Id had enough of Chicago for one weekend. It was spring of 2002, and the U.S. was still reacting to 9/11. Id flown into now-defunct Meigs Field a few days earlier for business and pleasure. Now, I was ready to go, having overdosed on both. First, of course, I had to get through Mayor Daleys gauntlet of airline-style security: After presenting my pilot certificate, drivers license, a picture of my first-born male child and assorted other documentation, three of Chicagos Finest 288
Windy City
Id had enough of Chicago for one weekend. It was spring of 2002, and the U.S. was still reacting to 9/11. Id flown into now-defunct Meigs Field a few days earlier for business and pleasure. Now, I was ready to go, having overdosed on both. First, of course, I had to get through Mayor Daleys gauntlet of airline-style security: After presenting my pilot certificate, drivers license, a picture of my first-born male child and assorted other documentation, three of Chicagos Finest watched me walk through a metal detector. I preflighted, loaded my bags, strapped in and listened to the ATIS. A Notam prohibited single-engine operations in a 20-knot-or-greater direct crosswind. The runway at Meigs, of course, was oriented 18/36. The observed wind was from 090 at 20 knots; the tower would not clear me to takeoff.
Key Takeaways:
- The author faced a unique situation at Meigs Field post-9/11 where a local regulation prohibited single-engine takeoffs with a 20-knot direct crosswind, preventing a standard clearance.
- Air traffic control unofficially advised the pilot could depart "at their own risk" without clearance, as the restriction was local, not an FAA violation.
- Despite the aircraft's 17-knot demonstrated crosswind component, the pilot safely executed the takeoff by angling into the wind and employing careful technique, emphasizing the importance of pilot skill and preparedness.
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