Abandoned & Little-Known Airfields: Texas, Southeastern Houston area

Texas, Southeastern Houston area

Clear Lake Metro Port (revised 5/19/08) - Davis Aux AAF #3 (revised 5/17/08) - Genoa Airport (revised 5/17/08)

Hitchcock NAS (revised 7/29/07) - Pearland Municipal (revised 5/20/08) - S & S Patrol Field (revised 5/20/08)

Spaceland Airport / Houston Gulf Airport (revised 4/14/07)

____________________________________________________

Davis Auxiliary Army Airfield #3, League City, TX

29.53 North / 95.06 West (Southeast of Houston, TX)

Davis "#3", as depicted on the July 1945 San Antonio Sectional Chart (courtesy of Chris Kennedy).

Photo of the airfield while open has not been located.

This former airfield was established during WW2 as one of several auxiliary airfields

used to support flight training operations at nearby Ellington Army Airfield.

According to Muller's "Air Force Bases" Volume 1 (via Ron Plante),

"Davis Aux Fld #3" was acquired in early 1942 as an auxiliary of Ellington Army Airfield.

No airfield at this location was yet depicted

on the June 1943 San Antonio Sectional Chart (courtesy of Richard Doehring)

nor on the January 1944 San Antonio Sectional Chart (according to Chris Kennedy).

The earliest depiction of the field which has been located

was on the July 1945 San Antonio Sectional Chart (courtesy of Chris Kennedy).

It depicted "#3" as an auxiliary airfield.

The date of closure of Davis Aux #3 has not been determined,

but custody of the airfield property was assumed by the Army Division Engineers on April 10, 1946

(according to Muller's "Air Force Bases" Volume 1, via Ron Plante).

The airfield was no longer depicted at all on the January 1949 San Antonio Sectional Chart (according to Chris Kennedy).

The earliest photo which has been located of the Davis airfield was a 1957 aerial view.

It depicted the airfield as having 3 runways.

It appears as if the northwest/southeast runway may have been paved.

There was no sign of any buildings or other improvements at the airfield.

A 1964 aerial view showed that a canal had been cut through the northwestern portion of the airfield

at some point between 1957-64.

Three runways of the abandoned Davis Aux #3 Army Airfield

were still depicted in a 1976 aerial photo from a Galveston County soil survey (courtesy of Ron Plante).

Note Houston Gulf Airport depicted on the south edge of the photo.

A 1981 aerial view showed that the outline of the runways were still recognizable,

but some landing clearing was evident for new construction in the center of the former airfield.

At some point between 1981-95, all traces of the former airfield were removed

when the property was covered by new housing & the South Shore Harbour Country Club,

as seen in the 1995 USGS aerial photo.

As seen in the 2002 USGS aerial photo, not a trace remains of the former Davis Auxiliary Army Airfield #3.

The site of Davis Aux #3 is located northeast of the intersection of Route 518 & Marina Bay Drive.

____________________________________________________

Genoa Airport (T03), Genoa, TX

29.63 North / 95.2 West (Southeast of Houston, TX)

What was originally known as the "Emmett Flying Service Airfield",

as depicted on a 1952 Humble Oil street map of Houston.

This former small airport was located north of the intersection of Galveston Road & Genoa Red Bluff Road,

just a mere 2 miles northwest of Ellington AFB.

Genoa Airport was evidently built at some point between 1943-49,

as it was not depicted on the June 1943 San Antonio Sectional Chart (courtesy of Richard Doehring).

The earliest depiction of the field which has been located

was on the 1949 San Antonio Sectional Chart (according to Chris Kennedy).

Douglas Warren noted that his father learned to fly at Genoa Airport in Piper Cubs in the late 1940s.

The Genoa Airport was depicted as the "Emmett Flying Service Airfield"

on a 1952 Humble Oil street map of Houston.

The earliest photo that has been located of the Genoa Airport was a 1957 aerial view.

It depicted the field as having 4 unpaved runways,

with a large number of T-hangars on the south side of the field.

Seven single-engine aircraft were visible in the center of the field.

Genoa has evidently gained a paved runway at some point between 1957-63,

as the 1963 TX Airport Directory (courtesy of Steve Cruse)

depicted the field as having an asphalt 2,200' Runway 13/31, 3 grass runways, and several small hangars.

The operator was listed as Emmett Flying Service (run by Charles Emmett).

The Aerodromes table on the 1964 San Antonio Sectional Chart (courtesy of Bill Suffa)

described Genoa Airport as having a total of 4 runways,

with the primary runway being a 2,500' asphalt strip (with a total of 3,100' of turf available).

A 1964 aerial view depicted Genoa's new paved runway.

The field appeared otherwise unchanged compared to the 1957 aerial view.

The last photo that has been located of the Genoa Airport was a 1981 aerial view.

The airport did not appear very healthy, as not a single aircraft was visible on the field.

The airfield configuration was depicted essentially an unchanged manner

in the 1985 TX Airport Directory (courtesy of Steve Cruse).

According to Douglas Warren, Genoa Airport was closed in 1990,

with the property being sold to the City of South Houston & since that time has been used as a landfill site.

Some of the original hangars are still there.

The 1990 USGS topo map labeled the site as “gravel pits”.

In the 1995 USGS aerial photo,

the area of the former runway had been excavated (presumably for gravel),

with a pit having been dug in the center of the former runways.

A 2002 USGS aerial view showed that the majority of the area of the former runways had been flooded.

A circa 2006 aerial view looking north shows 2 former hangars (the brown buildings)

which still remain standing on the south side of the site of Genoa Airport.

The majority of the former airport had been flooded, some of which is visible at the top-left of the photo.

Thanks to Steve Cruse for providing information about Genoa.

____________________________________________________

Clear Lake Metro Port (CLC), Clear Lake City, TX

29.55 North / 95.13 West (Southeast of Houston, TX)

A postmark commemorating the 1969 dedication of the Clear Lake STOLport (courtesy of Steve Cruse).

This private STOL port was operated by Metro Airlines,

which was formed in 1966 to fly commuters

from the NASA Johnson Space Center to Houston Intercontinental Airport,

using DeHavilland Twin Otters.

The airport was located south of the intersection of Galveston Road & El Dorado Boulevard,

only 2 miles west of the NASA Johnson Space Center.

Clear Lake Metro Port was apparently built at some point between 1966-69,

as it was not depicted on the 1964 San Antonio Sectional Chart (courtesy of Bill Suffa),

nor depicted at all on a 1964 aerial photo.

A 1969 postmark (courtesy of Steve Cruse) commemorated the dedication

of the “Houston Metro Airlines Clear Lake STOLport, serving the NASA area.”

According to Greg White, “I found time tables as early as February 1970 showing a Twin Otter on the cover

and listing Clear Lake/ NASA as a stop.

If I remember correctly, the STOLport was in operation in 1973

when I started school & flight training at San Jacinto College in Pasadena, TX in the fall of that year.

I seem to recall those odd little airplanes that Metro Airlines was using in & out of there.”

The earliest photo that has been located of the Clear Lake Metroport was a 1973 aerial view.

It depicted the field as having a single paved northwest/southeast runway,

with a ramp & buildings on the southeast side.

David Stall recalled, "I flew in & out of that airport as a passenger when I moved to the Clear Lake Area in 1975.

The small passenger terminal didn't appear particularly new at that time."

David Byrd recalled, “I worked for Metro Airlines at the Stolport in 1979-80.

It was quite a busy place in those days.

A 15 minute flight from IAH for the NASA commuters working on the space shuttle.

The Stolport was privately owned by Metro Airlines. thus a private strip.

A small terminal, a hangar for 2 Twin Otters, Budget car rental, and lots of parking.

Dispatch & maintenance offices located in the hangar.

Home to a fleet of Twin Otters at that time flying routes in Texas & Oklahoma.

Some out-of-service Navajos & a BE-99 were parked there also.

The Shorts SD3-30 began service at this time.

It was flown in to the Stolport only a few times as it had to operate empty due

to the short runway & took up almost all the ramp space.

Those airplanes overnighted & were maintained at the Spaceland Airport.”

David continued, “The Stolport land was very valuable.

Apartments & houses were creeping in every day & the air service demand changed.

It was too small for expansion & the new neighbors did not like their houses being buzzed.

Metro grew into a large commuter & was absorbed into the American Eagle system.

In fact, they operated the inaugural Eagle flight in 1984.”

The earliest aeronautical chart depiction of the Clear Lake Metroport which has been located

was on the 1980 Houston Terminal Area Chart (courtesy of Steve Cruse).

It described the "Clear Lake Metroport STOL" field as having a single 2,500' paved runway.

The last photo that has been located of the Clear Lake Metroport was a 1981 aerial view.

Note the presence of a single twin-engine aircraft on the ramp.

As depicted on the 1982 USGS topo map,

the airfield consisted of a single 2,750' runway,

and a small passenger terminal & parking area east of the runway.

John Parr recalls, "I used to fly out of this airport, commuting to Houston Intercontinental for connections.

There were apartments RIGHT at the end of the northwest end of the runway, so the pilot HAD to take off fast.

I recall thinking how anyone could live with aircraft taking off 50' over the roof!"

David Brooks observed of Metro Port, "I used it once (1986).

A Metro Airlines Twin Otter shuttled between that field & Houston Intercontinental (IAH).

The Twin Otter used only about 2,000' of runway."

According to Greg White, “By the mid-1980s they had decided that the Clear Lake operation

was becoming problematic with the growth of Hobby Airport & the encroaching city.

In early to mid-1985, they chose to sell the STOLport operation

along with 6 Twin Otters to Royale Airlines of Shreveport, LA.

Prior to the sale, Metro was performing maintenance on several types of aircraft in their fleet at the hangar there.

In addition to the Otters, work was performed on the Beech 99s & the Shorts 330 (also known as 'the box the Otter came in')

but I don't believe there was ever any commercial service in those other types from Clear Lake due to the very short runway.

I joined Royale in December 1985 as a Captain on the DHC-6, not to long (months) after the sale.

I really enjoyed my time commanding the Otters in & out of Clear Lake.

It was always a challenge operating out of there

and when the weather went down, we used Ellington as an alternate & I got to land there several times as well.

Once at Ellington, we would bus our passengers to & from the STOLport.

By early 1986, Royale begin to figure out that they were sold a 'bill of goods'

and by February 1986 had decided to shut down operations from Clear Lake( a lawsuit ensued).

I flew the third to the last commercial flights into Clear Lake around the middle of April 1986 on the DHC-6.

I don't remember what happened after that to the airport

but I do recall the property being used as a rental car agency & other uses prior to being sold off piecemeal.”

David Brooks recalled, "When I moved back here (1990),

Metro had left & the field was abandoned with part of the runway gone.

Later on, a large apartment complex was built.

Then a storage place, and finally, a car dealership.

So, nothing remains of the airfield."

The site of Metro Port was labeled "Abandoned" on the 1990 USGS topo map.

As seen in the 1995 USGS aerial photo,

a housing development covered most of the former airport site,

with only a 900' section of runway remaining visible at the southeast end,

as well as the former airport parking area.

A more recent aerial photo from 2000 shows that even those traces of the former airport is now gone.

A 2003 photo by David Brooks looking northwest at the remains of the runway at Clear Lake.

"The discoloration of the grass is the only mark of where the concrete runway was."

David Byrd reported in 2008, “I have not been there in some time

but I believe the high tension towers to the north still have 2 shorter towers which made the lines lower for the approach!”

Thanks to Steve Cruse for providing information about Clear Lake.

____________________________________________________

Pearland Municipal Airport (T29), Pearland, TX

29.51 North / 95.05 West (South of Houston, TX)

A 1957 aerial view depicted Pearland as having 5 runways, with numerous hangars along the west & north sides of the field.

Pearland Airport was evidently built at some point between 1943-49,

as it was not depicted on the June 1943 San Antonio Sectional Chart (courtesy of Richard Doehring).

The earliest depiction of the field which has been located

was on the 1949 San Antonio Sectional Chart (according to Chris Kennedy).

The earliest photo which has been located of Pearland Airport was a 1957 aerial view.

It depicted the field as having 5 runways, with numerous hangars along the west & north sides of the field.

Pearland was described in the 1962 AOPA Airport Directory

as having a 2,800' blacktop Runway 13/31 & a 2,700' shell & sand Runway 18/36.

The operators were listed as Guinn Flying Service, Jackson Flying Service, and Brockman Aero.

Jon Goldenbaum recalled, “I went to work at Guinn Flying Service, Pearland, in 1963.

The deal was: one day washing airplanes, pumping gas, cutting grass

for one hour dual instruction in straight tail Cessna 150s. No cash.

Many young men came into aviation in such a fashion sponsored by Helen & Joel Guinn, a wonderful couple.

Today, (2008) I know of at least 3 airline captains & other successful professionals

who got their start in the heat & humidity of Pearland.

Joel Guinn ran a successful GI bill flight school & charter operation.

He flew a D-18 Twin Beech out of the 2,600' runway day & night, we thought that was a huge runway.

Joel used to take us young lineboys along as co-pilots as he had a tough time reading the Jepp's at night.”

The 1963 TX Airport Directory (courtesy of Steve Cruse)

depicted Pearland as having 4 unpaved runways, with the longest being the 2,600' northwest/southeast strip.

A row of 8 hangars was located along the west edge of the field,

and a smattering of T-hangars was located on the north side.

The operators were listed as Atlas Aviation, Boynton Flying, Brockman Aero, Burl-Air, Guinn Flying, and Jackson Flying.

The manager was listed as Henry Whitt.

A 1964 aerial view by Jon Goldenbaum looking northwest at Pearland Airport.

Jon Goldenbaum continued, “At one time he [Joel Guinn] had a contract with the Veterans Administration

hauling patients on their last legs into Houston to the big VA hospital.

The gurney was composed of wooden coke crates strapped to the floor, a thin mattress with a sheet draped over it.

Upon arrival at Pearland, we became the ambulance drivers,

delivering the distressed patients to the VA in an old Ford Falcon station wagon ambulance.”

Jon continued, “I got my private, commercial, and CFI in the Guinn system.

Guinn Flying Service & Pearland was a wonderful place,

and a real nursery for professional pilots who came from modest means.”

The Aerodromes table on the 1964 San Antonio Sectional Chart (courtesy of Bill Suffa)

described Pearland Airport as having a total of 4 runways,

with the longest runway being a 2,600' asphalt strip.

The last photo that has been located of Pearland Airport while it was still open to fixed-wing aircraft was a 1981 aerial view.

A total of 14 light aircraft were visible on the west & north sides of the field.

In the 1985 TX Airport Directory (courtesy of Steve Cruse),

Pearland Airport is depicted as having 2 paved runways (a 2,400' Runway 11/29 & an 1,800' Runway 17/35).

The operators were listed as Gunn Flying Service, D&N Flying Service, and Houston Helicopters.

A remark said, "Owned by Houston Helicopter & primarily used for helicopters now."

Pearland had evidently been closed as a fixed-wing airport at some point between 1985-90,

as it was downgraded to "Municipal Heliport" on the 1990 USGS topo map.

Houston Helicopters continued to operate from the north side of the field.

Appropriately enough, the streets along the northern perimeter of the former airport are still named

Lockheed Street, Douglas Street, and Beechcraft Street.

In the 1995 USGS aerial photo, much of the 5 former runways still remained.

But the row of 6 substantial hangars along the west side of the field had all been removed at some point between 1981-95,

and a road had been built through the center of the airport site.

USGS aerial photo 2002.

A 2003 photo by David Brooks of the helicopters currently operating from the flight line of the former airport.

David observed, “I was surprised as there is still an active heliport there.

Houston Helicopters & Bell Helicopters share a facility with what appeared outside to be about a dozen Bell choppers.

The rest is quite dead.”

A 2003 close-up by David Brooks of the Hueys & Jet Rangers at Pearland.

A 2003 photo by David Brooks of some of the old hangars at Pearland, now appearing to be rusting badly.

"Note the old wind sock fixture on top of first hangar."

A 2003 photo by David Brooks looking south along the remains of the pavement of Pearland's Runway 17/35.

The site of Pearland Airport is located southeast of the intersection of Main Street & Walnut Street.

Thanks to Steve Cruse for information about Pearland.

____________________________________________________

S & S Patrol Field, League City, TX

29.48 North / 95.13 West (Southeast of Houston, TX)

A 1964 aerial view depicted the S & S Patrol field as having 2 grass runways.

This private airfield was evidently built at some point between 1957-62,

as it was not yet depicted at all on a 1957 aerial photo.

The earliest reference to the field which has been located is in the 1962 AOPA Airport Directory,

which described S & S Patrol Field as having a single 1,367' sod Runway 16/34.

The 1963 TX Airport Directory (courtesy of Steve Cruse)

listed the manager as Robert Stevens, and the remarks said "Private; land at own risk."

The earliest photo which has been located of the S & S Patrol Field was a 1964 aerial view.

It depicted the field as having 2 grass runways,

with 2 small hangars on the west side of the north/south runway.

The earliest aeronautical chart depiction which has been located of the S & S Patrol Field

was on the 1964 San Antonio Sectional Chart (courtesy of Bill Suffa).

It described S & S Patrol Field as having 2 unpaved runways, with the longest being 2,200'.

The 1967 TX Airport Directory (courtesy of Brad Stanford)

depicted S & S Patrol Field as having a 2,200' turf Runway 17/35 & a 1,600' turf Runway 12/30,

with an east/west taxiway connecting the two.

Two hangars were located along the west side of Runway 17/35.

The operator was listed as S & S Pipeline Patrol.

The 1970 TX Airport Directory (courtesy of Ray Brindle)

described S & S Patrol Field in basically the same manner.

George Horn recalled, “In 1972-74 I flew for Robert Stevens, owner of S & S.

We flew mostly Cessna 150s, and a couple of Cessna 140s on pipeline patrol under contract to various pipeline companies

such as Gulf Oil, Florida Gas Transmission, Amoco, Texas Pipeline (Texaco), and others.

We operated out of S & S field as the home base,

but had pilots/planes based in TX at Fort Worth, and McCamey, as well as in Gonzales, LA, and Orlando, FL.

There was a 200' high tension line across the north end of the field,

and a takeoff on Runway 35 would make a Cessna struggle to clear it.

We usually operated to the south for that reason, as well as the prevailing winds.

In rainy weather the road to the field would flood.

I remember driving my 1964 Dodge station wagon down that road with water up to the headlights,

but the grass runways were still usable if a bit soggy.

Some interesting stories & pilots passed through that airfield.

One of the senior Captains at Southwest airlines, Ron Lane (#8 on the seniority list for a time)

once flew pipeline out of there trying to stay current so SWA would hire him.

I was the guy who hired him as my replacement.

A couple of flight planners & other NASA types also kept their planes tied down there.

S & S was one of those jobs I'd never want to do again...

but also would never take anything for the experiences it gave me.”

The last photo which has been located showing the S & S Patrol Field while still operational was a 1973 aerial view.

It showed that the east/west taxiway had been lengthened into a 3^rd runway at some point between 1967-73.

That apparently necessitated the removal of the southern hangar as well.

But the field appeared well-used, as a total of 5 single-engine aircraft were visible on the field.

The last aeronautical chart depiction which has been located of S & S Patrol Field

was on the 1980 Houston Terminal Area Chart (courtesy of Steve Cruse).

S & S Patrol Field was apparently closed sometime between 1980-81,

as a 1981 aerial view showed that the northern half of the field has been covered by streets for a new housing development.

The last hangar had also been removed at some point between 1973-81.

Nearby resident David Brooks recalled, "I had always noticed on some maps

that an airfield existed on the south side of League City - not far from where I live.

It appeared on road maps, etc., but by the time I looked for it about 1991,

a major housing area existed & so I dismissed it."

USGS aerial photo 1994, with the remains of 2 runways visible south of the housing development.

USGS topo map 1995.

A comparison of the above USGS aerial photo from 1994 & USGS topo map from 1995

shows that you can't always trust man-made maps,

while on the other hand, photographs never lie.

The aerial photo is from 1994, and shows that a housing development

had covered most of the area of the former airfield,

with the exception of the southern-most portion of 2 former runways,

which were still visible south of the housing development.

On the other hand, the topo map is from one year later, 1995,

and yet it shows the entire airfield (all 3 runways),

with no indication of the northern portion of the airfield having been covered by new streets & houses.

A circa 2005-2006 aerial view shows that the housing development had expanded toward the south,

covering the last remaining trace of the former airfield.

A possible clue to the residents of the housing development of what their property used to encompass

can be found on the name of the main north/south road through the housing development - Landing Boulevard.

The remains of the former S & S Patrol Airfield are located

south of the intersection of Landing Boulevard & Potomac Drive.

Thanks to David Brooks for pointing out this field.

____________________________________________________

Spaceland Airport / Houston Gulf Airport (SPX), League City, TX

29.51 North / 95.05 West (Southeast of Houston, TX)

A 1979 photo of Paul Depperschmidt in a Grumman Cheetah at Spaceland / Houston Gulf Airport.

This general aviation airport opened in 1967,

and was originally owned by Roger Davis.

The developers of the airport reportedly used leftover concrete

from the Johnson Space Center to pour the runways.

Houston Gulf Airport is about 4 miles south of the Johnson Space Center,

and was originally named Spaceland Airport.

It has been the home of many famous fliers,

including Neil Armstrong, Deke Slayton, and Apollo 13 Flight Director Gene Kranz.

Jon Goldenbaum recalled, after getting his private, commercial, and CFI at nearby Pearland Airport,

“I went on to be an 18-year-old flight instructor for Roger Davis at Spaceland Airport.

I was one of Roger Davis' initial cadre of flight instructors when he opened Spaceland.

Roger was local flying buff who had a lot of money.

Nothing was too good in the initial years of operations: carpets, big offices, new hangars, airplanes, etc.

A far cry from the utilitarian approach of Guinn Flying Service at Pearland.

I would fly with 8 students a day in the summer, flying until I was bleary eyed & dazed.

No problem for an 18 year old.”

According to David Stall, "Spaceland Airpark in 1974 was home to the Bay Area Aero Club."

David Stall recalled that Spaceland "was also home to the Rockwell Flying Club -

Houston Chapter (of which I was a member 1975-1976)."

Spaceland Airport was the home of an active parachute jump operation for several years.

Jim Heffernan has documented the early days of the Spaceland Paracenter in the years 1975-76.

Jump operations were conducted by Dave Boatman, owner of the Paracenter, according to Jim.

Paul Depperschmidt recalled, “Houston Gulf Airport...

I got my private pilot ticket there in the summer of 1979 flying a Grumman Cheetah.

My instructor was Curt Miles. My FAA check pilot was Dave Boatman.

There is an 'I learned about flying from that' story surrounding the check ride that is a bit embarrassing.

The short story is we crashed the plane just short of the runway. It was totaled but no one hurt.

I think they actually changed the FAA checkride procedures because of it.

I thought he had pulled the power when the engine had actually died.

Dave ended up giving me my ticket. But the FAA made me go through another checkride.”

At some point before 1980, the airport was renamed Houston Gulf Airport,

as that is how it was depicted on the 1980 Houston Terminal Area Chart (courtesy of Steve Cruse).

It was described as having a single 5,000' paved runway.

In the 1985 TX Airport Directory (courtesy of Steve Cruse),

Houston Gulf was depicted as having a single 5,000' paved Runway 13/31,

a parallel paved taxiway, and a paved ramp at the southwest end with 5 hangars.

The operator was listed as Clear Lake Aviation Service.

Robert Winkler recalled, “I learned to fly at this airport in 1985,

flew in the Bay Area Aero Club, and for years we hangared our Bonanza there.

My house is in a subdivision less than one mile east of the airport, which was one of the reasons I bought there.”

Houston Gulf Airport had a curious tie-in to recent world events,

as it was purchased in the mid 1980s by Salem Bin Laden - Osama’s older half-brother.

Bin Laden’s estate has sought to sell the property since his death in a 1988 ultralight crash in San Antonio.

They finally succeeded, although the purchaser was Johnson Development,

which planed on demolishing the airfield & building upscale houses on the property.

A late 1990s aerial photo of Houston Gulf Airport.

A 2002 USGS aerial photo, taken apparently only a few months before the field closed.

Note the total of 28 light aircraft on the field.

However, the cause of the airport's demise has also appeared adjacent to the east side - new housing construction.

A closeup from the 2002 USGS aerial photo of the Spaceland ramp.

Note the “Spaceland” lettering, visible on the roof of one of the hangars.

Houston Gulf Airport closed in 4/02.

At the time of its closure,

the airfield consisted of a single 5,000' asphalt runway, 13/31,

a parallel taxiway, a ramp & several hangars.

It was home to 80 based aircraft, including 2 jets & 2 helicopters.

The statistics in the Airport Facility Directory showed that it had an average of 66 aircraft operations / day.

It was home to the Bay Area Aero Club (with 230 members), which will be moving to Clover Field,

and Houston Gulf Avionics.

According to airport operator Helen Paige,

neither the city nor county was interested in purchasing the 365-acre property,

leaving Galveston’s Scholes Field as the county’s only public airport.

In the words of the airport operator,

"The most devastating part to us as lovers of aviation is that we’re losing an airport.

We’re all devastated because it’s going away.

Once you put houses on a piece of land it doesn’t go back the other way."

Cindy Mahler runs a group named Houston Gulf Airport Coalition,

which is "currently fighting to save our beloved airport."

According to Cindy, "No houses currently occupy the airport land,

but the developers who are trying to buy the airport do have plans to put them there if they win."

A 2002 photo by Doug Warren, showing a hangar at Houston Gulf

which was being dismantled within the same year that the airport was closed.

David Brooks reported in 2003, "The last time I was there it was still open & full of aircraft (including a number of jets).

However, with the rate of house building in this area - I am not surprised that it would be taken over."

Houston Gulf was still depicted on the 2003 Sectional Chart, but labeled "Closed".

A sad 2003 photo by David Brooks, showing piles of rubble from the demolished hangars at the former Houston Gulf Airport.

A 2003 photo by David Brooks, showing a car driving down the former runway of the Houston Gulf Airport.

David Brooks reported in 2003, "All structures are gone.

The ramp, taxi way, and runway are still present

but a lot of grass & weeds have grown up around them & in the cracks.

The property is privately owned & they would not allow me to access the property to take pictures.

So all I could do was to take pictures from the public roads.

No housing development yet, but you can see in the distance, they are getting close.

Probably in the next year or so, the old airfield will be turned into an upscaled housing development."

A 2003 aerial view by Jason McClure, looking southeast at the abandoned Houston Gulf Airport.

A sad 2003 photo by Jason McClure, of the wreckage that remains of former hangars at Houston Gulf Airport.

Jason McClure reported in 2003, "My dad flew out of Houston Gulf from about 1999 through its closing.

I think the runway is still all there but the taxiway & parking lot are being torn up."

David Brooks reported in 2004, "I drove past the closed Houston Gulf / Spaceland Airport.

It is now virtually gone.

Whoever owns the land now has leveled everything for about 2 miles alongside the road.

The main runway has been broken up & about 80% removed.

The taxiway is being broken up.

So progress (urban sprawl) has taken another wonderful airfield to oblivion."

David Brooks reported in 2005, “All remains are gone now.

Roads for a large housing subdivision have been put in along with utilities, street lights,

and a large berm at the entrance (I assume for some decorative thing to be built in the front).

A sign says houses starting at $500,000 & up.

Awful to see all of this urban sprawl.”

A March 2006 aerial view by Robert Winkler, looking north at the site of the former Houston Gulf / Spaceland Airport,

now the location of the Tuscan Lakes housing development.

Robert observed, “To lose this airport so suddenly was a real loss to the local aviation community. It was a great airport.

I drive by here just about every day, and every day it breaks my heart to see more houses.”

A 2006 photo by Paul Depperschmidt of the former runway at Houston Gulf.

Paul reported, “Last year [2006] I went back to the area & wanted to drive by my old airfield.

I had a GPS & was sure I was in the right spot. But no Houston Gulf.

I finally realized it had been absorbed by the surrounding subdivisions.

I took a couple of pictures. One is the runway as it was being torn up.

The other is of the only solid piece of anything that looked like the concrete base of the airport light.

I picked up a chunk of the runway & saved it. I plan to make it in to some type of wall hanging.”

Thanks to Paul Reinman for pointing out this field,

and to Steve Cruse for additional information.