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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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With No AirVenture, What’s Next?
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S.M. Spangler Humans hate uncertainty, so after reading EAA’s early morning email on May 1 that confirmed what many expected, uncounted thousands of aviation-oriented minds posed, in one form or another, an unsettling question, “With no AirVenture, what’s next?”
The honest answer is that there is no certain answer. The future is an ethereal miasma of possibilities good and bad. Only time will tell. In all probability, there will be another AirVenture, but only time—and our mitigation and vaccination of and against the virus will determine when that will be.
For many humans, bred to hair-trigger impatience by a consumer society dedicated to immediate gratification of our immediate wants (assuming, naturally, that we can afford them), this reality will insufficiently fill the vacuum left by no AirVenture in 2020. Pointing fingers at our political foes and blaming them and their allies for one’s individual inconveniences seems an unproductive pastime in a number of online conversations.
S.M. Spangler When analyzed from any pragmatic perspective, EAA made the right decision, they made it for the right reasons, and they made it at the right time. And EAA reinforced the reality that the faithful who have made their annual pilgrimages to Oshkosh are, indeed, family. While it is easy for some to sacrifice strangers to the virus to ensure their economic and emotional survival, that willingness to sacrifice others is harder when those individuals are family.
For those pointing fingers, shoveling blame, and crying for sympathy because no AirVenture has inconvenienced them, they will readily find sympathy in the dictionary. Empathy might be a better emotional response. Consider this: For many aviation publications, especially those that monthly feed the needs of those who fly for fun, AirVenture is where they harvest many of the stories that fill the pages we so eagerly turn throughout the year.
Prudent publications always have a number of stories, ready to go, in the bank because, obviously, stuff happens. But that reservoir won’t last long, let alone a year or more. In finding ways to work with travel restrictions and social distancing, let alone the economic consequences facing all involved, their lives will be truly interesting.
The only living entity that truly has a right to be unhappy with no AirVenture this year is the coronavirus itself. Self-isolation and social distancing have made it harder for the virus to find and infect new hosts. If it was a sentient being, the virus was surely looking forward to what would have been a feeding frenzy every morning and evening at the communal bathhouses that serve the multitudes of aviation pilgrims living in Camp Scholler and the North & South 40s. — Scott Spangler, Editor
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Aviation’s Covid Consequences
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Concentrating on a short-term goal is natural when facing unpleasant restrictions, but these inconveniences pale in comparison to the long-term consequences. What unites both timeframes is the inescapable reality that as individuals, societies, and industries, we are intimately responsible for the consequences of our decisions. With a clear blue sky to stare into, it is a perfect day to ponder aviation’s Covid consequences.
Pilot Shortage to Surplus
Before the coronavirus disrupted our lives, professional pilots were in short supply. Then the airlines parked most of their fleets, and those still flying were bereft of passengers. Many may hope that travel will rebound one day, but that seems unlikely given the growing number of Americans out of work (22 million and counting) and the trickle down delusions that have, since the 1980s, put shareholders and the executives who cater to them (and themselves) ahead of employees and customers.Everyday employees are corporate fodder sacrificed as needed to maintain a corporation’s bottom line, so don’t expect those millions to return immediately to work. It took almost 10 years for them to find work after the great recession, and the economy will start its Covid recovery from a deeper hole.
The airlines will probably dig it deeper. The government just gave the airlines a $25 billion bailout, with each of them negotiating its specific requirements and limitations with the administration. To get the bailout, airlines may not fire or furlough employees until September 2020, so we can expect the pilot surplus to exist in October 2020. They cannot buy back more of their stock (which is how they spent a lot of their tax cut windfall) until September 2021 and cannot reward their executives until September 2022.
User Fees
Buried in the CARES economic stimulus legislation is an Easter egg that gives airlines what they have been working toward for years, relief from the ticket tax that with, the aviation fuel tax, funds the Airport Improvement Program. Perhaps you saw the media releases from aviation’s alphabet organizations warning that aviation’s infrastructure was in peril because the AIP account was quickly being depleted.Seeking a degree of fairness, the alphabets urged Congress to provide fuel tax relief for a time. Congress hasn’t yet responded to this request, but if it agrees, it might open the door wide to user fees. The path to this outcome is in the last tax cut legislations. All of the cuts that benefited the haves are permanent, and those that benefit the less fortunate have expiration dates.
Don’t be distracted by the $10 billion infusion from the DOT. Like the $350 billion earmarked for small business relief, that won’t last long at all. America must still fund its aviation infrastructure long term, and as they have in the past, the airlines will lobby for user fees as the “fairest” solution, if Congress provides fuel tax relief. If politicians really cared about treating those who elected them equitably, they would keep the fuel tax and make the multitude of fees the airlines charge subject to the ticket tax.
AirVenture Anticipation?
With the Covid curve still climbing in Wisconsin, Governor Tony Evers extended the stay-at-home order until May 26. That greatly reduces the chances that EAA AirVenture Oshkosh will happen this year, for a number of reasons.The lockdown and social distancing seriously impedes the site work that typically is kicking into high gear about now. And it precludes the arrival of the thousands of volunteers who make the event work. Also affecting the volunteer workforce is their post-Covid employment status—no matter any pilgrim’s passion, food and shelter come first—and their age. The average EAAer is in the demographic most at risk.
Ultimately, miracles happen, but in this case, only time—with testing and a precipitous decline of new infections and hospitalizations—will tell. Given the ineptitude of the national response to the pandemic….
Making smart decisions is the best way to mitigate the Covid consequences, because in this case, death is the only cure for stupid.
The coronavirus is one of Mother Nature’s many faces, none of them sentient beings that pledge allegiance to any political party or ideology. She works on a long-term timeframe, relentlessly taking advantage of every opportunity to propagate. And when something stands in her way, she mutates to avoid the barrier and continues on her way, blowing raspberries at human hubris. — Scott Spangler, Editor
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Noise NPRM Proposes New Supersonic Airplane Category
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As most of us are coping with the geographic constraints of staying at home, one hopes the FAA did not schedule the release of the NRPM proposing Noise Certification of Supersonic Airplanes [FAA-2020-0316] for March 30, 2020 as an Easter egg or aviation irony. Bu then again, with much of the FAA working from home, which surely gives a greater sense of freedom than when confined in their office cubicles, one never knows.What is certain, however, is that reading the 65-page NPRM was truly enjoyable because it offered a concise narrative arc on the reawakened interest in civilian supersonic flight. In proposing the noise certification standards, the NPRM proposes a new category of airplanes, Supersonic Level 1.
Add SSL1 to your dictionary of aviation abbreviations and acronyms. It has a maximum takeoff weight of 150,000 pounds and a maximum operating cruise speed of Mach 1.8. And the proposed noise certification requirements apply only to the subsonic landing and takeoff (LTO, another one for your dictionary) cycle standards. This proposal does not change in any way the §91.817, which prohibits the creation of sonic booms over the terrestrial United States.
Irony aside, the NPRM’s timing is important because several companies, such as Aerion Supersonic and Boom Supersonic, are developing supersonic aircraft. And their quest for type certificates cannot proceed without first meeting the supersonic noise requirements, which do not now exist.
Many right now are recalling finger-plugged ears as they watched the Concorde take off for its fly-bys at EAA Oshkosh and asking “Huh?” The NPRM explains that Part 36 still includes noise standards for the Concorde, and the Concorde alone. Even though the Concorde retired from the sky decades ago, its type certificate remains valid.
The proposed noise certification regulations are not in any way related to the Concorde standards the FAA issued in 1978. Aviation technology has come a long way since then. Like the military fighters of the era, supersonic flight depended on the fuel-guzzling roar of afterburners. The F-22 introduced the ability to cross the supersonic threshold to supercruise without using afterburner, and that was in the late 1990s. The advancement of airframe and powerplant technology has continued it forward march.So, what are the proposed SSL1 noise certification standards? The limits are quieter than Stage 4 LTO requirements met by most subsonic jets flying today, but they are a bit louder than the current certification level of Stage 5 for the same aircraft weights. This is an allowance for “the unique technologies and design requirements for supersonic aircraft to maintain long-distance supersonic flight.”
When this all will come to pass is unknown. A safe assumption would be that the NPRM is in the cue for its debut in the Federal Register, and that once published, the public will have 90 days to submit its comments. A speedy conclusion is one thing we can count on. Let’s hope we can once again leave the house before the FAA issues its regulatory decree. — Scott Spangler
