Abandoned & Little-Known Airfields:

Northwestern Pennsylvania

© 2002, © 2011 by Paul Freeman. Revised 7/14/11.



Brookville Airport (revised 5/5/11) - (Original) Grove City Airport (revised 5/6/11)

Harri-Emery Field (revised 5/6/11) - Splane Memorial Field (added 4/26/11) - Warren Airport (revised 7/14/11)

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Splane Memorial Field (KOIL), Oil City, PA

41.50 North / 79.73 West (Northeast of Pittsburgh, PA)

A 1934 aerial view looking southeast at some type of gathering at Splane Memorial Field (courtesy of Richard Finley),

showing a large number of cars, 8 aircraft, a hangar, and an open grass field.



According to Richard Finley, “Splane Memorial Airport was the Oil City airport

but during the 1930s & 1940s it was the focus of aviation for Oil City, Franklin and to some extent Titusville and Meadville.

An airport committee was organized in 1928 and the facility initially opened in 1929 as a gliderport operated by Oil City Glider Club, 1929-30.

The glider club owned Curtiss glider.

In 1931 one of their members, Douglas Brown, formed Oil City Aero Club.

The Aero Club got the W. W. Splane family to donate $50,000 to buy land where they were operating,

to build an airport for Oil City named after their son, Alvin Splane who was a WWI aviator who did not survive the war.

The Aero Club turned airport over to the City of Oil City to operate (and qualify for WPA support).”



The earliest depiction which has been located of Splane Memorial Field

was a 1934 aerial view looking southeast at some type of gathering (courtesy of Richard Finley),

showing a large number of cars, 8 aircraft, and a hangar.



According to Richard Finley, “In 1935 WPA built the hangar/office, paved the ramp, taxiway and east/west runway.

When the paved runway was built, it was the only paved runway between Pittsburgh & Buffalo.”



A 5/21/37 photo of a Franklin Sport biplane reportedly taken at Splane Memorial Field.



A 6/6/39 aerial photo (courtesy of the Pennsylvania Geological Survey) showed what appeared to be a newly-paved east/west runway at Splane,

along with a paved ramp leading to a hangar on the northwest side, and a crosswind grass runway.

No aircraft were visible on the field.



A Flight Simulator scenery re-creation of Splane Memorial Field by Richard Finley,

looking west at a Taylor J-2 Cub overflying the field.



According to Richard Finley, “While in its heyday, Splane was home to many interesting aircraft

such as an Akron Funk, a Taylor H-2 Cub with a 3 cylinder Aero Marine radial engine, a Taylor J-2 Cub and a (Bauer 170) Franklin Sport.

They have had a Ford Trimotor & a Lockheed Model 14 Super Electra there, and a Cessna Bobcat based there.”



The earliest aeronautical chart depiction which has been located of Splane Memorial Field

was on the March 1940 Cleveland Sectional Chart (courtesy of Richard Finley),

which depicted Splane as a commercial/municipal field.



A 10/21/43 aerial view looking north from the 1945 AAF Airfield Directory (courtesy of Scott Murdock)

depicted Splane Memorial Airport as having one paved runway & one grass runway,

and a hangar to the northwest.



According to Richard Finley, “Unfortunately, Splane's location severely limited its ability to be expanded beyond its 2,000' runways.

That made Splane unusable by most modern business planes & certainly any modern air carrier airplanes.

Around 1944 the hangar/office burned down. That began Splane's decline.”



The 1945 AAF Airfield Directory (courtesy of Scott Murdock) described Splane Memorial Airport

as an 82 acre T-shaped property having a paved 2,160' east/west runway & a grass 2,130' north/south runway.

The field was said to have 2 hangars, the largest being a 100' x 80' concrete & metal building.

Splane Memorial Airport was described as being owned by the City of Oil City, and operated by private interests.



A 8/27/58 aerial photo (courtesy of the Pennsylvania Geological Survey) showed the location of the former hangar (which had reportedly burned down in 1944)

was replaced with 2 smaller buildings, one on either side, the western one being painted with “Oil City” on its roof.

Two light aircraft were visible around the ramp.




A 10/30/68 aerial view (courtesy of the Pennsylvania Geological Survey)

showed that Splane's paved runway was considerably deteriorated compared to the 1958 photo.

The buildings were still intact, but there were no aircraft visible, or other signs of recent aviation use.



The 1969 USGS topo map depicted Splane Memorial Field.



According to Richard Finley, “Splane, in its final days, was operated by volunteers from the Oil City Aero Club.

By the 1970s the paved runway was unusable.

The airport was finally closed by the city of Oil City in 1972.”



A 1993 USGS aerial photo showed that Splane's airport buildings had been removed at some point between 1969-93.



The 1995 USGS topo map continued to depict Splane Memorial Field,

with 2 runways, and a building on the northwest corner.



A 2005 aerial photo showed that the runway pavement had been removed from the east/west runway at some point between 1993-2005.



A 5/28/08 aerial view looking northwest showed that the east end of the east/west runway was being used to store mulch/compost,

and the outline of the north/south runway was barely recognizable.



Richard Finley reported in 2010, “It is currently the mulching/composting site for the City of Oil City's leaf removal program.

The sole hangar building shown in the picture is now partially collapsed.”



The site of Splane Memorial Field is located at the western terminus of Old Splane Airport Road,

appropriately enough.

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Brookville Airport, Brookville, PA

41.15 North / 79.1 West (Northeast of Pittsburgh, PA)

Brookville Airport, as depicted on the 1935 Night Flying Chart (courtesy of Jonathan Westerling).



According to Jonathan Westerling, “In the early decades of aviation Brookville was a stop along the New York to Chicago Airway,

a line of hundreds rotating hilltop lights guiding pilots from city to city.

Pilots used the Brookville airfield as a resting place, to wait out a storm, or make an emergency landing.

The airfield is interesting in that it started life at the center of a large horse racing track.”



Jonathan continued, “The first reference to the Brookville airfield is in the 1923 Airplane Landings Guide

which described the airfield simply as a race track, after all these were the early days of aviation when a landing field was sometimes literally a field.”



Jonathan continued, “The 1925 Aeronautical Bulletin described it as a 2,000' x 800' good surface for landing.”



Jonathan continued, “Despite its ample size & functionality, the airstrip remained labeled for emergency use only.

This could be because the owners of the land continued to operate their land primarily as a race track.

As the U.S. Government developed Airways as virtual roads in the sky  to aid nighttime navigation & the Air Mail service,

it purchased land for airfields along the way.

If Brookville was like most of these Government Airway fields, sometime in the late 1920s,

the owners of the race track accepted a lease offer from the government, and a formal intermediate facility was constructed on the site.”



The 1931 Aeronautical Bulletin #2 (courtesy of David Brooks) listed Brookville as having 2 runways: 2,250' east/west & 1,250' north/south.

Jonathan Westerling observed, “The government furnished the airfield with all the modern aviation accouterments of the time

including a non-directional radio beacon (callsign WINQ), boundary lights, a 24 inch rotating beacon & weather teletype.

The official designation for this airfield was #45A.”



The earliest depiction which has been located of the Brookville Airport

was on the 1935 Night Flying Chart (courtesy of Jonathan Westerling).



Jonathan Westerling observed, “The 1938 Bulletin #2 shows several improvements had occurred at Site 45A.

The rotating beacon was replaced with a larger 36 inch model,

and blinking green indicator lights had been placed on the nearby hill & on the field itself

indicating in morse code the name of the airfield & any landing obstructions.

An additional radio beacon, was installed at the site.

One was at 224 khz & the other at 344 khz. It is not known why the site was allocated 2 beacons.”



The earliest photo which has been located of the Brookville Airport

was a 9/15/39 aerial view (courtesy of the Pennsylvania Geological Survey).

It showed the field to consist of 2 grass runways laid out over the former horse track, with the white airport symbol in the center.

The field also had large hangar, 3 T-hangars, and 3 other support buildings.



A 10/29/43 aerial view looking northwest from the 1945 AAF Airfield Directory (courtesy of Scott Murdock)

depicted at the Brookville Airport as having 2 grass runways,

one a wide east/west 3,000' long runway east/west inside the prior racetrack,

and a 2,200' northeast/southwest strip jutting off from the east side of the track.



According to Jonathan Westerling, “Following WWII, the community inquired with the Civil Aeronautics Administration

as to whether or not the town could operate the field as a municipal airport instead of just an intermediate airfield.”



In a February 1946 letter, Herbert DePue Acting Superintendent of Air Navigation

replied that “The policy of the Civil Aeronautics Administration makes control of the airport possible

providing same public agency will assume  the responsibility of maintaining the landing area surface

and all costs in connection with land rentals & charges covering permission

to construct & maintain obstruction lights or other facilities used in connection with the field.

The Brookville Pennsylvania Intermediate Landing Field now has an A-I status,

in that it is a field established by the Civil Aeronautics Administration without assistance from local [government]...

Should a local [government] in this instance take over the rental & field maintenance, commercial operations on this field...

the [Federal] Government would desire to enter into an agreement with the local body concerned,

which would allow the Government to continue to maintain & operate the field lighting equipment

and such other facilities as the Government might feel were required to serve the airway.

We have entered into such an agreement with a number of municipalities

and will be glad to  do so in connection with the Brookville-Pennsylvania Intermediate Landing Field.

In the event a local body takes over the field for maintenance & operation,

it will be necessary for them to make their financial arrangements regarding the Ieasing or purchasing of the land directly with the property owner.”



According to Jonathan Westerling, “It is not known whether the community pursued converting the airfield to municipal use.

A few years later, Jefferson County assembled a Municipal Airport Authority to identify a location for a county airfield

which examined, but did not choose Brookville as the site of the future county airport.”



Jonathan continued, “The 1947 Directory of Airfields indicates that fuel facilities had been installed at Brookville.”



A Flight Simulator scenery re-creation of a Stearman overflying Brookville Airport by Richard Finley.



Brookville Airport, as depicted on the January 1947 Cleveland Sectional Chart (courtesy of Jonathan Westerling).



The last aeronautical chart depiction which has been located of Brookville Airport

was on the 1949 Cleveland Sectional Chart (courtesy of Jonathan Westerling).

It depicted “Brookville (CAA)” as having a 3,000' unpaved runway.



A 1959 aerial photo (courtesy of the Pennsylvania Geological Survey) showed that the large hangar had been removed at some point between 1939-59,

along with the airport symbol in the center of the field,

but the other support buildings remained.



According to Jonathan Westerling, “In 1960, the new Jefferson County airfield was dedicated.

This combined with the deactivation of the original beacon airways meant the Intermediate Field at Brookville became less & less necessary.

About 30 years after its inception the federal lease on the airfield was allowed to expire [exact date unknown].”



The Brookville Intermediate Field was not listed in the 1967 AOPA Airports USA Directory (according to Jonathan Westerling).



A 5/27/69 aerial view (courtesy of the Pennsylvania Geological Survey)

showed that Brookville's T-hangars had been removed at some point between 1959-69.



The Brookville Intermediate Field was not depicted on the 1970 Cleveland Sectional Chart (according to Jonathan Westerling).



A 5/28/08 aerial view showed that the racetrack oval shape was still recognizable,

along with the former northeast/southwest runway.

It is not known if any of the buildings still on the site date from its days as an airfield.



The site of Brookville Airport is located south of the intersection of Route 28 & Airport Road,

appropriately enough.

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(Original) Grove City Airport, Grove City, PA

41.14 North / 80.07 West (North of Pittsburgh, PA)

The original Grove City Airport, as depicted on the April 1943 Detroit Sectional Chart (courtesy of Chris Kennedy).



The original airport for the town of Grove City was located southeast of the town.

It apparently had 2 distinct lives over the years, with 2 different purposes.



The Grove City Airport evidently was opened at some point between February 1942 – April 1943,

as it was no yet depicted on the February 1942 Detroit Sectional Chart (according to Chris Kennedy).



The earliest depiction which has been located of the Grove City Airport

was on the April 1943 Detroit Sectional Chart (courtesy of Chris Kennedy).

It depicted Grove City as a commercial/municipal airport.



According to John Hazlet, the Grove City Airport may have been used for flight training during WW2 by the Civilian Pilot Training program.



The earliest photo which has been located of the Grove City Airport

was a 10/20/43 aerial view looking north from the 1945 AAF Airfield Directory (courtesy of Scott Murdock).



The 1945 AAF Airfield Directory (courtesy of Scott Murdock) described Grove City Airport

as a 75 acre irregularly-shaped property within which were 2 sod runways, measuring 1,930' north/south & 1,560' northeast/southwest.

The field was said to have 2 concrete block & steel hangars, measuring 132' x 60' & 65' x 60'.

Grove City Airport was described as being owned & operated by private interests.



Grove City was still depicted as a public-use airport on the January 1949 Cleveland Sectional Chart (courtesy of Chris Kennedy),

with a 2,200' unpaved runway.



The Grove City Airport was evidently closed (for the 1st time, for reasons unknown) at some point between 1949-55,

as it was no longer depicted on the January 1955 Detroit Sectional Chart (according to Chris Kennedy).



Grove City Airport was still not depicted on the January 1958 Detroit Sectional Chart (according to Chris Kennedy).



This little airport evidently got a 2nd lease on life when it was expanded & reopened as a private airfield

at some point between January 1958 – July 1958,

as it was depicted as a private airfield on the July 1958 Detroit Sectional Chart (courtesy of Chris Kennedy).

It was depicted as having 2 paved runways, with the longest being 2,400'.



The earliest photo which has been located of the Grove City Airport

was a June 5, 1958 aerial view (from Penn Pilot).

It showed the field to consist of 2 paved runways,

with a taxiway leading to a ramp with a hangar & several other buildings on the northwest side.

No planes were visible on the field.



A Flight Simulator scenery re-creation by Richard Finley of a Repuiblic Seabee departing Grove City Airport.



An October 1968 aerial photo depicted Grove City Airport as unchanged from the 1958 photo.



The last aeronautical chart depiction which has been located of the original Grove City Airport

was on the May 1971 Detroit Sectional Chart (courtesy of Chris Kennedy).



A replacement Grove City Municipal Airport was opened in 1975 to the west of the city.



The original Grove City Airport was evidently abandoned by 1976,

as only the new Grove City Airport was depicted on the December 1976 Detroit Sectional Chart (according to Chris Kennedy).



The 1981 USGS topo map still depicted the 2 runways, taxiway, ramp, and several buildings,

but labeled simply as “Airfield”, which probably means it was no longer operational by that point.



The 1993 USGS aerial photo showed that the hangar & ramp had been removed at some point between 1968-93,

with only some smaller buildings remaining on the west side.

It also appeared as if all of the the runway pavement had been removed from both runways.



A circa 2006 aerial view looking south showed that the layout of the 2 runways was still perceptible,

but all pavement had been removed.



The site of the original Grove City Airport is located east of the intersection of Route 173 & Airport Road,

appropriately enough.



Thanks to John Hazlet for pointing out this airfield.

____________________________________________________



Warren Airport, Warren, PA

41.83 North / 79.17 West (Northeast of Pittsburgh, PA)

A 3/29/37 aerial view of Warren Airport.



This little airport was located on the north side of a bend in the Allegheny River.

 

Warren Airport may have been established at some point between 1929-33,

as it was not yet depicted on the 1929 Rand McNally Air Trails Map (according to Chris Kennedy).

The earliest reference to Warren Airport which has been located

was in the Airport Directory Company's 1933 Airport Directory (courtesy of Chris Kennedy).

It described Warren as a commercial airport having 3 sod runways,

with the longest being the 2,250' east/west & northwest/southeast strips.

A hangar was said to have "Airport" painted on the roof.



Mel Barron recalled, “Warren Airport... I lived across the Allegheny River from the airport before it was an airport, just a big grass field.

The Jameson brothers started Warren Airport.

They were oil people, were the Hyvis Oil Company.

They started out with one of those corrugated steel hangars of the day with a small office attached.

Back in the first years of the airport there were no runways at all, you just took off & landed into the wind.

They had 2 Waco RNF biplanes & a Stinson JR monoplane & 2 pilots.

I don't know how long they were in business, but it wasn't very long.

These were the depression years & people didn't have money for flying.

The airport was shut down & deserted for several years;

the hangar was empty except for a Waco model 9 biplane with a liquid-cooled 90 HP Curtiss OX-5 engine.”



Mel continued, “Whoever owned that airplane never did anything with it.

The airport was closed for several years

and then Slip King leased it in 1935 & started operating a flying service with a Taylor Cub E-2

and a Travel Air 2000 biplane with a OX-5 engine.

At age 15 in 1935 I took my first flying lesson there.

Virgil Slip King wasn't in business very long & he had a disaster.

We had a blizzard & the weight of the snow collapsed the hangar & smashed the airplanes in it.

I'm not sure of the exact number, but it was at least 4 airplanes which included that old Waco 9 biplane.

All that was left still standing was the small office.

I'm not sure how long the airport operated without a hangar.

Eventually the WPA came in & built a new hangar out of brick & cement blocks

with an office & apartment built onto the side of it & put in a blacktop runway & tax strip.

They also built a dyke around the airport as the river would flood sometimes covering the airport with water.

There were 2 grass runways until the one was blacktopped.

That taxi strip was a part of the other grass runway.

I was never aware of any 3rd runway.

Both runways ran from river bank to river bank.

I think the original intention when the hard-surfaced runway & taxi strip were put in

that the airport would have just the one runway, but the grass runway with the taxi strip in it continued to be used.

It saved doing a lot of taxiing.”



The earliest depiction which has been located of Warren Airport was a 3/29/37 aerial view.

It depicted Warren as having 2 unpaved runways, with a hangar on the north side.



A 5/11/37 aerial view looking north at Warren Airport depicted 2 aircraft parked near 2 hangars on the north side of the field.



A Flight Simulator scenery re-creation by Richard Finley of a rare & unusual Stearman-Hammond Y1S overflying Warren Airport.



Warren evidently gained a single paved runway at some point between 1937-39,

as a 7/2/39 aerial photo depicted Warren Airport as having a single paved runway,

along with a crosswind grass runway.

A hangar was located on the north side of the field.



The earliest aeronautical chart depiction which has been located of Warren Airport

was on the March 1940 Cleveland Sectional Chart (courtesy of Richard Finley).

It depicted Warren as a commercial/municipal airport.



An aerial view looking east at Warren Airport from the Airport Directory Company's 1941 Airport Directory (courtesy of Chris Kennedy).

The field was described as having a single 2,350' "surfaced" runway.



The 1945 AAF Airfield Directory (courtesy of Scott Murdock) described Warren Municipal Airport

as a 77 acre semicircular-shaped property within which was a 2,250' northwest/southeast macadam runway

and a 2,10'' northeast/southwest sod runway.

The field was said to have a single 80' x 60' concrete block, steel, and wood hangar.

Warren City Municipal Airport was described as being owned by the City of Warren & operated by private interests.



John Barrett recalled, “I lived my early life in Warren & recall taking a ride from the airport

in a twin-engine craft out over the Kinzua Reservoir & back. Probably 1964 or so.”



The 1967 AOPA Airport Directory (courtesy of Chris Kennedy) described "Warren Municipal"

as having a single 2,200' blacktop Runway 11/29 & a 2,300' sod Runway 6/24.

The field was said to offer fuel & tiedowns,

and the operator was listed as the Borough of Warren.

 

The last aeronautical chart depiction which has been located of Warren Airport

was on the May 1968 Cleveland Sectional Chart (courtesy of Chris Kennedy).

It depicted Warren as having a single 2,200' paved runway.



A September 16, 1968 aerial photo depicted Warren Airport as having a single paved runway,

and a hangar on the north side of the field.

A single light aircraft was visible parked just south of the hangar,

and what appears to be one more aircraft was on the east side of the field, just coming off the runway,



According to Mel Barron, “At one time I leased Warren Airport for a couple of years.

The airport was donated to Warren with the understanding it would always be an airport.

Of course years later the city didn't want the airport & shut it down.”

 

Warren Airport was evidently closed at some point between 1968-71,

as it was no longer depicted at all on the May 1971 Detroit Sectional Chart (according to Chris Kennedy).



John Barrett reported, “I recall teaching my girlfriend to drive on the old runway in 1971.”



 

In the 1993 USGS aerial photo,

the paved runway at Warren appeared to still remain almost completely intact,

with 2 closed-runway "X" symbols still visible.

A cloverleaf for the adjacent Route 6 had been built over a portion of the west end of the runway,

and several baseball diamonds had been built adjacent to the east side of the runway.

According to John Barrett, “The hangar & office were located where Ludlow street exits from the 'clover'

and spills onto the runway on the north side of the runway.”



 

The 1995 USGS topo map still depicted the single runway at the former Warren Airport,

but it was labeled simply as "Landing Strip".

The single small building depicted on the south side of the runway was apparently not airport-related,

but was apparently a later park-related building.



A 2005 aerial view looking northwest shows that the 70-year old runway pavement remains in fine shape at the site of Warren Airport.



Nearby resident Mel Barron reported in 2007 that the site of Warren Airport “is now a city park.”



The site of Warren Airport is located south of the intersection of Route 6 & Ludlow Street.

____________________________________________________

 

Harri-Emery Field, Bradford, PA

41.94 North / 78.67 West (Northeast of Pittsburgh, PA)

A 1928 aerial view looking north at Harri-Emery Field (courtesy of Ray Lewis).



Harri Emery, an avid pilot, was one of the first to fly an airplane into the city of Bradford in 1919 at the age of 21.

He held the distinction of being the first flying instructor in this section of the country,

and was considered as one of the most competent aviators of his day.

In 1927, Harri & his father William Emery donated a large portion of their family farm for use as an airport.

Following Emery's participation in the national air derby of 1927 (when he finished 5th in the nation),

the future of Bradford in aviation circles seemed certain.



The earliest depiction which has been located of Harri-Emery Field

was a 1928 aerial view (courtesy of Ray Lewis).

It depicted the field as a grass strip with a hangar at the northwest end.



A 1928 photo of the hangar at Harri-Emery Field, with an unidentified biplane visible inside (courtesy of Ray Lewis).



At first, the Harri-Emery Airport was just a landing strip for one airplane,

but by 1929 it boasted a $25,000 hangar (built with money donated by Emery),

and nearly 20 aircraft, with a staff of mechanics, aviators, and repairmen.



The official dedication of the airport was planned for the first week in July 1929,

In anticipation of the event, a new runway was added,

trees & railroad tracks were removed, building were painted, and fences constructed.

 

Many prominent flyers of the day were contacted,

including Elinor Smith (holder of the woman's endurance record),

Freddie Lund (ace of the air stuntmen), George Haldeman, Doc Kinkaid,

Earl Rowland, Martin Jensen, Clarence Chamberlain, and all agreed to come.

Three crack Army fliers & three Navy flyers were present,

and it was expected that approximately 115 planes would be at the airport over the 3 day event.

Three air races were planned - one for 0X5 motored planes,

the second for light air cooled motors under 200 horsepower,

and the third for motors over 200 horsepower.

The last race of the day would be a free for all,

with the course mapped out so that all planes could be seen from the ground at all times.

Sky writing, parachute jumping, aerial acrobatics - all would have a place at the dedication.

 

The day of the dedication dawned & the excitement began.

The Bradford Era wrote "the aeronautical world today bows to Bradford.

For what is said to be one of the largest gatherings of aviation enthusiasts in the East begins here today

and thousands from all part of the country are here to help this community celebrate."

An estimated 30,000 people attended.

 

Following the official dedication program of speeches & awards scheduled for July 6,

the show began, with air races, an aerial parade, and stunt flying.

The next 2 days saw more of the same, each day drawing in huge crowds.

Commander Richard E. Byrd (who was at the south pole at the time)

sent a radiogram with greetings to his fellow aviators,

and expressed his congratulations to Bradford on the dedication of its airport.

 

A banquet for more than 250 pilots at the Emery Hotel formally closed the festivities.

Harri Emery & his company, Travel Air,

went back to the business of air freight, passengers, lessons, and aerial exhibitions.

 

Ironically, just 3 months later, on September 29, 1929

Harri Emery was killed while returning from an aerial show & airport dedication in St. Mary's.

His Travelaire plane, lost in fog, came in for an emergency landing too low above the trees, and crashed.

The 9/30/29 issue of the Bradford Era wrote "the first aerial fatality in this county,

and one of the worst aviation accidents in this country,

occurred last evening when Lieut. Harri Emery, Bradford's pioneer flyer, and a leading spirit in aviation in this city,

crashed one mile from Kane while piloting his cabin plane, containing 3 passengers,

from St. Mary's to Bradford, all of whom were killed."

Within 2 weeks, the new airport, of which Emery was so proud, was renamed in his memory.

 

The 1929 Rand McNally "Standard Indexed Map With Air Trails" (courtesy of Chris Kennedy)

described "Bradford Airport" as being operated by the Airport Club of Bradford,

and consisting of a 2,100' x 200' field.



Perhaps Emery Field's most lasting claim to fame comes from its brief tenure as the home of the Taylorcraft company.

According to Aerofiles, the Taylor Brothers Aircraft Company (makers of the Taylorcraft)

was formed in 1928 at Emery Field in Bradford.



By 1931, a sales slump had forced the bankruptcy of Taylor Brothers,

and the Taylor Aircraft Company (William T. Piper & C. G. Taylor) was formed in Bradford the same year.



An undated postcard depicting Emery Field (courtesy of Jeff Ferguson).



The 1934 Department of Commerce Airfield Directory (courtesy of Chris Kennedy)

described Harri-Emery as having 2 cinder & sod runways,

with the longest being the 2,040' northeast/southwest strip.

A hangar was said to have "Bradford Airport" on the roof,

and buildings were said to surround the field.



A circa 1936 aerial view of a Taylor J-2 flying over the Taylor Aircraft Company facilities

on the northeast side of Harri-Emery Field in Bradford (courtesy of Ray Lewis).



The Airport Directory Company's 1937 Airports Directory (courtesy of Bob Rambo)

described the Harri-Emery Field as having a 2,040' "cindered" northeast/southwest runway

and a 1,585' "hard soil" east/west runway.

A hangar was said to have "Bradford Airport" on the roof,

and buildings were said to surround the field.



William Piper bought out C.G. Taylor's interest in the Taylor Aircraft Company during the Great Depression.



In March 1937 the Taylor factory in Bradford burned to the ground, according to Ray Lewis.



A Flight Simulator scenery re-creation by Richard Finley of a Cub taxiing at Harri-Emery Field.



The earliest aeronautical chart depiction which has been located of Harri-Emery Field

was on the March 1940 Cleveland Sectional Chart (courtesy of Richard Finley).

It depicted Harri-Emery as a commercial/municipal airport.

 

A September 27, 1940 aerial photo depicted Harri-Emery Field

as having a single northeast/southwest grass runway,

with the 1920s-era hangar on the northwest side of the runway.

The distinctive-shaped outline of the foundation the Taylor Aircraft factory on the northeast side of the runway

can be compared with the building in the 1936 photo.



Piper went on to establish its factory in Lock Haven, PA,

and Taylor built a new factory in Alliance, OH by 1941.



The 1944 US Army/Navy Directory of Airfields (courtesy of Ken Mercer)

described Harri-Emery as having a 2,000' unpaved runway.



The 1945 AAF Airfield Directory (courtesy of Scott Murdock) described Harri-Emery Airport

as being extremely small in size – consisting only of a 16 acre irregularly-shaped property

within which was a single 2,040' northeast/southwest sod runway.

The field was said to have hangars, the largest being a 90' x 80' brick & steel structure.

Harri-Emery Airport was described as being owned & operated by private interests.



Ray Lewis recalled, “I learned to fly at Harri-Emery Airport in 1948.

Joe Field was my instructor & he ran the airfield.”



The 1957 PA Aeronautical Chart (courtesy of Mike Keefe)

described Harri-Emery Field as having a single 2,040' turf northeast/southwest runway.

The operator was listed as the Airport Club of Bradford, Inc.,

and the manger was listed as Joseph Field.

 

The 1962 AOPA Airport Directory described Harri-Emery as having a single 2,200' turf Runway 4/22.

The operator was listed as J. A. Field.



According to the University of Pittsburgh at Bradford's web site,

"On April 18, 1967, J.B. Fisher announced that Witco-Kendall Corporation

would donate approximately 78 acres of land

on the site of the former Harri Emery Airport for the construction of a campus."

But the airport evidently continued to operate for another 4 years.



The last photo which has been located of Harri-Emery Field while it was still operational was a May 25, 1968 aerial photo.

It depicted the field as having a single northeast/southwest grass runway,

which appeared to be somewhat longer than was depicted in the 1940 aerial photo.

The 1920s-era hangar remained standing on the northwest side of the runway,

and a checkerboard-roofed building had been constructed over the northern portion of the site

of the former Taylor Aircraft factory on the northeast side of the runway.



The last aeronautical chart depiction which has been located of Harri-Emery Field

was on the May 1971 Detroit Sectional Chart (courtesy of Chris Kennedy).

 

The 1971 Flight Guide (courtesy of Chris Kennedy)

depicted Harri-Emery Field as having a single 2,180' Runway 4/22,

with 3 small buildings (hangars?) arrayed along both sides of the northeast end of the runway.



Harri- Emery Field closed in 1971, according to Ray Lewis.



A 12/24/73 photo by Darrell Crosby of a Globe GC-1B Swift inside a T-hangar at a snowy Harri-Emery Field.

This was presumably 2 years after the airport had closed, yet a plane was still on the field?



The 1977 USGS topo map showed that the site of Harri-Emery Field

had become the campus of the new University of Pittsburgh at Bradford.



 

In the 1993 USGS aerial photo, the school occupied the site of the former airport.



Two 2003 photos by Dan Rhinehart of the circa 1928 former Harri-Emery hangar,

the only former airport structure which remains at the site.

It is currently reused as "The Hangar", a student activity center.



A 2005 aerial view looking southwest along the former runway alignment of Harri-Emery Field, with the former hangar at the bottom-right.



The site of Harri-Emery Field is located southeast of the intersection of Route 346 & Taylor Drive (appropriately enough).

 

See also: http://www.bradfordlandmark.org/capsules/dedication_of_the_bradford_airport.html

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