduced its contract by one at a cost to firm of US$155,000. Consolidated Vultee paid out US$130,484 to the families of the six dead crew.[193]
On April 5, 1945, the prototypeRyan XFR-1 Fireball,BuNo48234, on a test flight over Lindbergh Field, lostskin between the front and rear spars of the right wing, interrupting airflow over the wing and causing it to break apart. Ryan test pilot Dean Lake bailed out as the airframe disintegrated. The wreckage struck a brand newConsolidated PB4Y-2 Privateer, BuNo59836, just accepted by the US Navy and preparing to depart for the modification center atLitchfield Park, Arizona. The bomber caught fire and the four man Navy crew was forced to evacuate the burning PB4Y, with aviation machinist J. H. Randall suffering first, second, and third degree burns and minor lacerations while the rest of the crew was uninjured.[194]
On April 30, 1945, just before midnight, the first productionConsolidated PB4Y-2 Privateer,BuNo59359, was being prepared on the ramp at Lindbergh Field for a flight toNaval Air Station Twin Cities inMinneapolis, Minnesota. A mechanic attempted to remove the left battery solenoid, located 14 inches (36 cm) below the cockpit floor, but did so without disconnecting the battery. A ratchet wrench accidentally punctured a hydraulic line 3 inches (7.6 cm) above the battery and the fluid ignited, setting the entire aircraft alight. The mechanic suffered severe burns. Only the number four (outer right) engine was deemed salvageable. The cause was an unqualified mechanic attempting a task that only a qualified electrician should perform.[195]
On August 5, 1952,Convair B-36D-25-CF Peacemaker,49-2661, returning from a pre-delivery test after being modified for the San-San project, suffered an uncontrollable engine fire in the right wing while attempting to land at Lindbergh Field. The #4 and #5 engines fell off the aircraft as theConvair test crew steered the crippled bomber towards the ocean. Seven of the eight crew on board bailed out, with Pilot David H. Franks heroically electing to stay with the aircraft to prevent it turning back towards the heavily populated coast,[196] but flight engineer W.W. Hoffman drowned before he could be rescued. AUSAF accident investigation was inconclusive, with a failure in the #5 engine's alternator, supercharger, fuel or exhaust systems suggested as possible causes.[197]
On July 15, 1953, the prototypeConvair XP5Y-1 Tradewindseaplane,BuNo121455, on a test flight offPoint Loma after taking off from the water next to Lindbergh Field, fractured anelevator torque tube rendering the aircraft uncontrollable. All nine on board bailed out safely and were rescued.[198]
On November 4, 1954, an experimentalConvair YF2Y Sea Dartseaplane,BuNo135762, on a demonstration flight for Navy officials overSan Diego Bay after taking off from the water next to Lindbergh Field, disintegrated in mid-air after its pilot inadvertently exceeded the airframe's structural limits.Convair test pilot Charles E. Richbourg was pulled from the water but did not survive.[199]
On September 25, 1978, aBoeing 727-200 operating flightPSA Flight 182 on theSacramento–Los Angeles–San Diego route collided in mid-air with aCessna 172 while attempting to land at San Diego Airport. The two aircraft collided over San Diego'sNorth Park neighborhood, killing all 135 people on Flight 182, the two people in the Cessna, and seven people on the ground. AnNTSB accident investigation found the probable accident's cause was the PSA flight crew's failure to inform the tower they had lost sight of the Cessna, in contradiction toair traffic control instructions to "keep visual separation" from the smaller aircraft. Other factors named were errors on the part of ATC, including the use of pilot-maintained visual separation when ATC-monitored radar separation was available, and an unexpected turn by the Cessna that put it directly in the path of the 727.[200]
On August 11, 2023,Southwest Airlines Flight 2493 and aCessna Citation V business jet nearly collided, but this was avoided when the Cessna aborted its landing and passed over the Southwest plane waiting to depart by 100 feet. There were no injuries.[201]
On May 20, 2025, Hawaiian Airlines Flight 15, an Airbus A330, was pushed back from its gate for departure to Honolulu International Airport. At 845am PT, Port of San Diego Harbor Police received a dispatch call from the captain advising them of a possible bomb threat on board.[202] During pushback, flight attendants overheard a guest making threats to the safety of their aircraft. All 293 occupants were deplaned and the FBI cleared the plane. It was determined that a Navy technician had made fake bomb threats to a passenger next to him. He was arrested.[203]
On June 8, 2025, aCessna 414 owned byvitamin anddietary supplement maker Optimal Health Systems crashed into the ocean off the coast ofPoint Loma shortly after takeoff. All six occupants were reported missing and later confirmed to have been killed in the crash.[204]
On September 17, 2025, aCessna Citation X N769XJ suffered a nose wheel collapse upon takeoff. The airport was subsequently closed for 5 hours, with many flights diverting to surrounding airports. There were no reported injuries.[205]
^"Southern California TRACON (SCT)".US Federal Aviation Administration. Archived fromthe original on May 29, 2017. RetrievedMay 29, 2017.Southern California TRACON (SCT) serves most airports in Southern California and guides about 2.2 million planes over roughly 9,000 square miles in a year, making our facility one of the busiest in the world.
^Lori Weisberg (August 3, 2011)."How safe is San Diego airport?".Archived from the original on June 22, 2019. RetrievedJune 21, 2019.Anyone who's ever glanced skyward as a jetliner is making its final approach into Lindbergh Field would swear that it could easily scrape one of the high-rises in its path. As scary as the impending landing seems, San Diego International Airport is in fact the seventh safest airfield in the U.S., according to Travel + Leisure magazine.
^Sean Breslin (March 21, 2017)."The 10 Most Challenging U.S. Airports, According to Honeywell".The Weather Channel.Archived from the original on June 22, 2019. RetrievedJune 21, 2019.Weather in San Diego is known for being ideal much of the year, but there are other factors that make arrivals and departures to this airport among the toughest in the nation. According to Honeywell, pilots must make a steep approach into the airport, and strong tailwinds can also be present.
^RALPH FRAMMOLINO and GEORGE RAMOS (April 26, 1988)."S.D. Airport Rated 5th on Danger List: Pilots Call LAX Most Dangerous in Nation".Los Angeles Times.Archived from the original on June 22, 2019. RetrievedJune 21, 2019.The mountains to the east force pilots to make a steep landing on a relatively short runway, said Dick Russell, a United Airlines pilot and area safety coordinator for the Air Line Pilots Assn. (ALPA) chapter in Los Angeles. The runway measures 9,400 feet, but angling in over the man-made and natural obstacles effectively shortens that by 1,800 feet, Russell said.
^"San Diego Municipal Airport".California Military Museum System. California Military Department. March 25, 2016.Archived from the original on March 28, 2016. RetrievedMarch 26, 2016.Two cantonment areas, Camps Consair and Sahara, were constructed to house troops attending factory schools and other Army activities located at the airport.
^"Official site". San.org. February 15, 2012.Archived from the original on July 22, 2012. RetrievedJuly 18, 2012.
^"City of the Dream, 1940-1970".San Diego History Center | San Diego, CA | Our City, Our Story.Archived from the original on October 28, 2018. RetrievedOctober 28, 2018.
^"Airport Master Plan".San Diego International Airport. San Diego County Regional Airport Authority. December 11, 2005. Archived fromthe original on December 11, 2005. RetrievedJuly 18, 2012.
^Moser, Robert Harlan (2002).Past Imperfect: A Personal History of an Adventuresome Lifetime in and Around Medicine. iUniverse. p. 242.ISBN0595263887.Archived from the original on January 16, 2022. RetrievedJune 22, 2019.Before the new monster island skyport (Chek Lap Kok) was created, Kai Tak was jammed into an unbelievably small area, seemingly in the midst of downtown Kowloon. (The approach and take off will always rank close to the top of "One's Greatest Air Travel Adventures." It reminded me of the old Kansas City and current San Diego flight paths, but even scarier; you zoomed in at penthouse level, eye-balling surrounding, not-too-tall office buildings.)
^"Frequently Asked Questions".san.org. The San Diego County Regional Airport Authority.Archived from the original on November 13, 2009. RetrievedDecember 6, 2009.
^"Parking".San Diego International Airport.Archived from the original on March 29, 2020. RetrievedMarch 29, 2020.
^"To and From".San Diego International Airport.Archived from the original on April 5, 2020. RetrievedMarch 29, 2020.
^"Transit Brochure"(PDF).San Diego County Regional Airport Authority. August 15, 2018.Archived(PDF) from the original on November 20, 2021. RetrievedNovember 22, 2021.
^Johnsen, Frederick A., "Dominator: Last and Unluckiest of the Hemisphere Bombers", Wings, Granada Hills, California, February 1974, Volume 4, Number 1, p. 10.
^Veronico, Nicholas A., " 'Failure at the Factory",Air Enthusiast, Stamford, Lincs, UK, Number 124, July–August 2006, pp.31–33.
^Veronico, Nicholas A., " 'Failure at the Factory",Air Enthusiast, Stamford, Lincs, UK, Number 124, July–August 2006, p. 33.
^Veronico, Nicholas A., " 'Failure at the Factory",Air Enthusiast, Stamford, Lincs, UK, Number 124, July–August 2006, p. 35.
^Associated Press, "Civilian Pilot Hailed as B-36 Crash Hero: Bomber Turned Away From Crowded Beach Area Before Explosion Near San Diego", Los Angeles Times, August 7, 1952.
^"Report of Special Investigation of Major Aircraft Accident Involving B-36D, SN 49-2661, at San Diego Bay, San Diego, California, on 5 August 1952", Office of The Inspector General USAF, Norton Air Force Base, San Bernardino, California, September 19, 1952.
^Macha, G. Pat (2016).Historic Aircraft Wrecks of San Diego County. The History Press. p. 133.ISBN978-1-46711-836-1.
^Jackson, Robert (1986).Combat Aircraft Prototypes Since 1945. Arco/Prentice Hall Press. p. 161.ISBN0-671-61953-5.
![FAA airport diagram as of October 2025[update]](/mt/?noimg=&dark=on&url=http%3a%2f%2fen.wikipedia.org%2fwiki%2fFile%3aFAA_SAN_2025_Oct2-30.png)
London–Heathrow, United Kingdom
San José del Cabo, Mexico
Vancouver, Canada
Munich, Germany
Tokyo–Narita, Japan
Amsterdam, Netherlands
This article incorporatespublic domain material from the Air Force Historical Research Agency
Media related toSan Diego International Airport at Wikimedia Commons
