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  • Confessions of a New Corporate Pilot

    by

    Robert Mark
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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…)

  • Remembering Gordon Baxter: Bax Seat was a Flying Magazine Reader Favorite

    by

    Robert Mark
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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.

    (more…)

  • Making the Brazilian ATR-72 Spin

    by

    Robert Mark
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    danilosantosspotter

    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…)

  • How the FAA Let Remote Tower Technology Slip Right Through Its Fingers

    by

    Robert Mark
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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…)

  • Gazing at the Aerospace Forecast Crystal Ball

    by

    Scott Spangler
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    forcastIt’s been so long that I don’t remember when I started reading the FAA Aerospace Forecast, but I anticipate each update with eager curiosity, and the FAA just released its crystal ball for Fiscal Years 2019-2039. What interests me most are the general aviation prognostications because until flight time is no longer the universal measure of “experience,” GA is the womb where pilots pay their dues, making it the unrecognized host for commercial operations that sustain their bottom lines by suckling the sacrificing passions of general aviators.

    But this situation, where general aviation pilots who want to fly for a living, will eventually cease to exist, and commercial operations in need of pilots (if that need continues in the burgeoning era of unmanned aircraft) will have to—finally—start paying for the ab initio training of their applicants. And they will without harming their bottom line. Another fee imposed on their cattle, ah, customers, it will surely make them more money.

    General aviation once was the robust member of the aerospace family. Over the past several decades it has been disappearing, like the angels share of a fine whisky or bourbon aging in a seemingly watertight barrel. Each Aerospace Forecast that preceded this one measures the present and future loss. This could change, I suppose, but our culture has changed and general aviation has become a niche activity, like those who ride motorcycles. Ask Harley Davidson about its consequences.

    This trend seems to be continuing, according to this latest forecast. The Forecast Highlights pitches some spin: “The long-term outlook for general aviation is stable to optimistic, as growth at the high-end offsets continuing retirements at the low end of the segment.”

    Image result for cessna business jetsBefore the paragraph ends, the FAA defines its spin. “While the steady growth of GDP and corporate profits results in continued growth of the turbine and rotorcraft fleets, the largest segment of the fleet—fixed wing piston aircraft continues to shrink over the forecast.”

    It is probably unfair to label this as spin because “general aviation” is a catchall category for all aviation that’s not commercial or military. But it is equally unfair to compare piston-powered airplanes owned, rented, and flown by individuals with corporations that operate essential turbine transportation tools. Maybe it’s time to make a new, separate category for corporate aviation, because it, like the airlines, also suckles the womb of the low-end pilot population.

    Or we will just have to redefine our mental picture of what general aviation is. The Aerospace Forecast outlines it in the General Aviation chapter: “The active general aviation fleet is projected to remain around its current level, with the declines in fixed-wing piston fleet being offset by increases in the turbine, experimental, and light sport fleets.”

    Over the forecast period, the FAA predicts the fixed-wing piston fleet will shrink by 25,645 aircraft. “On the other hand, the smallest category, light-sport aircraft, (created in 2005), is forecast to grow by 3.6 percent annually, adding about 2,890 new aircraft by 2039, more than doubling its 2017 fleet size.” The disparity of those two numbers is, by the way, one definition of a niche.

    Let’s close with a bit of cognitive dissonance. The Forecast attributes the piston decline to “Unfavorable pilot demographics, overall increasing  cost of aircraft ownership, coupled with new aircraft deliveries not keeping pace with retirements of the aging fleet.”

    What’s dissonant? What difference does the delivery of new aircraft make when the “unfavorable pilot demographics” is shorthand for a shrinking number of older aviators and the cost of aircraft ownership will increase no matter its category or class. Stir gently with the income disparity in our society, and what image of general aviation do you see in your crystal ball? — Scott Spangler, Editor

  • Sunny Sunday Easter Airport Survey

    by

    Scott Spangler
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    Survey-17Spring in Wisconsin came with the Easter Bunny. With sunshine and temperatures climbing above the 40s for the first time, and shooting for the mid 70s, it seemed the perfect day to go flying. Curious to witness whether others were so inspired, after lunch I set out on an impromptu Sunny Sunday Airport Survey.

    Riding a 120-mile triangle, I’d visit Brennand Airport (79C), a privately owned, public-use airport in Neenah. Then it was off to the Waupaca Municipal Airport (PCZ), with a finish line at the Wautoma Municipal Airport (Y50). They had three things in common: no control tower, paved runways, and service to a small town. They also had one more thing in common; as I approached each of them in turn, I saw no airplanes flying to or from them.

    Brennand Airport

    Survey-1Nearly a dozen cars filled the parking spaces outside the two-story airport office with its unique twisted brick pillars that support the second-floor deck. The only person I saw was a young man, MJ, sitting in an Adirondack chair out front. With self-service fuel, I didn’t think he was a line person, but maybe he was one of a dying breed, the airport kid. His answers to my questions whether anyone had gone flying today led me to believe this was not the case, but he thought he’d heard an airplane takeoff earlier in the day.

    Heading to the far end of the line of hangars in search of other aeronautical humans, I passed the airport’s open maintenance hangar. Perched in the doorway was a flashy RV-10. Behind it was a Robinson helicopter, and behind that a decowled Cessna. As I passed, a gentleman said I was welcome to come in and look around. I promised to stop in on my way back.

    Survey-3Only two of the 25 hangars had their bifold doors lifted slightly to form ventilating isosceles triangles that seemed to be pointing at the windsock on the other side of the runway. Both of them were homes to Cessna 150s whose owners were silently at work. The second 150 was wingtipless, and it shared the space with on old Cessna 172. Through the door’s open apex I could see that it was red and white and that it wore two venturis on its right flank.

    There were cars parked between two other hangars, one a Ram pickup with AOPA Aircraft Owner sticker on its back window, which suggested that its owner was winging his or her way to an Easter assignation. There was no car next to the door with the hangar nameplate that bore the resident’s name and the lithographed scribe of a homebuilt Acro Sport II. Pity. Today was prime open cockpit biplane flying weather.

    Survey-8Stepping through the maintenance hangar to the office, to my right was a magnificent two-lane aviation-themed bowling alley. To my left, just past a short alcove, was an open-plan lounge and commercial kitchen, with an island covered with a tasty looking meal. A crowd three generations strong were making their way to the ally, when a kind woman said hello. Colleen Mustain, who owns the airport with her husband, Keith, said the gathering was an Easter party with their kids and grandkids. After introducing me to her husband as he passed, I said I didn’t want to intrude. It was no problem, they said, and I was welcome to come back any time. You can count on that.

    Waupaca Municipal Airport

    Survey-10A Cessna 172 and Piper Tomahawk were tied down on the ramp at Waupaca, and the pilot of an old straight-tailed Cessna 150 was reading the instructions at the self-service fuel island. While he was reading, a bright yellow Stinson 108 with red trim worked its way around the island and found a place on the ramp, taking the Tomahawk’s place as the man and women in it taxied to the other side of the fuel island. Finally, someone was putting the beautiful spring day to proper use.

    In the terminal, a young man with long hair sat looking out at the ramp from the office’s bay window. Patrick, who works for Beth, the contract airport manager, had the weekend duty. He’s been working at the airport for about a year, and when he’s not working, he’s “doing homework.” Such is the life for a student at Weyauwega High School. His dad, Brian, has the contract to plow the ramp and runways, and made the suggesting that a job was a productive use of free time.

    Survey-14Patrick said the airport had a pretty busy weekend, with more than a dozen visiting airplanes. Most of them, he guessed, had flown into town for Easter visits. While we talked, a man entered the lounge and stretched out on the couch. Bob Harvey was local, he said, having flown in from his home strip in the Stinson. He has a Piper Vagabond there to keep it company. “I’ve also got an RV-10 that I keep here in the northwest hangar.”

    Out for a short jaunt because it was a nice day, in chatting about flying he said that one of his flying friends had just passed. We agreed that in this chapter of our lives, this event was becoming more common and it made our adventures even more special. The loss was particularly poignant for Bob because his friend joined him for extended trips to the mountains and other regions in the RV. Quickly turning to happier topics, he gave me a bundle of other airports and activities to investigate on my next airport survey.

    Wautoma Municipal Airport

    Survey-28The airport is just past the south edge of town. A large hangar with a For Sale or Lease sign greets those heading to the terminal. The parking lot was empty. Walking back to the hangar for sale revealed that at one time it was home to an operation that catered to ultralight and light aircraft. The middle section of the sign, bearing the majority of its name, was missing. On the left third of the sign was a single-seat ultralight pusher, a make and model unknown to me. On the right third was the image of a composite Quickie Q2.

    Continuing my circumnavigation of the hangars, I passed the EAA Chapter 1331 hangar with its covered grill and open picnic tables, and crossed a newly asphalted ramp and a new self-serve fuel island. Walking among the cluster of new and well-kept hangars, I saw only two vehicles. I met Larry, the owner of the late-model white pickup, in the terminal’s flight planning room. He said he was “a snowbird from Florida.” He was dropping a load of stuff in his hangar before he returned south. Asking what he flew, he said a Cessna 172.” Wishing him a good flight, he said he was going commercial. “I leave the airplane here.”

    Survey-30Asking if there had been any activity at the airport this day, he said it was a sleepy town, and “no one is flying today—it’s Easter. Besides, it’s too windy.” Pointing at the weather station screen over his head, the wind was blowing a steady 14 knots from the south. It wasn’t much of a crosswind component, but maybe if you hadn’t flown all winter….

    It was a semi-sad finish to my survey. Surely there was more activity than this, and if not, I wondered about the economic sense of each airport’s aircraft owners. Maybe it’s just my frugal tendencies, but I can’t see the fixed-cost rationale of hangar rent and insurance for an airplane you rarely fly.

    Survey-36A more positive observation is that all three airports are tidy and well kept. Given the harsh winter and an April snow dump, patches and mounds of which are just now returning to grass greening liquid, this surprised me. Despite the lack of sunny Sunday activities, each of the airport’s operators is keeping their aerodrome in top shape, ready to welcome all comers. — Scott Spangler, Editor

  • Aviation Records Note Seasonal Transitions

    by

    Scott Spangler
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    For many, Florida’s Sun & Fun fly-in announces the commencement of flying season in every new year. A better transition from one flying year to the next is the National Aeronautic Association’s springtime announcement of the previous year’s most memorable aviation records.

    What makes them so eagerly anticipated are the unpredictability of their number and the focus of their accomplishments. Perhaps more importantly, they highlight the rewarding diversity aviation bestows on those who invest their lives in it. There is no better example of this than The Most Memorable Aviation Records of 2018.

    The first two memorable records cover the spectrum of fixed-wing aviation, the speed of a glider over a 500-kilometer out-and-back course—158.3 mph—and the speed of a business jet—631.80 mph—over a recognized course, Seville, Spain, to Abu Dhabi, UAE.

    There was nothing but blue skyAnd how did I not hear about Daniel Gray setting a new C-1b time-to-climb record in a Harmon Rocket IIA powered by a 650-hp rotary engine? From a standing start in Oxnard, California, he needed less than 100 seconds to reach 3,000 meters, or 9,843 feet, and beat Elliot Seguin’s old record of 1 minute,  59.5 seconds.

    Google provided just two stories on the record, one a post on Van’s Air Force, and another on Digrantrara.com, which revealed at the end of the page, that it had copied from Air&Space (and I wonder why Google didn’t lead me to this story in the first place).  This effort is certainly on my learn-more list. Who would have imagined a new record powered by a twin-rotor Mazda rotary engine mated to the tail rotor drive of a Bell 47 helicopter?

    The absolute altitude record of 74,334 feet the engineless Perlan 2 set last September over Argentina didn’t slip by me. One wonders, will be 2019 be the year this record-setting glider achieves its 100,000-foot goal?

    It is this unpredictability that makes each spring’s record announcements like Christmas (either early or late, depending on your predilection).  Learning that there exists a record Class G-2 for vertical formation skydiving is much better than getting a pair of racy socks. And how do you measure the preparation and discipline it takes for 42 jumpers to rearrange themselves in four sequential formations while falling to earth head down?

    And sometimes you get what might be a peek at the future. Last July, John McNeil set a distance goal and return for a remote control model and set a record of 33.9 miles, bettering the old record of 31 miles. Some may snigger at a record set by an RC model, but what might this Logo 600SE electric-powered helicopter have to offer those working on full-scale electric flying machines? — Scott Spangler, Editor