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Confessions of a New Corporate Pilot
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In the Citation III Confessions of a New Corporate Pilot
Life would be sweet, I thought, now that I’d successfully passed my Cessna Citation III (CE-650) type rating check ride (this was a few years back). It meant I’d be flying my first swept-wing jet. Surprisingly, my first day at the new job at Chicago Executive Airport (PWK) would also be the first time I’d been up close to a real Citation III since all the training and even my check ride happened in FlightSafety’s full-motion simulator.
From my research, though, I knew the 650’s cabin was roomy enough for eight, and its rocket-like performance was nothing short of spectacular with a VMO (maximum operating Mach) of Mach 0.85 and 39,000 feet on a standard day. In its day, M.83 was pretty fast. That meant we could make the West Coast out of PWK with four people in the back. I learned quickly, too, that the 650’s awesome performance meant I needed to stay much farther ahead of the airplane than I’d had to in the much slower Citation II (CE-550) I’d been flying in a 12-pilot charter department.
A privately held corporation owned this Citation III and I was the junior of three pilots. The chief pilot, my new boss, brought experience from several other flight departments, while the other pilot, I’ll call him Tom well, I was never really too sure where Tom had come from because the guy kept to himself as much as possible and wasn’t the chatty type. That made three-hour flights long when the entire conversation at FL390 ended with an occasional shrug of the shoulders.
But who cared what one guy acted like, I thought. I was there to learn how to fit into a flight department that needed another pilot on their team. Just like in charter flying, my job was to keep the people in the back happy. I came to know these passengers much better than we ever did in the charter world. These folks sometimes invited the flight crew to their home on Nantucket when we overnighted there.
The Interview
Looking back on this job now though, I guess the 10-minute interview the chief pilot and I engaged in before he offered me the job should have been a tip-off that maybe something was a little odd. But with a four-year-old daughter growing up at home, the chance to dump my charter department pager that always seemed to ring at 2 a.m. beckoned hypnotically.
Cessna Citation CE-650 Corporate line training began right away with me flying in all kinds of weather, where I regularly rotated flying left seat with the chief pilot and Tom. Having flown left seat on the Citation II, I wasn’t brand new to jets, just speedy ones.
After a few months, however, I began to notice a few operational oddities that started making me a little uncomfortable. Some sketchy flight planning and questions I asked were sometimes answered with annoyed expressions. If I appeared not to agree, someone might ask if I’d finished all the Jepp revisions (In those days there were no electronic subscriptions. Updates were handled by hand). I found the best solution for getting along seemed to be to just shut up and fly the airplane. Ignoring those distractions did help me pay closer attention to the little things that made my flying the jet smoother.
Then again … On one flight back from Cincinnati (CVG), I was flying left-seat with the chief pilot in the right. I wanted to add fuel before we left since the Chicago weather was questionable, but the boss overruled me explaining, “We’re fat on fuel.”I didn’t say anything. As we approached PWK, the ATIS reported the weather had worsened, considerably. The Swiss cheese holes began to align when Chicago Approach dumped us early. We ended up burning more fuel than planned. I flew the ILS right down to minimums, but my scan uncomfortably included the fuel gauges every few seconds. After a safe landing, we taxied in with 700 pounds of Jet-A, not much for an airplane that burns 1,800 pounds an hour down low. What if we’d missed at Chicago Executive Airport and needed to run for Chicago’s O’Hare International Airport I wondered? We’d have arrived on fumes. The boss looked at me after we shut down. “Don’t tell me that whole thing bothered you. It all turned out fine, didn’t it?” (more…)
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Remembering Gordon Baxter: Bax Seat was a Flying Magazine Reader Favorite
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(Reposted by request)
Each time I stand near my desk, my eyes naturally focus on the framed cover of the August 1983 Flying magazine. Below it is page 100, the “I Learned About Flying from That” (ILAFFT), where my first column appeared. On it, the author of Bax Seat, scrawled in brown ink, “To my friend Rob Mark. His story, my push. Gordon Baxter, August 5, 1983.”
Many months before, Gordon Baxter had given me the Flying editor’s phone number. When I rang with my brief pitch, all I heard was “yes.” I suddenly had an assignment for my first column. That 1983 issue was the first, but not the last, time my name and stories appeared in the aviation industry’s iconic magazine. That same issue also ran a pilot report about the then-new Cessna Citation III, an aircraft I later added to my list of type ratings. Looking back, there were so many aspects of my aviation career that came to life around Bax and that August 1983 issue, not the least of which was that we became friends.
Gordon Baxter, Bax as he preferred folks call him, helped shape my career as an aviation journalist like no one before him and only a few people since. The author of 13 books, Bax’s own magazine writing career at Flying spanned 25 years. His monthly column, Bax Seat, focused on vivid descriptions of his adventures. It was known simply as “Bax Seat.” Did I mention he was also a long-time radio personality in Beaumont, Texas, another interest we shared.
A Bit of Bax’s Background
I first met Bax in the mid-1970s. He brought his show, his act, or whatever the heck he called his evening of storytelling, to the Stick and Rudder Flying Club at Waukegan Airport. I was a tower controller not far away at Palwaukee Airport. Having been an avid Flying reader since high school, I switched shifts with another controller so I wouldn’t miss the event. Bax captured the audience for over an hour with stories from his flying career and his columns that often alternately “em rollin’ in the aisles” with gut-wrenching laughter and an emotional Texas-guy style that also brought tears to many an eye. Another way to think of Bax’s storytelling night was like an evening of improv but all about flying and airplanes.
Born in Port Arthur, Texas, he learned to fly after World War II following his stint as a B-17 turret gunner. Bax was no professional pilot—just a guy with a private certificate, an instrument rating, and eventually his beloved Mooney. On the back cover of one of his books, appropriately titled Bax Seat, Flying’s Stephan Wilkinson said “Bax tries to pass himself off as a pilot, but don’t believe him. He never could fly worth a damn. But Gordon feels airplanes, loves and honors them in ways that the rest of us are ashamed to admit. And he’s certainly one of the few romantics who can express what he feels so perfectly.” I couldn’t have written that myself, but I, too, felt it.
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Making the Brazilian ATR-72 Spin
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Note: This story was corrected on August 10th at 10:23 am, thanks to the help of a sharp-eyed reader.
Making an ATR-72 Spin
I wasn’t in Brazil on Friday afternoon, but I saw the post on Twitter or X (or whatever you call it) showing a Brazil ATR-72, Voepass Airlines flight 2283, rotating in a spin as it plunged to the ground near Sao Paulo from its 17,000-foot cruising altitude. All 61 people aboard perished in the ensuing crash and fire. A timeline from FlightRadar 24 indicates that the fall only lasted about a minute, so the aircraft was clearly out of control. Industry research shows Loss of Control in Flight (LOCI) continues to be responsible for more fatalities worldwide than any other kind of aircraft accident.
The big question is why the crew lost control of this airplane. The ADS-B data from FlightRadar 24 does offer a couple of possible clues. The ATR’s speed declined during the descent rather than increased, which means the aircraft’s wing was probably stalled. The ATR’s airfoil had exceeded its critical angle of attack and lacked sufficient lift to remain airborne. Add to this the rotation observed, and the only answer is a spin.
Can a Large Airplane Spin?
The simple answer is yes. If you induce rotation to almost any aircraft while the wing is stalled, it can spin, even an aircraft as large as the ATR-72. By the way, the largest of the ATR models, the 600, weighs nearly 51,000 pounds.
Of course, investigators will ask why the ATR’s wing was stalled. It could have been related to a failed engine or ice on the wings or tailplane. (more…)
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How the FAA Let Remote Tower Technology Slip Right Through Its Fingers
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In June 2023, the FAA published a 167-page document outlining the agency’s desire to replace dozens of 40-year-old airport control towers with new environmentally friendly brick-and-mortar structures. These towers are, of course, where hundreds of air traffic controllers ply their trade … ensuring the aircraft within their local airspace are safely separated from each other during landing and takeoff.
The FAA’s report was part of President Biden’s Infrastructure Investment and Jobs Act enacted on November 15, 2021. That bill set aside a whopping $25 billion spread across five years to cover the cost of replacing those aging towers. The agency said it considered a number of alternatives about how to spend that $5 billion each year, rather than on brick and mortar buildings.
One alternative addressed only briefly before rejecting it was a relatively new concept called a Remote Tower, originally created by Saab in Europe in partnership with the Virginia-based VSATSLab Inc. The European technology giant has been successfully running Remote Towers in place of the traditional buildings in Europe for almost 10 years. One of Saab’s more well-known Remote Tower sites is at London City Airport. London also plans to create a virtual backup ATC facility at London Heathrow, the busiest airport in Europe.
A remote tower and its associated technology replace the traditional 60-70 foot glass domed control tower building you might see at your local airport, but it doesn’t eliminate any human air traffic controllers or their roles in keeping aircraft separated.
Max Trescott photo Inside a Remote Tower Operation
In place of a normal control tower building, the airport erects a small steel tower or even an 8-inch diameter pole perhaps 20-40 feet high, similar to a radio or cell phone tower. Dozens of high-definition cameras are attached to the new Remote Tower’s structure, each aimed at an arrival or departure path, as well as various ramps around the airport.
Using HD cameras, controllers can zoom in on any given point within the camera’s range, say an aircraft on final approach. The only way to accomplish that in a control tower today is if the controller picks up a pair of binoculars. The HD cameras also offer infrared capabilities to allow for better-than-human visuals, especially during bad weather or at night.
The next step in constructing a remote tower is locating the control room where the video feeds will terminate. Instead of the round glass room perched atop a standard control tower, imagine a semi-circular room located at ground level. Inside that room, the walls are lined with 14, 55-inch high-definition video screens hung next to each other with the wider portion of the screen running top to bottom.
After connecting the video feeds, the compression technology manages to consolidate 360 degrees of viewing area into a 220-degree spread across the video screens. That creates essentially the same view of the entire airport that a controller would normally see out the windows of the tower cab without the need to move their head more than 220 degrees. Another Remote Tower benefit is that each aircraft within visual range can be tagged with that aircraft’s tail number, just as it might if the controller were looking at a radar screen. (more…)
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Reading the Weather
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It is that time of year when Mother Nature is in a gray and gloomy mood that sucks the Vitamin D out of your soul. The Scots, who know something about unpleasant weather, have a word for it—dreich—that beat glaikit, scunnered, and shoogle as the most iconic Scots word in 2019. Pronounced ˈdrēḵ, it means wet, dull, gloomy, dismal, dreary, or any combination of these conditions. In other words, weather well past ugly and dispiriting.So motivated and looking for something to pass the weekend until the Packers play their make-or-break regular season game that determines their post-season play, I wandered over to the FAA website to see if it had published any new Aviation Handbooks & Manuals. Scrolling through the titles I search for new publication dates or change/addition dates.
When I find a new edition, I download the PDF (this frugal and immediate gratification is one of the internet’s redeeming features) and page through it to see what’s new, what’s changed, and how much I’ve forgotten since I last turned its pages, a date also provided by the publication and or change dates. It may seem silly, but since the internet started providing me with free copies of these fundamental aviation knowledge sources, it is part of my recurrent and knowledge refreshment program.
And if there is something new, it gives me something productive to do on a dreich weekend. BINGO! FAA-H-8083-28 Aviation Weather Handbook — 12/21/2022.
Clocking in at 31.09 MB, the 2022 edition counts 532 pages, more than enough to keep me busy until the Packers’ primetime kickoff on Sunday night. Oh, this is new! The handbook consolidates six advisory circulars in a single-source reference for Aviation Weather (AC 00-6), Thunderstorms (AC 00-24), Clear Air Turbulence Avoidance (AC 00-30), Aviation Weather Services (AC 00-45), Pilot Windshear Guide (AC 00-54), and Hazardous Mountain Winds (AC 00-57).
Hmm, I haven’t read half of these, so this may take more than a weekend. Thankfully, the handbook is subdivided into three parts.
Part 1 provides an Overview of the United States Aviation Weather Service Program and Information in three chapters. Part 2 dives into Weather Theory and Aviation Hazards and explores them in Chapter 4, The Earth’s Atmosphere, to 23, Space Weather. Part 3 explains the Technical Details Relating to Weather Products and Aviation Weather Tools in Chapter 24, Observations, to Chapter 28, Aviation Weather Tools.
One of the nice things about my recurrent education plan is that it lets me start wherever my curiosity says is most compelling. In scrolling through the contents, Section 26.7, Space Weather Advisory, is unknown to me, so that’s where I’ll start. So, if you’ll excuse me…but before I go, I wonder what system you’ve devised to review and refresh your fundamental aviation knowledge. Please let me know in the comments. I’m always looking for better, more thorough and efficient ways of keeping up with aviation’s dynamic knowledge base. — Scott Spangler, Editor
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Every Flight Resolution: Look Out the Window
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Here’s hoping you had a happy Christmas, and that Mother Nature’s preparatory frosty whiteout didn’t deprive you the company of traveling to family and friends. With them on their way home, and the Christmas clutter cleared away, contemplating resolutions might be on your to-do list of New Year’s preparations. If you’re a current and active pilot, might I recommend the recently published Advisory Circular 90-48E, Pilots’ Role in Collision Avoidance.NTSB Safety Alert SA-058 said: “The “see-and-avoid’ concept has long been the foundation of midair collision prevention. However, the inherent limitations of this concept, including human limitations, environmental conditions, aircraft blind spots, and operational distractions, leave even the most diligent pilot vulnerable to the threat of a midair collision with an unseen aircraft.”
The accident that inspired this alert involved two air tour aircraft in Alaska, but the NTSB’s recommendion works for any aircraft that operates in “congested airspace,” like the airspace around an airport—ADS-B with a Traffic Advisory System that “would provide significant advance warning….” Even with such a system, once warned pilots still need to look away from the ADS-B screen and out the window to locate the traffic with the Mark 1 eyeball.
The benefit of ADS-B is that it gives pilots a relative bearing on which they should begin their search. Reviewing the circular’s “Human Limitations Affecting See-and-Avoid” can improve the quality of the visual investigation if pilots address such things as blind spots by moving their head or repositioning a high or low wing to see what’s on the other side of the obstruction.
Avionics aside, the circular reinforces the reality that the human eye is “the most advanced piece of flight equipment in any aircraft” because “the number one cause of midair collisions is the failure to adhere to see-and-avoid concept, efficient use of visual techniques, and knowledge of the eye’s limitations.” Ignoring these aspects of looking out the window are the foundation of visual complacency. As most pilots know, and sometimes learn when it’s too late, complacency kills.
Key to a successful see-and-avoid search are the six conditions on which detecting airborne objects depend:
- Image size—portion of the visual field filled by the object.
- Luminance—degree of brightness of the object.
- Contrast—difference between object and background brightness, color, and shape.
- Adaptation—degree to which the eyes adjust to surrounding illumination.
- Motion—velocity of the object, the observer, or both.
- Exposure time—length of the time the object is exposed to view.
(If you’re really interested in learning more, the Scott Air Force Base Midair Collision Avoidance Pamphlet is more than worth the time it takes to read its 27 pages, 7 of which are dedicated to Scott’s airspace.)
Regardless of a pilot’s visual acuity, whether one is 20/15 or 20/400 corrected to 20/40, every eye needs time to accommodate and refocus on an object once detected. The circular includes an Aircraft Identification and Reaction Time Chart that was, literally, an eye opener—12.5 seconds between seeing the objects and the aircraft reacting to the pilot inputs to avoid it.Then it delves into the other visual challenges pilots should always be aware of. Among them are empty-field myopia, tunnel vision, and the blossom effect, where two aircraft on a collision course appear virtually motionless until they suddenly explode in size, too often when it’s too late to avoid the collision.
And avoiding collisions in 2023 seems a pretty good resolution for all of us, in the air and on the ground whether we’re in an aircraft or some terrestrial transporter heading off to some holiday celebration. So why not make time to click the AC’s link and refresh and expand your knowledge of the components of see-and-avoid. May you all have a happy and safe New Year! — Scott Spangler, Editor
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Nominate a Member of Your Flying Family for a General Aviation Award
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Each of us has a flying family related not by blood or marriage but by the spirit of flight. Recognizing the contribution of an eligible flight instructor, maintenance technician, or FAA Safety Team teacher can be a challenge. So why not nominate them for this year’s General Aviation Award? The GAA board of directors just extended this year’s deadline to December 31, so if you are an industrious elf, you can get it done.The eligibility requirements are pretty straightforward. The nominee must be actively working in the United States and hold a current FAA certificate appropriate to their chosen field. As you might expect, those with certificate actions or civil or criminal convictions are not considered.
Nominated flight instructors must be working in a Part 61, 141, or 142 educational environments. Aviation maintenance and avionics technicians can work under Part 65 or at a Part 145 repair station. Safety Team nominees must be actively involved in the FAA Safety Team.
Start at the GAA website, click on the Nominations tab, and download the GAA Nomination/Application MS Word form. (When you finish filling it out, you upload it on the same page.)
Before diving into the nomination form, discover the guidance offered in the Suggested Reading links: Tips for Writing a Nomination; About Your Aviation CV; Application Advisors; A Judge’s Advice; and Nomination Processing.
In addition to the two-page nomination form, you can upload up to three one-page letters of recommendation, one from a peer or co-worker, one from a client who is familiar with the nominee’s work and contribution to aviation, and one from the nominee’s supervisor (see the website for details). The nominee’s aviation-oriented curriculum vitae, (aka the CV), must be no longer than two pages.
Finally, you need supporting documents or examples for each major item listed on page 2 of the nomination/application form: Professional Activities; Continuing Education & Development; and Pro Bono Service to General Aviation. If the application package does not include clear copies of the nominee’s current US government-issued ID, both sides of the current FAA certificates, and a “photo taken within the past five years, in a professional aviation setting,” the selection committee will request these things should the nominee progress to national judging.
So, if a member of your flying family is worthy of the honor, there’s still time to recognize their contributions in a truly unique way, because your effort is the nominee’s gift, reward, and individual recognition because in all aspects of life, but especially in aviation, actions speak more honestly than words or a quick online shopping interlude. And from all of us here at JetWhine.com, may you have a safe holiday shared with family and friends. — Scott Spangler, Editor