Kelly Field No. 2

Kelly Field No. 2 Kelly Field No. 2 was an auxiliary airfield established near San Antonio, Texas, during World War I as part of the rapid expansion of United States aviation infrastructure. Associated with training programs and logistical support, it operated alongside adjacent facilities and later played roles in interwar aviation developments, Reserve activities, and municipal aviation transitions. The site intersected with regional transportation networks, federal aviation policy, and preservation debates involving historic aviation communities.

History

Kelly Field No. 2 originated in 1917 amid federal mobilization linked to the United States entry into World War I, the National Defense Act of 1916, and directives from the Aircraft Production Board. Developed near Kelly Field (San Antonio) and in concert with Fort Sam Houston, the field hosted training influenced by leaders tied to Brigadier General Benjamin Foulois, Brigadier General Billy Mitchell, and staff from the Air Service, United States Army. Construction contractors worked under guidance from the Quartermaster Corps and coordination with War Department planners. During the interwar period the site shifted function in response to policy set by the Air Corps Act of 1926 and operations overseen by the United States Army Air Corps, adapting to aircraft types used by organizations such as the Aero Club of America and support units linked to the Army Air Forces Training Command. In the lead-up to World War II, the field’s role evolved as the Civilian Pilot Training Program and federal aviation regulation from the Civil Aeronautics Authority influenced regional flight operations, with interactions involving Randolph Field and Lackland Air Force Base.

Facilities and Infrastructure

The layout included runways, hangars, barracks, maintenance shops, and fuel depots constructed to standards comparable to contemporaneous works at Ellington Field, Love Field, and Selfridge Field. Engineering plans referenced materials suppliers affiliated with firms that undertook projects for the Army Corps of Engineers and used communications equipment interoperable with installations connected to the Army Signal Corps and radio stations like those at Riley Field. Maintenance facilities supported aircraft such as the Curtiss JN-4, De Havilland DH.4, and later models used by units transitioning under the Boeing Aircraft Company and Curtiss-Wright Corporation. The site’s infrastructure interfaced with rail networks served by the San Antonio and Aransas Pass Railway and highways tied to the U.S. Route 90 corridor, facilitating logistics similar to movements seen at Kelly Air Force Base and regional municipal airports like Stinson Municipal Airport.

Military Units and Operations

Kelly Field No. 2 hosted training squadrons, observation units, and support detachments under organizational frameworks connected to the Army Air Service and subsequently the United States Army Air Corps. Units associated with the field operated in training cycles comparable to those at Mather Field, Parks Air College, and Davis-Monthan Field. Personnel assignments included pilots and mechanics who later served in theaters such as the Western Front (World War I), the Pacific Theater (World War II), and in occupations linked to agreements like the Treaty of Versailles aftermath. The station’s operations intersected with doctrines promoted by figures such as Hap Arnold and with procurement patterns involving manufacturers including Lockheed Corporation and North American Aviation. Observers, liaison officers, and reservists coordinated missions using navigational procedures taught at institutions like the Air Corps Technical School and connected operationally with commands exemplified by the Air Service Tactical School.

Civilian Use and Transition

Following reduced military emphasis, portions of the site transitioned to civilian aviation and municipal purposes alongside entities such as the San Antonio Chamber of Commerce and the Civil Aeronautics Board. Local authorities negotiated uses with bodies including the Works Progress Administration and private firms, and aviation clubs, flight schools, and early commercial carriers like predecessors to American Airlines and Transcontinental Air Transport utilized facilities. The postwar era saw adaptation reflecting trends evident at Brooklyn Navy Yard conversions and airport transfers like those at Meigs Field. Community stakeholders including preservation groups and municipal planners engaged with state agencies such as the Texas Historical Commission over redevelopment, while economic redevelopment models referenced initiatives implemented by the Urban Renewal Administration.

Environmental and Preservation Issues

Redevelopment and legacy concerns prompted assessments by agencies comparable to the Environmental Protection Agency and studies referencing standards used by the National Park Service in evaluating historic aviation sites such as Fort Worth Aviation Museum locations. Contamination risks associated with fuel storage, solvents, and ordnance paralleled remediation projects overseen by the Department of Defense at comparable former fields, necessitating coordination with the Texas Commission on Environmental Quality and contractors familiar with the Comprehensive Environmental Response, Compensation, and Liability Act. Preservation advocates invoked criteria from the National Register of Historic Places and partnerships with institutions like the Smithsonian Institution to document structures and artifacts, aligning efforts with case studies from sites preserved at Wright-Patterson Air Force Base museums and aviation heritage organizations such as the Experimental Aircraft Association.

Category:Airfields in Texas Category:World War I airfields in the United States