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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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Replica DH-2: Modern Military Magnet
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Nestled in a corner of homebuilt parking across from the EAA AirVenture forums campus is the small Replica Fighters Association compound. It’s where I annually visit with friends Dick and Sharon Starks of the Kansas City Dawn Patrol. As usual, they were surrounded by people attracted to their unusual airplanes, like iron filings to a magnet.Both pilots, the Starks fly homebuilt World War I replicas, and Sharon’s Moraine, the movie star (see Fun Flyer Lands Roll in new Amelia Earhart Film) was tied down to a tidy DH-2. A biplane pusher, it was Geoffrey de Havilland’s second design and a RAF fighter that fought in 1915. The encircling crowd listened intently to the story of its creation.
One member of the crowd, a man of medium height, trim, soft spoken, and self-assured, asked about its construction. Later we learned from a friend with him that before Joe Lanni was promoted to brigadier general, he led the F-22 test program and has 800 hours in it. That didn’t matter to the Starks. Joe was a guy interested in airplanes, and that’s always been enough for them. As they do with all interested in the airplanes (like the USAF the Thunderbirds crew who were drawn to the airplanes earlier that day, Dick says), they invited him aboard both the DH-2 and Moraine, where the conversation of their construction continued.
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AirVenture Plans: An Overdose of Happiness
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EAA AirVenture Oshkosh is an overdose of aviation happiness. To avoid the pain (sunburn, swollen feet, and locked-up brain caused by information overload) of trying to do and see it all, a week before I make plans, keeping track of everything in Outlook and then printing out daily schedules.
Being a long-time denizen of aviation publishing, I’m on a lot of media lists, so I start there. It may be my imagination, but in our current economic smack down it seems the number of debut announcements is down. One I won’t miss, however, is the arrival of the Icon A5 LSA at 1030 on Monday, 7.27, and its Seaplane Base demonstration between 1000 and 1200 on Friday, 7.31.EAA’s website makes planning a snap. Browsing schedule, I add eye-catching press conferences, like the Aircraft Diesel Manufacturers Association at 1400 on Thursday, 7.30, to my schedule. I do the same with the forum and workshop schedule. Always curious about Aerial Firefighting, I’ll be at the Honda Forum 7 main stage at 1430 on Tuesday, 7.28. I haven’t missed the FAA Administrator session in decades, so it’s on the schedule for 1130 on Thursday, 7.30.
Along the way I add daily events, like the arrivals and demos of flying machines not often seen, like the Airbus A380, Erickson Skycrane, and White Knight II, aka Eve. Also part of the plan is catching up with friends I see here once a year, like Hal Weekley, a World War II B-17 pilot who flew the EAA’s Flying Fortress into the 21st century. He’s the author of an excellent book, Last of the Combat B-17 Drivers, and I’ll find him at the WearHouse’s author corner. Investing the better part of day to decide what I want to see, do, and learn about at AirVenture gives me the feeling of control, even through I know better. I always remember the words of Dwight David Eisenhower (who never attended AirVenture, but who learned to fly while stationed in Philippines before World War II): “In preparing for battle I have always found that plans are useless, but planning is indispensable.”
In other words, stuff happens. I’ll stumble over something interesting and follow it instead of my plan. So far, this has always worked out for the best. For example, last year my friends and I discovered that my favorite brewpub, Appleton’s Stone Cellar, serves savory, succulent $1 burgers on Wednesday nights. This year we’ll know to save time by ordering three or four right off the bat. At least that’s the plan, if my wife will again agree to drive. — Scott Spangler
PS: We all be hanging out at the JetWhine/MyTransponder Social Media get together at 2000 Thursday, 7.30, in the (ground-bound) RV parking area. Either Rob Mark or I will post more details once the land yacht is moored.
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July 20, 1969: Where Were you?
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I was a teenager in the 60’s which for me translates into a few key trigger points etched in my mind. The day President Kennedy was shot I was in shop class. When Martin Luther King was assassinated, I was off on active duty with the U.S. Air Force wondering what in the heck was happening back in the states. Another of those very clear memories was the night the Apollo astronauts landed on the moon. Since I was at the time stationed at a Royal Air Force station in the UK, it was more than just evening.Neil Armstrong, Buzz Aldrin and Mike Collins entered lunar orbit in the middle of the night in England. Buzz Aldrin and Neil Armstrong touched down about 2 or 3 am as I recall. I watched on a TV in our day room surrounded by everyone else from our barracks waiting to hear the words, “Houston, the eagle has landed.” The room went wild when the words were spoken.
I think back now about what an incredible achievement it must have been using 45-year old technology to send three guys to the moon.
What have we done since that so captured the attention and respect of the world like our space program? For those of you who haven’t heard, the shuttle flights will be ending soon meaning our return to space will be a long way off if it happens at all. To most Americans there seems to be no point. President Kennedy pointed us at the moon not because we necessarily needed to be in space, but to prove we had the ability to muster the minds to make it come together successfully.
What goals do we as a country have that are as life-spanning as these?
I’ve had a chance to meet three of the astronauts personally over the years – Gene Cernan, Frank Borman and Jim Lovell – and each time I shook the hands of a new member of the team I felt special … because they’d done something special. More than special. These guys had cheated death and been to space and returned to tell me about it. That’s precisely what Frank Borman and I talked about (photo above) over lunch one afternoon in a little New Mexico restaurant. He spoke to me of space flight like another pilot swapping lies over breakfast. Boy that was cool. I felt 15 again.
Rob Mark
Technorati tags: Apollo astronauts, the moon, Frank Borman, Gene Cernan, Jim Lovell, President Kennedy, U.S. Space program, Space Shuttle
