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:
- A pilot attempting to depart Meigs Field post-9/11 encountered stringent security and a local NOTAM prohibiting single-engine takeoffs in the observed 20-knot direct crosswind.
- Denied official clearance due to the NOTAM, the air traffic controller unofficially advised the pilot to depart "at your own risk" without clearance, noting it was a local regulation violation, not an FAA one.
- Despite his aircraft's 17-knot demonstrated crosswind component, the pilot successfully and safely executed the challenging takeoff by employing careful airmanship and precautions.
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