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Miami-Opa Locka Executive Airport〔〔(【引用サイトリンク】 Opa-locka Executive Airport )〕 (formerly Opa-locka Airport and Opa-locka Executive Airport until 2014) is in Miami-Dade County, Florida〔 11 miles north of downtown Miami.〔 Part of the airport is in the city limits of Opa-locka.〔(【引用サイトリンク】 Opa-locka city, Florida )〕 The National Plan of Integrated Airport Systems for 2011–2015 called it a general aviation ''reliever airport''.〔 〕 The FAA-contract control tower is manned from 7:00 AM to 11:00 PM. The airport has four fixed base operators. It is owned by Miami-Dade County and operated by the Miami-Dade Aviation Department. The sole remaining military activity at the airport is Coast Guard Air Station Miami, operating from federal property not deeded to the county and operating the HC-144 Ocean Sentry turboprops and MH-65 Dolphin helicopters for coastal patrol, embarks aboard medium endurance and high endurance coast guard cutters, and air-sea rescue. Much of CGAS Miami's facilities were built during World War II as part of Naval Air Station Miami. DayJet provided on-demand jet air taxi service to 44 airports in 5 states; it filed for Chapter 7 bankruptcy liquidation in 2008. The airport is served by several cargo and charter airlines who use the U. S. customs facility. Maintenance and modification of airliners up to Boeing 747 size are carried out by several aviation firms. == History == Aviation pioneer Glenn Curtiss retired from aircraft development and manufacturing in the 1920s and became a real estate developer in Florida. In 1926 he founded the City of Opa-locka, naming it Opa-tisha-woka-locka (quickly shortened to Opa-locka), a Native American name that translates into ''the high land north of the little river with a camping place.'' In late 1925. he moved the Florida Aviation Camp from Hialeah to a parcel west of Opa-locka. This small airfield was surrounded by the Opa-locka Golf Course. In 1929, he transferred the land to the City of Miami, where the city erected a World War I surplus hangar from Key West. The field became known as the Municipal Blimp Hangar. The following year, the Goodyear Blimp started operations out of this hangar. In 1928. Curtiss made a separate donation of land two miles south of Opa-locka for Miami's first Municipal Airport. The Curtiss Aviation School later moved from Biscayne Bay to this airport. A larger area to the east of Miami Municipal Airport was developed during the 1930s as ''All-American Airport''. After Curtiss died in 1930, his estate transferred a parcel of land north of the golf course and the Florida Aviation Camp to the city of Miami. The city then leased it to the United States Navy. Curtiss had been lobbying for the establishment of the Naval Reserve Base in Miami since 1928 and this property became a Naval Reserve Aviation Training Base (NRATB), which later became an active installation renamed Naval Air Station Miami. The installation was extremely active during World War II and saw significant military construction on the main base as well as several additional auxiliary airfields in the general area. Much of this construction is still in existence today. Training in fighter, dive-bombing and torpedo bombing skills took place at various times during the base's operation. The Brewster F2A Buffalo fighter, SBD Dauntless dive bomber, TBF Avenger torpedo bomber, and the F4F Wildcat fighter were some of the aircraft based at the facility. In addition to serving as headquarters for the 7th Naval District, the station supported a naval air gunnery school, a Marine Corps Air Station, a Coast Guard Station, and a small craft training center. The peak complement, reached in 1945, consisted of 7,200 officers and men and 3,100 civilian employees.〔http://www.museumoffloridahistory.com/exhibits/permanent/wwii/sites.cfm?PR_ID=191〕 Postwar, the installation returned to its former role as a Naval Air Reserve and Marine Air Reserve installation, but retained the name NAS Miami and the colloquial name of Master Field. Following the departure of the U.S. Navy, but the retention of U.S. Marine Corps Reserve flying and aviation support units, Master Field became Marine Corps Air Station Miami (MCAS Miami), circa 1955.〔http://www.globalsecurity.org/military/agency/usmc/vmfa-142.htm〕 With the transfer of Marine Air Reserve squadrons and support units to Naval Air Station Jacksonville, Florida in 1958 and 1959, MCAS Miami was marked for closure and the air station closed as a Department of the Navy installation in 1959. Much of the former military property was transferred to Dade County and the Dade County Junior College opened on the site in 1961. In 1962, the remainder of the former Naval Air Station Miami/Marine Corps Air Station Miami property, except for a portion reserved for the United States Coast Guard for establishment of a new coast guard air station, was transferred to Dade County and became Opa-locka Airport. However, events of the Cuban Missile Crisis in October 1962 led to much of the former air station again being requisitioned by the Department of Defense for use as an additional staging base for U.S. strike forces, augmenting the active duty air force bases and naval air stations in Florida in the event the crisis led to war. U.S. Air Force civil engineers from the Tactical Air Command (TAC) arrived at the airfield late in the evening of October 22 and proceeded to work around the clock. In one instance, TAC civil engineering personnel rehabilitated the aging petroleum, oil and lubricants (POL) fuel farm and distribution infrastructure originally constructed by the Navy in the 1940s, bringing the facility to fully operational status in just 3 1/2 days. Other airfield and air base support improvements were also implemented to support tactical aircraft operations.〔Maj Morris B. Rubenstein, "We Opened Opalocka," Air Force Civil Engineering Magazine, AFCE, Vol 4, No 4, Nov 1963, pp. 8-9 〕 However, the crisis passed through diplomatic means and the airfield was never required to serve as a strike installation against Soviet and Cuban forces. In 1965, Coast Guard Air Station Miami transferred its aircraft and operations from its Dinner Key seaplane installation to the Opa-locka Airport, re-establishing CGAS Miami on site. CGAS Miami continues to operate on site with HC-144A Ocean Sentry fixed-wing aircraft and MH-65 Dolphin helicopters. For the year 1963 Opa-locka was the 42nd busiest civil airport in the country by total operations count. In 1964 it was #18, in 1965 #3, and in 1966 and 1967 it was #2 behind O'Hare. In 1971 it was down to #17. In 1979 551,873 operations were recorded; the seventh busiest airport in the nation. Some of the 9/11 hijackers trained at the airport.〔(Context of 'December 29-31, 2000: Atta and Alshehhi Train on Flight Simulator; Uncertainty over Whether They Gain Skills Needed for 9/11 Attacks' )〕 On October 7, 2014, the Miami-Dade County Commission voted to change the name of the airport to "Miami-Opa Locka Executive Airport" as part of a rebranding scheme of all Miami-area airports to include the name "Miami".〔http://www.caribbeantoday.com/caribbean-news/local-news/item/19535-historical-opa-locka-airport-renamed.html〕〔http://www.miamitodaynews.com/2014/12/17/fyi-miami-december-18-2014/〕 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「Miami-Opa Locka Executive Airport」の詳細全文を読む スポンサード リンク
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