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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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A Barely Successful Go Around
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If you’ve already earned a Private Pilot certificate — a PPL they call it in some other parts of the world — you’ll probably remember those final words of encouragement from the government official who oversaw the checkride … “Remember, you now have a license to learn.”That’s instructor lingo for, “No one has enough time to teach you absolutely everything you’d need to know in order to become a safe pilot.” All any instructor can really offer is solid training in line with the airman certification standards and as much extra personal wisdom as possible before they kick you out of the nest. The check pilot’s job is to within an hour or two get a glimpse of your knowledge about what makes an airplane fly — or prevents it — and that you seem to exercise relatively decent judgment. But sometimes, the barest minimum of training is called that for a really good reason.
When I was a newly minted private pilot with maybe 80 hours under my belt, I proved to myself one warm, sticky July afternoon that my practical flying education definitely had a few major gaps. The final few months of my private pilot training took place in an old, burgundy-painted Cessna 150 at Sky Harbor Airport. No, not the one in Phoenix, but a now bulldozed little field of the same name (OBK) just north of Chicago with a single 2,430-foot north-south runway. The field elevation was 680
feet and a graveyard stood ominously just off the south end of the airport, as a warning I often thought, not to swoop too low on final when landing north.If you haven’t tried one yet, some 22,000 150’s were produced by Cessna in cookie-cutter fashion until they introduced the updated 152 in the late 1970s. The original 150 was powered by a 100 hp Continental O-200 motor that was just enough to lift two people airborne with a couple of hours of gas. Luckily for me, as a solo bird, it climbed OK, even in the summer.
One quirk that would become important that July day was the 150’s barn door-like flap system. When commanded, they’d drop to 40 degrees which made the airplane fall like a brick if the pilot pulled the throttle to idle about the same time. For retraction, the spring-loaded switch would bring all the flaps up in a few seconds if the pilot didn’t pay attention. I vowed never to let that get me.
After an hour or so of counting sailboats in Lake Michigan near the Loop that day and surveying areas north toward Waukegan (UGN) I realized it was time to head back and give my pal Tim a crack at the airplane for a few hours. The tollway extension to I-94 ran just north of the airport and was pretty easy to pick out from the lakeshore, as was the big yellow office building then used by Walgreens as a corporate HQ. Sky Harbor sat just south of Walgreens so making my way to a left downwind was a snap for a newly licensed guy such as myself.
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Searching for Navy WASPs
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Among the six naval aviators recommended for command of an aircraft carrier was Captain Amy Bauernschmidt, a 1994 Naval Academy grad and helo pilot who ticked an essential box on the carrier command checklist when she was the first female to serve as executive officer on a nuclear-powered warship, the USS Abraham Lincoln CVN-72. It is an assignment long overdue, and with an idle moment wondered why it took so long compared to the female command achievements in the Air Force.Taking the unique requirements of a floating command out of the equation, was this because the WASPS, the Women Airforce Service Pilots started paving the way in World War II? Did the US Navy have an equivalent, and if not there were no Navy WASPs, did any women fly in support of any aspect of naval aviation back in the day?
Asking Google about Navy WASPs produced about 791,000 results on the many different ships that have been the USS Wasp. Asking about female navy pilots during World War II circled me back to the WASPs. Following Rosie the Riveter led me to a story, “Women at Grumman During World War II,” on the Bethpage Union Free School District website. It said women “would build and repair the planes that American pilots would use for victory [and] some women even had the opportunity to become test pilots.”
Fortunately, the story included a link to another, taken from the November 16, 1943, New York World-Telegram, “Women Pilots Casual About Testing Fighter Planes for the Navy,” by Staff Writer Sally MacDougall. Three women were among Grumman’s production test pilots, who flew F6F Hellcats and TBF Avengers after they rolled off the production lines, Teddy Kenyon, Barbara Jayne, and Elizabeth Hooker.The story didn’t say much about them, other than they all stood about 5-foot-5 and weighed 110 pounds. “Mrs. Kenyon has been flying since 1929. Her husband is a flight engineer at the plant. Barbara Jayne’s husband, Lt. J.M. Jayne, flies fighter Hellcats for the Navy. Her log shows 2,300 hours. Elizabeth Hooker, a brunette in the trio, is a Smith College graduate.”
Following this lead led to Julia Lauria-Blum’s story, “Hellcat Test Pilot: Barbara Kibbee Jayne,” in the Metropolitan Airport News. From Troy, New York, she had a lifelong interest in flying but her parents wouldn’t give her “the official green light to pursue her passion” until she was 21. She earned her pilot’s license at the Ryan School of Aeronautics in San Diego. Facing gender discrimination, she finally found a job back in Troy as the first female instructor in the Civilian Pilot Training Program.
In 1941, Bud Gillies, head of Grumman flight operations, lured Barbara away from the CTPT with a position as the chief instructor at the posh Long Island Country Club. When the war started, she became a Grumman courier pilot, flying parts and people in passenger planes. In spring 1942 Gillies recruited Cecil “Teddy” Kenyon and Elizabeth Hooker, to join Jayne as the first female test pilots of naval aircraft. It turns out that Gillies’s wife, Betty, was also a pilot, and “a member of the Women’s Auxiliary Ferrying Squadron or WAFS.”After the war, Barbara ran a GI training program at her FBO at Annapolis, Maryland. She returned to California in the 1950s and kept flying in her real estate business. “In her retirement, she flew often in Baja California Peninsula and with her friend, Betty Gillies, on a number of fly yourself safaris in South America, Africa, and Australia.” She died at home on October 17, 1999.
The New York Times, in a January 5, 1986 story, “Honoring Grumman and its Hellcat,” Ellen Clear wrote that Grumman employed five female test pilots during the war. She didn’t give their names. But Women in Aviation International’s 100 Most Influential Women in the Aviation and Aerospace Industry said Betty Gillies was a Grumman test pilot before she joined the WAFS, WASPs, and Air Force Reserve.
Timeline provided some more information on Teddy Kenyon. Another New York native who grew up dreaming about flying, she was also flying for Grumman’s courier service. She married Ted Kenyon, an MIT student and barnstormer, in 1926 and earned her pilot’s license three years later. “In 1933, she beat out 28 men and 11 women to win the National Sportswomen’s Flying Championship at Roosevelt Field in New York, and took home a $5,000 prize.” (The author didn’t explain how 28 participated or why they predominated in the “sportswomen’s” championship.) When she died in 1985 at age 71, she was still flying.Google didn’t reveal much about Elizabeth Hooker. New England Aviation History said she bailed out of a burning Hellcat on June 9, 1944. “Miss Hooker came down about a mile from the crash site unharmed except for singed eyebrows.”
In the end, the only thing the Grumman test pilots had in common with the WASPs is that when the war ended, they were all out of their jobs. It would take three decades for women to fight their way into commercial cockpits and for the first females to graduate from military pilot training. The inaugural class of naval aviators earned their wings of gold in 1974 and the first Air Force cohort received their silver wings in 1977. That fall, President Jimmy Carter signed the bill that recognized the WASPs as veterans. But alas, the closest the Navy got to them were three, four, maybe five little known Grumman production test pilots. — Scott Spangler
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An Unexpected Christmas Gift from the Illinois Aviation Hall of Fame
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Unless you’re an aviation history geek or just a pilot who resides in Illinois, you might not have heard of Octave Chanute. I only knew the name early on when I joined the Air Force because there was a Base in southern Illinois named for the famed French-born railroad chief engineer. Early in his life, Chanute became fascinated by flight. He died in Chicago in 1910.
Once bitten by the aviation bug, Chanute was determined in the latter part of the 19th Century to interest others in the hurdles of then-modern aviation. A bit of a writer himself, Chanute corresponded with other aeronautical experts of the time and gathered their insights into a publication, Progress in Flying Machines, published in 1894.According to Britannica.com, “Chanute also organized sessions on aeronautics at the meetings of major engineering societies, arranged conferences on flight technology at the World’s Columbian Exposition in Chicago (1893) and the Louisiana Purchase Exposition in St. Louis (1904), and offered assistance to promising young aviation enthusiasts.” One of Chanute’s early gliders became the foundation of the early design work for both Wilbur and Orville Wright. “No one was too humble to receive a share of his time,” Wilbur Wright noted in 1910. “In patience and goodness of heart, he has rarely been surpassed. Few men were more universally respected or loved.” So around Illinois for sure, Octave Chanute was a pretty big man around campus.
I first noticed Chanute’s name again as an early inductee to the Illinois Aviation Hall of Fame (IAHF). Scrolling through the list I ran across other — somewhat more recent inductees — like my friend, the late E. Allan Englehardt, a retired United captain, CFI, and DPE who ran what was without a doubt the best CFI refresher course known to man. I found George Priester there too. My first assignment as an air traffic controller back in the 1970s was to Palwaukee Airport (now called Chicago Executive), then a private airport owned by Mr. Priester. I still talk to his son Charlie — who somehow managed to pass me on my multi-engine check ride in a Cessna 310 back in the 70s.
Jesse Stonecipher is there too. He ran the University of Illinois’ Institute of Aviation back in the 1960s that I attended for a short time. Famed airshow aerobatic pilot and instructor Duane Cole’s made the list of inductees, as did Frasca International’s Rudy Frasca. Merill Meigs is on the list. You might know him as the name behind Chicago’s Meigs Field (CGX) where I also worked as a controller. While I didn’t know Carl Unger or his “Breezy” personally, I feel like I did because I flew with Carl’s son Rob at Midway Airlines (“Once the pandemics over, I coming down for that Breezy ride Rob”).
My friends Jack Sheridan and Bev Greenhill are on the list, as well as Al Palicki, Howard Levinson, Doug Powers, and even my CFI buddy Lou Wipotnik are on the list of people Illinois wants to remember. Even before they were famous inductees, I knew Bev and Allan, and Howard and Jack and Al and Lou from the Chicago Executive Pilots Association where I’ve been serving as treasurer the past few years.
The Plot Thickens
So you’re probably wondering why you’re reading this history lesson about Illinois Aviation. I was working up to that … I feel a bit awkward admitting it actually. (more…)
