Entries by Aaron Robinson

For our fifth reunion, we returned to Seattle. A trio of us visited together in 2011, and with all three returning—plus many more—we had our largest event to date. This year’s attendees were:
• Nick Anderson (4th time), who joined United flight operations shortly after the event
• Kyle Bjorklund (4), a dispatcher for Kalitta Air Charter
• Brandon Jones (2), who is now an A320 first officer for United, while also still flying KC-135s for the Air National Guard
• Oren Katzen (1), an engineer at Boeing
• David Malinowski (1), at Bank of America
• Aaron Robinson (5), environmental strategy at United
• Matt Schweizer (1), a dispatcher at Northern Air Cargo, and moving to ATC training soon
• Stephen Wismark (4), a tour bus driver at Red Arrow Motor Coaches

Continuing our tradition of having first-timers report, this year’s event is described by David and Matt. While also a first-timer, Oren was excused due to helping plan local arrangements. In addition, you can also see a photo gallery from the event here.

DM: Nick, Steve, Kyle and I met for drinks Friday night at the hotel bar in SeaTac (an actual city now). Once Aaron arrived, the group migrated to dinner at Sharp’s Roasthouse and then returned to the hotel to welcome Brandon from a late arrival.

Saturday began with the group enjoying an exclusive floor tour (public tours are high up on catwalks) of the assembly line at the Boeing Widebody Factory at Paine Field (PAE), located in Everett, Washington. The group was led by Boeing’s Sean Newsum, Ellie Wood, and our very own resident Boeing engineer, Oren Katzen. From the factory floor, we were able to witness assembly lines of varying speeds, from the relatively slow 747-8 freighters on the western end of the building all the way through the 787 line, which pumps out one aircraft every five days. I, along with Steve and Aaron, took part in a guessing game of different 787 customers based on tails hanging from the hangar doors.

Visiting PAE and the Everett facility has always been a bucket list item of mine, so to actually take a walk on the factory floor and stand underneath the raked wingtips of a 787 was so wonderfully eye-opening. Stepping foot onto a ramp at an airport gives a semblance of humbling size, but watching the planes get assembled yields an appreciation of intricacy. Also hearing about some of the science/trivia behind why rudders (and on the 787, the full tail) come in pre-painted as well as other facts helped paint a fuller picture for all of us. Aaron also provided the group with an update on his work at United to resume commercial service at PAE.

MS: The Boeing Widebody Factory in Everett is the largest building in the world by volume. Boeing manufactures all 747s, 767s, 777s, and many 787s in this facility. As soon as we walked in, we were presented with a 747-8F being produced for UPS. The fact that an entire aircraft that size can fit in a building, and still have plenty of room around it, is just shocking once you see it.

The fact that we showed up on a Saturday was good. The factory was still running but was slower than a weekday would be, so we were able to take our time and enjoy the views of the building and aircraft and ask lots of questions without getting in the way. Over an almost four-mile walk in just one building, we got to see many things. We saw the second-ever 777X being produced for test flying. We also were able to view the new wings of this aircraft, which are so long the ends are designed to fold up when on the ground to be able to fit into the gates at the airport. We also saw a United 777 under construction that Brandon may fly someday, and the 176th 777 being produced for Emirates, which is the 1700th production of that aircraft! We were also able to view 787 Dreamliners in various stages: one was missing the wings, another missing engines, and the last one was just getting the interior installed. I was happily able to remember some of the aircraft, so if I ever see them out flying someday I can say, "Hey, I've seen that in person when it was still in pieces!"

After an enjoyable lunch where I ate an entire pizza, we were off to Boeing Field (BFI), where Matt Sykora with airport operations gave us a tour of the airport. We learned the history of the field, which is named after the founder of the company (William Boeing) and not the company itself. It was very nice to see that the terminal (albeit small and renovated some) is still the original building from when the airport was built in the late 1920s. Many cargo operators, general aviation, and business aircraft use the field. We spotted an American Airlines A321 on the field, which had been charted by the Arizona State University football team. We also saw a Boeing C-40B Clipper, the military version of the Boeing 737-700. This aircraft is flown by the 89th Airlift Command, who is responsible for flying the President, Vice President, and senior military and government leaders around the world.

While we couldn’t enter the areas that Boeing has on the field, we did get to view some aircraft on the flight lines. We saw some new P-8 Poseidons, several new Boeing KC-46 Pegasus refueling aircraft, and many 737s in various liveries. Off in the distance some new 737 MAX aircraft were spotted. We also learned that the tower on Boeing Field is the oldest one west of the Mississippi River, which I found interesting; it seems to have aged well.

DM: Matt Sykora also explained to our group how the field operates in such condensed airspace (BFI has the second highest amount of resident aircraft in the nation, behind only Teterboro, New Jersey). The group also witnessed a parallel approach between a Gulfstream on the main runway and a prop on the small runway. I obviously loved watching the flight line and guessing about some of the new 737s, some of which are going to carriers I had never heard of. However, what took me by surprise was the owners of each and every airplane hangar, corporate and personal, who keep their planes at BFI – some of the world’s richest. We then pivoted over to the Museum of Flight on the west side of the airport, where many landmark aircraft were on display.

MS: We wrapped the day up by quickly visiting the Museum of Flight. We unfortunately arrived at the last hour before closing, but we were lucky in that it was free admission that day. While it was busy, and we had to wait in some lines, it was worth the wait to be able to walk into the one plane I've wanted to see all my life: the Concorde, this one a British Airways example. Just to be able to see how it was inside was amazing. To see the cockpit and all the steam gauges, and to imagine that these pilots were flying an aircraft with an “old” cockpit at Mach 2 still blows my mind. The inside still felt more cramped than I had imagined, even with how seats are shrinking in new planes today. Another thing I noticed was how the windows were very small. I would still give my firstborn child to be able to experience flying on one of these.

DM: I also managed to be the last person in the museum that day allowed to board the 707 Air Force One and walk through the cabin, which, despite being one of the more run-down exhibits available for public viewing, nevertheless showed a glimpse of life in the 60’s, 70’s, and 80’s aboard a flying White House. Other notable aircraft on display included the first 727 (United Airlines donation), first 737 (later a NASA testbed), first 747 in Boeing livery (Aaron and Nick were able to together identify all the launch customer logos from 1969 while Brandon explained how the boom for refueling works), and one of the first 787s.

After an afternoon break, we went to Ivar’s Salmon House for dinner on Lake Union. We were able to find our way to the restaurant and enjoyed a round of drinks and appetizers while Kyle secured parking in a far-off location. (He was powerless competing against UW-ASU football traffic.)

On Sunday morning we saw a real treat: Nick drinking Diet Coke for breakfast at Denny’s. We were treated to a tour of Seattle-Tacoma International Airport (SEA) by Ruth Shumeye in Airport Operations. Everyone was brought upstairs to witness the airports’ offices. After seeing diverse paraphernalia in the cubicles (two domestic first class seats, a Mets hat, a Packers helmet, and of course tons of airplane models), we visited several different control rooms and were shown close to 100 different computer/TV screens monitoring airport activity.

MS: I regularly fly through SEA, so being able to get a view behind the scenes was amazing. The airport operations office interestingly looks out over the parking garages rather than the airport. Our next stop was the basement of the building. While that doesn't necessarily sound fun, it was for us. We first stopped in the Emergency Operations Center to see where all the important people would be if there was an incident. Through there, we next stopped into the Airport Communications Center. This is practically the heart of the whole airport. Three to four people in here keep track of everything happening at the airport. They monitor the security cameras, keep track of equipment alarms and malfunctions, arrange parking for airport-owned ramp space, monitor the train system between the terminals, and many other things. While we were there, there was constantly something happening: a phone ringing, an alarm going off for a malfunctioning elevator, someone calling in on a radio. All the managers took care of things without skipping a beat, like it was a second nature to them. I also thought I was cool and level-headed in my work, but they definitely showed me up!

Our next stop at the airport was the ramp tower. This tower is responsible for the ground handling side of controlling aircraft. There were three air traffic controllers who were controlling various sectors of the airport. From this spot they have a pretty good view of the entire area, except for some spots blocked by hangars or other buildings. We were able to see them give instructions to an aircraft that had pushed from a gate, watch it taxi from one side of the airport, and be passed off to the other controller working the other half, which would then eventually pass on to the tower controller in the much larger tower on the airport. As I am soon going into an ATC career myself, this was a cool experience to have, to be able to see how everything melds together.

DM: After my time at SimAirline.net, I actually joined VATSIM, where I amassed close to 1,000 hours as a controller covering NYC (N90) airspace, serving as a guest in other simulated global TRACONS, towers, etc. and spent many more hours as a pilot. One thing that really struck me throughout the tour was how many staff members in various capacities from the ramp controllers all the way down to the Airport Duty Managers were former air traffic controllers. They all seem to have taken the multi-tasking and prioritization skillset and used it well in various other capacities.

MS: Our last stop for the day at the airport was at the Aircraft Rescue and Firefighting station. These guys are the ones who aren't only responsible for the safety of the airport, but the surrounding community as well. We were able to view the entire station with them, as well as much of their equipment. They had engines, ambulances, and a few different crash tenders. One interesting thing we learned here is they are one of the only airports left in the U.S. to have crash tenders with manual water turrets. They have to ride two firefighters in the truck; one drives, and when they get closer to the fire, the other one opens a door on the roof and stands to control the water turret from inside the cab. Newer crash tenders at most airports have one person who drives and controls the turrets using a joystick from inside the cab. We did learn that they are going to be phasing these out due to OSHA regulations, much to their disappointment—it is a sense of pride among them that they still do it the old way. We also received a demonstration of one of their newer crash tenders. They showed us the extending boom operation, as well as how the piercing nozzle would work if they need to spray water into an aircraft fuselage. They also demonstrated that the truck can spray water underneath it in case it gets fuel and fire below it while trying to put out a fire in close proximity.

DM: In my personal opinion, while all of our tours were astounding, the firehouse was by far and away the most comprehensive we received of the day. Every firefighter was extremely knowledgeable about aviation, fire procedures, FAA regulations, and their equipment, but they were all able to communicate in such a concise way that was easy to understand. I didn’t know that the fire department also assists with local fires in some cases, but it’s a really interesting angle on a fire department based on the amount of ground they cover.

MS: After our SEA tour, we concluded with a tour at Kenmore Air, a local seaplane operator. This was an interesting experience for a few of the members, as they don't get to see seaplanes very often. Thomas Hoshino, an instructor for Kenmore Air, showed us several aircraft types that Kenmore Air operates: these included de Havilland DHC-2 Beavers, DHC-3 Otters, and even a Cessna 172. We learned how interesting it can be to be a pilot flying a seaplane. Everything is flown under Visual Flight Rules, so you aren't generally talking to an air traffic controller. You are also at the whim of other pilots, boats enjoying the lake, and the lake itself. Thomas explained that when on approach, one has to watch the surrounding area for other objects (planes and boats), but also watch the water, which one learns to read to know what the winds are doing. He explained how seaplanes approach the dock at a 45-degree angle and uses water rudders to control themselves. If they don't have dockhands available, they do have tools to help them out (including paddles) inside the airplane if they miss the dock a little. The most eye-opening part for me was the shear number of Beavers around. I see many floatplanes at home in Alaska, but I don't think I've seen that many Beavers in one place!

DM: I always loved to mess around with the Kenmore Air planes in Flight Simulator X–visiting the real-life base was a bucket list item I didn’t even know I had. My friend’s place in Capitol Hill overlooks Lake Union (Kenmore’s main terminal), and actually getting to see plane after plane land at the main terminal made me appreciate the operation that much more.

After our tour, the group got to walk through the store, purchase some T-shirts, and then it was time to say goodbye for the 2018 reunion. A great weekend was had by all in advance of late flights back home. A big thanks to Aaron for organizing, Aaron and Kyle for driving, and all who came out to what was the most-attended reunion to date. See everyone in a couple of years!

MS: After the Kenmore Air tour, we all started to part ways, having to unfortunately venture back to our lives and jobs. This was definitely an awesome experience for me, being able to meet some friends I haven't talked to in many years. It was an experience I won't ever regret, and I look forward to being able to meet again and have many more adventures over the coming years!

We recently held our fourth SimAirline.net reunion in Washington, DC on 14-16 October. This was our first time not coinciding with the annual Airliners International Convention (New Orleans in July didn’t sound too appealing). Despite a few late cancellations, we still had a good group this year:
• Anna Aleksandrova, a business school student and intern at United (and our newest member!)
• Nick Anderson, a Delta pilot scheduler and soon-to-be dispatcher
• Dennis Negrón, a Boeing engineer on the P-8 program
• Aaron Robinson, part of United management in environmental strategy

Anna and Aaron reported on this year’s event. In addition to the photos shown below, you can view a photo album by Anna, Dennis, and Nick here.

AR: On Friday night, Nick, Dennis, and I met at a hotel in Alexandria for drinks and then progressed to dinner. Nick and Dennis made sure to resume their love for southern fried chicken (they enjoyed it last year in Atlanta as well). Brandon Jones was a late cancellation, but I did show a photo of the two of us taken just hours before at Chicago O’Hare—with Brandon now wearing a United first officer’s uniform. Congratulations!

We started the next morning by plane spotting at Reagan (having grown up here, it sounds very strange to refer to the airport as anything but “National”; Congress changed the name in 1998). Normally we would visit at Gravelly Point, just 1,000 feet from the north end of Runway 19, but with calm winds, Runway 1 was in use. As a result, we watched landings from Daingerfield Island to the south, about three-quarters of a mile away.

AA: When I joined the group Saturday morning, the weather was perfect for such an activity, and I encountered the three of them engaged in a game of guessing the origin city of each of the landing aircraft. Aaron had come prepared, to no one’s surprise, with a list of all flights destined for DCA that morning, so we had the ability to check the accuracy of each guess. Shortly after my arrival, we relocated to Gravelly Point to try to be closer to the actual landing action, although the wind directions were not to be—alas.

We left Gravelly Point and attempted to find convenient parking at the Pentagon in order to visit the Pentagon Memorial. Unfortunately, the only accessible spots were rather far away from the actual Memorial, so we decided instead to head straight to the Steven F. Udvar-Hazy Center / National Air and Space Museum (NASM) at Dulles. The NASM is a large, cavernous building, housing a number of aircraft that represent the broad reaches of aviation and space history.

I had visited the museum once before, for a dinner with Mr. Udvar-Hazy in 2011, but seeing all the various aircraft and space vehicles never ceases to be exciting. This time, highlights for me included:
• The Boeing 367-80 Jet Transport,
• A Lufthansa Ford Tri-Motor (with rectangular windows!),
• A Pan Am Boeing 307 Stratoliner Clipper Flying Cloud,
• The Space Shuttle Discovery, and, last but certainly (never!) not least
• An Air France Concorde.

This particular aircraft was the first Air France Concorde to open service to Rio de Janeiro, Washington, DC, and New York, and had flown 17,824 hours. In addition to enjoying the museum exhibits, we also watched a 3D film at the Airbus IMAX theater titled “Journey to Space,” and learned about what NASA and the space community are working on, including the Orion project and the mission to land astronauts on Mars.

Post-museum, we grabbed a quick lunch at Chipotle, and headed to Dulles International Airport (IAD) for a backstage tour with Aaron’s colleagues in Environment Affairs at United Airlines, Chris Woods and Ron Spencer. Chris and his work was recently featured in United’s in-flight magazine.

After receiving our safety vests, we went out on the ramp with Chris and Ron, where the two of them drove us around, explaining the team’s latest initiatives and challenges. As with many other airports engaged in deicing, Dulles and its local authorities have stringent regulations in place related to glycol disposal and preventing fuel spills that may affect water quality in the area.

In addition to discussing the team’s work, Ron, who was driving Nick and me, was kind enough to stop near a few aircraft parked at the gates and explain some of the processes that take place to ensure an on-time departure of a flight. As expected, I was endlessly fascinated by the number of people and activities that have to be perfectly placed and timed in order to achieve the coveted D:00 (departure on-time within 0 minutes). In particular, it was very kind of Ron to stop by a Lufthansa 747-8I Hessen and let me take a few photos by the aircraft’s engines.

After touring the ramp, we made a stop at United’s System Operations Control Center, where a few of the employees explained to us their daily tasks and responsibilities. The supervisor on duty that day also showed us the red phone that the team would use to contact the airport and other authorities in case of an emergency. On the way back, we also made a stop by United’s new maintenance hangar, which was empty at the time, but had a 777 parked just outside. While at the hangar, Aaron and the team discussed potential ways to conserve electricity through more efficient lighting.
Upon the conclusion of our tour, Aaron presented Ron and Chris with a vintage, framed United advertisement and thanked them for taking their time to show us around and explain their work and the airport’s operations.

After leaving Dulles, the four of us headed back to Gravelly Point for some more plane spotting (this time with arrivals overhead), where I was jokingly shamed for not being quite up to the same level of knowledge at Aaron, Nick, and Dennis in identifying aircraft types. Something to work on for next time! We concluded our evening at The Warehouse Bar and Grill in Alexandria—a quaint restaurant, with reasonably-priced fare and great drinks. At dinner, we discussed both current aviation news as well as the pluses and minuses of certain types of education (e.g., liberal arts vs. STEM).

All in all, it was a great, stimulating, if at times heated, discussion that helped us get to know one another and appreciate each other’s views and differences. I was sincerely sad to leave the guys as they went off to wrap up the night with a drink at a nearby bar. Given that I was flying standby back to Boston early the next morning, I bid the three of them adieu and presented them with “Remove Before Flight” keychains from the Aerospace & Aviation Club that I run at Harvard Business School. Thank you, Aaron, for inviting me to join the SimAirline.net reunion this year! It was an unforgettable and wonderful experience.

AR: After Anna left on a Sunday morning flight, our group was reduced further to three for the day. We started with a tour of Washington Reagan from the airport management perspective; I worked in Airport Operations here ten years ago. Before our tour, we visited the original part of the terminal, which is under historic preservation but not used for flights. I made sure to point out the logo of the Civil Aeronautics Authority (the predecessor of the Federal Aviation Administration)—the inspiration for the SimAirline.net logo. In an adjacent hallway is a small museum about the airport’s history.

My former coworker and Northwest Airlines alumnus Rob Simko showed us through Airport Operations and their areas of oversight, which primarily involve coordination between all the users of and parties at an airport. Just a few examples include:
• Ensuring airfield and runway safety
• Monitoring traffic, parking demand, and security checkpoint lines
• Overseeing airport security using badging systems, video cameras, and electronic eye systems
• Coordinating airport construction
• Recording flight usage to bill landing fees to airlines

Next we visited the control tower. At 201 feet tall, it is one of the tallest buildings in the area, and offers a terrific view. We were fortunate to visit just as they were switching runway directions from northbound to southbound.

While I had visited before, I had never been on the catwalk on the outside of the tower. Recently my company (United) began flying 757-300s to the airport, the largest aircraft with regular service there. I asked one of the controllers about any unusual handling it requires—in fact, the aircraft can only take off southbound due to buildings to the north presenting a hazard for proper engine-out procedures on northbound departures.

Finally, we returned to Airport Operations to take an airfield tour. Highlights included:
• Driving past the future regional concourse for American. Today this area consists of the airport authority headquarters and two American hangars.
• Two boathouses for river rescue operations. There is no fence separating the airport and the river—just an electronic eye system.
• Driving on Runway 15/33 at 50 miles per hour to verify it was clear of any debris, and then contacting the tower to reopen it for active use.
• Learning about the risks of bird strikes and prevention measures—not a fun topic.
• Witnessing how little general aviation traffic there is (due to TSA restrictions), especially compared to pre-9/11.

After a quick stop for lunch, we closed the weekend by visiting the National Air and Space Museum downtown. A few of the highlights there were:
• The original Wright Flyer, Spirit of St. Louis, Bell X-1, Apollo 11 Command Module Columbia, and Virgin Galactic’s SpaceShipOne
• Gene Kranz’s vest that he wore during the Apollo 13 mission (he was famous for having his wife sew him a new vest for each mission)
• Juan Trippe’s globe that he used with a piece of string to plot out Pan Am’s original transoceanic routes
• The nose of a Northwest 747-100, the first 747 to cross the Pacific
• A photo exhibition of control towers around the world—our aim on this was not very good

Thanks as always go to those who attended, with special thanks to Dennis for driving the entire time, and regrets for those who were unable to make it. No firm plans have been made for 2017, but the two leading options are Denver on 16-18 June with next year’s Convention, or a reprise of Seattle/Portland on dates to be determined. We hope you can make it next year!

After a break for a few years, we held our third SimAirline.net reunion in Atlanta on 19-21 June. As usual, it coincided with the annual Airliners International Convention. This year was our highest attendance for the event, with the following people present:
• Nick Anderson, a Delta ramp agent in training to become a dispatcher
• Kyle Bjorklund, a dispatcher for Kalitta Air Charter
• Brandon Jones, an Air National Guard KC-135 and Air Wisconsin CRJ pilot
• Decker Loyd, an engineering and ROTC student
• Karen Loyd, Decker’s wife and an accounting student
• Dennis Negrón, a Boeing engineer
• Aaron Robinson, part of United management

Brandon and Dennis reported on this year’s event. In addition to the photos shown below, you can view a photo album by Kyle and Dennis here.

No firm plans have been made for 2016, but the two leading options are New Orleans on 22-24 July with next year’s Convention, or Washington, DC on dates to be determined.

DN: It has been nearly 10 years since I first joined SimAirline.net, a place where I made great friends. When the site closed in 2010, I thought it would be ideal to meet some of the people I had worked with, but being a college student meant that money was limited, so I had to miss out on several meetings. However, by this year I had moved to St. Louis and Atlanta was within reach.

BJ: I was an active pilot, fleet manager, and director of training for the best virtual airline to ever have existed, SimAirline.net. Although it's been over 10 years since I joined, I still have a solid understanding of our airlines’ route systems (which helps me with non-revving wherever I need to go), even compared to most of my fellow airline employees. Despite this fact, and the many close friendships I'd developed through the organization, I had not attended a reunion event due to scheduling conflicts. That was about to change!

As a seasoned commuter, I knew that getting from Detroit to Atlanta would be a challenge due to the large number of Delta employees who clog every seat (including the jumpseats). So I decided to grab the bull by the horns and build a connection. I rode a Shuttle America ERJ-145 to Columbus, Ohio, which of course was delayed. Having missed my connection, I was lucky to get a cockpit jumpseat on a Southwest 737-300—a fitting start to this trip, since I'd never ridden up front on a 737 Classic before.

Upon boarding the hotel van in Atlanta, I noticed that the other passengers were all having airline-related discussions: Boeing vs. Airbus, Delta's future fleet plans, the A350 vs. the 787; great discussions back and forth. I quickly realized that I was going to be in airline heaven for the next 24 hours.

DN: I arrived in Atlanta at 7:45pm on Friday and immediately proceeded to the Renaissance Concourse Hotel with Brandon, who also arrived around the same time. Decker and his wife Karen (married just the past weekend) had spent a few days there before us and, along with Kyle, were already waiting for us. After checking in, Nick Anderson drove us to his home nearby.

The guy is amazing when it comes to airplane stuff. While we waited for Aaron to arrive, Nick showed us what I’ve dubbed his mancave, with models of Northwest and posters and safety cards and captain hats and pins…and best of all, his flight simulator machine. We now know the secret to his amazing screenshots and contributions during our SimAirline.net years. After watching the evening traffic arrive and depart Atlanta airport from the roof of his complex, Aaron arrived and handed us the agenda for the weekend. It would be a very busy Saturday followed by a more relaxed Sunday.

BJ: Between the models, posters, and other aviation-themed memorabilia, Nick’s aviation room is like a mini-museum in and of itself. And his flightsim setup, well, let’s just say it made me wish I hadn't stopped simming years ago. We had a great time exploring his add-on scenery, buzzing around in an F-104 with an amazing sound package, and flying the mighty 707. Nick's awesome hospitality set our reunion off to a great start.

DN: We agreed to meet up for breakfast at IHOP, and after gobbling down our meal we headed to the Delta Flight Museum, the site of the convention. If you’ve never been there, two things stand out:
1) Delta aircraft everywhere. There were a 757 and DC-9 in the parking lot, and the 767 “Spirit of Delta” inside, plus smaller aircraft.
2) The convention is HUGE! Everywhere I looked there were tables upon tables of airline memorabilia and airplane models and safety cards; original, authentic, custom-made, replica; cheap, expensive.

It was really beneficial for me that not all booths accepted credit cards because I would have gone crazy. There were so many models I wanted to buy but didn’t have enough cash on hand. Luckily, one table I went to did take credit cards and I ended up with a Delta A330 and a Delta 747 model, in addition to a few smaller items. While Aaron and Brandon perused the tables, the rest of us went inside the “Spirit of Delta” and relaxed in the first class seats. After exploring the aircraft, we all went to lunch at the original Chick-Fil-A (known in the area as The Dwarf House, complete with decorations and everything).
After finishing lunch, it was time for our next stop: Aaron had previously worked at the Delta Operations/Customer Center, and had arranged a special tour for us. Every call made to Delta flights was in that room: where crews would overnight, where flights would divert if necessary, whether a flight should be canceled, and fueling logistics, among other things. They even have plans about what to do in case of severe weather, and we had a firsthand look. As we arrived, a local storm was quickly developing. Thunder, rain and wind pounded the building.

BJ: Having spent some time in my regional airline's operations center, I was astounded at the size of Delta’s. Our guide provided an excellent and informative description of each job position, and answered our questions very thoroughly. Aaron had briefed him beforehand on our backgrounds, and he conducted the tour at a level of detail far above what I expected. Personally, I had a lot of questions about the relationship between Delta and their regional partners when severe weather and other challenges arise, and he was able to answer them honestly and knowledgeably. Having had my flights cancelled or held numerous times because a mainline aircraft had priority made me wonder who makes those decisions and what factors are considered. I got a much better understanding of the big picture from our tour.

We were then treated to a real-time demonstration of the center at its best while a storm passed overhead. The level of coordination between dispatchers, ATC liaisons, meteorologists, planners, supervisors, schedulers, and pilots was simply astounding—all designed to keep the operation moving.

Next we headed over to Delta TechOps for another tour. One thing I never realized about Delta was the amount of work they do for other companies. The engine shop was breathtaking, and the level of organization was astounding. There were individual sections for each engine type, with many engines in various levels of disassembly. Even on a Saturday afternoon, crews were hard at work inspecting engines and putting them back together. Non-Delta engines were shrink-wrapped and loaded into crates to be delivered to the customer. We were also able to see the engine test cell, where the engines are run and the fuel management schedules adjusted in the FADECs. Unfortunately, we were not allowed to start up any of the engines in the test cell...but it was a great tour nonetheless!

DN: Many of us see an airline and think only about the crew on the airplanes, the customer service at the airport, and the management. This however is the often forgotten side, where Delta brings in its fleet for repairs, painting, overhaul, and inspections before heading out for revenue flights. The building itself is a maze; one side leads you to the tools; another side leads you to the hangars.

One of the treats of the tour was that we were allowed inside one of the 737-800s that had been stripped down for inspection. The cockpit and the cabin were just bare skeletons with wires. Close by, a C-40B (U.S. Air Force 737-700) was also being repaired, though because of the obvious security measures, only cleared personnel were allowed nearby. Brandon had to depart during the tour to return home.

After a rest break, we set off to a restaurant called South City Kitchen for dinner. One can’t be in the South without trying Southern cooking, so if you are ever in Atlanta, this is a place to be. We toasted to Karen and Decker’s marriage—they would be jetting off to Dubai soon for their honeymoon, and we wished them all the best. We then stuffed ourselves with delicious meals (the buttermilk fried chicken was outstanding). To end the day, we returned to Nick’s place to unwind and chat.

Sunday arrived and our agenda was essentially no more. The original plan had been to visit the CNN Studio Tour or the World of Coca-Cola, but as we had stayed up late and were tired from the heat of the previous day, we decided to take it easy. Many of us had early flights, so in the end only Kyle and Aaron headed downtown. Nick stayed home, while Karen, Decker and I headed off to the airport. After a small lunch, we watched a few departures in Concourse F before I went to my gate for my flight back to St. Louis.

On a personal note, I’d like to thank Nick for his hospitality and generosity (I left with a collection of Delta safety cards that he gave me); I’d like to thank the folks at Delta for allowing us to view a side of the airline pretty much unknown to the general public; but more importantly, I’d like to thank Aaron for organizing this event. I’m looking forward to next year, whether we meet in New Orleans or create our own event elsewhere. I strongly encourage everyone to attend one of these events; I had a great time and would definitely do it again.

BJ: Overall, the reunion was a huge success for me, and I can't wait for the next one. I regret that I wasn't able to stay longer, but I'd promised my wife that I'd be home for Father's Day. Speaking of wives, I want to congratulate Karen and Decker on their marriage. Special thanks go to Aaron for organizing this event, and Nick for his great hospitality. I hope to see everyone again soon, and hopefully meet some new faces from our great virtual airline!

For the second year in a row, we held a SimAirline.net reunion in conjunction with the Airliners International Convention. This year’s convention was in Portland, Oregon, but Seattle aviation nearby drew us in for even better activities. Attending this year were Kyle Bjorklund, Stephen Wismark, and me. In addition to the photos shown here, you can view Kyle Bjorklund’s full photos from the trip here.

Next year’s reunion has been scheduled for 27-29 July 2012 in Memphis. Delta, FedEx, and Pinnacle all have significant operations there for potential visits.

SW: It had been sixteen months since SimAirline.net closed when we held the SimAirline.net Reunion 2011 in Portland and Seattle. It was another great event that Aaron has put together. I would like to thank Aaron for another great weekend—he even arranged for fantastic weather as well.

KB: Everybody arrived in Portland on the afternoon of Friday, August 26. Unfortunately, we arrived too late to be able to visit the convention this day, so once we all arrived, the group drove into Portland’s Chinatown area. We enjoyed good Asian cuisine and caught up on events over the past year since our last reunion. Once we finished dinner, we all adjourned to our hotel rooms to rest up after the long day of travel.

The plan for Saturday was ambitious. We began at the Airliners International Convention at 0900, as soon as the doors opened. Airliners International is an excellent venue for anybody interested in airline collectibles, and many of these spawned interesting conversations about our own interests in current airlines as well as airline history–everybody usually finds something of interest at this event.

SW: As with last year, there were lots of different collectibles related to the airline industry for sale. I bought some Aeroflot safety cards for the Tu-134 and Tu-154. I also bought a nice model of an Aeroflot Tu-154. These aircraft are being retired and I thought it would be nice to have a souvenir from them.

KB: At about noon, we departed Portland and started driving north to Seattle, and arrived around 1530, giving us about an hour and a half to spend at the Museum of Flight at Boeing Field. Of interest on the tarmac outside the Museum of Flight parking lot were the newest addition to the Japanese Self-Defense Forces (a 767 AWACS) and the Turkish Air Force (a 737 AWACS), as well as a refurbished DC-2 owned by the Museum of Flight. The DC-2 was originally delivered to Pan American in 1932, and then went to the Douglas Historical Foundation until the merger with Boeing – it is now sporting TWA “The Lindbergh Line” colors.

Other exhibits of interest at the Museum of Flight were the first 747, an ex-American 727-200, the first 737-100 currently sporting NASA Langley Research Center colors, as well as 707-120 derivative VC-137B SAM970, which served as Air Force One. The interior of the museum provided many examples of interesting footnotes in the history of Boeing as well as aviation in general, as well as a mockup of the field’s control tower, which gave a great panoramic view of the airport and a live ATC feed.

Once the museum closed, we decided to take in the Seattle scenery at Kerry Park, which provides one of the best overlooks of the city. After a great photo-op, we went down to the docks to take in some of the famous seafood at Ivar’s Restaurant, famous for its seafood and seagulls. Once dinner was over, it was time for us to enjoy the fresh sea air, with a short ferry ride over to Bainbridge Island, which provided excellent evening and nighttime views of Seattle and Puget Sound.

Sunday was a busy day for us as well. Aaron was able to arrange a tour of the Delta maintenance base, generously hosted by 40-year veteran Duane Nelson. Mr. Nelson was kind enough to not only describe a typical day for a Delta mechanic in Seattle, but also to give us a very in-depth tour of the facility, including the catwalk and the roof of the hangar, which gave excellent panoramic views of the airport that are rarely seen. Mr. Nelson also pointed out the location where the Northwest 727 was parked when the D.B. Cooper plane flew into Seattle and the money exchange happened.

SW: We also discussed the merger with Northwest and how operations have since changed. Unfortunately there were no aircraft inside the hanger been worked on, but outside were a pair of 757s sitting cold and dark. Our guide pushed a set of airstairs up to one of the aircraft and in we went. He then turned on the APU so we had some light. We were shown the galleys and discussed maintenance inside an aircraft. After this Kyle and I were allowed to sit in the pilots’ seats and have a good look around.

For me this was a first and a dream come true. I bought the QualityWings 757 when it came out and have flown it quite a bit. I am happy to report that Boeing did a super job of placing all the gauges switches and buttons in the right place so that it looks just like the QualityWings 757!

We then went through the engine maintenance room and then into the main hangar. It is a very large building with lots of floor space. It was built with enough room for three A320-sized aircraft or two 757s/767s. We saw a DC-10 #2 engine hoist, which has not been used since Northwest retired them. We also saw the various types of jacking equipment and hoists as well as spare wheel and tires the Delta fleet use. After covering the floor space, we climbed up to the catwalk that spans the width of the building. When we got up, we had a great view of the whole floor space as and the indoor deicing equipment. From there it was up to the rooftop and fantastic views of the whole airport. Once we had seen enough from up top it was time to jump into a van for a drive around the satellite terminal that Delta uses and past the fuel farm and out the end of the runways, a great way to end the tour.

KB: Our reunion was rounded out with the famous tour of the Boeing plant in Everett. This 90-minute tour includes two scenic overlooks from inside the factory, including over the 747, 777, and 787 production lines. Also, if you look hard enough from the 747 overlook, you can see the 767 production line. Again, this afforded the group an opportunity to speculate about the new 747-8 and 787 and lines of aircraft, just as we had done on the SimAirline.net Message Boards in the past, and was a fantastic end to the official events for the reunion.

SW: We arrived in Everett just in time to see one of the 747 Dreamlifters taking off. The tour starts with a bus ride over to the main assembly plant, which is the largest biulding in the world by volume. For me just the sheer size of everything was overwhelming. After the tour and a quick stop at the gift shop, it was back to Seattle and then home.

I would like to thank the folks at Delta for allowing us to tour their facility and again thank Aaron who has put together another great trip. He has managed to take us places most people never get to see. I strongly recommend that if you can attend one of these weekend trips you come. You will not be disappointed. Aaron has the ability through his connections to take us places I thought I would never get to go. I hope we can do it again next July when the next Airliners International Convention is held in Memphis.

It has been ten years since SimAirline.net first took to the skies. Back in 2000 I never intended to create such a broad and far-reaching group, but it was difficult over the years to say no. We have come a long way together, achieved a great deal, and have a great deal to be proud of. Thank you for being part of the journey and for your support along the way.

If you haven’t already, I strongly encourage you to read the thirty articles in the Closing Section of Viewpoint that share our history, our accomplishments, and what we had still hoped to do. Even more importantly, I hope that you will continue your flying career, whether as part of the flightsim community or in the real world. To help you in that pursuit, we have prepared a list of suggested VAs that may interest you.

In addition, the SimAirline.net website will remain online for years after closing, so your listing on our Pilot Roster will remain available so you can smoothly transition to a new organization. The final version of our website content will also remain available. At this time, we expect the Message Boards to remain open through at least the end of August. However, management email addresses are no longer being regularly monitored, so please use this contact form instead.

If you’re interested in staying connected with anyone at SimAirline.net, I strongly recommend joining our Facebook fan page and LinkedIn group. Both will allow pilots to continue to stay in touch, and the LinkedIn one in particular will be useful for those of you interested in pursuing an aviation career. As I do travel frequently, I plan to list my travel on those sites in the hopes of meeting you in person one day—please contact me if I am in your area! I of course hope that others will do the same.

We will be having a SimAirline.net farewell dinner and weekend in conjunction with this year’s Airliners International convention in the New York City area. The convention is Thursday, 12 August-Saturday, 14 August. Our events would likely be that Friday through Sunday. If you think you may be interested in participating, please fill out this form. A full plan of events will depend on the number of members that express interest in attending.

What will I be doing next? I don’t completely know yet. I hope to travel even more, volunteer and become more involved at church, spend more time outdoors, read history and literature, exercise on a regular basis, learn tennis and Latin again, and learn French for the first time. I am certainly happy to support other flightsim organizations in some way in the future. Of course, I’ll also be focused on developing my real-world career even further. You’ll actually be able to see me in the Environment section of Delta’s blog.

I of course have to share my appreciation for the following groups:
-our management team, who have supported me and been so critical to our success;
-our moderating team on the Message Boards, who have done a fine job of ensuring order and tranquility there;
-our roster testing team who helped in the development of our fine Pilot Roster System;
-the 86 pilots that over the years contributed $3500 to SimAirline.net from their own pockets to ensure a secure financial future; and
-all other individuals that have helped this organization over the last ten years.

Special thanks of course must go to Ali Abou-Zeid and Nick Anderson. Ali was the one who ultimately convinced me of the need to construct a management team to effectively manage 27 VAs, developed our Pilot Roster System; and painting many of our aircraft along the way. Nick was responsible for so many areas, though his talents shone brightest when it came to graphics design and enhancing the website’s appearance. He never hesitated to give me critical opinions and share his opposing views, while ultimately deferring when I disagreed. Both have been and will remain dear friends.

Finally, I would like to thank all our 6000 pilots from 120 countries who have together flown 185,000 flights throughout the years for their dedication and support, especially those who chose to stay through our final days. You have all pushed me to make this an even finer organization. I wish you nothing but the best for the future. Thank you for the memories and for the great ride.