The event takes place in the Seattle area September 28 starting at the Museum of Flight located at King County International Airport/Boeing Field (KBFI). Additional events and celebrations are planned for Magnuson Park, the location of the former Sand Point Naval Air Station, where the four highly modified Douglas World Cruisers took off on April 6, 1924.

Each of the four aircraft was named for a U.S. city—the Chicago, New Orleans, Seattle, and Boston—and each was manned by two U.S. Army Air Service aviators. Since aircraft lacked modern day avionics, navigation was done by pilotage and dead reckoning.

The Chicago and the New Orleans were the only aircraft to complete the itinerary, landing at Sand Point Naval Air Station on September 28, 1924. The crew was awarded the National Aeronautic Association’s Mackay Trophy.

Celebrating the Centennial

Weather permitting Saturday, aircraft will launch from KBFI around 2 p.m. PST, heading east to overfly Magnuson Park. In the 1940s the property was known as Sand Point Naval Air Station and utilized as a training and supply facility until it was decommissioned in 1970. The runways and several buildings were demolished.

In 1975 a large portion of the property was given to the city of Seattle and named for U.S. Senator Warren Magnuson, a former naval officer from Seattle. When overflying the park, outlines of the runways are still visible.

Although it is no longer an airport, a celebration of the world flight centennial is also scheduled  Saturday at Magnuson Park. 

Participating Aircraft

The majority of the aircraft taking part in the flyover celebration have also completed around-the-world flights, said Museum of Flight spokesperson Ted Huetter. Those aircraft include:

• Gulfstream Turbo Commander 900, piloted by Robert DeLaurentis, who in 2020 flew pole-to-pole around the world. On September 29 there will be a screening of Peace Pilot, a documentary about DeLaurentis’ journey, with the aviator on hand to answer questions.
• Bonanza P35 V-tail, flown by Adrian Eichhorn, who made the trip around the world flying eastbound and performed a solo flight over the North Pole.
• Homebuilt Lancair IV flown by Bill Harrelson, who set a speed record in class C-1/D, a world record for distance 8,114 sm, solo circumnavigated over the North and South poles, and flew westbound around the world.
• Lancair Columbia 300, piloted by Harry Anderson, who has flown around the world twice —once heading west, once heading eastbound—and flown solo over the North Pole as well as to all seven continents.
• Homebuilt Long E-Z of Patrick Elliot and Linda Walker. The pair have flown to six continents.
• Mooney M20J flown by CarolAnn Garratt and Carol Foy, who have made the around-the-world flight three times and set a speed record for this class of airplane.
• Homebuilder RV-9A flown by John Koehler, who made the trip around the world eastbound.
• Cessna 210 Centurion flown by Ed Galkin, who has made the journey around the world four times.

A fair amount of vintage aircraft will be taking part in the flyover. They include:

• Bellanca CH-400 Skyrocket Miss Veedol flown by Tim Moomaw and Greg Brizendine. In 1931, pilot Clyde Pangborn and copilot Hugh Herndon were the first to cross the Pacific nonstop. The pair flew the Miss Veedol from Misawa, Japan, to Wenatchee, Washington.
• Cessna 180, like the one used by Jerrie Mack in 1964 when she became the first woman to fly around in the world.
• Piper Apache. In 1964,  Joan Merriam Smith flew a Piper Twin equatorially, and solo, around the world.
• Piper PA-12 Super Cruiser. In 1947, pilots Clifford Evans and Geroge Truman circled the earth twice in their Piper Super Cruisers, covering 22,436 miles and becoming the first pilots of light aircraft to make the journey.

The Commemorative Air Force B-29, FIFI, which is one of two airworthy Superfortresses left in the world, will also be participating in the flyover. The large bomber has been visiting Seattle this week.

It is a homecoming of sorts for this particular B-29 as it rolled out of the Boeing factory in Renton, Washington—justy over the hill from Boeing Field—in 1945.

The post Around-the-World Flight Centennial Celebrations Planned appeared first on FLYING Magazine.

According to the company, United will take delivery of up to 1 million gallons of Neste MY SAFE in 2024 with the first load arriving in August.

• READ MORE: Signature Aviation Pumping Blended SAF at LAX Terminal

SAF is an alternative to conventional jet fuel designed to be more environmentally friendly than fossil fuel. Created from renewable resources, such as reclaimed cooking oil and feed stocks, it can reduce carbon emissions by up to 85 percent on a lifecycle basis, according to Neste. SAF can be used in unmodified aircraft engines and fuel delivery systems

United is a chief advocate for legislation to grow the SAF market. The airline has been instrumental in helping secure SAF tax credits in Illinois, as well as Washington, Colorado, and California that encourage airports to purchase SAF.

• READ MORE: Boeing Ready to Buy 7.5 Million Gallons of SAF

United is one of the founders of the SAF Coalition, which is described as a consortium of more than 40 airlines, aircraft operators, agricultural enterprises, aircraft and aircraft equipment manufacturers, airports, technology developers, labor unions, and biofuel producers. Its mission is to expand the use of SAF and reduce the reliance on fossil fuels.

In addition to Chicago, the airline has now purchased SAF for airports in Los Angeles, San Francisco, London, and Amsterdam.

“I’m pleased to see United Airlines making this significant move forward by using sustainable aviation fuel daily in flights from O’Hare,” U.S. Senator Tammy Duckworth (D-Ill.) said in a statement. “One of the most important things we can do to make American aviation more sustainable is increase the supply of SAF. At the federal level, I’ve been pushing for the increased use of SAF, and I’m going to keep pushing to increase the supply of American-grown, American-made SAF, a true win-win solution that supports domestic farmers and blenders while reducing our nation’s carbon footprint.”

Illinois Governor J.B. Pritzker echoed the enthusiasm, noting that KORD is one of the busiest hub airports in the United States.

“Illinois’ position as a hub of innovation with some of the most connected airports in the country perfectly aligns with the work of companies like United to build a more sustainable future for travel and reach our shared goal of zero emissions,” Pritzker said.

United Airlines president Brett Hart said tax incentives in Illinois made SAF availability at the airport possible.

“While the market for SAF is still in its infancy, there is a huge opportunity today for airlines and policymakers to work together to support its continued growth,” Hart said.

SAF purchased for United’s fleet is paid for in part through the company’s Eco-Skies Alliance, which allows participating companies to share the “green premium,” or the cost associated with purchasing lower-emission fuels. Since 2021, the alliance has collectively contributed toward the purchase of more than 10.5 million gallons of SAF, according to the company.

The post United Turns to SAF at Chicago O’Hare appeared first on FLYING Magazine.

I was at Sun ’n Fun Aerospace Expo in Lakeland, Florida, working as an aviation reporter. Early that morning I started getting voicemails and emails telling me about the large X’s carved into the runway, rendering it unusable and trapping a handful of aircraft based there.

One of the first to see the damage was a pilot who had planned to land at Meigs but had to divert to another location. He reported the damage to a surprised air traffic controller who, like himself, was not aware that Meigs had been destroyed.

The abrupt closure took airport employees by surprise as well. One of the Meigs tower controllers told a local news outlet that he learned he was out of a job while driving into work and heard a local radio station reporting on the damaged runway.

• READ MORE: ‘Remember Meigs Field’

At Sun ’n Fun, which is the second-largest aviation convention in the U.S., the destruction was talked about somberly. How could this have happened? 

We quickly learned that the heavy equipment operators that came to the airport under the cloak of darkness and dug those massive ditches into the runway were acting on orders from then-Chicago Mayor Richard M. Daley. Daley was not the first Chicago politician to propose the closure of Meigs Field.

In the 1980s, Mayor Jane Byrne suggested closing the airport and turning the property into a park. Local pilots, aviation advocacy groups, and businesses that appreciated the convenience of an airport so close to downtown objected to the idea.

In addition, the FAA noted that the airport had received agency grants, and each grant carried an assurance that it would remain open a set amount of time—usually 25 years—so that the grants can be amortized. At the time, the airport had most recently accepted a grant in 1976. In theory, the earliest the airport could be closed was 2001.

Meigs Field History

The airport was built shortly after World War II on Northerly Island, a human-made peninsula minutes from downtown Chicago. The airport had a single runway measuring 3,900 feet by 150 feet. In 1952, the airport was named after Merrill C. Meigs, publisher of the Chicago Herald-Examiner newspaper and an aviation enthusiast. 

The land, which is owned by the Chicago Park District, was leased for the airport. The location being so close to downtown Chicago made it popular for businesses, medical flights, and for a short time, commercial aviation. It was so busy that a control tower and two instrument approaches were added. By the late 1990s, commercial aviation had given way to general aviation and medevac flights. Meigs was also popular in the virtual aviation world, as it was the default airport for Microsoft Flight Simulator.

In 1994, Daley revived the idea of closing the airport and redeveloping its 75 acres into a park. The FAA reminded the city that it had accepted FAA funding for improvements and by doing so agreed to grant assurances that stipulated the airport remain open.

• READ MORE: City Council Votes To Close Santa Monica Airport

Daley continued to push for closure, and in 1996, the Chicago Park District refused to renew the lease for the airport. Large X’s were painted on the runway identifying the airport as closed. 

In response, the Illinois  Legislature and the FAA strongly opposed the action, and the combined pressure resulted in the reopening of the airport. The painted X’s were removed and the airport resumed operations. The understanding was that the facility would remain open until at least 2026.

Aviation organizations loudly defended the airport and its convenience for downtown businesses, yet the threat of closure remained. The pilots attending the Meet the Administrator public forums at EAA AirVenture held up large red-and-white signs that read “SAVE MEIGS FIELD” to get their point across.

Aviation groups such as the Experimental Aircraft Association (EAA) and the Aircraft Owners and Pilots Association (AOPA) continued to watch the airport. The FAA repeatedly noted that it  is in the business of protecting airports, not closing them, reminding the city of Chicago that the grant assurances stipulated the facility stay open. In addition, FAA regulations state that closure of an airport that includes an instrument approach—Meigs had two—requires a 30 days notice prior to shutdown, which was never given.

Aviation advocacy groups were quick to respond to the airport’s destruction. Phil Boyer, AOPA’s president at the time, called out Daley for what Boyer called a lack of honor: “The sneaky way he did this shows that he knows it was wrong.”

EAA president Tom Poberezny was attending Sun ’n Fun when he heard about Meigs Field. Within two weeks, the organization became part of a GA coalition that lobbied the U.S. Senate to support the National Aviation Capacity Expansion Act, which called for the codifying of the historical political agreement between then-Illinois Governor George Ryan and Daley to preserve Meigs Field for another 25 years.

Meanwhile, Daley defended his actions, claiming the destruction was done “due to safety concerns,” citing a potential terrorist attack similar to 9/11 when terrorists used aircraft to attack the World Trade Center in New York City and the Pentagon in Arlington County, Virginia. This story was quickly discounted when the Department of Homeland Security stated that the airport’s proximity to downtown Chicago was not a risk and that no threats had been made against the city.

Daley then told multiple media outlets that the abrupt closure was done as a means to prevent lengthy and costly litigation as various entities fought to keep the airport open.

For several months, pilot organizations and aviation groups lobbied for the repair of the runway and the reopening of Meigs Field, but it was not to be.

Several weeks after the forced closure, which became known as “Daley’s Midnight Raid” in aviation circles, the FAA gave permission for the 16 aircraft left stranded to depart using the taxiway as a runway.

That was not the last time aircraft used the facility, however.

In July 2003 a pilot on the way to EAA AirVenture in Oshkosh, Wisconsin, experienced mechanical trouble and made an emergency landing in the grass next to the remains of the Meigs runway. Daley accused the pilot of intentionally landing there as a publicity stunt to “embarrass him.” The pilot maintained that he had engine trouble, and the grass infield was the most suitable place for an emergency landing. The FAA sided with the pilot’s interpretation.

In August 2003, the demolition of the remaining infrastructure of Meigs Field began. Today, it is a park.

Even in the virtual world, Meigs in MSFS is gone—lost to the ages.

A Cautionary Tale

In 2005, the FAA fined Chicago $33,000 for closing an airport with a charted instrument approach without giving the required 30-day notice. At the time, the maximum fine the agency could levy by law was $1,100 per day. The city of Chicago appealed the fine, and aviation advocacy groups and elected representatives were quick to note its amount. Some $33,000 was “pocket change”’ to many municipalities that wanted to close the local airport.

In response, the Meigs Legacy Provision was passed as part of an FAA reauthorization bill. The provision increased the maximum fine per day from $1,100 to $10,000 per day for illegal airport closures.

In September 2006, the city dropped all legal appeals and agreed to pay the $33,000 fine, as well as to repay the FAA for the $1 million of Airport Improvement Program (AIP_ funds that were used to demolish the airport and build Northerly Island Park.

Meigs Field’s saga serves as a warning whenever other airports are threatened. The message is clear: It could happen here.

“Remember Meigs Field!” has become the battle cry of endangered airports.

Santa Monica Airport (KSMO) and Reid-Hillview Airport (KRHV)—both in California—come to mind. Both airports date to the early days of aviation. When they were built, they were in farm fields away from the city. Today, they are surrounded by industrial and residential development. And both are facing threats of closure from their elected city and county officials.

The post The Cautionary Tale of the Destruction of Meigs Field appeared first on FLYING Magazine.

United Airlines (NYSE: UAL) and electric vertical takeoff and landing (eVTOL) aircraft developer Archer Aviation (NYSE: ACHR) are banking on it, announcing the route as the latest addition to its list of airport-to-city center air taxi routes proposed to use the Midnight aircraft in development.

• READ MORE: Archer Aviation Reveals Midnight Production eVTOL

Archer unveiled its Midnight eVTOL production aircraft in November and said it is designed to complete two short, consecutive flights of around 20 sm, followed by charging sessions of about 10 minutes. 

The route to Vertiport Chicago, the largest vertical aircraft takeoff and landing facility in North America, will begin in 2025, Archer said.

“Chicago is the third most populous city in the United States, a center for business, innovation and investment, and home to United’s headquarters,” Archer said. “This makes it a unique city for Archer and United to build out.”

Late last year, the two companies announced plans to establish the first airport-to-city-center route using Archer’s all-electric Midnight air taxi between Newark Liberty International Airport (KEWR) to the Downtown Manhattan Heliport in New York (KJRB). At the time, Archer said the route plan marked the first time an eVTOL company has named a specific route it plans to serve.

• READ MORE: Archer eVTOL Production to Get Lift from Carmaker Stellantis

And like the New York route, the Chicago service would have an eye on expansion. Initial routes will focus on “trunk routes” between the airport and the city center, with “branch” routes to surrounding communities following as a next step.

“Both Archer and United are committed to decarbonizing air travel and leveraging innovative technologies to deliver on the promise of the electrification of the aviation industry,” Michael Leskinen, president of United Airlines Ventures, said in a statement. “Once operational, we’re excited to offer our customers a more sustainable, convenient and cost-effective mode of transportation during their commutes to the airport.” 

The post Archer, United Plan eVTOL Air Taxi Route in Chicago appeared first on FLYING Magazine.

“It’s a very involved community with a strong aviation focus,” he said. “We have everybody from student pilots to airline pilots, and it’s a great place to live. I’ve had houses in a couple of other places, and none have been this unique in the fact that everybody here has a common interest.”

A pilot since 1977, Rutter’s initial exposure to Brookeridge Airpark (L22) predated his first flight lesson.

“I learned about Brookeridge when I was about 14 years old,” he said. “My dad was a plasterer, and he had worked on an addition of a house that was here at the airpark. One night he needed to go inspect the final work and pick up his check from the homeowner, so he asked if I wanted to go with him. Of course, I said yes. We looked at the plaster work and then my dad said to the homeowner, ‘Neal [Ridenour, who was one of the driving forces behind the airpark as it exists today], show my son Dave what’s in your garage!'”

This space housed something that Rutter would have never expected. 

“We went down a hallway and opened the door. He flicked on the light and there was a Cessna 185 on floats sitting in there. And at that point in time, I didn’t know this house was on an airport! I was just so surprised, asking how he got this airplane inside of his garage.”

Following his initial shock, Rutter became aware that beyond the large garage doors, there was an operational runway. He also learned that there were others that lived alongside their aircraft at this residential airpark, just minutes from downtown Chicago.

“I was 14 years old, and this totally blew me away. So, I couldn’t stop talking about this place and I said, one day I’m going to live there,” he recalled. “As I made my way through the financial services industry some years later, I ran into a family friend who was living here. A couple of days later I was hanging upside down by a set of harnesses, doing loops in a Stearman. Shortly thereafter, I bought a house here in Brookeridge and started flying again. The next thing I know, I had a Bonanza in my hangar, and I’ve been here ever since.” 

One thing that Rutter has found unique about the fly-in community is that both he and his neighbors aren’t interested in keeping up with the Joneses.

“I would say that, to a certain extent, Brookeridge is like an old-fashioned neighborhood, where everybody seems to have a common interest in aviation,” he said. “Even those that live here and don’t fly are fascinated by airplanes and still are interested in aviation. The group of people that live here range from people who rebuild cylinder heads for a living to CEOs of corporations, those who run hedge funds, and stuff like that. But no one cares how much anyone makes here, or the value of their houses. In fact, we rarely even talk about peoples’ houses. We’re more concerned with aviation here. We’re talking about things like, who’s flying what, who’s working on which type of airplane, and the developments of the industry. It takes away the ‘one-up’ social aspects that can happen in many other neighborhoods,” Rutter explained. 

“There are 88 homes here that have airport access that’s deeded to their home titles. Fifty of these are current airport users and then we have four others that are using the airport but reside outside of Brookeridge. We have 58 single-engine aircraft based here, two twins, and a helicopter. If you had to say which aircraft is most numerous here on the field, I would say that the Beechcraft Bonanza is. Then there are also a few airplanes based here that are not currently being flown.” 

Even though the community has a healthy mix of pilots and aircraft, Rutter and other residents are mindful of Brookeridge’s future. A little over a decade ago, he and a neighbor began hypothesizing about how to get more people interested in the community.

“We host an annual fly-in, the second Saturday of each September. We’ve done that for 11 years now and started that as the byproduct of a discussion between myself and my neighbor Glenn,” he said. “We were sitting on his back porch one evening, discussing ways to promote the airport. We were concerned with a lot of houses at the time being sold to non-pilots, whether that’s car collectors or others who wanted a big garage but weren’t flying. We were tossing around how to promote the airport to get more exposure among the pilot community in the Chicagoland area.”

According to Rutter, the simple concept of inviting aviation enthusiasts to their home airport has proved beneficial in attracting and retaining an aviation-minded resident base.

“Since we started hosting fly-ins in 2011, nearly every house that’s sold in Brookeridge with runway rights has been sold to active pilots. It’s worked out really well for us and we’ve also gotten a younger crowd here now. There are a lot of young kids that weren’t here before and definitely a lot more aviation activity.” 

Another important aspect has been a draw for the community as well, he added. 

“Some of the residential airparks that we hear and read about are remote,” Rutter said. “They are out in the middle of nowhere. This is great because land is cheap and that sort of thing, but people have to commute too far for their jobs. Brookeridge has the advantage of being the closest to the metropolitan Chicagoland area, out of any of the residential airparks around here. This way, people can live and work close by and still have their airplane at their house. 

“I think that this provides a huge advantage for us, especially considering that we have great access to transportation nearby,” he said. “We’re right near a couple of major expressways and several of the nearby towns have train stations, for those that need to work downtown.”

The post How Fly-Ins Sold Pilots on Brookeridge Airport appeared first on FLYING Magazine.

As part of its Chicago XP program running through the end of September, Eve and Blade (NASDAQ: BLDE) are flying simulated air taxi commuter routes from three Chicago-area heliports. On the ground, passengers can use tablets outfitted with special software to view how Eve’s aircraft and a vertiport would appear during future operations.

The company plans to use data from the simulations to study requirements for eVTOL air taxi operations and infrastructure, as well as passenger services. 

Eve is among dozens of companies working to develop a fully-electric air taxi that promises a quick, convenient, environmentally friendly form of urban transportation for short flights over traffic gridlock. Eve says its air taxi could be ready to enter service as soon as 2026. 

It estimates the Chicago area has the potential to support a total fleet of 240 eVTOLS flying 150 routes along with 20 vertiports for takeoffs, landings, and operational maintenance. By 2035, Eve estimates Chicago air taxis could generate a yearly revenue of about $222 million.

“We foresee several flights during the day, probably demanding more than one pilot per aircraft at the beginning of the operation,” Eve vice president of services and fleet operations Luiz Mauad told FLYING. But it is early in the development of the industry and too soon to estimate how many pilots operators will need to operate one eVTOL over the day.

• READ MORE BAE Systems To Buy eVTOLs from Embraer’s Eve 

The emerging air taxi industry promises to create a career path for a new generation of pilots. 

“Flying air taxis could be an important part of a more sustainable solution to the pilot shortage, as long as simplified-aircraft-operation aircraft don’t short circuit that as a path to building flight time to reaching hiring minimums,” Rod Rakic, a downtown Chicago resident and regional airline pilot told FLYING Tuesday. “Air taxis could offer a sustainable path to getting to 1,500 hours, at real scale. Which would be far superior than shoving everyone we can into the right seat as a CFI.”

Rakic is a regional airline pilot, with more than 500 hours in Embraer ERJ-175s and also serves as COO at EZ Aerospace, which studies advanced air mobility for clients, including the U.S. Air Force. 

Blade is providing helicopter flights for Chicago XP, priced at $95—a price point that Eve says would be similar to expected fares in 2026, when Eve projects its air taxis will enter service. 

Chicago XP passengers can book flights on Blade’s website, board at one of the three meeting points, and then experience the eVTOL’s augmented reality experience during the helicopter flight. The three heliports taking part in the project include downtown Chicago, Tinley Park, and Schaumburg villages.

Eve is gathering data from the simulations to further understand the airspace, the passenger journey, and the vehicle journey with a goal to “make this industry very efficient in the future,” Mauad said. Analysts are tracking passenger times and movements and getting feedback from passengers about the flights. 

Feedback from the Chicago simulations will also help Eve put final design touches aimed at improving the passenger experience, Mauad said, including details like the size of the air taxi windows.

Rakic, who belongs to a flying club in Schaumburg, said options for potential air taxi landing locations in Chicago are severely limited. “Today the only vertiport available isn’t really downtown, it’s west of all the places people actually want to go, and the lakefront isn’t suddenly going to get more landing areas.”

Rakic suggests reopening Chicago’s Meigs Field, which closed in 2003, would provide a solution. “The reality is that regional air mobility (RAM) will have a much broader impact in the near term than with the technology we can expect to see anytime soon.”

“So far, it’s going very, very well,” Mauad said about the Chicago air taxi simulations. Since September 14, Eve has flown 60 to 65 passengers as part of the project. “They’re giving us good feedback about the future.”

The post Eve Is Flying Real-World Simulated eVTOL Routes appeared first on FLYING Magazine.

Now, 75 years later, this is still true—and those who own them are definitely proud of being the current caretakers, and they know how to celebrate that.

The 51st annual International Cessna 195 Convention was held in Joliet, Illinois (KJOT), September 7-11. It was a people-focused weekend for the 195 families celebrating 75 years of the Cessna Businessliner, with 32 Cessna 195s in attendance. In addition, there were 22 states represented, along with two airplanes from Canada.

The BBQ Kickoff

To fire up the convention, on Wednesday, Chairman Chris Thomsen hosted a welcome barbecue at his home in Meadow Creek Airpark (2IL9). This was the first stop for many on their way to KJOT. 

The next day, about 25 of the 195s participated in a fly-out to Brodhead (C37) to kick off the Midwest Antique Airplane Club (MAAC) grassroots fly-in. The spectacular Kelch Aviation Museum was enjoyed by many during their visit. Afterward, outside the Holiday Inn at Burger Theory, folks spent an evening at the hotel sharing stories (and lies) with fellow 195 club members along with burgers and drinks. For those with extended-range tanks, the hospitality suite offered late-night libations.

Focus on Maintenance

On Friday, club members attended a maintenance seminar. Many of them said they were impressed by the professionalism of the training. It consisted of three hands-on 45-minute sessions that participants cycled through. 

First, Jeff Pearson offered a workshop on prop-seal installation. Then, at the same time, Caleb Curry of Radial Engines did a session on ignition inspection and timing on the magneto and distributor. Finally, Darren Butcher led a discussion on “hot topics,” including landing lights, tailwheels, new gear legs, flyaway kit contents, and prop servicing. Three of the attendants volunteered their airplanes. They were literally taken apart—and luckily put back together!

For the non-pilot companions, some fun activities were offered simultaneously, including shopping and lunch in nearby Naperville. 

A Special Formation

A five-ship formation flight was the highlight of the afternoon, and a photo session in preparation for an upcoming feature in FLYING. The members enjoyed traditional Chicago pizza and a surprise performance by the Blooze Brothers band that evening. Many danced until the music stopped!

The final day featured a fly-out to the beautiful fly-in community of Poplar Grove (C77). Fourteen Cessna 195s made the journey and were treated to hangar tours, engine shop tours at Poplar Grove Airmotive, the Vintage Wings and Wheel Museum, and enjoyed a taco lunch at the pavilion, hosted by Jim and Val Slocum. The Thomas family—owners and operators of the airport—were gracious hosts. They have created a fun, friendly neighborhood atmosphere for people in aviation at Poplar Grove.

The convention banquet was held on Saturday night aboard the Spirit of Chicago. The 190-foot vessel departed from the Navy Pier in downtown Chicago. The weather for the dinner cruise was perfect, and the Chicago skyline offered spectacular views. Unfortunately, several aircraft were forced to fly out early with the poor weather forecast for Sunday and missed the Saturday activities. 

Co-hosts Chris and Heidi Thomsen, Will and Nila Saloga, and Coyle Schwab executed a successful, fun, and safe gathering for the International Cessna 195 Club Family.

Cessna's marketing department forgot to add one crucial characteristic of the 190-195s in their brochures, "class,” not only for the airplane, but also for its owners. The 51st annual International Cessna 195 convention was representative of that.

• READ MORE: Flying Editors and Their First Airplane Loves

The post Cessna 195 Convention Draws More Than 30 Models appeared first on FLYING Magazine.

When I was growing up, my family would travel up the coast from New Jersey to Rhode Island, Cape Cod and on up to Maine, where I quickly learned to love lobster rolls. There are so many elaborate lobster recipes with ambitious preparations, side dishes, sauces, and garnishes. But the roll is arguably the purest and tastiest. Many fans will tell you that if you are filling your roll with more than lobster and a little mayonnaise, you are overdoing it.

The wonders of food transport technology have made it possible to find competitively delicious lobster rolls across the U.S. Here are a few places known for great ones. 

Red’s Eats

Wiscasset, Maine, Wiscasset Airport (KIWI)

During decades of family trips from New Jersey to Maine, I could always sense when we were approaching Wiscasset because the traffic on Route 1 would suddenly slow as we rolled down the long hill into the village. By the time we got to the bottom of the hill, it became clear why traffic was crawling. We were passing Red’s Eats, and the crowd that routinely formed around the tiny, unassuming place was spilling into the street. The sign reads “World’s Best Lobster Shack,” which is what every lobster roll purveyor seems to claim. But quite a few Mainers say it’s true in this case.

Garbo’s

Austin, Texas, Austin Executive Airport (KEDC)

Most folks don’t head to Texas when looking for a good lobster roll, but Heidie Garbo has spent the last several years changing people’s perceptions and assumptions about the New England classic. After traveling from Connecticut to Florida, she opened Garbo’s Grill in Key West, where she also met her husband. Together, they moved to Austin, Texas, where she began serving her favorite northeastern fare from food trucks before opening her current restaurant. It is safe to say Texans have taken to it.

Caplinger’s Fresh Catch

Indianapolis, Indiana, Indianapolis Regional Airport (KMQJ)

The Caplinger family began this operation in 2013 as a way to bring more high-quality seafood to the Midwest. However, they have been in the business for more than 30 years, promoting the notion that diners do not have to travel to the coast for the consistently fresh seafood. Today, they have several locations in Indianapolis that include restaurants and fish markets. If, for whatever reason, you are not in the mood for their “Lobsta Roll,” you can try a tilapia, whiting, or cod loin sandwich, or a shrimp, oyster or clam po’boy.

Freshies Lobster

Salt Lake City, Utah, Salt Lake City International Airport (KSLC)

Here is another case of displaced New Englanders seeking to share their favorite foods from back home with people who may never have tasted a lobster roll before. The business began at the local farmer’s market in 2009, grew into a food truck operation, and now includes the café’s catering, and shipping. Salt Lake City International Airport is closest—less than 10 miles, while the quieter Skypark (KBTF) in the town of Bountiful is just a few miles farther away. Freshies also has locations in Park City, Utah, and Jackson, Wyoming.

Happy Lobster Truck

Chicago, Chicago Executive Airport (KPWK)

A lobster roll is much more than a meal or snack. Some people see the delicacy as a way to promote happiness. That is the approach Alex Robinson, Neal Bassett, and Tyler Cullitan have taken. The longtime friends decided in 2014 to leave their desk jobs and pursue their collective dream of operating a food truck specializing in rolls made with lobster caught daily in Maine.

The Lobster Truck moves around downtown so you really have a choice of several airports, though trying to slip into O’Hare (KORD) in a Cessna 172 might be a little hairy.

The post Flying In Search of the Best Lobster Roll appeared first on FLYING Magazine.

According to a release, the aerospace giant is moving the headquarters from Chicago, Illinois, to a Boeing campus in Arlington, Virginia. The area is already heavily imprinted by Boeing, as the aerospace and defense firm’s employees in the region support various corporate functions and specialize in advanced airplane development and autonomous systems. 

In addition to designating Northern Virginia as its new headquarters, Boeing plans to develop a research and technology hub in the area to harness and attract engineering and technical capabilities.

“We are excited to build on our foundation here in Northern Virginia,” Boeing president and CEO Dave Calhoun said.  “The region makes strategic sense for our global headquarters given its proximity to our customers and stakeholders, and its access to world-class engineering and technical talent.” 

Boeing has facilities in 65 nations and develops, manufactures, and services commercial airplanes, defense products, and space systems for customers in more than 150 countries.

Today, we announced our Arlington, Va. campus will serve as Boeing’s global headquarters, placing us closer to our global customers and stakeholders. pic.twitter.com/l5GJfARpj7

— The Boeing Company (@Boeing) May 5, 2022

Third HQ for Boeing

Boeing was established in Seattle, Washington, in 1917. At the time, aircraft were constructed primarily of wood, and the area was filled with spruce trees—the wood of choice for military airplanes, because a bullet would pierce the wood rather than shattering it. The supply of raw materials made Seattle a perfect location.

Through the decades as technology evolved, Boeing spread across the country, moving its headquarters to Chicago in 2001. At the time, Seattle media reported that officials in Chicago reportedly offered the company as much as $20 million in tax incentives to relocate the company to Chicago.

Calhoun noted that the company would continue to have a presence in Chicago and Illinois.

“We greatly appreciate our continuing relationships in Chicago and throughout Illinois. We look forward to maintaining a strong presence in the city and the state,” said Calhoun, adding, “We also want to especially thank Governor Youngkin for his partnership, and Senator Warner for his support as we worked through the process.” 

Reduction in Office Space Needs

Boeing officials note that over the past two years, the company has implemented flexible and virtual solutions to reduce office space needs. The company will continue to adapt its workspaces to meet employees needs. 

“In today’s business environment, we have adopted a flexible work strategy in parts of our company and are taking steps to be more efficient within a reduced footprint. This helps us channel investments toward our critical manufacturing and engineering facilities and training resources,” Calhoun said.

A Digital Future

Boeing’s plans to establish a research and technology hub in Northern Virginia come from a desire to advance innovation in the areas of cyber security, autonomous operations, quantum sciences, and software and systems engineering.

“The future of Boeing is digital,” said Greg Hyslop, Boeing’s chief engineer and executive vice president of engineering, test and technology. “Focusing our R&D and talent development in areas that support digital innovation will fuel the introduction of cutting-edge capabilities. This new hub in Northern Virginia will follow the successful implementation of this technology strategy in other regions.”

Boeing employs more than 140,000 people. The company’s three business units will continue to be based at their current headquarters, which include:

• Boeing Commercial Airplanes in Seattle, Washington
• Boeing Global Services in Plano, Texas
• Boeing Defense, Space, and Security in Arlington, Virginia

The post Boeing To Move Headquarters to Northern Virginia appeared first on FLYING Magazine.

I didn’t know who McPherson was, but I knew I hated him.

There, scrawled into the schedule, smack dab in the middle of the weekend I had planned for a flying vacation, was a two-hour block of time during which he had reserved the flying club’s Cessna 172.

I thought I had planned far enough ahead to avoid such frustrations; that particular weekend was, in fact, four months away. But it wasn’t the first time my flying plans had been thwarted by another renter, and it certainly wouldn’t be the last. Over the years, countless other would-be trips would never materialize because of similar scheduling conflicts.

In addition to ruining the carefully considered dates of a future vacation, the realities of renting can also lock a pilot into an inflexible itinerary with little room for adjustment. One time in the late 1990s, my friend Ted and I rented that same 172 and flew it to Oshkosh for a week of ogling vintage airplanes, camping beneath the wing, and ingesting an unholy amount of bratwurst. The trip there went fine, as did our week of festivities. Toward the end of the week, we ran into an airline pilot friend who had to return to Chicago and was in need of a ride.

No problem, we told him. We had room in the Skyhawk and we were taking the lakeshore route home to Michigan, anyway. It would take virtually no effort to drop him off at Meigs Field, and from there it would only take him about 15 minutes to walk to the nearest subway stop. Chicago was a heck of a lot more enjoyable and accessible with that airport in place.

The approach into Meigs Field was epic. Even at pattern altitude, skyscrapers extended well above us and grew ever taller as we descended on base and final. Walking across the ramp to the terminal building, I felt as though I had been somehow sucked into Microsoft Flight Simulator, where over the years, I had logged considerably more flight time than in the real world.

While saying goodbye to our airline pilot friend and admiring the beautiful skyline in the falling dusk, the FBO receptionist walked out and gave us a friendly reminder that the airport would be closing in 10 minutes. Not just the FBO, but the entire airport.

This was a piece of information that would have been immensely useful to us had we thought to review it beforehand.

Our sprint across the ramp to the airplane resembled the scene of a World War II air raid scramble, if those WWII pilots were out of shape and heavily laden with Wisconsin airshow cuisine. We completed the checklists swiftly but diligently, and then cranked the engine. And cranked it. And cranked it some more. We checked the time. The engine wasn’t starting, and we had exactly three minutes remaining until the airport closed and we became stranded in downtown Chicago.

“We may not make it out,” Ted observed. “Yes,” I replied as I looked back over my shoulder at the majestic skyline, bursting with activity, nightlife, and hotel rooms that were decidedly more luxurious than the tent accommodations we had been using for the past week. “That would indeed be tragic.”

Never before and never since have two pilots so strongly willed an engine to not start. Faced with a choice between dutifully returning the airplane on time or treating ourselves to an impromptu post-Oshkosh night on the town in Chicago, we badly wanted a legitimate excuse to partake in the latter.

But we knew an overnight delay would have ruined at least three or four lessons scheduled for the following day at our flying club, and in the end, the Lycoming gods came through as per usual, providing us with a good start and a safe flight home.

We spent that entire flight reflecting on what a great time it would have been had we not been constrained by the realities of renting, and what other things we could have done if we were able to adjust our plans on a complete whim.

Instances like these, I came to understand, plant the seeds that eventually grow into ownership. Though my experience as an owner is still minimal, I’ve already felt the odd freedom of being able to adjust my plans as I see fit or indeed, to not make plans at all, knowing that I can always whip some up at the very last minute.

This benefit of ownership isn’t easily quantifiable. It doesn’t show up on a spreadsheet, and it is easily forgotten as we sift through the hard financial and mechanical facts that drive the purchasing process. But when all that is behind you and you find yourself presented with great weather, no commitments—and no other pilots depriving you of the airplane—it’s an entirely new layer of freedom that can make aircraft ownership truly sublime.

Jason McDowell is a private pilot and Cessna 170 owner based in Madison, Wisconsin. He enjoys researching obscure aviation history and serves as a judge for the National Intercollegiate Flying Association. He can be found on Instagram as @cessnateur. You can e-mail him with any questions or comments you have.

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