Jeddah International Airport (closed 1981)

Beginnings of civil aviation

Although the landing ground itself was established in 1921 to support the early Hejaz Air Force, civil aviation began during the mid-1940s. In May 1945, U.S. President Franklin D. Roosevelt gifted the Kingdom of Saudi Arabia a Douglas DC-3, which later landed at Kandara Aerodrome.^[1] Following the donation, several earthen airstrips were established around Saudi Arabia. These airstrips were constructed in Jeddah, Riyadh, Dhahran and Hawiyah in Taif, Hofuf, Buraidah, Jizan, Al-Kharj and Afif.^[2] An important moment was marked, when in June 1945, the kingdom's first international flight was made from Jeddah to Damascus. On 31 July 1945, British Overseas Airways Corporation began including Jeddah along its route, and is among the first airlines to serve the airport. It provided two weekly services to various destinations in Egypt, Sudan, Ethiopia, and Kamaran in Yemen using the Lockheed Model 18 Lodestar.^[3] In September 1945, Saudi Arabian Airlines (now known as Saudia) was established, and by 1946, became a fully government agency of the Ministry of Defense.^[4] Its operating base was located in Jeddah Airport. Throughout the 1940s, Jeddah Airport had minimal facilities; only served by a basic sand-packed strip where camels commonly intruded onto the runway, and no airport buildings existed at the time.^[5] There were no regular passenger services, and flights would have to be manually arranged. The airport saw occasional visits by British aircraft from Aden and aircraft from the United States carrying hitchhiking passengers.^[6] During this time, the airport mainly served diplomatic missions from government officials and the Royal family. The airline also flew mail between Jeddah, Taif and Riyadh.^[7] In 1947, an Airwork Services mission arrived in Jeddah Airport to establish and facilitate early civil aviation training and maintenance. The first ten student pilots were enrolled, and completed their initial training by August 1949.^[8]

By the 1950s, air travel to Mecca quickly became popular, because of how it was time sufficient and required less walking. On average, Jeddah Airport would see 250,000 pilgrims commute through the airport, and the usage of ox-carts, walking, and camels quickly lost popularity.^[10] As a result in 1952, a main and a crosswind runway, and an apron, all asphalt, were constructed at Jeddah Airport in preparation for the formal inauguration of the civilian and military components.^[11] The main asphalt runway measured 3,048 metres (10,000 ft) long and 45.7 metres (150 ft) wide capable of handling up to 120,000 pounds (54,000 kg). The smaller crosswind runway measured 1,828 metres (5,997 ft) long and 45.7 metres (150 ft) wide. In the airport were facilities that included four steel hangars, maintenance workshops, and a fuel storage capacity of approximately 65,400 US gallons (248,000 L) of Avgas.^[12]

On 14 October 1952, Jeddah Airport and its facilities were officially inaugurated and opened under the patronage of His Royal Highness Prince Saud Bin Abdulaziz. Following the opening, Misrair opened a route to Jeddah Airport using an aircraft named The Flying Greek, weekly every Monday, Wednesday, Thursday and Saturday. It also had a travel agency, Hussein Al-Aouini & Co., based in Jeddah.^[11] On the military side of the airport, the Royal Saudi Air Force inaugurated its base on 5 November 1952. By 6 November 1952, the airport had developed a significant amount of maintenance facilities. It had a maintenance records office that kept aircraft reports and maintenance logs under the supervision of the Head of Maintenance, operations & flight planning section which sent telegrams regarding airspace and recorded aircraft movements, and a fire department section equipped with two fire engines and firefighting equipment. The airport also consisted of many workshops, which included an engine overhaul workshop where aircraft engines were inspected, tested and refitted after returning from overhaul in England and Scotland, and an electrical workshop supervised by foreign technical specialists trained in Dhahran and the United States, and operated by Egyptian and Saudi mechanics. Workshops involving aircraft components were also present, including a metal workshop responsible for manufacturing metal aircraft components such as copper parts and also repairing engine covers, propeller workshop which handled reinstallation of propellers, and a fabric workshop responsible for fabric-covered and interior aircraft components. Other workshops included a paint workshop responsible for overhauling aircraft instruments and gauges supervised by a Norwegian specialist assisted by Egyptian and Saudi mechanics, and finally a carpentry workshop for interior woodwork. Hangar No. 2 was also fitted with a hydraulic system, where Cessna aircraft were lifted for inspection and testing.^[11]

In 1953, a civilian air traffic control tower was built at Jeddah Airport, becoming the country's first.^[1] Saudi Arabian Airlines opened additional maintenance workshops in the airport in 1955, catering for their expanding operations.^[13] In the event of an emergency that involved the United States, American McDonnell F-101 Voodoo fighter jets and the Martin B-57C Canberra were to operate from the airport. Additionally, the Douglas C-54 Skymaster and Douglas C-124 Globemaster II aircraft would also be used for military cargo operations.^[12] Beginning in 1956, frequent economic crises resulted with strict austerity measures. Major expansions and upgrades to the airport slowed down, though small extensions of the parallel taxiway and apron still occurred. In 1959, the Saudia Pilot Training Institute was established in the airport.^[14] Its aviation training facilities were modest at best, it being housed within a small building. Baha Aldeen Asad served as the principal and Captain Norm Doerr was appointed as the American supervisor for the school. It had a flight instructor, photographer, student supervisors, and usually taught a small group of 14 students selected from 20 applicants. Additionally, the school had a small canteen, which would serve coffee and doughnuts for the students. The trainees received a salary of 600 riyals a month, and were taught English before advancing to higher forms of training. Often, the course would last a year and concluded with a short flight.^[15]

Accommodations for the Haji

Before the 1950s, arriving Hajj pilgrims often stayed in rental residential houses. In 1950, a 5,000 person facility near the seaport was built, and in 1953-54, a 2,000 person facility was constructed south of the city. In 1958, the Al Ain Azizia administration rushed the construction of the third city, which was made to accommodate the rising number of African hajj pilgrims. The third city was located in the airport, beside the air traffic control tower and hangars. Following the decision, five buildings with three floors at an estimated area of 9,652 square metres (2.39 acres) were built, which could accommodate 2,000 pilgrims. This project also included the construction of Pilgrim's Town Square, the entrance to the accommodations and airport. From day and night, hundreds of pilgrims of diverse ethnicities passed through these accommodations.^[16]

The dormitories housed 10-36 people per room, accommodated with communal bathrooms. These buildings were designed to minimize social distinctions, and open-air latticework allowed airflow and sound circulation. Large undivided balconies were also built, which encouraged social interaction. There also was a simple, repetitive architecture which reflected the unity of the Haji, which emphasized the egalitarian spirit of pilgrimage. These pilgrims could stay days within the accommodations until departure to Mecca, which had offices for pilgrimage guides, health, and passport services. Shops, restaurants, banks, a mosque, and government agencies were also serviced within the compound.^[17]

In 1959, the administration granted an adjacent plot of land to establish a secondary building, though it was not directly part of the five buildings. It was located at the curve of Palace-Airport Road (King Fahd Road), serving as the headquarters for the Aziziyah Spring Waqf.^[18] Baggage processing would also be carried out from the building for departing Indonesian and Malaysian pilgrims.^[19]

Growth

Al-Kandara, the neighbouring district of the airport, gained popularity due to its proximity to the airport and seaport. It was considered the capital of Jeddah, having hospital, administrative, and accomodation facilities.^[20] In early 1959, Saudi Arabian Airlines inaugurated a daily pressurized Convair-Liner shuttle between Jeddah and Riyadh. Later that year, the airline established its Technical Services Division, and a double-bay hangar was subsequently built to house the division. The hangar was retrospectively capable of handling the B707-200.^[21][22] Throughout the 1960s, the number of international pilgrims arriving by air instead of sea had significantly increased. For example, approximately 1,000 Indian pilgrims arrived annually to Jeddah by Air-India’s chartered flights, while around 14,500 still arrived by sea from Bombay. The chartering of these flights were managed by the Haj Committee, under the company Trade Wings.^[23] In September 1961, support facilities and a hangar were erected at the airport's RSAF complex, completed in December 1962. A concrete extension to the apron was also done under the project.^[24] In 1964, when King Faisal bin Abdulaziz began his rule, the expansion and growth of Jeddah resumed at a more controlled pace. That year, an asphalt runway was built parallel to runway 15/33, 120 metres (390 ft) apart and numbered 15R/33L. The new runway offloaded pressure on the existing runway, and allowed the decommissioning of the crosswind runway to expand the apron. At the time, the crosswind runway's approach interfered with the growth of the Al-Kandara neighbourhood.^[25] Additionally, the control tower was expanded to two floors, and the tower height was increased.^[10] In 1965-66, two buildings were built to house Saudi Arabian Airlines' cargo offices and also to handle pilgrim repatriation operations. Four departure halls, a commercial market, and another large shelter were also added.^[26] In 1968, heavy rainfall led to a flood in Jeddah, which came from valleys east from the city, damaging the walls of the airport.^[27]

By the 1970s, Jeddah International Airport controlled a flight information region. At the time, aircraft entering Saudi Arabian airspace would have to report their position to either two information regions, which were located at Jeddah and Dhahran. This information would be reported once every 30 minutes, which included nationality, flight registration, altitude, time at reported position, flying conditions, and ground speed, ensuring safe flights. Jeddah International Airport was also declared as a "customs aerodrome", which required aircraft to depart from the airport to fully leave the country. Foreign aircraft were also only allowed to arrive at the airport.^[7] In 1973, these international airlines served Jeddah International Airport: Air Algérie, Balkan Bulgarian Airlines, JAT Yugoslav Airlines, Ceskoslovenske Aerolinie (CSA), Ariana Afghan Airlines, Air Afrique, Air Guinée, Afghan Airlines, and Iraqi Airways.^[28] In the same year, the administration rushed the construction of eight additional buildings with an area of 65,935 square metres (16.29 acres), able to accommodate 10,000 pilgrims in total. The construction also included an additional transit hall to the airport.^[16][4]

Rising congestion

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External videos
Footage of Jeddah Airport during the 1970s at Huntley Film Archives
Footage of Jeddah Airport's ATC during the 1970s at Huntley Film Archives

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By the mid-1970s, the rapid growth in air transportation and Jeddah had hindered the airport's viability for future growth. The logistical impact of the steadily multiplying influx of pilgrims became immense, as air traffic control, ramp space, and ground transportation were not adequately equipped and prepared for each period. Due to the city's encroachment, it was considered impossible to expand infrastructure.^[29] In 1974, as part of the government-led Airports Development Program, Saudi Arabian authorities selected contractors for a new airport 20 kilometres (12 mi) north of Jeddah, which had more room for expansion. Being so remote, there would be camels grazing just outside the perimeter fence.^[30] On 14 June 1974, President Nixon arrived at the airport during a diplomatic mission in the Middle East.^[31] By 1975, the apron was extended to accommodate Saudia's new TriStar L-1011s, and the first approach radar was installed on the runways.^[1][32] In 1976, airborne pilgrims arrived in the airport at a rate of 400 flights a day from the usual 120 flights during the rest of the year. In the same year, the airport handled 361,891 Hajj pilgrims.^[33] Although the airport and pilgrimage fees of the airport were levied, the Saudi government shifted towards prioritizing and encouraging pilgrimage traffic. This led to the abolishment of such fees in 1976, subsidizing airport operations and removing financial barriers for pilgrims.^[34]

In order to meet passenger demands, Jeddah International Airport was significantly expanded by authorities to cater the increasing traffic and Haji seasons. Subsequently, Lockheed Martin was awarded a US$650 million contract in 1976 for the installation of a new air traffic control system, which included navigation aids supplied by ITT Federal Electric, instrument landing systems installations by Standard Elektrik Lorenz AG, and high-frequency communications equipment by Rockwell Collins. In September 1976, International Aeradio was awarded a US$60 million contract for the construction of a Flight Operations Training Centre for Saudi Arabian Airlines based at Jeddah International Airport.^[29] Further improvements included the installation of large transient centers, from which pilgrims would be able to travel faster to Mecca from Jeddah. Additionally, a new terminal complex comprising three buildings, a Saudia ticket office, departures hall and an arrivals hall were completed by the spring of 1978. This would serve the last three Hajj seasons. Following this, the old terminal was requisitioned into Hajj accommodations. In 1978, 36 airlines served Jeddah Airport.^[35][36] By 1978, Jeddah International Airport handled aircraft arriving at a rate of 17 aircraft an hour, which increased to 78 aircraft an hour during Hajj seasons.^[37] It had become the busiest airport in Saudi Arabia for handling domestic flights, although this was surpassed by Riyadh International Airport entering 1979.^[38]

With their primary headquarters based within the airport, Saudia's rapid growth conflicted with the planned closure of the airport. As a result, the last major and drastic upgrades took place in 1979 to extend the airport's operating capacity, while the maintenance center was to remain after closure. An asphalt runway numbered 15L/33R was constructed to alleviate traffic on the two existing runways. Subsequently, the original 15/33 runway was merged within the apron. The airport was also expanded towards the Al-Sharafiya neighbourhood, with an additional eastern apron being built. As a result, Jeddah International Airport was coined as the busiest communications centre in the Middle East.^[40] Also in the year, a fifth floor was added to the eight buildings, along with a total installation of 30 electric lifts. The resulting complex was able to accommodate 30,000 pilgrims arriving from the airport, using newly implemented arrival procedures and measures.^[26] Air France had a facility at Jeddah International Airport for its international operations.^[41] Saudia then established a comprehensive maintenance facility on the northern end of the apron, featuring two open-sided buildings. The facility was capable of overhauling jet engines, including those from the major commercial market.^[42] Additionally, expansions were made to their training facility, including the Flight Operations Training Centre which was inaugurated in the airport on 12 April 1979. It operated under the Prince Sultan Aviation Academy. The school provided courses on telecommunications, radio navigation, radio and radar engineering, and airfield lighting. It had a capacity of 230 students to be trained in accordance to international standards at the time.^[29] The school was equipped with 4 simulators and 12 classrooms, training many of the airline's staff of the era.^[43][44]

Furthermore, Swiss-based aviation business Jet Aviation entered the business at Jeddah International Airport when Mobil Oil preferred localised operations over sending Saudi-based aircraft to Switzerland for maintenance. In 1979, the business established a Fixed-Base Operator (FBO) at the airport, which handled line-maintenance operations especially supporting Mobil. The business would go on to establish a second FBO at Riyadh two years later.^[45] The pilgrimage influx not only affected the airport, but also other state carriers. Indonesia would use foreign charter aircraft as Garuda, Mandala, and Bouraq lacked the sufficient aircraft to handle the flights.^[46] On 29 March 1980, the Indonesian MUI formally issued its ruling allowing Indonesian pilgrims flying to Mecca to use the airport as their miqat.^[47] In 1980, a retired Beech TC-45G Expeditor registered as N9535Z was rescued from a nearby accumulated aircraft boneyard. It was turned into a roundabout installation by Spanish artist and architect, Julio Lafuente [it] during the Jeddah Beautification Project commissioned by the mayor of Jeddah. The plane was perched on a concrete pillar on King Khalid and Al-Matar Road where it still stands today.^[48]

These infrastructure upgrades, which especially included the opening of a new runway and terminal, enabled Jeddah International Airport to handle a flight every three minutes with an almost-clear accident record by 1981.^[49]

Reason for closure

Jeddah International Airport was located in the neighbourhood of Al-Kandara and Al-Sharafiya, close to the city center of Jeddah. This proximity hindered the airport's capabilities to expand infrastructure. Due to the airport's deficient capacity, it experienced heavy congestion during Hajj seasons peaking 600 aircraft movements daily by 1978. Additionally, with facilities at the airport incapable of handling cargo, it had to be brought ashore by helicopters.^[41][50]

Every year, Jeddah International Airport would have to prepare for the Hajj season, which saw a one-month increase of approximately 50,000 passengers per day. However, the airport’s facilities were far too small to accommodate the growing city’s needs and the Hajj pilgrimage. Staffing were also inadequate for immigration and customs checks during the peak arrival times, especially in the 10 days before Hajj. The airport also had limited space to house the pilgrims awaiting transportation to Mecca, and many were elderly, non-Arabic-speaking, and inexperienced travellers, which caused delays and confusion during customs processing.^[36]

Air Terminal

During the course of operation, Jeddah Airport had gone through multiple terminal shifts. Beginning in the first floor of the control tower, then the pilgrims' city, and finally ending with an Air Terminal. The facility, located on King Fahd road, comprised two carparks and three buildings; a dedicated Saudia terminal, an arrivals hall, and a departures hall. Each building featured customs control, lounges, and automated baggage handling systems.^[61] It was constructed with pre-fabricated panels, and it featured a cantilevered roof. The Saudia terminal, also functioning as a ticket sales office, was opened in February 1978, while the rest of the facilities were complete by Spring that year.^[35][62] A third larger carpark was added in 1979.^[63] Following closure, the terminal was vacated and opened for temporary occupation by schools and companies.^[54]

Air France facility

As early as 1971, Jeddah International Airport was one of Air France's destinations without instrument-landing equipment.^[64] Between 1970 and 1977, Air France began increasing its Middle Eastern network, increasing from 5 to 12 stops and from 13 to 22 weekly flights. It opened a weekly all-cargo service to Jeddah with a Boeing 747 on 3 April 1977, intending to move food products, construction materials, spare parts, and capital equipment. However, it had to recover its costs of establishing itself locally.^[65] It was then further expanded into becoming an Air France station, and an Air France office was established in the adjacent neighbourhood of Sharafiyah. By 1981, Air France had on-site equipment, a dedicated director, and an agent at the airport.^[66]

TWA Compound

Trans World Airlines (TWA) maintained a compound near the airport, containing a flight school, residences for TWA employees and even an open-air theatre and pool for leisure. It was located at Pilgrim's Square, across from the Kandara Hotel. At the time, TWA had a longstanding partnership with Saudia since 1945. Being close to the airport, the theatre would be interrupted every time a plane would land or takeoff.^[67] In 1957, the American International School of Jeddah relocated to a new school building at the TWA compound when their original village was too small.^[68] In 1975, Saudia began receiving Lockheed L-1011s, its first wide body jets. Afterwards, it began requesting help for training cabin crews including an In Flight Supervisor (IFS). Seeking the opportunity, TWA offered to model the IFS after their Director of Customer Service (DCS) role. Afterwards, six TWA DCS members were given six-month assignments to train Saudia crews at Breech Academy. It also involved to hands-on instruction at the Jeddah TWA Compound.^[69]

Saudia engine overhaul center

Located on the northwestern edge of the main apron was the Engine Overhaul Center, presently north of the Mahmoud Saeed Oasis Mall. The center was established in 1979, comprising two open-sided buildings both encompassing 5,400 square metres (58,000 sq ft) of space. It was especially equipped to handle aircraft engines from Pratt and Whitney, General Electric, Rolls-Royce, and CFM International.^[42] The facility was equipped with multiple operational sections, including Aircraft Production Planning & Control, Aircraft Maintenance Scheduling & Control, Hangar Control Center, and an AOG Desk. It handled sophisticated aircraft maintenance involving fuel-leak repair, removal of outflew valves, and Boeing 747 rudder works with cherry pickers supplied by ground-equipment support. The fuel-leak repair would be done by a sheet-metal crew with access to the wing fuel tank, and sealant repair would be performed. The facility also had a dedicated wash dock. During the Third Islamic Summit held in January 1981, the Engine Overhaul Center handled incoming Grumman Gulfstream II/III and Cessna Citation aircraft from VIP flights. Most of the works were done on-field at the northernmost end of the apron beside the center.^[70]

It continued operations after the closure of the airport in May 1981. In the first quarter of 2005, it inaugurated a V2500 engine test unit used by MD-90 aircraft.^[71] By 2010, it carried five overhaul services and maintained 10 engines monthly. In September 2010, the CF34 General Electric engine was introduced to the center.^[72] Phasing out of the original facility in the old airport, construction of a new Jet Propulsion Center began at King Abdulaziz International Airport in September 2013. The consultant was Ghafari Associates, and it was planned for completion in July 2019 at a cost of 481.7 million riyals. An early inauguration was held in December 2023 for the new Engine Overhaul Center by Minister of Transport Saleh bin Nasser Al-Jasser. Construction was prolonged, and it was fully completed in May 2025 at a cost of 514.9 million riyals. The precinct is called the Maintenance Village.^[73][74]

USGS gravity station

Between 1958 and 1985, Jeddah International Airport has also served as a primary base for geophysical gravity surveying in Saudi Arabia. In 1958, the first national gravity-control system in Saudi Arabia was established by geophysicist Al K. Ghalayini using Worden gravimeters. In 1972-74, Vincent J. Flanigan and Mohamed N. Akhrass established 42 gravity base stations throughout Saudi Arabia, using uncalibrated Lacoste-Romberg gravimeters and gravity values based on the 1930 Potsdam data. Both systems were linked to a main station based at the airport. By 1977, both stations had been destroyed over time. From 23 January to 6 May 1977, the United States Geological Survey conducted the Greater Jeddah gravity survey, utilising two new gravity bases at the airport. The two stations—a marked point with a gravimeter—were designated JED APT and SPEC FLT. Station SPEC FLT was specifically located 3 metres east of the south edge the aircraft doorway on the east side of the Saudia Special Flight Services hangar. The hangar was located on the concrete apron. The station would be tied into the loop to back up USGS X—the primary station located at the USGS office in Jeddah. As the apron was resurfaced, the original altitude of the station was reported as uncertain. In June 1980, it was occupied and tied again as a backup excenter station, and was still reported as operational by 1985.^[75] During operations, Saudia's Special Flight Services division provided aircraft for USGS geophysicists.^[76]

Connections

Maintaining an entryway into the airport was also just as important, though rudimentary at its establishment. During the 1940s, the only paved road in Jeddah was Mecca Road, and a track was developed to connect King Abdulaziz's Khuzam Palace with the airport. The track intersected the eastbound Mecca Road, and evolved to become Palace-Airport Road. A second track ran westward from the airport into the city, passing by the Kandara Hotel and its district, the Tomb of Eve, and the Ghishla which used to function as barracks during Ottoman rule. This track would become Al-Matar (Airport) Road.^[77] By 1952, Al-Matar Road and Palace-Airport Road was paved amidst the growth of the airport, its junction becoming Pilgrim's Square. King Khalid Road was later established, forming most of Palace-Airport Road.^[25]

In response to the growing need for sufficient infrastructure, the construction of the Al Hagon Bridge, part of the Jeddah Internal Ways Project was awarded to the Arab contractors, Osman Ahmed Osman & Co. The bridge was completed in 1963 and linked Mecca to Jeddah Airport by a series of internal roads, having cost SAR 10.5 million.^[78]

Aircraft boneyard

Located just outside of Jeddah International Airport was an aircraft boneyard, established shortly before the airport closed. In 1953, ten Temco T-35 Buckaroos armed with rockets and machine guns were delivered to Jeddah Air Base. The first aircraft dumps took place in 1975, which included nine complete airframes of the T-35 Buckaroos facing deterioration. The results were published in the April 1975 Air Pictorial.^[87]

Aircraft such as the Douglas A-26 Invader, North American T-28 Trojan, Douglas C-54 Skymaster and the Beechcraft T-34 Mentor have been decommissioned and dumped here.^[80] When the roads were paved across the former highway following closure, the abandoned aircraft became easily accessible. In the 1980s, the T-35 Buckaroos were dug out and salvaged to be restored, and a C-130 was donated to fly the parts to Dobbins Air Reserve Base. By the late 1980s, many of the aircraft were removed from the boneyard.^[88]

Former airlines and destinations

The following is a list of former airlines and their destinations that served Jeddah International Airport as of March 1980 (asterisks refer to an unpublished en route stop on select flights):^[90]