Norwegian Air Lines commenced services along the West Coast of the Norway in 1935. These would call at Florø on demand, landing at the docks at Florevika. The seaplane routes required a boat to ferry out to the aircraft to embark and disembark passengers. From 1951 to 1959 Florø Radio operated an aeradio at Rognaldsvåg to assist air navigation along the coast.

Large-scale construction of airports in Norway started in the 1950s, largely funded by the North Atlantic Treaty Organization (NATO). Bergen Airport, Flesland opened in 1955, followed by Ålesund Airport, Vigra in 1958. The first plans for an airport in Sunnfjord were launched by Engineer Arne Bengtsen, who proposed building an airfield in Florø and having West Norway Airlines operate to it using the Scottish Aviation Twin Pioneer. This was backed by Kinn Municipality and Florø Municipality, who considered the possibilities of an 800-meter (2,600 ft) runway to be located at Havreneset. It would be designed as a combined land and water aerodrome, where seaplanes would feed to other locations in Sogn og Fjordane. These would land at Gunhildvågen. The proposal was approved by a government commission in 1956.

Construction of a 400-meter (1,300 ft) runway commenced in late 1956, with plans for later extension to 1,800 meters (5,900 ft). However, it soon became evident that the Twin Pioneer would not receive operating permit for winter operations. Construction of the airport was therefore scrapped. Part of the runway was used to build a street, Industrivegen.

A government commission, led by Erik Himle and later Preben Munthe, was appointed in 1962 to consider additional airports in Norway. The Sud Aviation Caravelle was about to be phased into use on the main domestic routes and the committee recommended in 1964 that nine new airports be built which could serve jetliners, including an airport in Florø. Widerøe launched an alternative proposal and suggested that a network of smaller airports be built instead, which could be served using short take-off and landing aircraft, which were being developed at the time. Smaller airports could be built and operated at lower cost than larger airports, but both airports and airlines would need subsidies to operate. Håkon Kyllingmark was appointed Minister of Transport and Communications in 1965 and was a proponent of the STOLport proposal. The political rationale was that, despite that the total operating costs would rise, it would provide better services to rural areas and thus keep up their population.

The regional airports only received a simple terminal and an 800-meter (2,600 ft) runway. The first such airports were opened in Helgeland in 1968. This was deeded sufficiently successful that Parliament approved the second stage in 1969, consisting of four airports in Northwestern Norway. In addition to Florø, these consisted of Førde Airport, Øyrane; Sogndal Airport, Haukåsen; and Ørsta–Volda Airport, Hovden. Florø Airport received a runway measuring 820 by 30 meters (2,690 by 98 ft) and an apron measuring 100 by 60 meters (330 by 200 ft). All four airports opened on 1 July 1971.

The government issued the task of operating the routes to Widerøe, who initially served it with its 19-seat de Havilland Canada DHC-6 Twin Otters. Services commenced to Bergen Airport, Flesland and Ålesund Airport, Vigra, as well as between the STOLports. Widerøe built its main base for Southern Norway at Florø Airport, consisting of a 900-square-meter (9,700 sq ft) hangar and staffed with six mechanics. Widerøe introduced the de Havilland Canada Dash 7 on the route from Florø and Sogndal to Oslo Airport, Fornebu in September 1983. Widerøe replaced its Twin Otters and Dash 7s with the de Havilland Canada Dash 8 in the early 1990s.

With the opening of the Snorre Oil Field in the North Sea, Florø Airport was selected as the heliport to fly out to the platforms. Saga Petroleum selected Helikopter Service as their operator, with the helibase opening in 1994. The increased traffic led to the extension of the runway to 1,199 meters (3,934 ft) in 2000.

From 1997 the flights were made subject to public service obligations. Widerøe won the first three-year contract. In the second contest in September 1999, Coast Air won the Florø contract. It introduced their two 46-seat ATR 42–300 aircraft. This caused Widerøe to have to move their base from Florø to Oslo Airport, Gardermoen. The company received NOK 51 million annually, from 1 April 2000 to 31 March 2003. The bid was about NOK 100 million lower than from Widerøe. All stopovers were thereby dropped. Coast Air flew four or five daily trips to both Bergen and Oslo. The demand for air travel dropped in 2001, and only 85,000 passengers flew with Coast Air to Florø, instead of the estimated 100,000, making the entire operation a loss for the company.

With the next round of PSO contracts, valid from 1 April 2003 through 31 March 2006, Coast Air lost the Florø contract to Danish Air Transport. The airline kept the contract for nine years. Airport security was introduced on 1 January 2005.