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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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Windowless Airplanes? Not for Me
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By Micah EngberRecently there has been much discussion about windowless passenger aircraft becoming the wave of the future. Based on the direction society is now moving I’m sure it’ll become a reality at some point. I also suspect that at some time we’ll see windows becoming either luxuries for the rich, or old technology left for the poor. Think about it, we already have windowless offices. Even in many offices that still have windows, those windows are left for the upper class highly paid top executives. The rest of us schlubs work in windowless cubicles and never see outside during a working day. Unless we’re let out for recess.
The kernel of this story was originally written in May of 2013 and many of you may have heard it before, but it has been made relevant again by the thought of windowless travel, and how, at least as I see it, most people won’t even notice. Here’s why.
I was ready to fly Jetblue Flight 607 but it was over an hour late departing Portland, Maine. I wasn’t worried though, I’d already changed my connecting flight in JFK. All was well and I’d just end up in Fort Lauderdale instead of West Palm Beach, really not that big of a deal.
The Embraer E190 was far from full with over 30 unfilled seats. In fact I changed my place from 16A, what was called an “Even More Legroom” seat, to 25A the last row of the aircraft that was completely empty. You see that allegedly premium seat was positioned between windows. How could they sell a premium seat for more money when there wasn’t even a window in that row? How little did I know?
We took off to the west on Runway 29 from PWM and started to bank south at about 1,000 feet. I had this whole row, both sides of it to myself, and there was no one around me. It was the back of the plane, the ghetto in passenger aircraft, but I guess I can be pretty ghetto if I have to, part of my heritage I suppose. My people were the original ghetto dwellers. (more…)
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An Introductory Flight of Frustration
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Following Santa’s directions, for Christmas my oldest son’s wife got him an introductory flight lesson. I can’t remember any gift in the preceding years that left him so excited. An ICU nurse living in the metropolitan Kansas City, it took awhile for the weather to align with his work and family schedules (that happens when you have four kids). But he was patient, and his eager anticipation never dimmed, until he actually made the flight.On his way home from the airport he called in a state of agitated consternation. To summarize our hour long conversation, the intro lesson was much less than he anticipated, and he pelted me with a series of questions whose common denominator was, “Was I expecting too much?” As he stepped through the lesson, if you could call it that, the answer to each question was no. What Santa brought you was not an introductory flight lesson but an hour of flight time for a safety pilot posing as a CFI.
My son described him as a “professor,” of what he didn’t know or say. He was “older than me, but not as old as you, Pops,” which put him somewhere between 31 and 64. And there was very little conversation before the flight. He didn’t ask why my son wanted to become a pilot and how he hoped to use this precious, hard-earned skill once he’d earned the certificate. Nor was there any preflight discussion of what they would do during the lesson. “He checked the oil and said, “Let’s go flying.’” said my son.
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Tactile History at Naval Aviation Museum
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A lot has changed since I last visited the National Museum of Naval Aviation 46 years ago, when I was a student at the Naval Schools of Photography that once called
the Naval Air Station Pensacola, Florida, home. The photo school, and the occupational rating itself, are no more. The Navy merged four jobs—photographer’s mate, illustrator draftsman, lithographer, and journalist—into a new Mass Communication Specialist designation in 2006, and the classic white structure that was its home became the air station’s headquarters. Likewise, time has replaced the museum’s World War II temporary buildings surrounded by the open-air bondage of a dozen or so aircraft (the more delicate examples were inside) with a magnificent structure that should be on the to-visit list of every aviation aficionado.
But the one important aspect of the museum, the one thing that makes it unique among all others with similar collections, has not changed. Aside from those flying suspended from the ceiling, all but a few of of the airplanes on display are within easy reach of the museum’s visitors. Stanchions stand by some airplanes, but no velvet ropes connect them. They stand disconnected to warn visitors that they are approaching something sharp and/or pointy, and to pay attention. (And learning that the F11F-1 Tiger’s wings folded down was one of the many surprises revealed during my visit.) The Navy clearly expects museum visitors to pay attention and respect the small yellow placards affixed to fuselages that say, “Please Keep Off.”
Walking through the timeline of naval aviation history is more like wandering through a clean, well-lighted hangar deck than following a prescribed museum maze. And the rewards are many. It is one thing to read that the wingspan of the Curtiss/Naval Aircraft Factory NC-4, which celebrates the centennial of its historic transatlantic flight next year, is 126 feet, and that the wingspan of the Boeing F4B-4, a frontline carrier-borne fighter during the early 1930s and finished its service as a training airplane in 1941, is 30 feet.
But nothing puts this disparity in perspective more than seeing the fighter under the wing of the flying boat and comparing the wingtip float to the single-seater’s fuselage. For an even greater “holy crap” moment, walk behind the NC-4 and compare the span of its biplane horizontal tail feathers with the biplane span of the Curtiss JN-4 Jenny displayed beneath it. They are almost the same, and the NC-4’s tail looks to have a wider cord. And if you are tall enough, you can peek into the open cockpits. The early biplanes, like the F4B and this Grumman F3F-2, are the most accessible. That tube above the panel that protrudes through the windscreen is the gun sight.
Contemplating the early years of naval aviation, and looking into the aviators’ working spaces, these were surely robust men who were no bigger than the average 21st century middle schooler. Then look at the NC-4’s tail feathers and remember that pure muscle moved these surfaces by direct connections made by cables, pulleys, and pushrods. In today’s aviation era, where an aviator’s inputs are interpreted by a computer and carried out by some form of power steering, I wonder how today’s aeronauts would adapt. Some, perhaps many, would welcome it, because they would be directly involved in the flight. And when you had to hand-crank the retractable landing gear in the F3F and its single-winged offspring, the F4F Wildcat, the effort was so memorable that pilots didn’t forget to raise or lower the gear.What made it memorable, said my father, who flew the Wildcat for his carrier qualifications on the USS Wolverine in Lake Michigan, was the crank’s location on the lower right side of the cockpit. It took some practice, he said, to fly with your left hand and make the necessary 28 turns with your right and not go phugoid during the effort. — Scott Spangler, Editor
