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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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Act Now! Send Your Airline Seat Size Comments to the FAA
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If traveling from stockyard to stockyard on winged cattle cars is a fate just shy of death, drop what your are doing right now and click this link to the Federal Register: Request for Comments in Minimum Seat Dimensions Necessary for Safety of Air Passengers (Emergency Evacuation).
The comment deadline is November 1, 2022.
My apologies for the short notice, but I just discovered this request. Attempting optimism, it is my hope that if enough people share their opinions on the evolutional shrinkage of the airline seat that the FAA will abandon its inverse relationship to the evolutionary growth of the average human, especially in America.
I’m not holding my breath, however, because I refuse to wedge my 6-foot-5, 215-pound frame into an airline seat, especially now that I’m older. Closing out my sixth decade on the planet, my 38-in inseam no longer folds up like it used to, and investigating deep vein thrombosis, blood clots often created by extended immobility in cramped environments is not something I’m eager to investigate.
After decades of complaints (not to mention seemingly unprovoked cabin violence that has blossomed during the pandemic), Congress told the FAA it has to come up with rules for airline seat dimensions, including width, length, and pitch. That last one is measured from a fixed position on one seat to the same position on the seat in front of it.
These measurements vary by airline. For the major US carriers, the width ranges from 17 inches to 20 inches. Pitch ranges from 28 inches to 38 inches, with the extra room costing you more money. If you want to learn how much room you will not have before buying your ticket, visit SeatGuru, which lets you explore the configuration of 1,278 aircraft.
Responding to Congress, the FAA chartered the Emergency Evacuation Standards Aviation Rulemaking Committee to gather the needed information. The information included a report of the Civil Aerospace Medical Institute’s simulated emergency cabin evacuations, which certification requirements must be accomplished in 90 seconds after the airliner comes to a complete stop.
In a March 31, 2022 letter to Congress, the FAA reported that “The ARC reviewed nearly 300 real-world evacuation events that occurred over the previous decade. The ARC found the overall level of safety in emergency evacuations to be very high, but made 27 recommendations to the FAA related to how the safety of such evacuations could be improved.”
In late 2019 to early 2020, the FAA “conducted simulated emergency evacuations at the Civil Aerospace Medical Institute (CAMI). In these tests, seat size and spacing did not adversely affect the success of emergency evacuations.” But these were not real-world simulations because “the CAMI tests relied on able-bodied adult subjects under age 60, consistent with regulatory and ethical standards for human testing. As a result, they provide useful, but not necessarily definitive information, regarding the effects of seat dimensions on safe evacuations for all populations.”
It would be interesting to see the results if the FAA selected its simulated evacuation participants from any TSA cattle car queue in the country. With that, if you’ll excuse me, I need to share my opinions with the FAA. I hope you’ll do the same. — Scott Spangler, Editor
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Celebrating Ernie Gann’s Typewriter on His Birthday
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When I returned home from the EAA Aviation Museum to start writing this I discovered that today, October 13, 2022, is Ernest K. Gann’s 112th birthday. This is significant because he owned the subject of my photo session, an Olivetti Lettra 22 ultraportable typewriter made in Ivrea, Italy, one of the most iconic—but least appreciated—artifacts in the museum’s collection. Without this seemingly archaic mechanical machine, we would not have been able to read any of the approximately four dozen titles engraved in brass plates affixed to the typewriter’s shell, a writer’s equivalent of a fighter pilot’s victories.Many of those books stand shoulder to shoulder on a shelf in the “Chicken House,” Gann’s writing studio at Red Hill Farm on San Juan Island, Washington, his home for 26 years. After he passed on December 19, 1991, his wife, Dodie, donated the studio’s content to the EAA Museum, which used photos and other resources to recreate it as close as they could to the last time Gann settled into the worn black leather chair. In the typewriter was the first few lines of a new composition, “In Care of the Postmaster,” whose typescript title page and a few others cover up notes handwritten on pages torn from a spiral bound notebook.
Gann wrote his first book, the Sky Roads guide in 1940, followed by two more guides, All American Aircraft in 1941 and Getting Them into the Blue in 1942, before he started turning his airborne adventures into fiction, starting with Islands in the Sky in 1944. These books, plus Blaze of Noon and Benjamin Lawless were not written on the trim little typewriter on a small table in the recreated Chicken House. Olivetti did not introduce its Lettra 22 until 1949. But it captured the words that composed 20 works of fiction, memoir, and autobiography (not to mention magazine articles and screenplays) from Fiddler’s Green in 1950 to 1989’s The Black Watch: The Men Who Fly America’s Secret Spy Planes.Looking at the empty chair I can clearly see Gann sitting there, referring to his notes and contemplating his next words, or perhaps pounding out the next typescript draft that incorporates all of the revision he penciled into the preceding draft. Perhaps this is only something another word merchant might appreciate. Gann wrote a bit about his writing life in his 1978 autobiography, A Hostage to Fortune. Although he passed before computers became a thing, my guess is that he’d agree that these digital devices are not the most productive writing machines.
Connected to the internet, a computer pushes content into your sphere of awareness, an eager diversion from the creative task at hand. A typewriter, on the other hand, almost addictively draws words and ideas from almost anyone who lays their fingers on the keys. Yes, computers have their place and purpose. But in creating a world of words, Richard Polt, author of The Typewriter Revolution: A Typist’s Companion for the 21st Century, said it best: “A typewriter still has a computer beat when you want a self-contained, secure, lasting, physical writing machine. Turn to a typewriter and you’ll find yourself focusing on writing—the reason the machine exists. You’ll find the impatience and anxiety of your computing mind ebbing away. You’ll gradually stop wanting to be interrupted. You’ll concentrate on the page.”I wonder what aviation would look like today had we not had the inspiration Ernie Gann provided in such works as The High and the Mighty, Band of Brothers, and The Aviator. So, Ernie, here’s to you on your birthday. Thanks for paying attention to the world around you—and for learning how to type. — Scott Spangler, Editor.
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Aeronautical Decision Making: Hurricane Edition
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It seems a safe assumption that the only people who have not yet seen the spectrum of aviation damage wrought by Hurricane Ian are those have endured its torments and await reconnection to their electrical and data grids. The rest of us have witnessed the destruction at almost every turn thanks to our connections to various news and social media networks.Regardless of how Mother Nature has reconfigured a number of airplanes, the question that arises from each of them is What was aeronautical decision-making process that led them to ride out the storm rather than run to some safe roost beyond Ian’s reach? My motivation here is not criticism but curiosity.
Given an airplane’s aerodynamic proclivities, an unsecured airplane is at risk whenever the ambient windspeed exceeds the airplane’s stalling speed. To a point, effective tiedowns will keep an outdoor airplane in place to a point, but when the breeze is blowing 150 mph or so, Kevlar tiedowns or some secret hurricane knot will not keep Mother Nature from tearing their attachments from the airframe.
Staying put seems more reasonable if the airplane lives in a closed structure that meets Florida’s hurricane building codes. But in a number of images of them, their doors were probably removed by flat plate lift they generated as Ian passed through, suggests that they were not totally safe from injury. Yes, tornadoes caused a lot of the damage, but there is a difference between a standalone Midwestern tornado that is rarely more than a mile wide and scribes a single line across the landscape and the tornadoes spinning out of a 150-mph storm that is a hundred miles or more in diameter.
Certainly, those living in the storm’s path had adequate warning, enough time to make a run for it before the weather became unflyable. Even the local news here in Wisconsin provided enough forecast information that getting out of town was advised and recommended. When NOAA hurricane hunters repositioned Kermit, their WP-3D, from its Lakeland, Florida, homebase to Houston, Texas, that seemed a significant action worth uncounted warning words.For some, procrastination certainly played a part in their aeronautical decision making. Given the number of interviews of people who decided to ride out the storm in their homes, self-delusion seems to be another possible factor because almost all of them said, “We didn’t think it was going to be this bad.” Really? Given all the warnings and forecasts shared by every media meteorologist in the nation? Did they think that Ian was some woke weather-guesser conspiracy?
Logically, the only reason for staying put that seems valid is the airworthiness of the pilot or aircraft. In this situation, other considerations are more important than an airplane. If there are others I am not aware of, please share them in the comments. I’d really like to know because this information goes into the decision-making database I’ll draw from should I face a similar situation. Ultimately, making the correct decision is important because, after we make them, we are fully responsible for their consequences. — Scott Spangler, Editor