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Factor of safety

In engineering, a factor of safety (FoS), also known as (and used interchangeably with) safety factor (SF), expresses how much stronger a system is than it needs to be for an intended load. Safety factors are often calculated using detailed analysis because comprehensive testing is impractical on many projects, such as bridges and buildings, but the structure's ability to carry a load must be determined to a reasonable accuracy.

Many systems are intentionally built much stronger than needed for normal usage to allow for emergency situations, unexpected loads, misuse, or degradation (reliability).

Definition
There are two definitions for the factor of safety (FoS):
 * The ratio of a structure's absolute strength (structural capability) to actual applied load; this is a measure of the reliability of a particular design. This is a calculated value, and is sometimes referred to, for the sake of clarity, as a realized factor of safety.
 * A constant required value, imposed by law, standard, specification, contract or custom, to which a structure must conform or exceed. This can be referred to as a design factor, design factor of safety or required factor of safety.

The realized factor of safety must be greater than the required design factor of safety. However, between various industries and engineering groups usage is inconsistent and confusing; there are several definitions used. The cause of much confusion is that various reference books and standards agencies use the factor of safety definitions and terms differently. Building codes, structural and mechanical engineering textbooks often refer to the "factor of safety" as the fraction of total structural capability over what is needed. Those are realized factors of safety  (first use). Many undergraduate strength of materials books use "Factor of Safety" as a constant value intended as a minimum target for design  (second use).

Calculation
There are several ways to compare the factor of safety for structures. All the different calculations fundamentally measure the same thing: how much extra load beyond what is intended a structure will actually take (or be required to withstand). The difference between the methods is the way in which the values are calculated and compared. Safety factor values can be thought of as a standardized way for comparing strength and reliability between systems.

The use of a factor of safety does not imply that an item, structure, or design is "safe". Many quality assurance, engineering design, manufacturing, installation, and end-use factors may influence whether or not something is safe in any particular situation.

Design factor and safety factor
The difference between the safety factor and design factor (design safety factor) is as follows: The safety factor, or yield stress, is how much the designed part actually will be able to withstand (first usage from above). The design factor, or working stress, is what the item is required to be able to withstand (second usage). The design factor is defined for an application (generally provided in advance and often set by regulatory building codes or policy) and is not an actual calculation, the safety factor is a ratio of maximum strength to intended load for the actual item that was designed.

 * $$\text{Factor of safety}=\frac{\text{yield stress}}{\text{working stress}}$$

 * The design load is the maximum load the part should ever see in service.

By this definition, a structure with an FOS of exactly 1 will support only the design load and no more. Any additional load will cause the structure to fail. A structure with an FOS of 2 will fail at twice the design load.

Margin of safety
Many government agencies and industries (such as aerospace) require the use of a margin of safety (MoS or M.S.) to describe the ratio of the strength of the structure to the requirements. There are two separate definitions for the margin of safety so care is needed to determine which is being used for a given application. One usage of M.S. is as a measure of capability like FoS. The other usage of M.S. is as a measure of satisfying design requirements (requirement verification). Margin of safety can be conceptualized (along with the reserve factor explained below) to represent how much of the structure's total capability is held "in reserve" during loading.

M.S. as a measure of structural capability: This definition of margin of safety commonly seen in textbooks describes what additional load beyond the design load a part can withstand before failing. In effect, this is a measure of excess capability. If the margin is 0, the part will not take any additional load before it fails, if it is negative the part will fail before reaching its design load in service. If the margin is 1, it can withstand one additional load of equal force to the maximum load it was designed to support (i.e. twice the design load).

 * $$\text{Margin of safety}=\frac{\text{failure load}}{\text{design load}}-1$$
 * $$\text{Margin of safety}={\text{factor of safety}}-1$$

M.S. as a measure of requirement verification: Many agencies and organizations such as NASA and AIAA define the margin of safety including the design factor, in other words, the margin of safety is calculated after applying the design factor. In the case of a margin of 0, the part is at exactly the required strength (the safety factor would equal the design factor). If there is a part with a required design factor of 3 and a margin of 1, the part would have a safety factor of 6 (capable of supporting two loads equal to its design factor of 3, supporting six times the design load before failure). A margin of 0 would mean the part would pass with a safety factor of 3. If the margin is less than 0 in this definition, although the part will not necessarily fail, the design requirement has not been met. A convenience of this usage is that for all applications, a margin of 0 or higher is passing, one does not need to know application details or compare against requirements, just glancing at the margin calculation tells whether the design passes or not. This is helpful for oversight and reviewing on projects with various integrated components, as different components may have various design factors involved and the margin calculation helps prevent confusion.

 * The design safety factor is provided as a requirement.
 * $$\text{Margin of safety}=\frac{\text{failure load}}{\text{design load × design safety factor}}-1$$
 * $$\text{Margin of safety}=\frac{\text{realized factor of safety}}{\text{design safety factor}}-1$$

For a successful design, the realized safety factor must always equal or exceed the design safety factor so that the margin of safety is greater than or equal to zero. The margin of safety is sometimes, but infrequently, used as a percentage, i.e., a 0.50 M.S is equivalent to a 50% M.S. When a design satisfies this test it is said to have a "positive margin", and, conversely, a "negative margin" when it does not.

In the field of nuclear safety (as implemented at U.S. government-owned facilities) the margin of safety has been defined as a quantity that may not be reduced without review by the controlling government office. The U.S. Department of Energy publishes DOE G 424.1-1, "Implementation Guide for Use in Addressing Unreviewed Safety Question Requirements" as a guide for determining how to identify and determine whether a margin of safety will be reduced by a proposed change. The guide develops and applies the concept of a qualitative margin of safety that may not be explicit or quantifiable, yet can be evaluated conceptually to determine whether an increase or decrease will occur with a proposed change. This approach becomes important when examining designs with large or undefined (historical) margins and those that depend on "soft" controls such as programmatic limits or requirements. The commercial U.S. nuclear industry utilized a similar concept in evaluating planned changes until 2001, when 10 CFR 50.59 was revised to capture and apply the information available in facility-specific risk analyses and other quantitative risk management tools.

Reserve factor
A measure of strength frequently used in Europe is the reserve factor (RF). With the strength and applied loads expressed in the same units, the reserve factor is defined in one of two ways, depending on the industry:

 * $$\text{RF}=\frac{\text{proof strength}}{\text{proof load}}$$
 * $$\text{RF}=\frac{\text{ultimate strength}}{\text{ultimate load}}$$

The applied loads have many factors, including factors of safety applied.

Yield and ultimate calculations
For ductile materials (e.g. most metals), it is often required that the factor of safety be checked against both yield and ultimate strengths. The yield calculation will determine the safety factor until the part starts to deform plastically. The ultimate calculation will determine the safety factor until failure. In brittle materials the yield and ultimate strengths are often so close as to be indistinguishable, so it is usually acceptable to only calculate the ultimate safety factor.

Choosing design factors
Appropriate design factors are based on several considerations, such as the accuracy of predictions on the imposed loads, strength, wear estimates, and the environmental effects to which the product will be exposed in service; the consequences of engineering failure; and the cost of over-engineering the component to achieve that factor of safety. For example, components whose failure could result in substantial financial loss, serious injury, or death may use a safety factor of four or higher (often ten). Non-critical components generally might have a design factor of two. Risk analysis, failure mode and effects analysis, and other tools are commonly used. Design factors for specific applications are often mandated by law, policy, or industry standards.

Buildings commonly use a factor of safety of 2.0 for each structural member. The value for buildings is relatively low because the loads are well understood and most structures are redundant. Pressure vessels use 3.5 to 4.0, automobiles use 3.0, and aircraft and spacecraft use 1.2 to 4.0 depending on the application and materials. Ductile, metallic materials tend to use the lower value while brittle materials use the higher values. The field of aerospace engineering uses generally lower design factors because the costs associated with structural weight are high (i.e. an aircraft with an overall safety factor of 5 would probably be too heavy to get off the ground). This low design factor is why aerospace parts and materials are subject to very stringent quality control and strict preventative maintenance schedules to help ensure reliability. A usually applied Safety Factor is 1.5, but for pressurized fuselage it is 2.0, and for main landing gear structures it is often 1.25.

In some cases it is impractical or impossible for a part to meet the "standard" design factor. The penalties (mass or otherwise) for meeting the requirement would prevent the system from being viable (such as in the case of aircraft or spacecraft). In these cases, it is sometimes determined to allow a component to meet a lower than normal safety factor, often referred to as "waiving" the requirement. Doing this often brings with it extra detailed analysis or quality control verifications to assure the part will perform as desired, as it will be loaded closer to its limits.

For loading that is cyclical, repetitive, or fluctuating, it is important to consider the possibility of metal fatigue when choosing factor of safety. A cyclic load well below a material's yield strength can cause failure if it is repeated through enough cycles.

History
According to Elishakoff the notion of factor of safety in engineering context was apparently first  introduced  in 1729 by Bernard Forest de Bélidor (1698-1761) who was a French engineer working in hydraulics, mathematics, civil, and military engineering. The philosophical aspects of factors of safety were pursued by Doorn and Hansson.

title: Factor of safety


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Talk:Hua Guofeng

Death
If he died in August 2008, how could he attend a ceremony for the 115th anniversary of Mao's birth in December 2008? The Chinese article listed as a reference (ref no 16) was written in May 2008, and as far as I can tell, it says nothing about Hua attending any Mao anniversary. It does confirm that Hua attended the 17th Party Congress in 2007.

Early life, the Lack of
I browsed thru 200 Chinese website's summaries, they say something like "Born in Jiaocheng, joined the Party in 38". There's no mentioning of his parents and family situation or education at all. How strange for a national leader. --Menchi 03:58 7 Jul 2003 (UTC)

 * Question on his birthdate: I'm looking at a source that says 1920: Wang, James C.F., Contemporary Chinese Politics: An Introduction (Prentice-Hall, New Jersey: 1980) p.35 I won't change that at this time, but I am adding some additional early life details. DOR (HK) (talk) 02:42, 23 May 2008 (UTC)

Quit CPC?
It would be near impossible for an party elder like him to quit the CPC. Can the claim be backed up? If not it should be removed. -- Миборовский U 06:19, 6 October 2005 (UTC)
 * I vaguely remember the Epoch Times saying something on this at some point, but you'd have to be pretty retarded to believe the Epoch Times.Hackers on steroids (talk) 01:17, 24 June 2010 (UTC)

Birth name
The Chinese birth name and the pinyin do not correspond. The pinyin for the characters given 刘苏铸 should be Liu Suzhu not Liu Zhengrong. Eadamski 18:24, 7 February 2006 (UTC)

Hua Pinyin Problem
Is there a reason the pinyin for Hua has a fourth tone marker instead of second tone? (140.247.10.133 15:58, 1 August 2007 (UTC))
 * The character has alternate pronunciations; first, second and fourth tones are all possible. I don't know which is correct here, so I won't change it.217.42.13.36 17:25, 3 December 2007 (UTC)

Hua as a surname is hua4, hua=Zhongguo(China) is hua2. 213.197.27.252 (talk) 20:52, 23 August 2008 (UTC)

son of mao?
This guy was Mao's son, why isn't it in the article?--Asdfg12345 14:59, 29 August 2008 (UTC)
 * .... --PalaceGuard008 (Talk) 05:10, 22 September 2008 (UTC)
 * Because it is confirmed that he wasn't probably. Mlewan (talk) 18:41, 17 January 2010 (UTC)
 * What is the evidence for this? Was it a DNA test? Was there any evidence that Mao believed Hua was his son? All worthy of comment, I'd say. --OhNoPeedyPeebles (talk) 18:43, 13 July 2010 (UTC)
 * I'm not sure what evidence you want? The DNA evidence that he is not Mao's son is in the article quoted above. There is some kind of second hand quote in English of the same kind here. If you want evidence that he would be Mao's son, I do not think there is any at all, just guesses, like Victor Shih who says "My personal take is that Hua was indeed Mao's son, since little else could have explained his meteoric rise during the Cultural Revolution. He was not particularly "revolutionary" as Wang Hongwen was, but yet was always sheltered and promoted by Mao." That clearly is no real "evidence" at all. --Mlewan (talk) 10:56, 14 July 2010 (UTC)

Mao was a shagmonster i spect he had lots of kids floating about and hua looks just like the big man too. —Preceding unsigned comment added by 95.146.238.239 (talk) 21:48, 12 November 2010 (UTC)
 * Leaving aside the 'shagmonster' point for a moment, the rumour of Hua's paternity is worthy of comment. Rumours, even unfounded ones, are well worth recording because people believe them and act upon them. For instance, it would be worth knowing whether the politburo or the Gang of Four believed Mao was Hua's father. How did they explain Mao's left-field choice of successor? (And he does look just like the murderous old sod in this picture ...) --OhNoPeedyPeebles (talk) 11:54, 25 February 2011 (UTC)
 * Personally, I have nothing against if someone updates the article with a "debunked rumour" section. I just do not see any need for it myself. --Mlewan (talk) 18:55, 25 February 2011 (UTC)

Translation of "中華抗日救國先鋒隊"
It was rendered as "Chinese Resistance against Japan Nation-saving Vanguard" before... Well, let's just say there has to be a better translation than this...?

I checked on Google, but the handful of results I did find are either direct quotations or paraphrasing of this article on Wikipedia, leading me to believe that it was an invention by a certain Wikipedian rather than an established form. In particular, the phrase "Nation-saving", which I found to be particularly awkward, had only one other isolated usage by the English edition of the Choson Ilbo, while "national salvation" is a well established phrase and widely used around the world.

Being a native speaker of Chinese, I decided to be bold and make the change; please feel free to change if you think you have a better one :) 14.104.200.30 (talk) 12:26, 24 May 2015 (UTC)

Early Life date error?
Should this be 1951? "Hua moved with the PLA to Hunan in 1949, where he married Han Zhijun in January, and remained there as a local official until 1971." Tigerman2005 (talk) 04:38, 7 October 2015 (UTC)

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 * Added archive https://web.archive.org/web/20140910201442/http://big5.xinhuanet.com/gate/big5/news.xinhuanet.com/newscenter/2008-08/31/content_9744826.htm to http://big5.xinhuanet.com/gate/big5/news.xinhuanet.com/newscenter/2008-08/31/content_9744826.htm

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"Su Zhu" listed at Redirects for discussion
The redirect [//en.wikipedia.org/w/index.php?title=Su_Zhu&redirect=no Su Zhu] has been listed at redirects for discussion to determine whether its use and function meets the redirect guidelines. Readers of this page are welcome to comment on this redirect at  until a consensus is reached. King of ♥ ♦ ♣ ♠ 05:21, 28 October 2023 (UTC)

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Talk:Hua Guofeng


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Krahn people

The Krahn are an ethnic group of Liberia and Ivory Coast. This group belongs to the Kru language family and its people are sometimes referred to as the Wee, Guéré, Sapo, or Wobe. It is likely that Western contact with the Kru language is the primary reason for the development of these different names.

History
The Krahn arrived in an area of Liberia previously known as the "Grain Coast" as part of early 16th-century migrations from the northeast and what is now Ivory Coast. This migration occurred due to pressure on local populations resulting from the emigration of ethnic groups from western Sudan after the decline of medieval empires, as well as an increase in regional wars.

At the time, the African slave trade was becoming more prominent within Liberia. Some Kru subgroups were sold into slavery by their neighbours, but it was more common for the Krahn and other coastal peoples in Liberia to serve as local traders, brokering deals within the Western slave market. Many Kru committed suicide rather than face enslavement.

Liberian Civil Wars
During the late 1970s, Liberia faced heated civil unrest in which opposition to the Americo-Liberian and Tolbert government led to a military coup, organized in part by indigenous tribal members. The tension culminated in coup on April 12, 1980, in which Master Sergeant Samuel Kanyon Doe, a member of the Krahn ethnic group and leader of the group involved in the coup, seized power, becoming Liberia's first native leader and head of state. With a Krahn leader serving as a key political figure, the once disparaged Krahn were now more prominently included in Liberia's governing body.

This rise in status led many Krahn speakers to move to the capital, Monrovia. Doe began showing favoritism to the Krahn, particularly to those from his own tribal group. These measures included appointing members of the Krahn's ethnic kin from Ivory Coast, known more commonly as the Wee, to the Executive Mansion Guard, as well as taking steps to prevent people of other ethnicities from reaching key government positions.

By 1985, Doe's response to his opposition created a large "anti-Doe" contingent. In December 1989, exiles and local recruits began organizing military groups, resulting in another civil war against Doe and his Krahn supporters. As this war progressed, the National Patriotic Front of Liberia (NPFL) began attacking Krahn civilians in Nimba and Grand Gedeh counties, destroying entire communities as they moved through the country.

By mid-1990 the war had escalated, prompting foreign intervention. Doe was kidnapped and executed by opposition forces. Following the removal of the Doe regime and the continuation of the civil war, Krahn refugees began fleeing from Liberia to Ivory Coast, some taking the Krahn language with them.

Although Doe was removed from power in 1990, the civil war did not officially end until 1996, at which time Charles Taylor ran for the presidency, winning the 1997 general election amid much controversy. Because of their opposition to Taylor and their affiliation with the previous regime and with rebel groups like ULIMO, Taylor initiated a crackdown against the Krahn. In 1998, Taylor attempted to murder one of his political opponents, the former warlord Roosevelt Johnson, causing clashes in Monrovia, during and after which hundreds of Krahn were massacred and hundreds more fled Liberia. This event was one of the factors that led to the outbreak of the Second Liberian Civil War.

In 2003, members of the Krahn tribe founded a rebel group, the Movement for Democracy in Liberia (MODEL), opposing Taylor. The group disbanded as part of the peace agreement at the end of the second civil war.

Recent history
The stability that followed the civil war has allowed the Krahn to resettle throughout the country. As of 2022, Krahn are typically found in Nimba, Grand Gedeh, and Sinoe counties, as well as Ivory Coast.

Culture
Liberia's Krahn were originally hunters, fishermen and farmers, traditionally focusing on rice and cassava production. Slow or failing development of regions with many Krahn settlers led many of the younger Krahn generations to migrate to areas such as Monrovia. The Wee in Ivory Coast were hunters, fishermen and farmers as well, though they tended to focus more heavily on crops such as "rice, yams, taro, manioc, maize, and bananas." Like the Krahn in Liberia, the Wee traditions of hunting and farming have become unsustainable, and in more recent years many have taken work in diamond camps and on rubber plantations.

Early political structures
Early Krahn political organizations were traditionally decentralized in both Liberia and Ivory Coast. Often, tribes did not have a central governing power, instead turning to a village "headman" who rose to a position of social esteem through skill, hard work, and luck in hunting and farming. These individuals often formed councils consisting of young warriors for protection and village elders to serve as consultants in village affairs. This governing group would broker trades with neighboring tribes, as well as make important decisions for the tribe members.

Within these tribal groups, it was not uncommon for ceremonial face masks to serve dual roles in rituals and politics. These masks were often modeled after animals and were utilized in community mediations. They may also have been a means of implementing social control in the years prior to adoption of Western laws during the colonial period.

Religion

Many Krahn people believe that objects have spirits or souls (animism). The Wee of Ivory Coast also believe that the natural world is made up of "bush spirits." These spirits are part of the world untouched by man, and the Wee believe that keeping these spirits appeased is vital to the health of the tribe. Whenever new land requires cultivating for fields or expansion, or when tribesmen needed to venture outside the village, it becomes necessary to make offerings to the spirits. It is further believed that the bush spirits take corporeal form in order to interact with the villagers and participate in ceremonies. The Wee believe that the bush spirits can communicate with humans through dreams, often demanding ceremonial masks be created in their honor in either male or female form. These masks then serve a variety of functions, ranging from ritual ceremonies, entertainment, and focal points in moral stories to judicial and political controls. Typically, female masks are viewed as less imposing and more beautiful than male masks and are in turn used more for ritual and entertainment purposes, while the male masks are often more ferocious-looking and used in sociopolitical contexts. All Wee masks are believed to deflect sorcery, and many undergo shifts in their primary function during their lifetime.

Language
The Krahn language is one of the Kru languages in the Niger–Congo language family. Although many Kru-speaking tribes have adopted English as their second language, recent studies have shown that Kru is still spoken by many Liberians. Within the Kru languages there are several subcategories, with Eastern and Western Kru offering the first significant division of tribal language breakdowns. Krahn falls under the Western Kru, Wee subgroup.

Some scholars further denote a difference between Eastern and Western Krahn, with Eastern variations typically spoken in northeast Liberia and Western Krahn spoken throughout Grand Gedeh County and Ivory Coast. As of 2020, there were approximately Eastern Krahn speakers within Liberia, with an additional  Western Krahn speakers in Liberia and, according to a 1993 estimate,  in Ivory Coast.

title: Krahn people


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Philadelphia International Airport

Philadelphia International Airport is the primary airport serving Philadelphia, Pennsylvania, United States. It served 12.4 million passengers annually in 2022, making it the busiest airport in Pennsylvania and the 21st-busiest airport in the United States. The airport is located 7 mi from the city's downtown area and has 22 airlines that offer nearly 500 daily departures to more than 130 destinations worldwide.

The airport is the fifth-largest hub for American Airlines and serves as American Airlines' primary hub in the Northeastern United States and its primary European and transatlantic gateway. The airport is a regional cargo hub for UPS Airlines and a focus city for Frontier Airlines. The airport has service to cities in the United States, Canada, the Caribbean, Europe, Latin America, and the Middle East. As of 2019, the airport offers flights to 140 destinations, 102 of which are domestic and 38 of which international.

Much of the airport property is in the city of Philadelphia. Terminal A, the international terminal, and the western and southern ends of the airfield, are in Tinicum Township, Delaware County. PHL covers 2,302 acres and has four runways.

Philadelphia International Airport is an important component of the economies of Philadelphia, the Delaware Valley metropolitan region to which it belongs, and Pennsylvania. The Commonwealth's Aviation Bureau reported in its Pennsylvania Air Service Monitor that the total economic impact made by the state's airports in 2004 was $22 billion. In 2017, the airport commissioned a new economic impact report, which found that it accounted for $15.4 billion in economic activity, $5.4 billion in total earnings, and over 96,000 direct and indirect jobs. In October 2022, the airport gained a direct connection to a Colonial Pipeline fuel supply.

History
Starting in 1925, the Pennsylvania National Guard used the present airport site (known as Hog Island) as a training airfield. The site was dedicated as the "Philadelphia Municipal Airport" by Charles Lindbergh in 1927, but it had no proper terminal building until 1940; airlines used Camden Central Airport in nearby Pennsauken Township, New Jersey. Once Philadelphia's terminal was completed (on the east side of the field) American, Eastern, TWA, and United moved their operations here.

In 1947 and 1950, the airport had runways 4, 9, 12 and 17, all 5400 ft or less. In 1956 runway 9 was 7284 ft; in 1959 it was 9499 ft and runway 12 was closed. Not much changed until the early 1970s, when runway 4 was closed and 9R opened with 10500 ft.

On June 20, 1940, the airport's weather station became the official point for Philadelphia weather observations and records by the National Weather Service.

During World War II the United States Army Air Forces used the airport as a First Air Force training airfield.

Beginning in 1940, Rising Sun School of Aeronautics of Coatesville performed primary flight training at the airport under contract to the Air Corps. After the Pearl Harbor Attack, the I Fighter Command Philadelphia Fighter Wing provided air defense of the Delaware Valley area from the airport. Throughout the war, various fighter and bomber groups were organized and trained at Philadelphia airport and assigned to the Philadelphia Fighter Wing before being sent to advanced training airfields or being deployed overseas. Known units assigned were the 33d, 58th, 355th and 358th Fighter Groups.

In June 1943, I Fighter Command transferred jurisdiction of the airport to the Air Technical Service Command (ATSC). ATSC established a sub-depot of the Middletown Air Depot at the airport. The 855th Army Air Forces Specialized Depot unit repaired and overhauled aircraft and returned them to active service, and the Army Air Forces Training Command established the Philco Training School on January 1, 1943, which trained personnel in radio repair and operations.

In 1945, the Air Force reduced its use of the airport and it was returned to civil control that September.

Philadelphia Municipal became Philadelphia International Airport in 1945, when American Overseas Airlines began direct flights to Europe. A new terminal opened in December 1953; the oldest parts of the present terminal complex (B and C) were built in the late 1950s.

As of April 1957, the airport was providing 30 weekday departures on Eastern, 24 on TWA, 24 on United, 18 on American, 16 on National, 14 on Capital, six on Allegheny, and three on Delta. To Europe, five Pan Am DC-6Bs a week via Idlewild and Boston and two TWA 749As a week via Idlewild; one TWA flight continued to Ceylon. Eastern and National had nonstops to Miami, but the TWA 1049G to LAX that started in 1956 was the only nonstop beyond Chicago. The first scheduled jets were TWA 707s in the summer of 1959.

Terminal B/C modernization was completed in 1970, Terminal D opened in 1973 and Terminal E in 1977; the $300 million expansion was designed by Arnold Thompson Associates, Inc. and Vincent G. Kling & Associates.

In the 1980s, the airport hosted several hubs. The Airline Deregulation Act of 1978 allowed regional carrier Altair Airlines to create a small hub at PHL using Fokker F-28s. Altair began in 1967 with flights to cities such as Rochester, New York, Hartford, Connecticut and to Florida until it ceased operations in November 1982. In the mid-1980s Eastern Air Lines opened a hub in Concourse C. The airline declined in the late 1980s and sold aircraft and gate leases to Chicago-based Midway Airlines. Midway operated its Philadelphia hub until it ceased operation in 1991. During the 1980s US Airways (then called USAir) built a hub at PHL.

US Airways became the dominant carrier at the airport in the 1980s and 1990s and shifted most of its hub operations from Pittsburgh to Philadelphia in 2003. As of 2013, the airport was US Airways' largest international hub and its second-largest hub overall behind Charlotte. PHL became an American Airlines hub after it completed its merger with US Airways in 2015 and remains one of the airline's biggest hubs, offering an average of 420 departing flights per day to over 100 destinations. In recent years, American has opted to continue expanding at PHL while downsizing its hub at JFK in New York due to greater slot availability, lower operation costs in Philadelphia, and its greater network of connecting flights.

In July 1999 the Pennsylvania Department of Transportation (PennDOT) and several U.S. federal government agencies selected a route for the connecting ramps from Interstate 95 to the Terminal A-West complex, then under development; the agency tried to avoid the John Heinz National Wildlife Refuge at Tinicum. K/B Fund II, the owner of the International Plaza complex, formerly the Scott Paper headquarters Scott Plaza, objected to the proposed routing, saying it would interfere with International Plaza development. It entered a filing in the U.S. Court of Appeals for the Third Circuit to challenge the proposed routing. In 2000, the airport attempted to acquire the complex for $90 million but Tinicum Township commissioners stopped the deal from going forward, citing concerns of a loss of tax revenue for the township and the Interboro School District, which serves Tinicum, as well as noise pollution concerns.

In 2002 construction on the controversial new entrance ramps went forward. The new ramps eliminated the traffic signal and stop intersections previously encountered by northbound I-95 motorists who had to use Route 291 to the airport. The project consisted of six new bridges, more than 4,300 linear feet of retaining walls, and 7.7 lane miles of new pavement. The project also included new highway lighting, overhead sign structures, landscaping and the paving of Bartram Avenue. Also under the project, PennDOT resurfaced I-95 between Route 420 and Island Avenue and built a truck enforcement and park-and-ride facility. In 2003 Terminal A-West opened, with a 1,500-space parking garage. Construction of the terminal was funded by airport revenue bonds sold by the Philadelphia Authority for Industrial Development.

By 2005 two studies dealt with expanding runway capacity at PHL: the Runway 17–35 Extension Project EIS and the PHL Capacity Enhancement Program EIS. Completed in May 2009, the Runway 17-35 Extension Project extended runway 17–35 to a length of 6500 ft, extending it at both ends and incorporating the proper runway safety areas. Other changes made with the Runway 17–35 Extension Project included additional taxiways and aprons, relocation of perimeter service roads, and modifications to nearby public roads.

The status of Philadelphia as an international gateway and major hub for American Airlines and the growth of Southwest Airlines and other low-cost carriers have increased passenger traffic to record levels in the mid-2000s; in 2004 28,507,420 passengers flew through Philadelphia, up 15.5% over 2003. In 2005, 31,502,855 passengers flew through PHL, marking a 10% increase since 2004. In 2006, 31,768,272 passengers travelled through PHL, a 0.9% increase. US Airways commenced a nonstop flight to Tel Aviv in July 2009. It operated an Airbus A330 on the route.

In 2011, a nearly 85,000-square-foot mural was completed along the sides of the airport parking garages that face I-95. The design includes images taken from photographs of Philadelphians dancing by local photographer JJ Tiziou. More than 800 people painted the mural over four months.

On November 14, 2019, after a five-year project, extended Runway 27L was dedicated and opened for operations. The runway was extended 1,500 feet to 12,000 feet with several new taxiways to accommodate the newest fleet of large aircraft that are popular on many long-haul flights.

In 2023, the airport began a $15 million multi-year project to renovate and expand the airport's restroom facilities, funded by a FAA Airport Terminal Program grant included in the federal Infrastructure Investment and Jobs Act that was signed into law by President Joe Biden. The project will construct two new restrooms, five lactation suites, four service animal relief areas, 49 gender neutral restrooms, three adult assisted care restrooms, and upgrade 30 existing restrooms to be compliant with the Americans with Disabilities Act. In 2024, the airport received $20.4 million in federal funds allocated from the Infrastructure Investment and Jobs Act to perform HVAC and electrical system repairs at several terminals, baggage claims and ticket areas, and pedestrian bridges.

Terminals
Philadelphia International Airport has six terminals with a total of 126 gates. Non pre-cleared international arrivals are processed in Terminal A. American operates Admirals Clubs in Terminal A, the B/C connector and Terminal F. Terminal A also contains a British Airways Galleries Lounge as well as a American Express Centurion Lounge. Terminal D contains a United Club as well as a Delta Sky Club. A USO lounge is located in Terminal E.

Terminal A
Terminal A is divided into two sections, east and west. Terminal A West has 13 gates, while Terminal A East has 11 gates. The 800,000 sqft Terminal A West has a modern and innovative design, made by Kohn Pedersen Fox, Pierce Goodwin Alexander & Linville and Kelly/Maiello. Opened in 2003 as the new international terminal, it is now home to American (domestic and international), British Airways, and Lufthansa. The Terminal A-West's check-in lobby locates on the first floor, it has over 60 counters. The ceiling of the check-in lobby on extends to the second floor. The Terminal A-West offers a variety of international dining options.

Terminal A East, originally the airport's international terminal, is now used by Aer Lingus and American domestic and international flights as well as international arrivals for Frontier Airlines and Spirit Airlines. A-East is well maintained and received an upgrade to its baggage claim facilities. Most of the gates in this terminal are equipped to handle international arrivals and the passengers are led to the customs facility in Terminal A West. It opened in 1990. The security entrance was significantly enlarged in 2012.

There are three lounges along the corridor between Terminal A East and A West; an American Airlines Admirals Club, British Airways Galleries Lounge and American Express Centurion Lounge. The east terminal also contains an Admirals Club. There is also a children's play area located in the east terminal.

International Arrivals (except from locations with Customs preclearance) arrive at gates in both Terminal A east and west and are processed at the Federal Inspection Facility at the Terminal A West 190 ft over the drop-off ramps and SEPTA tracks. The FIS features 56 Customs and Border Protection inspection booths and 8 baggage carousels. After clearing the customs, there is the Arrivals Hall dominated by an atrium, and 250-ft. long display of the Declaration of Independence, conveying Philadelphia's identity as America's birthplace. In 2022, the International Arrivals Hall was renamed "Reverend Dr. Leon H. Sullivan International Arrivals Hall" in membrane of Leon Sullivan.

Terminals B and C
Terminals B and C have 15 and 14 gates respectively. They are the two main terminals used by American. They were renovated at a cost of $135 million in 1998, which was designed by DPK&A Architects, LLP. They are connected by a shopping mall and food court named the Philadelphia Marketplace. Remodeling was done in the gate areas, although these cosmetic changes will not solve the space problems at many of the gates. Overall, the facilities are fairly modern and dining options on the concourses are also available. They are the oldest terminals and opened in 1953. There is an American Airlines Admirals Club located in the B/C connector.

Terminals D and E
Terminal D has 16 gates; it opened in 1973. Terminal D is home to Air Canada, Delta, Spirit (check-in only with gates in Terminal E) and United. This terminal is connected to the shopping area of Terminals B/C through a post-security walkway. The terminal contains a United Club and a Delta Sky Club.

Terminal E has 17 gates. It is home to Alaska Airlines (check-in only, departures from D6), Frontier, JetBlue (check-in only as of 2022), and Southwest. It opened in 1977, a fan-shaped extension at the end of the concourse was constructed along with the Connector Project in 2008. Terminal E houses a USO lounge available for all members of the military and their families.

Two terminal was connected in late 2008 with a new concourse while providing joint security, a variety of shops and restaurants and a link to Baggage Claims D and E. This is the inverse of the connector between Terminals B and C, which comprises a combined ticket hall but separate security facilities.

Terminal F
Terminal F has 38 gates. The terminal is a regional terminal used by American Eagle and Contour Airlines flights. It includes special jet bridges that allow passengers to board regional jets without walking on the apron. Opened in 2001, Terminal F is the second newest terminal building at PHL. It was designed by Odell Associates, Inc. and The Sheward Partnership. An American Airlines Admirals Club is located above the central food court area of Terminal F.

When Terminal F opened in 2001, it had 10000 sqft of space for concessions.

Overseas Terminal (Old international terminal)
The Overseas Terminal housed all the international airlines at Philadelphia. It was opened in 1973 and the building was a converted hangar. It was replaced by Terminal A in 1991.

Ground transportation
SEPTA Regional Rail's Airport Line serves stations at Terminals A, B, C, D, and E. The four stations are Airport Terminal A East/West, Airport Terminal B, Airport Terminals C & D, and Airport Terminals E & F. The stations are next to the baggage claim at each terminal with escalator and elevator access from each terminal's skywalk. The Airport Line connects to Center City Philadelphia, other SEPTA trains, Amtrak trains, and NJ Transit trains at 30th Street Station. The Airport Line runs through Center City Philadelphia to Glenside, Pennsylvania; half of the trains continue to Warminster, Pennsylvania, on the Warminster Line while the other half of weekday trains diverge past Wayne Junction to continue to Fox Chase, Philadelphia, Pennsylvania, on the Fox Chase Line and the other half of weekend/holiday trains terminate at Glenside. The Airport Line runs 5:00 a.m. to midnight daily, with trains every 30 minutes on weekdays and every hour or weekends and holidays. The ride from the airport to Center City Philadelphia takes 25 minutes.

Philadelphia International Airport has road access from an interchange with I-95 (exit 12 northbound and exit 12A southbound), which heads north toward Center City Philadelphia and south into Delaware County. PA 291 heads northeast from the airport area and provides access to and from I-76 (Schuylkill Expressway). Rental cars are available through a number of companies; each operates a shuttle bus between its facility and the terminals. As part of the airport's expansion plan, the airport plans to construct a consolidated rental car facility. Taxis and ride-sharing services both serve the airport.

SEPTA has various bus routes to the airport: Route 37 (serving South Philadelphia and Chester Transportation Center), Route 108 (serving 69th Street Transportation Center and the UPS air hub), and Route 115 (serving Delaware County Community College and Darby Transportation Center). Local colleges and universities including The University of Pennsylvania, Villanova University, Swarthmore College, Haverford College and Saint Joseph's University traditionally operate transportation shuttles to the airport for students during heavy travel periods such as spring and Thanksgiving breaks.

Airlines and destinations
Philadelphia International Airport is a major hub for American Airlines which utilizes the airport as a transatlantic connecting point between Europe and the United States. Over 100 daily or weekly destinations are served by the following airlines to the following destinations:

Reception
A 2023 J.D. Power Satisfaction Study ranked Philadelphia International last out of a list of 28 "large" airports in the United States. This list is separate from a list of 21 "Mega" airports in the United States.

Accidents and incidents

 * On January 14, 1951, National Airlines Flight 83 crashed upon landing at Philadelphia from Newark International Airport. The aircraft skidded off the runway, crashed through a fence and came to rest in a ditch. During the incident, the left wing broke off, rupturing the gas tanks and setting the plane on fire. There were seven fatalities in all. Frankie Housley, the lone flight attendant on Flight 83, led ten passengers to safety but died trying to save an infant.
 * On July 19, 1970, United Airlines Flight 611, a Boeing 737-222 on a domestic flight to Rochester, New York, experienced an engine failure in the #1 engine right after rotation. The captain decided to reject the takeoff and set the plane back on the runway. The plane touched down 1075 feet short of the runway end, continued across a blast pad, crossing a field, then passing through a 6-foot aluminum chain link fence into a field full of grass, brush and weeds. The 737 came to rest 1634 feet past the end of the runway. There were no fatalities and 18 passengers and one crew member sustained injuries among the 61 on board. The aircraft was damaged beyond economical repair. This was the first hull loss of a Boeing 737.
 * On June 23, 1976, Allegheny Airlines Flight 121, a McDonnell Douglas DC-9, crash landed at PHL on final approach when encountering wind shear during a thunderstorm. There were 86 injuries out of the 4 crew and 102 passengers on board, but no fatalities. The aircraft was substantially damaged when it slid down the runway after touchdown, and was written off.

 * On February 7, 2006, a UPS Airlines Douglas DC-8 cargo plane suffered an in-flight cargo fire and made an emergency landing at Philadelphia International Airport after filling with smoke. There were no injuries other than smoke inhalation affecting the crew, but the plane burned on the ground for hours into the night, though most of the cargo survived, the aircraft was a total loss, with multiple holes burned through the roof skin. According to the NTSB, the firefighting crew did not have adequate training on using their skin-piercing extinguishing equipment and not knowing how to open the main cargo door, attempted to force the handle and broke the latch, rendering the door unopenable. There were also difficulties in obtaining the cargo manifest to determine what if any hazardous materials were on board, due to confusion about protocol. However, despite these failings, the airport staff, including the firefighting staff, managed the incident successfully without injury or major disruption of the airport. The NTSB suspected lithium-ion batteries were the source of ignition and made recommendations for more stringent rules and restrictions on their air transport, especially on passenger aircraft (unlike this one). For a cause of the incident, the NTSB focused on the delayed indication of fire by the required onboard fire detection system and criticized the standards to which such systems are tested, noting that the tests use an empty cargo hold and do not represent the real-world performance of the detection systems with the hold full of cargo, which significantly changes the flow patterns of hot air and smoke. The crew and air traffic control personnel were found to have behaved properly (with minor exceptions) and not to be at fault for the incident or its outcome.
 * On March 13, 2014, US Airways Flight 1702, an Airbus A320-214, rotated then aborted takeoff and as a result suffered a tailstrike and a nose landing gear collapse. The aircraft then continued down runway 27L coming to a stop off to the left of the runway. None of the 149 passengers and 5 crew members suffered life-threatening injuries. However, the aircraft saw substantial damage and was later written off. The aircraft was stored at the airport until 2021 when it was finally removed from the airport for scrapping.
 * On April 17, 2018, Southwest Airlines Flight 1380, a Boeing 737-700 en route from New York to Dallas, suffered an engine failure on its left engine. Debris from the engine struck the aircraft's fuselage and a side window. The window failed, causing a rapid depressurization of the aircraft, which made an emergency descent and diverted to land at Philadelphia International Airport. One passenger died after being partially ejected from the failed window. Seven others were injured and treated locally at the airport.

title: Philadelphia International Airport


text:
Mid-States Football Association

The Mid-States Football Association (MSFA) is a college athletic conference affiliated with the NAIA. Member institutions are located in Illinois, Indiana, Michigan, and Ohio. The MSFA was organized in 1993, and on-field competition began in 1994. The MSFA is divided into two leagues, the Mideast and the Midwest.

MSFA member schools have won eight NAIA National Championships since the inception of the league in 1993. An MSFA team has played in each of the last seven championships, winning six of the seven, including each of the last three. The two MSFA division champions earn an automatic bid to the NAIA National Championship Series.

Chronological timeline

 * 1994 - The Mid-States Football Association (MSFA) was founded. Charter members included the following: Geneva College, Malone College (now Malone University), Tiffin University, Urbana University, and Westminster College representing the Mideast League, while the University of Findlay, Lindenwood College (now Lindenwood University), Olivet Nazarene University, Saint Xavier University, Taylor University and Trinity International University representing the Midwest League beginning the 1994 fall season (1994-95 academic year).
 * 1996 - Lindenwood left the MSFA to move its football program with its other sports when it joined the Heart of America Athletic Conference (HAAC) after the 1995 fall season (1995-96 academic year).
 * 1996 - Tri-State University (now Trine University) and Walsh University joined the MSFA to represent the Mideast League, while Iowa Wesleyan College (later Iowa Wesleyan University) and St. Ambrose University joined the MSFA to represent the Midwest League in the 1996 fall season (1996-97 academic year).
 * 1998 - Findlay and Westminster (Pa.) left the MSFA to move their football programs to the Midwest Intercollegiate Football Conference (MIFC), along with their other sports when both joined the Division II ranks of the National Collegiate Athletic Association (NCAA) and the Great Lakes Intercollegiate Athletic Conference (GLIAC) after the 1997 fall season (1997-98 academic year).
 * 1998 - The University of Saint Francis of Indiana joined the MSFA to represent the Mideast League, while McKendree College (now McKendree University) joined the MSFA to represent the Midwest League in the 1998 fall season (1998-99 academic year).
 * 1999 - St. Ambrose left the MSFA after the 1998 fall season (1998-99 academic year).
 * 1999 - The University of St. Francis of Illinois joined the MSFA to represent the Mideast League in the 1999 fall season (1999-2000 academic year).
 * 2000 - St. Ambrose returned to the MSFA in the 2000 fall season (2000-01 academic year).
 * 2002 - Tiffin left the MSFA to join the Independent Football Alliance (IFA) after the 2001 fall season (2001-02 academic year).
 * 2002 - William Penn University joined the MSFA to represent the Midwest League in the 2002 fall season (2002-03 academic year).
 * 2003 - Trine left the MSFA to move its football program with its other sports when it joined the NCAA Division III ranks after the 2002 fall season (2002-03 academic year).
 * 2003 - Quincy University joined the MSFA to represent the Mideast League in the 2003 fall season (2003-04 academic year).
 * 2004 - Ohio Dominican University joined the MSFA to represent the Mideast League in the 2004 fall season (2004-05 academic year).
 * 2006 - Quincy moved to the Midwest League in the 2006 fall season (2006-07 academic year).
 * 2007 - Geneva left the MSFA to move its football program with its other sports when it joined the NCAA Division III ranks and the Presidents' Athletic Conference (PAC) after the 2006 fall season (2006-07 academic year).
 * 2007 - Marian University joined the MSFA to represent the Mideast League in the 2007 fall season (2007-08 academic year).
 * 2007 - Saint Xavier (Ill.) moved to the Mideast League in the 2007 fall season (2007-08 academic year).
 * 2008 - Urbana left the MSFA to move its football program with its other sports when it joined the NCAA Division III ranks and the Presidents' Athletic Conference (PAC) after the 2007 fall season (2007-08 academic year).
 * 2009 - Ohio Dominican left the MSFA to move its football program with its other sports when it joined the NCAA Division II ranks after the 2008 fall season (2008-09 academic year).
 * 2009 - Grand View University and Waldorf University joined the MSFA to represent the Midwest League in the 2009 fall season (2009-10 academic year).
 * 2009 - Olivet Nazarene and Trinity International moved to the Mideast League in the 2009 fall season (2009-10 academic year).
 * 2011 - Three institutions left the MSFA to move their football programs with their other sports when they joined the NCAA Division II ranks: Malone and Walsh to the GLIAC, and McKendree to the Great Lakes Valley Conference (GLVC) after the 2010 fall season (2010-11 academic year).
 * 2011 - Concordia University Ann Arbor joined the MSFA to represent in the Mideast League in the 2011 fall season (2011-12 academic year).
 * 2011 - Quincy returned to the Mideast League, while Olivet Nazarene and Trinity International went back to the Midwest League in the 2011 fall season (2011-12 academic year).
 * 2012 - Two institutions left the MSFA to move their football programs with their other sports when they joined the NCAA ranks: Quincy to D-II and the GLVC, and Iowa Wesleyan to D-III after the 2011 fall season (2011-12 academic year).
 * 2012 - Siena Heights University joined the MSFA to represent in the Mideast League in the 2012 fall season (2012-13 academic year).
 * 2013 - Robert Morris University Illinois joined the MSFA to represent in the Mideast League in the 2013 fall season (2013-14 academic year).
 * 2013 - Saint Xavier (Ill.) returned to the Mideast League, while Saint Francis (Ill.) moved to the Midwest League in the 2013 fall season (2013-14 academic year).
 * 2014 - Waldorf left the MSFA to join the North Star Athletic Association (NSAA) as an affiliate member for football after the 2013 fall season (2013-14 academic year).
 * 2015 - Grand View and William Penn left the MSFA to move their football programs with their other sports when both joined the HAAC after the 2014 fall season (2014-15 academic year).
 * 2015 - Lindenwood University – Belleville and Missouri Baptist University joined the MSFA to represent the Mideast League in the 2015 fall season (2015-16 academic year).
 * 2015 - Saint Francis (Ill.) went back to the Mideast League in the 2015 fall season (2015-16 academic year).
 * 2018 - Lindenwood–Belleville left the MSFA after the 2017 fall season (2017-18 academic year).
 * 2019 - Robert Morris (Ill.) left the MSFA after the 2018 fall season (2018-19 academic year).
 * 2019 - Indiana Wesleyan University and Lawrence Technological University joined the MSFA to represent the Mideast League in the 2019 fall season (2019-20 academic year).
 * 2019 - Missouri Baptist moved to the Midwest League in the 2019 fall season (2019-20 academic year).
 * 2020 - Madonna University joined the MSFA to represent the Mideast League, while Roosevelt University joined the MSFA to represent the Midwest League in the 2020 fall season (2020-21 academic year).
 * 2021 - Judson University joined the MSFA to represent the Midwest League in the 2021 fall season (2021-22 academic year).
 * 2023 - Missouri Baptist left the MSFA to move their football program with their other sports to the Heart of America Athletic Conference after the 2022 fall season (2022-23 academic year).
 * 2023 – Trinity International University left the MSFA, coinciding with the closure of its residential campus at the end of the spring semester in favor of online undergraudate programs.
 * 2024 – Roosevelt and St. Ambrose left the MSFA after the 2023 fall season (2023-24 academic year), with Roosevelt joining the NCAA Division II ranks and the GLIAC, and St. Ambrose joining the Heart of America Athletic Conference as a football associate.
 * 2024 - Defiance College joined the MSFA to represent in the Mideast League in the 2024 fall season (2024-25 academic year).
 * 2024 - Marian and Saint Francis (IN) moved to the Midwest League in the 2024 fall season (2024-25 academic year).
 * 2025 - Concordia–Ann Arbor will leave the MSFA after the 2024 fall season (2024–2025 academic year).

Current members
The MSFA currently has 13 member schools, all of them are private schools.

 * Notes:

Former members

 * Notes:

Sports
The MSFA sponsors teams only in football. For other sports, MSFA-member schools are affiliated with a variety of other conferences; including the Chicagoland Collegiate Athletic Conference, the Crossroads League, and the Wolverine–Hoosier Athletic Conference.

title: Mid-States Football Association


text:
Talk:Roger David Nance

untitled
All this tale needs for perfect irony is for Nance to have been sodomized in prison. Sometimes real life just falls a little short... -- Someone else 04:04 7 Jul 2003 (UTC)
 * It has occurred to me that Mr. Nance may not be the Bible-thumping homophobe I envision him to be. If he were, he might have had a higher profile through this case.  I think it might be possible Nance was himself gay, and that this may really have been a lovers' quarrel that got out of hand.  However, this is pure speculation.  Whatever the truth, and however base his intentions, Mr. Nance is probably owed a beverage of his choice by gloating left-wing libertarians like me. Branden 04:19 7 Jul 2003 (UTC)
 * Imagine if it was a squabble over whether to wear white after Labor Day or whether Callas was a greater singer than Adelina Patti....I hope some ambitious reporter ferrets the truth out for us. Regardless, it's still nice that he spent time in jail and no one else did.  -- Someone else 04:24 7 Jul 2003 (UTC)

title: Talk:Roger David Nance


text:
Talk:Southwest Conference

Comment
Cylonhunter 17:05, 25 January 2007 (UTC)(UTC)Is "disbandment" a word? RickK 04:04 7 Jul 2003 (UTC)
 * Yep. Hephaestos 04:08 7 Jul 2003 (UTC)

Article title
When was the SWC ever referred to as the "Southwest Athletic Conference"? I've never heard of it being called anything but the "Southwest Conference". The article Southwest Conference should stand on its own, and discuss the conference including Texas and Texas A&M, among others, which disbanded in 1996. The article Southwest Athletic Conference should redirect to Southwestern Athletic Conference. Microtonal 1 July 2005 03:19 (UTC)
 * Also, the SWC has nothing whatsoever to do with the American Southwest Conference. I don't know why they point to each other with "see also" links. Microtonal 1 July 2005 03:22 (UTC)
 * Unless someone objects between now and then, I will be making my above proposed change tomorrow (Fri, 8 July). Microtonal 7 July 2005 21:41 (UTC)
 * Content moved. Microtonal 8 July 2005 22:04 (UTC)
 * Yes, content was moved; nice job. This is another reason I left; the content was moved; the page and its history was not. Not only that, the original title was the official name of the organization, which is what it should be listed under. That's what redirects are for. I wish there were more people on this thing who would bother to crack a book once in a great while. Hephaestos|[[User talk:Hephaestos|&#167;]] 02:14, 7 January 2006 (UTC)
 * I've never seen a source that calls the Southwest Conference anything other than the Southwest Conference. If you've come up with some other "official name of the organization", you should provide a source.

 * As for your other point, would you like me to do a proper page move? It's easy enough. By the way, does it not seem rather pointless for you to come back to Wikipedia just to complain about why you left Wikipedia in the first place? A bit curmudgeonly, even. Micro tonal ... (Put your head on my shoulder) 04:41, 8 January 2006 (UTC)

 * Oh by the way. "I've never seen a source." You admit you've never even Googled the goddamned thing. And yet you have the gall to even edit this article? Your bio says you're at UT; why don't you try going to the goddamed library?

 * First of all, the Southwestern Athletic Conference (currently Alabama State, Alabama A&M, UAPB, Jackson State, Grambling State, etc.) has exactly nothing whatsoever to do with the Southwest Conference (defunct, was Texas, Texas A&M, Texas Tech, Rice, etc.) - they are, and always have been, completely independent entities. To my knowledge, there has never been any such athletic organization as the Southwest Athletic Conference, except in the world of pervasive typological mistakes.

 * Second of all, if you're just going to be an asshole about it, I see no reason to continue to interact with you, and you have no reason to extend your return to Wikipedia. Micro tonal ... (Put your head on my shoulder) 02:14, 10 January 2006 (UTC)

 * So I see that you've decided to go back to your "official title", even though you can't/won't provide a source that supports your assertion that the conference was ever called anything other than the "Southwest Conference". I won't argue with you anymore, because you're clearly unwilling to be rational about it. I'm removing this article from my watchlist. Micro tonal ... (Put your head on my shoulder) 17:07, 13 January 2006 (UTC)
 * Good. Glad you took it off your watchlist. I see you still can't even be arsed to Google "southwest athletic conference" so why were you even "working" on this one? Try doing a diff every now and again. Your "contributions" to this article are pathetic. A wave of school spirit over our national football championship gave me the idea to come back to the article that I and a number of other UT alumni wrote the vast majority of, and as usual with Wikipedia, it was completely screwed up by people who don't know the first thing about the subject they're dicking around with. 65.23.171.130

 * Google isn't a source, it's a search engine. These are two completely different things with entirely unrelated purposes. Whether you're unaware of that distinction or simply don't care, I won't speculate. And yes, contrary to your entirely self-serving assumption to the contrary, I did do a search on "Southwest Athletic Conference". Interestingly enough, however, all I found was the archive at Texas Tech that can't even decide what it wants to call the conference, a bunch of pages that lift this inconsistent text directly from the Tech archive finding guide, and hundreds of mistaken truncations of Southwestern Athletic Conference, which as we have already established, is a completely different conference. I am at a loss to explain why you see fit to behave the way you are based on such scant, if not downright irrelevant, evidence. This article isn't yours and you have absolutely no rights over it, so for you to act as if I am somehow screwing up your allegedly brilliant and flawless contributions is not only monumentally arrogant, but entirely contrary to the purpose, spirit, and practicalities of Wikipedia.

 * My request for you to provide a source still stands. I have stacks of media guides, magazines and books that never refer to it as anything other than the Southwest Conference, which I will happily - dare I say, gleefully - cite upon request. What do you have, other than insults and pomposity? Put up or shut up. Micro tonal ... (Put your head on my shoulder) 07:37, 15 January 2006 (UTC)

 * Fine, don't darken the door of a library. You're free to move it back (if you know how). I've ceased to care about the title. Just leave the page history this time. Several people contributed substantially to this article, and sadly, you're not one of them. Hephaestos|[[User talk:Hephaestos|&#167;]]

 * That burden of proof is a little too heavy for you, isn't it? It'd probably be easier to lift if you'd bother exercising some intellectual honesty. Micro tonal ... (Put your head on my shoulder) 20:55, 17 January 2006 (UTC)

 * The article's previous name should be used to remove confusion. I'm a Generation-Yer and grew up with the name "Southwest Conference." Notable publications are using the "Southwest Conference" name instead of "Southwest Athletic Conference." ESPN - "In 1996, the defection of four schools -- Baylor, Texas, Texas A&M and Texas Tech -- essentially killed the Southwest Conference..."  Handbook of Texas uses the entry name "Southwest Conference" instead of anything with the "Athletic" name - "The Southwest Conference is an athletic conference made up of eight Texas universities."  --J. Nguyen 17:38, 15 January 2006 (UTC)
 * Nevermind, I will be just neutral in this argument. NCAA.org says with its official name, "Southwest Athletic Conference." "Among Division I conferences, the Southwest Athletic Conference followed the Pac-10 with five total championships." . --J. Nguyen 17:49, 15 January 2006 (UTC)

The proper name is Southwest Athletic Conference. While commonly referred to as the Southwest Conference, this was merely a common shortening. This can be shown from the Texas Almanac (see the first line of the editors note), several sources in the Texas Tech library, including, most impressively in my opinion, The day-to-day business records of the Southwest Athletic Conference. However, in order to avoid confusion, I'm going to add a link to the top of the page that reads:
 * This page is about the now defunct Southwest Athletic Conference (SWC). For the unrelated and currently still active conference abbreviated as the SWAC, see Southwestern Athletic Conference.

Feel free to tweak this message, or let me know what you think. EWS23 | (Leave me a message!) 06:32, 17 January 2006 (UTC)

 * This is exactly what I'm talking about, though. The finding guide at UT lists the "Creator" of the documents as Southwest Conference and the "Title" of the archive as Southwest Athletic Conference Records. The first paragraph of the scope sketch uses Southwest Conference, while the third paragraph uses Southwest Athletic Conference. If the web page you're trying to use as proof of what the name is can't even decide what it thinks the name is, then it isn't proof that the name is what you say it is. Having had some experience working in research/archival libraries, I'm not at all confident that the average archivist would know enough about sports to understand that there's a difference between one name and the other, or that such a difference is important (because of potential confusion with other conferences). I would like to see a primary source, published by the conference itself, that refers to the conference as the Southwest Athletic Conference.

 * As for J. Nguyen's second comment, a search of NCAA.org reveals no hits for the string "Southwest Athletic Conference". Furthermore, the NCAA record books and all of the member schools' media gudes (that I've seen, at least) use Southwest Conference throughout, as do several old Street and Smith's preseason magazines that I have and every book I've seen published on the subject. I find it very odd that nobody whose word has even a whiff of officiality - not the NCAA, not ESPN, not Street and Smith's, not the member schools, not countless authors, journalists, commentors and broadcasters - has ever actually used this "official name", yet there are some here who have invested a great deal of emotion and ego into insisting that it is the only possible title for this page. Micro tonal ... (Put your head on my shoulder) 20:55, 17 January 2006 (UTC)
 * I personally don't care whether the official page name is Southwest Conference or Southwest Athletic Conference, as long as one redirects to the other. While we have shown that there is some confusion, or at least some over-use of the shortened version, it is at least SOMETIMES called the Southwest Athletic Conference. On the other hand, the only reason the SWAC would be called the Southwest Athletic Conference is due to being mistaken about the actual name. You will never find Southwest Athletic Conference on official SWAC documents except if there is a typo. EWS23 | (Leave me a message!) 00:47, 18 January 2006 (UTC)

 * My argument is that without bona fide evidence that the conference itself used Southwest Athletic Conference, there is just no reasonable basis whatsoever for associating the one with the other in any way, whatever Google or some research library says (because primary sources trump secondary/tertiary sources in every possible case). As I said in my original comment on this subject, Southwest Athletic Conference should redirect to Southwestern Athletic Conference, because that is at least a legitimate and well-attested typological mistake, but having Southwest Athletic Conference redirect to Southwest Conference, or vice versa, is simply wrong. Micro tonal ... (Put your head on my shoulder) 16:12, 18 January 2006 (UTC)

 * How are the official records of an organization not a primary source? Granted they're not consistant, as you pointed out, but doesn't the fact that the day-to-day business records at least sometimes used Southwest Athletic Conference show that the conference itself sometimes used Southwest Athletic Conference? EWS23 | (Leave me a message!) 16:21, 18 January 2006 (UTC)

 * You're mistaking a library catalogue listing of the official records with the official records themselves - i.e., you're confusing a tertiary source with a primary source. The descriptive texts and titles for both the UT and the TTU archives were written by librarians, not by anyone actually representing the conference, either officially or unofficially. Micro tonal ... (Put your head on my shoulder) 16:41, 18 January 2006 (UTC)

 * Google must be lying then. Results 1 - 10 of about 80 from ncaa.org for "Southwest Athletic Conference". (0.09 seconds)  --J. Nguyen 00:48, 18 January 2006 (UTC)

 * I didn't use Google, I used the search window on NCAA.org. Micro tonal ... (Put your head on my shoulder) 16:12, 18 January 2006 (UTC)

Microtonal says: "I would like to see a primary source, published by the conference itself, that refers to the conference as the Southwest Athletic Conference." Well I would too. Or one that refers to it as "Southwest Conference." Preferably its founding charter. Thing is, you're at UT. You've got PCL. I'm in North Dakota. - Hephaestos|[[User talk:Hephaestos|&#167;]] 19:57, 22 January 2006 (UTC)

 * If I had the time to do that, I would have done it already. I intend to, and I might actually get a chance after I take my comprehensive exams at the end of March, but until then, I'm simply too busy. Given the evidence that I've seen up to this point (cited above), however, I have few doubts about what I'd find in the archives. Micro tonal ... (Put your head on my shoulder) 21:37, 22 January 2006 (UTC)

 * You all seem to be chasing red herrings anyway, since the Naming conventions are to use the most common name. "Generally, article naming should give priority to what the majority of English speakers would most easily recognize, with a reasonable minimum of ambiguity, while at the same time making linking to those articles easy and second nature."  Gene Nygaard 17:32, 6 February 2006 (UTC)

 * Agreed. The current page name does not meet that standard. I'm moving the page to Southwest Conference with the current page name as a redirect. ~ João Do Rio 19:37, 16 July 2007 (UTC)

 * Yeah, as I've said before, I really don't care which one is the actual title of the page. I think the basis of the debate is really whether Southwest Athletic Conference should redirect to Southwest Conference or Southwestern Athletic Conference. I guess the argument is that if the SWC used this as an official name, it should redirect to the SWC page; if not, it should redirect to the SWAC page as a common misspelling. EWS23 | (Leave me a message!) 18:45, 6 February 2006 (UTC)
 * P.S.- At the time of this writing, Southwestern Conference is a red-link and doesn't redirect to Southwestern Athletic Conference. Would anyone be opposed to adding this redirect? EWS23 | (Leave me a message!) 18:47, 6 February 2006 (UTC)
 * Update: I have created this redirect. Let me know if there's any problem with this. EWS23 | (Leave me a message!) 00:47, 11 February 2006 (UTC)

A list of original members would be nice. If anyone would like to do the research for it please say so here. I am to busy at the moment to do to much editingCylonhunter 17:04, 25 January 2007 (UTC) Never mind I found it on the page.

Texas Intercollegiate Athletic Association
There's a disconnect here on the early history. Both the Texas and Texas A&M football pages have references to the Texas Intercollegiate Athletic Association from 1913 to 1917. This info is confirmed on print.google.com. Americasroof (talk) 17:29, 16 December 2007 (UTC)

Infobox discrepancy
The infobox says 3 states, but the picture shows 2. This should be clarified. I recommend changing the infobox to say "2 states, plus Oklahoma until 1925" with either map or just change it to 2 states with a 2-state map or 3 states with a 3-state map. davidwr/ (talk)/(contribs)/(e-mail)  03:15, 11 June 2008 (UTC)

I say three states should be highlighted. —Preceding unsigned comment added by 75.111.34.145 (talk) 21:02, 21 November 2008 (UTC)

Southwestern University
Shouldn't Southwestern University be included in the Membership Timeline? →Wordbuilder (talk) 02:09, 23 October 2008 (UTC)

SWC Baseball Tournament
Random stat for possible inclusion later... According to Texas Baseball year-by-year results, the SWC Baseball Tournament began in 1977. In 1976, Texas was 1st in the SWC and did not play in any such tournament. —Preceding unsigned comment added by Alphabeticalization (talk • contribs) 06:33, 20 January 2009 (UTC)

CUSA NAVBOX?
Is it really necessary or appropriate to have a CUSA navbox? Today considering the 20s-95 period, two SWC teams play in the SEC, four in the Big XII, two in the AAC and Rice in CUSA. At one time at most, there were four former SWC teams in the Big XII and compared to three in CUSA.UCO2009bluejay (talk) 03:24, 14 March 2014 (UTC)
 * Well, there were four total former SWC teams in C-USA, and as you noted three of them at one time. The SWC is thus interconnected as a historical predecessor conference to C-USA. Now, going as far as to add the SEC and AAC to that would be pushing it, but C-USA IMO is interconnected enough. Brian Reading (talk) 17:38, 14 March 2014 (UTC)

title: Talk:Southwest Conference


text:
USS Virginia (1776)

The first USS Virginia was a 28-gun sailing frigate of the Continental Navy, a ship with a short and unfortunate career.

She was one of 13 frigates authorized by the Continental Congress on 13 December 1775, laid down in 1776 at Fells Point, Maryland, by George Wells, launched that August, and commissioned in the spring of 1777, Captain James Nicholson in command.

The newly commissioned frigate's first orders directed her to attempt a run through the strong British naval blockade at the mouth of Chesapeake Bay and then if successful, to head south to the West Indies and cruise in search of English merchantmen. However, her first sortie failed, as did four subsequent attempts to get to sea which she made in May, October, November, and December 1777. These successive failures frustrated Virginia's restive crew, and many deserted to join the numerous privateers scattered about the wharves of nearby Baltimore.

By early January 1778, the desertions had become so numerous that Virginia was unable to leave the docks. This situation prompted a series of ugly exchanges between Capt. Nicholson, his executive officer Lt. Joshua Barney, and the governor of Maryland Thomas Johnson. New recruits were finally procured through the auspices of the Maritime Committee of the Continental Congress, enabling Virginia to attempt another run past the blockade in mid-January. This latest dash went smoothly until HMS Emerald (1762) sighted Virginia near the Chesapeake capes. The British frigate pursued the Americans back towards Baltimore. Virginia tied up behind a water battery and chain stretched across the northwest branch of the Patapsco River, Md., between Whetstone Point and later Lazaretto Point, where she took on board 20 more seamen.

Later that month, when Capt. Nicholson again tried to run the blockade, he sent Lt. Barney ahead in the schooner Dolphin to reconnoiter the positions of the British warships. Dolphin sighted a large patrol vessel in Tangier Sound but outran her. Before meeting with Virginia, the schooner recaptured a Baltimore sloop taken earlier. On the basis of Lt. Barney's report, Capt. Nicholson decided to abandon this latest attempt to get to sea and returned to Baltimore.

Virginia lay at anchor at Baltimore for two months repairing and reprovisioning. During this time, Barney was dispatched to York, Pennsylvania, to explain Virginia's predicament to the Maritime Committee; and he returned in March with orders to make another attempt to get by the British as soon as possible. Awaiting Barney upon his arrival back in Baltimore were a letter of thanks from the Royal Navy for his kind treatment of Dolphin's prisoners and a large English cheese.

Virginia left Baltimore late in March in obedience to the Maritime Committee's orders. Nicholson's plans called for Virginia to sail first to Annapolis, to pick up a bay pilot promised by Governor Johnson. Completing this, the frigate and pilot vessel weighed anchor off Annapolis on 30 March and proceeded down the bay, plotting a night passage into the Atlantic. However, early on the morning of 31 March, Virginia grounded with a tremendous crash on the so-called Middle Ground between the capes, opposite the city of Hampton, Virginia. With a strong wind blowing astern, the surf pounded the frigate and forced her over. Her rudder snapped before she could be cleared and was soon lost. Once in the channel, Virginia was anchored and repairs begun.

At dawn, lookouts spotted Emerald and her fellow frigate HMS Conqueror (1773) approaching from seaward though Virginia's guns remained undamaged, Capt. Nicholson ordered his barge broken out and went ashore with the ship's papers. Later that morning, the American frigate surrendered to Capt. Caldwell of Emerald. A Congressional court of inquiry into the fiasco cleared Capt. Nicholson of blame, and all the officers of the unlucky frigate saw action later during the Revolution.

Virginia herself was soon repaired and eventually purchased by the Royal Navy for use as the 32-gun frigate HMS Virginia. She was placed in service along the American coast and participated in the Penobscot Expedition of 1779, capturing, with HMS Blonde, the privateer "Hampden". Later participated in the capture of Charles Town, South Carolina in 1780. At the end of the war she was condemned and sold.

title: USS Virginia (1776)


text:
Tampa International Airport

Tampa International Airport (known as Drew Field Municipal Airport until 1952) is an international airport 6 mi west of Downtown Tampa, in Hillsborough County, Florida, United States. The airport is publicly owned by Hillsborough County Aviation Authority (HCAA). The airport serves 100 non-stop destinations throughout North America, Central America, the Caribbean and Europe across multiple carriers.

Flying boat
Tampa Bay is the birthplace of commercial airline service, when pioneer aviator Tony Jannus flew the inaugural flight of the St. Petersburg-Tampa Airboat Line on January 1, 1914, from St. Petersburg, to Tampa using a Benoist Flying Boat—the first scheduled commercial airline flight in the world using a heavier-than-air airplane.

Drew Field
In 1928, the city completed the 160 acre Drew Field 6 mi west of Downtown Tampa. It was named for local developer John H. Drew, who formerly owned the land on which the airport stood. The more popular Peter O. Knight Airport was opened on Davis Islands near Downtown Tampa in 1935, where both Eastern and National Airlines operated until 1946.

The United States Army Air Corps began negotiating for the use of Drew Field in 1939 during the buildup of military forces prior to World War II. In 1940, the City of Tampa leased Drew Field to the U.S. Government for 25 years, or until the end of the "national emergency." During the war, the United States Army Air Forces expanded and modernized the airport. The airfield was used by the Third Air Force and renamed it Drew Army Airfield. The Third Air Force used it as a training center by 120,000 combat air crews, primarily in bomber aircraft for the European and Pacific theaters, and also flew locally based antisubmarine patrols from the airfield until that mission was fully taken over by Naval Aviation assets of the U.S. Navy and U.S. Coast Guard. There was one mishap in 1943 that killed five fliers. Despite this, Drew Field set a safety record for the Third Air Force in 1945 after 100,000 flying hours had been completed over a period of 10 months without a fatal incident. The aircraft operated included the Boeing B-17 Flying Fortress, Douglas C-47 Skytrain, North American AT-6, North American B-25 Mitchell, and others.

After World War II, the Army Air Forces vacated the facility and Drew Field was returned to the City of Tampa. The Peter O. Knight Airport and Drew Field reversed roles as the main Tampa airport because Drew Field was greatly expanded by the United States Army Air Forces during the war years. Airlines (Eastern Air Lines and National Airlines) moved to Drew Field from Peter O. Knight Airport on Davis Island, which was too small to handle the Douglas DC-4, DC-6 and Lockheed Constellation prop-liners then coming on line in the mid-1940s. During this period, the airlines were housed in the former Drew AAF Base Operations building.

Tampa International Airport
Trans Canada Airlines international flights began in 1950 and Drew Field was renamed Tampa International Airport. The airport's second terminal opened in 1952 near the intersection of Columbus Drive and West Shore Blvd. The April 1957 Official Airline Guide shows 30 departures a day on Eastern Air Lines: nonstops to Chicago-Midway, Detroit (Willow Run), Cleveland, New York Idlewild (now JFK), Boston, seven nonstops to Atlanta and 18 within Florida. National Airlines had 26 departures, including seven nonstops beyond Florida to Houston Hobby, Havana, Washington National, New York/Idlewild and three to New Orleans. Trans-Eastern had 12 departures and Mackey had two DC-3s, none nonstop beyond Florida. Trans-Canada had thirteen nonstops a week to Toronto or Montreal.

The 1952 terminal, built for three airlines, was swamped after the Civil Aeronautics Board granted Capital, Delta, Northeast, Northwest and Trans World Airlines authority to fly from Tampa in the late 1950s. An annex was built east of the terminal for the new carriers. Turbine-powered flights began in 1959 on Eastern Air Lines' L-188 Electra; in 1960 National, Eastern and Delta Air Lines began jet flights with the Douglas DC-8 (Delta was first, with a Chicago nonstop in May or June). National DC-8 nonstops to Los Angeles and weekly Pan American jets to Mexico City (MIA-TPA-MID-MEX) started in 1961. The 1952 terminal was congested as larger jets replaced piston airliners and it was again expanded.

During the early 1960s, the aviation authority began planning a replacement terminal in an undeveloped site at the airport. Airport leaders chose the Landside/Airside design in 1965 after a study. Construction on the new terminal designed by Reynolds, Smith & Hills began in 1968 between the airport's parallel jet-capable runways. Prior to its opening on April 15, 1971, 60,000 people toured the new facility during a two-day open house. National Airlines Flight 36 from Los Angeles was the first to arrive at the terminal; after touching down at 05:26 A.M., the jet taxied to Airside E.

The graphics and signage system designed by Jane Davis Doggett used red for one group of airlines and blue for another. The red/blue color scheme began on the highway outside the airport and helped guide drivers to the proper dropoff areas for each airline, then continued to guide passengers through the airport itself and ultimately to their gate. The Tampa Airport was the first airport to use this sort of color-coded wayfinding signage system which was safer for drivers and required many fewer signs than highway engineers had originally budgeted for.

The logo, used since the new airport opened in 1971, represents the blue waters of Tampa Bay with a jetliner flying into the downtown Tampa sunset. It is known as the "Spirit of Flight". The jetliner was modeled after those once used for supersonic transport—at the time the logo was created in the 1970s, it was during an era when it was thought that supersonic aircraft would replace conventional jets as a mode of air travel.

In its early years, the 1971 terminal would also see large amounts of tourists heading to Walt Disney World, which also opened in 1971. This was due to the fact that Orlando International Airport (known then as Orlando Jetport at McCoy) was much smaller at the time with a more limited capacity. Shawnee Airlines offered connecting flights from Tampa to the now-defunct Walt Disney World Airport in the 1970s. Orlando International opened its current terminal in 1981 using the same well-received landside/airside layout as Tampa International Airport.

On July 15, 1972, the 207 ft air traffic control tower opened, the tallest in the United States at the time. The Host/Marriott Airport Hotel and its revolving rooftop restaurant opened in December 1973, with triple-paned windows and sound-proof guest rooms.

Northwest Airlines and National Airlines brought the jumbo jet to the airport late in 1971 with the introduction of the Boeing 747 and McDonnell Douglas DC-10. This was followed by the L-1011 Lockheed Tristar a year later by Eastern Air Lines. National Airlines began trans Atlantic DC-10 service to Amsterdam and Paris in 1977.

Recent history
During the following decades, the airport was expanded to handle more traffic and additional airlines. Airside B closed in 1991 following the demise of Eastern Air Lines. In 1996, Airsides C and E were remodeled, and the interiors of both satellites were refurbished. During this time, all the airlines from both facilities were housed in Airside D. Upon completion of the renovations, the airlines returned to their original locations, and Airside D was permanently closed and demolished. The Landside Terminal was also remodeled multiple times during the 1980s and 1990s.

Both Delta Air Lines and US Airways opened maintenance bases at the airport. Both bases closed during the air travel downturn following the attacks of September 11, 2001. Alabama-based Pemco World Air Services now occupies the former US Airways hangar performing MRO (maintenance, repair, overhaul) services for the Spirit Airlines and JetBlue A320 fleet. On April 1, 2010 a press release announced that a lease agreement was reached to allow Pemco to lease the second hangar formerly used by Delta Air Lines, where they perform Boeing 737 cargo conversions and modifications.

Phase I of the economy parking garage was completed in November 2005. Phase II of the economy garage opened ahead of schedule in November 2005, bringing a total of 5,600 parking spaces.

On March 7, 2011, federal officials gave TPA the green light to begin charter flights to Cuba as an official entry/exit point.

In 2007 and 2008, Zagat Survey ranked TPA the Best Overall U.S. Airport, while placing it second-best overall in 2009 and 2010. In 2008 Condé Nast Traveler recognized TPA as the second-best airport in the world, just two tenths of a point behind the first-place winner. JD Power and Associates have also given TPA Airport consistently high customer-satisfaction ratings over the years. In November 2011, CNN ranked TPA sixth among ten of the world's most loved airports, being the only one on the list from the US. In 2016, it was named one of the Top 3 airports in the country by Condé Nast. In 2020 Airports Council International named TPA the best airport in North America for its size. In 2024, Travel+Leisure ranked TPA the eighth best domestic airport in the US. Criteria for the rankings were based on access, check-in, restaurants,shopping, and design, and rated from excellent to poor. Readers of the magazine were involved in the survey. Palm Beach International Airport, another Florida airport, made the list (#3) as well.

In August 2022, a 21-foot flamingo sculpture nicknamed "Phoebe", was installed and opened in Tampa International Airport's main terminal. The design from American artist Matthew Mazzotta was chosen out of 734 art proposals submitted from around the world.

In February 2024, Joe Lopano, the CEO credited with leading Tampa's improvement as a hub, announced plans to retire. At the same time, the airport's board announced it would be undergoing an internal search for a replacement.

Terminal
Tampa International Airport's Landside/Airside terminal was the first of its type in the world. There is a central Landside Terminal where baggage and ticketing functions take place. The Landside Terminal is surrounded by four Airside satellites where airliner embarkment and disembarkment occur. Each Airside is connected to the Landside Terminal via an elevated automated people mover (APM) system which employs 16 Bombardier Innovia APM 100 Shuttle Cars, which are in the process of being replaced to Bombardier Innovia APM 300R C801B. TPA was the first airport in the world to deploy a fully automated, driver-free people mover system and is host to Bombardier Transportation's longest-running APM system. There are four active airsides (A, C, E, and F) with 59 gates. All were constructed after 1985 and all airsides include a food court and gift shop, as well as outdoor smoking patios. Airsides E and F contain duty-free shops in addition to the regular gift shops to serve passengers arriving or departing on international flights.

 * Airside A contains 16 gates.
 * Airside C contains 16 gates.
 * Airside E contains 13 gates.
 * Airside F contains 14 gates.

Runways
Tampa International Airport covers an area of 3300 acre at an elevation of 26 ft above mean sea level. It has three runways: 10/28 is 6,999 by 150 feet (2,133 × 46 m) with an Asphalt/concrete surface; 19L/1R is 8,300 by 150 feet (2,530 × 46 m) with an Asphalt/concrete surface; 19R/1L is 11,002 by 150 feet (3,353 × 46 m) with a concrete surface. On January 13, 2011 the runway designations changed due to a shift in the magnetic headings. 09/27 became 10/28, 18R/36L became 1L/19R, 18L/36R became 1R/19L.

Service building
When the airport opened its doors in 1971, the service building went into operation as well. It housed the first communications center, police dispatch, employee cafeteria and maintenance locker rooms. The building is located across from the Red Baggage and Ticketing levels. It was primarily intended to house mechanical equipment such as the chiller plant and electrical transformers. Since then it has been expanded to two levels which was in the original design in 1968. Today it houses the original facilities with the addition of offices, rental car counters, badging and a receptionist desk. The police department/lost and found has a lobby on level two (ticketing level) for walk-in lost & found requests.

Ground transportation
On February 14, 2018, a new 2.6-million-square-foot Rental Car Center with space for 5,300 vehicles, was opened to the public. The new combined service and maintenance facility is located near the southern edge of airport property and is connected to the terminal via a new train called SkyConnect. Unlike the landside/airside shuttles, SkyConnect uses Mitsubishi Crystal Mover vehicles. The trains run between the three stations in a pinched-loop configuration. Passengers on most domestic flights also have the ability to check their luggage inside the Rental Car Center. Rental car services were originally located adjacent to the Landside terminal, near the long-term-parking structure; however, relocation was necessary to accommodate more cars and rental car companies as the facilities were at or near capacity.

On the southwest end of the Rental Car Center is a canopy and platform that is used for both Hillsborough Area Regional Transit and Pinellas Suncoast Transit Authority bus services. The bus hub is accessible via a bank of elevators that connect directly to the Rental Car Center and is steps away from the SkyConnect station. With the upcoming 2nd phase of expansion at the airport, the intent is to expand upon the existing platform to eventually allow bus services from Pasco and perhaps even Hernando Counties to connect into the airport directly. The land immediately to the south of the Rental Car Center can also be configured for future light rail or commuter rail services if plans come to fruition.

Accidents and incidents

 * On March 9, 1943, five USAAF flight crew were killed when their Martin B-26 Marauder crashed on a flight from Avon Park Auxiliary Field to Eglin Field. The pilot attempted an emergency landing at Drew Field and overshot the runway. Two others on board the B-26 survived. This occurred one hour after a USAAF Douglas A-24 flying out of Drew Field crashed in Mullet Key near St. Petersburg, a bombing range at the time. The pilot ditched the airplane and lived, but the gunner bailed out and drowned.
 * On August 5, 1969, a passenger on an Eastern Air Lines McDonnell Douglas DC-9 on Flight 379 from Charlotte was arrested upon arrival after he entered the cockpit en route and told the pilot, "Let's go to Cuba"; the pilot said there wasn't enough fuel so the passenger returned to his seat. The hijacker later claimed he "wanted to see if he had the nerve to simulate a hijacking" and did not want to actually go to Cuba.
 * On September 25, 1973, a Rockwell 1121B Jet Commander (N200RC) owned by Continental Jet Corp. was damaged beyond repair in a hangar fire.
 * On November 6, 1986, an Eastern Air Lines captain, George Baines, age 56, was flying in his private aircraft, a Piper PA-23 Apache, (registration N2185P) from his home to Tampa International Airport to catch a flight. Captain Baines was cleared for an instrument landing system approach to runway 36L (now 1L) with 1/16 mi visibility in dense fog. He was unable to land during his first approach and declared a missed approach and executed a go-around to try again. On the second approach, the Apache touched down on taxiway W, parallel to and about 406 ft to the right (east) of runway 36L. At the same time, a Pan American Boeing B-727 was proceeding southbound on taxiway W. When the captain of the Pan-Am 727 saw the Apache emerge from the dense fog directly in front of him, he turned to the right (west) in an attempt to avoid the impending collision. About two seconds later, the Apache's left engine struck the B-727 in the radome, which is a structural, weatherproof enclosure that protects a radar antenna. Two passengers and a flight attendant were injured after they evacuated the aircraft. The Apache was almost destroyed and the pilot, the sole occupant of the aircraft, was killed. The primary causes of this accident was determined by the NTSB to include the pilot’s decision to continue his approach below decision height when the visibility was below landing minimums and the adequacy of current Federal regulations that allow pilots operating under Part 91 to conduct approaches when the reported visibility is below published minimum visibility for land.
 * On December 1, 1993, a Cessna 650 Citation III (N700RR) operated by Consolidated International Services Inc. was landing when it collided with a cement pad while taxiing back to the grass taxiway, collapsing the nose gear. The plane had just arrived from a 2 hour 15 minute flight from Morristown, New Jersey. The cause was determined to be the pilot's decision to leave the taxiway with improper wiring of the anti-skid system. The plane was later repaired.
 * On April 2, 2017, an Air Canada Jetz Airbus A319-114 (C-GBHN) was struck while parked by a motor coach during pre-departure setup for Flight 7042 to Fort Lauderdale. Substantial damage occurred on the port side of the fuselage and the left outer flap track. No injuries occurred onboard; the flight was cancelled. The aircraft was later repaired.

title: Tampa International Airport