Abandoned & Little-Known Airfields:
Michigan, Northeast Detroit area
© 2002, © 2008 by Paul Freeman. Revised 8/30/08.
Berz Macomb Airport (revised 5/25/08) - McKinley Airport (revised 5/25/08) - Packard Proving Ground (revised 8/30/08)
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Berz Macomb Airport (UIZ), Utica, MI
42.67 North / 82.96 West (North of Detroit, MI)
A 1973 aerial view depicted the brand-new Berz Macomb Airport as having a single paved northeast/southwest runway,
a parallel taxiway, and a large number of T-hangars.
According to the Berz Macomb Airport web site,
Milton Berz sold his original airport (what would eventually become today's Oakland-Troy Airport) in 1968,
and the Berz family established the Berz Macomb Airport in 1972.
The earliest depiction which has been located of Berz Macomb Airport was a 1973 aerial view.
It depicted the field as having been constructed with substantial infrastructure,
with a single paved northeast/southwest runway, a parallel taxiway, and a large number of T-hangars.
A total of 19 light aircraft were also visible parked outdoors.
The earliest aeronautical chart depiction which has been located of the Berz Macomb Airport
was on the 1976 Detroit Sectional Chart (courtesy of Mike Keefe).
It depicted the field as having a single 4,200' paved runway, and its own NDB navigational beacon.
The 1982 AOPA Airport Directory (courtesy of Ed Drury)
described Berz Macomb Airport as having a single 4,200' asphalt Runway 4/22,
and listed the operator as Berz Flying Service.
In the 1999 USGS aerial photo of Berz Macomb Airport,
a total of only 14 light aircraft were visible parked on the field,
with the majority of the field's parking spots being empty.
The April 2002 USGS aerial photo showed the Berz Macomb Airport shortly before its closure.
In a close-up of Berz Macomb Airport's ramp from the April 2002 USGS aerial photo,
a total of 14 light aircraft were visible parked on the field,
but the great majority of the field's parking spots were empty.
This airport eventually succumbed to the pressures that have become increasingly common
to privately-owned airports surrounded by increasingly dense suburban development.
An article by Mary Owen in the 12/26/02 issue of the Detroit Free Press
was entitled "Berz Macomb Airport hangs in there".
"While developers, courts & planners settle the details of a proposed luxury subdivision on his land,
Milton Berz Jr. is doing business as usual at the Berz Macomb Airport in Macomb Township.
Business is slower now because some customers assume the airport is preparing to close.
For the first time in years, there are empty hangars, and people have been flying elsewhere.
But flying lessons & aircraft hangar space are still available,
and the small office looking onto the runway is full of activity.
Despite plans for 495 luxury homes on the airport's site,
members of the Berz family contend that they're not closing their business any time soon."
"Until the check is in our hands, we're going to be doing business as usual",
said third-generation pilot Jeff Berz.
The article continued, "For four years, Farmington Hills-based developer Grand Sakwa
has had an option on the family's 330 acres,
which are between 22 Mile & 23 Mile & Hayes & Romeo Plank.
That means Grand Sakwa has the first option to buy the land.
In exchange, Grand Sakwa pays a yearly fee & pays the airport's property taxes."
The township assessed the land at about $9 million.
The Berz family said Grand Sakwa offered more than that."
"It's one of those situations where property values have increased to the levels
where it doesn't make any sense to run an airport," said Milton Berz Jr.
"To see something you worked at for 30 years ultimately destroyed is not going to be easy."
The article continued, "A court battle between Macomb Township & Grand Sakwa began in 1999
after the township denied the developer's request to rezone the area from industrial to residential.
The township contends that a residential development on the site of the airport goes against its 30-year-old master plan,
even though there's a subdivision opposite the entrance to the airport.
Two years ago, a judge ruled in favor of the developer's request for rezoning.
However, the courts haven't determined whether Grand Sakwa is entitled to several million dollars in damages
as a result of the delay in the project.
Grand Sakwa plans a 190-acre development that would have about 2.6 lots per acre."
"When - and if - the airport does close, it will leave only two Macomb County airports:
Romeo State Airport & Macomb Airport in New Haven.
Berz had about 68,200 take-offs & landings in 2001.
Among Berz customers is the Warren Police Department, which stations two helicopters there.
Company executives & celebrities such as Bill Cosby & Cindy Crawford
have used the airport when flying into the Detroit area on private jets.
Medical teams transporting organs from St. Joseph's Mercy of Macomb in Clinton Township
also have taken advantage of the nearby facility."
"I think the county is really going to miss this airport," said Jeff Berz.
"They don't realize what they have here."
The article continued, "Jeff Berz, whose wife is working on her pilot's license, said that after the airport is sold,
it will stay open for an additional 90 days to help customers find space elsewhere.
He said people taking flying lessons can transfer their hours.
With a hint of regret, Jeff Berz, who had planned to take over the family business,
says he wishes that the family had developed the land around the airport with restaurants, homes or a golf course.
He said the added revenue could have subsidized the airport."
"I grew up out here," he said. "My father flew me out here when they were bulldozing for the runway."
In 2003, their last year, the Berz Macomb Airport web site described their operation as such:
"Berz Flying Service operates as a full service FBO,
offering flight training, storage, fuel sales, and the maintenance of Piper Airplanes.
The flight department, operating Piper Cherokees, has a unique curriculum,
offering one-to-one training for both ground & flight training."
"Berz-Macomb Airport has a 4,200' paved & lighted runway.
There are both VOR, NDB and GPS instrument approaches, the NDB utilizing a radio beacon on the airport.
There are available most of the amenities to assist you when coming to the Macomb County area.
These include transient hangars & tiedowns, heater service, rental cars, waiting rooms,
nearby restaurants & motels, and both 100 octane & jet A fuel."
Berz Macomb Airport, as depicted in the 2003 MI Airport Directory.
Fred Kaluza reported in 2003, "The Berz Macomb Airport was just sold for a reported $15 million
because it lies smack in the middle of southeast Michigan's fastest sprawling area.
The number one cash crop among area farmers is 'subdivisions'.
It's getting to the point that flying over southeast Michigan is just as hazardous as if you were over the middle of the Pacific.
There's nowhere left to land if you have trouble!"
Russ Shreve recalled, "I took my private check ride with Milt Berz Jr,
and I bought Milt Berz Sr's house when he retired to Florida.
Their flight operation has now moved to Oakland Troy airport,
which oddly enough, formerly was the original Berz Airport the family sold to Rockwell."
A 2005 aerial view showed that sadly, all signs of this well-built modern airport had been erased,
replaced by streets for a new housing development.
Berz Macomb Airport is located northeast of the intersection of 22 Mile Road & Hayes Road.
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McKinley Airport (D13), Fraser, MI
42.55 North / 82.97 West (Northeast of Detroit, MI)
McKinley Airport was depicted as an auxiliary airfield on the July 1946 Detroit Sectional Chart (courtesy of Chris Kennedy).
According to Joseph McKinley, McKinley Airport was started by his uncle, the late Otis McKinley, in about 1944.
However, it was not yet depicted on the May 1945 Detroit Sectional Chart (according to Chris Kennedy).
The earliest depiction of McKinley Airport which has been located
was on the July 1946 Detroit Sectional Chart (courtesy of Chris Kennedy).
It depicted Big Beaver Airport as an auxiliary airfield.
Joseph McKinley recalled, "I spent three summers there: 1946, 1949, and 1950,
where in return for flying lessons I worked there - washing airplanes & mowing the grass strips.
He was an Aeronca dealer, and I took my first flying lessons in his Aeronca Champions, at age 12.
I think it was 1946, but it may have been 1947."
The 1946 MI Airport Directory (courtesy of Doug Ranz)
depicted McKinley Airport as consisting of an irregularly shaped landing area, measuring 2,600' x 2,300'.
The 1949 Detroit Sectional Chart (courtesy of Donald Felton)
depicted McKinley Airport as having a 3,200' unpaved runway.
A 1951 issue of "Flying" magazine had an article entitled "The Hangar That Bombers Built" (courtesy of Jerry Sorrell),
which described how Mr. McKinley bought surplus B-17 bomber spars & wing skins
and reused the spars for trusses & the skins for roofing for the hangars built that year at McKinley Airport.
Ercoupes, Cubs, and even a DC-3 are pictured at McKinley Airport
during the construction of the hangar in 1951 (courtesy of Jerry Sorrell).
McKinley Airport had apparently gained a paved runway at some point between 1949-60,
as the 1960 Jeppesen Airway Manual (courtesy of Chris Kennedy)
depicted the field as having a single 2,375' paved Runway 9/27 (with a 575' unpaved overrun),
as well as two other unpaved runways.
Several long hangars were depicted on the northeast side of the field.
A 1961 Detroit Edison aerial photo of McKinley Airport (courtesy of Mike Denja)
depicted the field as having a single east/west paved runway.
However, also note what appeared to be a turn-around on the west side of a previous alignment of an east/west runway.
Five rows of T-hangars were depicted on the northeast side of the field,
along with another one on the southwest side.
The 1962 AOPA Airport Directory described McKinley Airport
as having three runways: 2,600' 18/36, 2,375' 9/27, and 2,300' 6/24.
The operator was listed as Otis McKinley.
The July 1969 Detroit Sectional Chart (courtesy of John Voss)
depicted McKinley Airport as having a single 2,400' east/west paved runway.
The runway at McKinley had been lengthened slightly to 2,900'
by the time of the 1976 Detroit Sectional Chart (courtesy of Mike Keefe).
The last photo which has been located of McKinley Airport was a 1977 aerial view.
It showed the airport to be very well-used, with over 40 light aircraft visible on the field.
USGS topo map 1980.
The 1982 AOPA Airport Directory (courtesy of Ed Drury) described McKinley Airport
as having a 2,900' asphalt Runway 9/27 & a 2,600' turf Runway 18/36
(Runway 6/24 had apparently been abandoned).
The operator was listed as McKinley Aviation.
According to Michael Whitt, "It was closed about 1986-88.
Like other airports that used to be in the cornfield it was swallowed up by development."
As can be seen in the above circa 2001 aerial photo,
the site of the former McKinley Airport has been heavily redeveloped with housing & other construction,
and not a trace of the former airport appears to remain.
McKinley Airport was located southwest of the intersection of Utica Road & 15 Mile Road.
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Packard Proving Ground Airfield, Utica, MI
42.66 North / 83.05 West (North of Detroit, MI)
A circa 1920s photo (courtesy of Mike Denja) of planes & several hangars
(including one labeled "Hangar #2 Michigan State Aviation School”) at the Packard Airport.
The Packard Motor Car Company Proving Grounds were built starting in 1926.
On a 370 acre site, the company built a 2.5 mile concrete oval automobile test track.
A metal airplane hangar & landing strip were constructed within the oval test track.
The earliest photo which has been located of the Packard Airport was a circa 1920s photo (courtesy of Mike Denja)
which depicted planes & several hangars (including one labeled "Hangar #2 Michigan State Aviation School”) at the Packard Airport.
According to a 1928 yearbook (courtesy of Mike Denja) the Michigan State Aviation School
was located in Detroit but its hangars were at Packard Airport.
The first diesel engine for airplanes was developed here in 1929.
Captain Lionel Woolson, a test pilot for Packard, was killed in a plane crash near Attica, NY
and his ashes were scattered over the Proving Grounds.
Charles Lindbergh landed & visited here on several occasions.
In 1929 he visited the Proving Grounds to fly the Packard Stinson Detroiter, powered by the new radial diesel engine.
After flying the plane he drove the Vincent Speedster around the test track & was clocked at 112 mph.
The earliest aeronautical chart depiction which has been located of the Packard airfield
was as an auxiliary airfield on the February 1937 Detroit Sectional Chart (courtesy of Chris Kennedy).
A circa 1930s aerial view (from Wayne State University's Virtual Detroit website, via Mike Denja)
looking southwest at the Packard Airfield showed the single hangar in the center of the test track.
The 1940 MI Airport Directory (courtesy of Chris Kennedy) depicted the “Packard Proving Ground Field”
as consisting of a 5,000' x 2,000' grass area within the “Superelevated Test Track”,
with a single building on the northwest side of the field.
The field was noted to be for “Emergency Use Only”.
During WW2, the Army used the Proving Ground as an auxiliary airfield.
The types of military aircraft operated from the Packard Airfield have not been determined.
The Proving Ground itself was leased by Chrysler during World War 2 to test tanks & other armored vehicles.
"Packard" was depicted as a military airfield on the October 1943 Detroit Sectional Chart (courtesy of Mike Keefe).
Following the war, the Packard Airfield was once again used as a civilian airfield,
as that is how it was depicted on the July 1946 Detroit Sectional Chart (courtesy of Chris Kennedy).
However, the Packard Airfield apparently closed at some point between 1946-47,
as the December 1947 Detroit Sectional Chart (courtesy of Chris Kennedy)
depicted the oval-shaped "Auto prov track", but no airfield.
1951 aerial view looking southeast at the Packard Proving Grounds.
Packard was hard hit by the 1957 recession & finally went out of business in 1958.
The property was sold to Curtis-Wright in 1958, who used 50 foot test cells for testing jet engines.
Only 3 years later the property was sold to Ford Motor Company,
which still operates the large Ford Utica Trim Plant on the northwest portion of the site.
Recent photo of the Packard hangar.
Aerial view of the former Packard Proving Ground, 2000.
A 2002 aerial view showed that the metal airplane hangar built by Packard still sat in its original location, within the test track,
which also remained intact.
An undated photo of the Packard hangar being relocated.
Mike Montgomery reported in 2003 that the Packard "hangar has been moved
outside the loop of the former test track & closer to the other Proving Grounds Buildings.
The fate of the site is also now secure.
The Packard Motor Car Foundation is acquiring from Ford two pieces of the former Proving Grounds -
including the Hangar, 'Lodge', Repair Garage, Engineering Building, Timing Tower and some support structures -
for restoration as an automotive history museum/attraction."
According to the Packard Motor Car Foundation,
"The Lindbergh aircraft hangar has been rescued from the infield
and transported to our 14 acre site where it was securely installed on a new foundation.
It had to be carefully moved between some trees & the Timing Tower to get it onto the property.
This type of small hangar has all but disappeared from the American landscape
and will be one of the few preserved for posterity.
Its connection to a period of industrial growth where Packard branched out into aeronautical & nautical areas
will add further dimension to the historical site."
A 2005 aerial view showed a dramatic transformation of the Proving Ground property within the past 3 years,
with the pavement of the historic oval track having been removed, the hangar having been relocated outside of the track,
and much of the southern portion of the former test track having been covered by development for – what else – more houses.
A circa 2006 aerial view looking north at the relocated Lindberg hangar,
now located just east of the only remaining portion of the original test track.
Note
also the timing tower at the bottom of the photo.
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