Kelly AFB

Kelly Field (formerly Kelly Air Force Base) is a Joint-use facility located in San Antonio, Texas. It was originally named after George E. M. Kelly, the first member of the U.S. military killed in the crash of an airplane he was piloting.

In 2001, pursuant to Base Realignment and Closure action, the former Kelly AFB runway and land west of the runway became "Kelly Field" and control of this reduced size installation was transferred to the adjacent Lackland Air Force Base, part of Joint Base San Antonio. The base is under the jurisdiction of the 802d Mission Support Group, Air Education and Training Command (AETC).

Kelly Field was one of thirty-two Air Service training camps established after the United States entry into World War I, being established on 27 March 1917. It was used as a flying field; primary flying school; school for adjutants, supply officers, engineers; mechanics school, and as an aviation general supply depot.

Kelly Air Force Base and its associated San Antonio Air Logistics Center of the Air Force Materiel Command (formerly Air Force Logistics Command) was closed as an independent installation and its assets realigned by the 1995 Base Realignment and Closure Commission.

History and Creation

Kelly Field is named in honor of 2nd Lieutenant George Edward Maurice Kelly. Lt. Kelly, who after a course of training at the Curtiss Aviation School, Rockwell Field, California, was ordered to Fort Sam Houston, near San Antonio. While attempting to land on 10 May 1911 in order to avoid running into a tent and thereby possibly injuring several others, Kelly died in a crash, falling into the ground.

In August 1913, U.S. Army Chief Signal Officer Brigadier General George P. Scriven testified before the U.S. House of Representatives concerning the establishment of a military aeronautical center in San Antonio, Texas. The center was to be built for the Aviation Section of the U.S. Army Signal Corps. General Scriven described San Antonio as “the most important strategic position of the South,” in response to the unrest resulting from the Mexican Revolution. In 1916, when Fort Sam Houston was the primary site of the Corps’ aerial equipment and personnel, The San Antonio Light predicted that the city would be “the most important military aviation center in the U.S.”

In November 1915, the newly created 1st Aero Squadron arrived at Fort Sam Houston after a cross-country flight from Fort Sill, Oklahoma. However, the squadron remained at the post only until March 1916, whereupon it left to join Brigadier General John J. Pershing’s Punitive Expedition against Pancho Villa on the U.S.-Mexico border. Problems experienced by the 1st Aero Squadron on that expedition and the ongoing war in Europe persuaded Congress to improve and expand the nation's air arm.

It was quickly apparent that Fort Sam Houston had inadequate space for additional flying operations, especially with newer and more powerful aircraft. Major Benjamin Foulois, with the support of the San Antonio Chamber of Commerce, selected a site five miles southwest of the city for a new aviation airfield on 21 November 1916. Bordered by the Frio City Road on the northwest, the site was also adjacent to the Southern Pacific Railroad, providing easy access by road and rail. In addition, the new site was relatively flat, and thus suitable for flying operations. Initially, the site was called the South San Antonio Aviation Camp.

World War II

After the Japanese Attack on Pearl Harbor]] on 7 December 1941, the need for more pilots, bombardiers, and navigators resulted in the rapid expansion of the United States Army's air arm and the Advanced Flying School. Night flying was added to the school program and the amount of training time doubled. Between January 1939 and March 1943, over 6,800 men graduated from Kelly's Advanced Flying School and approximately 1,700 additional pilots graduated from various other courses in the Instructor's School. In order to house the rapidly growing pilot trainee population, a "tent city" sprang up as it had in World War I.

By the summer of 1942, congestion caused by the close proximity of four flying fields - Duncan, Kelly, Brooks, and Stinson - had become dangerous. Consequently, in March 1943, Kelly and Duncan were reunited under the name of Kelly Field. Kelly Field's primary functions became that of maintenance and supply. This was a major change in mission for Kelly as flying training moved elsewhere.

Kelly's World War II mission turned the base into a huge industrial complex. A new organization, the San Antonio Air Service Command, managed the increased supply and maintenance workload at would become the San Antonio Air Logistics Center in later years. Kelly workers overhauled, repaired, and modified aircraft, engines, and related equipment.

Post-war years

When World War II ended in August 1945, America demobilized as rapidly as it had after the First World War. Over 3,000 Kelly civilians resigned or retired within weeks of V-J Day. Nevertheless, more and more AT-6, P-51, and B-29 aircraft were delivered to Kelly for maintenance and storage. Disposal and aircraft storage programs took up more and more of Kelly's time and space. Kelly's maintenance workers stopped repairing very heavy bombers and began supporting the occupational forces in Europe and Japan with air transportation, communications, and weather systems. In 1946, the San Antonio Air Technical Services Command became the San Antonio Air Materiel Area (SAAMA).

In July 1947, President Harry S. Truman signed the National Security Act of 1947|National Security Act]], which, among other things, created an independent United States Air Force]]. Over the next few years, the youngest of the armed services separated itself from the Army way of doing things. In January 1948, Kelly Field became Kelly Air Force Base.

Berlin airlift and Korean War

By June 1948, the Soviet Union, in a move to push the Allies out of Berlin, closed all water, rail, and highway links to the western part of the city. Forced to choose between abandoning West Berlin or supplying all goods by air, the western powers began around-the-clock airlift of vital supplies and material into the beleaguered city. The airlift, nicknamed "Operation Vittles", became the largest air cargo operation of all time. The prime workhorse of the Berlin Airlift was the C-54 Skymaster cargo aircraft, and Kelly was the only depot in the country repairing and overhauling replacement Pratt and Whitney R2000 engines used on the aircraft. By December 31, the Supply Division had shipped 1,317 R2000 engines worth $1.7 million for the airlift.

The outbreak of the Korean War in June 1950 found Kelly once again responding almost overnight. The Kelly maintenance line went into full-steam production to recondition Boeing B-29 Superfortresses that had been in storage for overseas service. Work continued into the night by use of special outdoor lighting. The aircraft production line earned the nickname of the "Great White Way" as the glow of lights reflected on the aluminum skin of the bombers and lit up the evening sky. When the fighting subsided in Korea in July 1953, Kelly workers had once again proven their commitment to meet whatever challenges faced them.

1950s

As the Air Force moved through its first decade of independence, its aircraft, engines, accessories, and support equipment became increasingly sophisticated and complex, requiring use of new technologies and innovative programs to meet the challenges of the future.

By 1951, the Convair Convair B-36 Peacemaker intercontinental bomber began arriving in ever-increasing numbers at Kelly. With its powerful R4360 engines, the B-36 rapidly took the place of the B-29. The B-36 was radical in its design; its six pusher engines gave it a top speed of over 400 miles per hour, and it was the first American bomber capable of reaching any target on the globe.

R4360 engines also powered the Convair XC-99. Convair built this one-and-only transport in 1947 to use the technology of the B-36 more effectively. As the largest cargo plane to-date, the XC-99 set many world records between 1953 and 1955, before the Air Force decided it did not need large transport planes. The longest flight — 12,000 miles to Rhein-Main Air Base in West Germany — began on 13 August 1953. Carrying 61,000 pounds of vital cargo, it flew to West Germany via Kindley Air Force Base, Bermuda and Lajes Field, Azores and returned a week later carrying another 62,000 pounds. Every place the XC-99 landed, newspaper, radio, and television reporters were there to convey to the public the excitement of the spectacular flight.

Another record-breaking flight took place during May 1955. The XC-99 was put to the test in support of PROJECT DEWLINE. In conjunction with the Military Air Transport Service (MATS), the XC-99 airlifted 380,000 pounds of cargo to NAS Keflavik, Iceland from Dover Air Force Base, Delaware, a distance of 2,500 miles. The plane was airborne 210 hours and 41 minutes. Some trouble was experienced, but the 31 civilian technicians from the San Antonio depot successfully repaired the XC-99 at Dover AFB.

Jet engines had become extremely important to the Air Force by 1955. The Boeing B-47 Stratojet bomber was the first full weapons system bomber. Designed in 1945, the B-47 was powered by six General Electric J47 turbojet engines and featured swept-back wings and tail surfaces. Its mission was to deliver conventional or nuclear ordnance to enemy targets. On 30 November 1959, a B-47 bomber set a world endurance record, remaining airborne for three days, eight hours, and eight minutes, and covering a distance of 32,900 miles. After relegating the bomber to reconnaissance and training missions, the last Stratojets were taken out of the active United States Air Force inventory in 1966.

The Convair B-58 Hustler was yet another important addition to the Air Force inventory. As America's first supersonic bomber, it could range higher and faster than any other bomber aircraft in the world, flying at twice the speed of sound. Its four J79 engines produced over 41,000 pounds of thrust that could push the sleek bomber at more than 1,300 mph. The first B-58 arrived at Kelly on 15 March 1960 to be used for training maintenance personnel for the new overhaul workload. On May 26, 1958, SAAMA opened the B-58 Logistics Support Management Office. It became the forerunner of a major area organizational realignment whereby worldwide weapons management functions would be separated organizationally from the internal depot operations. Responsibilities outlined for the weapon system manager included budgeting, funding, computing requirements, and arranging for maintenance.

Kelly repaired and overhauled B-52s for over 30 years. In the early 1960s, the Boeing B-52 Stratofortress was the major depot-level maintenance workload for SAAMA. Modifications to the B-52s performed at Kelly increased the load capability of each plane and increased the aircraft's range. In addition, the San Antonio shops camouflage-painted the B-52Gs for Southeast Asia Arc Light operations. This era in Kelly's history ended when the Air Force shifted the B-52 workload to Oklahoma City AMA at Tinker Air Force Base in the spring of 1993. The 36-year-old relationship between Kelly and the big bomber was the longest association between any Air Force weapons system and a single ALC to that point.

Americans have always looked to the future, but the future of Kelly's involvement in space have been a "now" responsibility for more than 25 years. In August 1962, SAAMA "loaned" the National Aeronautics and Space Administration (NASA) six aircraft - two F-102s, two TF102s and two T33s - so the astronauts at Houston's Manned Spacecraft Center could maintain their flying proficiency. Two years later, Directorate of Maintenance workers built three Apollo capsule trainers for NASA. And Kelly's Directorate of Aerospace Fuels supplied NASA with the required liquid propellants from the very beginning of the Space Administration's push into space.

Vietnam War

Kelly's workload remained relatively stable until the mid-1960s, when American efforts to prevent the fall of the South Vietnamese government led to direct American involvement. Following the Gulf of Tonkin incident in August 1964, all air materiel areas began supporting Southeast Asia on a 24-hour basis. For the next 11 years, Kelly employees were deeply involved in supplying parts and expertise for the conflict in Southeast Asia, working both within the United States and overseas.

In May 1965, during the build-up of American forces in Vietnam, the Logistics Command started sending teams of supply personnel to the Pacific Air Forces. Kelly had a lot of volunteers. By 31 December 1965, SAAMA had sent 11 supply teams, totaling 89 personnel, on temporary duty to Southeast Asia to establish supply centers throughout the western Pacific, including South Vietnam.

Kelly also sent maintenance teams to Southeast Asia. The first team consisted of six jet engine mechanics that worked at Clark Air Base, Philippines on J57 engines for North American F-100 Super Sabres. Other Kelly workers served in South Vietnam on special Northrop F-5 Freedom Fighter modification teams, helped reassemble newly shipped F-5A/C aircraft at Bien Hoa Air Base, and assisted in the creation of an engine repair facility at Bien Hoa. Some workers served on rapid area maintenance supply support or area transportation teams while others served as weapon system logistic officers. Those who remained in San Antonio also strove to meet the demands for materiel and aircraft maintenance.

On 1 July 1965, Kelly opened as an aerial port of embarkation to provide though-plane cargo service to Southeast Asia. Kelly Air Force Base personnel processed and routed vital war material earmarked for South Vietnam to the Southeast Asian Theater. By 1967, the pace of the United States build-up intensified. The Lockheed C-141A Starlifter cargo aircraft began to enter the Air Force inventory in sufficient numbers to replace the aging Douglas C-124 Globemaster II. With air terminal modernization and the increased use of C-141 aircraft, Military Airlift Command (MAC) aircrews seldom experienced any delays at Kelly's aerial port.

On 1 November 1965, SAAMA assumed responsibility for the Air Force's entire watercraft program. This included all landing-type vessels, spares, engines, and combat ships. Other items included cargo tanks, special service vessels, barges, small craft, dredges, rigging, and marine hardware. Earlier that year, on 3 August, Kelly became responsible for assembly and shipment of the necessary airfield lighting equipment to establish four semi-fixed installations in Southeast Asia.

The early 1970s witnessed the establishment of the Vietnamization Program, also known as the Nixon Doctrine. This new policy was the key to planned reductions in the United States military forces in South Vietnam. As part of this effort, SAAMA personnel were deeply involved in the planning and construction of an engine facility at Bien Hoa Air Base. This assignment began in February 1971 when the Air Force Logistics Command gave the SAAMA the responsibility for developing complete plans and specifications for converting an existing building at Bien Hoa Air Base into an engine overhaul facility.

One month later, the San Antonio Air Materiel Area\ became involved with yet another project to provide logistics support. On 20 October 1972, SAAMA initiated PROJECT ENHANCE PLUS, to transfer A-37, Northrop F-5E Tiger II, and Northrop T-38 Talon aircraft, engines, and support spares to the Republic of Vietnam to carry on the war after American withdrawal. Nearly every directorate at Kelly contributed to this effort.

The C-5A Galaxy, the Air Force's largest aircraft, entered the inventory in June 1970. San Antonio Air Materiel Area had both management and repair responsibility for the giant transport and its TF39 engine. Weighing about 350 tons, the aircraft can transport 98 percent of equipment issued to an Army division, including the 100,000 pound M-1 tank, self-propelled artillery equipment, missiles, and helicopters. On its initial visit to Kelly on 31 January 1970, prominent figures as well as public spectators greeted the C-5A.

A year before the United States ended its involvement in Southeast Asian hostilities; the military services began to prepare for the return of North Vietnam-held Prisoners of War. With the signing of the Paris Peace Accords on 27 January 1973, "Operation Homecoming" was on. The prisoners were flown from North Vietnam to the Joint Homecoming Reception Center at Clark Air Base, Philippines. Once at Clark, the former POWs were given medical checkups, issued uniforms and personal items, and made those very important phone calls home. After a minimum time at Clark, the POWs flew to the United States to be reunited with their families and to receive complete medical and psychological evaluation and treatment. Lackland Air Force Base and Fort Sam Houston were designated as reception areas in San Antonio because each had hospital facilities to handle the needs of the returning prisoners of war. Kelly became the reception area. Flights bringing the former POWs to Kelly began on 15 February 1973. Although crowds were deliberately kept small, the occasion was full of joy. The 11 flights that arrived at Kelly carried 20 Air Force and 12 Army men. Kelly Air Force Base took great pride in welcoming home the brave men who had spent years in captivity.