A non-towered airport is an airport without a control tower, or air traffic control unit. The vast majority of the world's airports are non-towered. In the United States there are close to 20,000 non-towered airports compared to 500 airports with control towers. Airports with a control tower without 24/7 ATC service follow non-towered airport procedures when the tower is closed but the airport remains open, for example at night. At non-towered airports, instead of receiving instructions from a Air traffic controller, Aircraft pilots follow recommended operations, communications procedures for operating at an airport without a control tower; the exact procedures vary from country to country, but they may include standard arrival and departure procedures, as well as a common communications phraseology by radio transmissions over a common frequency. For example a Common Traffic Advisory Frequency is recommended for radio communication and are used in the United States, New Zealand and Australia.
Non-towered airports may lie underneath controlled airspace. In that case, some or all aircraft arriving and departing require clearances from a remote air traffic control unit, such as terminal or center control though there is no control tower managing landings and takeoffs. Pilots may be able to obtain those clearances by radio, by phone, or through a company dispatcher or local Flight Service Station; some countries establish low-altitude VFR corridors for non-towered airports in large urban areas so that VFR arrivals and departures can avoid controlled airspace altogether. Some countries, such as Canada and Norway, use mandatory frequency airports or mandatory traffic advisory airports, which operate like towered airports in some ways: the radio operators still issue only advisories, but aircraft are required to make radio contact with the ground station before operating in the airport's Control Zone. Many non-towered airports have radio to ground operations such as UNICOM to assist aircraft arriving, departing, or maneuvering on the ground.
These radio operators such as from Fixed-base operators have no authority to give aircraft clearances or instructions, but they can issue advisories to let them know about weather conditions, runway conditions and other concerns. A Mobile Airport Traffic Control Tower is a temporary tower used in the U. S. set up in area with an immediate increase in air traffic density due to Wildland Fires to assist Wildland Fire Agencies air operations Aerial firefighting. For special events such as fly-ins, temporary towers may operate for only several days each year at fields that are otherwise non-towered. Temporary towers may operate out of an existing airport building, an RV, or simply a chair; when the traffic volume at an airport gets too high for safe and efficient operations, or when the mix of aircraft types and speeds becomes too large, an airport may be considered for a tower. However, it is necessary to find the money to construct a building and pay the controllers' salaries. Hazards are created by failure to use radios to report positions and intentions when operating within the airspace, which can lead to collisions between aircraft unaware of each other.
In 1996, an incoming United Express Flight 5925 collided with a King Air aircraft, which failed to report its intent to take off on a Common Traffic Advisory Frequency at non-towered Quincy Airport in Illinois. Some pilots fail to use the correct runway at non-towered airports. Air Traffic Control Pilot-controlled lighting
Asphalt known as bitumen, is a sticky and viscous liquid or semi-solid form of petroleum. It may be found in natural deposits or may be a refined product, is classed as a pitch. Before the 20th century, the term asphaltum was used; the word is derived from the Ancient Greek ἄσφαλτος ásphaltos. The primary use of asphalt is in road construction, where it is used as the glue or binder mixed with aggregate particles to create asphalt concrete, its other main uses are for bituminous waterproofing products, including production of roofing felt and for sealing flat roofs. The terms "asphalt" and "bitumen" are used interchangeably to mean both natural and manufactured forms of the substance. In American English, "asphalt" is used for a refined residue from the distillation process of selected crude oils. Outside the United States, the product is called "bitumen", geologists worldwide prefer the term for the occurring variety. Common colloquial usage refers to various forms of asphalt as "tar", as in the name of the La Brea Tar Pits.
Occurring asphalt is sometimes specified by the term "crude bitumen". Its viscosity is similar to that of cold molasses while the material obtained from the fractional distillation of crude oil boiling at 525 °C is sometimes referred to as "refined bitumen"; the Canadian province of Alberta has most of the world's reserves of natural asphalt in the Athabasca oil sands, which cover 142,000 square kilometres, an area larger than England. The word "asphalt" is derived from the late Middle English, in turn from French asphalte, based on Late Latin asphalton, the latinisation of the Greek ἄσφαλτος, a word meaning "asphalt/bitumen/pitch", which derives from ἀ-, "without" and σφάλλω, "make fall"; the first use of asphalt by the ancients was in the nature of a cement for securing or joining together various objects, it thus seems that the name itself was expressive of this application. Herodotus mentioned that bitumen was brought to Babylon to build its gigantic fortification wall. From the Greek, the word passed into late Latin, thence into French and English.
In French, the term asphalte is used for occurring asphalt-soaked limestone deposits, for specialised manufactured products with fewer voids or greater bitumen content than the "asphaltic concrete" used to pave roads. The expression "bitumen" originated in the Sanskrit words jatu, meaning "pitch", jatu-krit, meaning "pitch creating" or "pitch producing"; the Latin equivalent is claimed by some to be gwitu-men, by others, subsequently shortened to bitumen, thence passing via French into English. From the same root is derived the Anglo-Saxon word cwidu, the German word Kitt and the old Norse word kvada. In British English, "bitumen" is used instead of "asphalt"; the word "asphalt" is instead used to refer to asphalt concrete, a mixture of construction aggregate and asphalt itself. Bitumen mixed with clay was called "asphaltum", but the term is less used today. In Australian English, the word "asphalt" is used to describe a mix of construction aggregate. "Bitumen" refers to the liquid derived from the heavy-residues from crude oil distillation.
In American English, "asphalt" is equivalent to the British "bitumen". However, "asphalt" is commonly used as a shortened form of "asphalt concrete". In Canadian English, the word "bitumen" is used to refer to the vast Canadian deposits of heavy crude oil, while "asphalt" is used for the oil refinery product. Diluted bitumen is known as "dilbit" in the Canadian petroleum industry, while bitumen "upgraded" to synthetic crude oil is known as "syncrude", syncrude blended with bitumen is called "synbit"."Bitumen" is still the preferred geological term for occurring deposits of the solid or semi-solid form of petroleum. "Bituminous rock" is a form of sandstone impregnated with bitumen. The oil sands of Alberta, Canada are a similar material. Neither of the terms "asphalt" or "bitumen" should be confused with coal tars. Tar is the thick liquid product of the dry distillation and pyrolysis of organic hydrocarbons sourced from vegetation masses, whether fossilized as with coal, or freshly harvested; the majority of bitumen, on the other hand, was formed when vast quantities of organic animal materials were deposited by water and buried hundreds of metres deep at the diagenetic point, where the disorganized fatty hydrocarbon molecules joined together in long chains in the absence of oxygen.
Bitumen occurs as a solid or viscous liquid. It may be mixed in with coal deposits. Bitumen, coal using the Bergius process, can be refined into petrols such as gasoline, bitumen may be distilled into tar, not the other way around; the components of asphalt include four main classes of compounds: Naphthene aromatics, consisting of hydrogenated polycyclic aromatic compounds Polar aromatics, consisting of high molecular weight phenols and carboxylic acids produced by partial oxidation of the material Saturated hydrocarbons. Most natural bitumens a
San Jose International Airport
Norman Y. Mineta San Jose International Airport is a city-owned public airport in San Jose, United States, it is named after San Jose native Norman Mineta, former Transportation Secretary in the Cabinet of George W. Bush and Commerce Secretary in the Cabinet of Bill Clinton; the name recognizes Mineta's service as a councilman for, mayor of, San Jose. It is a U. S. Customs and Border Protection international port of entry, it is situated three miles northwest of Downtown San Jose near the intersections of U. S. Route 101, Interstate 880, State Route 87. In 2017, 49% of departing or arriving passengers at SJC flew on Southwest Airlines. San Jose is the largest city in the Bay Area, but SJC is the second-busiest of the three Bay Area airports by passenger count. SJC served 14.3 million passengers in 2018, surpassing its previous record of 14.2 million passengers set in 2001. SJC has been one of America’s fastest-growing major airports for rate of year-over-year seat capacity growth since 2012. SJC is near downtown San Jose, unlike SFO and OAK, which are around 14 miles and 10 miles from their downtowns.
The location near downtown San Jose is convenient, but SJC is surrounded by the city and has little room for expansion. The proximity to downtown limits the height of buildings in downtown San Jose, to comply with FAA rules. In 1939, Ernie Renzel, a wholesale grocer and future mayor of San Jose, led a group which negotiated an option to buy 483 acres of the Stockton Ranch from the Crocker family, to be the site of San Jose's airport. Renzel led the effort to pass a bond measure to pay for the land in 1940. In 1945, test pilot James M. Nissen leased about 16 acres of this land to build a runway and office building for a flight school; when the city of San Jose decided to develop a municipal airport, Nissen sold his share of the aviation business and became San Jose's first airport manager. Renzel and Nissen were instrumental in the development of San Jose Municipal Airport over the next few decades, culminating with the 1965 opening of what became Terminal C. San Jose's first airline flights were Southwest Airways Douglas DC-3s on the multistop run between San Francisco and Los Angeles, starting in 1948.
Southwest changed its name to Pacific Air Lines and was the only airline at the airport until 1966, when Pacific Southwest Airlines started flying Lockheed L-188 Electras nonstop from LAX and Boeing 727-100s that year. SJC's first airline jets were Pacific Air Lines Boeing 727–100 nonstops to LAX earlier in 1966. Pacific flew Fairchild F-27s to SJC, merged with Bonanza Air Lines and West Coast Airlines to form Air West, renamed Hughes Airwest, continuing at SJC with McDonnell Douglas DC-9-30s before it merged into Republic Airlines. In 1968 United Airlines arrived, with Boeing 727 nonstops from Denver, Chicago and LAX, Douglas DC-8 nonstops from New York and Baltimore; the runway which became 12R/30L was 4,500 feet until about 1962— Brokaw Rd was the northwest boundary of the airport. In 1964 it was 6,312 feet, in 1965 it was 7,787 feet, a few years it reached 8,900 feet, where it stayed until around 1991; the two runways are now both 11,000 feet in length. In the early 1980s the airport was one of the first in the country to participate in the noise regulation program enacted by the U.
S. Congress for delineation of airport noise contours and developing a pilot study of residential sound insulation; this program showed that homes near the airport could be retrofitted cost-effectively to reduce indoor aircraft noise substantially. American Airlines opened a hub at San Jose in 1988, using slots it obtained in the buyout of AirCal in 1986. In 1990, Terminal A was opened to help accommodate the American operation. By summer 2001, American served Paris and Tokyo nonstop from San Jose and had domestic flights to Austin, Denver, Las Vegas, Orange County, Phoenix, San Diego and Seattle. After the September 11 attacks and the dot-com bubble burst in 2001, the city lost much of its service. Air Canada dropped its flights to Toronto and Ottawa and American Airlines ended its nonstops to Taipei and Paris. American cancelled service to Miami, St. Louis, Seattle/Tacoma, Denver, Orange County, CA and Phoenix. In November 2001, the airport was renamed after Norman Y. Mineta, a native of San Jose, its former mayor and congressman, as well as both a former United States Secretary of Commerce and a United States Secretary of Transportation.
That same month, the San Jose City Council approved an amended master plan for the airport that called for a three-phase, nine-year expansion plan. The plan, designed by Gensler and The Steinberg Group, called for a single, consolidated "Central Terminal" with 40 gates, an international concourse and expanded security areas; the sail-shaped facade would greet up to 17.6 million passengers a year. A people mover system would link the new terminal with VTA light rail and the planned BART station next to the Santa Clara Caltrain station. Cargo facilities would be moved to the east side of the airport. A long term parking garage would be built. A short term parking lot would be built on the site of Terminal C. On December 16, 2003, the San Jose Airport Commission named the
Marin County Airport
Marin County Airport or Gnoss Field O56, is a public airport two miles northeast of Novato. The airport has one runway and one helipad. Most U. S. airports use the same three-letter location identifier for the FAA and IATA, but Marin County Airport/Gnoss Field is DVO to the FAA and NOT to the IATA. There was a plan unveiled in 2014 to extend the length of Gnoss' runway by 1100', to 4400'; the FAA's final recommendation in 2016 called for a 300-foot extension, which would make Runway 31/13 3600 feet. Public commentary from aviators, was negative. Many pilots contended; the airport was opened by the Wright family just after World War II to serve the thousands of ex-military pilots expected to be flying after the war. The Wrights original owned airport had a dirt runway and was just west of the current airport, in what is now a grassy field; the last vestiges of the Wright airport buildings burned in a grass fire about 2005. In 1968 the County of Marin moved it to its present location. Somehow Gnoss's single runway is laid out exactly perpendicular to the prevailing offshore west winds.
One of the stories for this alignment is that financing from the Marin County government was tight so it was decided to lay out the runway in a similar fashion to the main runway at nearby Hamilton Air Force Base. A more reasonable explanation, regardless of the prevailing cross wind, is that the original runway orientation aligned squarely with Mt. Burdell, a 1500' mountain located just 1 mi. to the west. Several aircraft had collided with Mt. Burdell before the new airport was built, the current runway orientation provided an unobstructed approach and departure from both directions, it became feasible to design an Instrument Approach with the current runway orientation which has increased the utility of the facility. In the mid 1960's, Marin County Supervisor William A. Gnoss who served the district where the airport is located was able to obtain funds from the FAA through his friendship with Congressman Donald Clausen by appearing at the FAA in Washington, D. C. Funds were used for runway and hangar development and in appreciation, the entire Marin County Board of Supervisors voted to name the airport "Gnoss Field" in his honor.
Gnoss Field celebrated its 50-year anniversary in 2009–2010. California Air Commuter was headquartered at Gnoss Field and flew from Fort Bragg, Clear Lake, Santa Rosa, Gnoss Field and San Francisco International Airport in 1976-77. Cal Air was founded by the original fixed base operator at Gnoss, Marin Aviation, a Piper dealer and flight school owned and operated by Richard T. Duste. Cal Air expanded south and east to San Jose, Salinas and Sacramento, South Lake Tahoe and Reno. Stol Air Commuter Britten-Norman BN-2 Islanders and Britten-Norman BN-2A Trislanders flew between Gnoss and San Francisco in the 1970s. Gnoss Field is known to local pilots and flight instructors as an excellent airport to practice crosswind landings during afternoons in the late spring and summer when the west wind picks up; the single runway is on a similar heading as the close by Hamilton Air Force Base and Petaluma Municipal Airport runways, but the prevailing summer afternoon offshore west wind direction and speed at Gnoss Field are changed and amplified by proximity to 1,555-foot Burdell Mountain, just west of the airport.
When Gnoss Field's crosswinds exceed pilot or aircraft limitations, local pilots land at Petaluma Municipal / O69 or Napa County Airport / KAPC. Petaluma Municipal has bad crosswinds on its single runway and Napa has multiple runways; the typical Gnoss Field crosswind landing conditions on runway 31 are stronger than reported headwind on right base and, in a typical training aircraft, a slight amount of wind shear about 100 feet before the runway 31 threshold, settling down to a steady crosswind - but adding to a slight headwind component, just past the near west side hangars. Most locally based small plane pilots either land short to be going below flying speed before the end of the near west hangars or touchdown after the end of the near west side hangars for more consistent wind conditions during landing. Typical left traffic pattern 13 landings during high crosswinds are flown through varying rotor wind turbulence on the backside of Burdell Mountain and a constant crosswind near the ground.
AWOS reports more conditions on the 31 end of the runway, wind conditions are significantly different on each end of the runway. Gnoss has two windsocks. During remodeling in 2007 the "13" windsock. By immediate popular demand, the 13 end windsock was replaced by airport management as soon as a replacement was located. List of airports in the San Francisco Bay area Marin County Airport at Gnoss Field Resources for this airport: FAA airport information for DVO AirNav airport information for DVO FlightAware airport information and live flight tracker SkyVector aeronautical chart for DVO
Napa County Airport
Napa County Airport is a public airport five miles south of Napa, in Napa County, United States. It has three runways. During 2008 the airport's 1960-era control tower received extensive radio and electrical upgrades and renovations funded by the federal government. Airport officials said the airport had about 122,000 flights take off or land at the facility annually; the airport was built by the United States Army Air Forces about 1942, was known as Napa Flight Strip. It was an emergency landing airfield for military aircraft on training flights, it was expanded in the war and renamed Napa Army Airfield, becoming an auxiliary airfield of the Fourth Air Force Hamilton Army Airfield. 4th Air Force used the base to train replacement fighter pilots flying P-38 Lightnings before being deployed overseas. After World War II the property was deeded to Napa County by the War Assets Administration for civil use; the airport soon became a business hub for what was once a rural, sparsely populated area in the south end of the county.
Jonesy's Restaurant was a longtime favorite. The restaurant remained in business for 63 years before closing in 2010. By 1947 half a dozen small businesses had opened at the facility but only Bridgeford Flying Service remained open past the first year and remains in business today. In 2012 the name was changed from Bridgeford Flying Service to Napa Jet Center. In 1971 International Air Services Company and Japan Airlines opened a flight training school at the airport. In June 2010 Japan Airlines announced that it would be closing its training facility as part of a bankruptcy reorganization plan. In February 2012 IASCO announced that it would be moving its training facility to Redding, California in early March. In June 2014, International Airline Training Academy signed an agreement to lease space at the airport to train pilots for a five-year period; the control tower sustained minor damage in the 2014 South Napa earthquake. On May 22, 2015, Surf Air started flying regular service to the airport.
List of airports in the San Francisco Bay Area California World War II Army Airfields This article incorporates public domain material from the Air Force Historical Research Agency website http://www.afhra.af.mil/. Shaw, Frederick J. Locating Air Force Base Sites History’s Legacy, Air Force History and Museums Program, United States Air Force, Washington DC, 2004. Napa Valley Airport FAA Airport Diagram, effective March 28, 2019 Resources for this airport: FAA airport information for APC AirNav airport information for KAPC ASN accident history for APC FlightAware airport information and live flight tracker NOAA/NWS latest weather observations SkyVector aeronautical chart, Terminal Procedures
San Carlos Airport (California)
San Carlos Airport is two miles northeast of San Carlos, California, in San Mateo County, California. The FAA's National Plan of Integrated Airport Systems classifies San Carlos as a reliever airport for San Francisco International Airport; the airport is off U. S. Route 101; the airport is home to Civil Air Patrol West Bay Composite Squadron 192. Next to the airport is the Hiller Aviation Museum; the San Carlos Flying Field was established during World War I by J. Paulding Edwards on a field north of Cordilleras Creek and east of today's Old County Road. A 300 foot long hangar was situated along the western end of Terminal Way. San Carlos' first pilot's license was issued on July 1917 to Lieutenant Prince. In 1923, the airfield was taken over by the Cooley family. Charles P. Cooley was the primary flight instructor in San Carlos at the time; the airport itself was operated by Cooley's father, Frank S. Cooley. On July 12, 1940, a fire destroyed twelve aircraft. Operations were maintained on an airstrip bounded by today's Brittan Ave. Washington St. Old County Rd. and Industrial Rd.
Sometime before 1950 the Cooley family established a different airfield near the foot of today's Twin Dolphin Drive in San Carlos. By March 1950 that airfield had a 200 ft by a building for various industries. However, the Cooley family soon regarded the airport as being inadequate due to its proximity to the Phelpes Slough and Steinberger Slough and poor ground conditions for a suitable runway, they opened another airfield at the present location of the San Carlos airport. By March 1952, the ownership of the airfield was transferred to Mr. Francis Michaud, who renamed it San Carlos-Belmont Airport. Many repair and administrative buildings were added along with plans to expand the runway up to 7000 ft in length. In 1957, the airport was renamed as Inc.. Ownership was split between Michaud, the Piombo Construction Company and six other parties. San Carlos Airport covers 110 acres at an elevation of 5 feet, its one runway, 12/30, is 2,600 by 75 feet asphalt. A plan to lengthen the runway by 400 feet was quelled by neighbors in 1999.
Aircraft with gross weight in excess of 12,500 lb are prohibited. San Carlos Airport is home to over 30 aviation related businesses. Facilities and FBOs at KSQL include: Bay Aerial Helicopter Service, Fly Bay Area, JATO Aviation, Rabbit Aviation Services, Surf Air, Zanette Aviation Insurance, West Valley Flying Club, Diamond Aviation Charter, the San Carlos Flight Center. In 2007 the airport had 155,273 aircraft operations, average 425 per day: 98% general aviation, 2% air taxi and <1% military. 372 aircraft were based at this airport: 86% single-engine, 11% multi-engine, <1% jet and 3% helicopter. Given its proximity to the headquarters of the Oracle Corporation, a maker of database software, some have speculated that the airport code of SQL is a humorous reference to this large neighbor. In fact the airport was SQL years before June 16, 1977, the date of incorporation of Software Development Laboratories which became the Oracle corporation; the Experimental Aircraft Association has a local chapter at San Carlos Airport.
EAA Chapter 20 has about 50 members as of 2010. In 1999 a proposal was given to extend the runway into the marsh before runway 30; the proposal caused trouble in Foster City, where critics complained about noise. Despite promises by San Mateo County officials, opponents felt a longer runway would lead to bigger and noisier planes, in particular, more corporate aircraft of the light jet category. List of airports in the San Francisco Bay area San Carlos Airport page at San Mateo County Department of Public Works website San Carlos Airport Association FAA Airport Diagram, effective March 28, 2019 FAA Terminal Procedures for SQL, effective March 28, 2019 Resources for this airport: FAA airport information for SQL AirNav airport information for KSQL ASN accident history for SQL FlightAware airport information and live flight tracker NOAA/NWS latest weather observations SkyVector aeronautical chart, Terminal Procedures
Charles M. Schulz–Sonoma County Airport
Charles M. Schulz–Sonoma County Airport is 7 miles northwest of downtown Santa Rosa, in Sonoma County, California; the airport is named after Charles M. Schulz, the famed cartoonist of the Peanuts comic strip, who lived in Santa Rosa for more than 30 years; the airport's logo features Snoopy in World War I flying-ace attire atop his doghouse. In the 1930s Santa Rosa had a small municipal airfield owned by Richfield Oil Corporation next to the Redwood Highway about 6 miles southeast of the present airport. Use of the 3,000-foot sod runway at the earlier airfield was discontinued during World War II as facilities at the present airport improved. Opened in June 1942 and known as Santa Rosa Army Air Field, the airfield was assigned to Fourth Air Force as a group and replacement training airfield. Known units assigned to Santa Rosa were: 354th Fighter Group, March–June 1943 357th Fighter Group, June–August 1943 363d Fighter Group, August–October 1943 367th Fighter Group, October–December 1943The 478th Fighter Group was permanently assigned to Santa Rosa in December 1943 and began training replacement pilots, who were sent to combat units overseas after graduation.
The airfield was inactivated on January 31, 1946 and turned over to the War Assets Administration for eventual conversion to a civil airport. From the late 1940s until the mid 1970s Southwest Airways and successors Pacific Air Lines, Air West and Hughes Airwest served Santa Rosa. Southwest Airways Douglas DC-3s followed by Pacific, Air West and Hughes Airwest Fairchild F-27s flew to San Francisco. Commuter airlines flew STS to San Francisco until 2001, sometimes to San Jose. In the mid 1970s Eureka Aero was flying nonstop to Sacramento. In 1985 Westates Airlines Convair CV-580s flew nonstop to Los Angeles Los Angeles for several months before ceasing operations. Other turboprop flights included American Eagle Fairchild Swearingen Metroliners operated by Wings West Airlines for American Airlines nonstop to SFO and San Jose SJC. In late 1989 American Eagle had three Metros a day to SFO and four a day to SJC. Reno Air Express had code share BAe Jetstream 31s to San Jose flown by Mid Pacific Air for Reno Air.
In the mid 1980s United Airlines entered into a code sharing agreement with WestAir, a commuter airline that had served STS with Cessna 402s and de Havilland Canada DHC-6 Twin Otters to San Francisco. WestAir began flying as United Express to SFO until 2001. Westair used the Embraer EMB-110 Bandeirante, Short 360, BAe Jetstream 31 and Embraer EMB-120 Brasilia. In 1989 jets arrived in Santa Rosa when WestAir began four weekday BAe 146-200 nonstops to Los Angeles, soon replaced with Embraer EMB-120 Brasilias that ended in 1991; the Westair BAe 146s were Santa Rosa's only jets, but Allegiant Air jets appeared on May 19, 2016 followed by American Eagle on February 16, 2017. WestAir was Stol Air Commuter flying Britten-Norman Islanders and Trislanders to San Francisco. Stol Air Commuter had administrative offices in Santa Rosa. United Express left Santa Rosa in 2001 and the airport had no airline for some years. In March 2007 airline service resumed via Horizon Air, a subsidiary of Alaska Airlines, with flights to Seattle/Tacoma and Los Angeles.
Horizon added flights to Portland, Oregon in late 2007, to Las Vegas in early 2008, to San Diego in mid-2012. In early 2011 Alaska Airlines announced. In June 2012 the airline ended flights from STS to Las Vegas; as part of an agreement between the airport, Alaska Airlines, the local enotourism industry announced in January 2012 that passengers are allowed to check a 12 bottle case of wine for free on all Alaska Airlines flights from the airport. Alaska Airlines flights from Santa Rosa are 76-seat Embraer 76-seat Bombardier Q400s. Q400s fly nonstop to Los Angeles, Orange County, San Diego and Seattle. In March 2016 Allegiant Air announced it would begin flying McDonnell Douglas MD-83s nonstop to Las Vegas McCarran International Airport and nonstop to Phoenix-Mesa Gateway Airport; the Las Vegas flight began on the Phoenix flight several days later. The MD-83 was the largest airliner scheduled to Santa Rosa. Allegiant ended its flights to Phoenix-Mesa on January 2, 2017 and to Las Vegas on June 30, 2017.
In October 2016 American Airlines announced it would begin nonstop service between Santa Rosa and its hub in Phoenix on February 16, 2017. The daily code share flight was being operated by SkyWest Airlines as American Eagle with Canadair CRJ-700s. American Eagle added a second nonstop CRJ-700 roundtrip flight to Phoenix and now has one Canadair CRJ-900 a day between Phoenix and Santa Rosa. American Eagle announced it will begin flying Embraer 175s nonstop to Los Angeles effective May 3, 2019 and nonstop to Dallas/Fort Worth effective June 6, 2019. In February 2017 United Express announced their return to Santa Rosa with thrice daily service to the United Airlines hub in San Francisco; the new flights began on June 8, 2017. United Express has announced it will begin nonstop regional jet flights to Denver on March 8, 2019. In March 2017 Sun Country Airlines announced seasonal service between Santa Minneapolis/St. Paul International Airport to be operated from late summer until late fall. Sun Country was operating weekly 162 seat Boeing 737-800s August 24, 2017 through December 3, 2017, connecting via Minneapolis/St.
Paul to Boston