Abandoned & Little-Known Airfields:
Virginia: Hampton area
© 2002, © 2008 by Paul Freeman. Revised 2/22/08.
College Airport / William & Mary Airport / Central Airport (revised 2/22/08)
Evans Airport / Gloucester Airport / Mellar Field (revised 11/10/07) - Harcum Airport (revised 6/24/06) - Lively Intermediate Field (revised 6/24/06)
Walker AAF (revised 2/22/08) - (Original) Williamsburg Airport / Scott Field (revised 6/24/06)
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37.52 North / 76.51 West (Northwest of Norfolk, VA)
A 1939 aerial view of Harcum Airport.
According to the book "Virginia Airports" by Vera Rollo & Norman Crabill (published by the VAHS),
a license was granted to M.S. & W.M. Harcum on 8/21/39 for Harcum Airport.
The earliest depiction of Harcum Airport which has been located was a 1939 aerial photo,
which showed the airfield to consist of a single unpaved north/south runway.
The earliest aeronautical chart depiction of Harcum Airport which has been located
was on the August 1940 Norfolk Sectional Chart (according to Chris Kennedy).
The April 1944 US Army/Navy Directory of Airfields (courtesy of Ken Mercer)
described Harcum Airport as having a 2,000' unpaved runway.
The 1945 Norfolk Sectional Chart (courtesy of John Voss)
depicted Harcum Airport as an auxiliary airfield.
The 1952 Chesapeake Bay USAF World Aeronautical Chart (courtesy of Russ Roslewski)
depicted Harcum as having a 3,800' unpaved runway.
The July 1953 Chesapeake Bay USAF World Aeronautical Chart (courtesy of Chris Kennedy)
depicted Harcum as having a 3,800' unpaved runway.
The last chart depiction of Harcum Airport which has been located
was on the January 1956 Norfolk Sectional Chart (according to Chris Kennedy).
The last reference which has been located of Harcum Airport as an active airfield
was in a 1957 Aviation Week Airport Directory (according to Chris Kennedy).
According to the book "Virginia Airports" by Vera Rollo & Norman Crabill (published by the VAHS),
this turf field was said to be 3,850' long.
The license for Harcum Airport was canceled on 8/22/60
because the field had been abandoned & the property was sold by M.S. Harcum.
Harcum Airport was no longer listed among active airfields
in the 1960 Jeppesen Airway Manual (according to Chris Kennedy).
Nothing related to an airfield was depicted at the site of Harcum Airport on the 1972 USGS topo map.
Nothing related to an airfield was depicted at the site of Harcum Airport
on the 1982 or 1986 USGS topo maps.
In the 1994 USGS aerial photo, it can be seen that the majority of the former runway at Harcum has remained clear.
There do not appear to be any buildings remaining that were directly related to the airfield.
A May 2004 photo by Russ Roslewski, looking northeast at the field which is the site of Harcum Airport.
Russ reported that the property “is now used as farmland.
It is very easy to see from Route 606 north of Gloucester.”
The site of Harcum Airport is located southwest of the intersection of Glenns Road & Indian Road.
Thanks to Russ Roslewski for pointing out this airfield.
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(Original) Williamsburg Airport / Scott Field, Williamsburg, VA
37.3 North / 76.72 West (Northwest of Norfolk, VA)
The original Williamsburg Airport, as depicted on the 1935 Aero Chart.
This early airport for the town of Williamsburg was located adjacent to the north side of the town.
According to an article by B. J. Pryor in the 4/05 issue of the VAHS Virginia Eagles,
in 1930 the nearby College of William & Mary was the first college in America
to offer flying lessons in its regular course catalog.
They conducted flight lessons for a short time out of Riordan Field, a field located on the Harwood Farm.
When the school's flight operations quickly outgrew Riordan Field,
a larger plot of land was leased a mile from the campus,
and Scott Field was christened in 1931 after the owner of the land.
A $10,000 hangar was constructed (with offices & workshop),
and the school purchased planes to operate its flight school.
The flight school was heavily publicized by several college publications.
The earliest depiction of Scott Field which has been located
was a photo from The College of William & Mary's 1933 yearbook (the Colonial Echo),
which depicted 4 biplanes of The William & Mary Flight School in front of a hangar at Scott Field.
William & Mary's School of Aeronics ceased operations at the end of the 1934 academic year
(according to an article in the 4/05 issue of the VAHS Virginia Eagles),
as the school was in debt & student enrollments were dropping.
The department's aircraft were sold.
The school's Flight Club continued in operation for one more year,
with the last reference to its operation being found in a 1935 William & Mary yearbook.
The earliest chart depiction of the field which has been located was on the 1935 Aero Chart.
It depicted the “Williamsburg” airport adjacent to the north side of the town as a commercial/municipal airport.
A 1936 aerial view looking southwest at Scott Field
depicted the airport as having 2 grass runways oriented in an “L” shape.
An undated photo in the book "Virginia Airports"
depicted a Civil Air Patrol Piper J-4 Cub landing at Scott Field.
The January 1, 1936 Department of Commerce Airway Bulletin
described the “Williamsburg Airport” as a municipal field, located “1 ¼ miles northwest of the city.”
The field was said to consist of a rectangular sod field,
with two 1,800' runways, oriented north/south & east/west.
A hangar was said to be located on the west side of the field,
which was said to offer facilities for servicing aircraft, day only.
The July 1941 Norfolk Sectional Chart (courtesy of Chris Kennedy)
depicted “Scotts” as a commercial/municipal airport.
Scott Field may have been temporarily closed at some point between 1941-44
(like many other small civil airports along the coast, due to wartime security concerns),
as it was not listed among active airfields in the April 1944 US Army/Navy Directory of Airfields (courtesy of Ken Mercer).
Scott Field was evidently reopened at some point between 1944-45,
as it was once again depicted as a commercial/municipal field
on the April 1945 Norfolk Sectional Chart (courtesy of Chris Kennedy).
The last depiction which has been located of Scott Field as an active airfield
was on the January 1952 Sectional Chart.
It depicted Scott as having a 1,800' unpaved runway.
Scott Field was evidently abandoned at some point later in 1952,
as it was no longer depicted at all on a 1952 Chesapeake Bay Sectional Chart (courtesy of Russ Roslewski),
not listed among active airfields in the 1962 AOPA Airport Directory,
nor depicted at all on the 1965 Norfolk Sectional Chart (courtesy of John Voss).
In the 1994 USGS aerial photo, it can be seen that the site of Scott Field has remained clear & unredeveloped.
It is not known if any of the buildings on the western edge of the clearing date from the site's days as an airfield.
The site of Scott Field is located east of the intersection of Route 603 & Pierpoint Place.
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College Airport / William & Mary Airport / Central Airport,
Williamsburg, VA
37.32 North / 76.72 West (Northwest of Norfolk, VA)
This former small airport was originally associated with the nearby College of William & Mary.
According to the book "Virginia Airports" by Vera Rollo & Norman Crabill (published by the VAHS),
the operating license for College Airport was applied for in 11/10/31 & was granted in 12/7/31.
The 1935 Aeronautical Chart did not depict College Airport at all.
The January 1, 1936 Department of Commerce Airway Bulletin
described the “Williamsburg Airport” as an auxiliary field,
located “3 miles northwest of Williamsburg on the east side of U.S. Highway 60.”
The field was said to consist of a rectangular sod field,
with 2 runways: 2,250 northeast/southwest & 2,100' northwest/southeast.
The field was said to offer no servicing.
The earliest depiction of College Airport which has been located
was an August 1936 aerial photo in the book "Virginia Airports".
It depicted the "Old Williamsburg Airport (College of William & Mary)"
as having 2 grass runways in the shape of an "X".
The earliest aeronautical chart depiction of College Airport which has been located
was on the July 1941 Norfolk Sectional Chart (courtesy of Chris Kennedy).
It depicted "College" as an auxiliary airfield.
The 1944 US Army/Navy Directory of Airfields (courtesy of Ken Mercer)
described the "William & Mary College" Airport as having a 3,100' runway,
and indicated that Army flying operations were also conducted from the field.
Civil Air Patrol operations were conducted from College Airport during WW2
(according to the book "Virginia Airports").
It was depicted as "William & Mary" on the April 1945 Norfolk Sectional Chart (courtesy of Chris Kennedy).
An undated photo of 5 Pipers at College Airport.
At some point between 1945-52 the field was evidently renamed College Airport,
as that is how it was depicted on the January 1952 Sectional Chart.
It depicted College as having a 3,100' unpaved runway.
The July 1953 Chesapeake Bay USAF World Aeronautical Chart (courtesy of Chris Kennedy)
depicted College Airport as having a 3,100' unpaved runway.
At some point between 1953-61 the field was evidently renamed Central Airport,
as that is how it was listed on the 1961 Norfolk Sectional Chart (according to Chris Kennedy).
The renaming of the field was evidently prompted by the new operator, Floyd Clark,
who had left his Central Airport in Richmond to operate the field in Williamsburg.
The airport was described to be flourishing for a while in the 1960s.
Central Airport was described in the 1962 AOPA Airport Directory
as having 2 turf runways: 4,200' Runway 6/24 & 3,100' Runway 9/27.
The operators were listed as Ruby & Guy Clark.
The last aeronautical chart depiction which has been located of Central Airport
was on the 1965 Norfolk Sectional Chart (courtesy of John Voss).
The Aerodromes table on the chart described it as having 2 turf runways,
with the longest being 4,200'.
Sherwin Beck recalled, “With regards to the Central Airport,
I took my first flying lesson from Floyd Clark on July 26, 1966 in an Aeronca 7EC (N4683E).
At that time there was one usable grass strip, T-hangars, maintenance hangar,
gas pump, and perhaps 10 aircraft based at the field.
Floyd's wife (Helen) took care of the office work while he gave flight instruction
and maintained the 3 aircraft used for rental & flight instruction -
the above mentioned Aeronca 7EC, a Champion 7FC (N7519B), and a Cessna 170.
I believe he also owned a second Aeronca 7EC which he was refurbishing.
Floyd Clark last signed my logbook on February 5, 1967.
About a week later he died of a massive coronary while visiting his son in Florida.
There was no interest on the part of the College of William & Mary to seek another operator
and, by the end of February 1967, Central Airport ceased as an operating entity.”
According to Chad Pritchard (who had an uncle who owned an airplane that was based there),
Central Airport closed in 1967.
Tom recalled, “I landed at the Central Airport on 6/26/67.
I had spoken with someone who assured me it was open
but after landing it became obvious that it had either been officially closed or abandoned by this date.
The grass was overgrown, the buildings were dilapidated.
I recall there was a beat-up phone booth still operating.”
Central Airport was no longer depicted (nor was any other airport in the Williamsburg vicinity)
on the 1970 Washington Sectional Chart (courtesy of John Clifford).
The 1989 USGS topo map still depicted the clearing for one runway (northeast/southwest) of the former Central Airport.
A 1989 aerial view looking east at the site of Central Airport
showed the outline of the 2 former runways still barely perceptible among the trees which had overgrown the site.
In the 1994 USGS aerial photo, the outline for Central Airport's 2 former runways were still barely recognizable -
one running northeast/southwest, the other east/west.
There were no evident remains of any airfield buildings.
According to the 2003 book "Virginia Airports", the airport site became a sand & gravel pit.
The site of Central Airport is located northeast of the intersection of Route 603 & Route 645,
also known appropriately enough as Airport Road.
Thanks to Jeff Mitchell for pointing out this field.
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Lively Intermediate Field / Lively Airport, Lively, VA
37.76 North / 76.57 West (North of Newport News, VA)
The Lively Intermediate Field, as depicted on the July 1941 Norfolk Sectional Chart (courtesy of Chris Kennedy).
According to an article by Bill Corbett in the 1/05 issue of the VAHS Virginia Eagles,
Lively was established by the 1936 Airport & Airways Act.
It was also known as Site 6, NW-WA, along the Norfolk - Washington air route.
Lively was not yet listed among active airfields in The Airport Directory Company's 1937 Airports Directory (courtesy of Bob Rambo).
The earliest depiction of the Lively Airport which has been located
was on the July 1941 Norfolk Sectional Chart (courtesy of Chris Kennedy).
A 1941 aerial view looking northwest at Lively
showed the field to consist of 2 perpendicular grass runways.
Several private pilots were pictured in front of their plane at Lively in 1941
in the book "Virginia Airports" by Vera Rollo & Norman Crabill (published by the VAHS).
The 1944 US Army/Navy Directory of Airfields (courtesy of Ken Mercer)
described Lively as having a 3,800' runway.
Lively was later used as one of several satellite airfields for Norfolk Naval Air Station during WW2.
Lively was depicted on the 1945 Norfolk Sectional Chart (courtesy of John Voss).
Merton Meade said, “I recall flying into Lively with a Champ.
I went down there to look at a Rearwin Ranger I was interested in.
I recall the runway I landed on was very smooth... a very nice grass strip.”
Lively was listed among active airports in the 1962 AOPA Airport Directory,
with the operator listed as: Northern Neck Squadron - Civil Air Patrol.
Lively Airport, as depicted on the 1965 Norfolk Sectional Chart (courtesy of John Voss).
According to an article by Bill Corbett in the 1/05 issue of the VAHS Virginia Eagles,
the 30-year lease for Lively Airport ended in 1966.
However, multiple sources indicate that the airfield continued in operation for several more years.
Lively Airport was described in the 1968 VA Airport Directory (courtesy of Don Thompson)
as having 2 turf runways (the longest being 3,400'),
and the operator was listed as the Lively Flying Club.
Lively was still listed as an active airport in the 1971 Flight Guide (according to Chris Kennedy).
However it was evidently closed within the next year,
as it was not depicted at all on the 1972 Washington Sectional Chart (courtesy of Mike Keefe).
The 1992 USGS topo map still depicted the “Lively Airport” as having 2 grass runways,
with 2 small buildings to the northwest of the runway intersection.
An aerial view looking east at the Lively runways, taken 3/01 by Paul Freeman from a Piper Warrior.
Paul Freeman flew over the site in 2001,
to find that the 2 grass runways are still very evident, as they are being farmed.
The airfield consists of 2 grass runways (the largest is 2,700' long)
and a small road grid & one small building on the west side of the field.
A view of the former Runway 17 by Russ Roslewski, 2003.
Russ Roslewski visited the site of Lively Field in 2003:
"Lively Field was really easy to find, I wouldn't have even needed the GPS,
as you take an "Old Airport Road" to get to it.
The owner has undertaken what appears to be a major tree-removal project around the east side of former Runway 9/27.
The field is in very good condition, and could easily be landed on in an emergency.
The land is being farmed, but I have no idea what for - it's just very short grass.
A hunting club apparently uses the wooded area around the runway, as there are signs restricting entry."
See also: http://www.airforcebase.net/aaf/if_list.html
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Evans Airport / Gloucester Airport / Francis J. Mellar Field (W57),
Gloucester, VA
37.38 North / 76.5 West (North of Hampton Roads, VA)
"Evans" Airport, as depicted on the 1952 Chesapeake Bay USAF World Aeronautical Chart (courtesy of Russ Roslewski).
According to an article by David Grow in the 1/05 issue of the VAHS Virginia Eagles,
Evans Airport was established in 1947 by Al Evans,
who operated the Evans Clearing Corporation at a plant at the south end of the airport.
At some point the airport was purchased by Fred Ames, a local lawyer but not a pilot.
The earliest depiction of the airfield which has been located
was on the 1952 Chesapeake Bay USAF World Aeronautical Chart (courtesy of Russ Roslewski),
which depicted "Evans" Airport as having a 4,500' unpaved runway.
The 1962 AOPA Airport Directory described "Evans" Airport as having a single 4,500' sod runway.
"Evans" Airport was described in much the same fashion on the 1965 Norfolk Sectional Chart (courtesy of John Voss).
According to an article by David Grow in the 1/05 issue of the VAHS Virginia Eagles,
in 1965 the airport was purchased by Art Lazero, Horace Gray, Earl Robbins, Clyde Royals, Bill Brown, and Frances Mellar.
The new owners formed Gloucester Air, changed the airport's name to Gloucester Airport,
and hired W.J. Colby as manager.
Frances Mellar later purchased the entire company.
According to an article by David Grow in the 1/05 issue of the VAHS Virginia Eagles,
in 1967 Gloucester Airport was home to 15 aircraft, and conducted 5,500 takeoffs & landings.
Gloucester's runway was paved at some point between 1965-68 with the help of the Virginia Department of Aviation.
Fuel pumps, runway lights, and a rotating beacon (a slightly remodeled airway beacon) were also added.
Gloucester Airport gained a paved runway at some point between 1965-68,
as the 1968 VA Airport Directory (courtesy of Don Thompson)
described Gloucester Airport as having a single 3,500' paved Runway 2/20.
The operator was listed as Gloucester Flying Service,
and the manager was listed as W.J. Colby.
The 1970 VA Airport Directory (courtesy of Stephen Mahaley)
listed the operator & manager of Gloucester Airport as F. J. Mellar, Sr.
Gloucester Airport gained its first permanent building in the early 1970s,
when L.O. "Bud" Knight & Bob Grow opened Omni Enterprises,
a Citabria dealership which offered aircraft sales, primary & aerobatic instruction, aircraft rental, maintenance, and fuel.
Gloucester Airport, as depicted on the 1975 Washington Sectional Chart (courtesy of Ed Drury).
According to an article by David Grow in the 1/05 issue of the VAHS Virginia Eagles,
in 1975 Gloucester Airport was home to 14 aircraft, and conducted 7,000 takeoffs & landings.
Omni Enterprises ceased operations at Gloucester in the late 1970s,
and Jack Brandt ran the airport.
Brandt conducted flight instruction, and also operated a Queen Air out of Gloucester on charter.
Gloucester Airport was described in the 1982 AOPA Airport Directory (courtesy of Ed Drury)
as having a 3,500' paved runway.
After Jack Brandt left Gloucester, the airport was operated by the owners of the aircraft based at the field,
and I.L. Aviation, run by Irv Linchner.
Irv was Gloucester's last Fixed Base Operator.
After the death of Frances Mellar in 1983,
several attempts were made to purchase the airport, develop the adjoining property,
but still keep the airport in operation.
Unfortunately none of these efforts were successful,
due to a lack of support from the County, the Department of Aviation, and local interests.
It was still named Gloucester Airport on a 1986 Approach Plate (courtesy of John Clifford).
The 1986 USGS topo map depicted Gloucester Airport as having a single paved runway,
with several small buildings along the southeast side of the field.
Gloucester Airport was evidently closed at some point between 1986-88,
as a 1988 aerial view looking south at the field clearly showed a closed-runway “X” symbol on the northern end of the runway.
At some point between 1986-91, the airport was purchased by Richard Mellar
and reopened as Francis J. Mellar Field.
It was labeled Mellar Field on the 1991 Washington Sectional Chart (courtesy of Mike Keefe).
According to an article by David Grow in the 1/05 issue of the VAHS Virginia Eagles,
Gloucester Airport was closed in 1991,
but at least one source listed it as an operating airport several years later.
The March 1993 Washington Sectional Chart (courtesy of Carl Taylor)
labeled the single paved runway as “Mellar (closed)”.
Chad Pritchard contacted Georgette Hurley, the Gloucester Assistant County Administrator,
who said "According to County business license records for Gloucester Air Inc.,
1994 is the last year that a license was issued."
The 1994 USGS aerial photo of Mellar Field showed 2 contradictory indications about the airport's operating status by that point:
the runway was clearly marked with closed-runway "X" symbols at both ends,
yet a single light plane was still on the field,
in the tiedown area on the southeast side of the field.
A close-up from the 1994 USGS aerial photo, showing a single light aircraft remaining in the tiedown area of Mellar Field.
Mellar Field was considered for expansion into a regional general aviation airport
by a 1995 Gloucester County study, but was found to be too limited for expansion.
The Mellar Field property was sold after the completion of the study.
Mellar Airport was still depicted as an active airfield in a 1996 airport directory.
The airfield consisted of a single paved 3,529' Runway 2/20.
Mellar Field was apparently closed at some point between 1996-98,
as it was labeled "Mellar Field (Closed) on the 1998 Washington Sectional Chart (courtesy of Mike Keefe).
A March 2001 aerial view looking south at the remains of the Mellar runway, taken by Paul Freeman from a Piper Warrior.
The runway pavement was badly deteriorated (or had been broken up), and a driveway crossed the middle of the runway.
A view looking north along the former Runway 2 by Russ Roslewski, 2003.
Russ reported, "In the distance you can see the roof of the new Wal-Mart building.
They must have demolished part of the north end of the runway to make room for the store.
Just like I always say, we can certainly use more Wal-Marts & less airports.
Mellar field is all but obliterated.
In fact, I flew overhead a few days ago & couldn't find it.
The north half is still paved, but the asphalt is in extremely deteriorated condition.
The south half is basically all mud.
I think this is due to construction projects going on in the area -
they may be using it to store dirt for a warehouse hardware store
that is undergoing construction next to the Super Wal-Mart that is already position just off the north end of the runway.
There is a large mound of dirt near the south end which leads me to believe this theory.
It was is such bad shape I honestly wasn't entirely sure if I was in the right place -
if I didn't know it used to be a runway, I could have driven across it and not even noticed."
According to an article by David Grow in the 1/05 issue of the VAHS Virginia Eagles,
Gloucester Airport's former rotating beacon was the only aviation artifact left on the property
(presumably other than the remains of the runway).
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Walker Army Airfield (FYT), Fort Monroe VA
37 North / 76.3 West (Southeast of Newport News, VA)
Walker AAF, as depicted on the July 1954 Norfolk Sectional Chart (courtesy of Chris Kennedy).
This Army Airfield is located on the grounds of Fort Monroe, which itself dates from 1818.
The airfield is situated along the west side of a narrow peninsula along the Chesapeake Bay,
The date of construction or other history of the airfield is unknown.
The airfield was apparently built at some point between 1953-54,
as it was not yet depicted on the was on the July 1953 Chesapeake Bay USAF World Aeronautical Chart (courtesy of Chris Kennedy).
The earliest reference to Walker AAF which has been located
was on the July 1954 Norfolk Sectional Chart (courtesy of Chris Kennedy).
It depicted the field as having a 2,000' hard surface runway.
Walker AAF was depicted on the 1960 Jeppesen Airway Manual (courtesy of Chris Kennedy)
as having a single 2,600' paved Runway 3/21,
with a small ramp on the east side having a single building (a hangar?).
Walker AAF was still depicted as an active airfield
on the 1961 Norfolk Sectional Chart (according to Chris Kennedy)
and the 1964 Norfolk Sectional Chart (according to Chris Kennedy).
Walker AAF was apparently closed at some point between 1964-65,
as it was still depicted on the 1965 Norfolk Sectional Chart (courtesy of John Voss),
but the Aerodromes table on the listed the status of the field as "Closed".
It was described as consisting of a single 2,600' asphalt runway.
The September 1967 Norfolk Sectional Chart depicted Walker AAF as an abandoned airfield.
The 1986 USGS topo map still depicted the Walker runway, but did not label it.
A circa 2000 aerial view showing the Walker runway remained in decent condition.
Today, Fort Monroe remains an active Army installation,
but the only use of the airfield is for helicopter operations, as Walker Army Heliport.
According to Jim Campbell, as of 2002 the runway at Fort Monroe was being reused by
the Sports Car Club of America & the Tidewater Sports Car Club as a race track.
A circa 2006 aerial view looking north at the abandoned Walker AAF runway
shows that the facility appears to remain completely intact,
with multiple parking spots to the east of the runway,
and a helipad marked on the very southern end of the runway.
An article in the August 2006 issue of the Coast Defense Study Group Newsletter
described plans to either preserve or redevelop various portions of Fort Monroe,
as part of the Base Closure And Realignment process.
According to the article, “The airfield is too short for today's aircraft
and the Army primarily used it for helicopters.
It is not currently in service.
Because of this, many people agreed to remove this airstrip.”
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