In the 1920s, several military aerodromes were built in the area for the Air Arm of the Spanish Army: Ramel – now in Morocco Arcila – now in Morocco Zeluan – now in Morocco Following the conflict between Spain and Morocco, a new military airfield was built near Cabrerizas Altas. This airport had a simple 300 m (984 ft) landing area. As tension settled and Spain was able to re-establish land around Melilla, this airport was relocated again further south of city. The new airport, Tauima Aerodrome, was opened for civilian flights 1931 and used also by the military. The El Atalayón hydroplane air station (now site of oyster farm) in the Mar Chica was operational in the 1930s to provide additional air travel options using Dornier Do J seaplanes. In 1956 the end of the Spanish protectorate over northern Morocco placed the airport outside of control from Spain, although some investment from Spain was done in the aerodrome until 1958. Limited access to the airport was given to Melilla by secured bus until 1967. The Tauima aerodrome later became Nador International Airport. In 1969, the current airport was opened within Melilla's borders and was strictly a civilian facility. Spantax began operating on it, with a De Havilland Canada DHC-6 Twin Otter, and later, with a De Havilland Canada DHC-7. In 1980, Spantax was replaced by Aviaco, a subsidiary of Iberia at the time, which would use a Fokker F27. In 1992, Binter Mediterráneo would enter, also a subsidiary of Iberia, which operated with CN-235, and which later replaced Aviaco. It linked the city of Melilla with: Málaga, Almería, Valencia and, in its last year, with Madrid. In 1995, PauknAir entered service, which operated with BAe 146, and which broke Iberia's monopoly on operations from Melilla. It managed to connect the city with 7 national airports: Málaga, Madrid, Almería, Barcelona, Palma de Mallorca and it was the first time that it connected the city of Melilla with Santiago de Compostela and Santander. This airline would cease its operations in 1998. In 1997, a historical record of 351,569 passengers was broken. Sadly, PauknAir ceased operations after one of its planes crashed in 1998. After these events, a new VOR radio aid was built to support aircraft without having a published approach. For the year 2000, Aena anticipated a volume of 500,000 passengers per year, but the fatal PauknAir accident in 1998 and the subsequent construction of the Nador airport cut short the growth. Falling from 365,000 annual passengers (1,000 pax/day) to around 220,000 annually. Definitively, in 2001, Air Nostrum acquired Binter Mediterráneo, thus keeping the monopoly of Melilla routes: Málaga, Almería, Valencia and Madrid. It began operating with Fokker 50, Dash 8 and later with ATR 72. Today is carrying out regional flights for Iberia. In 2002, the new control tower was inaugurated, as well as new improvements to the airport infrastructure in the city. In 2003, the departure of a Fokker 50 from the Dutch company Denim Air, operating for Air Nostrum, forced the replacement of the company's Fokker 50 and Dash 8 with the new ATR 72. In 2004, Vueling carried out studies to implement the Barcelona-Melilla route, but never began operations due to the dimensions of the runway and the category of the airport. This route was moved to Nador. That same year, Airmel-Club Aéreo de Melilla appears teaching private airplane pilot classes, thus adding to the multiple visits of small planes, rallies and aerial hugs that have been taking place in the city throughout its history. In February 2005, the runway expansion works were completed, thus going from 1,344 meters to 1,428 meters. In October 2006, Air Nostrum began operating the Barcelona route, launching 4 weekly flights; and in March 2007 the operation was increased with a daily flight, reaching the record number for the route with 21,212 passengers transported.