# Monmouth Executive Airport

Monmouth Executive Airport (IATA: BLM, ICAO: KBLM, FAA LID: BLM) is a privately owned, public use airport in Monmouth County, New Jersey. It is in Wall Township six miles west of Belmar (which its codes are derived from), east of Farmingdale. The National Plan of Integrated Airport Systems for 2011–2015 categorized it as a general aviation reliever airport. Prior to 2003, it was known as Allaire Airport. The airport was sold on December 3, 2013 to a consortium known as Wall Aviation, owned by Alan Antaki.
In an analysis by the Regional Plan Association in 2011, Monmouth Executive scored highly as a potential airport for airline flights to expand capacity and relieve aviation congestion in the New York area.
Monmouth Jet Center, the airport's FBO, is at the center of a federal civil rights lawsuit filed by its owner, Alan Antaki, against the Monmouth County Sheriff, the county, and the county Parks Department. The lawsuit alleges that Antaki's First Amendment rights were violated when his employees were prevented from distributing leaflets at the Monmouth County Fair in July 2024. The leaflets aimed to inform the public about the county's plans to seize the airport and surrounding properties through eminent domain. The employees were removed from the fairgrounds and confined to a spray-painted box, where they were prohibited from speaking to fairgoers unless approached. Antaki claims that the county has been secretive about its intentions to take the airport, with the county commissioners only revealing their plans after the 2023 election. The lawsuit also highlights the county's alleged interference with the airport's operations, including its failure to support the airport's application to become a National Disaster Medical System (NDMS) Federal Coordinating Center, which resulted in the loss of federal funding and grants. The complaint seeks a jury trial and unspecified damages, accusing the county of attempting to suppress information about its plans to condemn the airport.
Antaki alleges that the county's attempt to seize the 746-acre airport through eminent domain is motivated by the potential economic benefits tied to Netflix's planned $1 billion film production studio at Fort Monmouth. County officials, however, cite unspecified security concerns as the reason for their actions, though Antaki disputes these claims, noting the airport has no safety violations and was relicensed by the New Jersey Department of Transportation in November 2024.
Antaki, who has owned the airport since 2013, claims the county's interest in the property only emerged after Netflix's commitment to the Fort Monmouth project. He has invested millions in airport improvements, including safety upgrades and environmental remediation, and has tripled the airport's business. The county's efforts to take over the airport have been met with legal resistance, with Antaki accusing local officials of political meddling and interference, including blocking federal grants and delaying infrastructure projects.

## Facilities

Monmouth Executive Airport covers 850 acres (344 ha) at an elevation of 153 feet (47 m). It has two asphalt runways: 14/32 is 7,345 by 85 feet (2,239 x 26 m) and 3/21 is 3,508 by 50 feet (1,069 x 15 m).
Rental cars from Avis and Hertz are available, with cars from Enterprise available directly on-site. Complimentary Coffee, Popcorn, Ice and Newspapers are available to passengers, with Lavatory Services, De-Icing, and GPU available for aircraft. Fuel options consist of Avfuel 100 ll and Jet A.
The airport is home to two flight schools, Eagles View Aviation and Elite Flight Experience. Elite Flight Experience is also a Cirrus Aircraft Authorized Service Center and Cirrus Platinum Partner Training Center.
In the year ending July 31, 2022, the airport had 63,750 aircraft operations, average 175 per day: 85% general aviation and 15% air taxi.

## Incidents and accidents

On June 11, 1985, a mid-air collision occurred near the airport involving a Sikorsky S-76A helicopter, identified as N176FJ, and a Cessna 152 aircraft, identified as N4956B. The accident took place during daylight hours under visual meteorological conditions (VMC). The Cessna 152, operated by a flight instructor and a pre-solo student pilot, was conducting touch-and-go landing practice on Runway 3. Meanwhile, the Sikorsky S-76A helicopter was approaching the airport from the south and hovered near the parallel taxiway adjacent to Runway 3. The helicopter pilot did not see the Cessna or hear any radio communications. As the Cessna lifted off after a touch-and-go landing, it veered to the right and collided with the hovering helicopter. The collision caused the Cessna to lose control, resulting in an uncontrolled descent and subsequent crash into an open field. The helicopter also sustained substantial damage but managed to land safely. Both crew members and two passengers on board sustained minor injuries. The Cessna 152 was destroyed. The flight instructor sustained fatal injuries, and the student pilot suffered serious injuries.
On July 18, 1996, a fatal crash occurred at the airport involving a Champion 7GCBC (Citabria) aircraft, registered as N7557F, operated by United Aerial Advertising. The pilot was attempting a banner pickup maneuver when the aircraft stalled and crashed in a nose-down, right-wing-low attitude. The pilot, who had recently qualified as a banner tow pilot and had limited experience in this type of operation, was fatally injured. The aircraft was destroyed upon impact. The National Transportation Safety Board (NTSB) determined the probable cause of the accident to be the pilot's improper handling of the aircraft during the banner pickup maneuver, leading to an inadvertent stall and subsequent collision with the ground. The pilot's lack of experience in banner towing operations was cited as a contributing factor. The accident highlighted the risks associated with low-altitude maneuvering and the importance of adequate training for specialized flight operations.
On July 1, 2002, a Piper PA-18 registered as N2414P was destroyed during takeoff from runway 32 at the airport. The commercial pilot, who was the sole occupant, was fatally injured. The flight was a local commercial banner operation conducted under visual meteorological conditions. Witnesses reported that the airplane began to drift right during takeoff, with the right tire rolling off the runway and the left tire becoming airborne. The airplane then entered a right turn, increasing its bank angle until the right wing contacted the ground, resulting in a crash and post-impact fire. The National Transportation Safety Board (NTSB) determined that the probable cause of the accident was the pilot's failure to maintain directional control during takeoff. The investigation found no evidence of preimpact mechanical failures or malfunctions with the aircraft.
On May 5, 2003, a Beech A36 Bonanza registered as N111TW crashed near the airport resulting in one fatality and one serious injury. The aircraft was en route from Sarasota, Florida, to Bridgeport, Connecticut, when the pilot requested to land at BLM to refuel. Witnesses reported seeing the airplane in a slow descent with the propeller barely moving. The aircraft struck trees and came to rest approximately 1.8 miles northwest of the airport. The National Transportation Safety Board (NTSB) investigation determined that the probable cause of the accident was the pilot's delayed decision to refuel, leading to fuel exhaustion and subsequent loss of engine power. The pilot, a 75-year-old airline transport pilot with extensive flight experience, was fatally injured, while the passenger, his son, sustained serious injuries. The aircraft sustained substantial damage, but no pre-impact mechanical failures were found.
On March 28, 2007, a Piper PA-28-151 registered as N33521 crashed near the airport in Howell, New Jersey, resulting in the fatal injury of the 70-year-old private pilot. The pilot, who was conducting a local personal flight under visual meteorological conditions, became disoriented and lost his ground reference. After contacting air traffic control for assistance, the pilot flew erratically at low altitudes and failed to respond to multiple calls from the controller. The aircraft subsequently impacted a wooded area approximately 4 miles southwest of the airport. The investigation revealed that the pilot had a history of severe medical conditions, including a previous transient ischemic attack (TIA), and was taking multiple medications that were not reported to the FAA during his most recent medical certification. The National Transportation Safety Board (NTSB) determined that the probable cause of the accident was the pilot's decision to fly with known serious medical conditions, which likely resulted in impairment due to a stroke or TIA during the flight.
On July 5, 2008, a fatal accident occurred near the airport involving an amateur-built Vans RV-7 aircraft, registered as N916R, which was owned and piloted by a 45-year-old private pilot. The aircraft departed from Monmouth Executive Airport at an unknown time and crashed into the Shark River Inlet approximately 4 miles east of the airport. Witnesses reported that the aircraft was in a near-vertical descent before impacting the water. The pilot, who was the sole occupant, was fatally injured, and the aircraft was destroyed. The National Transportation Safety Board (NTSB) investigation found no evidence of pre-impact mechanical failures. However, toxicological tests detected quinine in the pilot's liver tissue, which can cause side effects such as visual, auditory, and balance disturbances. The NTSB determined the probable cause of the accident to be an in-flight loss of control for undetermined reasons.
On February 15, 2010, a Cessna 337 registered as N12NA crashed at the airport resulting in the deaths of all five occupants, including two minors. The aircraft was performing a low pass over runway 32 at an estimated altitude of 50 feet and a high speed of approximately 160 knots (184 mph) when the outboard section of the right wing separated due to structural failure. Witnesses observed the nose pitch up before the wing failure, leading to an uncontrolled descent and ground impact. The investigation revealed that the pilots exceeded the aircraft's operating limitations during the maneuver, and the right wing failed due to compressive buckling. The aircraft had undergone multiple modifications under 22 supplemental type certificates (STCs), which were not collectively evaluated for their combined effects on the airframe. The National Transportation Safety Board (NTSB) determined the probable cause to be the pilots' failure to adhere to the airplane's operating limitations, resulting in an overload failure of the right wing. The Federal Aviation Administration (FAA) subsequently issued airworthiness directives to address the issues identified in the investigation.
On September 2, 2023, a Cirrus SR20 aircraft registered as N420PB crashed near Toms River, New Jersey, shortly after departing from the airport. The solo instructional flight, operated under Title 14 CFR Part 91, resulted in the fatal injury of the student pilot and the complete destruction of the aircraft. The accident occurred during the initial climb phase following the pilot's fourth takeoff after three full-stop landings. Preliminary investigations indicated that the airplane climbed to 425 feet before leveling off and then descending into a wooded area, igniting a post-impact fire that delayed access to the wreckage. The aircraft's wreckage was fragmented along a 300-foot path, with the engine and cockpit instruments heavily damaged by impact and fire. The Cirrus Airframe Parachute System (CAPS) was deployed, but it appeared to have been activated by impact forces rather than manually. The investigation, led by the NTSB, is ongoing, with a preliminary report available.