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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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Signs of Life at Indiana’s Noblesville Airport
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Drawn to small airports that will not chase me away from the runway’s sideline where I capture the ground-t0-air photos of the homebuilt airplane builders I profile, each is a still-life statement on the vitality of general aviation. All too often it is unequivocally dire, with signs offering airport hangars for rent as storage units for stuff people no longer use, not airplanes.But not at Noblesville, Indiana, Airport (I-80), about 4 miles southeast of its eponymous hometown about 20 miles northeast of Indianapolis, which in 2016 estimated its population at 60,183. Driving between the cast concrete bald eagles that flanked its entrance was a portal to a vital small-town airport that Richard Bach could have written about in his biplane barnstorming days.
A line of lights outlined the east-west runway on the well manicured spring greensward. To the south, new small and medium enclosed hangars flanked a tidy line of open T-hangars. From each poked the nose of an winged puppy patiently awaiting its master’s return. Ahead, an unfrayed American flag before a small white frame building spoke of a middling northeast breeze, which the more distant windsock confirmed.
The structure was clearly older and well cared for. The sign said it was the home of of EAA Chapter 67, and that it would hold its 2018 Pancake Fly-ins on June 9 and August 18. As expected on this Thursday afternoon in late April, the door was locked. AirNav.com said the privately owned public-use airport was unattended. Peeking past the plethora of aviation stickers that adorned the door’s window, the interior seemed clean and tidy and decorated in a style traditionally small airport eclectic.To the left of the door, signs reminded pilots to “ALWAYS! Stop Engine When Loading and Unloading Passengers” and that those passengers should “NEVER! Turn Your Back on a Spinning Propeller.” Finally, “All Children MUST be Supervised at all Times!” Benches and picnic tables and a porch swing by a large shrouded propane grill standing guard over a squad of cylinders ready for coming cookouts suggested that Noblesville was well attended on weekends.
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GOES Gives HD Weather With Little Latency
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Mother Nature’s springtime blizzard that dumped more than a foot of snow over an appetizer of freezing rain and ice encouraged me to spend the weekend indoors. Searching for some clue of how many more courses this banquet of wind and snow she would serve led me to the discovery of NOAA’s newest generation of weather satellites, GOES-R.GOES is short for Geostationary Operational Environmental Satellite. When launched, the satellites are identified by letter, and GOES-R is not GOES-16, aka GOES East, because that is its geostationary perspective of the Western Hemisphere. GOES-S, the second of the four-satellite system that will provide a weather eye through 2036, reached its geostationary home at 22,300 miles above ground level in March 2018. GOES-17, aka GOES-West, is now undergoing testing and calibration, it will begin supplying imagery in May.
Compared to its predecessors, the new GOES collect three time more data, provide four times better resolution, and more than five times faster coverage (about every 30 seconds). Onboard is the first-ever geostationary lightning mapper; the GLM detects the flashes at the tops of clouds day and night and counts frequency, location, extent, and the total number of in-cloud and cloud-to-ground strikes, all critical cues to severe weather.
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New Non-Tower AC: Perfect Spring Tune-up
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Ah, springtime. Any day now it should finally stop snowing. As the snow melts, puddles, and sublimates from airport operation areas, airplanes will emerge from their T-hangar hibernations and start sniffing the sky on sunny weekends. In preparation for these first flights of 2018, on March 13, 2018, the FAA conveniently published the perfect spring tune-up for pilots, Advisory Circular 90-66B. Non-Towered Flight Operations.This should be required reading for all pilots. According the the March 2018 Administrator’s Fact Book, the United States has 5,116 public-use airports. Only 521 of them have control towers. That makes all the rest non-towered. And non-towered is what the 254 airports with contract control towers become when their controllers call it an operational day. Add to this number the 14,168 private airports, and the reason pilots should refresh their data banks on non-tower ops should be clear.
The new AC does an excellent job of it, and the authors deserved high praise for their concise and clear prose. It starts with the title. What would be more clear and concise than Non-Towered Flight Operations? Or consider that the new AC replaces these two: AC 90-66A, Recommended Standard Traffic Patterns and Practices for Aeronautical Operating Control Towers, dated August 26, 1993; and AC 90-24F, Traffic Advisory Practices at Airports Without Operating Control Towers, dated May 21, 1990.
If I may be blunt, regardless of what you fly—jet, engine, bug smasher, glider, anything lighter-than-air, or yourself after leaving some winged confines—read this AC because it covers the operational and communication aspects of all of them at non-towered airports. If you’re feeling all smug about your aeronautical knowledge, draw me a picture of the recommended traffic pattern that safely combines any two aviation activities at a non-towered airport.Then answer me this: Does the non-towered airport you call home (or visit often) combine two or more aviation activities? The two most common combinations are fixed-wing flyers with either gliders or sky divers. And often ultralights are part of the fixed-wing flyers. What’s their pattern look like? If you don’t know or are unsure, click the link at the head of this story. It’s not a long read, just 18 pages with the appendixes. Do it now, in the privacy of your own screen. I’ll never tell. — Scott Spangler, Editor
