The city council met in September of 1960 to discuss an airport.  The council elected the first Greenville Airport Authority. The authority named Robert C. Lowe, a key instigator for the Greenville Airport, chairman of the authority. The council also named Raymond Bass, Dale S. Ranken, Jean Paul Malen, Raymond King, and Glen A. Richardson as commissioners. In March of 1963, the central township approved the building of the airport.

    To buy the land, the authority put out $77,000 worth of bonds. When the airport authority had the land, the state would reimburse 1/2 of the amount for the land and completely fund the runways, taxiways, lights, and other aviation facilities. In 1964 the airport authority purchased 160 acres from Louise Morey, and 169 from Paul Sussenbach.

    On February 2, 1966, the Division of Aeronautics issued the permanent certification. The authority had to make arrangements with Southwestern Electric Cooperative and Illinois Bell, because power and above ground telephone lines loomed in the way of the glide-slope for the runway. The airport began with medium intensity runway lights, and the authority quickly added a lighted wind tee, and a 36" rotating beacon.

    Mark Aero Inc. of St. Louis signed to run the airport. Joe Morris, the president of the company, assumed the role of the first administrator. Mark Aero, Inc. built a 100x160’ hanger to operate from. The company would have an administrator, a mechanic on duty, and a single and a twin engine plane in the hangar. They could work on any aircraft except jets, and had service vehicles available. The hanger held six local aircraft, and a courtesy car.

    Mark Aero held a grand opening of the airport on July 10, 1965. Skydivers performed, people displayed their aircraft (Pet Milk Co. showed off its Grand Commander and Mark Aero had a twin engine jet). A P-51 Mustang made low passes over the field, pilots charged people for rides according to weight, and "free Coca-Cola and coffee were served to all.

    Joe Morris began reconditioning DC-6 planes in the hangar. These planes were so large that it took four hours to get them in the hangar, and 2 hours to get them back out; when inside, the nose had to stick out a door in order for a plane to fit. Mark Aero had to cut a notch in the hangar for the tail of the aircraft to go through. In November of 1965 John Harms took over for Morris. He began a ground school course in 1966 with flight instruction. He also lobbied for a DME instrument approach system from Vandalia. By April of 1966, Jack Short assumed the administrative duties. During his one-year stay, the runway and taxiway lights became automated. At this time Mark Aero’s hanger held 8 local aircraft.

    Dave Ragland took over in June of 1967. The airport put in a ground-approach system. This allowed pilots to make instrument approaches, but not instrument landings. With the approach, the airport was assigned the letters "GRE" as its identifier. Carl Mayfield took over in 1968. F. Scott Key took over duties in 1960. Also during this time zoning laws took effect around the airport, regulating the height of structures in and around approach and take-off patterns. The zoning also regulated devices that interfered with radio communications.

    The airport authority added an east/west runway. Surrounding neighbors felt the runway might come too close to their houses, creating much noise and a possible safety concern. The FAA went ahead and approved the runway, but they narrowed it by 200 feet, because of closeness to the highway. The second runway was a 3300’x100’ turf strip. In 1971, the authority installed ramp lights.

    In July of 1973, Don Hoerstkamp became the last manager under Mark Aero, Inc.. January 20, 1975, fire destroyed the main hangar. Harold Coleman, of Southwestern Electric Co., reported the fire. Hoerstkamp had called the company at 3:15 in the morning, and reported a power failure at the airport. Coleman responded to the call, and saw the fire. Coleman awakened Hoerstkamp, who lived at the airport, but the two only got one aircraft out of the hangar. The firemen arrived at 4:30 AM, but could not contain the fire. The fire destroyed 13 aircraft, several engines, and other aviation utilities. One of the planes had just returned after having a new engine installed only 2 days prior. In addition to the aircraft, the University of Chicago, who had conducted a weather research project at the airport, lost $70,000 worth of equipment, and the St. Louis Parachute Club lost many new parachutes and much equipment. The estimated damages totaled over $500,000. Damages could have been twice that, but two corporate planes had left that afternoon on business and escaped the fire.

    On May 2, 1975, the authority terminated all contracts with Marc Aero, Inc. The authority had to take action against Mark Aero to get them to tear down the old hangar before they left.   On February 27, 1976, the construction company completed the hangar complex. A new FBO, Robert Alexander, brought South Central Aviation, Inc., to the airport. This FBO only lasted about a year, and Stewart Aviation took over, with Clarence R. Stewart as the manager. In 1981 jet fuel tanks were added. In 1982, Robert Lowe stepped down as chairman of the airport authority, and Thomas Meyer assumed the position.

    In 1985, Chuck Bunting brought a new FBO, Skylane Aviation, to the airport. Bunting brought a full time mechanic to the staff. In 1985, the authority was given the approval for a new terminal building. The terminal building was located west of the large hangar.  On October 6, 1985, an open house was held to dedicate the new building.

    In 1989, Bunting received "flight instructor of the year: in Illinois, and in 1990, the Greenville Airport was awarded the Illinois "airport of the year". In 1988, the Hangar Pilots Club put on the first annual airshow/open house. Aerobatics pilots from across the state flew in and performed. FAA officials regulated the event, requiring a 1500' buffer zone between the planes and the crowd. Due to insurance reasons, the airshow turned into an open house without acrobatic flying.

    In 1991, the authority lobbied to build new corporate hangars.  In 1995, the authority added a new taxiway, and a PAPI glide-slope lighting system. In 1997, the authority added a GPS approach system. Chuck Bunting resigned as FBO of the Greenville Airport. April 26, 1997. Miller Aviation operated as FBO for about a year. The authority then hired Dick Sharp as temporary manager, and finally Troy Walker who is the present manager.

    Businesses, which have utilized the facility regularly: Pet Milk, Carlisle Syntec, Wick Pipe Organ, and Greenville Federal Prison. Powered parachutes, skydivers, ultralites, private pilots, balloons, and various other forms of aviation have based out of the airport. Agricultural "spray pilots" sometimes use the airport as a base when they fly locally. Scott Air Force Base trains helicopter pilots for night flying.

    Two clubs are based at the airport. The "Hangar Pilots Club." This club consists of pilots and non-pilots who show interest in aviation. This club brought the airshow to the airport, and in the last 12+ years, the annual open house. They invite all kinds of aircraft, such as ultralites, classics, as well as anyone who would like to fly in and display his/her aircraft the first weekend in October. In 1999 it went from a one day to a 2-day event, with the help of the Greenville Chamber of Commerce.

    The second club is the Greater St. Louis Parachute Club which is the oldest continuously operating USPA affiliated parachute club in the US. They perform every year at the open house, and do many demonstrations in St. Louis, including skydiving into Busch Stadium, jumping at the Arch and the Forest Park Balloon Race as well as other local events.