Abandoned & Little-Known Airfields:
Southwestern New Jersey
© 2002, © 2008 by Paul Freeman. Revised 7/18/08.
Aero-Haven / Camden Burlington County (revised 7/18/08) - Bridgeport Airport (revised 7/18/08)
Cavoli's Airport (revised 4/19/08) - Marlton-Medford Airport (revised 4/19/08) - Pitman Airport (revised 4/19/08)
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Marlton-Medford Airport, Marlton, NJ
39.9 North / 74.9 West (East of Philadelphia, PA)
Marlton-Medford Airport, as depicted on the 1946 Washington Sectional Chart (courtesy of Mike Keefe).
This little general aviation airport was evidently established at some point between 1944-46,
as it was not yet depicted on a 1940 aerial photo
nor on the May 1944 Washington Sectional Chart (courtesy of Chris Kennedy).
The earliest depiction of Marlton-Medford Airport which has been located
was on the 1946 Washington Sectional Chart (courtesy of Mike Keefe),
which depicted it as a commercial/municipal airport.
The 2 runways of the Marlton-Medford were drawn in on the 1953 USGS topo map (courtesy of Pete Greene).
Each of the runways was depicted as having a parallel taxiway,
and several airport buildings were depicted along Evesboro-Medford Road.
The earliest photo of Marlton-Medford Airport which has been located was a 1956 aerial view.
It depicted the field as having 2 grass runways, with a few small hangars & 4 single-engine aircraft at the northwest corner.
An undated view of 3 taildraggers in front of 2 hangars at the Martlton-Medford Airport (courtesy of Pete Greene).
The 1961 Philadelphia Local Aeronautical Chart (courtesy of Mike Keefe)
depicted Marlton-Medford as having a 2,500' unpaved runway.
The 1962 AOPA Airport Directory described Marlton-Medford Airport as having 2 turf runways:
2,500' Runway 9/27 & 2,250' Runway 13/31.
The field was described as offering fuel, hangars, and tiedowns,
and the operator was listed as Airport Associates Inc.
The last photo of Marlton-Medford Airport which has been located was a 1963 aerial view.
It depicted the field as having 2 grass runways, with a few small hangars & 3 single-engine aircraft at the northwest corner.
The 1964 Washington Sectional Chart depicted Marlton-Medford as having a 2,300' unpaved runway.
Marlton-Medford Airport was evidently closed (for reasons unknown) at some point between 1964-67,
as it was no longer listed among active airfields in the 1967 AOPA Airport Directory (according to Chris Kennedy).
A 1970 aerial photo showed that streets for a new residential development had covered the site,
with not a trace left of the former airport.
Pete Greene reported in 2004, "My house is located near what used to be the Operations building
of the old Evesboro Airport [Marlton-Medford Airport].
When I moved into the area in 1981, the north end of the airfield was pretty much a developed-over farm field,
but the southern end was a cleared strip of land between high trees.
I always wondered why there was a cleared strip in the middle of nowhere until a local told me about the Evesboro Airfield.
I later found it on an old aerial photo of the area at the local historical society,
and an old-timer told me that the operations building was right around where my house was.
The airport paralleled for the most part Evesboro-Medford Road (Evesham/Marlton, Burlington County, NJ)."
As seen in the 1995 USGS aerial photo, the majority of the property of the former Marlton-Medford Airport had been covered by houses,
with a small open portion remaining in the center of the site.
There does not appear to be any remaining trace of the former airport, though.
The site of Marlton-Medford Airport is located south of the intersection of Evesboro Medford Road & Green Brook Drive.
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39.76 North / 75.14 West (South of Philadelphia, PA)
Pitman Airport, as depicted on the November 1945 Washington Sectional Chart (courtesy of John Voss).
This little general aviation airport was evidently established at some point in 1945,
as it was not yet depicted on the June 1945 Washington Sectional Chart (according to Chris Kennedy).
The earliest depiction of Pitman Airport which has been located
was on the November 1945 Washington Sectional Chart (courtesy of John Voss).
It depicted Pitman as a commercial/municipal airport.
Joe Rattigan recalled, “My grandfather was Ralph Jones,who ran Pitman Airport.
I believe he leased the property.
He taught people to fly. His business was Jones Flying Service.”
Brian Lott recalled, “My Dad knew Ralph Jones from back in the 1940s.
My Dad also worked as a Flight Instructor for Ralph Jones.
Charles Klineberg (spelling?) was the A & P at the time.
Ralph Jones (called Jonesy, by the guys who flew there)
moved the corrugated hangars from Almonesson to his next airport at Blackwood & then finally moved them to Pitman.”
Brian continued, “My Dad's memories of flying at Jonesy's airports are fond ones.
He said that Jonesy had a great personality & was someone that everyone liked.
Dad liked flying there because Jonesy would always buy & sell airplanes.
Dad got to try the different airplanes that came along.
Brand new Luscombes & Cub Cruisers were airplanes that he mentioned from time to time.
They used to put on mini airshows on the weekends to stimulate interest & sell airplane rides.
Jonesy even had pet monkeys which would perform parachute jumps.”
The earliest photo which has been located of Pitman Airport was a 1956 aerial photo.
It depicted Pitman as having a single northwest/southeast unpaved runway,
with 7 light aircraft visible parked on the south side of the field.
A 1957 aerial photo depicted a dozen light aircraft parked at Pitman.
The 1961 Philadelphia Local Aeronautical Chart (courtesy of Mike Keefe)
depicted Pitman as having a 2,400' unpaved runway.
Barbara Jones recalled, “My mother grew up at Pitman Airport; her father was Ralph Jones [Pitman Airport operator].”
A 1963 aerial photo depicted a dozen light aircraft parked at Pitman.
President Lyndon Johnson met with Soviet Premier Aleksei Kosygin
from June 23-25, 1967 in Glassboro for a 3-day summit conference.
They met at Glassboro State College, later renamed Rowan University.
According to Barbara Jones, the summit attendees “used Pitman as a base.”
Bob Kobrin recalled, “I took my early flying lessons to 1st Solo at Pitman in 1968, from Jones Flying Service.
They flew Cessna 150 trainers.
'Jones' (Ralph) was a perfect Hollywood image of a 1930s barnstormer pilot 30 years later.
Skinny, grizzled, and scraggly - and a GREAT pilot. I only flew with him once.
My instructor was Harry Williams, who idolized Jones and, regrettably, tried to emulate him.”
Bob continued, “The field was an 1,800' grass strip, though 300' of one end was not used - unless you were taking off from that end.
That was because the opposite end of the strip had the TALLEST stand of trees in the WORLD beyond it,
and as a heavy fellow in a Cessna 152, I had to use the 300' overrun to help get over them.
Perhaps they were not the VERY tallest trees, but flying toward them, they sure looked it!”
Bob continued, “Sorry to say this, but alcohol was a problem at the airport.
I had been taking lessons from Harry Williams, but one day he called in sick.
Jones took me up. He reeked of alcohol, and was slightly wobbly.
I have to this day no idea why I got into the plane with this guy, but I did.
When he demonstrated maneuvers, his flying was the smoothest anyone could possibly make in a 150!
That's why I think of him as a great pilot. Better than I'll ever be even when he was stoned.
Somehow that skill kept him alive all those years.
Unfortunately, Harry Williams was emulating his hero in the bottle as well as the sky, but he was not quite good enough.
On July 4, 1969 my girlfriend & I stopped by the airport (by car)
to reschedule her birthday present first flying lesson (with Harry) planned for the next day.
We were told that just a few hours earlier, Harry & a student had taken a Cub for a joyride.
Harry made 3 consecutive loops, the last of which hit the ground.
Too much celebrating the 4th, too much trying to be like Jones.
He left a young wife & a new baby, and somehow my girlfriend never did take that lesson.”
Mike Gentile recalled, “The old Airport was located on Tyler's Mill Road in Mantua Township.
It was owned by the Prickett family of Sewell N.J.
They used the surrounding area for their nursery business.
It was also the base of operations for a local crop duster in the 1960s & 1970s (Duffy's Flying Service I believe).”
The 1970 NJ Division of Aeronautics Certificate of License for Pitman Airport (courtesy of Joe Rattigan).
A 1970 aerial photo depicted Pitman Airport perhaps at its zenith of popularity,
with over 20 light aircraft visible parked on the south side of the field.
The last chart depiction which has been located of Pitman Airport as an active airfield
was on the 1975 Washington Sectional Chart (courtesy of Ed Drury).
It depicted Pitman as having a 2,400' unpaved runway.
Two 1978 photos by Stan Sikorski of Duffy's Flying Service's AgWagon & 450hp modified Stearman,
parked at the east end of Pitman Airport's hanger line.
Stan Sikorski recalled, “I was a kid of 14 when I met some agricultural pilots that were using a small farm strip in Indian Mills, NJ.
As I got to know them, I found that they were all working for an outfit called 'D's Flying Service' based at the Pitman Airport.
They had a modified 450 horsepower Pratt & Whitney powered Stearman,
a Cessna Ag Truck, a Cessna Ag Wagon, & a Piper J-3 Super Cub.
My 1st visit to Pitman blew me away.
It was a single grass strip, grass parking area, a concrete patch for fueling pumps, and 2 rows of corrugated metal hangars.
The place smelled like oil & history.
I spent many days there working for rides, enjoying the personalities
and learning many things about flying & life in general from them, and even took flying lessons.”
Stan continued, “The place was amazing. Everything a local nostalgic airport should be.
Stozny would pull in to fly off in his Volksplane, coffee chats around the hangars,
afternoon aerobatics from some just because they could.
A pilots' lounge was built for the evenings where everyone could unwind with a beer & darts after a long day.”
Stan continued, “One of the customers that D's serviced was the Hammonton Blueberry farm (Clements).
They used to use that strip [Crescent Airfield].
I got to take a flight in the J-3 & shadow their head pilot, Harvey Surran, as he sprayed the field.”
A 1978 photo by Stan Sikorski of looking west at Duffy's Flying Service's Cessna AgTruck at the east end of Pitman Airport's hanger line.
Mike Gentile recalled, “I have flown out of this airport a few times about 20 years ago [1985].
It was a fairly smooth turf runway about 1,500' long with a few metal hangars.”
An October 1986 photo by Brian Lott of Pitman Airport's office building.
Brian Lott recalled of the corrugated hangars at Pitman, “They were still standing there in October 1986
when my Dad & I flew into Pitman in the Grumman Cheetah which we owned at the time.
The field was very rough & the takeoff was quite an adventure but we got out of there OK.
We were there on a Monday & the place was deserted.
It was in pretty dilapidated shape at the time.”
An October 1986 photo by Brian Lott of his Grumman Cheetah at Pitman Airport.
Mike Gentile recalled, “It closed in the 1980s after a devastating fire.
They sold the property in the mid 1980s to a developer
which I believe began construction in the spring of 1988.”
By the time of the 1991 Washington Sectional Chart (courtesy of Mike Keefe),
Pitman Airport was no longer depicted at all.
The 1995 USGS aerial photo showed that the site of Pitman Airport had been covered with a new residential development.
However, the clearing of the northwest end of the former runway was still recognizable.
It does not appear as if any of the former airport buildings remained.
Strangely, Pitman Airport was still depicted on the 1998 USGS topo map,
even though the 1995 aerial photo showed that it had ceased to exist at least 3 years before.
The site of Pitman Airport is located northwest of the intersection of Tyler's Mill Road & Route 55.
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39.5 North / 74.9 West (South of Philadelphia, PA)
"Cavolis" Airport, as depicted on the 1946 Washington Sectional Chart (courtesy of Mike Keefe).
Cavoli's Airport was located "on the Harding Highway in Buena", according to Wallace Murray.
"The airport was run by Joseph Cavoli & his son Gene.
The Cavolis had literally hacked this airport out of the woods.
It was started in 1944 & went into operation in early 1946.
It had a 4,250' grass strip (generally north/south) & was very smooth.
Their business was WW2 GI-bill flight school & charter."
The earliest depiction of Cavoli's Airport which has been located
was on the 1946 Washington Sectional Chart (courtesy of Mike Keefe).
It depicted "Cavolis" as a commercial airport.
Wallace Murray recalled, "In 1949 I was hired at Cavoli's Airport.
By the time I got there in 1949 the GI-bill program was winding down
but they were still busy & needed someone to take care of their fleet of airplanes.
While at the airport Gene helped me receive my Private & Commercial pilot's licenses at a very reduced rate.
By mid-1950 things were really slowing down in flight training
and the Cavolis offered me the shop to take over on my own
which I did until 1951 when I was drafted into the Korean conflict."
"Cavoli" Airport was depicted on the 1955 Washington Sectional Chart (courtesy of Mike Keefe)
as having a 2,600' unpaved runway.
According to Wallace Murray, "It may have been that after this time [1955]
Joe Cavoli began selling off property a small parcel at a time
and accounted for the strip showing up at 2,600'."
The earliest photo which has been located of Cavoli Airport was a 1956 aerial view.
It depicted the field as having a single northeast/southwest grass runway,
with a single hangar at the northern end.
No aircraft were visible on the field.
A 1957 aerial view showed the airport in an unchanged manner.
Wallace Murray recalled, "The airport was permanently closed in 1959, according to Gene Cavoli."
A 1963 aerial photo showed that Oak Road had been built right down the center of the former runway alignment.
By the time of the 1960 Washington Sectional Chart (courtesy of Mike Keefe),
Cavoli's Airport was no longer depicted at all.
It was also no longer depicted on the 1972 USGS topo map.
According to Wallace Murray, "There were large industrial buildings put on the runway at the north end."
The 1991 USGS aerial photo showed that Oak Road had been built right along the alignment of the former runway.
Wallace Murray reported in 2004, "I flew over the airport the last time about 3 years ago
and it was almost impossible to see where it used to be."
He also reported that the Cavoli home (across Oak Road from the airfield)
"was still standing & occupied 2 years ago."
The site of Cavoli's Airport is located
on the south corner of Harding Highway (Route 40) & Oak Road.
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Aero-Haven Airport / Camden Burlington County Airport (19N), Berlin, NJ
39.82 North / 74.89 West (East of Philadelphia, PA)
The earliest beginnings of the Aero-Haven Airport were visible in a 1956 aerial photo,
when the field consisted of a single north/south clearing cut from the surrounding woods.
Aero-Haven Airport was evidently built at some point between 1940-56,
as a 1940 aerial view showed no sign of an airport – just woods.
The earliest depiction of Aero-Haven Airport were visible in a 1956 aerial photo,
which depicted a single north/south clearing cut from the surrounding woods.
No hangars or other improvements were visible.
A 1957 aerial view depicted the field in the same manner.
According to Wallace Murray, "I would say sometime in the 1950s
a Mr. Bill Kennedy & some associates built Aero Haven Airport."
No airfield at this location was yet depicted on the 1961 Washington Sectional Chart (courtesy of Mike Keefe).
The earliest reference to the field which has been located was in the 1962 AOPA Airport Directory,
which described "Aero-Haven" airport as having a single 2,900' asphalt runway (4/22).
Wallace Murray recalled, "Soon after it was completed Mr. Kennedy had a falling out with his partners,
somehow he was able to keep them at bay for many years during which time he ran the airport very successfully."
A 1963 aerial photo depicted the Aero-Haven Airport in a dramatically-expanded configuration, compared to the 1956 image.
The single north/south clearing had been replaced by a paved northeast/southwest runway,
and a paved taxiway & ramp, with hangars & a dozen aircraft parked on the west side of the field.
Note that the architects of the airport evidently had big plans, as the clearing for the new runway was roughly twice as long as the pavement,
and there were also 2 new clearings for what could have been intended to be crosswind runways.
None of this presumed future expansion was ever realized.
The earliest aeronautical chart depiction which has been located of Aero-Haven Airport
was on the 1964 Washington Sectional Chart (courtesy of John Voss).
It described Aero-Haven as having a single 2,780' bituminous runway.
An undated photo of a Piper in front of a hangar at Aero-Haven.
Bob Kobrin recalled, “When I came back to NJ I was looking for an airport nearer to Cherry Hill.
So I started to use Aero-Haven, a paved strip & well-run a Piper FBO.
It was well-run & convenient, but by then my girlfriend had become my wife, and then became a mother, so I stopped flying in 1970.
You could buy a crib for the price of a 1-hour rental!”
A closeup from a 1970 aerial photo depicted a dozen light aircraft parked at the Aero-Haven Airport.
Aero-Haven Airport was described on the 1975 Washington Sectional Chart (courtesy of Ed Drury)
as having a single 2,800' paved runway.
A diagram of the field layout of Aero Haven Airport, by Wallace Murray.
By the time of the 1981 USGS topo map,
the airport had apparently been renamed "Camden Burlington County Airport".
It was depicted as having single 2,900' asphalt runway, taxiways, a ramp, and at least one hangar.
Note that the topo map appeared to depict a clearing which was about twice as long as the paved runway,
and also 2 clearing for what could have been intended to be crosswind runways.
Wallace Murray recalled, "Finally the partners were able to oust him [airport founder Bill Kennedy]
and they took over the operation of the airport.
Apparently it was a disaster
and the airport never regained a successful stature & was finally closed."
Scott Roberts recalled, “The airport has been officially closed since the early 1980s,
and the locals had noticed late-night landings & take offs.
Investigation revealed drugs were being flown into the closed airport,
so the township started depositing piles of dirt on the runway.
Camden Burlington County Airport was no longer depicted at all on the 1991 Washington Sectional Chart (courtesy of Mike Keefe).
In the 1995 USGS aerial photo, the airfield was already closed, but still largely intact.
In a circa 2001 aerial photo, the paved ramp was still intact,
and closed runway yellow "X" markings were still visible along the northern half of the runway,
but a significant portion of the southern end of the runway had been removed,
with a circular road built over it.
The airfield was not depicted at all (even as an abandoned airfield) on recent aeronautical charts.
Scott Roberts reported in 2005, “The area has been developed around the airport,
however it is still sparse enough there it could reopen with little problem.
I wish someone would reopen it.”
A circa 2006 aerial view looking north at the site of the Burlington County Airport,
showing the pavement from the ramp & runway.
Following this field's closure,
the name "Burlington County Airport" was used
by the current South Jersey Regional Airport (VAY), in Mount Holly, NJ.
The site of Aero Haven Airport is located
northeast of the intersection of Kettle Run Road & Chestnut Avenue.
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Bridgeport Airport (N83), Bridgeport, NJ
39.8 North / 75.34 West (Southwest of Philadelphia International Airport, PA)
Bridgeport Airport, as depicted on the 1940 Washington Sectional Chart (courtesy of Mike Keefe).
The precise date of construction of Bridgeport Airport is not known,
but it was apparently built between 1935-40,
as it was not yet depicted on a circa early 1930s aerial photo,
and it was not depicted on the 1935 Washington Sectional Chart.
The earliest depiction of Bridgeport Airport which has been located
was on the 1940 Washington Sectional Chart (courtesy of Mike Keefe),
which depicted "Bridgeport" as an auxiliary airfield.
According to John Goodale, “During WW2 my Mother-in-Law flew Civil Air Patrol out of the Bridgeport Airport
looking for German submarines in the Delaware River / Bay & in support of area air search & rescue.
Her husband stood by & watched her fly - always concerned.”
The 1944 USGS topo map labeled the site simply as "Airport", but did not depict any runways.
The May 1944 Washington Sectional Chart (courtesy of Chris Kennedy)
continued to depict Bridgeport as an auxiliary airfield.
The 1945 Washington Sectional Chart (courtesy of John Voss),
depicted Bridgeport as a commercial airport.
A wealth of memories about Bridgeport Airport were contributed by Charles Feldman:
"I know the airport existed before WW2.
It was just a sand strip (not grass).
It had a hump half way down it & the planes would get a launch off of it.
It wasn't very much but it worked.
The runway that goes right to the Route 322 was the only one."
Charles continued, "There where 3 hangars - the main had an office in it & had a concrete floor.
It was probably the first one built.
Behind it was 2 more garage type hangars; they where of the standard tee design & small.
The airplanes where all Piper J3s & Aeroncas. A Cessna was seldom seen.
No multi engine planes & few Taylorcrafts."
Charles continued, "When my family moved to Bridgeport I was 7 years old.
I spent lots of time at the airport.
I managed to get free rides by helping out with the work."
Charles continued, "The airport was in & out of the Cahill family for many years.
Gordon Cahill Sr. laughed that he owned the airport at least 6 times.
Every time he sold it he got it back for one reason or another."
Charles continued, "The airport was used by pilots who wanted to get away from the city airports.
Lots of weekend flying was done here.
The Cahills taught many people to fly including myself.
After WW2 many ex GIs used the GI Bill to learn to fly.
I guess after that was over the business declined somewhat."
Charles continued, "The field was home to a crop dusting company.
I believe it operated under the name of Graham's Crop Dusting.
The operation was quite unique as the fields in South Jersey are small & have trees for hedgerows.
Therefore Stearman biplanes could not work the area.
So they used J3 Cubs with larger engines & dust hoppers in the back seat.
The J3s could work a very short or small field.
Graham 'Hammer' Denham was owner pilot & Tommy Brown was the other pilot.
Both Hammer & Gordon Cahill Senior were pilot instructors for the government in WWII.
They were excellent pilots."
The 1949 Washington Sectional Chart (courtesy of Mike Keefe)
described Bridgeport as having a 2,200' unpaved runway.
The Aerodromes table on the 1951 Washington Sectional Chart (courtesy of Mike Keefe)
described Bridgeport as having 2 runways, with the longest a mere 1,600' unpaved strip.
Walt Gouse reported that "I lived at the airport from 1951 to the early 1970s.
I used the pool, carried drinking water for the men building the large hangar in our back yard.
I spent a lot of time in the Cahill house, growing up with James & Karen.
Gordon Sr. & Jr. taught me to fly at the same time they were teaching Jimmie.
My Grandfather owned a portion of the airport land."
The runway at Bridgeport had been lengthened slightly by 1955,
as the 1955 Washington Sectional Chart (courtesy of Mike Keefe)
described the field as having 2 runways, with the longest being a 2,135' sand strip.
The earliest photo which has been located of Bridgeport Airport was a 1956 aerial view.
It depicted the field as having 2 unpaved runways, with several hangars & 3 light aircraft on the west side of the field.
A 1958 aerial photo depicted the Bridgeport Airport in pretty much the same physical configuration,
but with 5 light aircraft visible on the field.
The 1959 Philadelphia Local Aeronautical Chart (according to Chris Kennedy)
described Bridgeport as having 2 runways, with the longest being a 2,135' sand strip.
At least one runway at Bridgeport was evidently paved within the next year,
as 1960 Washington Sectional Chart (courtesy of Mike Keefe)
described the field as having 2 runways, with the longest being a 2,100' blacktop strip.
Wallace Murray recalled, "I would say the late 1950s or early 1960s is about right for the purchase of Bridgeport Airport
by Doctor Eugene Spitz who at the age of 39 was already world-renowned as a brain surgeon.
He made all the improvements mentioned to the airport."
Wallace continued, "Soon after a very young man by the name of Clark Smith was working as a lineboy at the airport.
Somehow he caught the eye of Dr. Spitz
and they became very close, like father & son.
Dr. Spitz started bankrolling Clark's flight training
and soon he was the Doctor's personal pilot."
Wallace continued, "The Doctor kept buying planes & each time they were a higher performance airplane
that was always just ahead of Clark's experience & expertise level.
The Lodestar had no business in that airport
and when Clark came in to land they would stop traffic on Route 322 just in case he could not stop in time.
It was said he crossed the road more than once.
Clark became a very wealthy man in the employee of Dr. Spitz."
According to Charles Feldman, "The airport was paved on the main runway I would say in the early 1960s.
A Doctor Spitz from PA had purchased the airport & started to develop it.
They added the second runway after paving the first one & then the large hangar was erected (#4).
A new office building was built & a pool was there for the customers.
The Cahill homestead was now converted to a restaurant."
Charles continued, "Gordon Cahill Sr. was an employee of the new owners
and I took my first couple of flying lessons from him.
He asked me if I would take lessons from his son Gordon Jr. & I said yes.
So it was that I was the first student that young Gordon had & soloed.
This was in the summer of 1960."
A 1961 photo by Daniel Ceglia of a Piper Colt in which he took lessons from Gordon Cahill at Bridgeport.
"The photo is taken outside the office facing the end of Runway 4 & the road which is Route 322."
The 1962 AOPA Airport Directory described Bridgeport Airport as having 2 paved runways,
and listed the operator as Horizon Aero Service.
A 1963 aerial photo showed that Bridgeport's paved runway was in a slightly different orientation than its predecessor unpaved runway.
It also extended significantly further south.
It also showed the large hangar which had been built on the northwest corner of the property,
right over what had been the northwest end of the original runway.
The number of aircraft visible on the field had blossomed, to a total of 22.
The 1964 Washington Sectional Chart (courtesy of John Voss) described Bridgeport
as having 2 runways, with the primary runway being a 2,400' bituminous surface on a 3,500' turf strip.
Charles Feldman recalled, "During the Spitzs era many things happened.
Dr. Spitz needed a twin-engine airplane so one day a DC-3 came in to land.
It was an awesome sight.
No one thought that plane could make it in & out. But it did.
The doctor eventually bought a Lockheed Lodestar.
It flew out of the field on either runway but if a large truck was coming down Route 322 there could be trouble.
I can recall the wheels just clearing the car tops as it left the field."
Charles Feldman recalled, ""The airport prospered for the next 5 years or so & then got into financially hard times.
It changed hands again. This was probably in 1967 or there about."
The last photo which has been located showing Bridgeport Airport while it was still operational was a 1970 aerial view.
It depicted the extension of the paved runway to the southeast, the new hangar on the northwest side,
and a total of 15 light aircraft on the west side of the field.
Brian Lott recalled, “Bridgeport... We visited there in the summer of 1970.
Richard 'Rip' Davis was the Fixed Base Operator at the time.
The highlight of the visit was a white J-3 that had been converted to a crop-duster
that we found sitting in one of the open hangars there.
It was N70728 which was the same NC70728 that my Dad had purchased brand new back in 1946
and he had based at Almonesson Airport.
There was a small cafe at Bridgeport & my Dad & I had lunch with Mr. Davis.
He talked about the bridge construction & how that would probably hurt the airport
and put the ferry service across the river out of business.
Shortly after returning to California from this trip we received a letter & a newspaper clipping.
The article was about an aircraft accident near Bridgeport.
Mr. Davis was killed when the Cherokee he was flying crashed into part of the bridge structure near the airport.
A sad memory indeed.”
Bridgeport Airport, as depicted on the 1975 Washington Sectional Chart (courtesy of Ed Drury).
Bridgeport Airport was still open as of 1986,
as the above 1986 Approach Plate (courtesy of John Clifford) for its VOR Runway 34 approach indicated.
According to John Goodale, “In the late 1980s toward the end of its active life,
a major hanger fire gutted the large hangar.
It stood as a ghost, in gutted condition until eventually torn down for safety reasons.
Some planes burned.
I ate breakfast many times at the little airport café before it was closed. It was very small, close & cozy.
Toward the late 1980s at near the end of its life,
ultralight aircraft activities picked up & it became a local mecca for the area ultralight crowd for many miles around.”
According to the NJ Department of Transportation, Bridgeport Airport “officially closed on December 15, 1988.
About 75 aircraft were based there, including many classic & tailwheel types.”
Charles Feldman recalled, "As the Philadelphia International Airport grew & the FAA Traffic rules changed
the little airport became a problem for the Control Zone of PHL.
So it was finally closed.”
According to Brad, "In the 1990-91 timeframe, there were still 2 airframes in the hangar.
One was a torn-apart fuselage for a Cessna 150 or 152,
and the other was a tube frame for some sort of fabric airplane."
According to Brad, the hangar still stood as of 1992-93,
when he used to fly radio controlled helicopters in there when the weather was bad.
"There was also an office building that appeared to be an FBO with lots of old aviation magazines & other junk in it.
That was torn down as well."
The 1995 USGS aerial photo showed that the hangar & other airport buildings had been demolished.
Charles Feldman recalled, "The big hangar that was erected was once again torn down & sold to live again somewhere else.
It had come from what was the Camden Airport."
"Bridgeport Airport" was still depicted on the 1998 USGS topo map.
Note that the hangar was still depicted on the northwest corner of the property,
even though photos show it had been removed since at least 1995.
As seen in a circa 2000 aerial photo, the airfield consisted of 2 paved runways, (the largest is 2,300' long),
a paved ramp at the west end of the crosswind runway,
and a taxiway leading to a paved ramp at the northern end of the primary runway.
All of the former airport buildings had been removed.
A 9/01 photo by Paul Freeman, looking south along Bridgeport's main runway.
Paul Freeman visited the site of Bridgeport Airport in 2001.
The west end of the crosswind runway runs right up to Route 322,
and there is no impediment to driving right out onto the runways.
The runways remain in fairly decent shape (aside from some cracks & potholes).
No buildings (or traces of any buildings) remain,
but the ramp at the northern end of the primary runway is sharply divided into asphalt & concrete halves,
with the southern (concrete) half having been the foundation of a hangar.
A 9/01 photo by Paul Freeman, looking west toward Route 322 at the intersection of Bridgeport's runways.
A 9/01 photo by Paul Freeman, looking west from the north end of Bridgeport's main runway along the taxiway toward the ramp.
A circa 2006 aerial view looking south at the hangar foundations & runways at the site of Bridgeport Airport.
Bridgeport Airport is located immediately south of the Commodore Barry Bridge,
adjacent to the east side of Route 322.
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