Tijuana Airport, inaugurated as the 'Aeropuerto Federal de Tijuana' on May 1, 1951, replaced the former airport located on today's Agua Caliente Boulevard. The initial passenger terminal was situated on the southwest side of the airport grounds, facing the present terminal. In 1954, Mexicana de Aviación began direct flights from Tijuana to Mexico City. In 1965, as part of the National Plan of Airports introduced during President Díaz Ordaz's administration, the airport became part of the Government-owned corporation Aeropuertos y Servicios Auxiliares (ASA). Tijuana's population growth during the 1960s led to increased flight demand. The airport's 2,000 metres (6,600 ft) long runway, with an orientation of 10/28, had its northern end located less than 100 metres (330 ft) south of the U.S. border wall. This meant that departing airplanes entered U.S. airspace after takeoff. The year 1969 marked the introduction of Operation Intercept, aimed at curbing narcotics flow between the U.S. and Mexico. Rising political pressure to reduce incursions into U.S. airspace resulted in the requirement to reorient the runway from 10/28 to 09/27. In 1970, a new 2,500 metres (8,200 ft) long runway (09/27) and a terminal capable of accommodating larger aircraft were constructed north of the existing runway. The new runway direction impacted Tijuana's approach, particularly over Cerro San Isidro, a 792 metres (2,598 ft) high land obstacle, causing an increase in the glide slope on eastern approaches beyond 3 degrees and hindering a full Instrument Landing System (ILS) approach on runway 27, necessary during adverse weather conditions. The original terminal then transitioned into an air base for the Mexican Air Force, now known as the 'Aeropuerto Viejo' (old airport). During the 1970s, Tijuana experienced rapid growth, leading to expansions in both terminal and parking areas to meet escalating airport demand. In the 1980s, both terminal space and passenger parking at Tijuana Airport became insufficient to meet demand. In 1990, Mexico initiated its first two 10-year joint ventures with private investors. One of the initial projects involved expanding both the departure concourse and parking areas. The year 1995 marked a significant change with the publication of the 'Ley de Aeropuertos' (Airports Law) by the Department of Communications and Transportation (Spanish: Secretaría de Comunicaciones y Transportes), marking the beginning of Mexico's airport privatization program. In 1999, Tijuana Airport joined Grupo Aeroportuario del Pacífico (GAP), a consortium headquartered in Guadalajara. Under the airport privatization concession in 2002, the airport management undertook an expansion project. The extension of concourses A and B allowed for a doubling of the terminal's capacity. Furthermore, several taxiways were expanded to accommodate larger aircraft, such as the Boeing 747. Throughout its history, Tijuana Airport has served as a strategic hub for various airlines. In the 1990s, up until its discontinuation of services in 2006, Aero California utilized the airport as a hub, offering services to more than 12 domestic cities. Other airlines such as TAESA, Aerolíneas Internacionales, Líneas Aéreas Azteca, and Avolar also established their hubs in Tijuana during the 1990s and early 2000s, operating extensive domestic networks. Notably, Avolar had its maintenance base at a large hangar facility in Tijuana, later acquired by Volaris. Volaris initiated operations in Tijuana in 2006, gradually expanding its services and transforming Tijuana into a hub with connections to more than 35 destinations. As the airport grew in significance, emerging as one of the country's largest hubs, plans for a new terminal were contemplated, though no tangible progress was made. Between 2011 and 2012, significant renovations occurred in Concourses A and B. These enhancements included new customs and international arrivals facilities and a new bus terminal.