Texas - Austin area

Original San Marcos Municipal Airport (5R6), San Marcos, TX

28.85 North / 97.96 West (Southwest of Austin, TX)

The original municipal airport for the town of San Marcos was located 4 miles southwest of the town,

along the southeast side of Route 81 (what would eventually become Interstate 35).

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

which described the field as consisting of a 3,400' asphalt Runway 4/22 & an 1,800' gravel Runway 17/35.

The operator was listed as B.E. Beecroft.

The 1963 TX Airport Directory (courtesy of Steve Cruse)

depicted a total of five hangars along the northwest side of Runway 4/22.

The airport manager was listed as A. Churchill,

and the operators were listed as Gafford Aero Repair & San Marcos Aviation.

As depicted on the 1975 USGS topo map,

by 1975 the much larger Gary AFB (northeast of the town of San Marcos) had been closed by the military

and became the new San Marcos Municipal Airport.

The original Municipal Airport was renamed Robert Lowman Airport.

Robert Lowman Airport was still listed as an active airfield in the 1982 AOPA Airport Directory (courtesy of Ed Drury),

but then was apparently closed by 1985,

as it was not listed among active airfields in the 1985 TX Airport Directory.

In the above 1995 aerial photo, the outline of both former runways is still perceptible,

but all of the pavement of the former Runway 4/22 has been removed except for a small portion along the northeast end,

which still has a closed runway "X" marking at its very end.

The former hangars still stand,

and are apparently being reused for some commercial purpose.

The former airfield was no longer depicted at all (even as an abandoned airfield) on the 1998 World Aeronautical Chart.

The airfield site is located south of the intersection of Interstate 35 & Redwood Road.

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Flying L Ranch (T33), Bandera, TX

29.71 North / 99.05 West (Northwest of San Antonio, TX)

a retired Air Corps colonel.

The Colonel built an airstrip & ran a flight school here.

As people began visiting the ranch, guest houses were built,

and it eventually became a well-known stop for many celebrities.

An article in the 6/54 issue of Air Facts Magazine described the Flying L Ranch as "a lovely place.

The runway is paved & long, there's lots of hangar space,

and seeing his Twin Beech & Tri-Pacer were both there we were hoping to see Col. Lapham,

but he was in New York."

It went on to describe Flying L as a "working ranch" with guest cotages,

and said that "Flying L has steady traffic."

The 1962 AOPA Airport Directory described Flying L Ranch

as consisting of a 2,640' paved Runway 15/33 & a 2,400' gravel Runway 5/23.

It also included the note, "Caution: Emergency use only."

In the 1963 TX Airport Directory (courtesy of Steve Cruse),

the runway configuration was described as being much the same,

with the remarks, "Runways reported in very poor condition - use at own risk."

A paved ramp was depicted east of the runway, with three hangars,

and the office & the Flying L Ranch Dining Room sat adjacent to the north side of the ramp.

The guest ranch buildings were west of the airfield.

The manager was listed as Lucy Lapham.

By the time of the 1970 TX Airport Directory (courtesy of Ray Brindle),

the primary runway remained unchanged,

but the crosswind gravel runway had been abandoned.

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

the primary Runway 15/33 had been lengthened to 3,260'.

The Flying L Ranch airfield was closed for reasons unknown at some point between 1985-95.

In the above 1995 aerial photo, the center portion of the runway pavement had been removed,

but the north & south ends still remained intact,

as well as the ramp area & hangars.

The Flying L Ranch airfield is no longer depicted at all (even as an abandoned airfield) on 2002 aeronautical charts.

The airfield site is located west of the intersection of Bottle Springs Road & Whispering Winds.

Thanks to Bret Kepner for pointing out this airfield.

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Purple Sage Ranch (50TX), Bandera, TX

29.75 North / 99.03 West (Northwest of San Antonio, TX)

The date of construction of the Purple Sage Ranch airfield is unknown.

It was not depicted at all on the 1957 Del Rio Sectional Chart (according to Chris Kennedy).

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

which described the field as consisting of a 3,800' blacktop Runway 4/22.

It also included the note, "Caution: Emergency use only."

In the 1963 TX Airport Directory (courtesy of Steve Cruse),

the runway configuration was described as being much the same.

A paved ramp was depicted west of the runway, along with several ranch buildings.

The manager was listed as Luther James, Continental Oil Co.

The Purple Sage Ranch was still depicted as an active private airfield

on the 1985 San Antonio Sectional Chart (courtesy of Steve Cruse).

The Purple Sage Ranch airfield was apparently closed at some point between 1985-95,

as the above 1995 aerial photo shows the runway marked with closed runway "X" symbols.

The airfield otherwise appeared to remain completely intact.

The Purple Sage Ranch airfield was still depicted as an abandoned airfield on 2002 aeronautical charts.

Chris Gaylord of ConocoPhillips reported the following in 2003:

"I just returned from a trip to the Ranch and actually walked the runway this morning.

The southern end has been shortened significantly from the diagram...

it now ends approximately even with the ranch buildings with just the northern edge of the ramp area still in existence.

The northern end appears to be as indicated on the diagram & aerial photo.

The field is definitely closed... I had a discussion about it with one of the Ranch employees earlier in the week.

The Ranch is owned by ConocoPhillips

and is used for company group meetings/training as well as as a recreational facility for employees."

The airfield site is located at the northern terminus of Purple Sage Road, one mile north of Route 16.

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Austin Mueller Airport (AUS), Austin, TX

30.3 North / 97.7 West

Austin Mueller was the state capital's first municipal airport, opening in 1930.

During WW2, it served as one of four auxiliary airfields used by nearby Bergstrom AAF.

David Brooks recalled, "I flew hundreds of times in and out of Austin over many years (1957-91).

I did fly there as a private pilot and a passenger (mainly) on commercial aircraft.

The original 'new terminal' only had a covered walkway out to the planes

from the central building with its distinctive scalloped roof front.

It was that way up to 1968 as I have a picture of me leaving on a Braniff BAC-111 from the 'gate 1'.

The original terminal was to the side corner which was a wood building, not too much.

At that time, Austin only had about 15-25 flights per day.

When I was going to the UT, my first commercial flight was from there aboard a Braniff CV240.

During the late 1950s, Continental introduced two daily Viscounts - first jets into Austin.

I flew on the Viscounts from Austin to Houston on visits to relatives in Houston.

Otherwise, you had Trans Texas’s DC-3s.

Braniff flew on 'large' DC-6 per day into Austin from Dallas Love.

Braniff had about 9 flights per day Dallas to Austin (mainly) and Austin to San Antonio.

Trans Texas flew to Houston Hobby & Dallas Love.

Continental flew to Houston Hobby, San Angelo, and Midland/Odessa.

While President Johnson was in office during the 1960s,

Braniff flew a single daily non-stop from Austin to Washington Dulles using a Boeing 727-100."

"There was a viewing area on the terminal part of the building

with stairs you could go up and watch the comings & goings.

They had a total of 5 gates. Just a fence gate to go through to board the aircraft.

During the late 1950s to the early seventies, the principal air carriers serving Austin

were Braniff, Continental and Trans Texas (Texas International later).

That was the choices during regulation days of the FAA."

By the time of the 1963 TX Airport Directory,

Mueller had a total of five paved runways (the primary runway, 12R/30L, was 7,300'),

as well as numerous taxiways, ramps, hangars, and a terminal with control tower.

David Brooks recalled, "Later on, a real concourse fully enclosed with jet gate ways was constructed.

I am not sure exactly when, but there were some in place by 1970-72.

The rotunda at the end was added late 1970s or about 1980.

This was to handle deregulation traffic and Southwest’s expansion.

American, Delta and United started flying in.

Later Northwest, TWA, US Air (left some years later) and in the mid 1980s, America West."

"About 1988-89, Southwest added some additional gates (4) off the right side of the main terminal."

By the late 1990s, the infrastructure at Mueller had been developed considerably,

with a large airline terminal & a large number of hangars on either side of the field.

However, when the larger Bergstrom AFB was closed by the Air Force & became available for reuse as a civil field,

Mueller was closed in 1999.

As of 2002, all of the extensive airport infrastructure still remains intact at Mueller.

The Aircraft Owner's & Pilots Association has lobbied to reopen Mueller for general aviation use,

but this appears to be an uphill battle.

According to Jason Knutson, as of 2002, the control tower remains standing,

as well as the ticketing / baggage claim building.

However, the terminal building & gates have been demolished.

In an incredible case of irony (and poor municipal planning!),

as of 2003, several elected Austin leaders are lobbying for Austin Mueller to be reopened,

as a general aviation reliever airport.

This would be to alleviate the lack of general aviation facilities in the Austin area,

now that Austin Executive Airport has closed,

and the "new" Austin International Airport (the former Bergstrom AFB) offers very little general aviation facilities.

They couldn't have just saved a lot of tax dollars & effort by keeping it open, could they?

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Austin Executive Airpark (3R3), Austin, TX

30.42 North / 97.67 West (Northeast of Austin, TX)

This former general aviation airport began life under the name of Tim's Airpark.

It was evidently built at some point between 1949-62,

as it was not depicted at all on the 1949 Austin Sectional Chart (according to Chris Kennedy).

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

which listed it under the name of Tim's Airpark.

The field was described as having a single 2,800' asphalt Runway 17/35,

and the operator was listed as Tim's Airpark Inc.

The 1963 TX Airport Directory depicted an office & two hangars,

situated west of the runway along Dessau Road.

The manager was listed as Theodore Timmerman.

By the time of the 1970 TX Airport Directory (courtesy of Ray Brindle),

the runway had been lengthened to 4,000' with a full-length parallel taxiway,

a larger ramp had been built along the west side of the runway,

and several new hangars had been built along the southwest side.

By the time of the 1985 TX Airport Directory,

the airport had been renamed Austin Executive Airpark.

Austin Executive Airport closed unexpectedly in 2000.

This came as a double blow to the general aviation community in Austin,

which in the preceding year had lost its only other airport supporting general aviation

The airport was apparently well used,

as over fifty aircraft are visible parked in the above 1995 photo.

The airfield consists of a single 4,000' paved runway & a parallel taxiway.

Kent Dyer lives nearby to the former Austin Executive Airport,

and he reported in 2003 that the large buildings northeast of the airport are Dell Computer Corporation factories,

offices for NCS Pearson, and various tech vendors to Dell.

He also reported that the former runway is reused for automobile racing,

by an firm called Tech.Ridge.

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Standard Industries Airfield, San Antonio, TX

29.34 North / 98.66 West (Southwest of Downtown San Antonio, TX)

This was apparently the former private airfield of the Standard Oil Company.

The date of construction of the airfield is unknown.

It was apparently built at some point between 1976-83,

as it was not depicted at all on the 1973 USGS topo map,

but it was depicted (labeled simply "Landing Strip") on the 1983 USGS topo map.

It was still open as late as 1989,

as Standard Industries Airfield was still depicted as an active airfield

on the 1989 World Aeronautical Chart (courtesy of Chris Kennedy).

However, it apparently closed (for reasons unknown) at some point between 1989-98,

as it was labeled "Standard (Pvt) (Closed)" on the 1998 World Aeronautical Chart.

As of the above 1995 aerial photo,

the airfield consisted of a single 4,600' paved runway.

The configuration of this runway is quite unusual,

as the southern third of the runway is considerably narrower than the northern portion.

Furthermore, a 700' portion at the northern end was apparently paved at a later date in asphalt,

and has closed runway "X" markings.

Presumably this was used for helicopter operations,

after the remainder of the runway had been abandoned.

The airfield is located north of the intersection of Reliable Drive & Nelson Road.

It is adjacent to the southwest side of the Lackland AFB property.

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Westside Airpark (T99), San Antonio, TX

29.39 North / 98.68 West (Southwest of Downtown San Antonio, TX)

The date of construction of this former general aviation airport is unknown,

but it was apparently built at some point between 1965-69,

as it was not depicted on the 1965 San Antonio Sectional Chart (according to William Suffa).

The earliest reference to Westside Airpark which has been located

The 1982 AOPA Airport Directory (courtesy of Ed Drury) described the field as having a single 2,500' asphalt Runway 11/29.

The operator was listed as Westside Air Park, Inc.

The 1985 TX Airport Directory (courtesy of Steve Cruse) depicted the field as having two runways:

a 2,400' asphalt Runway 11/29 & a 3,700' unpaved Runway 13/31.

A number of t-hangars were clustered around the west end of Runway 11/29,

The airport manager was listed as Tony Crosby.

The date of closure of Westside Airpark is unknown.

It was most likely closed by 1993,

as it is labeled merely "Landing Strips" on the 1993 USGS topo map.

It was definitely closed by 1995,

as a 1995 USGS aerial photo shows that the site had been abandoned,

in much the same condition as the later photo above from 2001.

The pavement of the former Runway 11/29 was overgrown,

and the former grass runway was overgrown as well.

All of the former hangars & other buildings had been removed.

The majority of the former airport site has remained without any redevelopment (as of the 2001 photo),

but a large building (a school?) had been built over the northern end of the former Runway 13/31.

The Westside Airpark was no longer depicted at all (even as an abandoned airfield) on the 1993 World Aeronautical Chart.

The airfield site is located northwest of the intersection of Route 90 & Kriewald Road.

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Martindale Army Airfield (MDA), San Antonio, TX

29.43 North / 98.38 West

This airfield was built during WW2 as Martindale Auxiliary Army Airfield #4,

to serve as one of eight satellite airfields for Randolph AAF (10 miles northeast),

which was the largest flight training facility in the world at the start of WW2.

"Martindale AF" was depicted on the 1949 San Antonio Sectional Chart (according to Chris Kennedy)

as having a 3,000' hard-surface runway.

It was still depicted as an active airfield on the 1965 San Antonio Sectional Chart (according to William Suffa),

with two runways (the longest being 3,000').

The Martindale airfield was apparently abandoned at some point between 1965-83,

as it was labeled as an abandoned airfield on the 1983 USGS topo map.

Martindale was then reactivated at some point between 1983-92

by the Texas Army National Guard for helicopter operations,

as it was labeled "Martindale Army Airfield (National Guard)" on the 1992 USGS topo map.

The airfield consists of two 3,000' paved runways (17/35 & 13/31),

taxiways, a large ramp area, and several buildings.

Only Runway 17/35 is still used as an active runway.

As can be seen in the above aerial pictures,

the airfield was in extremely poor condition in 1995,

but the ramp area had been extensively renovated by the time of the 2000 photo,

with multiple new helicopter pads having been built over the northern portion of the former Runway 13/31.

Zuehl Auxiliary Army Airfield #6 (1TE4), Zuehl, TX

29.5 North / 98.15 West (Northeast of San Antonio, TX)

This airfield was built during WW2 as one of eight satellite airfields for Randolph AAF (7 miles northwest),

which was the largest flight training facility in the world at the start of WW2.

According to Buck Wyndham, as built during WW2, the airfield consisted of two 3,000' x 500' asphalt runways,

which were used extensively for formation takeoffs & landings by PT-17s & T-6s.

Unlike many other WW2-era satellite airfields, Zuehl remained in use by the military after WW2.

According to Steven McNicoll, it was labeled "Zuehl" auxiliary field on the 1947 aeronautical chart,

"Zuehl AF" was still depicted as an active airfield on the 1965 San Antonio Sectional Chart (courtesy of William Suffa),

and on the 1967 & 1968 aeronautical charts.

At an unknown point after 1968, Zuehl was closed by the military,

and was reused starting at an unknown point as a private civil airfield.

According to Steven McNicoll, it was labeled "Zuehl (Pvt)" on the 1987 aeronautical chart.

It is a fly-in community, with a large number of hangar/homes adjacent to the runway.

there has been an increase in traffic and new people moving into Zuehl.

From 1998-2000, approximately 8-10 new hangars were built.

The airfield originally consisted of two runways.

Only Runway 17/35 (3,000' x 200') is still maintained as an active runway.

It originally was paved with asphalt,

but grass has grown up through it, and it is now listed as a grass runway.

The crosswind runway has been abandoned.

As of 2002, the Airport Facility Directory listed a total of 90 aircraft being based at the field,

as well as the note "Intensive civil aircraft acrobatics surface to 4,000 feet".

Seguin Auxiliary Army Airfield #7 (SEQ), Seguin, TX

29.57 North / 97.91 West (East of San Antonio, TX)

This field was originally used during WW2 as one of seven auxiliary airfields for Randolph AAF.

Seguin's date of construction is unknown.

The earliest reference to the field which has been located is a 1944 directory of Army airfields (courtesy of Joe Benson),

which listed it as Seguin Auxiliary Army Airfield #1,

and described it as having a 5,400' runway.

A 1945 directory of Army airfields (courtesy of Joe Benson)

listed it under a slightly different name - Seguin Auxiliary Army Airfield #7,

and said that it had three 5,400' runways.

According to Stephen McNicoll, it was labeled "Seguin No 1" Auxiliary Field on the 1947 Sectional Chart,

and as "Seguin AF" on the 1959, 1967, and 1968 charts.

It was labeled "Randolph AFB Aux" on the 1987 chart.

The airfield consists of three runways, taxiways & a ramp.

Only one runway (13/31, 8,350') is still maintained.

The other two runways are abandoned.

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Seguin Municipal Airport (T90, TE70), Seguin, TX

29.59 North / 98 West (East of San Antonio, TX)

This airfield may have originally been built during WW2 as Seguin Auxiliary Army Airfield #7,

one of eight satellite airfields for Randolph AAF (18 miles southwest).

If it was indeed built during WW2, it was apparently abandoned for a time after the war,

as it was not depicted on the 1947 San Antonio Sectional Chart (according to Stephen McNicoll).

The first reference to the field which has been located in the 1959 San Antonio Sectional Chart,

which depicted it as "Guadalupe Co".

It was listed among active airports in the 1962 AOPA Airport Directory as "Guadalupe County Airport",

with a single 4,400' turf & asphalt runway, and the operator listed as Seguin Aviation.

It was listed "Guadalupe County Airport" in the 1963 TX Airport Directory,

with a 2,000' asphalt section set amidst a 4,000' turf Runway 12/30.

An asphalt taxiway led south toward a small ramp with two hangars.

The manager was listed as W.B. Stevens.

According to William Suffa, Guadalupe County Airport

was depicted as an active airfield on the 1965 San Antonio Sectional Chart.

According to Stephen McNicoll, the airfield was labeled "Navion" on the 1967 San Antonio Sectional Chart,

and then as "Guadalupe County" on the 1968 chart.

Having been renamed, the field was listed as "Geronimo Field" in the 1985 TX Airport directory.

The single runway was by then a 2,900' paved strip.

The operator was listed as Seguin Aviation Inc.

As of the above 1995 aerial photo,

the airfield consisted of a single 4,000' paved Runway 12/30, a parallel taxiway,

a small ramp & several small hangars.

Three light single engine aircraft are visible on the ramp in the above 1995 aerial photo.

Geronimo Field closed for reasons unknown, sometime between 1995-2001.

Buck Wyndham reported in 2003 that

"The site of the old Geronimo Airport is now used for mobile home manufacturing & distribution."

opened a half mile east of the site of the old Geronimo Airport, but it is not the same airfield.

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Duncan Army Airfield, San Antonio, TX

29.37 North / 98.55 West (East of Kelly AFB, TX)

This field was established by the Army in 1921 as an aircraft repair depot.

The depot was expanded to become one of four Field Service Sections (Air Depots)

in the nation belonging to the AAF's Materials Division.

Duncan Field was absorbed into Kelly AAF (2 miles west) in 1942,

and was renamed East Kelly Field.

It is not known at what point flying operations ceased at Duncan Field.

Kelly AFB itself was closed in the 1990s,

and redeveloped for commercial purposes.

Duncan is located north of the intersection of New Laredo Highway & Fay Avenue.

The original airfield configuration at Duncan Field is unknown,

but the 3,300' x 2,200' concrete area at the south end of the above photo may have been the runway area.

The concrete is badly decayed,

and the current status of the property is unknown.

The Normoyle Ordnance Depot was located adjacent to the east side of Duncan Field.

Brooks AFB, San Antonio, TX

29.34 North / 98.44 West (Southeast of Austin, TX)

This field was established in 1917 as Gosport Field, a facility to train flight instructors.

It was renamed Brooks Field in 1918.

Hangar 9 was built during that period, and still exists today.

It is now named the Edward H. White II Memorial Museum,

and is a national historic landmark

& is reputedly the oldest existing hangar in the United States Air Force.

In 1919 the army replaced the pilot school with a balloon & airship school.

Following a series of accidents, however, the army closed this school in 1922.

From 1922-1931 Brooks served as the primary flying school for the Army Air Corps.

In 1929, Brooks was the site for the first successful mass parachute drop in the world.

The concept, conceived & implemented at Brooks,

confirmed the practicality of tactical paratrooper warfare.

During the 1930s, Brooks was the center of aerial observation activity

and several units were trained in tactical observation.

In 1940, Brooks became the site for a special school for combat observers.

In 1941, advanced training in piloting single-engine aircraft was conducted

with emphasis on aerial observation skills.

Observation training was discontinued in 1943,

when Brooks became the home for training pilots in the new B-25 bomber.

This remained the mission of the base for the rest of World War II.

When pilot training at Brooks Field concluded at the end of World War II,

the base took on a new mission.

In 1951 in the midst of the Korean War, the Air Force established a reserve training center at Brooks.

The 907th Air Reserve Wing was assigned to the base.

Conceived originally as a troop carrier unit, the wing did not receive its first planes until the summer of 1952.

The planes were T-6 Texans, an indication of the 907th's new mission, pilot training.

Almost before it began its new mission,

the 907th Air Reserve Wing was replaced by the 8707th Pilot Training Wing (Single-Engine).

On the first anniversary of its activation, the 8707th had six T-6s & two C-46 Commandos assigned.

That began to change in April 1953 when the wing acquired its first five North American T-28s.

In 1954 Colonel David L. "Tex" Hill,

a fighter pilot who made his reputation as a member of Chennault's Flying Tigers,

took over the wing's pilot training program.

At year's end the wing converted to C-46s & the 8707th was replaced by the 433d Troop Carrier Wing.

In 1956 reservists celebrated their fifth anniversary at Brooks

with the arrival of another aircraft, the C-119 transport.

Four years later, the 433d Troop Carrier Wing moved to Kelly AFB.

From the time the Reserve first established a wing at Brooks in 1951,

whatever the numerical designation, the people of San Antonio have always referred to the unit as the Alamo Wing.

Starting in the summer of 1959,

Brooks began a transition from a flight-training base to a center

for medical research, development, and education.

An era in aviation history ended in 1960, when the last plane took off from Brooks.

The aircraft was a C-131 Samaritan piloted by Col. L.B. Matthews,

commander of Det. 1, 1st Aeromedical Transport Group.

In 1999, Congress authorized the Secretary of the Air Force to implement a Base Efficiency Project at Brooks AFB.

According to an article in the 4/12/03 issue of the Houston Chronicle (via Steve Cruse),

the Air Force handed over the 1,310-acre installation to the city of San Antonio in 2001,

with the City then leasing back land & facilities to the Air Force for its missions.

Some view the commingling of military and nonmilitary research facilities as the wave of the future

for communities hoping to minimize the negative economic impact of base closures and realignments.

But the cost-conscious Pentagon has sounded an alarm

at the fledgling Brooks Development Authority, the entity that operates the city base.

The Department of Defense wants to consolidate research activities

that are scattered & duplicated among the service branches.

At the same time, Air Force planners want Brooks to dramatically enhance nonmilitary commerce at the base -

or risk losing the prestigious 311th Human Systems Wing & other military entities as the chief tenants.

The former airfield facilities which still remain at Brooks include three runways (the largest is 5,300'), taxiways & a ramp.

At least one former hangar remains standing (as of 1994).

See also:

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