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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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The Ultimate Airline Mileage Run
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It’s been slightly more than a year since I’ve flown on an airliner. I certainly didn’t miss airline travel in the middle of the pandemic, but this summer’s cancellation and delay insanity created an avoidance mindset that’s pale by comparison. If my daughter didn’t live 2,000 miles away, I’d still be avoiding the airlines now that they’ve added unreliability to their bag of tricks. But I digress …
Then Brian Coleman and his buddy Micah Engber approached me with this story … one about essentially trying to fly the longest airline trips possible … and on United Airlines (my favorite airline, not) no less. I had to read the story. Brian, it seems, wants to earn United’s Lifetime Premier 1K status. The airline geeks who attempt this sort of whacky flying call this a mileage run. Brian defined a mileage run as, “A trip taken for the sole purpose of earning frequent flyer miles or points to maintain or bump the traveler up to the next status level. The trip can head anywhere in the world. The destination simply doesn’t matter. In a mileage run, only the acquisition of miles for status is important.”
And why would anyone plant their butt in an airline seat for hours on end … for fun? Read on.
Rob
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The Ultimate Mileage Run
My Journey to United Premier 1K Status: Is It Worth Flying More Than 3 Million Miles?
By Brian T. Coleman along with Micah Engber
As of this moment, I’m 211,847 miles short of having flown 3 million miles with United Airlines. Having spent so much time on United aircraft, I asked myself the ultimate question … would I be willing to fly those final miles just to achieve Lifetime Premier 1K status? I of course say yes. But would you be willing to fly 3 million actual butt-in-seat, miles for the same status? Am I the only crazy one here (my friends think I am!)
Brian Coleman awaits his next flight at LAX Premier 1K status translates into lifetime benefits that include pre-boarding, free checked bags, complimentary domestic upgrades, no change fees – ever, 320 Plus Points, and a few other jewels.
To me though, achieving 1K status is about much more than just perks. I believe in the importance of goals and this has been one of mine since I reached the 2 million mile mark. I also believe the additional lifetime benefits over the life of the Platinum status I currently hold are worth the risks and costs.
About the Money
Lifetime 1K status will cost me approximately $20,000 to fly these 300,000 miles. Excluding periodic sales that I will take advantage of, the two most cost-effective routes for me are Los Angeles to Singapore (SIN – approx. 17,740 miles), and Los Angeles to Johannesburg (JNB – approx 20,870 miles). These routes have the lowest cost per mile.
Route Roundtrip Cost Total Miles Cost / Mile LAX — SFO — SIN (thru San Francisco) $800 17,740 4.50 cents per mile LAX — EWR — JNB (thru Newark) $1,200 20,870 5.75 cents per mile Here’s the arithmetic. The average roundtrip flight should yield me 19,305 miles ((20,870 + 17,740) / 2 = 19,305 average miles). That means I must fly 16 roundtrips. If the average roundtrip economy ticket costs $1,000 (($800 + $1200) / 2 = $1,000), I will spend $16,000 on 16 United tickets. I estimated airport parking, hotels, and miscellaneous expenses will add another $4,000, for a total of $20,000 total for the project.
About the Rewards
In my view of the frequent flyer game, the most important benefit of lifetime 1K status is the United Plus Points that can be used for domestic and international upgrades.
United’s Polaris Business Class For example, when I buy International Premium Plus tickets, I can upgrade 10 segments to Polaris Business Class. That works out to five round-trip tickets every year. I can also upgrade eight International Economy segments to Polaris Business Class … for the rest of my life. That’s four round-trip tickets every year.
On average, an International Premium Plus ticket costs about $1,500. An international business class ticket runs more than $3,500, making each upgrade worth at least $2,000. If I fly four round trips a year, that makes these upgrades worth at least $8,000 ($2,000 upgrade value * 4 trips = $8,000 value). Therefore, my payback will be 2.5 years ($20,000 expense / $8,000 value = 2.5 years).
Happily Journaling
Since the benefits are worth the expenses, to me, I also decided to document my adventures and share what I’ve learned by creating a podcast I called, “The Journey Is The Reward.” On this podcast, my friend, occasional contributor, and Airplane Geeks co-host, my Main(e) Man Micah Engber (he lives in Maine BTW), discusses my experiences on these mileage-run flights. We also share aviation industry tips and tricks, explore hotel frequent guest programs, answer questions from listeners, and generally kibitz about travel, aviation, and anything else that comes to mind during the show. It’s great fun. Now I just hope United doesn’t change the program.
I hope you’ll be inspired to think about your frequent flyer status and how you can use it to your advantage like gaining the various elite status levels and the benefits that come with. Follow along on the journey, as Micah and I document the world’s largest “mileage run” at The Journey Is The Reward Podcast.
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Recommended Reading: Rinker Buck’s Flight of Passage
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Published in 1997, Rinker Buck let the memories of his cross-country flight from New Jersey to California in a 1946 Piper PA-11 age for 30 years before sharing them in Flight of Passage. Like a fine single-malt whisky, time has refined the raw spirit of the 1966 cross-country flight the 15-year-old Rinker made with his 17-year-old brother and new private pilot, Kernahan. The brothers stripped the family Cub to its skeleton and rebuilt and recovered it the winter before they flew it from New Jersey to California and back.Nuance and perspective are the rewards earned through the passage of time, and they are essential ingredients of beneficial reflection of a life already lived. Living in the moment is a fulfilling experience, and in aviation, it is a crucial component of safety. But it does little for appreciation of any flight of passage, especially as they are transpiring in what one might consider the white lightning of life. Over time, details subsumed by more pressing events will surface and become more relevant when viewed through the context of time and subsequent experience.
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ostalgia is another ester of time, especially for pilots of a certain age, those who started flying before the GPS era. The Buck boys traversed the nation in a Cub sans electrical system or radio. Rinker was the navigator. With a shopping bag full of aeronautical charts, he found the way to San Diego using pilotage and, across the trackless desert, dead reckoning. The anxiety resulting from the unpredictable accuracy of flying a course measured with time, speed, and distance, was succinctly clear in Rinker’s writing. And it really made me want to go flying.Every pilot has flights that live in memory for one reason or another. As a student, I was apprehensive of pilotage and dead reckoning because I’m more comfortable with words than numbers. And then, on June 3, 1976, I made a short 1.4-hour cross-country flight from California’s Long Beach Airport (LGB) to Whiteman Airport (WHP) in Pacoima in the northeastern quadrant of the San Fernando Valley using these fundamental navigation skills. I made the flight on clenched cheeks, but when the landmarks led me to Whiteman, and I arrived within minutes of my estimation, taking a step up in self-confidence was my reward.
Since then, pilotage was my preferred form of navigation when VFR. My memory is filled with flights around the Midwest. Most of them were not unlike the Bucks’s flight of passage because I only turned on radios when I had to communicate with ATC. And that’s the great thing about aviation, appropriate to the airspace requirements, pilots can decide how they will interface with technology. Maybe this is why backcountry flying has become so popular, and why new airplanes designed for this realm, like Van’s RV-15, have been overwhelmed by this community of aviators.Unfortunately, pilots today cannot relive one nostalgic aspect of aviation. When the Bucks flew west in 1966, red 80-octane avgas (do you remember that?) was 39 cents a gallon, Rinker writes. Their 85-hp Cub had a 10-gallon wing tank in addition to the 12-gallon fuselage tank, so it cost them $8.58 to top it off, which is, give or take some cents depending on where you live, what a single gallon of 100LL will cost pilots today. –Scott Spangler, Editor
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Words Versus Military Tuskegee Top Gun Actions
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President Harry Truman signed Executive Order 9981 on July 26, 1948. It mandated the desegregation of the US military. Truman stood firm in the face of pushback from politicians and military officers of all ranks from all branches who opposed an integrated military. “I am asking for equality of opportunity for all human beings, and as long as I stay here, I am going to continue the fight,” he wrote in response.The order concluded: “It is hereby declared to be the policy of the President that there shall be equality of treatment and opportunity for all persons in the armed services without regard to race, color, religion, or national origin. This policy shall be put into effect as rapidly as possible, having due regard the time required to effectuate any necessary changes without impairing efficiency or morale.”
The United States Air Force was not even a year old when Truman signed his Executive Order, but its inaugural secretary, W. Stuart Symington, supported it. In December 1949, the Air Force reported that the number of integrated units had doubled between June and August of that year. Ebony magazine wrote that this effort represented the “swiftest and most amazing upset of racial policy in the history of the US military.”
In January 1949, the Air Force held its first aerial gunnery competition, then called Top Gun, at Las Vegas Air Force Base, now known as Nellis, said Lt. Col. James Harvey III (above), in the AARP Reporting for Duty YouTube episode, The Untold Story of the First Top Gun Competition. Now 98, he wears the red blazer of the Tuskegee Airmen, of which he was one, and ball cap embroidered with “1st Top Gun Winner — 1949 P-47.”The competition was open to all fighter groups; they would send their top three pilots and an alternate. The 82nd Fighter Group team flew P-51 Mustangs. The teams from the 27th, 52nd, and 325th fighter groups flew the hot, new P-82 Twin Mustang. The team from the 332nd, Harvey, Alva Temple, Harry T. Stewart Jr., and Halbert Alexander, flew the obsolete P-47 Thunderbolt.
Being phased out of active duty, and with no war to fight, the Thunderbolts competed in a gunnery contest with no gunfights. But the pilots were motivated, Harvey said. Before the team left for the contest, the squadron commander, Benjamin O. Davis Jr., said, “If you don’t win, don’t come back.”The teams would compete in four events: aerial gunnery, shooting at a towed target; strafing a fixed ground panel; dive bombing, skip bombing, and rocket firing. The P-82s of the 27th won the aerial gunnery event with 34.720. Sighting down the Thunderbolt’s nose, and the 332nd was right behind them 32.840.
The P-51s of the 82nd took the lead by winning panel strafing, with the Tuskegee P-47s second. Dive bombing was next, and “No one did good that day,” Harvey said. The positions did not change and the scores of the top two teams were 170.567 to 153.255. Skip bombing was another story. Each member of each member of the 332 team had a perfect score of 6 for 6, putting them in the lead with 353.255.
The 332nd won the final event, rocket firing, giving the team an overall score of 536.588. Behind them were: 82nd 515.010; 27th 475.325; 52nd 253.189; 325th 217.550. When 332nd was announced as the winner, Harvey said, “The room was quiet. No one expected us to win. It was the last time the public would see the trophy for 55 years,” said Harvey, who went on to fly 126 combat missions in Korea and retired in 1965. “Our victory was swept under the rug.”
Historian Zellie Rainey Orr uncovered the trophy and it was put on display at the National Museum of the U.S. Air Force in 2004. Working with the Tuskegee Airmen, AARP’s Wish of a Lifetime learned of Harvey’s story and his wish to visit Nellis and see the 332nd listed first on roster of top gun winners. Working through the Air Force Foundation, AARP realized Harvey’s wish, and on January 11, 2022, a plaque was unveiled at Nellis AFB honoring this historic moment in Tuskegee Airmen history.
Actions speak louder than words in every instance. It took 73 years for the Air Force to recognize the 332nd victory, but the group’s commander, Benjamin O. Davis became the branch’s first black general officer in 1954. He earned his second star in 1959, and a third in 1965. President Bill Clinton awarded a fourth 1998. Tuskegee Airman Daniel “Chappie” James Jr. became the Air Force’s first four star general in 1975, when the branch was just 26 years old. General Charles Q. Brown Jr. became black Air Force chief of staff in 2020, first for any service.Roscoe Robinson Jr. became the Army’s first black four-star general officer in 1982. Admiral Joseph Paul Reason earned his fourth star in 1996. The Marines promoted their first black officer to general when Michael Langley got fourth star in August 2022, just months before the Corps’ 247th birthday. — Scott Spangler, Editor.