Abandoned & Little-Known Airfields:
Southwestern Oregon
© 2002, © 2009 by Paul Freeman. Revised 8/11/09.
Oregon City Airpark (added 3/5/04) - Springfield Airport (revised 6/25/09)
Sutherlin Airport (revised 8/11/09) - Willamette Airpark / T-Bird Airport (revised 6/25/09)
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Sutherlin Airport (3S3), Sutherlin, OR
43.38 North / 123.33 West (Southwest of Portland, OR)
Sutherlin Airport, as depicted on the March 1949 Klamath Falls Sectional Chart (courtesy of Chris Kennedy).
This general aviation airport was apparently built at some point between 1944-46,
as it was not listed in a 1944 Directory of Airfields (according to Jonathan Westerling).
The earliest reference to the airfield which has been located
comes from a 1998 Douglas County Transportation Systems report (according to Jonathan Westerling),
which said that the airport started operations in 1946.
The earliest depiction of Sutherlin Valley Airport which has been located
was on the March 1949 Klamath Falls Sectional Chart (courtesy of Chris Kennedy).
It depicted Sutherlin Valley Airport as having a 2,500' unpaved runway.
The 1949 OR Airport Directory (courtesy of Jonathan Westerling)
depicted the “Sutherlin Valley Airways Airport” as having 2 turf runways:
2,500' north/south & 2,200' northwest/southeast (with gravel strip down the middle),
and 2 small hangars were depicted on the northwest side.
The manager was listed as A.L. Koleno.
Sutherlin's second runway was evidently abandoned at some point between 1949-51,
as the 1951 Airman's Guide (according to Jonathan Westerling) only listed a single runway.
The earliest photo which has been located of Sutherlin Airport
was an undated aerial view looking north from the 1964 OR Airport Directory (courtesy of Jonathan Westerling).
It described Sutherlin as having a 2,200' north/south turf runway, and the photo also depicted a 2nd runway.
The operator was listed as the City of Sutherlin, and the manager was listed as John Knapp.
The 1967 AOPA Airport Directory (according to Jonathan Westerling) described Sutherlin as having a single turf Runway 13/31.
The 1977 AOPA Airport Directory (according to Jonathan Westerling) revised Sutherlin's runway configuration to a gravel Runway 15/33.
According to Jonathan Westerling, “The small field was for over 40 years, home to many private aviation & agricultural planes.
There was an FBO on field beginning in 1978 with Sutherlin Air Service.
The runway was paved in the early 1980s.
The 1987 USGS topo map showed that Sutherlin had a single northwest/southeast runway,
with a ramp & several small buildings on the northwest side.
An undated aerial view from the 1988 OR Airport Directory (courtesy of Jonathan Westerling)
depicted Sutherlin Airport as having a single 2,600' paved Runway 14/32.
A paved ramp was at the northwest corner, with a few small buildings,
and two single-engine aircraft were visible.
According to Jonathan Westerling, Sutherlin's FBO “changed to Western Oregon Aviation which operated there until the airports closure in 1991.”
According to a 1998 Douglas County Transportation Systems report (according to Jonathan Westerling), Sutherlin Airport “was closed in 1991.
Closure was based on the realization that the airport could not be expanded for commercial aviation use.
It served primarily as a crop dusting base & had a variable level of based aircraft.
The city realized it could gain more economic benefit by using the land for [commercial & industrial buildings].
The City has designated the former airport park area as an industrial park.
There are 3 tenants in the industrial park, and further development is anticipated.
There are no plans to re-open the Sutherlin airport in the future.”
Unfortunately this is a very typical story – closing a municipal airport to realize short-term benefits by selling off the land to developers.
Regardless of whether the airport represents a long-term transportation & business asset the community.
With that kind of mentality, why not sell off parks to be “redeveloped”?
The Sutherlin Airport was evidently closed (for reasons unknown) at some point between 1988-94,
as a May 7, 1994 USGS aerial view looking south showed closed runway “X” symbols painted on the runway,
and a large building having been built very close to the northwest end of the runway.
A March 9, 2005 aerial view showed that the Sutherlin runway & hangars remained intact,
but several other large buildings had been built at some point between 1994-2005 on either side of the north end of the runway.
A May 2009 photo by Jonathan Westerling looking south along the former Sutherlin runway.
Jonathan reported in May 2009, “If you are driving up I-5, the old airport is less than 5 minutes off the highway,
and easily accessible by public roads.
I found there is still ample evidence of the airfield.”
Much of the runway still remains, and is easily viewable off of Airway Avenue.
In fact, you can legally drive right onto the original runway which intersects with Page Avenue.
Walking down a runway is a neat experience for youngsters interested in aviation.”
A May 2009 photo by Jonathan Westerling of the larger of the two remaining hangars at Sutherlin,
along with a Cessna fuselage, and a fine example of 1970s American station wagon design.
A May 2009 photo by Jonathan Westerling of two fuselages (Beech?) next to a former Sutherlin maintenance hangar.
The site of Sutherlin Airport is located south of the intersection of Landing Street & Airway Avenue, appropriately enough.
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Oregon City Airpark (0S2), Oregon City, OR
45.28 North / 122.59 West (South of Portland, OR)
Oregon City Airpark, as depicted on the October 1964 USAF Operational Navigation Chart (courtesy of Chris Kennedy).
This general aviation airport was apparently built at some point between 1963-64,
as it was not depicted on the 1961 USGS topo map,
nor listed in the 1963 AOPA Airport Directory (according to Chris Kennedy).
The earliest reference to the airfield which has been located
was on the October 1964 USAF Operational Navigation Chart (courtesy of Chris Kennedy).
The July 1969 Portland Sectional Chart (courtesy of Chris Kennedy)
depicted Oregon City as having a single 2,500' paved east/west runway.
The 1976 AOPA Airport Directory (according to Chris Kennedy) described the Oregon City Airpark
as being operated by the Keystone Aircraft Company.
The 1993 Flight Guide (courtesy of Chris Kennedy)
depicted Oregon City Airpark as having a single 2,485' paved Runway 7/25 (which was described as "Ruf").
A parallel taxiway was located on the south side,
and several hangars & small buildings were located south of the taxiway.
Ultralights were said to operate from the field.
The Oregon City Airpark was evidently closed (for reasons unknown) at some point between 1993-98,
as it was no longer depicted at all on the 1998 World Aeronautical Chart.
As seen in the 2001 USGS aerial photo, the former paved runway is still visible,
but it has been reused as a street for several houses which have been built along it.
Recent street maps show that the former runway has been named South MacDonalds Place.
A 2004 aerial view looking southwest at Oregon City Airpark.
The site of Oregon City Airpark is located on the north side of South Carus Road,
one mile west of Route 213.
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Willamette Airpark / T-Bird Airport, Eugene, OR
44.05 North / 123.18 West (South of Portland, OR)
Willamette Airpark, as depicted in the 1947 OR Airport Directory (courtesy of David Brooks).
Photo of the airport while open has not been located.
This former general aviation airport was evidently established at some point between 1945-47,
as it was not April 1945 Portland Sectional Chart (according to Chris Kennedy).
The earliest reference to the field which has been located
was in the 1947 OR Airport Directory (courtesy of David Brooks).
It described Willamette as being managed by a Robert Bevans,
who operated Bevan’s Flying Service from the field.
The runway configuration consisted of a 2,500' northwest/southeast gravel strip & a 1,900' north/south sod strip.
The 1951 Klamath Falls Sectional Chart (courtesy of David Brooks)
depicted Willamette Airpark as having a 2,500' unpaved runway.
The 1953 Klamath Falls Sectional Chart (courtesy of David Brooks)
depicted Willamette Airpark in an unchanged fashion.
Willamette Airpark gained a paved runway at some point between 1953-59,
as the 1959 Klamath Falls Sectional Chart (courtesy of David Brooks)
depicted the field as having a 2,500' hard surface runway.
The runway length at Willamette had been reduced by 400' within the next year,
as the 1960 Jeppesen Airway Manual (according to Chris Kennedy)
described the field as having a single 2,100' hard surface runway.
Jay Flitton recalled, “Between 1962-1964 Willamette Airpark went by the name 'T-Bird' Airport.
My dad, while going to graduate school at the University of OR flew out of 'T-Bird' a lot.
My mom started her private pilot lessons there.
That is where I had my first airplane ride! A Cherokee 140.
It had a beautiful log terminal building with a 'Control Room' that had a giant picture window overlooking the airport, there was no tower.
The whole terminal looked more like a ski lodge or maybe something that should be in Yellowstone National Park.
It was a beautiful little airport with a lot of activity. Too bad it is gone.”
A 1963 logo of T-Bird Airpark (courtesy of Jim Allen).
According to Jim, “It appears that each one may have been numbered. I can't imagine why.”
An August 1964 photo by Jim Allen of the T-Bird Airpark maintenance hangar, with a variety of general aviation aircraft.
An August 1964 photo by Jim Allen of the T-Bird Airpark administration & operations building.
An undated aerial view looking north at T-Bird Airpark from the 1964 OR Airport Directory (courtesy of Jonathan Westerling).
It described T-Bird as having a 2,000' paved Runway 12/30.
The operator was listed as T-Birds Inc., and the manager listed as Robert Litten,
and the T-Bird Flying Club was also listed.
John Tucker recalled, “I learned to fly at T-Bird in the 1960s.
It was a wonderful place for a young boy to learn to fly.
My dad started to fly & I took lessons too.
I was offered a job (which I took) mowing the grass around the airport.
Then I progressed to fuel & line boy.
I also helped the mechanic in the shop with small jobs.
Of course I traded every hour against flying time.
They had a couple of Champs, one N81967, two Piper Colts, a Cherokee 140 & 180, the latter being N7432W.
Other planes were Champion 7402B, a Shinn, and a few others.
They also had a Link Trainer in which we airport kids had our first exposure to instrument flight.
We would take turns flying, then we would become controllers.
Great fun with all of the encouragement that could be given.
Although this Link Trainer was in the mechanic's hangar
and sometimes he did not enjoy the enjoyment that we were having as much as we were.
Some of the instructors were Harry Powell & Gary McCaulley.
Robert Litton was the Airport Manager & I think the business owner was Robert Evans.
I flew roughly 80 hours between 1965-68, most of which were in the basic trainers.”
John Tucker recalled, “I think in 1967 they started running drag races there. I worked these races.
Looking back I believe they did not charge enough for their [aviation] services & that's why they quit business.
The drag races were a way to bring in more revenue.
I really do not think they liked having all of that noise & crowds.
I cannot think any business could have made it with those extremely low aircraft charges.
They did have leased a Martin 202 that they hoped would bring some activity to their flying club.
Reno & Las Vegas trips for the flying club people were scheduled & I think they did fly some of these.
I had the great experience of flying the copilot seat on a couple of short hops.”
Willamette / T-Bird Airport was evidently closed by 1967,
as it was no longer listed among active airports in the 1967 Flight Guide(according to Chris Kennedy).
By 1986 the former northwest/southeast runway of the abandoned airport had been reused as a drag strip,
as the 1986 USGS topo map depicted the characteristic layout of a single runway with a parallel taxiway,
labeled as the "Balboa Park Drag Strip".
In the 1994 USGS aerial photo, the remains of the northwest/southeast runway & its parallel taxiway were still quite recognizable,
while the outline of the shorter north/south crosswind runway was still barely perceptible.
The site of Willamette Airpark is located northwest of the intersection of South Danebo Avenue & West 11th Avenue.
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Springfield Airport, Springfield, OR
44.06 North / 122.99 West (South of Portland, OR)
Springfield Airport, as depicted on the 1949 Crater Lake World Aeronautical Chart (courtesy of Donald Felton).
This 30-acre airport was located in the middle of downtown Springfield.
Its date of construction is unknown,
but was apparently some point between 1945-48,
as it was not depicted on the 1945 Klamath Falls Sectional Chart (courtesy of John Voss).
The earliest reference to the field which has been located
was on the 1948 Portland Sectional Chart (according to Chris Kennedy),
which described Springfield Airport as having a 2,000' unpaved runway.
Springfield was described in the same fashion
on the 1949 Crater Lake World Aeronautical Chart (courtesy of Donald Felton).
The 1949 OR Airport Directory (courtesy of Jonathan Westerling)
depicted Springfield Airport as having a single 2,000 east/west runway.
The manager was listed as Milt Ruberg.
The 1950 USGS topo map depicted Springfield Airport as having a single east/west runway.
Bob Litten recalled, "Both Georgia Pacific & Weyerhauser flew in & out to visit their mills East of town
and it was a hugely popular gathering spot with many locally owned private planes parked there.
I learned to fly there in 1957 when it was still a gravel strip,
and kept flying out of there until about 1963."
Springfield's runway was evidently paved at some point between 1949-60,
as the 1960 OR Airport Directory (courtesy of Ron Dupas) depicted the field
as having a single 2,000' asphalt east/west runway.
Several hangars were depicted on the northeast & southeast side of the field,
as well as an office & a restaurant.
The operator was listed as the McKenzie Flying Service.
The 1962 AOPA Airport Directory described the "Springfield (McKenzie Flying Service)" Airport
as having a single 2,500' asphalt Runway 7/25.
It listed the operator as H.M. Ruberg.
An undated aerial view looking north at Springfield Airport from the 1964 OR Airport Directory (courtesy of Jonathan Westerling).
It described Springfield as having a 2,000' paved Runway 7/25,
and listed the operator as McKenzie Flying Service.
The 1967 Klamath Falls Sectional Chart (courtesy of John Voss)
described Springfield as having a 2,000' runway.
Mark Fryburg recalled, “The old Springfield Airport... I learned to fly there 1967-68.
It was originally owned by Milt Ruberg, of DBA McKenzie Flying Service.
He was also local FAA Examiner.
Milt owned an Aerocar that was mostly hangared & often had its engine quit after landing.
The airport flourished under two GI Bills, post WW-II and post VietNam.
Thousands of people found their love of flying there with its east/west 2,000' runway with cottonwoods to the east
and power lines to the west & an almost constant crosswind from the northwest.
They said, 'If you learn to fly at Springfield, you can fly just about anywhere.'”
Springfield Airport, as depicted on the 1968 Portland Sectional Chart (courtesy of John Voss).
Springfield Airport had a long history as a center for crop-dusting planes & helicopters.
During much of that time, the main insecticide used was the now-banned DDT.
The helicopters would come in & dump on the ground whatever was left in their tanks.
Nobody really thought twice about it because DDT was legal at the time.
A 1970 photo by Stephen Schneider, taken in front of the cafe on the southeast side of the Springfield Airport,
looking west at unidentified biplane in front of the Mckenzie Flying Service.
According to Mark Fryburg, “I think it closed to public around 1971-72.
It was used for skydiving shortly thereafter.”
According to Jesse Litten (who learned to fly at the old Springfield Airport),
"When the airport was closed,
Milt Ruberg took his McKenzie Flying Service over to the Eugene Municipal Airport."
Bob Litten recalled, "Springfield's business district was moving too close to the West end of the runway
and as is frequently the case there was inadequate zoning to protect the airport.
Short cited on the city's part, in my opinion."
After the Springfield Airport closed down, the site (which was owned by a trust) was found to be contaminated.
According to Blake Hasting (who ultimately redeveloped the site),
"It looked as if it would cost millions of dollars to clean it up, so it basically sat vacant for decades.
Every broker & developer knew about the site, and a lot of deals were proposed.
At one point, the trust tried to give the land away to the city.
But ultimately everybody walked away because of the liability issues."
Gradually, the land became something of a dump.
"There must have been 20 abandoned cars on the site in addition to a homeless camp," says Hastings.
The field was still labeled "Springfield Airport" on the 1986 USGS topo map,
and the runway & hangars were still depicted,
even though the field had apparently been abandoned for more than a decade.
According to Mark Fryburg, the “runway was still visible as late as 1990
running directly into the wall of the K-Mart.”
In the 1994 USGS aerial photo, the remains of the runway & paved ramp area were still visible.
Hastings & his partners bought the property for $700,000 in 1996 & began a two-year cleanup program.
The property was eventually sold to Wal-Mart for $5.8 million.
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