Abandoned & Little-Known Airfields:
Eastern New York State
© 2002, © 2009 by Paul Freeman. Revised 12/31/09.
Barrett Field / Westchester Airport / Armonk Airport (revised 7/18/06) - Black Pond Airfield (revised 3/24/09) - Croton Airpark (revised 12/31/09)
Wallkill Aux AAF #2 / Galeville Airport / Wallkill Airport / Ulster County Airport / Galeville AAF - Livingston Manor Airport (revised 8/22/07)
Riverside Airport (revised 7/21/05) - Spring Valley Airport / Ramapo Valley Airport (revised 2/23/09)
Troy Airport (added 10/16/03) - Utica Municipal (revised 11/25/03) - Walden Airport (added 10/24/06)
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41.23 North / 73.85 West (North of New York, NY)
Croton Airpark, as depicted on a 1955 NY State Airport Directory.
This general aviation airport was evidently established at some point between 1945-55,
as it was not yet depicted on the 1945 NY Sectional Chart.
The earliest depiction of Croton Airpark which has been located was on the 1955 NY State Airport Directory.
The earliest aeronautical chart depiction which has been located of the Croton Airpark was on the 1958 NY Sectional Chart.
It depicted Croton as having a 1,400' unpaved runway.
The last aeronautical chart depiction which has been located of the Croton Airpark was on the 1965 NY Sectional Chart.
It depicted Croton as having a 1,400' unpaved runway.
A Steptember 1968 photo of John Steiner “flying” a J3 Cub at Croton Airpark.
John Steiner recalled, “In the late 1960s my father used to fly a Piper Cub from a small field near the reservoir in Croton.
I have fond memories of him taking me flying.
I remember being there once when I was very small & it must have still been open (late 1960s) and there had been a crash.
I believe a man was killed when he overshot the runway.”
A circa 1973-74 photo looking west at John Steiner riding a 1970 Benelli Buzzer minibike on the Croton Airpark runway,
with several nearly fallen-down hangars in the background.
John recalled, “It had a single paved runway.
There used to be folks who flew model airplanes on the weekends.
My brother & I used to go there and ride mini-bikes.”
A 1974 aerial photo showed Croton Airpark having a single paved northeast/southwest runway,
with a few small buildings on the north side.
But there were no aircraft visible or any other signs of recent usage.
Berl Brechner reported, “Croton Airfield... was an active airport until mid-1970s or so.
A lot of NY-area folks flew from there.
An airplane departed there & went into the reservoir around that time, and that was the beginning of the end of that field.”
According to Ian Baren, “My best friend John was at the airstrip for a small airshow circa 1970-73,
when a pilot took off to the southwest (towards the New Croton Dam & over the reservoir)
when apparently he lost his engine & ditched in the New York City reservoir.
John told me that this was rookie reporter Geraldo Rivera's big break,
as he was covering the airshow for some local radio or TV station.”
According to John Steiner, “I think it closed in the 1970s.”
Berl Brechner reported, “I went to the runway, asphalt beginning to crack, in the late 1970s,
and on that occasion a lone flier of a powered ultra-light was using the now-closed runway.”
The last depiction of Croton Airpark which has been located was on the 1979 USGS topo map
(although that does not prove it was still open at that point).
It depicted the field as having a single unpaved northeast/southwest runway.
The 1993 USGS aerial picture showed no remaining trace of the former Croton Airpark,
with the runway having been replaced with a residential street, Longview Road.
A July 4, 2007 aerial photo showed no remaining trace of the former Croton Airpark.
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41.53 North / 74.21 West (North of New York, NY)
An undated aerial view looking northwest at Walden Airport,
from The Airport Directory Company's 1933 Airport Directory (courtesy of Chris Kennedy).
This general aviation airport was evidently established at some point between 1929-31,
as it was not yet depicted on the 1929 Rand-McNally Standard Map of NY with Air Trails.
According to an article in the 12/17/03 issue of the Times Herald-Record,
Pilot John Sanford recalled that “the Tillson-Walden Airport” was the de facto center of the regional aviation movement.
Charles Lindbergh & Amelia Earhart both made visits there.
John recalled, "I saw Lindy at the airfield.”
Sanford spent the early part of the 1930s learning to fly there
and his instructor was an Austrian pilot named Egan Pelzeder, a former World War I fighter pilot.
"A great fella... we were like 2 peas in a pod", Sanford said.
"He was my first serious instructor."
That teacher-student relationship endured for more than 18 months before ending with Pelzeder's death.
He died in a plane crash in 1931.
The earliest depiction of Walden Airport which has been located
was in The Airport Directory Company's 1933 Airport Directory (courtesy of Chris Kennedy).
It depicted Walden Airport as having 3 sod runways, with the longest being the 2,960' north/south strip.
The field was said to consist of a total of 96 acres, irregularly-shaped.
A single hangar was depicted just to the northeast of the runway intersection.
The operators were listed as Roy Munroe & Tillson Flying Service.
The field's owner & operator was listed as Earl Tillson.
The earliest aeronautical chart depiction which has been located of the Walden Airport
was on the 1935 10M Regional Aeronautical Chart (courtesy of Chris Kennedy).
It depicted Walden as a commercial/municipal field.
The 1946 USGS topo map depicted Walden Airport as having 2 runways,
with a hangar just east of the runway intersection.
The 1957 USGS topo map depicted the “Newburgh-Walden Landing Field” as having 2 unpaved runways,
with several small buildings just northeast of the runway intersection.
The area surrounding the field was already depicted as a golf course.
The last aeronautical chart depiction which has been located of the Walden Airport
was on the January 1958 NY Sectional Chart (courtesy of Chris Kennedy).
It depicted “Newburgh-Walden” as having a 3,000' unpaved runway.
The Walden Airport was evidently closed (for reasons unknown) at some point between 1958-60,
as it was no longer listed among active airfields in the 1960 Jeppesen Airway Manual (according to Chris Kennedy).
Ken Barnes recalled, “While the airport was 'closed' sometime in the late 1950s
you might be interested to know that for a while in the early 1960s (when my father owned the golf course)
planes still appeared now & then rather unexpectedly!
I remember being quite excited when a plane landed one day (quite unannounced)
just a few yards from the 1st tee.
I don’t know who was more shocked:
the golfers or the pilot (who must have surely wondered where the windsock was)!”
The 1986 USGS topo map continued to depict the 2 runways, labeled simply as “Landing Strips”.
As seen in a 2003 aerial view,
the 2 grass runways of the former Walden Airport remain clear, and the 1930s-vintage hangar remains standing as well.
A closeup from the 2003 aerial view,
showing the 1930s-vintage hangar which remains standing at Walden.
As of 2006, road maps labeled the site of Walden Airport
as the Scott's Corners Golf Course.
The site of Walden Airport is located northwest of the intersection of Route 208 & Route 17K.
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Livingston Manor Airport, Livingston Manor, NY
41.89 North / 74.82 West (North of New York, NY)
Livingston Manor Airport, as depicted on the August 1938 NY Sectional Chart (courtesy of Chris Kennedy).
The Livingston Manor Airport was established by Harry Gordon in 1938,
according to an article in the 8/4/42 issue of the Rockaway Journal (courtesy of Jack Gordon).
The earliest depiction of Livingston Manor Airport which has been located
was on the August 1938 NY Sectional Chart (courtesy of Chris Kennedy).
It depicted Livingston Manor as an auxiliary airfield.
The Airport Directory Company's 1938 Airport Directory (courtesy of Chris Kennedy)
described Livingston Manor as an auxiliary airfield, having a single 1,566' north/south sod runway.
The article in the 8/4/42 issue of the Rockaway Journal (courtesy of Jack Gordon)
described how the Livingston Manor Airport was abandoned by Harry Gordon in 1939
when he decided to open the Rockaway Airport in Queens.
The Livingston Manor Airport may have continued to operate even after Harry Gordon had moved his operations away,
as Livingston Manor was still listed as an active airport in The Airport Directory Company's 1941 Airport Directory (according to Chris Kennedy).
It described Livingston Manor as an auxiliary airfield, having a single 1,566' north/south sod runway.
Harry Gordon relocated his flight school operation back to Livingston Manor,
after the Rockaway Airport was closed to civilian flight operations on August 3, 1942
due to an Army order closing all privately operated airfields
within a radius of 200 miles of the coastline "for the duration" of the war.
Jack Gordon recalled, "We flew all of our aircraft to Livingston Manor Airport, in the Catskill Mountains."
The field at Livingston Manor Airport was described as being 3,500' in length,
according to the article in the 8/4/42 issue of the Rockaway Journal (courtesy of Jack Gordon).
The airport was said to have "a number of cottages in which student pilots will reside while taking the course.
Over 125 have already agreed to continue their studies at Livingston Manor."
No airfield at Livingston Manor was depicted on the 1945 NY Sectional Chart
(perhaps it was just overlooked due to its relatively small size).
The January 1949 NY Sectional Chart (courtesy of Chris Kennedy)
depicted Livingston Manor Airport as having a 2,400' unpaved runway.
The 1952 NY Sectional Chart (courtesy of Mike Keefe)
depicted Livingston Manor as having a 2,600' unpaved runway.
A 1957 photo of Albert 'Put' Gottlieb making the 1st flight of a homebuilt at Livingston Manor Airport (courtesy of Bill Gottlieb).
An undated photo of an Aeronca on skis at Livingston Manor Airport (courtesy of Bill Gottlieb).
A 1962 aerial view looking northwest at Livingston Manor Airport (courtesy of Bill Gottlieb).
The 1962 AOPA Airport Directory described Livingston Manor
as having a single 2,600' sod Runway 14/32.
The field was said to offer fuel, minor repairs, hangars, tiedowns, and charter.
The operator was listed as Livingston Manor Airport Inc.
Bill Gottlieb recalled, “My father, Albert 'Put' Gottlieb & his brother, Manuel 'Manny' Gottlieb
owned & operated the strip during the 1960's & early 1970's.
Put was a flight instructor (he flew P-39s, P-40s & P-51s during WWII) & Manny was an A&P mechanic.
Besides running the airport, they owned & operated several dealerships out of the buildings
including Cessna, Case (tractors), Willy's (Jeeps), and Ski-Doo (snowmobiles).
The Army Guard & Reserve used it frequently during exercises while it was open.”
Livingston Manor was still depicted as a public-use airport on the 1965 NY Sectional Chart.
An undated aerial view looking south at Livingston Manor Airport (courtesy of Bill Gottlieb).
Bill Gottlieb recalled, “They [Put & Manny Gotltlieb] sold the airport in 1970 and moved to Daytona Beach, Florida.
When the new owner passed away shortly afterwards,
Dad & Uncle Manny bought it back from the widow until it could be sold again.”
Livingston Manor was still depicted as a public-use airport in the 1972 Flight Guide (courtesy of Chris Kennedy).
The field was depicted as consisting of a single 2,400' unpaved Runway 15/33,
with 3 buildings along the middle of the northeast side of the runway.
Livingston Manor apparently became a private field at some point between 1972-75,
as that is how it was depicted on the 1975 NY Sectional Chart (courtesy of Mike Keefe).
It was described as having a 2,400' unpaved runway.
The 1982 USGS topo map Livingston Manor Airport
as having a single northwest/southeast runway, with 2 small buildings along the east side of the runway.
The 1982 AOPA Airports USA Directory (courtesy of Ed Drury)
described Livingston Manor Airport as having a single 2,600' turf Runway 15/33.
Livingston Manor Airport may have been closed at some point between 1982-86,
as the 1986 USGS topo map labeled it merely as "Landing Strip" (which typically indicated an airport which was no longer operational).
As seen in the 1993 USGS aerial view,
Livingston Manor Airport appears completely intact, including the single grass runway, and 2 hangars on the east side of the field.
However, there was no sign of any aircraft, or any other indication of recent usage.
A circa 2006 aerial view looking south at the former Livingston Manor Airport,
showing the 2 airport buildings while they both remained standing.
While the grass runway remained intact, unidentified objects were being stored on the runway southeast of the buildings.
A photo of the fire which consumed the main building at the former Livingston Manor Airport on January 27, 2007 (courtesy of Bill Gottlieb).
Renovation work was being done on the 2 buildings recently, among which was the replacement of the roof shingles on the main building.
When a predicted cold front passed through with the accompanying gale winds, workers retired from the roof to take an early lunch break.
During their absence, smoke was observed coming from the building by passing motorists.
By the time firemen arrived at the scene, the flames, stoked by the winds, had already ate through the roof,
and by the time the blaze was under control, the building was completely burned out.
The remaining structure has quickly since been knocked down.
Today the old building, which once housed the original airport offices, repair shops and Jeep dealership of the Gottlieb brothers
is now a pile of smoldering debris.
The site of Livingston Manor Airport is located on the southwest side of Route 178,
southeast of its intersection with Pearl Street.
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Barrett Field / Westchester Airport / Armonk Airport, Armonk, NY
41.12 North / 73.71 West (North of New York, NY)
"Barrett Field", as depicted on the 1929 Rand-McNally "Standard Map of NY with Air Trails" (courtesy of Chris Kennedy).
The original "Westchester" airport was adjacent to the south side of the town of Armonk.
The date of construction of the Armonk Airport has not been determined,
but according to an article in the 12/17/03 issue of the NY News,
Charles Lindbergh flew into the Armonk airport in August of 1928
and greeted hundreds of well-wishers there who found out about his arrival.
It was also reported to have been visited by Amelia Earhart.
The earliest depiction of the field which has been located
was on the 1929 Rand-McNally "Standard Map of NY with Air Trails" (courtesy of Chris Kennedy).
It depicted a "Barrett Field" at this location, operated by Barrett Airways, Inc.,
and being 2,500' x 1,900' in size.
Within the next year, the airport had apparently been renamed "Westchester" Airport,
as that is how it was labeled on the 1930 Rand-McNally "Standard Map of NJ with Air Trails" (courtesy of Chris Kennedy).
"Westchester" was depicted as a municipal or commercial airport on the 1935 Regional Aeronautical Chart.
An aerial view of Armonk "Westchester" Airport,
from the Airport Directory Company's 1937 Airports Directory (courtesy of Bob Rambo).
It described the field as having 2 sod runways in an "L" shape,
with the longest being the 1,800' north/south strip.
The 1944 US Army/Navy Directory of Airfields (courtesy of Ken Mercer)
described Armonk "Westchester" Airport as having an 1,800' unpaved runway.
The 1944 directory also showed that the new "Westchester County" Airport had been constructed to the south.
This much larger airport, with its paved runways,
would eventually replace the original Westchester Airport in Armonk.
The "Westchester" Airport was depicted (confusingly) just north of the "Westchester County (Auxiliary)" Airport
on the 1945 NY Sectional Chart (courtesy of Norman Freed).
Leo Diamond recalled, "We would fly to Westchester Airport (that we didn't know as Armonk)
mostly because of a gorgeous counter waitress for a good cup of coffee."
Bill Reidy recalled of Armonk Airport,
"I had my first flight there (1950?) and it started me on a 40+ year aviation career."
"Westchester Airport", as depicted on the 1951 USGS topo map.
The 1960 Jeppesen Airway Manual (courtesy of Chris Kennedy)
depicted the Westchester Airport as having 2 unpaved runways: 2,200' Runway 18/36 & 1,600' Runway 9/27.
Several buildings (hangars?) were depicted along the northwest & northeast sides of the field.
The 1962 AOPA Airport Directory described Armonk "Westchester" Airport
as having 2 turf runways: 2,200' Runway 18/36 & 1,600' Runway 9/27.
The operator was listed as Pappy's Flying Service.
Joe Carey recalled, “As a kid in the early 1960s,
my parents used to take us over to Armonk Airfield to watch the planes land & take off.
In 1964 IBM moved their world headquarters from New York City to Armonk
in an orchard immediately adjacent to the airfield”, just southeast of the airfield.
By the time of the 1965 NY Sectional Chart (courtesy of John Voss),
the field was labeled as "Armonk" Airport.
It was described as having a 2,200' unpaved runway.
According to Joe Carey, “With the much larger Westchester County Airport just 3 miles away
and the price of real estate skyrocketing the owner decided to sell out to Ramada for a hotel.”
Armonk Airport was closed at some point between 1965-66,
as it was not depicted at all on the March 1966 NY Sectional Chart (courtesy of Mike Keefe).
According to Joe Carey, “I-684 did not reach Armonk until 1970.
It was rumored that I-684 was located where it was because IBM used its influence on the NY State DOT.”
A 1974 aerial photo showed the 1st IBM building covering the middle of the former Armonk Airport site,
but the remains of the southern end of the runway could still be seen.
The hangars had been removed.
As seen in the 1993 USGS aerial view of the site,
not a trace appears to remain of the former airport.
According to Norman Freed, "It is now an office park & a Ramada Inn."
The site of Armonk Airport is located southwest of the intersection of Route 684 & Route 22.
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Spring Valley Airport / Ramapo Valley Airport (N24), Spring Valley, NY
41.11 North / 74.02 West (Northwest of New York, NY)
An October 1946 photo by William Shutlz of an Aeronca 7AC (NC85193)
about to depart from Spring Valley for the first-ever ride for his son, William Schulz, Jr. (courtesy of William Schulz, Jr.).
William Schulz, Jr. recalled in 2004, "The pilot was William Boehlke.
Note the barn & shed at the northeast end of the runway.
The barn [still] appears in the chart excerpts [the topo map several paragraphs below],
and, I believe, even in the 2000 aerial photo.
Also note grading stake, new grass, and 'potatoes.'
Recollections of sights, sounds, and other sensory inputs, particularly of take off -
that elm/oak at the southwest end - and landing - slipping in over the barn - remain to this date."
The date of construction of this general aviation airport is unknown.
It was not yet depicted on the 1945 USGS topo map.
The earliest reference to the Spring Valley Airport which has been located
was the above October 1946 photograph.
Spring Valley Airport was built & operated by Bill Bohlke, Sr. (according to his obituary, courtesy of William Schulz, Jr.).
Bohlke taught flying to notables such as Burgess Meredith, Wally Cox, and Frank Blair.
In the 1950s, Bohlke used a Piper Tri-Pacer to operate a NY-area air taxi business.
This airport was evidently originally known as "County" Airport,
as that is how it was labeled on the 1949 NY Sectional Chart (courtesy of Chris Kennedy).
It was depicted as having a 2,000' unpaved runway.
It was labeled Spring Valley Airport on the 1955 USGS topo map.
That map depicted the field as having two 1,400' runways,
with a curved taxiway next to the northeast/southwest runway.
However, it was once again labeled "County" Airport on the 1958 NY Sectional Chart (courtesy of Chris Kennedy).
That chart described the field as having a 2,200' unpaved runway.
Billy Beard recalled, "My father owned the Ramapo Valley Airport.
I grew up going there pretty much every day, taking flying lessons,
and hearing tale after tale of the characters that inhabited that airport from the late 1950s until I left for college in 1971.
There are just so many stories involving this fascinating place."
The 1960 Jeppesen Airway Manual (courtesy of Chris Kennedy)
depicted the Spring Valley "County Airpark" as having a single 1,600' paved Runway 5/23,
and a 2,300' unpaved Runway 10/28.
Several hangars were depicted along the northwest & northeast sides of the field,
which was also said to be "surrounded by mountains."
It was listed as Ramapo Valley Airport in the 1962 AOPA Airport Directory,
and described as having 2 bituminous runways: 2,000' Runway 10/28 & 1,600' Runway 5/23.
The operators were listed as Ramapo Valley Airport & Ramapo Valley Flight Service.
The 1963 NY Sectional Chart (courtesy of Chris Kennedy)
depicted Ramapo Valley Airport as having 2 paved runways, with the longest being 2,200'.
Jim Conroy recalled, "I learned to fly at Ramapo in 1963 and remember it as a quirky little field.
The runway was actually slightly uphill."
He took lessons in an Aeronca 7-AC at Ramapo.
John Oberg recalled, “Ramapo/ Spring Valley Airport... My very protective parents took me up there in 1969
and bought me one of those 20 minute demo flights. Wonderful. The pilot let me do the takeoff. It was a Cessna 150.
Later, upon turning 17 I drove myself up & got a job driving the fuel truck on weekends.
I still think of it as the best job ever.
I was young, I had a truck full of 100 octane avgas, I was friends with the owners
(they had better be friendly, or find themselves on the low end of the gas queue).
I wonder of the legality of a minor driving a fuel truck, if it could have been considered dangerous, but it never came up.
Sometimes when things were slow, I would drive the truck flat out down the runway,
sometimes empty, sometimes not, to see how it would do as a dragster.
Not well. No chute, and brakes were dicey.”
John continued, “There were 3 FBOs operating.
SPANair was the largest, and where I took lessons, It was in the middle of the field,
next to the coffee shop, and its planes were the first row you would see as you walked out onto the field.
There was RAMair over on the west side of the field.
It was a brand new operation at the time, new Cessnas, new building and, I bet lots of debt. I was told not to fill their planes.
And there was DECair, a helicopter company, where I worked.
It was run by a handfull of Vietnam pilots. The owner was Tony, and the last name (I forget) began with C.
It was a real operation with mechanics working on Jet Rangers & other aircraft.
The WOR traffic helicopter was often there.
I had a huge truck full of jet fuel for the turbine Jet Rangers. We were on the East side of the field.”
John continued, “I learned to fly in the SuperCub that Spanair owned. I paid $9/hour.
How much more fun is it possible to have than flying a Cub with the door folded open at low altitude?
It took a few tries to get the hang of flaring out properly in the taildragger,
and I still remember my instructor urging me to stick to the paved part of the runway,
and suggesting he could supplement his salary by selling tickets.
When I finally got my private license, it was Bill from Spanair that did the check flight
(we flew to Teteroboro, he got out & I flew home alone).
Sadly, during the entire 2 years I was at the airport, we never managed to take a single picture.”
Billy Beard, whose father owned the Ramapo Valley Airport, recalled,
"It, unfortunately, was sold in the 1970s due to mounting political pressure & my Dad retired."
A 1972 airport directory (courtesy of Chris Kennedy) depicted Ramapo Valley Airport
as having a 2,000' paved runway 8/26, and a closed Runway 10/28.
That airfield layout differs significantly from that depicted on the 1955 USGS topo map, curiously.
A total of 4 buildings (hangars?) were depicted along the northwest side of the airfield.
A 1974 aerial photo depicted no less than 75 aircraft visible parked outside at Ramapo Valley Airport.
A hangar had been built over the western end of the former east/west runway.
Ramapo Valley Airport, as depicted on the 1975 NY Terminal Area Chart (courtesy of Mike Keefe).
Vinny Pinto recalled, "Ramapo Valley Airport & Tag Aviation… I learned to fly there in 1977
and flew regularly from there till about 1980.I
In those years while I was there, it sported simply a single 8/25 runway, over 2,000' long,
and was home to at least 50 parked planes, and also at least one maintenance facility,
as well as a bar, which was located next to Tag Aviation.
The airport runway, particularly the west end, was located extremely near the NY State Thruway
and the Spring Valley toll booths on the Thruway,
and my recollection is that more than one pilot taking off to the west crash-landed on the Thruway
near the toll booths due to engine problems or other problems over the years.
A few more crashed in a lightly wooded field
nestled in an undeveloped (at the time) triangle of land south of the of the airport runway.
I was present at one such crash site in 1979 which was a fatality.
I had just landed [on Runway] 25 one afternoon in 1979
and the guy who took off behind me on [Runway] 25 lost engine power,
tried to make the Thruway by keeping his nose too high, and spun out into that aforementioned wooded area.
He had died (burning) by the time we reached him."
Vinny continued, "The main FBO at RVA was Tag Aviation,
and the main figure in Tag Aviation was Tom O'Looney, who also had some real estate interests.
There was also a small rotary-wing (copter) facility across the field,
just on the far side of the runway from all the other operators."
The last photo which has been located of Ramapo Valley Airport was a 1979 aerial view looking east by Tony Tarsia.
It showed a very well-used field, with dozens of light aircraft.
Tony recalled, “I learned to fly at Ramapo Valley in the late 1970s.”
The 1982 AOPA Airport Directory (courtesy of Ed Drury)
described the runway configuration at Ramapo Valley Airport as a single 2,185' asphalt Runway 8/25.
The operators were listed as Clarkstown Valley Airport Inc., TAG Aviation Inc.,
Decair Helicopters Inc., Ramapo Aero & Helicopters Inc.
Spring Valley Airport was still depicted on the 1983 USGS topo map.
However, it closed in 1985, when the owner finally sold out to developers.
Pete Jennings recalled, “I remember camping out at the Ramapo Valley Airport the day after it closed!
We were on our way home from Oshkosh, and that must have been in August 1985.
It was weird that the place was so deserted in the middle of a big city, but no one challenged us.
We just set up the tent under the wing as usual & were off again at daybreak.”
Pete's father, Dave Jennings recalled of that trip, “All the airplanes were gone.
That airport had been the nearest uncontrolled airport to New York City.”
By at least 1995, a road (Overlook Blvd.) had been built through the center of the property,
along with several large buildings & parking lots.
John Oberg recalled, “Around 1995 my family drove up to Spring Valley to the new Costco.
The store was located just off Route 59.
While we were up there we thought to see the site of the old airport.
We drove around, and up the hill. There was the field.
The foundation, concrete slabs of the office of SpanAir & the coffee shop, the outlines of the major taxiways were still there.
I got out of the car, and reminding myself a little of the opening scene from '12 O'Clock High', walked to where the runway had been.
What I found after a hundred feet or so, was a steep embankment leading down to the parking lot of Costco.
They had traded the pastoral charm of a country airport for the noise & pollution of big-box retail.”
As seen in the circa 2000 aerial photo, not a trace remains at the site of the former airport.
The airport property was bounded on the west by New Clarkstown Road,
on the north by Smith Road, and on the south by the Conrail railroad tracks.
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42.7 North / 73.68 West (Southeast of Albany, NY)
The Troy Airport, as depicted on the 1935 Regional Aeronautical Chart.
The original Troy Airport was located on the south edge of the town.
The date of construction of the field has not been determined.
It was evidently built at some point between 1928-50,
as it was not depicted on the 1928 USGS topo map.
The earliest reference to the Troy Airport which has been located
was on the 1935 Regional Aeronautical Chart,
which depicted it as a commercial or municipal field.
Mike Bronk (who "hung around the airport from 1953-57")
recalled that "I remember seeing a marker on the [administration] building
indicating that it (I assume the entire airport) was a Works Progress Administration project with a 1930's date."
The airfield layout of Troy Municipal Airport,
from The Airport Directory Company's 1937 Airports Directory (courtesy of Bob Rambo).
An aerial view of Troy Municipal Airport, looking north,
from The Airport Directory Company's 1937 Airports Directory (courtesy of Bob Rambo).
The directory described the Troy Airport as having 2 grass runways,
with the longest runway being a 2,745' northwest/southeast strip.
However, it pointed out that the field was being expanded,
with a 3,100' landing/takeoff area to be available.
A single brick, steel, and concrete hangar was pictured at the north side of the airfield.
The manager was listed as Robert Aldrich.
Jack Young recalled, "I was told that pilot training was conducted there in WW2.
I always assumed that was CPT training [Civilian Pilot Training], and not military training."
However, the 1944 US Army/Navy Directory of Airfields (courtesy of Ken Mercer)
indicated that Navy flight operations were conducted from the Troy Airport.
It described the field as having a 3,000' unpaved runway,
According to Keith Slupski, "Any use of this airfield for military flight training
was most likely associated with the Navy V-12 program
(accelerated college level technical schooling for military personnel - primarily officer candidates)
at Rensselaer Polytechnic Institute (RPI) during WW2.
The Troy Airport was labeled simply as "Landing Field" on the 1950 USGS topo map.
No runways were depicted, just the airfield boundary.
Mike Bronk (who "hung around the airport from 1953-57")
recalled that "The administration building had a Link Trainer [an early flight simulator] installed,
which later went to the local CAP Squadron,
which was located in a building just outside the airfield gate, about 200 feet away from the administration building.
There were provisions for runway lights, but they were inoperable by the 1950s.
The CAP's building was a former military structure,
lending credence to the military's use of the facility during WW2."
The 1960 Jeppesen Airway Manual (courtesy of Chris Kennedy)
depicted the Troy Airport as consisting of an irregularly-shaped grass area,
with the longest dimension being 2,950' northwest/southeast.
A few small buildings & a beacon were depicted on the north side of the field.
Two 1960 photos by Jack Young of his first airplane, a 1946 Stinson 108 Voyager, N97354,
taken in front of the hangar of the Troy Airport.
Jack took these photos of his Stinson "when I was flying it out of the Troy Airport in the summer of 1960.
I acquired it there in the spring that year & operated there until I left the area in early 1961.
The hangar shown was one of 2 buildings on the airport,
the other being a red brick administration building, visible in the photo through the hangar door."
"The airport was just on the south edge of Troy, not far from the RPI [Rensselaer Polytechnic Institute] campus.
The RPI flying club was based there & very active while I was there.
They had at least one Stinson Station Wagon,
and I remember a Cessna 195 & several other airplanes were also based there.
The airport was a large grass field with a northwest/southeast runway delineated by embedded white painted tires.
There may also have been a crosswind landing area but it was not marked as a runway, as I remember."
The 1962 AOPA Airport Directory described Troy Airport as having 2 sod runways:
3,000' Runway 13/31 & 2,500' Runway 18/36.
The operator was listed as "Airport Operator of Troy, New York, Inc." - how creative!
The 1963 Albany Sectional Chart (courtesy of Mike Keefe)
described Troy Municipal as having 3 runways, with the longest being a 2,950' turf strip.
Jack Young recalled, "A friend of mine was a member of the RPI flying club when the airport was closed in 1964."
By the time of the 1967 Albany Sectional Chart (courtesy of Mike Keefe),
Troy Airport was no longer depicted at all.
According to Mike Bronk, "The initial use of the former airport was for the Hudson Valley Community College campus."
Jack Young recalled, "The land eventually became the site of a housing development."
By 1974, the USGS topo map showed that the original Troy Airport was gone by then,
after having been replaced by the Rensselaer Airpark, three miles to the east.
As seen in the 1994 USGS aerial photo,
the western portion of the former airport property has been covered by a housing development,
while an industrial park is situated on the eastern portion.
Not a trace of the former airport appears to remain.
The site of the Troy Airport is located south of the intersection of Campbell's Avenue & Industrial Park Road.
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Black Pond Airfield, Farmer's Mills, NY
41.51 North / 73.76 West (North of New York, NY)
USGS aerial photo 1993.
Not much is known about this unusual little airport,
including its actual name, or date of construction.
The Black Pond Airfield was evidently built at some point between 1974-93,
as it did not yet exist in a 1974 aerial photo.
In the above 1993 aerial photo, the airfield consisted of a single 3,300' paved runway,
which was apparently constructed on filled-in land in the middle of the lake.
Closed runway "X" symbols are prominently displayed on both ends of the runway.
The airfield does not appear to be very old, as the pavement & markings appear to be relatively recent.
There do not appear to be any hangars or other aviation facilities.
Why was so much effort spent to construct this runway in the middle of the lake,
instead of just clearing a patch of land alongside the lake?
No airfield at all was depicted on the site on the 1975 NY Sectional Chart (courtesy of Mike Keefe),
or the 1975, 1981, or 1993 USGS topo maps.
Indeed, even the filled-in land on which the runway was built was not depicted on the topo maps.
Ian Baren reported in 2004, "The story I heard about Black Pond
was that the president of the local bank built it for his own use –
there is a modern metal hanger on the northeast side.
I’ve never seen any plane(s) there though."
Jeff Green reported in 2005, “The land around Black Pond, the pond, and the landing strip all belong to Dean & Wayne Ryder,
owners of the Putnam National Bank.
PNB has been around since the middle of the 1800's & the family has owned this land since then.
It [the airfield] sits a few hundred feet from my home.
Frequently on Saturday mornings Wayne (or is it Dean) goes flying or his friends come to visit.
He's got a propjet of some sort, hence the length of the runway.
The runway was built by draining Black Pond then filling in the subsurface for the runway
which now connects several small 'islands' that were in the pond.”
A circa 2006 aerial view looking north at the south end of the Black Pond Airfield
showed 2 improvements which were added at some point between 1993-2006:
a slight lengthening of the runway & the addition of a hangar.
A 2009 aerial view by Timm Holzhauer looking west at the Black Pond Airfield.
Tim observed, “There are 3 Beechcraft King Air 100 (low tail, that's why they're relatively easy to recognize) parked in front of this pretty cool airstrip.”
The Black Pond Airfield is located a half-mile east of the intersection of
Rushmore Road & Memory Lane.
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Utica Municipal Airport, Marcy, NY
43.17 North / 75.32 West (East of Syracuse, NY)
Utica Municipal Airport,
as depicted on a 1929 "Rand-McNally Standard Map of NY with Air Trails" (courtesy of Chris Kennedy).
The date of construction of this small general aviation airport is unknown.
It apparently dated back to at least 1929,
as it was depicted on a 1929 "Rand-McNally Standard Map of NY with Air Trails" (courtesy of Chris Kennedy).
It described Utica Municipal as having a 3,000' x 3,920' field.
Scott Primiano reported, “My grandfather owned & operated 'Utica Skyways'
with 2 Model 2T-1A Great Lakes Sports Trainers in 1929-30.”
Presumably, this firm operated from the Utica Airport.
The Utica Airport, as depicted on the 1935 Regional Aeronautical Chart (courtesy of Scott O'Donnell).
An aerial view of Utica Municipal Airport, looking west,
from The Airport Directory Company's 1937 Airports Directory (courtesy of Bob Rambo).
It depicted a single hangar, which had "Utica" painted on the roof.
The directory described Utica Municipal Airport as having a total of 4 sod runways,
the longest being a 3,300' northwest/southeast strip.
The 1947 USGS topo map depicted Utica Municipal Airport with an outline of the property,
with several buildings (hangars?) & a beacon depicted along the southwest edge of the property.
The June 1953 Hudson River World Aeronautical Chart (courtesy of Chris Kennedy)
depicted Utica as having a 3,100' unpaved runway.
The last aeronautical chart depiction of Utica Airport which has been located
was on the November 1956 Albany Sectional Chart (courtesy of Chris Kennedy).
It described Utica as having a 3,100' "all-way" turf landing area.
Utica Municipal Airport was still depicted on the 1955 USGS topo map,
with an outline of the property, several buildings (hangars?), and a beacon depicted.
Jim Stanton recalled, “Regarding the original Utica Municipal Airport,
I took my private pilot flight test there in spring of 1958.
I think it was open for a while after that.”
Utica Municipal Airport was apparently closed at some point between 1958-62,
as it was no longer depicted on the 1962 Albany Sectional Chart (courtesy of Mike Keefe),
nor listed among active airfields in the 1962 AOPA Airport Directory.
Keith Hunt recalled that the property was used to fly radio-controlled model aircraft in the 1960s.
The 1997 USGS aerial photo shows that the entire site has been obliterated
with the construction of a Wal-Mart distribution center.
Not a trace of the former airfield remains.
The airport site is located east of the intersection of Old River Road & Chaminade Road,
across the Erie Canal from Utica.
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Riverside Airport (4B2), Utica, NY
43.13 North / 75.27 West (East of Syracuse, NY)
Riverside Airport, as depicted on the 1967 Albany Sectional Chart (courtesy of Mike Keefe).
Photo of the airfield while open has not been located.
This small general aviation airport was located
only 3 miles southeast of the site of the former Utica Municipal Airport.
Riverside Airport was apparently built between 1963-67,
as it was yet depicted on the 1963 Albany Sectional Chart (courtesy of Mike Keefe).
The earliest reference to the airfield which has been located
was on the 1967 Albany Sectional Chart (courtesy of Mike Keefe).
It described Riverside Airport as having a single 2,500' gravel runway.
The runway at Riverside was apparently paved at some point between 1967-72,
as it was described as having a paved runway in the 1972 Flight Guide (according to Chris Kennedy).
The 1982 AOPA Airport Directory (courtesy of Ed Drury)
described Riverside Airport as having a single 3,500' asphalt Runway 14/32.
Mark Hrutkay observed of Riverside, “It was a nice place;
it had a aviation mechanics school & lots of stories.
It was wedged between the Thruway & the Erie Barge Canal, so the seaplanes could take off.
Gordon Newell (who owned the airport) had a super nice Widgeon he kept there.”
In the 1995 Jeppesen Airport Directory, the operators at Riverside Airport were listed as
Landcare Aviation, Inc. & Mark's Flight Training.
According to Mark Hrutkay, Riverside “got sold to NY Thruway commission since it was right next to the Thruway.”
Jonathan Westerling reported, "While closed, the Riverside airport is very much intact.
I visited it back in 1997. It is right next to the canal, visible from the Throughway & easily accessible.
The land is private, and there were no trespassing signs."
Riverside was evidently closed (for reasons unknown) at some point between 1995-99.
Although it was closed at the date of the 1999 USGS photo (note the closed runway "X" markings),
there were still 3 light aircraft visible parked on the ramp.
Riverside was still depicted as an abandoned airfield on 2002 aeronautical charts.
However, Ed Hamlin reported that a 2003 aerial photo showed that “As far as Riverside is concerned,
the airport no longer exists - the runways were removed in order to construct major highway interchanges in the area.
There is nothing there next to the marina anymore. There is no sign that there ever was an airport there.”
A circa 2000-2005 USGS aerial photo showed a dramatic difference compared to the 1999 USGS aerial photo.
All of the buildings on the field had been removed, along with some of the pavement from the runway.
However, the remains of the length of the paved runway was still quite evident.
Riverside Airport is located south of Interstate 90 & north of the Erie Canal, northwest of Route 8.
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Wallkill Auxiliary Army Airfield #2 / Galeville Airport / Wallkill Airport /
Ulster County Airport / Galeville Army Airfield, Galeville, NY
41.64 North / 74.21 West (North of New York, NY)
What was originally depicted as "Wallkill #2", on the 1945 NY Sectional Chart.
Photo of the airfield while open has not been located.
This small Army Airfield was used during WW2 as Wallkill Auxiliary Army Airfield #2,
one of 3 satellite airfields for Stewart AAF,
which provided basic & advanced flight training for the cadets of the nearby US Military Academy at West Point.
The date of construction of Galeville has not been determined.
It was apparently built at some point between 1943-44,
as it was not depicted at all on the 1943 NY Sectional Chart (according to Chris Kennedy).
The earliest reference to the field which has been located
was in the 1944 US Army/Navy Directory of Airfields (courtesy of Ken Mercer).
It described "Wallkill U.S. Military Academy Aux #2" as having a 3,500' hard-surfaced runway.
The earliest depiction which has been located of this airfield was on the 1945 NY Sectional Chart.
It depicted "Wallkill #2" as an auxiliary airfield.
The Galeville airfield may have seen some use in the post-WW2 period as a civilian airport,
as it was labeled both "Galeville Airport" & "Walkill US Mil. A.C. #2" on the 1946 USGS topo map.
It was labeled "Walkill" on the 1949 NY Sectional Chart (according to Chris Kennedy),
and described as having a 3,500' hard-surface runway.
The 1950 NY Sectional Chart (courtesy of Mike Keefe)
depicted it under yet another name, "Ulster Co".
"Ulster Co" Airport, as depicted on the January 1955 NY Sectional Charts (courtesy of Chris Kennedy).
The Ulster County Airport was apparently closed at some point between 1955-57,
as it was not depicted at all on the 1957 NY Sectional Chart (courtesy of Mike Keefe).
The Galeville airfield has been used by the Army in the post-WW2 period for special operations & parachute drops.
Although it has been depicted on recent aeronautical charts as closed,
the runway has been maintained & the grass cut (including a path for temporary approach lights).
The 1986 USGS topo map depicted the 2 runways of the “Galeville Army Airport”.
According to Steve Miller, "Galeville Airport, better know to us as 'the Drop Zone',
was also used in the 1980's & 1990's for an automotive competition called autocrossing.
It was one of the best sites in the northeast, and whenever there was an event there, people came from all over.
The Northeast Division of SCCA held their Divisional Championships there at least 3 years in the 1990's.
We held autocrosses there on one side while the flying club held meets on the other side.
I thought it interesting that the 'gentleman' horse farmers (more likely a bunch of millionaires who bought the farms for tax reasons)
are afraid of airplane noise when there is a shooting range within earshot of the airport."
As seen in the 1994 USGS aerial photo, the airfield consisted of two 3,700' paved runways,
numerous taxiways & a small ramp.
The Galeville airfield was determined to be surplus in 1994,
but a property named the "Galeville Training Site" was still listed as a active army facility in 1999.
Tim Tobin reported that "Eight years ago [1995] I was in NY & flying around that area,
and Galeville was a very important field for all local aviators.
First of all the field was maintained up until about 9 years ago by the FBI
who used the runways to teach agents driving techniques.
Also the Army Reserve Air Ambulance squad I was a member of went to Galeville frequently
for weekend training missions because of the closeness to Stewart Airfield in Newburgh,
where the Pegasus Dustoff unit was stationed."
"I was also a Lt. in the Civil Air Patrol & I approached the towns people in Galeville
on behalf of the CAP to propose that the airfield be converted to a CAP training facility
and airfield for CAP planes (It would have been ideal for that).
The townsfolk came out of the woodwork to protest the use of the field for aircraft
because of the horse farms nearby.
They had a fear that the loud nasty planes would scare the thoroughbred horses.
I kept up & it was written up in the local papers
about how the military was going to disrupt the peace of the area!
I had to move before the project was completed & I guess,
given the information you have published, for some reason the CAP abandoned the idea.
Galeville is a local landmark for area pilots as it is highly visible for miles
and a local airport that has an EAA group that specializes in aerobatic planes
uses the airspace above Galeville for their practice area."
Local model aircraft enthusiasts were permitted by the Army to use the runways for nearly thirty years.
However, that arrangement was ended when control of the property was transferred in 1999 to the US Fish & Wildlife Service,
which now refers to the property as the Shawangunk Grasslands National Wildlife Refuge.
The local government is attempting to redevelop the property as a park.
A 2002 photo by Charlie Helms looking north along Galeville's North/South runway.
A 2002 photo by Charlie Helms looking east along Galeville's East/West runway.
According to Charlie Helms (who visited Galeville in 2002),
"No buildings remain at the airfield.
It really would have made an awesome airport for public use, all concrete runways & taxiways.
I walked it & it has very large commercial airport feel & size.
It is definitely a military built facility, looks like no expense was spared in it's construction.
It would be a perfect county airport & would need little repair.
The runway system is just a little grassy in the joints, but still very even & in good condition.
The locals I talked to have no memories of any airplane flying out or to it.
Looks like the Army just kept in on mothballs for 30 years just in case."
A 2003 aerial view looking southeast at Galeville by Pierre-François Mary.
Rich Peabody reported in 2004 that "I have visited the Galeville site a couple of times.
The Academy of Model Aeronautics has been involved, at various levels at different times,
in trying to have the facility dedicated to model aviation activities.
During a 2 day adventure there (it's a pretty good hike into the property),
I was challenged by suit-types, who got fairly frantic.
The previous day I had watched several suits driving Suburbans,
doing 'moonshine' turns & the like, while I was measuring the runway width & sketching the property.
There were several smaller outbuildings on the southeast side of the field that appeared very much in use...
glass in windows, grass not grown up on sills, etc.
The next day the suits made it very clear that I was not wanted there.
Several locals at an eatery reported to me that they thought that nearby West Point must use the place from time to time,
because buses & Suburbans were there frequently.
The AMA's efforts have been frustrated because the Federal Government
apparently offers excess properties to other Government agencies,
and the BLM wants the site as a bird sanctuary."
See also: http://ny.audubon.org/iba/galeville.html
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