By Thomas Hilditch

The Farnborough International Airshow is a biannual event alternating with the Paris Air Show each year. This famous event started in 1948 with Farnborough site chosen because of its place in British aviation history – in 1908 the first sustained, heavier-than-air, powered and controlled sustained flight in the United Kingdom (their version of our Kitty Hawk, NC). The show was initially intended to display and promote the diverse facets of British aviation manufacturing. Many highlights include the world’s first commercial jet airliner and the debut of Concorde.

The show has evolved to exhibit information on advances in six key industry themes: Defense, Future Flight, Space, Sustainability, and Innovation. It was live-streamed to the world and attended by more than 100,000 visitors from 60 countries. Ninety civil and military aircraft were on display – some static and some flying. Boeing and Airbus announced commercial orders totaling $1.9 billion from Qatar Airways, Japan Airlines, Virgin Atlantic, and Flydubai. 

I was able to attend this year’s show and can offer some insight to others who may want to attend this event in the future. Keep in mind these comments are made through the eyes of an aviation enthusiast/photographer and not a practitioner in the aerospace industry. Only one day of the event is open to the public with the other four days reserved for those employed in the industry. Obtain a list of the exhibitors from the show’s website and contact them to see if they can provide you with a pass. It is necessary to register with www.farnboroughairshow.com if you intend to get a ticket for the public admittance day. The website posts useful information before the show (including a list of exhibitors) and suddenly provides a link to purchase your ticket – they are limited and sell out fast.

Despite limited public participation, there are plenty of photo opportunities exploring the surrounding airfield and plenty of time to speak with other wandering enthusiasts from the excluded public. The website publishes each day’s aircraft and flight times. Photo opportunities of these flight demonstrations abound. The controlled airspace is wide around the airfield allowing good perimeter observations. Flights are generally in the afternoon after 1:00 pm. 

The best place to position yourself is on the outdoor balcony of the multi-story Aviator Hotel immediately adjacent to the airfield. Hotel management allows non-guests to take a seat as long as you continue to purchase drinks. It’s helpful to dress professionally and become friendly with your server – sometimes they will give you a break and won’t make you continue ordering drinks and become inebriated. An alternative good observation point is to skulk around the hotel parking lot.

Planning is crucial if you intend to undertake a pilgrimage to the show. Suitable lodging can be difficult to find – “suitable” meaning a fair price at a close location. There are many surrounding hotels but transportation to and from the event is difficult and chaotic. Something within walking distance is best. Closer to the show date rooms get filled up and prices increase dramatically. I booked a room one year in advance at the Bed & Breakfast Colebrook Guest House (www.colebrookbandb.co.uk). This was about a five-minute walk to the airfield.

Next year will be the Paris Air Show, June 16-22, 2025. We will be back at Farnborough July 20-24, 2026, so you’ll have to wait until 2026 if you plan to attend this UK show. My insight will hopefully still be valid.

All photos courtesy of the author.

By Phil Brooks

My wife Pam and I were planning a trip to the Traverse City, MI area to visit friends and enjoy the beautiful scenery. On our second day there, since she was going to the town of Charlevoix to go shopping with her friend, I decided to sample the two airlines that fly from Charlevoix Municipal Airport (KCVX) to nearby Beaver Island. The plan was to ride on Fresh Air Aviation to Beaver Island Airport (KSJX), find my way to Welke Airport (6Y8), and fly back to Charlevoix on Island Airways.  

I had called ahead to both companies to find out how things operated. The two airlines don’t have a published schedule. They operate “on demand” but a couple of weeks out,  I found that Fresh Air had an 11 am departure planned, which would work well with our hosts and the shopping trip, so I made a reservation. The cost was $68.50, and I would be charged on the day of departure.

When making my reservation, the planned aircraft type would be a Partenavia P-68. Not a traditional airliner, but a new type for me, which is my yearly goal, along with at least one new airport. If all went well, I would get three of those that day! The only uncertain things were the weather, and getting myself between the two Beaver Island Airports, which are 4.7 miles apart. I could walk, but I didn’t want to keep Pam waiting as we had plans for later.

The weather dawned cloudy on July 16, 2024, but, was forecast to improve at 11 am. It actually cleared out at 10 am – perfect. After a quick look at Charlevoix, the ladies dropped me off at Fresh Air’s office, just down the road from the main terminal at CVX.  I arrived an hour before departure (even though they want passengers to arrive 30 minutes before departure. I was greeted by Lori, who weighed my carry-on bag (I brought my laptop to get some work done in case I got stuck somewhere) and charged my credit card.  I took advantage of the extra time and went back outside to call Island Airways and see how things looked for a return flight later that day. I was advised there was space on the 1 pm departure and that I should be able to get a taxi between airports. If not, they would send someone to pick me up!

There was good news: we had seven passengers so they would be operating a Beechcraft Queen Air on the route – also a new airplane type for me! And since the Partenavia is a much newer aircraft, I figured I would have other opportunities to fly on one. I had tried to get a Queen Air ride in the 1990s on Bemidji Airlines, but the flight was canceled and I never had the time to try it again. 

This Fresh Air Queen Air was powered by Twin Lycoming IO-720 eight-cylinder engines (An Excalibur 800 conversion from the original design). The plane has a very distinct and wonderful sound!

We were transported on a van from their office to their hangar, just south of RW09-27, about halfway down the runway. Their Queen Air in an ex-US Army paint scheme was jacked up in the hangar, so we were assigned to N5078G, painted white with brown trim, and small Fresh Air Aviation titles. We stood by while the cargo was loaded (Fresh Air and Island Airways do a large freight business) and then we boarded through the aft airstairs. I was assigned the right seat, next to pilot Jackson. I think Lori
knew I would enjoy that, and I did!

We departed one minute early and were airborne in two minutes from Runway 27. In addition to the six adults, there was a baby girl (on her first flight!) and a small dog in the row behind me. Cruising altitude was 1,500 feet, and the flight time was 13 minutes. We landed on Runway 27 at Beaver Island Airport (SJX) and were in the blocks three minutes later. I deplaned, took some pictures, and waited in the terminal for one of the agents to return after the aircraft departed for Charlevoix. 

I asked if anyone was going to town or the other airport, and was told no. I was referred to several taxi service phone numbers on the wall. I was calling one of them when a man (he had seen off some passengers for the outbound) walked by and asked if I needed a ride into town. Welke Airport was on the way, so I accepted his kind offer.  I learned his name is also Phil, so we got a kick out of that! He’s a longtime (since 1979) resident of the area and a former private pilot, so we had a nice talk. The 2.6 mile ride took less than ten minutes. I wouldn’t have minded walking, but had to catch the 1 pm departure.

Island Airways was departing for Charlevoix when I arrived, but I didn’t inquire about getting on it. I wanted to look around during the one-hour wait. There was another Islander in the hangar, and some cool 1970s cars in the long-term parking lot to photograph! I recorded the departure, which was good and loud! I checked in and paid the $72 fare. As with the Fresh Air flight, there was no ticket. A steady stream of customers were dropping off and picking up their freight shipments.

Soon the Britten-Norman BN-2A Islander (N80KM, former LIAT- Leeward Islands Air Transport Services) returned from Charlevoix with more passengers, and after it was unloaded, we boarded for my return to CVX.  I was assigned the right rear seat (1B) by pilot Brian upon boarding. 

The man next to me was a business traveler- a healthcare worker from the mainland, returning from one of his visits to care for residents. A couple ahead of us was using this service for the first time, versus taking the ferry. The ferry costs $32.50 per passenger, one way, and takes two hours – that would be an easy decision for me!

We had five passengers and departed seven minutes early, taking off from Runway 27 one minute later. Flight time was 16 minutes and I couldn’t view our altitude. We passed one of the ferries on the way! We made a left downwind arrival to Runway 27, and blocked in at the modern terminal after a two-minute taxi.

I noted that the right seat’s occupant was walking toward another Islander on the ramp – it was Paul Welke, the airport and airline’s owner, who had deadheaded there to pick up an aircraft for another mission!

I was told about this operation by the owner of New England Airlines, another Islander operator, flying from Block Island, NY to Westerly, RI in 2019. I was glad to have finally experienced this operation and highly recommend this excursion if you find yourself in Northern Michigan. I plan to return to Beaver Island to check out the non-aviation sights!

All photographs courtesy of the author.

By Thomas O. Hilditch

When wandering through the streets of Salt Lake City, UT you will inevitably run across the Family Search Library, a genealogical research facility located in downtown on the southwest side of Temple Square. It’s the largest genealogical library in the world with over 2.4 million searchable records on file.

I entered the facility with great curiosity and was interested in what I might find. Working with a volunteer research assistant, I discovered a remarkable trove of documents. Many years of my family history was spread before me in the form of marriage certificates, birth and death documents, visa forms, and more.

In disbelief, I also found a BOAC flight manifest dated December 26, 1953  – a Boeing 377 Stratocruiser, tail number G-ALSD “Cassiopeia” for a flight from London, UK to New York, NY. Prominent on this document, I found myself listed as a four-year-old passenger! My first of many transatlantic crossings. Wow, what a find!!

The Boeing 377 Stratocruiser, developed in the late 1940s, was a luxurious commercial airliner based on the World War II B-29 bomber. Although it offered passengers a comfortable and spacious flying experience, it ultimately faced challenges with operating costs which led to limited production and eventual retirement from commercial service.

Transatlantic flying in those days was an arduous 15 to 20-hour journey with many stopovers.  The first leg would be from London, UK to Shannon, Ireland for one and a half hours. Stopover ground time at Shannon would be an additional one or two hours. The stopovers at each landing were a crucial part of the trip ensuring the aircraft could safely complete the journey across the Atlantic. 

The complexity of the B-377 engines made maintenance and repairs challenging and time-consuming. Specialized training and tools were required, and even minor issues could result in significant downtime for the aircraft. Before take-off, the aircraft would be maneuvered to a holding apron where engines would run at full power for several minutes.  If no problem surfaced the journey could continue. Otherwise, it would return to the terminal, passengers disembarked, and maintenance would resolve the issue.

The next leg of the journey would be the actual ocean crossing This would be an eight-hour flight to Gander, Newfoundland  – part of the London to New York “Great Circle Route” since 1936. A Stratocruiser arriving in Gander would generally have a one to two-hour stopover to refuel and remedy any mechanical issues.  The final flight to New York’s Idlewild airport was an additional four to five hours.

I would like to note that my father, as an RAF pilot, completed a similar journey in 1942 as a youthful 24-year-old. A Lockheed Hudson was a much smaller aircraft than the Stratocruiser and required many more stops. Starting in Prestwick UK he would fly Reykjavik, Iceland – Goose Bay, Labrador – Montreal-Dorval, Quebec – and finally on to New York.  Total flying time was 28 hours.