Abandoned & Little-Known Airfields:
Northeastern New Jersey
© 2002, © 2008 by Paul Freeman. Revised 4/22/08.
Aeromarine Factory Airfield (revised 12/11/07) - Belford Airfield (revised 4/20/08) - East Hanover Airport / Hanover Airport (revised 4/22/08)
Murchio Airport (revised 4/21/08) - North Brunswick Airport (revised 4/20/08) - Ramapo Valley Airport (revised 4/20/08)
Totowa-Wayne Airport (revised 4/21/08) - Towaco Airport / Montville Airport (revised 4/21/08) - Westfield Airport (revised 12/11/07)
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North Brunswick Airport, New Brunswick, NJ
40.47 North / 74.48 West (Southwest of New York, NY)
A 1947 aerial view depicted North Brunswick as having two grass runways, oriented northwest/southeast & northeast/southwest.
The North Brunswick Airport was evidently established at some point between 1940-47,
as it was not listed in The Airport Directory Company's 1937 Airport Directory (courtesy of Bob Rambo),
and a 1940 aerial view showed farm fields on the site, with no trace of an airfield.
No airfield was depicted at this location on the 1945 NY Sectional Chart.
The earliest photo of North Brunswick Airport which has been located was a 1947 aerial view.
It depicted North Brunswick as having two grass runways, oriented northwest/southeast & northeast/southwest.
A total of 6 light aircraft were visible on the east side of the field.
The earliest aeronautical chart depiction of North Brunswick Airport which has been located
was on the 1950 NY Sectional Chart (courtesy of Mike Keefe).
It depicted North Brunswick as having a 2,800' unpaved runway.
Gus Kuhlman recalled, “North Brunswick had an airport for quite a while.
Off Jersey Avenue there's a road called Airport Road. It's industrial, where the industries are.
That was an airport. It ran from Jersey Avenue up to Route 27.
That was their landing strip there. That's the field. You can't tell too much.
A friend of mine had an airplane there that we used to fly. That was an active private airport.
One time when I was the police commissioner, we got a call about an airplane wreck in the woods south of that.
We went down there, and it was the son of the fellow who owned the airport.
He had gotten his solo license, and he was out practicing.
I don't know now what happened really, whether the motor stalled or anything.
But it went into the ground, and he was killed.
But that was a very active airport at the time.”
Arthur Stoller recalled, “In the summer of 1955 I began flying &and training for my private license
at the North Brunswick airport using the GI Bill.
My instructor was Art Rooney, a fine instructor & a great guy.
The airport was owned by a gentleman named Walt Gingrich.
He had a daughter Barbara (who I used to tutor in her high school physics), and a son named Bruce.
They had 3 yellow Aeronca Champs 7A2 that were used for training, and for giving people local rides.
According to my log book, the numbers of these Aeronca's were: 83219, 3418E, and 1840E.
Ground school was held in their small office building.
It cost $6 / hour (including fuel) to rent a plane solo.
Since the GI bill covered 2/3 of the cost, it cost me $2 per hour to fly.”
Arthur continued,. “Walt's son Bruce was 15 years old & was bought up around the airport, and was taking flying lessons for years.
There were 3 instances where he was written up in the New Brunswick newspaper, The Daily Home News.
The first time, was when he had his first solo on his 16th birthday.
He soloed a twin-engine plane, and was written up as the youngest multi-engine pilot in the country.
The second time was when another plane was attempting to land,
but one landing gear deployed, but the other would not come down.
Bruce stood on the back of a pick-up truck which was driven along the runway,
and he held up the wing until the aircraft had lost most of its speed.”
One morning I picked up the Home News, and was shocked to see a picture that has been etched in my mind for the last 50 years. It was a photo showing the burned out skeleton of one of the Aeronca's perched in the top of tall trees, and reporting that Bruce Gingrich had perished in the accident. The article stated that, according to witnesses, he was doing acrobatics and steep turns when he hit the trees.
A 1956 aerial view showed that North Brunswick Airport had gained a much longer 3rd grass runway,
oriented northwest/southeast, at some point between 1947-56.
Two rows of T-hangars had also been added,
and a total of 8 light aircraft were visible on the field.
A 1957 aerial view depicted the field in a similar manner.
The 1962 NY Local Aeronautical Chart (courtesy of Mike Keefe)
depicted North Brunswick as having a 3,200' unpaved runway.
The 1962 AOPA Airport Directory described North Brunswick as having 3 sod runways,
with the longest being the 3,400' Runway 14/32.
The field was described as offering major repairs, hangars, tiedowns, charter, and fuel,
and the operator was listed as Aeromotive Corporation.
The last photo which has been located of the North Brunswick Airport was a 1963 aerial view.
It showed that North Brunswick had gained a 3rd set of T-hangars,
west of the runway intersection, at some point between 1957-63.
Only 3 light aircraft were visible parked outdoors at the field.
Arthur Stoller recalled, “After the airport had been there for many years,
someone built a housing development just beyond the far end of the runway.
Pretty soon calls were coming in to complain about the noise when planes took off.
I could never understand why anyone would buy a house at the end of a runway,
and then be surprised to hear aircraft noise.
At any rate, we were asked to dog-leg off to the right as soon as we had enough altitude.”
The last depiction which has been located of North Brunswick Airport
was on the 1965 NY Sectional Chart.
It depicted the field as having a 3,200' unpaved runway.
In a 1996 report by the New Jersey General Aviation Study Commission's Subcommittee on Airport Closings,
reasons were given for the closing of 13 New Jersey general aviation airports.
According to the report, "In the case of North Brunswick Airport,
the end of G.I. Bill training caused the downturn of development off the end of the runway
and contributed to the decision to sell.
North Brunswick Airport was another case where encroachment contributed to an airport's closing.”
North Brunswick Airport was evidently closed at some point between 1965-69,
as it was no longer depicted at all on the 1969 USGS topo map.
A 1970 aerial photo showed that 2 large industrial buildings had been built over the eastern portion of the site,
and housing developments covered the western portion.
In the 1995 USGS aerial photo, a 1,700' section of road running northwest/southeast appeared to be a section of a former paved runway,
complete with a distinctive turn-around pad at the northwest end.
But a comparison with the 1970 aerial view shows that although this road was built directly over the old runway,
what appears to be a turn-around pad was in fact built after the closure of the airport.
The site of North Brunswick Airport is located at 1200 Airport Road, appropriately enough.
Thanks to Neal Dillman for pointing out this airfield.
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40.61 North / 74.31 West (West of New York, NY)
Westfield Airport, as depicted on the 1930 Rand-McNally Air Trails Map (courtesy of Chris Kennedy).
According to a talk given by former Mayor Garland Boothe at a meeting of the Westfield Historical Society,
E.R. Crow, the owner of the former Westfield Ford agency on North Avenue,
helped select the site for the airport during the summer of 1928.
He served as the Westfield Airport Corporation’s 1st president while Alan Bruce Conlin served as the airport’s lawyer.
Westfield debuted its airport on October 21, 1928
(although some newspaper clippings indicate the airport opened on March 31, 1929).
The airport was located on what was previously farmland.
The earliest depiction of the Westfield Airport which has been located
was on the 1930 Rand-McNally Air Trails Map (courtesy of Chris Kennedy).
It depicted as Intermediate Field #1 along the NY-B Airway (New York to Baltimore?).
The field's operator was listed as the Atlantic Air Service,
and it was described as having 3 runways,
with the longest being the 2,500' northeast/southwest strip.
A third anniversary dinner was held for the airport in 1931 at the Echo Lake Country Club,
attended by State Senator Arthur Pierson.
Garland Boothe explained that the airport was fairly large,
with 3 runways, the longest of which was 2,700' (and eventually located parallel to the Garden State Parkway).
The facility also had 2 hangars located across the Clark Township & Union County line in Woodbridge.
"The airport was typical of the day, grass strips, biplanes & loud authoritative piston engines", according to Garland Boothe.
There was no air traffic control at the airport.
The main runway was located behind Madison Hill Road in Clark.
Garland Boothe explained that the 1st pilot to land a plane at the airport was the late Cap Smith, a Westfield realtor.
Smith landed periodically at the Westfield Airport.
A circa early 1930s aerial view depicted Westfield Airport as having 3 unpaved runways,
with a hangar on the southwest corner of the field.
A circular airport marking was visible near the runway intersection.
According to Garland Boothe, Cap Smith landed at the Westfield Airport in May of 1938
to pick up some letters as part of a celebration to mark the 20th anniversary of air mail.
Bob Buck, formerly of Trinity Place & who used to fly a glider at the airport with a friend,
set an altitude record out of Westfield Airport of over 15,000 feet while using oxygen.
This flight almost became a tragic one, however, when the pilot could not find his way down through storm clouds.
Buck finally found a hole in the clouds over Summit & returned home with a realization that flying that day,
which had been against the advice of others at the airport, had not been such a good idea.
Westfield Airport hosted parachute jumps (one of which resulted in a fatality),
air races & aerobatics as well as rides.
A big air meet was held in June of 1931, co-sponsored by the Westfield real estate board,
which included warbirds & planes from World War I.
The Airport Directory Company's 1933 Airport Directory (courtesy of Chris Kennedy)
described Westfield as having 3 runways, with the longest being 1,800'.
A hangar was said to have "Westfield" painted on the roof.
The 1935 Regional Aeronautical Chart depicted Westfield as a commercial airport.
An aerial view looking east at Westfield Airport
from the Airport Directory Company's 1937 Airport Directory (courtesy of Bob Rambo).
The directory described Westfield as having 3 sod runways,
with the longest being the 2,600' northeast/southwest strip.
A single hangar on the southwest side of the field was said to have "Westfield" painted on the roof.
A 1940 aerial view depicted the hangar at the southern end of the field,
but there were no aircraft visible outside.
The 1945 NY Sectional Chart depicted Westfield as a commercial airport.
A 1947 aerial view depicted a total of 23 light aircraft parked at Westfield Airport.
Carl Frank recalled, “The hangar & operations 'shack' were in Colonia (Woodbridge).
I only recall 2 runways. The runways were in Clark.
The east/west runway was clipped to permit the Parkway roadway to cleave its was through New Jersey. That was in 1947-48.
The dividing line between Middlesex County & Union County was at the south edge of the east/west runway.
This runway was then to be called the 'Short Runway'.
The airport was forever noted as the Westfield Airport. Truly it should be called Westfield's Airport.”
The 1950 NY Sectional Chart (courtesy of Mike Keefe) depicted Westfield as having a 2,600' unpaved runway.
George Manser recalled, “In July 1952, I was a passenger in an aircraft that crashed on the farm across from the airport.
I recovered from my injuries & took an aircraft solo up on my 16th birthday, November 13, 1953.”
A 1955 aerial view looking north at Westfield Airport (by Carl Frank, courtesy of George Manser)
showed the field to have 2 grass runways, oriented east/west & northeast/southwest.
Note the Garden State Parkway bordering the field to the east,
and the numerous houses which had started to surround the field (and would be the ultimate cause of its demise).
A 1955 aerial view looking northeast at Westfield Airport (by Carl Frank, courtesy of George Manser).
A single dark hangar was located at the southwest corner of the field, along with an office building which had “Westfield” painted on the roof.
Another Quonset-hut type building is visible at the right side of the photo.
A total of over 30 light aircraft were visible parked at the field.
George Manser recalled, “My last flights at Westfield Airport
were during my leave time from the Air Force in the Summer of 1955.
There were many pilots that learned to fly at this airport who went on to bigger & better things in aviation.
Many careers started at Westfield Airport, covering the entire gamut of aviation.”
The last depiction of the Westfield Airport which has been located
was on a 1955 NY State Department of Commerce map of airports.
The Westfield Airport closed in 1956 to make room for a housing development.
A 1957 aerial view showed that houses had covered the southern portion of the former airport,
but the northern portion of the primary runway was still clear.
As seen in the 1994 USGS aerial photo, not a trace appears to remain of the former Westfield Airport.
The site of Westfield Airport is located northwest of the intersection of the Garden State Parkway & Lake Avenue.
The site of the east/west runway is now Dorset Drive,
and the site of the northeast/southwest runway is now Jupiter Street.
Thanks to Kris Fink (whose grandfather worked at Westfield Airport) for pointing out this airfield.
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40.43 North / 74.08 West (South of New York, NY)
A 1957 aerial view depicted the Belford Airfield
as having a single paved north/south runway,
with the crosswind runway apparently under construction.
This airfield originally belonged to the J. Howard Smith Fish Factory in Port Monmouth across the Belford Creek
(according to Belford resident Harry Nolan, via John Gorto).
The J. Howard Smith Fish company had a plant there for processing Menhaden,
and they used aircraft to spot schools of fish for the boats.
The Belford Airfield was evidently established at some point between 1947-57,
as a 1947 aerial photo showed an empty field with no sign of aviation facilities.
The earliest depiction which has been located of the Belford Airfield was a 1957 aerial view.
It depicted Belford as having a single paved north/south runway,
with the crosswind runway apparently under construction.
A hangar sat southwest of the runway intersection.
A 1963 aerial view showed that construction had been completed on the paved crosswind runway.
No airfield at this site could be located in either the 1962 or 1982 AOPA Airport Directories.
The airfield wasn't depicted at all on Sectional Charts from 1958, 1965, or 1975,
the 1979 NY TCA chart (courtesy of Bill Suffa), or the 1969 USGS topo map.
The last photo which has been located showing the Belford runways clear was a 1970 aerial view.
According to Tom Beamer, “The building was a hangar, I remember it active/open in the 1970s."
The airfield was depicted on the 1981 USGS topo map, labeled simply as"Private Airstrip".
It depicted the field as having two 1,700' runways, oriented north/south & northwest/southeast.
The airfield was still depicted on the 1986 USGS topo map.
The Belford Airfield was evidently closed at some point before 1995,
as the 1995 USGS aerial view showed piles of mulch on portions of both runways.
According to Gus Fraser, "Students at Linden use it [the Belford Airfield] to practice off-field landings (down to 500ft)."
A circa 2001 aerial photo showed that the remains of both paved runways still existed,
along with a single hangar, southwest of the runway intersection.
Tom Beamer reported in 2003, "Belford is now a municipal mulching operation.”
A 2003 aerial view by Rich Galiano, looking northeast at the Belford Airport.
William Angus reported in 2005, “Belford Airfield is owned by Monmouth County
and leased to the Middletown Department of Public Works for $1/year (or some such minimal figure).
Officials were gracious enough to allow me to visit the site & document the operations.
Part of the property is a landfill (now closed).
The metal hangar remains but looks like hell.
I spoke with one employee who showed me the interior
and pointed out pipes that led to bathroom facilities for a small apartment for pilots.
I commented the holes in the walls looked like bullet holes,
to which he responded 'There certainly are bullet holes! I know because I put them there as a kid!'
Apparently many of the pilots & their families were hunters.”
A January 2006 photo by Rich Galiano, “Looking roughly south down the main runway
at the huge piles of leaf compost that give the site a very distinctive pungent odor.
Both runways were clear, with the compost off to the sides, and the asphalt mostly intact.
There are no traces of numbers or X's.”
A January 2006 photo by Rich Galiano of “the hangar, full of earth-moving equipment.
I was very surprised to see a wind sock still up on the roof after all the years & hurricanes.
What are those things made of?”
The Belford Airfield is located at the eastern terminus of Centre Avenue, just east of the town of Belford.
Thanks to Gus Fraser for pointing out this airfield.
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Aeromarine Factory Airfield, Keyport, NJ
40.44 North / 74.19 West (Southwest of New York, NY)
The Aeromarine airfield & seaplane base,
as depicted on the 1930 "Rand McNally Standard Map of NJ With Air Trails" (courtesy of Chris Kennedy).
New York businessman Inglis Uppercu founded the Aeromarine Plane & Motor Company in New Jersey in 1914.
Initially the Boland Aeroplane Company, Uppercu renamed the firm Aeromarine
when Boland died in a crash & his widow sold Uppercu control.
The facilities of the Aeromarine Plane & Motor Company were constructed in 1917 on the east side of Keyport.
The site eventually consisted of several large factory buildings.
An unpaved runway ran in between the factory buildings & the coast, oriented northeast/southwest.
Very quickly the company began developing useful purposes for its Aeromarine Model 40 Flying Boat.
Focusing on mail delivery, these aviation innovators successfully delivered mail to a ship at sea in 1919.
Aeromarine manufactured landplanes, flying boats, engines, and propellers.
Aeromarine employed 900 employees at peak of the First World War.
They produced 200 39-A/39-B aircraft for the USN beginning in 1917,
converted Curtiss /Navy F-5lL & HS-2L flying boats into airliners,
built 25 Martin MB-2s as NBS-1s in 1921-22,
designed & built a number of other landplane & flying boats models in small quantities,
and in 1923 built the 1st all-metal flying boat in the US.
Aeromarine's Inglis Uppercu was also credited with invention of the inertial starter.
Aeromarine Airways Inc, began operations in 1919 between NYC & Atlantic City.
They also operated between Key West & Cuba, NYC & Havana, and Cleveland & Detroit, all in Curtiss Flying boats.
Aeromarine Airways ceased operations in 1923.
The Aeromarine-Klemm Corporation operated from 1928-32,
license building the German Klemm.
The Upper-Burnelli Aircraft Corporation operated from 1929-34.
Uppercu was Vincent Burnelli’s backer in his development of lifting body aircraft,
that culminated in the Burnelli CBY-3 Loadmaster built in Canada.
The 1930 "Rand McNally Standard Map of New Jersey With Air Trails" (courtesy of Chris Kennedy)
described the Aeromarine Airport as being operated by the Aeromarine Klemm Corporation.
The field was described as having a single 1,000' northeast/southwest runway.
An undated aerial photo of the Aeromarine Uppercu-Burnelli factory (courtesy of Tom Beamer).
An undated view of F-5L converted by Aeromarine (courtesy of Tom Beamer).
A 1935 photo of an Aeromarine ALK-26A floatplane (courtesy of Tom Beamer).
A circa early 1930s aerial view depicted the Aeromarine factory buildings,
along with the single unpaved runway along the coastline.
The 1934 Department of Commerce Airport Directory (according to Chris Kennedy)
described Aeromarine Field as having 2 sod runways oriented in an "L" shape,
with the longest being an 1,800' northeast/southwest strip.
The exact date of the end of operations at the Aeromarine Keyport site is unknown,
but Tom Beamer said, "I've seen 1937 listed as the end of operations."
However, the Aeromarine airfield was still listed among active airfields
in the Airport Directory Company's 1938 Airport Directory (according to Chris Kennedy).
Aeromarine was still depicted as an active commercial airfield
on the August 1938 NY Sectional Chart (courtesy of Chris Kennedy).
The Aeromarine airfield was evidently closed at some point between 1938-43,
as no airfield or seaplane facility was depicted at the location of Aeromarine
on the 1943 NY Sectional Chart (according to Chris Kennedy).
According to Robert Giannetti (President of Infern-O-Therm Corporation),
the former main Aeromarine factory building has been the location of the Infern-O-Therm Corporation since 1966.
Today the Aeromarine site is known as Keyport Aeromarine Industrial Park.
The Keyport Yacht Club had plans in 1997 for a modest portion of one building
to be dedicated as a museum to the Aeromarine Plane & Motor Company.
As seen in the circa 2000 aerial photo,
the former Aeromarine factory buildings are still standing.
Tom Beamer reported in 2003, "The site is still intact but terribly rundown.
The buildings were in use by a variety of concerns when I visited a few years ago.
Erosion along the waterfront has reclaimed a portion of the runway."
A 2003 aerial view by Rich Galiano, looking northeast at the former Aeromarine factory buildings.
A 2003 photo by Rich Galiano of the wrought iron gate to the "Aeromarine Industrial Park".
"The wrought-iron gate looks nice, but is obviously of modern construction.
Normally it is left open; I closed it for the photo."
A 2003 photo by Rich Galiano.
"The big hangar is little more than a skeleton. It is used to store construction equipment."
A 2003 photo by Rich Galiano, "Looking inside the hangar, past one of the door rollers."
A 2003 photo by Rich Galiano, "Looking up through the rotted wooden roof."
A 2003 photo by Rich Galiano.
"The main factory building, opposite the hangar, with traces of full-width door rollers evident."
A 2005 photo by William Angus of the exterior of the former Aeromarine factory building.
He reported, “Aeromarine Airfield is in worse shape then was depicted in the 2003 photos.
According to the local business that is run there, the hangar is slated for tear-down within the next few weeks.
The entire facility is slated for demolition by year's end.
Local opposition seems to have been unable to stop the planned demolition & building of McMansions.”
A 2005 photo by William Angus of the interior of the former Aeromarine factory building.
However, Robert Giannetti (President of Infern-O-Therm Corporation) reported in 2007,
“Infern-O-Therm Corporation is a manufacturer of industrial heating equipment for the asphalt & concrete producing industry.
We have been in the main factory building at Aeromarine since 1966.
The Areomarine complex is not slated to be torn down
and is to remain as an industrial complex for years to come.
Most building have new roofs & windows.
The old hangar in the back of the complex is having work done to it as I write this, restoring it to as new condition.
There are over 10 business operating from the complex with approximately 100 employees.”
The Aeromarine Factory site is located at the end of Locust Street, northeast of Walnut Street.
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Ramapo Valley Airport (1st location), Mahwah, NJ
41.1 North / 74.16 West (Northwest of New York, NY)
New Jersey's Ramapo Valley Airport, as depicted on the 1949 NY Sectional Chart (courtesy of Chris Kennedy).
According to Dick Greene, "Ramapo Valley Airport was owned & built by my late father-in-law, Fred L. Wehran."
Wehran had previously owned & developed the Teterboro Air Terminal, from 1939-48.
Ramapo Valley Airport was apparently established at some point between 1945-49,
as it was not depicted on the 1945 USGS topo map.
The earliest depiction of the Ramapo Valley Airport in NJ which has been located
was on the 1949 NY Sectional Chart (courtesy of Chris Kennedy).
It depicted Ramapo Valley as a commercial airport with an 1,800' unpaved runway,
located adjacent to the northwest side of Mahwah, NJ.
Bill Lanning recalled of Ramapo Valley Airport, "I grew up in the area & can remember it well.
State Highway 17 is in it's approximate same position as it is now.
There was a road that made its way between what is now a propane gas business & a service station.
The grass strip was on one side of the road & the Hovenkamp Golf Course was on the other."
The earliest photo of the Ramapo Valley Airport in NJ which has been located was a 1953 aerial view.
It depicted Ramapo Valley as having a single unpaved northeast/southwest runway,
with a total of 10 light aircraft visible parked on the west side of the field.
Ramapo Valley Airport was still depicted as an active airfield in its NJ location
on the 1953 Flight Chart (courtesy of Scott O'Donnell).
Nearby resident Bill Lanning recalled that the airport "ceased to exist when the Ford Motor Company purchased the land
and converted it into what was the largest auto making plant under one roof."
The exact date of closure of Ramapo Valley Airport in NJ is unknown,
but it was apparently closed at some point between 1953-55,
as the 1955 USGS topo map depicted the automobile factory at the location of the former airport.
This was a huge Ford Motor Company Mahwah assembly plant,
which at the time of it's completion was the largest motor vehicle assembly plant in the United States.
It produced the Edsel, Ford Galaxie, Ford LTD, Ford Granada, Ford Fairmont, Mercury Monarch, Mercury Zephyr, and Lincoln Versailles.
At some point between 1955-57, another airport named Ramapo Valley Airport
was established just a few miles to the east in Spring Valley, NY.
However, the Ramapo Valley Airport in NY had no relation to the Ramapo Valley Airport in NJ - other than using the same name.
The Ford factory built on the site of the airport was closed in 1980.
Bill Lanning recalled that after the Ford factory was closed,
“The property was vacant for a year or two & a 27 story office/Sheraton hotel was built in its place."
The above circa 2001 aerial photo of the site depicted the Sheraton hotel tower,
and not a trace appeared to remain of the former airport.
The site of the former Ramapo Valley Airport is located east of the intersection of Route 287 & Route 17.
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Towaco Airport / Montville Airport, Towaco, NJ
40.93 North / 74.34 West (Northeast of Morristown Municipal Airport, NJ)
A 1957 aerial view depicted the Towaco Airport as having a single grass northeast/southwest runway.
The date of construction of this general aviation airport is unknown.
The earliest depiction which has been located of the Towaco Airport was a 1957 aerial view.
It depicted Towaco as having a single grass northeast/southwest runway.
A small barn was located on the southeast side of the runway,
but no aircraft were visible on the field.
Towaco was not yet depicted at all on the 1958 NY Sectional Chart (courtesy of Norman Freed).
The earliest aeronautical chart depiction of the Towaco Airport which has been located
was on the 1960 NY Sectional Chart (courtesy of Mike Keefe).
It described Towaco as having a single 2,100' turf runway.
Forrest Smith recalled, “I remember only 2 or 3 planes there when I was growing up... one being a Stinson.”
The 1962 AOPA Airport Directory described Towaco as having a single 2,700' sod runway.
A 1963 aerial view depicted 3 single-engine aircraft next to the barn on the southeast side of Towaco Airport's runway.
The 1965 NY Sectional Chart (courtesy of John Voss)
described Towaco Airport as having a single 3,000' turf runway.
A closeup from a 1966 aerial view, showing 3 single-engine aircraft next to the barn on the southeast side of Towaco Airport's runway.
The 1969 NY Sectional Chart (according to Chris Kennedy) described Towaco as having a single 2,600' turf runway.
In a 1970 aerial view, the Towaco Airport was still intact, but there were no aircraft visible on the field.
The airfield was apparently renamed within the next few years,
as it was labeled "Montville" on the 1975 NY Local Aeronautical Chart (courtesy of Mike Keefe).
Montville Airport was apparently closed (for reasons unknown) at some point between 1975-79,
as it was no longer depicted at all (not even as an abandoned airfield)
on the 1979 NY TCA chart (courtesy of Bill Suffa).
It was still labeled "Montville Airpark" on the 1981 USGS topo map,
and "Mountville Airpark" on the 1986 USGS topo map,
but it the airport was evidently already closed by that point.
A 1987 aerial view showed that a building had been built over the southwestern portion of the runway at some point between 1970-87.
As seen in the 1995 USGS aerial photo, the site of the former airport is covered by Dan Como's construction contracting site.
The airfield remains consists of a 2,000' grass runway & a shorter crosswind grass runway.
Aaron Gould reported in 2003 that "the Towaco Airport, if my bearings are correct, is still visible as an open field.
It is on private property however & is relatively unremarkable.
There are no artifacts of any sort that I could spot."
Forrest Smith visited the Towaco Airport site in 2005.
He reported, “They used to have a wind sock at the top of the old barn there, but it is gone.
The barn is still there though.”
The Towaco Airport is located on the east side of Route 202 (Jacksonville Rd).
It is located only 1.5 miles southwest of the present-day Lincoln Park Airport.
Thanks to Aaron Gould for pointing out this airfield.
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Murchio Airport, Patterson, NJ
40.96 North / 74.24 West (West of New York, NY)
"Passaic County Airport", as depicted on the 1930 Rand McNally "Map of NJ with Air Trails" (courtesy of Chris Kennedy).
Ken Hopkins recalled, "There was another airport on the Paterson-Hamburg Turnpike,
along Church Lane in Wayne.
I remember driving by that as a kid with my Dad on the way to my Grandmothers in Paterson."
The date of construction of Murchio Airport has not been determined.
The earliest depiction of the field which has been located
was on the 1930 Rand McNally "Map of NJ with Air Trails" (courtesy of Chris Kennedy).
It described the "Passaic County Airport (Murchio Field)" as being operated by the County,
and described it as consisting of a rectangular field, measuring 5,000' north/south by 1,320' east/west.
A circa early 1930s aerial view depicted Murchio Airport as consisting of an open grass field,
oriented northwest/southeast, with a few small buildings along the north side of the field.
The 1934 U.S. Navy Aviation Chart (courtesy of Chris Kennedy) depicted Murchio Field as a commercial airport.
Murchio Airport was depicted as an auxiliary airfield on the 1935 Regional Aeronautical Chart.
The Airport Directory Company's 1937 Airport Directory (courtesy of Bob Rambo)
described Murchio as a commercial airport,
consisting of a 2,600' x 1,000' rectangular sod field.
A hangar was said to have "Patterson" painted on the roof.
According to the book "Wayne Township" by Cathy Tobin, crowds gathered on Sundays at Murchio’s Airport in the 1930s
to watch Bill Rhode (known as the "Smiling Daredevil") jump out of airplanes & parachute to the ground.
In 1938, Rhode jumped with 5 parachutes & set a record that he still holds.
Stan Varner recalled, "I often flew night-time 'Civil Air Patrols' 1943-44 out of Murchio's flying a 'Cub Coupe'.
It was not much of an airport then - no lights.
There was a little church located just off the southeast corner of the airport.
I remember Mr. Murchio as being older & handicapped. His daughter often helped out.
I remember they had an instructor named Bill Winterbottom.
There was also a Paterson policeman named Fred Petersen who often moonlighted there as an instructor.
There were 4 or 5 other Wright Aero engineers who rented Murchio's planes in 1943-45 to get in some flying time."
The April 1944 US Army/Navy Directory of Airfields (courtesy of Ken Mercer)
described Murchio Airport as having a 3,200' unpaved runway,
but the remarks said "Restricted to CAP [Civil Air Patrol]."
The most detailed depiction of Murchio Airport which has been located was on the 1944 USGS topo map.
It depicted the field as roughly rectangular in shape,
with the longest dimension running north-northwest/south-southeast, parallel to Church Road.
A single building (a hangar?) was depicted along the north side of the field.
A photo of 2 Piper Cubs in front of the hangars at Murchio Airport, from a January 1946 magazine article (courtesy of Dan MacPherson).
The field was described as consisting of 92 acres,
with 3 metal hangars & a combination flight office & restaurant.
An aerial view of the hangars at Murchio Airport from a January 1946 magazine article (courtesy of Dan MacPherson).
The 1950 NY Sectional Chart (courtesy of Mike Keefe) depicted Murchio Airport as having a 2,800' unpaved runway.
Alan Fischer recalled, “My father Albert Fischer was a B-24 pilot in WWII.
After coming home he was tired of flying. He got a job driving a truck for the Little Falls Laundry.
However he began instructing at Murchio's to earn some extra money as well as taking out some of the pay in flight time.
I was no more than 5 years old - 1951 when he would take me flying.
I would sit in the front of a Piper cub - so very proud & watch as Pop spun the prop.
He also took our family up in a Stinson.
He would let me 'fly' which got my mother & sister in the back seat feeling queezy to say the least.
I do recall a row of trees as well as the Church steeple at the airfield.
No one ever took a picture of us there probably because my parents couldn't afford a camera.”
Janet Nottingham recalled, “I went to school directly across the street
(known as The Paterson-Hamburg Turnpike) from the airport.
There was a plane that crashed after takeoff.
It went down just after passing over the school & killed the pilot & passenger. This was in the early 1950s.
The airport closed shortly thereafter & became a housing development.
I remember the building across the street from the school with the airplane on it as being a restaurant.”
The last photo which has been located showing the Murchio Airport was a 1953 aerial view.
The field was evidently well-utilized right up to the end,
as a total of 25 aircraft were visible parked around the periphery of the northwest end of the field.
Murchio Airport was evidently closed at some point between 1953-58,
as it was no longer depicted at all on the 1958 NY Sectional Chart.
In a 1996 report by the New Jersey General Aviation Study Commission's Subcommittee on Airport Closings,
reasons were given for the closing of 13 New Jersey general aviation airports.
According to the report, "Murchio Airport closed when the owner/operator died & his survivors had no interest in the airport."
A 1966 aerial view showed that the property had been covered by housing & a shopping center,
with not a trace remaining of the former Murchio Airport.
The 1995 USGS aerial photo of the site of Murchio Airport shows that it has been covered by housing & a shopping center,
and not a trace appeared to remain of the airport.
Ken Hopkins reported in 2004 of the former Murchio Airport,
"It is now the site of a Mobile gas station & the T-Bowl shopping center,
and of course, houses along Church Lane.
On the other side of Church Lane on the Hamburg Turnpike,
there was a building that had an airplane on it's roof.
That building is now a bank."
The site of Murchio Airport is located southwest of the intersection of Church Lane & Hamburg Turnpike.
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Totowa-Wayne Airport, Paterson, NJ
40.92 North / 74.25 West (West of New York, NY)
Totowa-Wayne Airport, as depicted on the 1950 NY Sectional Chart (courtesy of Mike Keefe).
This general aviation airport was evidently constructed at some point between 1949-50,
as it was not depicted on the 1949 NY Sectional Chart (according to Chris Kennedy).
The earliest reference to Totowa-Wayne Airport which has been located
was on the 1950 NY Sectional Chart (courtesy of Mike Keefe),
which described the field as having a 2,600' unpaved runway.
The earliest photo that has been located of Totowa-Wayne Airport was a 1953 aerial view.
It depicted the field as having a single unpaved east/west runway,
with a single hangar on the northeast side,
around which were parked 9 light aircraft.
Totowa-Wayne was depicted as a commercial airport on the 1958 NY Sectional Chart (courtesy of Norman Freed),
with a singe 2,850' hard-surfaced runway.
John De Nicola recalled, "Although I started flying at Teterboro,
I moved to Totowa-Wayne on advice of Pete Kenny because Teterboro was already getting crowded.
Pete Kenny was the aircraft mechanic who maintained Arthur Godfrey's planes.
Pete himself was a colorful character but that's another story.
The 1st entry in my log book for Totowa-Wayne was dated 10/19/56."
"You mention the length of the runway as 2,850'.
That's correct because I remember my instructor mentioning that to me.
About one third of the runway at each end was hard surfaced.
The center third was more like a gravel road. Hard, but a lot of loose gravel."
"The owners & operators of Totowa-Wayne Airport were Jacob Brain & Jacob Brain, cousins.
One was generally known as Jack Brain.
The other was generally known as Jake Brain.
Jack was the flight instructor, although they had other instructors,
and did all the flying part of the business.
His cousin, Jake, was more concerned with running the office & the repair shop.
As a side note, Jack was an FAA flight examiner & gave me my flight test when I finally got my private ticket."
Totowa-Wayne was also "locally known as Brain Field" (according to Dick Greene).
The 1960 Jeppesen Airway Manual (courtesy of Chris Kennedy)
depicted Totowa-Wayne as having a single 2,850' paved Runway 11/29,
with a ramp on the northeast side with a single hangar,
and another ramp on the southwest end of the runway.
Totowa-Wayne Airport, as depicted on the 1961 NY Local Aeronautical Chart (courtesy of Mike Keefe).
A December 1961 photo of Totowa-Wayne Airport by Wayne Hansen,
looking west from the hangar along the taxiway north of the runway.
Wayne Hansen recalled, “Growing up in Montclair, NJ,
I took my 1st flight instruction in June 1961 at Totowa-Wayne about 10 days after high school graduation.
I soloed the end of the summer in the early straight-tail Cessna 150s they used for training.
I remember Jack Brain & his wife who ran the airport, and the 2 or 3 instructors I had,
and have log book entries for all of them.”
A December 1961 photo by Wayne Hansen looking northeast at Totowa Wayne Airport,
of a lineman fueling N5739E, a 1959 Cessna 150 'Straight Tail', s/n 17239.
Wayne remarked that this was “one of 4 early Cessna 150's that the airport had for flight training & rental.”
A December 1961 photo by Wayne Hansen of David Hansen in front of a T-28 Trojan at Totowa-Wayne Airport.
The 1962 AOPA Airport Directory described Totowa-Wayne Airport as having a single 3,000' asphalt Runway 9/27,
and listed the operator as Jack Brain.
The Aerodromes table on the 1965 NY Sectional Chart (courtesy of John Voss)
described Totowa-Wayne as having a single 2,850' asphalt runway.
Totowa Wayne Airport, as depicted on a 1965 NJ road map (courtesy of Wayne Hansen).
A closeup from a 1966 aerial view showed how well-utilized Totowa Wayne Airport was right up until the end,
with a total of over 32 aircraft visible parked outside.
Note the hangar with “Totowa Wayne” painted on the roof.
An aerial photo looking west at Totowa Wayne Airport, from an advertisement on a street map (circa late 1960s?), courtesy of Mark Mastroieni.
It depicted the field as having a paved runway, a paved taxiway & ramp,
and a single arched-roof hangar with attached office.
The operator was listed as Brain Flights Inc.
John De Nicola recalled, "Totowa-Wayne was partly in Totowa & partly in Wayne, hence the name Totowa-Wayne.
It was never quite clear to me where the line was that put the airport in the 2 townships.
However, from the conversations back then,
I surmised that the creek that cut across the middle of the runway was the boundary between the 2 towns.
In the picture [above] you will note the suggestions of a smudged line
cutting across the runway about halfway down at the 1st bend in the taxiway.
That was the creek.
On occasion when we got an unusually heavy rain
the creek overflowed leaving the area near the creek underwater.
That's the runway the taxiway & the tie-down area
(which is behind the words "BRAIN" & "Riverview" in the picture).
Heavy steel structures shaped like an inverted U were used to span the creek,
both the runway & taxiway.
This may explain the reason the middle of the runway was more like a dirt road.
It was easier to grade the runway so that when you rolled from the ground to the 'bridge' section
and then back to the hard ground there would be no bumps.
Every once in awhile they graded it to keep it fairly smooth."
Thomas Ploch recalled, "Totowa-Wayne Airport was on Riverview Drive near the Totowa Wayne border.
The threshold was very close to the road.”
Totowa-Wayne was still depicted as an active airport on the 1967 NY Local Aeronautical Chart (courtesy of Mike Keefe),
and described as having a single 2,850' asphalt runway.
John De Nicola recalled, ""Totowa-Wayne Airport closed sometime in 1967.
I was still living in New Jersey when they started to sell off the assets of the airport
and remember going there one day to see the dismemberment of an airport."
In a 1996 report by the New Jersey General Aviation Study Commission's Subcommittee on Airport Closings,
reasons were given for the closing of 13 New Jersey general aviation airports.
According to the report, "Totowa-Wayne Airport,
which was one of the best & most profitable airport operations in the State,
was forced to close after the township doubled the taxes in 2 consecutive years.
The most often recommended suggestion for tax relief,
eliminated taxes on public use portions of an airport such as runways & taxiways,
even if feasible, would not solve the problem.
Communities could still raise the rate on the taxable portion of the airport to drive the operator out of business,
as was done, for example, at Totowa-Wayne, a successful operation."
John De Nicola observed, "The issue of real estate taxes as the reason for closing is accurate.
Over the years we had numerous occasions to talk to Jack about many things.
I distinctly remember Jack telling us about the problems he was having with the local politicians
on more than one occasion & the tax issue.
But of course what really struck fear in my heart
was when he said that if they raise the taxes again he will have to close the airport."
Thomas Bowdler recalled, "I don't remember the exact year it was torn up but an industrial park was built on the site,
the main road of which paralleled the runway, perpendicular to Riverview Drive."
Totowa-Wayne was no longer depicted at all on the 1969 NY Sectional Chart (according to Chris Kennedy).
A 1970 aerial view showed that a large industrial building had been constructed over the eastern portion of the runway,
but the western half remained clear.
The smaller hangar had been removed at some point between 1966-70,
but the larger hangar remained standing.
A 1979 aerial view showed that all traces of the former airport had been removed at some point between 1970-79,
with several large industrial buildings having been built over the remainder of the former airport,
covering the western portion of the runway & the site of the main hangar.
A circa 2001 aerial photo of the site of the Totowa-Wayne Airport.
The area has been redeveloped as an industrial park,
and not a trace appears to remain of the former airport.
According to Thomas Ploch,”Today Thomas's Muffins & Roche have buildings on the site."
Totowa-Wayne Airport was located near the intersection of Riverview Drive & Edison Drive.
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East Hanover Airport / Hanover Airport (N58), Hanover, NJ
40.84 North / 74.35 West (Northeast of Morristown Municipal Airport, NJ)
East Hanover Airport, as depicted on the 1950 NY Sectional Chart (courtesy of Mike Keefe).
A “Hanover Airport” was depicted on the 1930 "Rand McNally Standard Map of NJ With Air Trails" (courtesy of Chris Kennedy),
but this field was apparently in a different location than the later-day East Hanover Airport,
as a circa early 1930s aerial photo did not depict any airfield at the location that would eventually be the East Hanover Airport.
An article in the Daily Record reported that Gertrude Tannenbaum's father
had started the airport on his farm sometime between 1944-49.
The earliest depiction which has been located of East Hanover Airport
was on the 1949 NY Sectional Chart (according to Chris Kennedy).
It depicted East Hanover Airport as having a 2,000' unpaved runway.
The 1950 NY Sectional Chart (courtesy of Mike Keefe)
depicted East Hanover Airport as having a 2,000' unpaved runway.
The earliest photo which has been located of Hanover Airport was a 1957 aerial view.
It depicted the field as having a single unpaved northeast/southwest runway.
A hangar & other small buildings sat at the east end of the field,
around which were visible 27 light aircraft.
Hanover Airport was depicted on the 1958 NY Sectional Chart (courtesy of Norman Freed)
as having a single 2,500' turf & bare runway.
The runway at Hanover had been paved at some point between 1958-61,
as the 1961 NY Local Aeronautical Chart (courtesy of Mike Keefe)
described the field as having a single 2,000' asphalt runway.
Ronald McCormack recalled, “I made my 1st solo flight from Hanover in a Piper Supercub in 1961.
My instructor was Claud Brown.
He was a former crop duster & he had a terribly deformed leg sustained in a crop dusting accident.”
The 1962 AOPA Airport Directory described Hanover as having a single 2,000' paved runway,
and listed the operator as Thomas Oram.
A 1963 aerial view depicted Hanover's newly paved runway.
Skip Degan recalled, “My 1st flight lesson was June 17, 1964, with Bill Rhode CFI.
I soloed a Luscombe at Hanover on July 28, 1964, 8 hours with Mr. Rhode's sign-off.
I was a member of the Icarus Flying Club.
I think Mr. Rhode had well over 20,000 instructor hours at that time.
Hanover was a real neat place for a kid into aviation.
It had a restaurant that was second-to-none.
It had hundreds of airplane models hanging from the ceiling & a small lunch counter.
Tom Oram's daughter & son-in-law worked at the place.
I remember there being a hangar full of great airplanes, including a Staggerwing, among others.
Down the tie-down line was Ernie White's T-6, which I had the pleasure of riding in on a short hop to Cherry Ridge in PA.”
Thomas Oram owned & operated the Hanover Airport for over 20 years.
He had a life long love for flying & was licensed to operate of both fixed wing aircraft & helicopters.
He received recognition & many awards for his assistance in rescue work,
hunting fugitives from the law & surveying traffic snarls,
including a Gold PBA award for his service when he went up in his helicopter in pursuit of bank robbers.
He brought joy to kids by flying Santa in a helicopter to a number of shopping centers during the holidays
& landing with Batman & Robin at White Meadow Lake.
A 1970 aerial view depicted the main hangar at Hanover, and over 60 light aircraft visible parked on the field.
According to Mac Lewis (who learned to fly at Hanover in 1972),
the locals referred to it as "Hangover International", as it was a very loose operation.
There was a power line fairly close to the southwest runway end.
This led to developing skill at a high approach & slipping to final for landing.
Hanover's main hangar burned down in 1973,
according to an article that appeared in the Newark Star-Ledger in 2000.
An April 1975 photo by Tom Gilbertson of a large number of aircraft in front of the hangar at Hanover.
Note that this picture apparently contradicts the assertion that the hangar had burned down in 1973.
Hanover Airport, as depicted on the 1975 NY Local Aeronautical Chart (courtesy of Mike Keefe).
Erika Eick recalled, "At Hanover, I took lessons with the CAP in a beat up Cessna 150, around the mid seventies."
The last photo that has been located showing East Hanover Airport while it was still open was a 1979 aerial view.
It depicted the remains of Hanover's main hangar (which had burned down several years before).
The airport was still very well-utilized, with a total of 40 light aircraft visible parked outside.
Hanover was still depicted as an active airfield on the 1979 NY TCA chart (courtesy of Bill Suffa).
It was shown as having a single 2,000' paved east/west runway.
In spite of Hanover having such a short runway, Richard Krentz recalled,
"I landed a DC-3 at that place when it was active.
I think we did that around 1975.
Landing the DC-3 at Hanover was a piece of cake,
but, getting out of there was another story.
Luckily the tree line was shallow on the departure end,
however, getting over the power lines a short distance from there was another story.
We were a gutted ship with not too much fuel aboard.
At full power from the stop, rotation was started at about 1,000' or so & a slow climb was initiated.
As we approached the wires we made a shallow turn to parallel the wires
and the rest was history as we climbed out.
Needless to say that noise abatement was an issue for a few days after that."
The 1983 Flight Guide (courtesy of Chris Kennedy)
depicted Hanover as having a single 1,957' paved Runway 9/27,
with a parallel taxiway on the south side
leading to a ramp on the southwest corner of the field with an office & one other building (a hangar?).
This airport's history started to come to an end in 1984.
According to an article by Joe Malinconico in the 10/8/85 issue of The Daily Record,
Anthony Pugliese bought the land in 1984 from Ethel Steppel & Gertrude Tannenbaum.
Pugliese planned to build a 217,000 square foot office complex on the 53-acre site.
However, the land was zoned residential at the time
and a variance would have been required to build an office complex on the site.
Pugliese apparently sent the township a letter stating his intentions
to construct low-income housing on the site if his bid for an office complex was refused.
One of the airport's licenses, issued by the FAA,
had expired at the end of August, 1985,
and the new owner, Pugliese, refused to apply for renewal.
He announced the airport's closure.
According to Udo Ottenfield, who had managed the airport for about 6 years,
all planes at the airport would be removed by Friday, October 11.
Ottenfield claimed that the airport had been losing money to the tune of $10,000-$15,000 / year.
At its closing, the airport was the home of Eagle Flying Services, a flying school,
as well as aircraft salespeople & mechanics.
There were also plane rentals available at the airport.
It was usually home to about 75 small aircraft.
In a 1996 report by the New Jersey General Aviation Study Commission's Subcommittee on Airport Closings,
reasons were given for the closing of 13 New Jersey general aviation airports.
According to the report, Hanover Airport closed because it was rundown, mismanaged,
and not producing enough revenue to carry itself,
and its absentee owners were not interested in owning a facility which provided no return.
Although it had already been closed, Hanover was still depicted as an airfield on the 1986 USGS topo map.
USGS aerial photo 1995.
A 1996 aerial view looking east at the remains of Hanover Airport by Philip Kineyko.
A 2001 photo of the overgrown remains of the runway at Hanover Airport.
Photo is © 2001 by Bill Treloar, used by permission.
The airfield consists of a single 2,000' paved runway, a parallel taxiway,
a small paved ramp, and a Quonset hut style hangar & a few buildings, which still stand.
The runway has become overgrown & has painted "X" closed runway markings,
but also still has "Hanover" painted on its midsection.
In general, none of the airport facilities have been removed.
Part of the airfield property is used by a local industry for parking.
A circa 2001-2005 USGS aerial photo of the airfield, which remained largely intact.
Two circa 2001-2002 photos of the hangar & runway at Hanover (courtesy of Skip Degan).
Aaron Gould reported in 2003 that "the runway is slowly becoming unusable
for anything but the most dire aviation emergencies.
I recently drove out onto the field
and found there to be several potholes which pushed my suspension to the limits.
I'd hate to feel them in a 172 at 40kts."
A web site for a local realtor states,
"There is much interest in (and controversy over) rezoning this piece of real estate."
Aaron Gould reported in 2004, "The area has been determined to be polluted & hence unusable
until someone pays off someone else in the local government.
I observed a survey crew on the runway taking measurements & my heart jumped at the possibilities,
but alas... to no avail."
According to material gathered by Bill Treloar, on March 8, 2004,
the Township Council passed an ordinance changing the zoning
of the 52-acre airport from "residential" to "park".
The township had been in purchasing negotiations with the owners for several years,
and planned to designate the area for "passive recreation"
and to serve as a recharge area for the Whippany River.
Apparently, the township was also considering smoothing out the sharp bend in Ridgedale Avenue
at the corner of the airport.
A $2 million bond was approved in 2003 to buy the airport,
with the help of some Green Acres funding.
Despite that, the township was not in possession of the property in 2004,
and was still in active negotiations with the owner, Richard Ullman.
William Angus reported in 2005, “East Hanover is owned privately but the property is being sold to the town
which will convert it to parkland or green acres, open spaces, something along those lines.
The landing strip is still there as is the hangar which is in very bad shape.
It is unclear if either will remain once it is converted to parkland.”
Mark Krefting reported in 2005, “I just flew over the old Hanover field a couple of months ago
and was amazed how intact, at least from the air, it looked.
The runway was visible, untouched, with the letters 'Hanover' clearly visible from the air.”
Hanover Airport is located adjacent to the south side of Interstate 280, west of Ridgedale Ave.
Thanks to Aaron Gould for pointing out this airfield,
and to James G. for providing further historical background.
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