Abandoned & Little-Known Airfields: Southeastern Massachusetts

Acushnet Airport (revised 8/17/24) - Brigg's Field / Eastham Airport / Nauset Airport (revised 6/2/17) - Cashen's Airfield / Bascom Field (revised 11/5/22)

Chatham Naval Air Station (revised 9/28/22) - Clifton Field (revised 4/11/24) - Fall River Municipal Airport (revised 8/2/24) - Falmouth Airport / Coonamessett Airport (revised 1/9/24)

New Bedford Fairhaven Airport (added 10/25/19) - No Man's Land Navy Airfield (revised 11/5/22) - North Middleboro Airpark / Middleboro Airport (revised 7/7/20)

North Truro AFS Heliport (added 3/11/23) - (Original) Providence Airport (revised 5/7/17) - Rochester-Marion Airport (added 1/7/20)

Round Hill Airport (revised 11/5/22) - Skymeadow Airport (revised 9/12/20) - Wilkins Airport (revised 8/17/24)

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North Truro Air Force Station Heliport, North Truro, MA

42.03, -70.051 (Southeast of Boston, MA)

A circa 1956 picture by Charles Rowland of 3 Piasecki H-21 Shawnee helicopters operating from the North Truro AFS Heliport to provide logistical support to the offshore Texas Tower 2 radar installation (courtesy of Thomas Page).

North Truro Air Force Station was one of the first of 24 stations of the permanent Air Defense Command radar network.

On 12/2/48 the Air Force directed the Army Corps of Engineers to proceed with construction of this & 23 other sites around the periphery of the United States.

The 762^nd Aircraft Control & Warning Squadron began operations at North Truro in 1951.

North Truro AFS was the operational parent station for Texas Tower 2 offshore in the Atlantic Ocean starting in May 1956.

At some point between 1948-56, North Truro AFS gained a heliport to provide logistical support to the offshore Texas Tower 2 radar installation.

A circa 1956 picture by Charles Rowland of a Piasecki H-21 Shawnee helicopter operating from the North Truro AFS Heliport to provide logistical support to the offshore Texas Tower 2 radar installation (courtesy of Thomas Page).

The North Truro AFS Heliport was not depicted on 1957/60/65 Boston Sectional Charts.

The logistical support of the Texas Tower 2 offshore was transferred from North Truro AFS to Otis AFB in January 1963,

which may have been the end of use of the North Truro AFS Heliport.

In 1969 North Truro Air Force Station was the location of Operation Have Horn, the launching of sounding rockets under project Nike Hydac.

On completion of the operation in 1970, the hardware was returned to the White Sands Missile Range.

A 1971 aerial view showed the triangular heliport marking on the North Truro AFS Heliport.

The 1972 USGS topo map labeled the North Truro AFS “Heliport”.

Thomas Page recalled of North Truro AFS, “I was stationed there from August 1979 - September 1981.”

After the end of the Cold War, in 1994, the Air Force closed down operations at North Truro,

and most of the land was transferred to the National Park Service, but a small portion remained as an FAA long-range radar site.

NTAFS was given to the Cape Cod National Seashore & is now being redeveloped into the Highlands Center.

A 2021 aerial view showed the North Truro AFS Heliport remained recognizable as a rectangular asphalt patch.

Thanks to Thomas Page for pointing out this airfield.

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Wilkins Airport, North Attleboro, MA

42.007, -71.304 (Southwest of Boston, MA)

A September 1940 photo of a Piper Cub, 2 biplanes, and another plane in front of a barn at Wilkins Airport (courtesy of Max Sarazin).

Planes reportedly started landing on the Wilkins' family Seven Elms Dairy Farm at some point in the 1930s.

However, Wilkins Airport was not depicted on Boston Sectional Charts from 1933/35/37/39 or the 1940 USGS topo map.

The earliest depiction which has been located of Wilkins Airport was a September 1940 photo of a Piper Cub, 2 biplanes, and another plane in front of a barn (courtesy of Max Sarazin).

Wilkins Airport was still not depicted on Boston Sectional Charts from 1941 through November 1944.

Wilkins Airport reportedly closed during WW2, then reopened under the management of Russ Carlton & Loyd Whitney after the war.

Max Sarazin recalled, “Sometime before 1945 Russ Carleton & Lloyd Whitney rented flat farmland from Mr. Wilkins

at & up to the southeast corner of Routes 106 & 152 to establish Carleton Whitney Aero Service.

The rectangular lot allowed runways of approximately 1,900'.”

The earliest aeronautical chart depiction which has been located of Wilkins Airport was on the June 1945 Boston Sectional Chart.

It depicted Wilkins as a commercial/municipal airport.

Max Sarazin recalled, “It was probably 1946 that Walt Main, a civilian flight instructor at a military base during the big war bought the rights to the operation with wife Marie as operations manager.

'Fun' Revelto with an assistant was A&E mechanic. It may have been Jimmy Hopkins who later became the head mechanic.

Walt Main II & Red Beach became Flight Instructors relieving Walt of that duty.”

The earliest topo depiction which has been located of Wilkins Airport was on the 1946 USGS topo map.

It depicted Wilkins Airport as a label without a property boundary, with a single building on the northeast side.

An Airway Beacon was depicted off the airport property on a hill to the southwest.

Max Sarazin recalled, “Wilkins Airport... many pilots were trained there, [including] me. I first flew out of there on 4/14/47.”

A 2021 photo by Max Sarazin of his Carleton Whitney Aero Service interwoven wings awarded upon his 1947 solo flight.

A circa 1940s photo of an Aeronca Champ in front of a Wilkins Airport hangar (courtesy of Max Sarazin).

A circa 1940s photo of Max Sarazin & an Aeronca Champ at Wilkins Airport.

A 1957 photo of Max Sarazin of his Aeronca 7AC Champ at Wilkins Airport.

Max Sarazin recalled, “In 1957 or thereabouts, Jimmy Hopkins married Ruth Wilkins to get control of the airport, but not the operation, which moved out to Mansfield Airport.

Wilkins Airport operated by Jim & Ruth didn't survive too well.”

The last aeronautical chart depiction which has been located of Wilkins Airport was on the November 1960 Boston Sectional Chart.

It depicted Wilkins as having a mere 2,000' unpaved runway.

A 1961 aerial photo depicted Wilkins Airport as a rectangular grass airfield with a northwest/southeast grass runway, with 2 hangars on the east side.

There were no aircraft visible on the field.

The 1964 USGS topo map depicted an empty clearing at the site of Wilkins Airport.

Wilkins Airport was evidently closed at some point between 1960-65,

as it was no longer depicted on the September 1965 Boston Sectional Chart.

A 4/1/77 USGS aerial photo map depicted a clearing & several buildings at the site of Wilkins Airport.

A 2019 aerial view looking northeast showed the overall property outline of the former Wilkins Airport remained recognizable, roughly 60 years after the airport's closure.

Thanks to Max Sarazin for pointing out this airfield.

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Rochester-Marion Airport, Rochester, MA

41.731, -70.827 (South of Boston, MA)

Rochester Marion Airport, as depicted on the 1942 USGS topo map (courtesy of Matthew Foster).

Not much is known about this small airport, including its purpose, reason for closure, or its inexplicably brief lifespan of possibly less than a year.

It was apparently only ever depicted on 1 topo map & 1 aeronautical chart.

Rochester Marion Airport was not yet depicted on the 1941 USGS topo map.

The earliest reference which has been located to Rochester Marion Airport was in the 1941 Airport Directory Company Airport Directory (courtesy of Jonathan Westerling).

It described Marion-Rochester as a commercial airport, having a 1,300' rectangular sod field & a hangar.

The earliest depiction which has been located of Rochester Marion Airport was on the 1942 USGS topo map (courtesy of Matthew Foster).

It depicted the airport as being adjacent to the west side of Rochester, but did not depict any other details.

Rochester-Marion Airport was not yet depicted on the November 1943 Boston Sectional Chart.

The 1943-44 Directory of Airfields (courtesy of Jonathan Westerling) listed Rochester-Marion Airport.

The only aeronautical chart depiction which has been located of Rochester-Marion Airport was on the May 1944 Boston Sectional Chart.

It depicted Rochester-Marion Airport as an auxiliary airfield.

Rochester Marion Airport may have been closed (for reasons unknown) within 1944,

as it was no longer depicted on the November 1944 Boston Sectional Chart, nor on the 1944 USGS topo map.

No sign of a former airfield was recognizable at the site of Rochester Marion Airport on a 1961 aerial photo.

A 2018 aerial view did not show any trace recognizable of Rochester-Marion Airport.

Thanks to Matthew Foster for pointing out this airfield.

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New Bedford Fairhaven Airport, Fairhaven, MA

41.647, -70.879 (South of Boston, MA)

A 1929 aerial view looking southwest at Fairhaven Airport showed it to have 2 grass runways in an X-shape.

According to “Three Generations of Oldens Continue Their Legacy of Flight” by M.L. Baron,

“Fairhaven was the Southeastern MA main hub for airplane traffic.

Sound Airways, Inc. provided a valuable service from the mainland to the islands of Martha's Vineyard & Nantucket for passengers & freight.

The small airline company was owned by Ike Dawson, of The Dawson Brewery fame, and operated by Fairhaven resident & pilot Henry Olden.

His name was synonymous with New Bedford, Fairhaven, Acushnet Airport as it was officially called at one time.

The airport was once located off Pontiac Street in Acushnet, but the pilots had difficulty with its small muddy fields.

It was eventually relocated to a large, more stable field along the west side of Mill Road & the north side of Route 6.

In 1929, Sound Airways (named after the island sounds of Martha's Vineyard, Nantucket and Long Island) purchased the 85+ acre parcel.”

The earliest depiction which has been located of Fairhaven Airport was a 1929 aerial view, which showed it to have 2 grass runways in an X-shape.

A postmark commemorating the 12/22/29 dedication of Fairhaven's Sound Airways.

A circa 1929-37 photo of 2 unidentified men & a Waco biplane at Fairhaven Airport,

with a hangar painted “New Bedford Fairhaven” in the background.

A circa 1929-37 photo of a large crowd of spectators, a biplane, a hangar, and a smaller building at Fairhaven Airport.

According to “Three Generations of Oldens Continue Their Legacy of Flight” by M.L. Baron, “Over 25,000 attended the 1930 Air Show. More than three dozen aircraft were on display at Fairhaven.”

Baron continued, “In less than 3 years [after its 1929 founding], financial troubles brought about by the depression brought the field to an almost idle standstill.

Although still used as an airfield,it never again had the splendor & excitement that came with Sound Airways & the flight training school.”

The earliest aeronautical chart depiction which has been located of Fairhaven Airport was on the March 1933 Boston Sectional Chart.

The only topo map depiction which has been located of Fairhaven Airport was on the 1936 USGS topo map.

It depicted “New Bedford Fairhaven Airport” without any property borders & with a building (a hangar?) on the east side.

The last aeronautical chart depiction which has been located of Fairhaven Airport was on the October 1937 Boston Sectional Chart.

Fairhaven Airport was evidently closed (for reasons unknown) at some point between 1937-38,

as it was no longer depicted on the May 1938 Boston Sectional Chart.

Fairhaven Airport was no longer depicted on the 1941 USGS topo map, but the building on the east side of the field was still depicted.

According to “Three Generations of Oldens Continue Their Legacy of Flight” by M.L. Baron,

in the mid-1940s the former Fairhaven Airport property was sold to a farm dairy.

A 1961 aerial photo showed the area of Fairhaven Airport remained an open field, with the hangar remaining intact on the east side.

A 1971 aerial view depicted the site of Fairhaven Airport in an unchanged fashion.

A 1994 aerial view looking southwest showed an industrial building & its parking lot had been built over the northern portion of the Fairhaven Airport site.

The former hangar had evidently been removed at some point between 1971-94,

but its foundation was possibly still visible (the light colored feature on the left edge of the photo).

Thanks to Ron Janard for pointing out this airfield.

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Orleans Airport / Skymeadow Airport, Orleans, MA

41.79, -70.01 (Southeast of Boston, MA)

Orleans Airport, as depicted on the December 1953 Boston Sectional Chart.

This small general aviation airport on Cape Cods was evidently established at some point in 1953,

as it was not yet depicted on the 1946 USGS topo map or the May 1953 Boston Sectional Chart.

The earliest depiction which has been located of Orleans Airport was on the December 1953 Boston Sectional Chart.

It depicted Orleans Airport as having a 1,500' unpaved runway.

It was still depicted as Orleans Airport on the November 1954 Boston Sectional Chart.

At some point in 1954-55 it was evidently renamed Skymeadow Airport,

as the 1954 Airports & Business Flying Directory (courtesy of Jonathan Westerling) described “Skymeadow Airport – Orleans Airport”

as having a 1,700' unpaved strip, and listed the manager as Willard Ketchen.

It was depicted as Skymeadow Airport on the May 1955 Boston Sectional Chart.

The earliest photo which has been located of Skymeadow Airport was a 1955 aerial view (courtesy of Jack Grainger),

which showed Skymeadow Airfield at top-right, with Rock Harbor in the foreground.

Bill Quinn recalled flying out of Skymeadow Airport to take the first images of the collision of the MS Stockholm & passenger liner SS Andrea Doria in 1956.

Charlene Ketchen Wallace, recalled, Sky Meadow Airport... My father Will Ketchen first ran this airport back in the 1950s.

He & Doug Hoff were in partnership. My dad & mom ran the airport for several years.

There was a dirt road which ran down the side of the runway towards the salt marsh.

There was also a large hangar in our yard. The opening of the hangar faced the runway & the back was on our driveway.

I enjoyed being at it when I was just a little girl.”

Skymeadow Airport was reportedly run by Hunter Craig, a former WW2 Marine Corsair pilot.

The last directory entry which has been located of Skymeadow Airport was in the 1956 Airman's Guide (courtesy of Jonathan Westerling).

The last aeronautical chart depiction which has been located of Skymeadow Airport was on the November 1960 Boston Sectional Chart.

It depicted Skymeadow Airport as having a 1,700' paved northeast/southwest runway.

The earliest topo map depiction which has been located of Skymeadow Airport was a 1962 USGS topo map.

It depicted Skymeadow Airfield as having a single paved northeast/southwest runway.

Skymeadow Airport was evidently closed at some point between 1960-64, as it was listed as Abandoned in the 1964 Airman's Guide (courtesy of Jonathan Westerling).

Skymeadow Airport was not depicted on the 1965/68/70 Boston Sectional Charts.

David Keith recalled, “Skymeadow Airport has a special place in my memory.

I took my Private Pilot checkride in the Brockton Flying Club Cessna 172, N3718S, at Skymeadow, on 4/14/67.

Airport Manager Willard Ketchen, who had a craggy & imposing visage, was the check pilot.

I was on my best behavior, because I certainly didn’t want to be chewed out by this man. He wrote 'Pvt Pilot Flt Check OK', so I guess he was pleased!”

A 1971 USGS aerial view depicted Skymeadow Airport as having a single paved northeast/southwest runway,

painted with 3 closed-runway “X” symbols & the word “Private”.

One hangar was located each at the northwest & northeast ends, with 4 light single-engine aircraft parked around the northeast hangar.

Jack Grainger recalled, “I got my Private [Pilot's License] at Sky Meadow.”

A 3/25/73 USGS aerial view depicted Skymeadow Airport as having a single paved northeast/southwest runway, painted with 3 closed-runway “X” symbols.

One hangar was located each at the northwest & northeast ends. There were no aircraft visible on the field.

Mark Clifton recalled, “Sky Meadow Airfield... an airport in Orleans that my father used to keep his plane at back in the 1970s.

It was located near Skaket Beach (very close to the Captain Linnell House/restaurant) in Orleans.

We would enter the airport off Captain Linnell Road.

I recall as a child the field being in very poor shape (runway) along with a small hangar that was run-down.

His first plane was a Piper Cub that he flew out of that airport for years.”

Skymeadow Airport was evidently closed at some point between 1971-77,

as a 4/1/77 aerial view showed 2 residential streets having been built, one over each end of the runway.

A 3/23/82 aerial view showed that houses had covered the site of Skymeadow Airport, but the hangar on the northwest side of the runway remained intact.

A 1984 aerial view looking north at the site of Skymeadow Airport (courtesy of Bernie Siryk) showed the alignment of the runway remained recognizable.

A 2015 aerial view showed no obvious sign of the former Skymeadow Airport, but the light-colored larger building on the west side is a former hangar.

Bernie Siryk reported in 2015, “The hangar still exists as does the small home that served as the airfield's office.”

An October 2019 photo (courtesy of Joe Boruch) looking west at the former Skymeadow Airport hangar.

Joe Boruch reported in 2020 from a drive past the Skymeadow Airport site that the former hangar remains standing.

The site of Skymeadow Airport is located north of the intersection of Captain Linnell Road & Skymeadow Drive.

Thanks to Bernie Siryk for pointing out this airfield.

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Round Hill Airport, Round Hill, MA

41.542, -70.94 (South of Boston, MA)

A circa late-1920s – 1932 photo of Phillip Mostrom in front of a biplane with the “Round Hill Airport” logo (courtesy of his grandson Kurt Fischer).

According to an article entitled “Saltmarsh restoration project eyed for site of former Round Hill airport runways” in the 11/8/09 South Coast Today (courtesy of David Gray),

Herbert "Bert" Hill's decision to practice land his plane on multimillionaire Col. Edward Green lawn in 1927 caused deep ruts to the lush, green grass,

but also spurred Green's interest in aviation & the development of the airport.

The airport was constructed one year later in 1928 & Hill became its manager & also ran a flight school there.

As part of the construction, Green moved buildings & constructed a hangar to house airplanes.

To build the airport, the Colonel used more than 170,000 cubic yards of topsoil from local farms

and sand pumped from Buzzards Bay to fill-in a natural saltwater marsh for his runways.

Green's private airport at Round Hill was one of the finest in the country, with finely manicured grass runways & flood lights

and huge neon tubes atop the mansion that served as a beacon to fliers such as Charles Lindbergh,

Eddie Rickenbacker, Jimmy Doolittle and William Randolph Hearst Jr., all of whom landed there.

The airport was one of the many attractions Green had at Round Hill, which included the whaler Charles W. Morgan,

a blimp, a seaplane ramp, several research buildings, a whaling village, a blacksmith shop.

While residents of Salter's Point, Mishaum Point & Nonquit did not like the airport because of the noise during takeoffs & landings,

local residents saw it as a catalyst for economic development in the region.

Fifteen-hundred people attended its dedication in 1928

and were entertained with "a spectacular air show" by Lt. William Leonard, the chief test pilot for the Alliance Aircraft Corporation.

Leonard performed an outside loop, a falling leap drop, a half roll & then circled the airfield upside down.

The earliest photo which has been located of Round Hills Airport

was a circa late-1920s – 1932 photo of Phillip Mostrom in front of a biplane with the “Round Hill Airport” logo (courtesy of his grandson Kurt Fischer).

An undated photo of two men in front of an unidentified biplane at Round Hill Airport.

An undated photo of the Goodyear dirigible Mayflower, on loan to MIT, seen during testing to map the radiation patterns of various antenna arrays at Round Hill Airport (courtesy of MIT Museum).

In 1932 Lindbergh landed at Round Hill, after receiving word that his kidnapped son was hidden on a boat near the Elizabeth Islands.

Lindbergh was accompanied by 3 passengers, including an FBI agent, but the tip about his son's whereabouts proved to be a hoax.

The earliest aeronautical chart depiction which has been located of Round Hill Airport was on the March 1933 Boston Sectional Chart.

It depicted Round Hill Airport as a private airfield with a beacon.

Roberta Hill (Bert Hill's daughter) flew her solo flight from Round Hill at age 14 in 1936.

She said "This airport put to shame even the military airports.

It was probably better equipped than any military airport because he had unlimited money to do it.”

“Round Hill Landing Field”, as depicted on the 1936 USGS topo map.

The last aeronautical chart depiction which has been located of Round Hill Airport was on the September 1936 Boston Sectional Chart.

It depicted Round Hill Airport as a private airfield with a beacon.

Round Hill Airport owner Edward Green died in 1936 & the airport reportedly closed that same year.

Round Hill Airport was no longer depicted on the October 1937 Boston Sectional Chart.

The Round Hill property was badly damaged in the 1938 Hurricane, which tore up the beach road & destroyed the hangar.

The last depiction which has been located of Round Hill Airport was on the 1942 USGS topo map.

According to Wikipedia, “In 1948, twelve years after the Colonel's death, his sister Sylvia Green, his heir,

donated the entire property to the Massachusetts Institute of Technology (MIT), which used the 240-acre estate for educational & military purposes until 1964.

MIT erected a giant antenna atop a 50,000-gallon water tank on the site.

Another was erected nearby for research towards the Ballistic Missile Early Warning System.

The giant dish antenna stood as a local & marine navigational landmark until the current owners of the site, the Bevelaqua family, demolished it in 2007.”

According to an article entitled “Saltmarsh restoration project eyed for site of former Round Hill Airport runways” in the 11/8/09 South Coast Today (courtesy of David Gray),

“Dartmouth & other agencies are planning to use federal Superfund money to recreate the portion of the former 15-acre, salt marsh on town property”,

previously the site of Round Hill Airport.

A 2013 aerial view showed the majority of the Round Hill Airport site remained clear.

The site of Round Hill Airport is located south of the intersection of Round Hill Beach Drive & Club House Drive.

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Cashen's Airfield / Bascom Field / East Harwich Airport, East Harwich, MA

41.712, -70.014 (Southeast of Boston, MA)

Cashen's Airfield was labeled simply as “Airstrip” on the 1961 USGS topo map.

Cashen's Airfield was not yet depicted on the 1949 USGS topo map.

John Nichols recalled, “There was a private airport in East Harwich in the 1950s.

I worked at Chatham Airport [in the] summer of 1956, and a guy who lived in East Harwich used to fly over from there to get fuel.”

Jared Fulcher recalled, “The airstrip in East Harwich was owned by a man named Ralph Cashen & was known locally as 'Cashen's Airfield'.

When I was a kid, I used to wonder what this field was.”

Stu Brennan recalled, “In the mid-1950s, I can remember my Uncle telling me there was a private airport just down the street from his house.

He even pointed it out driving past one day, but there were no planes to be seen, just an opening in the trees... Cashen's Airfield.”

However Paul Worcester reported, “This property has always been owned by the Bascom Family & still is today [2017].

The airfield portion was only leased to Mr. Cashen while he was alive.”

The earliest depiction which has been located of Cashen's Airfield was on the 1961 USGS topo map,

which depicted a single east/west unpaved runway, labeled simply as “Airstrip”.

The only photo which has been located showing Cashen's Airfield while it was in operation was a 3/25/73 USGS aerial view.

It depicted East Harwich Airport as having a single east/west unpaved runway, with some small hangars (& possibly some light aircraft) along the edges.

Cashen's Airfield was not depicted on 1970s/80s/90s NY Sectional Charts.

A local resident reported, “The Cashen's Airfield was still being used in the mid-1990s by ultralight pilots.

I recall driving by there & seeing a bunch of rescue workers responding to an ultralight crash that attempted landing/takeoff from there.”

The 1994 USGS topo map still depicted Cashen's Airfield as having a single east/west runway.

A 1995 USGS aerial view looking southwest at Cashen's Airfield showed the runway remained clear.

Paul Worcester reported, “I believe the airfield was listed in the airport directory as the East Harwich Airport up until approximately 1997-98.”

A 2012 photo by Jared Fulcher looking west along the remains of the Cashen's Airfield runway & the hangar along the south side.

A 2012 photo by Jared Fulcher looking southwest at the Cashen's Airfield hangar.

A 2012 photo by Jared Fulcher looking west at the wind direction indicator mounted atop a tower behind the Cashen's Airfield hangar.

A 2014 aerial view looking southwest at Cashen's Airfield showed the runway was overgrown but still recognizable,

and at least one small former hangar among the trees.

Jared Fulcher reported in 2015, “Several years ago I went to an estate sale at a home accessed via a driveway parallel with Cashen's Field.

I took this opportunity to cut through a path to the field.

I was fortunate enough to traverse the field all the way to Route 39 at the far end.

The ramshackle hangars & windsock still stand.

I'm not sure if the property is still in the Cashen family, but I think it may be as it has never been developed.

The field is still there, though slightly overgrown with scrub pines.

The entrance to this field is best viewed from Church Street, where the open field can be partially seen behind a private home.”

A 7/9/22 photo by Jared Fulcher looking along the former Cashen Airfield runway.

Jared observed, “The scrub pines have grown up a little more, but the center of the field is still fairly open.”

A 7/9/22 photo by Jared Fulcher of the ruins of the former Cashen Airfield hangar.

A 7/9/22 photo by Jared Fulcher of the interior of the former Cashen Airfield hangar.

Jared observed, “The hangar is under demolition & much was exposed to the elements.”

A 7/9/22 photo by Jared Fulcher of the former Cashen Airfield wind direction indicator tower.

Jared Fulcher reported in 2022, “About 15 years ago [2007] I found that a subdivision plan had been filed for the land, but to this day nothing further has occurred.”

The site of Cashen's Airfield is located east of the intersection of Orleans-Harwich Road & Williamsburg Avenue.

Thanks to John Nichols for pointing out this airfield.

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Brigg's Field / Eastham Airport / Nauset Airport, Eastham, MA

41.851, -69.992 (Southeast of Boston, MA)

A circa 1940s photo of a Cessna T-50 & Republic SeaBee at Eastham Airport (from the 1869 Schoolhouse Museum in Eastham, courtesy of Joe Guzzo).

Not much is known about this little general aviation airport, including its date of construction or precise location.

Eastham Airport was not yet depicted on a 1938 USGS aerial photo nor on the 1946 USGS topo map or the July 1946 Boston Sectional Chart.

According to his obituary (courtesy of Kevin Rutherford), George Duffy managed the Eastham Airport after moving to Eastham in 1946.

The airport was described as “little more than a grassy field off Herringbrook Road.

He once flew a torpedo bomber from [Naval Air Station] Squantum to the Eastham Airport on a bet he couldn't land the plane on the short runway.”

The only photo which has been located of Eastham Airport was a circa 1940s photo (from the 1869 Schoolhouse Museum in Eastham, courtesy of Joe Guzzo),

which showed a Cessna T-50 & a Republic Seabee amphibian in front of a building (presumably the airport office) marked “Eastham” & “Fly”.

Jack Grainger recalled, “I actually worked on the T-50 Cessna shown in the picture. I installed a new throttle cable... in the winter!”

A circa 1940s advertisement for Eastham Air Service (from the 1869 Schoolhouse Museum in Eastham, courtesy of Joe Guzzo)

touted charter, sightseeing, instruction, emergency service, and rental.

According to FAA registration records, Cessna T-50 Bobcat N53207 was registered to Eastham Air Service from 1946-49.

George Handel recalled, “A guy named Wally owned the T-50, and flew it regularly to Boston.

He was killed in a traffic accident, and service to Boston then ceased.

My dad used to take me to the airport some nights when Wally was returning from Boston,

and he, along with several others, would shine their car lights on the runway for Wally to land.

I was probably about 7 years old then (1947). I loved it.”

According to Joe Guzzo, Eastham Airport was also known as Brigg's Field.

The only aeronautical chart depiction which has been located of Eastham Airport was on the January 1949 Boston Sectional Chart (courtesy of Ron Plante),

which depicted Eastham as having a mere 1,900' unpaved runway.

Eastham Airport was evidently renamed Nauset Airport at some point between 1949-50,

as that is how it was labeled on the January 1950 Boston Sectional Chart.

Nauset Airport was presumably closed (for reasons unknown) at some point between 1950-53,

as it was no longer depicted on the May 1953 Boston Sectional Chart.

The only topo map depiction which has been located of Eastham Airport was on the 1958 USGS topo map,

which depicted Eastham as a commercial/municipal airport.

The last photo which has been located of Eastham Airport was a 5/1/60 USGS aerial view,

which depicted Eastham as having 2 unpaved northeast/southwest runways.

Eastham / Nauset Airport not depicted on the 1962 USGS topo map.

A 1996 USGS aerial photo showed houses covering the site of Eastham Airport, with no recognizable trace of an airport.

A 2016 aerial view of the location of Eastham Airport / Brigg's Field, showing the houses which occupy the site, with no recognizable trace of an airport.

The site of Eastham Airport is located on Runway Lane, appropriately enough.

Thanks to Joe Guzzo for pointing out this airfield.

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Clifton Field, Eastham, MA

41.88, -69.97 (Southeast of Boston, MA)

Clifton Field, as depicted on the May 1959 Boston Sectional Chart.

Camp Wellfleet was used by the Army as an anti-aircraft training center from 1942-44.

A small airfield was established in the woods directly west of the beach, used by aircraft conducting target operations.

After World War II Camp Wellfleet was used as a training center for guardsmen & reservists.

The 548^th Antiaircraft Artillery Battalion used Camp Wellfleet as a 75mm gun firing range from 1954-56.

According to an article entitled “'Clifton Field', the South Wellfleet Airport?” by Noel Beyle in the 7/2/96 issue of The Cape Codder (courtesy of Dick Whittle),

“Clifton Field as located in the woods to the south of the Cape Cod National Seashore headquarters near Marconi Beach,

on land once used by the military called Camp Wellfleet.

The airstrip was a 1,600' runway made out of sand & gravel that was originated & engineered by Don Clifton of Orleans.

According to Mr. Clifton, who worked at Camp Wellfleet when it was an Army base,

he was learning to fly at the time so he bulldozed a landing strip out in the woods near the Camp.

The Army apparently knew it existed, but not quite what it was all about.

And local pilots from towns on the Lower Cape used it often.”

Clifton Field was not yet depicted on the November 1958 Boston Sectional Chart.

The earliest depiction which has been located of Clifton Field was on the May 1959 Boston Sectional Chart.

It depicted “Clifton (Army)” as having a mere 1,600' unpaved runway.

An undated aerial view looking southeast at Clifton Field.

A 5/1/60 USGS aerial view depicted Clifton Field as having a single unpaved east/west runway.

In 1961, Camp Wellfleet was declared excess & conveyed to the Interior Department by President Kennedy to establish the Cape Cod National Seashore.

The Cape Codder article continued, “After the [National] Seashore took over the property,

attempts were made to get the first Superintendent (Robert Gibbs) to open the strip back up & pave it.

He was receptive to the idea, and Clifton Field appeared headed for permanence, but nothing ever came of it.”

The last aeronautical chart depiction which has been located of Clifton Field was on the 1965 Boston Sectional Chart.

It depicted “Clifton (Army)” as having a 1,600' unpaved runway.

Clifton Field was no longer depicted on the March 1967 Boston Sectional Chart.

The 1972 USGS topo map depicted the rectangular clearing of the runway, but did not label the airfield.

According to an article entitled “'Clifton Field', the South Wellfleet Airport?” by Noel Beyle in the 7/2/96 issue of The Cape Codder (courtesy of Dick Whittle),

“Today the field is still out there, although a resurgence of pine trees has curbed any use in recent years.”

A 3/11/12 aerial view looking east showed the path of Clifton Field's runway is still recognizable through the surrounding trees.

An 11/3/19 photo by Jared Fulcher looking along the remains of Clifton Field's runway.

The site of Clifton Field is located at the southern terminus of Old Kings Highway.

Thanks to Dick Whittle for pointing out this airfield.

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Chatham Naval Air Station, Chatham, MA

41.72, -69.96 (South of Boston, MA)

A Summer 1919 aerial view looking west at a Navy B-class airship flying over Chatham NAS.

In the early days of the First World War, as German U-Boats began to get more emboldened by their successes,

it became apparent to many that the United States would soon enter the war.

As a result, the Department of the Navy planned 6 new Naval Air Stations on the East Coast.

Chatham Naval Air Station was planned to occupy 36 acres on Nickerson Neck, next to Pleasant Bay.

Before the United States even entered World War I, construction of Chatham Naval Air Station was beginning.

The original plans called for living quarters for officers & enlisted men, hangars, a gas holder, boat house,

hospital, pigeon loft, repair shops, garage & assorted storage & maintenance buildings.

Pipes were laid in trenches & the nearest fresh water source was 3.5 miles away.

By October 1917, the barracks & mess hall were ready for furniture & galley equipment. The resulting structures could handle about 100 men.

That same month, the flag pole was placed & 3,000 people were in attendance for its first raising.

In November, the United States entered the war. In December, the skeleton of the blimp hangar was finished & wooden slats were soon covering them.

Concrete was then set to be poured for the hangar floors. This was complicated by the fact that it was one of the coldest winters that year.

As a result, the concrete was poured & protected by tar paper & hot sand. The base was commissioned on 1/6/18.

By then, many buildings were ready for occupancy & by mid-March, four Curtiss R-9s were delivered to the Chatham train station.

They were assembled & the first flight was made by Lt. McKitterick on March 25.

In July, 4 Curtiss HS-1L flying boats were delivered to the depot & trucked to the base.

These aircraft were so urgently needed that they were put into service almost immediately.

The addition of these aircraft increased the time available to patrols from dawn to dusk.

Two patrol areas, aptly named Areas A & B were then created: Area A was to the north while Area B was to the south.

Planes always went in pairs with one plane carrying a radio transmitter. The plane with the transmitter was required to radio in a location every 10 minutes.

Both planes carried 2 homing pigeons for emergency communication with the base, and the birds had been trained for either the north patrol or the south patrol.

Thus they could not be transferred from one area to another.

Planes were equipped with emergency rations & water for 3 days, a flashlight, flare pistol with red & green cartridges, a sea anchor, life preservers, signal book & local charts.

Patrols took place at 1,000' with the purpose to protect the shipping in a defined area.

Often the planes would circle around a ship for hours while looking for U-Boats after picking up the vessel in a predetermined location.

While the 2 planes were out on patrol, 2 other planes & their fliers were on standby at the station, ready to assist should a plane radio in a distress call.

If the planes & men could get airborne within seven minutes, they were considered to be within the acceptable range of response time.

Eventually blimps were used to help in the patrol process.

With their cruising speed of 35 mph & a range of 900 miles, they were a useful asset in the patrols.

The earliest dated photo which has been located of Chatham NAS was a Summer 1919 aerial view looking northwest at a Navy B-class airship overflying the station.

One of highlight's of the station's service was when a report came in of the shelling of nearby Nauset Beach.

Nine Curtiss HS-2Ls were dispatched to bomb the submarine that had already sunk 5 ships & was proceeding to start shelling Orleans.

Either the resulting bombs were duds or they missed, and the U-boat got away.

A 1918 USN aerial view looking west at the extensive aviation facilities at Chatham (from the MA Digital Commonwealth),

showing at least 4 flying boats on the ramp in front of the hangars in the foreground, and the airship hangar at the top-left.

A circa 1918-20 photo of a Navy B-class airship flying over Chatham NAS (courtesy of Roger Pinel).

A circa 1918-20 photo of a blimp (model unidentified) inside the Chatham blimp hangar (courtesy of the Atwood House Museum in Chatham).

According to the 4/8/17 Capecod.com article “Hidden Cape Cod – A Chatham Naval Air Station That Used to Exist” by Christopher Setterland,

“With the war over the Naval Air Station became expendable. In May 1920 the station was preparing to be closed.

160 men were transferred to other bases while 10 were left behind to guard the property.

In 1922 Washington D.C. labeled the Chatham Naval Air Station as inoperative, effectively ending its tenure in service.”

According to the book “Wings Over Cape Cod” by Joseph Buckey (courtesy of Roger Pinel),

an auction was held on 6/29/22 of surplus assets at Chatham,

including 3 HS flying boats which had been stored inside one of Chatham's hangars since 1920.

According to the 4/8/17 Capecod.com article “Hidden Cape Cod – A Chatham Naval Air Station That Used to Exist” by Christopher Setterland,

“The Naval Department would purchase the base [in 1923] & in 1924 the process of removing the structures on the property began.

Some of the lumber from buildings would become parts of new homes; some even went to repair damage at the famed Chequesset Inn in Wellfleet in 1928.”

Chatham saw some brief aviation re-use in 1930,

when the Goodyear blimps Defender & Mayflower operated from Chatham, as well as the commercial blimp Neponset.

According to the 4/8/17 Capecod.com article “Hidden Cape Cod – A Chatham Naval Air Station That Used to Exist” by Christopher Setterland,

“The dirigible hangar was removed in 1933.”

Chatham NAS was not depicted on the March 1933 Boston Sectional Chart.

According to the 4/8/17 Capecod.com article “Hidden Cape Cod – A Chatham Naval Air Station That Used to Exist” by Christopher Setterland,

“By 1938 the base had been completely dismantled save for the concrete foundations strewn across the 36 acres.”

A 10/29/39 USN aerial view looking east (from the MA Digital Commonwealth) showed showed the ramps & hangar foundations as the only remaining traces of NAS Chatham.

Chatham was removed from consideration for bases re-activated in the pre-WW2 buildup.

Nothing was depicted at the Chatham NAS site on the 1942 USGS topo map or subsequent topo maps.

The Chatham NAS property was finally sold to private parties in 1948, and to a contractor in 1956 who eventually covered the site with houses.

A circa 1950s aerial view looking west (courtesy of Roger Pinel) showed the ramps & hangar foundations remaining from NAS Chatham.

Housing was built over the site of Chatham NAS at some point between the 1950s & 1979.

In 1979, a stone memorial was placed at the end of Strong Island Road to commemorate the NC-4 flight.

In the 1980s, two PBYs retraced the famous flight that passed by the station.

A 1995 USGS aerial view looking west showed a house had been built over Chatham's seaplane ramp, and other housing covered the remainder of the site.

An August 2000 aerial view looking west (courtesy of Roger Pinel) showed Chatham's seaplane ramp remained recognizable (although with a house on top of it).