Abandoned & Little-Known Airfields: Southwestern Pennsyvania

Bettis Field (revised 6/24/08) - Campbell Airport (1^st location) (revised 3/5/08)

Campbell Airport (2^nd location) / Pittsburgh Metro Airport (revised 10/17/09) - Connellsville Airport (revised 3/5/08)

Mayer Field (revised 3/4/08)

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Mayer Field, Bridgeville, PA

40.37 North / 80.1 West (Southeast of Pittsburgh, PA)

The earliest depiction which has been located of Mayer Field

was a 1922 photo of Casper Mayer in front of an unidentified biplane (courtesy of Kenneth Scholter).

Aviation pioneer Casper Mayer established Mayer Field in 1919.

Mayer Field was one of the first commercial airfields in the Pittsburgh area.

A circa 1920s photo of pilots Ed "Dutch" Schultz & Frank Mayer in front of Mayer's first airplane (a Laird Swallow) at Mayer Field.

The earliest chart depiction which has been located of Mayer Field

was in the 1929 Pennsylvania Rand McNally Standard Indexed Map with Air Trails (courtesy of Chris Kennedy).

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

described Mayer Field as a commercial airport,

consisting of a 40-acre rectangular sod field having 3 cinder runways,

with the longest being the 1,625' northeast/southwest strip.

A hangar was said to be marked with “Mayer Field Bridgeville PA”.

A November 9, 1938 aerial view of Mayer Field

depicted it as an open grass area, with at least 2 runways, oriented east/west & northeast/southwest.

A circular airport marking was in the center of the field,

and several buildings were located on the eastern corner of the field.

An undated aerial view of Mayer Field (courtesy of Joe Fife).

Three planes were visible on the field at the top-right, including one visible inside a hangar, which was marked with “Mayer” on the roof.

The field appeared to consist of a single unpaved runway.

Joe recalled, “I grew up in Bridgeville & went there as a small boy to look at airplanes.

These pictures came from an aviation historian in Bridgeville - John Bennett.

He owned a drug store in Bridgeville, and flew out of Mayer Field.”

An undated (circa 1920s or 30s?) aerial view of Mayer Field (courtesy of Jack Haller).

The earliest aeronautical chart depiction which has been located of Mayer Field

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

It depicted Mayer as a commercial/municipal field.

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

described Mayer Field as having a 1,600' unpaved runway.

The 1945 Haire Publishing Company Airport Directory (courtesy of Chris Kennedy)

described Mayer Airport as a “class s-1” airfield, owned by Eckert Keystone Aviation, Inc.,

and operated & managed by George Eckert.

The airport was said to consist of a 26 acre rectangular field,

which had a 2,000' cinder southwest/northeast runway

and a 1,600' sod east/west runway.

The field was also said to have a 110' x 60' hangar, and to offer training, fuel, and service.

Ginnie Wauthier recalled, “I lived directly across the street from the airport

and my husband lived right next to the hangar.

I have pictures from 1949 of my dad holding me outside our home & in the back ground was Mayer airport.”

The last depiction which has been located of Mayer Field

was on the January 1955 Cleveland Sectional Chart (courtesy of Chris Kennedy).

It depicted Mayer as having a 1,400' unpaved runway.

Mayer Field evidently closed at some point in 1955,

as it was no longer depicted at all on the December 1955 Cleveland Sectional Chart (according to Chris Kennedy).

According to resident Ginnie Wauthier, “Mayer airport was sold

so that the shopping center [the Great Southern Shopping Center] could be built.”

By the time of a May 7, 1957 aerial photo,

the shopping center had been built over the site of Mayer Field,

and there was no longer any trace remaining of the former airport.

In the 1993 USGS aerial photo,

there did not appear to be any trace remaining of the former Mayer Field.

Joe Fife reported in 2006 that the site of the airport “is now the Great Southern Shopping Center.”

The site of Mayer Field is located north of the intersection of Route 50 & Mayer Road,

appropriately enough.

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Connellsville Airport (2G3, VVS), Connellsville, PA

39.96 North / 79.65 West (Southeast of Pittsburgh, PA)

What apparently eventually became Connellsville Airport

was depicted as "Bennett Field" (the western of the 2 fields in the center of the map)

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

Although not abandoned, this airfield is included here

because of its almost completely-forgotten contributions to aviation history.

The history of this airport is somewhat convoluted,

particularly concerning the airport's origin.

According to Tom Beamer, in 1919 two Connellsville businessmen, Roy Windell & John Hanke,

bought a site west of town as a base for an air service.

The airport was improved, probably by the municipal government in 1928 in the post-Lindbergh aviation fervor.

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

depicted 2 airfields in close proximity to the location of what eventually became the Connellsville Airport:

Bennett Field & Matthews Aviation Field.

Bennett Field was on the western side of the road,

and thus presumably was the predecessor of the Connellsville Airport.

Bennett was described as being operated by C. L. Semans, and was 90 acres in size.

Bennett Field may have closed at some point between 1929-33,

as there was no listing for an airport at this location in The Airport Directory Company's 1933 Airport Directory (according to Chris Kennedy).

However, the 1934 Department of Commerce Airport Directory (according to Chris Kennedy)

listed a "Uniontown-Connellsville" Airport, located "5 miles northeast of Uniontown & just south of Connellsville",

which would appear to have been the same location as what eventually became the Connellsville Airport.

According to the current Connellsville Airport web site,

the history of the current Connellsville Airport began on May 18, 1936,

when the City of Connellsville & the County of Fayette made an agreement

to build an airport through the federal Works Progress Administration.

The WPA allotted $500,000 to build a "Municipal Airdrome & Aviation Landing Field" in Fayette County.

The U.S. Government was particularly interested in the site, which was strategically located for defense purposes.

The 214-acre tract was purchased for $15,000,

of which Fayette County paid 75%, and Connellsville City paid 25%.

In all, over $1 million was granted by the Federal Government for the initial construction of the Airport.

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

described the "Uniontown Connellsville" Commercial Airport as being located

"5 miles northeast of Uniontown; immediately south of Connellsville."

It was said to have 2 sod runways, in an "L" shape:

1,500' north/south & 2,200' east/west.

A hangar was said to be located at the southwest corner of the field.

While preparing for defense programs, the U.S. Government found that Connellsville Airport

had more clear landing days than any airport in the area, including the Pittsburgh Airport.

As such, the U.S. Government entered into a temporary lease agreement with the City of Connellsville on March 8, 1938,

stating that if any national emergency developed,

that the U.S. Government would be in a position to assume complete control of the airport facilities.

The program for the October 1, 1938 “Appreciation Day”

which marked the completion of the WPA construction at Connellsville Airport (courtesy of Chris S.).

It depicted the field as having 2 runways in an L-shape,

with a 3^rd proposed runway in between.

A hangar & administration building were depicted in between the runways on the east side of the field.

Strangely, nothing at the site of Connellsville Airport was depicted on the 1939 USGS topo map.

Connellsville Airport, as depicted on the June 1939 Huntington Sectional Chart (courtesy of Chris Kennedy).

A June 26, 1939 aerial view depicted the Connellsville Airport

as having 2 paved runways in an L-shape,

with land having been cleared for a 3^rd runway in between.

The hangar & administration building could be seen in between the runways on the east side of the field.

Connellsville Airport, as depicted on the 1941 Regional Aeronautical Chart (courtesy of Chris Kennedy).

As WW2 escalated, the U.S. Government took over the Connellsville Airport on December 1, 1941.

It expanded & upgraded the facilities for over 4 years,

classifying the Connellsville Airport as a first-rate airport facility.

In Tom Beamer's words, "During WW2 Connellsville was the site of the 805th AAF Specialized Depot,

with a classification of 11-B (which I've been unable to reference),

reporting to MATSC - the Middletown Air Technical Service Command.

AAF Specialized Deports came in many varieties,

most were not associated with any aviation facilities but may have used under utilized public buildings,

such as a fairgrounds, for storage and shipment of for example, electronics, or even ore.

The large hangar on the north ramp is a standard WW2 AAF Sub-depot hangar

which has led me to believe this Specialized Depot was involved in maintenance or modification.

I suspect the facility was located here to get away from the congestion & tight labor market at Middletown.

My research indicates that this specialized depot was probably entirely at the airport

[and thus did not include the industrial building across the street,

the former Anchor Hocking glass warehouse]."

What kind of aircraft were serviced at Connellsville during the war?

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

described Connellsville as having a 3,100' hard-surface runway.

It was listed as "Connellsville (AAF Servicing Detachment)",

and it also was listed as conducting Army flight operations.

The boundaries of the the WW2-era military property at Connellsville,

as depicted on a 2003 Army Corps of Engineers diagram.

Note the separate plot of land on top of the hill, northeast of the airport - what was that facility?

After the war, on July 25, 1947, the U.S. Government, through the War Assets Administration,

legally surrendered all of its' interests, improvements and equipment back to the City of Connellsville.

In 1950, perpetually financially-troubled light plane manufacturer Taylorcraft Incorporated

briefly set up operations in nearby Conway, PA.

According to some sources, Taylorcraft also set up operations at Connellsville in 1950.

An undated photo of the prototype of the Taylorcraft Model 15.

According to some sources, the Taylorcraft Model 15 was produced in Connellsville, starting in 1950.

The Taylorcraft 15 was a 4-passenger, high wing taildragger,

Other models also supposedly produced at Connellsville starting in 1951

included the Model 20 Ranch Wagon & Ag Topper,

which were re-engined, specialized versions of the Model 15, the latter intended as a crop duster.

However, in Tom Beamer's words, "I doubt that Taylorcraft actually built anything at Connellsville.

Their production of the 15 was extremely limited,

probably no more then 25 aircraft and they were probably all built at the Conway location."

According to Tom, the 1952-53 edition of "Janes All the World's Aircraft" placed Taylorcraft at Conway,

with no mention of Connellsville.

According to Tom Beamer, "The 20 & the Zephyr were merely attempts to breathe life into a dying company

and in fact were simply fiberglass covered derivatives of the 15.

By this time Taylorcraft's production was more publicity than reality."

Thus it is possible that Taylorcaft's actual manufacturing was performed at Conway,

with the large hangar at Connellsville being used more for modification,

post-assembly checkout, and flight testing.

However, Glenn Call recalled "Taylorcraft built the last couple of Taylorcrafts under Lance Call -

they were of a fiberglass construction."

Connellsville was depicted as having a 3,400' hard-surface runway

on the 1953 Flight Chart (courtesy of Scott O'Donnell).

D.K. Wilkes recalled, “I joined the Marine Corps Reserve in 1954-55 at Connellsville Airport.

At that time the USMC Reserve unit was called the 39^th Special Infantry Division.

The Commanding Officer was Captain Marker.”

In 1955, production rights to the Taylorcraft designs were acquired by Univair Aircraft Corporation of Denver,

and any Taylorcraft production-related activities at Connellsville were presumably halted.

The 1957 PA Aeronautical Chart (courtesy of Mike Keefe)

described Connellsville as having 3 bituminous runways,

with the longest being the 3,450' northeast/southwest strip.

The 3^rd runway had evidently been added at some point between 1939-57.

The operator was listed as Walter McCartney.

According to Tom Beamer, Taylorcraft was able to hold on for a few more years after selling their production rights,

as in 1958 they received an IRAN (Inspect & Repair As Necessary) contract

to perform major maintenance on 200 Army L-20 Beavers.

The Taylorcraft facilities at Connellsville were related, possibly entirely, to that project.

The series of large, uniform, buildings that share the North Ramp

with the Specialized Depot Hangar were shops for this program.

This contract was completed in 1962 and Taylorcraft filed bankruptcy, once again.

Glenn Call provided further details about Taylorcraft's demise at Connellsville:

"Taylorcraft did a fair amount of government work on L-19's and L-20's

but was eventually shut down by strikes.

The particular strike that killed the Taylorcraft unit in Connellsville

had to do with the plumber's union in Uniontown

who were disappointed they weren't in on the building of the T-Hangars on the other side of the field.

There's no plumbing in the T-Hangars,

but that didn't stop the union at Taylorcraft from staging a sympathetic strike -

the final nail in the Taylorcraft coffin."

Glenn Call reported, "I grew up on Connellsville Airport while my father, Lance Call ran it [starting in 1959].

Harriett [Lance's wife] was a widely reputed 'hot pilot' in the old days.

We had a very (VERY) active FBO there, with a great shop capable of doing everything imaginable for light aircraft.

Lance Call sold & serviced a lot of Aztecs to the Koppers Corporation,

personally delivering the planes around the world to them & to folks such as the Flying Doctors in Africa."

The 1960 Jeppesen Airway Manual (courtesy of Chris Kennedy)

depicted Connellsville as having 3 paved runways (with the longest being the 3,430' Runway 5/23),

and several hangars along the east side of the field.

In 1961, 18 T-hangars were built by Lance Call, the Airport Manager,

who ran a commercial aviation business offering sales, service, fuel, flight service and flight instruction.

The 1962 AOPA Airport Directory described Connellsville as having 3 bituminous runways,

with the longest being the 3,600' Runway 5/23.

The operator was listed as Lance Call Company, Inc.

According to Tom Beamer, Lance Call was a former Brigadier General,

who was also friends with Howard "Bart" Bartholomew (proprietor of the Budd Lake Airfield in NJ).

Paul Parker recalled, "I flew gliders back in the 1960s with Lance & Harriett 'Tuffy' Call as tow pilots.

Many FINE memories with Cross-Country Soaring in the Uniontown Mountains."

A Marine Corps Reserve unit occupied the 2-story former terminal building at Connellsville Airport during the 1960s.

According to Glenn Call, "The Marine Unit there was a light anti-aircraft tank company when we arrived.

Somewhere around 1964 or so, they became the 7^th 155mm Howitzer Company.

They stored them in the little buildings right outside the front door of Taylorcraft [the small hangars on the north ramp].

Seems to me one tank per building or 2 howitzers.

They were always an I&I unit (Inspector/Instructor). Nice guys.

After we left [circa 1968] they became a transport company."

On December 16, 1965, the Fayette County Airport Authority was incorporated as a municipal authority,

and on May 10, 1966, a resolution was passed by the Fayette County to purchase the airport from the City of Connellsville for $50,000.

A September 11, 1967 aerial view depicted the Connellsville Airport

in basically the same configuration as was shown on the 1960 diagram.

According to Glenn Call, Lance Call operated the Connellsville Airport until 1969.

Upon expiration of his lease in 1969, ownership of the 18 T-hangars reverted back to the airport.

By the time of the 1982 AOPA Airport Directory (courtesy of Ed Drury),

the number of runways at Connellsville had been reduced to 2,

but Runway 5/23 had been lengthened slightly, to 3,820'.

The operator was listed as the Fayette County Airport Authority.

In the 1993 USGS aerial photo,

the 3 paved runways at Connellsville are all visible, as well as numerous taxiways & hangars.

Over the years, the Airport Authority has completed numerous improvements to the airport,

and has even put on air shows to attract local interest.

The airport has also taken over the FBO operations on the field,

and is in charge of fuel sales, hangar rentals and general maintenance of the airport terminal building.

Paul Freeman flew into Connellsville Airport in 2003,

and was fascinated to poke around the field & explore some of its history.

A 2003 aerial view looking northwest at Connellsville Airport by Paul Freeman.

The personnel of the present-day Fixed Base Operator (Fayette County Aviation)

knew that the airport had some military origin, but were not sure if it was Army or Marine Corps use.

The 2003 FAA Airport/Facility Directory statistics list a total of 48 aircraft being based at Connellsville,

which conducts an average of 51 flight operations per day.

Although there are quite a few hangars at Connellsville,

the sole aircraft which was parked outside was a Pittsburgh-area Stat-Medevac EC-135 medevac helicopter,

which operates from a concrete helipad in between the FBO & former control tower building.

A 2003 photo by Paul Freeman of the facilities of the present-day FBO at Connellsville - Fayette County Aviation.

According to Tom Beamer, "The FBO hangar is typical WPA era airport design/construction."

A 2003 photo by Paul Freeman of the former control tower building at Connellsville.

According to Tom Beamer, "the larger building with the tower was probably the USAAF Administration/Operation building."

An incomplete portion of lettering above the entrance to the former control tower building at Connellsville,

which presumably originally said "Marine Corps Training Center".

This building was reused during the 1960s by a variety of non-aviation Marine Corps Reserve units.

Photo by Paul Freeman, 2003.

Although the sun was at a poor angle,

the large lettering "Connellsville Plant, Taylorcraft" could still be read along the top of the north end of the large hangar.

Photo by Paul Freeman, 2003.

A 2003 photo by Paul Freeman, looking east at the large former Taylorcraft hangar at Connellsville.

The most fascinating part of the forgotten history of this airport may be seen on the north side of the field,

where a separate ramp holds one large hangar, on either side of which is a row of smaller hangars.

The large hangar is in quite bad shape,

but the lettering "Connellsville Plant, Taylorcraft" could still be read along the top of the north end of the hangar,

along with a smaller legend about "Fiberglass Products".

The personnel of Fayette County Aviation confirmed that the airport had been used as a Taylorcraft facility.

Clues to the later uses of the hangar could be found elsewhere on the building.

The opposite (south) side of the large hangar bore the lettering "SME Aviation",

which appeared to be quite newer than the Taylorcraft lettering.

Finally, the door (locked, of course!) on the west side had a small sign saying

"Industrial Design & Fabricating Inc." & "Perma-Cote Industries Inc.".

A 2003 photo by Paul Freeman of a row of smaller hangars, adjacent to the large Taylorcraft hangar.

According to Tom Beamer, the smaller hangars which sit on either side of the large hangar

were most likely built as shops for the 1958-62 Taylorcraft IRAN contract.

Several of the hangars bore signs indicating uses by various businesses (both aviation & non-aviation related).

According to the personnel of Fayette County Aviation,

plans are in the works for significant upgrades to the airport,

including lengthening the main runway to 5,000',

constructing a new terminal building,

and (unfortunately, from a historical preservation point of view),

tearing down the walls of the large former Taylorcraft hangar,

and converting it into a "covered, open-air, aircraft parking" facility.

It appears as if the plans for the large hangar don't include aircraft after all, however.

Dave Harding reported in 2005, “The big hangar is reduced to a frame now.

It is being converted to covered car park... what a waste.”

Connellsville Airport is located west of the intersection of Route 119 & Airport Road.

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Bettis Field, Pittsburgh, PA

40.36 North / 79.9 West (Southeast of Downtown Pittsburgh, PA)

Bettis Field in 1927, during a visit by Charles Lindbergh.

Charles Lindbergh lands the "Spirit of St. Louis" at Bettis Field in 1927.

The terminal building at Bettis Field, circa 1920s.

This field was originally known as the Pittsburgh-McKeesport Airport.

An early Mifflin Township resident, Barr Peat,

lived quite near to the end of a field where early barnstorming aviators would land.

One day a plane landed in the field,

and the grass was so high that the pilot did not see a tree stump & crashed his plane on landing.

This planted the seed into Barr Peat’s mind that there ought to be an airport around here somewhere.

When Barr Peat looked down from this grassy meadow at the top of the hill

he noticed a big beautiful pasture directly below.

This 144 acre property was owned by Harry Neel.

Barr Peat contacted Neel, who was a personal friend,

and made a deal in 1924 to allow planes to land on his property.

This began a 25 year span for the flying field.

Airplane rides were sold for a small charge,

and aerobatics were performed for the thrilled spectators who began to appear.

Soon other planes arrived & the site started to look like an airport.

Crowds assembled every weekend to the field to take rides

and watch all the excitement the early aviators had to show.

While the thrills of flying went on, Barr Peat continued working on his dream of an airport.

Barr Peat scraped some money up to have the field graded.

Sam Brendel put a "couple of thousand dollars" into supplying the field with aviation fuel & oil.

The first airshow at this fledgling airfield was promoted in 1925 with the help of Congressman Clyde Kelly.

The U.S. Army Air Corps brought transports, bombers, and pursuit planes.

There was parachute jumping & an air race.

Elmer Best stated, "It was on a triangular course, about 15 miles around.

One pylon, about 30 feet high, was at the intersection of Homestead-Duquesne Road & Brierly Lane."

Sightseeing rides & air show thrills were becoming a regular thing for many residents.

They could take flying lessons from Bob Trader’s flying school.

Aviation was catching on in the area at the Pittsburgh-McKeesport Airport, as it was known at that time.

Aviators began using the field more

and the Airways Tavern was built across from the airport.

In 1925, with some other small buildings on the field & grading completed,

the Pittsburgh-McKeesport Airport Company announced the opening of the field to the public.

Attending this grand affair was Lt. Cyrus Bettis & the Army Air Corps.

The airport was managed by Barr Peat who welcomed spectators to inspect the facilities.

The opening also included the announcement that the field would become the base of operations

for air mail service under government contract.

Barr Peat & Cliff Ball were very anxious & willing to progress.

They knew that the business was there.

It was up to Cliff Ball to buy the equipment & he was continuously looking for new equipment.

When Ball bought airplanes in those days they were "bare-bone"

and a lot of other things had to be purchased.

They were interested in getting the airmail service started.

In 1925 the Kelly Air Mail Act provided that private carriers could bid on airmail contracts.

The nation’s first contract was awarded to Clifford Ball Airlines.

The contract was for the 120 miles between Pittsburgh & Cleveland.

Due to some equipment & financial problems the airmail service did not start until 1927.

Cliff Ball Airlines did announce a passenger service between Pittsburgh & Cleveland.

Fares were $15 one-way & $25 round trip for a one hour twenty-minute flight each way.

Aviation during the Twenties was highlighted by barnstorming & air racing.

Lt. Cyrus Bettis, of the U.S. Army Air Corps,

won the Mitchell Trophy for air racing in 1924 & the Pulitzer Trophy in 1925 with a world record flying speed of 249 mph.

He also represented the Army in air shows around the country.

In 1926 Lt. Bettis was en route from Philadelphia to Selfridge Field in Michigan,

leading a formation of 3 Army airplanes.

Near Bellefonte, PA they encountered a heavy fog & Bettis hit the treetops & crashed into Jack’s mountain.

After he regained consciousness,

Bettis crawled to a road several miles away.

He was rescued & taken to Walter Reed Hospital.

He seemed to be recovering from his wounds, but 14 days later he died when complications set in.

To honor this great aviator the airfield was renamed as Bettis Field in 1926.

Roscoe Turner came to Bettis Field with what was at the time the largest biplane in the world,

a Sikorsky twin-engine bomber.

In 1927, the first airmail was received & sent out on Cliff Ball Airlines.

Ball had purchased 9 biplanes.

At least one of these, the Miss Pittsburgh, survives today in Rhinebeck, NY.

The blue & silver craft, carrying the mail in a front baggage area,

flew daily from Pittsburgh to Cleveland.

Also in 1927, Charles Lindbergh landed at Bettis,

in the course of his goodwill tour of the world in the Spirit of St. Louis.

The airfield was packed that day.

"The streets were lined with people all the way through Lincoln Place" recalled Walt Godleski.

At the airport the Spirit was put in a hangar sideways,

because it would not fit in the largest hangar otherwise.

Ken Scholter, remembered that the stipulation for Lindbergh’s appearance

was the Spirit had to be hangared.

"We greased some boards & slid the wheels along them into the hangar," recalled Scholter.

Col. Lindbergh left at noon the next day as a crowd of 30,000 cheered him.

In 1928 the National Elimination Balloon Races were held at Bettis Field.

According to reports more than 150,000 people jammed the field,

the largest crowd ever to witness an air event in Pittsburgh.

The 14 entrants got the weather go-ahead & lifted off at 6 p.m.

Within a half hour a thunderstorm brewed & the balloons were caught.

A number of them were struck by lightning & went down.

Army balloon No. 3 was hit near Youngwood, PA,

and Lt. Paul Evert died in the crash.

In 1928, Barr Peat & Bo Phelan, another investor in the airport company,

sold their original shares they purchased for $2,000 for $50,000 each.

In 1929 Ball sold his remaining interests to Curtiss-Wright.

Cliff Ball Airlines eventually evolved into Pennsylvania Airlines.

Bettis Field, as depicted on the 1929 Rand McNally "Standard Indexed Map With Air Trails" (courtesy of Chris Kennedy).

It described Bettis Field as being operated by the Pittsburgh-McKeesport Airport Corporation.

The field was described as being 1,650' x 2,500' in size, with a beacon light & landing lights.

From 1929 on Bettis Field began losing some of its glamor.

The depression hit, taking away jobs & money & the novelty of airplanes flying was beginning to wear off.

Bill Wood recalled, “I grew up in McKeesport

and my uncle, August (Gus) Becker, owned & operated the Pittsburgh Institute of Aeronautics from 1929.

Gus Becker purchased Bettis Field from Curtis-Wright in 1930

and used the facility from the early 1930s.

Bettis Field was used by the Pittsburgh Institute of Aeronautics

for training aircraft & engine mechanics for work in the civil & military aviation field.

Most civilian graduates were later employed by the airlines operating in the USA.”

A 1930 aerial view of Bettis Field.

In 1932 the Allegheny County Airport opened only one mile to the west,

and it was at that time the largest airport on record.

Commercial planes & transports moved there, leaving Bettis with small private planes.

The 1934 Department of Commerce Airport Directory (according to Chris Kennedy)

described "Pittsburgh-Bettis Airport" as being an irregular sod field measuring 2,500' x 2,200',

with 3 hard-surfaced runways in the center of the field, with the longest being an 1,800' north/south strip.

An undated aerial view looking northeast at Bettis Field (courtesy of Dan Almashy),

showing 3 runways, as well as several hangars along the west side of the field.

An aerial view looking northwest at Bettis Field,

from The Airport Directory Company's 1937 Airports Directory (courtesy of Tom Beamer).

The directory described Bettis Field as having 3 sod runways, with the longest being the 1,800' north/south strip.

The aerial photo in the directory depicted 2 fairly substantial hangars on the west side of the field,

which were described as having "Curtiss-Bettis" painted on the roof.

A circa 1930s aerial view looking southwest at Bettis Field (courtesy of Bill Wood).

An October 2, 1938 aerial view (courtesy of David Brooks) depicted Bettis Field as having 3 paved runways,

with the hangars & administration building along the southwest side of the field.

Bill Wood recalled, “My father, Bill Wood,

was the Pittsburgh Institute of Aeronautics superintendent during most of World War 2.”

Bettis Field, as depicted on the 1943 Cleveland Sectional Chart (courtesy of Chris Kennedy).

Bill Wood recalled, “World War 2 was spent training US Army Air Force mechanics under contract to the War Department.

Classrooms were located in the Pittsburgh Institute of Aeronautics building in downtown Pittsburgh.

Bettis Field had 2 hangars & a number of shops that were used to give practical experience working on aircraft & powerplants.”

The runway at Bettis was evidently paved by 1944,

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

described Bettis Field as having a 2,500' hard-surface runway.

A 1945 Pittsburgh Department of City Planning topo map labeled the property as “Curtiss-Wright Corporation Bettis Field Airport.”

It depicted the terminal building & 3 hangars, along with a portion of one runway.

Bill Wood recalled, “My uncle, August (Gus) Becker,

used the facility through 1945,

when Gus sold Bettis & Pittsburgh Institute of Aeronautics to the current owners.”

However, other sources have reported that Curtiss-Wright sold Bettis Field to Westinghouse in January of 1949,

and Westinghouse closed the field.

The Bettis Field property was redeveloped as the site of the Bettis Laboratory,

which developed naval nuclear propulsion technology for submarines & aircraft carriers.

According to Erik Wagner, “The last airplane landed at Bettis long after it closed.

In the late 1950s someone landed a single-engine aircraft there.

Ostensibly, the pilot said it was mistaken identity due to the then-prevalent smoke obscuration.

He thought it was Allegheny County, the large former air-carrier field 1 mile to the West.

Of course, it was, by then, the classified atomic power plant operated by Westinghouse

as Admiral Hymen Rickover's pet project for the US Navy nuclear propulsion project.”

An indication of the sensitivity of the Bettis Laboratory may be seen by examining the May 29, 1967 USGS aerial photo,

on which the site of Bettis Field was completely censored,

which has not been seen on any other USGS aerial photos of that era.

The Bettis Laboratory is still open as of 2003,

and is operated for the Department of Energy by Bechtel Bettis Inc.

In the circa 2000 aerial photo,

the remains of 2 paved runways (northeast/southwest & northwest/southeast) were still plainly apparent,

along with 2 former hangars along the west side of the field.

Two large former hangars & the former administration building still remain standing (as of 2003),

as part of the Bettis Laboratory.

If you drive by on Pittsburgh-McKeesport Boulevard & look through the fence at the former hangars,

the wings & propellers in cement-relief images are still visible.

A 2006 aerial photo showed that the remains of the 2 paved runways still existed

along with 2 former hangars & the administration building along the west side of the field.

A circa 2006 aerial view looking north at the former hangars which remain along the west side of the former Bettis Field.

A circa 2006 aerial view looking north at the former Bettis Field Administration Building.

The site of Bettis Field is located north of the intersection of Pittsburgh McKeesport Boulevard & Bettis Road,

only one mile east of the Allegheny County Airport.