Innovative Aircraft - Cessna Citation Longitude

Cessna Citation Longitude -
photo courtesy of AINOnline.com

Cessna’s newest, biggest jet is the Citation Longitude. The swept-wing Longitude has the roomiest cabin and the longest range of any Citation jet. Longitude will have a range of 4,000 miles.

The cabin will have a flat floor and six feet of headroom, and will seat eight in double club seating. The cabin also features a galley, a spacious lavatory and a large baggage area.  The Longitude is manufactured in Wichita, Kansas.  The engines on this aircraft are said to be industry leaders in fuel-efficiency, weight and manageability.

At 86-feet wide and 87-feet long, the Longitude is expected to be in service by 2017.

Have you flown on one of the other 9 members of the Citation family of aircraft?  Which ones and what features of these Cessnas did you enjoy?

Aircraft of Our Lives: AS-202 Bravo

We will be running occasional posts in a guest series entitled "Aircraft of our Lives," featuring the favorite aircraft of pilots from around the globe.  Today, Etienne M. shares his about his favorite aircraft.  Etienne is an Air Traffic Controller ARR/DEP in Geneva (LSGG), Private Pilot, and fan of the New England Patriots.  Enjoy today's flight on the AS-202 Bravo.


The sun was shining on this cold December morning as I was filing my VFR flight plan from Sion (LSGS) to Lugano (LSZA). It was 2009, and I was enjoying a full month of flying in Sion as part of my training to become an Air Traffic Controller in Geneva. Skyguide, my employer, believes it is a good thing for its trainees to learn the basics of flying, and I couldn't agree more!

AS-202 Bravo

We had two AS-202 Bravos at our disposal, HB-HFH and HB-HFK. The Bravo - no connection to the Mooney M20 whatsoever -  was designed and manufactured by Flug- und Fahrzeugwerke Altenrhein (FFA) in eastern Switzerland as a trainer/aerobatics aircraft from 1969 until the early 90s. About 220 have been built, and most are still in use in flight schools. The Bravo offers two seats side by side in front, and an optional third seat in the back. Its fixed landing gear allows her to withstand some quite hard landings by the student pilots, but she is quite easy to handle, making such happenings a rarity. The Bravo behaves differently from the Cessna 172 I had flown in some previous flying experiences, so some adaptation time was required. She is equipped with a stick, and there is a throttle conveniently located on the left side of the cabin. This design proves to be very useful in the aerodrome circuit, as the pilot can fly "Hands on Throttle and Stick" very comfortably. The low-wing offers very good maneuverability while maintaining a good level of stability. The huge bubble canopy provides a great view of the surroundings, even to the rear. It really is a fun airplane to fly for training and sightseeing.

Sion airport is a wonderful place. It handles lots of GA, a growing number of business jets and a few airline flights during the winter. On top of that, it is a military base used by Swiss Air Force Tigers, Hornets and Cougars. The beautiful landscape - surrounding mountains over 10000ft high - makes it an aviation enthusiast's dream!

Bravo in-flight

This will be the first time I cross the Alps to go to the south, and I'm excited. Sion Ground clears us to hold short of Runway 25, intersection Bravo. After the run-up, we contact Sion Tower, and we are cleared for take-off. Power set, I release the brakes and the propeller drives us through the cold air: we are airborne! We climb on downwind before exiting the CTR to the east of the valley. The winter has painted the whole landscape in white, and no clouds are in sight. We keep climbing to 12500ft in order to tour the Matterhorn at a reasonable altitude. Since we are pretty heavy, the rate of climb is quite modest, and the Bravo is letting us know that we're not going to get much higher than that! The mountain appears to us in all its majesty. Its shape and surroundings are breathtaking, and it deserves to be known among the most beautiful things on this planet. It is with much respect that we wander around it for a while, before setting course to the Simplon Pass.

The Simplon Pass appears under our wings as turbulences start to make themselves felt. The Bravo is shaken quite a bit, but she keeps us bravely high above the ground. You're never too cautious when overflying a pass, as downdroughts can be pretty strong. There is a building down there, managed by Canons. You can find shelter there if you're into alpine skiing or just to find some peace away from the city. On the other side, there is Italy. I initiate the descent into the valley, and the Bravo takes advantage of gravity to accelerate a little. She definitely is not a Mooney by any means, but she's my beloved airplane, and right now, it is the most beautiful in the world. The huge canopy gives me a wonderful sight of the surroundings, and down the valley I can already see Verbania, a jewel of a city right next to the Lago Maggiore, or Great Lake, in Southern Switzerland. In this part, the spoken language is Italian, as opposed to French in the West, and German in the North. This may seem weird to many, but the Swiss take great pride in being able to make such diverse cultures and languages work together.

Matterhorn, The Alps, Switzerland

A few minutes later, we prepare to enter Lugano CTR via point W. Lugano is a small regional airport not far from the Italian border, where you can see mostly Saab 2000s and other turboprop aircraft. The approach for Runway 19, which is in use today, is quite tricky due to the height of the circuit. The Aerodrome Reference Point is at 915ft, and the circuit for aircraft up to 3000kg MTOW is at 2600ft. There is a high hill just below on the right on downwind, so we must maintain this altitude strictly. During the base turn and final, over 1600ft must be lost before touchdown. It is very important to be well configured and at the right speed, or else a go-around is a certainty. Luckily for me, my instructor has briefed me well, and keeps insisting on these points during the approach, so I'm able to land the Bravo softly, still a bit further than the desired touchdown point...

Sadly, we don't have much time to enjoy the Lugano sun, we've got to fly back to LSGS. We head swiftly to the "Bureau C" to pay the landing fees (yes, they are expensive in Switzerland) and back to the plane we go! No need for refueling, as we took enough Avgas in Sion for the return trip. This leg will take us north to overfly Lodrino, Ambri and the Nufenen Pass, then the Aletsch Glacier before landing in Sion. This time, the wind will be blowing against us, so the Bravo will need to work even harder.

I apply full throttle when cleared for takeoff, and as we leave Runway 19 the Lago di Lugano appears under our wings. In case of engine failure, we don't have many options other than attempting a "Sullenberger". Luckily for us, we won't be practicing this impressive feat today. The engine roars to perfection, and as soon as we can we turn left to the North to exit the CTR in the direction of Mt Ceneri. Just like during the first leg, we won't be entering any controlled airspace. The terrain is high, and airspace Charlie only starts at FL150 in this area. No need to contact the flight information service either, because the radio waves would have difficulties to meet us anyway. So it is in airspaces Golf and Echo that we wander around, climbing with difficulty up to 13500ft at some point. The navigation is made quite easy, as we are following a valley north-eastbound. The only tricky part is to identify the right pass at the end of the valley, because a mistake would be costly then. If we take a wrong path, the Alps are wide, and there aren't many adequate terrains to make a precautionary landing, or worse, an emergency one.

Aletsch Glacier

With the Nufenen Pass in sight, I set course to the Aletsch Glacier. A few nautical miles later, it appears to my enchanted eyes. It is so magnificent, so peaceful and yet mighty and dangerous... Parts of it look very flat, others more bumpy. It is so huge! This is something a pilot must see once, although with proper altitude clearance.

After a few minutes of enchantment, it is time to head back to Sion. The descent is pretty steep, and entry point Echo 1 gets there sooner than I expected. The speed went way up during descent, and things are starting to pile up in my student pilot's little head. Flying, checking, briefing, communicating... Echo 2 is there, and the nice ATCO clears us for a straight-in approach. The long runway appears reassuring, and I calm down. On the right, the beautiful castles of Valère and Tourbillon, up on the hill, watch me bring the Bravo softly back to earth on Runway 25, exhausted but so happy. This was an incredible morning, and the things I saw I will remember for a long time. I can't wait to go back up there!

Have you ever piloted or flown in an AS-202 Bravo?  Or, have you flown over the Swiss Alps?  Share your stories and photos with us about this beautiful country and landscape! 

Aircraft of our Lives - Piper Super Cub

We will be running occasional posts in a guest series entitled "Aircraft of our Lives," featuring the favorite aircraft of pilots from around the globe.  Today, Len Costa has been piloting anything with wings, and some without, for the last 15 years all over the USA, Canada, and Mexico. He blogs about aviation technology at ThePilotReport.com in addition to hosting the Stuck Mic AvCast, an aviation podcast about Learning to Fly, Living to Fly, and Loving To Fly. For opportunities to work with Len, he can be reached via email at ThePilotReport@gmail.com.  Enjoy today's flight on the Piper Super Cub.

As a kid becoming a pilot wasn't really my thing. Nope, I had higher goals. Goals that would literally take me beyond the stratosphere and into space. Space wasn't just the final frontier, it was my frontier because for as long as I can recall and I wanted to be an astronaut.

Looking into the job postings for astronaut applicants on NASA's website made me realize that my desire to fly in space would not come to fruition. Not because I wasn't capable, but honestly because I wasn't interested. A core part of the job is to have a doctorate degree in science or mathematics and quite frankly I had no desire in those fields. Dream shattered. Or maybe not...

While I never did become an astronaut the wonder of flight didn't escape me all together. I opted for a more earthly endeavor, still flying related, when deciding to take fight lessons after experiencing my first small pane ride. It happens to be strange fortune that my family and I would be visiting the local airport one afternoon when the Experimental Aircraft Association was hosting a Young Eagles day.

Young Eagles is a program that shares the joy of aviation with children between the ages of 8 and 17 all provided by volunteer pilots in their personal aircraft. On this fateful airport visit, I would experience that; a ride in an experimental Lancair 320. With its sleek, clean lines, and Ferrari like speed, I was in love.

Following that day I began to find ways to start accumulating flight hours and taking lessons when I was 15 years old, enjoying flying so much, a career in aviation seemed natural. While I wasn't old enough to drive a car, I was flying airplanes and would end up being the only high school graduate who was an FAA certificated pilot. I had been bit by "the bug" and began pursuing all the necessary flight training requirements to become a Commercial Pilot and eventually an airline pilot.

Now most people might think that my favorite airplane to fly is the jet at work simply for the fact that it's a jet. More power, more speed, better capabilities, who couldn't love that? While I enjoy the jet, my real passion is flying general aviation aircraft. And it wasn't until recent that I could even say I had a favorite flying machine and only a trip to Alaska could show me this other world of possibilities.

My old flight student that I taught how to fly had moved onto a career in aviation as well. His dream was always to buy an airplane and live in Alaska. He succeeded! His aircraft of choice, and common fixture of the Alaskan landscape, is the Piper Super Cub; the Alaskan SUV, or super utility vehicle.

Like many Super Cubs in Alaska, this one is tricked out with a special climb propeller to produce more thrust for taking off allowing you to operate into smaller than usual landing spots. Nope, not airports, landing spots. Be it a gravel bar, mountain top, or glacier. But in order to use these off-airport locations, no stock tire would suffice. Enter the bush wheel; a large, treadless, balloon like tire that not only gives the aircraft clearance from ground objects in the bush, but also acts as a soft cushion absorbing the rough imperfections of a land-anywhere location; rocks, brush, rough terrain, just about anything.

So there I was, my first time in Alaska and excited for what flying adventures were ahead of us. Everything from landing on river gravel bars, to glaciers for camping, and even the summit of Mt Susitna where the only way in was by bush plane. You've haven't lived until you see a place you want to explore and then land, airports not required. And Alaska would be just that, the land-anywhere, do (almost) anything, aviation heaven. The place most pilots dream of.

So how does one land on a mountain top with sloping hills and no runway? Carefully. You make a few low passes first to inspect the landing area looking for debris, obstacles, whether the surface is hard enough if recent rains have passed through, in addition to determining which direction the wind is blowing to plan as normal a traffic pattern and approach to landing as one can.

And that's exactly what we did on the northeast face of Mt Susitna. Our purpose? To pick wild blueberries from the mountain top brush. No joke! So tell me, who couldn't love flying let alone in a Piper Super Cub, my favorite, highly capable, play date.

The Aircraft of MDT: VC-25

Welcome to the fifteenth and final regular installment of The Aircraft of MDT. In this series we have taken a look at some of the aircraft that you may spot flying to and from Harrisburg International Airport.

SAM 28000 practicing touch-and-goes.
Note the bulge of the aerial refueling port on the
aircraft's nose.

Although the largest aircraft that flies to and from Harrisburg International Airport on a day to day basis is the A300-600F, the runway is capable of handling any plane in the world. That capacity, combined with minimal congestion and proximity to Joint Base Andrews, makes MDT the ideal spot for the president’s pilots to come practice routine maneuvers.

Often referred to as “Air Force One,” the two aircraft that serve as the primary mode of long distance transport for the President of the United States only officially bear that designation when the president is actually aboard, as does any U.S. Air Force aircraft carrying the president. Similarly, a naval aircraft carrying the president takes the call sign “Navy One,” an army aircraft, “Army One,” etc.; a civilian aircraft carrying the president is designated “Executive One.” When the president is not on board, these aircraft are typically referred to by their tail numbers: 28000 and 29000.

Officially known as the VC-25A, the presidential planes are heavily specialized modifications of the Boeing 747-200 airliner. Boeing Commercial Airplanes introduced the 747 in the late 1960s. At the time, air travel was growing in popularity and airport congestion was becoming a problem as more and more flights were added to accommodate passenger demand. To alleviate this congestion and increase their passenger load, airlines sought a jetliner larger than those currently available. Pan American Airlines collaborated heavily with Boeing on the design of the 747 and was the aircraft’s launch customer, placing an order for 25 in 1966 and taking delivery of the first plane in January of 1970. Able to carry more than 350 passengers and crew, the 747-100 was two and a half times the size of the Boeing 707, one of the most popular airliners of the era.

SAM 28000 with Three Mile Island
in the background.

When the 747 was under development, conventional wisdom was that subsonic airliners would soon be replaced by supersonic counterparts. To guard against this eventuality, Boeing designed the 747 to be easily converted into a freighter, supposing that when passenger air travel went supersonic, subsonic aircraft could still thrive in the cargo market. The industry-wide changeover to supersonic never materialized (Boeing canceled plans for its own supersonic transport in 1971) and the 747 has proved to be very successful, with over 1400 aircraft across numerous variants delivered to date. Thirty three years after its maiden flight, production of the 747 continues with the newest variant, the 747-8.

The 747-200, launched in 1971, added more powerful engines and improved on the -100’s maximum takeoff weight. The -200 serves as the basis for the VC-25. In 1985, during the presidency of Ronald Reagan, a Request for Proposal was issued announcing the intention to replace the two 707 derived VC-137s that then served as the presidential aircraft. Both the 747 and the McDonnell Douglas DC-10 competed for the contract which ultimately went to Boeing. The VC-25s were completed the following year and first flew in 1987. After some problems with wiring the aircraft for communications, the new jets entered presidential service in 1990.

SAM 28000 takes off again after a touch-and-go.

Both standard 747s and the VC-25s have three decks. As on a 747, the lower deck of the VC-25 is given over primarily to cargo space. The Uppermost deck houses the cockpit and the aircraft’s primary communications center. The president and other passengers ride on the main deck which is divided into several sections. The foremost section is sometimes referred to as “The White House” as it contains the president’s private state room and office. The executive suite includes a toilet, shower, double sink, and couches that convert to beds. “The Oval Office aboard Air Force One” is equipped to allow the president to address the nation while airborne, a capability that was added after President George W. Bush was forced to land in order to give such an address on September 11, 2001. The remainder of the main deck contains a conference room equipped for teleconferencing, quarters for guests, senior staff, and secret service, and seating for news media near the rear of the plane. Protocol dictates that passengers may move about freely aft of their assigned seating, but not forward of it. The aircraft has two galleys capable of serving a total of 100 people at a time. There is a medical annex aboard, complete with operating table, that is staffed by a doctor and a nurse on every flight.

Further modifications not standard on the 747 are the ability to refuel in flight, defensive countermeasures to guard against missile attack, and electronics heavily shielded against interference from the electromagnetic pulse that would result from a nuclear blast. Many of the plane's features are, of course, classified, but there is no indication that the VC-25 carries an emergency escape pod, as depicted in the 1997 film, Air Force One.

When the Request for Proposal for the VC-25 was issued, the two VC-137s were 23 and 13 years old. The VC-25s have now been in service for 22 years. Although no definite plans have been made public, a notice has been issued seeking replacements for the aircraft to enter service in 2017 and 2019. Possible candidates have included the Boeing 747-8 and 787 and the Airbus A380, although as of 2009, Airbus was no longer being considered.

"Smoking the Mains"

As with the C-32, there is no pre-announced schedule for the VC-25’s visits to Harrisburg International Airport, but they generally occur roughly once a month. So, if you’re in our neighborhood, keep a weather eye out; watching what is, in its unique livery, one of the most recognizable aircraft in the world touch and go at MDT is a real treat.

The Aircraft of MDT: C-32

Welcome to the fourteenth regular installment of The Aircraft of MDT. In this series we are taking a look at some of the aircraft that you may spot flying to and from Harrisburg International Airport.

The Boeing 757-200, a narrow-body twinjet, entered service in 1983 as a replacement for the company’s 727 trijet airliner. The commercial passenger version of the 757-200 seats up to 234 people and has a range of about 4,500 miles. Over the years, several variants of the 757 have been introduced, including a stretched 757-300—capable of seating 289 passengers—and a freighter, the 757-200PF. The one version of the 757 that you’re likely to see at Harrisburg International Airport, however, is the specialized military variant, the C-32A.

A C-32A comes in for a touch-and-go at MDT.

The C-32A, in its distinctive blue and white livery, may more commonly be referred to as “Air Force Two,” though it is only properly called that when the Vice President of the United States is aboard as its senior passenger. The United States Air Force acquired the first of its six C-32As in 1998. They operated four of the aircraft until 2010, when they acquired two more, both of which had previously been in service as commercial 757s.

The primary mission of the C-32A is transport of the Vice President and the First Lady. It is also sometimes used by members of the U.S. Cabinet and U.S. Congress. And, although the President’s primary aircraft is the 747-derived VC-25, he does sometimes fly in a C-32A, particularly when taking short trips, or when the destination’s airfield cannot accommodate the larger plane. All three of the most recent presidents have flown aboard a C-32A.

Banking to perform another touch-and-go.

The aircraft’s body is that of a standard 757-200, but the interior has been specially fitted for its specialized duties. The passenger cabin of the C-32A is divided into four sections. The foremost section houses the plane’s communications center and galley, as well as a lavatory and seating for 10 passengers. The VIP stateroom is in the second section. It features two first-class passenger seats, a three-seat sofa that converts to a bed, an entertainment system, and a private lavatory. With its conference and staff facilities, the third section is the aircrafts business section. It also has seating for eight more passengers. The aftmost section consists of general seating for 32 passengers, as well as closets, lavatories, and a second galley. The plane also carries advanced communications, navigational, and safety systems.

In addition to the six C-32As operated by the U.S. Air Force’s 89^th Airlift Wing, the 227^th Special Operations Flight operates two C-32Bs. The B variant is similar to the A, but the interior is not laid out for VIP use. The C-32Bs typically wear an all-white livery and are believed to be used primarily by the U.S. State Department’s Foreign Emergency Support Team.

A C-32A at MDT.

The C-32A has flown into Harrisburg as Air Force Two, that is, for the purpose of bringing the Vice President here, but it is much more commonly seen performing touch-and-go maneuvers. The flight from the C-32A’s home at Joint Base Andrews to Harrisburg International Airport only takes 10-15 minutes, so the long runway and relatively low traffic (compared to the even closer Washington area airports) make MDT a convenient location for these practice routines. There is no announced schedule for the C-32A’s visits, but if you keep your eyes peeled while you’re here, you may get lucky! 

Aircraft of our Lives: Pilatus PC-12NG

We will be running occasional posts in a guest series entitled "Aircraft of our Lives," featuring the favorite aircraft of pilots from around the globe.  Today, Jean Denis Marcellin, a professional pilot for a major Canadian operator, shares with us his love of the Pilatus PC-12NG.  Jean Denis is interested in helping make the world a better place for his fellow pilots and is passionate about aviation and all things that fly!  Enjoy today's flight on the PC-12NG. 

So the crew fly on with no thought that they are in motion. Like night over the sea, they are very far from the earth, from towns, from trees. The clock ticks on. The dials, the radio lamps, the various hands and needles go through their invisible alchemy. . . . and when the hour is at hand the pilot may glue his forehead to the window with perfect assurance. Out of oblivion the gold has been smelted: there it gleams in the lights of the airport.

— Antoine de Saint-Exupéry, 'Wind, Sand, and Stars,' 1939.

I often relate to Saint-Exupéry because flying has always had this ‘magic’ feeling for me. Maybe it was because of reading his masterpiece ‘’Le Petit Prince’’ when I was only a boy, sharing the Prince’s awe for this strange pilot and his wondrous bird. Or maybe it was just a plane love story… but I knew it was only a matter of time before I made my own way to a cockpit. And so it was that when it came time for college, I had the amazing opportunity to complete my flight training through one of Canada’s most highly regarded aviation colleges – le Centre Québécois de Formation Aéronautique (http://www.cqfa.ca).

Acquiring my CPL and Twin-IFR there during a 3-years program, I went on the International Air Rally the summer I graduated. Crossing the Quebec province from all possible angles, the 20+ airplanes involved went from Montreal to Iqualuit, ending the trip back near Quebec City. What a blast! This opened doors, created connections, and led me to my first job in Toronto, flying charter flights in a Piper Chieftain. It was a fun airplane – a real work horse – but nothing compared to what came next!

Today I fly a Pilatus PC-12NG, doing medical evacuation missions across the province of Ontario. Although it is ‘only’ a single-engine turbine, this airplane will never cease to amaze in every way.

A recent example of what the aircraft is capable of would be my last recurrent training ride. It always starts with the push of a button – the automated system taking it from there, starting up electrical systems one after the other in sequence when the engine parameters reached their pre-set values.  The goal of the flight: test our capability to handle the aircraft – both in technical flying exercises as well as IFR procedures. Piece of cake! As we roll out from our hangar and start our taxi, the tasks are divided into configuring the aircraft for take-off and setting up the ‘FMS’. A wrong flaps or condition lever setting will own you a vocal warning from the aircraft: a loud ‘NO TAKE-OFF’ for all  to hear in the aircraft, making sure you will be so  embarrassed that you won’t miss it next time! The FMS incorporates all the legs of the flight, allowing the pilot to enter everything from the departure runway, SID, enroute airways, STAR and approach. Once all the information is in, it calculates a vertical profile and announces forecasted fuel consumption.

“Radio, Pulse 101 on the roll, Runway 03”. With that announcement, and all the checks complete, the last thing left to do is set the power. The PC-12NG boasts 1600 SHP, de-rated to 1200 SHP. You can definitely tell it yearns to fly. “Set Take-Off Power” the captain calls. “Take-Off Power Set” I answer.  Picture me jumping around in my seat with ELEVATION by U2 rocking in my head. It never fails. With that, I call “Positive Rate of Climb” and “Gear Up”. We are in business!

Quickly reaching our cruise altitude for today – a cozy 16,000 feet – we setup in cruise and prepare for some technical flying prowess. Ok I may be exaggerating. The airplane deserves most of the praises here, as the exquisitely crafted ailerons and trims take care of perfectly balancing the flight controls in the pilot’s hands. Only smooth movements are required as we roll through steep turns, stalls, and finally simulated engine out procedures.  Now onto the fun part!

Rapidly approaching the airport once more, we request an ILS approach, followed by an overshoot and a transition into another approach. Darn! As we near the beginning of the first approach, we get reminded that we also need to complete a holding procedure. No worries, the FMS has it all under control! Entering our first approach into the FMS and loading up the electronic approach plate that goes with it, the captain and me make a quick work of briefing and finally starting the approach. “Minimums – NO Contact” I announce once we reach our simulated minimum altitude. With the simple push of the “Go-Around” button, the Captain switches the FMS onto its overshoot procedure, synchronizing navigation and altitude constraints to reflect the new flight path already loaded. Smoothly applying full power once more, we climb out with no more to do than let ATC know we are back with them  for the next approach.

We still have to complete a holding procedure. But where? The airplane does not care, as it can enter a hold virtually anywhere, from any direction, by itself. So the task falls on me to decide as it’s going to be my approach. “Let’s ask ATC for a hold at our FAF, following the DME-ARC in” I decide.  But ATC throws a wrench in our well-laid plans. “Pulse 101, there is company traffic inbound with MEDEVAC priority. Maintain present radial to intercept the DME-ARC inbound, then you are clear to hold at the FAF as published. Report established in the hold”. I must admit I lost my breath trying to read back the clearance. WHAT sort of intercept is THAT going to give us? Looking at the captain, I see the same question mark in his eyes. Time to see what this computer is capable of! Swiftly entering the full approach and DME-ARC in the FMS, I setup the airplane to intercept from our present heading. 30 seconds later, the hold is also programmed and we still have a few minutes to take a breath and finally brief the procedure. Both the captain and I sit back, and monitor as the airplane intercepts, flies the arc, then enters the hold – all on its own. Never ceases to amaze!

Finally leaving the hold for the final stretch, I ask the captain to take a quick look at the wings as we are descending through icing and good winds. The approach will be the most challenging part of the day. With the de-ice system working full time, I make my way down the localizer steadily. Because of gusty cross-winds, I brief for a slightly higher reference speed over the threshold. The airplane has advanced stall protection which is not forgiving – a stall during flare would still activate the stick-pusher, ending with a hard nose-wheel at best…

“500 Hundred” – the automated callout resonates through the cockpit, informing us of the rapidly approaching runway. “Ref plus 10” my captain calls out. The last few hundred feet give us a rocky ride as the winds push us from side to side with each gust. I flare with a low wing into the wind, waiting for contact. I feel it – ever so slightly, as the trailing-link design of our main wheels absorb most of the touch-down shock. Bringing the power to full reverse, I settle us back firmly onto the runway.  “Radio, Pulse 101 is down and clear”. Another day, another flight. One always amazing airplane! 

A Plane Spotting Primer

What is plane spotting, you ask?  A hobby and past time of many who love aircraft, aviation and marvel at the wander of flight!

The key habits of the hobby:

• Observing, spotting or watching aircraft
• Logging the tail (registration) numbers of the aircraft spotted
• Identifying the spotted aircraft by any number of factors: 
• Position of Engines
• Type of Engines
• Distinctive Engine Sound
• Wing Position
• Fuselage
• Tail Shape
• Fixed vs. Retractable Wheels
• And, more!
• Photographing the aircraft, while spotting them

We, not unlike every other avid "avgeek," love to take photos when plane spotting and enjoy those of fellow plane spotters.  Here are a few of our favorites that we've snapped while spotting at MDT:

E-6B Mercury Navy AWACs

C-32a "Air Force Two"

VC-25 "Air Force One"

Did you happen to see these aircraft captures that appeared on NYC Aviation?  And, did you see this one from Airlines.net?

Where can you plane spot?  Your own backyard (if you're on an airport flight path) is a great place to start!  Some local airports (like us!) offer free observation decks to the public to enjoy - stop by and visit.  The MDT Observation Deck is open 24-hours a day to the public (there is a fee to park at MDT).
NYC Aviation has detailed plane spotting guides from some of their contributing photographers for locations in the US and UK.  

So, what's the benefit of plane spotting?  It's a fun-filled hobby a family, friends, or group can enjoy together and it's relatively inexpensive - great photos can be captured with a beginner digital camera, however avid spotters can tell you that if you're as "in" to cameras and lenses as you are the aircraft, you can amass expense with the equipment you buy to take the aircraft photos.   Beyond the time together and cool photos, the memories and the experiences are classic.  Who doesn't still find themselves marveling over the wander of flight?

Are you a plane spotter (either seasoned or amateur)?  What sparked your interest in the hobby?  Where do you enjoy the best plane spotting?  Do you have a favorite plane spotting photo?  Feel free to visit our fan page and share your favorite captures on our wall - we'd love to see them!

The Aircraft of MDT: C-17

Welcome to the thirteenth regular installment of The Aircraft of MDT. In this series we are taking a look at some of the aircraft that you may spot flying to and from Harrisburg International Airport.

If you look east from the terminal, you may sometimes see a C-17 Globemaster III parked on the tarmac, here in support of the operations of the Pennsylvania Air National Guard.  The C-17 is a large transport aircraft used by the United States Air Force and several international militaries to carry cargo, vehicles, and troops.

A C-17 takes off from MDT.

The McDonnell Douglas YC-15, the prototype that would eventually be developed into the C-17, was originally conceived as a replacement for the C-130 Hercules. The design competition that the YC-15 had been built for was closed down, but the U.S. Air Force soon began a new program to replace the C-141 Starlifter. McDonnell Douglas again submitted the YC-15, and the prototype was selected as the winner. The production model proved able to not only replace the aging fleet of C-141s, but also to supplement the job of the C-5 Galaxy, the U.S. Air Force’s largest aircraft.

The YC-15 prototype was built in the 1970s, and development of the C-17 proper began in the 80s. Although the first flight of the new aircraft was planned for 1990, cost overruns and design shortfalls slowed development. The first C-17 was delivered in July 1993, and the 17^th Airlift Squadron, the first C-17 squadron, became operational in January 1995. To date, more than 230 C-17s have been built, and production continues at a pace of roughly 10 per year.

The cargo deck of the C-17 is 88 feet long, 18 feet wide, and 12 feet 4 inches high. It is capable of carrying tanks, helicopters, and other military vehicles. Maximum payload for the C-17 is 170,900 pounds of cargo, or 134 troops. The cargo deck can also be outfitted to serve as a medical facility. When the president travels, the presidential limousine and other motorcade vehicles are transported aboard a C-17.

A C-17 on the tarmac.

In addition to the United States Air Force, some foreign militaries also operate the C-17 (though in much smaller numbers than the U.S.). The Royal Air Force of the United Kingdom, the Royal Australian Air Force, the Royal Canadian Air Force, and the Qatar Emiri Air Force each operate fewer than 10 C-17s. There are also three C-17s in the international NATO Strategic Airlift Capability Program. As of 2010, Boeing (which acquired McDonnell Douglas in 1997) had orders from several other countries including India, South Korea, and the United Arab Emirates. Shortly after it began deliveries to the U.S. Air Force, McDonnell Douglas marketed a commercial version of the C-17. After the acquisition, Boeing continued to try to introduce the C-17 to the civilian market, but there was little interest, and no orders were ever placed, so the C-17 has remained strictly a military aircraft.

The Aircraft of MDT: KC-135 Stratotanker

Welcome to the twelfth regular installment of The Aircraft of MDT. In this series we are taking a look at some of the aircraft that you may spot flying to and from Harrisburg International Airport.

The KC-135 Stratotanker was the United States’ first jet powered tanker aircraft. Prior to its adoption in 1957, the U.S. Air Force’s primary tanker was the piston-engined KC-97 (also called the Stratotanker). The KC-97 served a vital role from the time it entered service in 1950, but it was not ideal for fueling jet aircraft. The fighters and bombers it typically served had to lower their speed and altitude in order to accommodate the relatively slow tanker. The jet-engined KC-135 solved this problem. Also, because the KC-135 operated on the same type of fuel that it was supplying to other aircraft, there was no need to keep the two supplies segregated. This change, along with its larger size, meant that the KC-135 could carry a fuel load more than three times the volume of the KC-97 (31,000+ gallons compared to 9,000 gallons).

Aft view of a KC-135. Note the boom control surfaces
extending above the tailplane.

The KC-135 Stratotanker was built by Boeing and is a sibling to their premier jetliner, the 707. The KC-135 is not a derivative of the 707; instead, both aircraft are derived from the 367-80 prototype that Boeing built in the early 50s. When the 135 was in development, it was known internally as “Model 717,” a designation that would later be used publically for the airliner that started life as the McDonnell Douglas MD-95.

The KC-135 Stratotanker employs a “flying boom” fueling system. This system uses a rigid boom that is lowered from the aft center of the tanker. The boom has flight control surfaces near its tip that allow it to be maneuvered by an operator aboard the tanker. Watching from a small window, the boom operator steadies the boom and extends it to mate with a receptacle on the receiver aircraft. Not all aircraft fit for aerial refueling are equipped for a flying boom system. The most common alternative system is the “probe and drogue,” in which a flexible hose with a cone-shaped drogue is lowered from the tanker, and the receiver aircraft positions itself to insert an extended probe. The boom on the KC-135 can be fitted with a drogue adapter that allows it to refuel aircraft of this type. In addition, some KC-135s have been outfitted with under-the-wing drogue refueling pods.

The KC-135 carries more than just fuel, too. It has an upper deck that can be outfitted to carry up to 83,000 pounds of passengers and cargo, depending on the fuel load. KC-135s have also been used by NASA. They have served as a platform in various research endeavors, and, until it was replaced in 2004, the KC-135 (minus the tanker equipment) functioned as NASA’s infamous “Vomit Comet.” Flown in parabolic arcs, the plane simulated weightlessness for astronaut trainees. One of the specially modified tankers was used to film scenes of weightlessness for the movie Apollo 13.

A KC-135 conducting touch-and-go maneuvers at MDT.

A total of 732 KC-135s have served the United States Air Force since 1957. That record makes it one of only six fixed-wing military aircraft (including the C-130) to have served for more than 50 years with their original operator. It is estimated that the fleet of KC-135s could potentially continue flying until 2040, but, since some of the aircraft would be more than 80 years old at that point, the Air Force has initiated a plan to replace them much sooner. In February 2011, a tanker based on the Boeing 767 was selected to fill the role of the 135. The new tanker, called the KC-46, is scheduled to enter service in 2017.

The Aircraft of MDT: A-10 Thunderbolt II

Welcome to the eleventh regular installment of The Aircraft of MDT. In this series we are taking a look at some of the aircraft that you may spot flying to and from Harrisburg International Airport.

Although the only military aircraft with a permanent home at Harrisburg International Airport is the EC-130J, others are still a common sight. Several factors contribute to the preponderance of military air traffic at MDT: the size of the runway, the presence of the Pennsylvania Air National Guard base, and proximity to Joint Base Andrews. Some military craft come with business at the Guard base, but most come to practice “touch-and-go” maneuvers, in which the plane begins a landing, but then takes off again without ever coming to a complete stop.

One of the military aircraft you may see on the ground or in the sky around MDT is the Fairchild-Republic A-10 Thunderbolt II “Warthog.” The A-10 is a twin-engine, single seat jet used by the United States Air Force for close air support, attacking ground targets in support of nearby troops.

An A-10 Thunderbolt II parked at MDT

Named for the World War II era P-47 Thunderbolt, a fighter that served in a close air support role, the A-10 Thunderbolt II is the first U.S. Air Force aircraft designed and built solely for CAS. The USAF began planning for a new attack aircraft in the mid 1960s. By the early 70s, there were two prototypes competing to be that aircraft, the Northrup YA-9A and the Fairchild-Republic YA-10A. Ultimately, the Fairchild-Republic design won the contract, and production of the A-10 began shortly thereafter. The Air Force received its first A-10 in 1976 and 714 more over the ensuing eight years.

The A-10 can carry a wide variety and large quantity of air-to-ground and air-to-air weaponry, but its primary armament is the 19 foot long 30mm GAU-8 Avenger rotary cannon. The GAU-8 weighs in excess of 4,000 pounds when fully loaded and fires at a rate of 3,900 rounds per minute. When fired from 4,000 feet, 80% of the rounds fired from the GAU-8 will strike within a 40-foot diameter circle. The Avenger cannon was developed for the A-10, and the A-10 is still the only aircraft that carries it.

Its close air support role demands that the A-10 fly in hostile territory at relatively slow speeds and low altitudes. As such, it is built to be extraordinarily hardy. The cockpit is surrounded by a 1,200 pound “bathtub” of titanium armor to protect the pilot from projectile weapons. All of the A-10’s fuel tanks are self-sealing, protected by fire-retardant foam, and designed to be isolated from the rest of the fuel system in the event of damage. All of the aircraft’s flight systems have redundant hydraulic backups and mechanical systems to fall back on in case both the primary and secondary hydraulic systems are disabled. In a worst-case scenario, the A-10 is designed to be flyable even when missing one engine, one elevator, one tail, and half of one wing.

One of the A-10s most distinctive features is its aft section, with its large engines and twin-tail configuration. With the engines placed high off the ground and behind the wing, the chance of foreign object damage is reduced when operating from damaged or otherwise sub-standard runways. The engine placement also supports faster turn-around time in combat. The wings on the A-10 are closer to the ground than they would be if the engines were mounted underneath them, making them more accessible to ground crews. Also, because the engines are out of the way, they can be left running while the aircraft is serviced and rearmed. The twin-tail also provides dual benefits. The most obvious is redundancy, but channeling the engines’ exhaust over the tail planes and between the vertical stabilizers reduces the A-10s infrared signature, making it harder to hit with surface-to-air heat-seeking missles. 

The Aircraft of MDT: EC-130J

Welcome to the tenth regular installment of The Aircraft of MDT. In this series we are taking a look at some of the aircraft that you may spot flying to and from Harrisburg International Airport.

An EC-130E taxis at MDT

Although the EC-130J Commando Solo operates all over the world, it has only a single home base, the Pennsylvania Air National Guard Base at Harrisburg International Airport. Utilized for psychological operations missions, exclusively by the 193^rd Special Operations Wing, the EC-130J is a specialized modification of the Lockheed Martin C-130J.

The United States Air Force issued the initial call for a new transport to replace aging World-War II era piston-engine aircraft in 1951. Ten design submissions were offered up by five companies, but the aircraft that ultimately filled the role was the Lockheed C-130 Hercules. The first production C-130s were delivered in 1956. Since then, more than 2,300 C-130s have been built. Production of the latest version of the aircraft, the C-130J Super Hercules, continues, making it the only military aircraft ever to have remained in continuous production for more than 50 years with its original customer.

In the foreground,  an EC-130E, and in the
background, an EC-130J
(note the number of propeller blades on each).

The base model C-130 has gone through several design upgrades over the years. The C-130J is most easily distinguished from all of its earlier counterparts by the six-bladed propellers. The original C-130A had 3-bladed propellers, and subsequent models featured four-bladed propellers. Each design iteration has served as the basis for numerous variants, including gunships, tankers, and aircraft outfitted for search and rescue, weather reconnaissance, firefighting, and Arctic/Antarctic operations.

The EC-130J Commando Solo III (and, until the last one was retired in 2006, the EC-130E Commando Solo II) is a variant modified to broadcast television and radio signals over a wide area. The X-shaped antenna on its tail makes it easy to distinguish from other C-130s. At its maximum altitude of 23,000 feet, the EC-130J has a broadcast range of up to 194 miles. The psychological operations (PSYOP) missions of the EC-130(J) may involve broadcasting information to local people regarding US military operations, or in support of US military goals. Recently, the EC-130J was used in Libya to warn Libyan shipping vessels not to leave port during the international military intervention that took place in the spring of 2011. The EC-130J has also been used in support of civil affairs. After the 2010 earthquake in Haiti, the aircraft broadcast a message from the Haitian ambassador to the United States, as well as information on where citizens could find aid.

An EC-130J parked on the PA Air National Guard Apron

If you look east from the Harrisburg International Airport terminal, you will usually see several of the 7 EC-130Js that have been built parked on the PA Air National Guard Apron.

The Aircraft of MDT: Shorts 360

 Welcome to the ninth regular installment of The Aircraft of MDT. In this series we are taking a look at some of the aircraft that you may spot flying to and from Harrisburg International Airport.

A Shorts 360 on the AvFlight apron.

The Shorts 360 (SD3-60) was introduced as a 36-39 passenger aircraft in 1981 by the Short Brothers company of Northern Ireland. The 360 was a derivative of the company’s 30 seat Shorts 330, itself based on the Short SC.7 Skyvan, a 19 passenger airliner introduced in the early 1960s. Although the 330 and 360 share an otherwise distinctive boxy cabin and have similar dimensions, the 360 is easy to distinguish from its smaller sibling because of its tail. The 360 has a single vertical stabilizer, while the 330 sports an H-tail design. Manufacture of the 360 ended in 1991 after a total production run of 165.

Interior of a Shorts 360 converted
for use as a freighter.

Due to their large square fuselage, the Shorts 360 and its predecessors have been very popular as cargo aircraft. At Harrisburg International Airport, you may see the 360 near the west end of the property, at the facilities of AvFlight, the fixed base operator (FBO) at MDT. The 360 is used to pick up cargo for DHL Aviation.

Extra storage in the nose.

The United States Army also uses the Shorts 360. The military version is called the C-23B+/C Super Sherpa. It is cousin to the C-23A/B Sherpa flown by the US Air Force and Army National Guard, a military version of the Shorts 330. Interestingly, when the military buys 360s, they remove the single tail and restore the twin-tail and large rear cargo ramp of the 330.

The Aircraft of MDT: Cessna 208

Welcome to the eighth regular installment of The Aircraft of MDT. In this series we are taking a look at some of the aircraft that you may spot flying to and from Harrisburg International Airport.

A FedEx 208B Super Cargomaster seen through the
heat haze of the cargo apron.

The Cessna 208 is a single engine turboprop aircraft used for short-haul passenger and cargo flights. The original 208, the 208A Caravan, entered production in 1985. Shortly thereafter, in collaboration with Federal Express (now FedEx Express), Cessna developed the 208A Cargomaster and the 208B Super Cargomaster. The Super Cargomaster, 4 feet longer and using a more powerful engine than its smaller sibling, first flew in 1986. The passenger derivative of the Super Cargomaster, the 208B Grand Caravan, made its maiden flight in 1990.

There have been more than 1,000 208s built, across all of the variants. Of those, FedEx operates some 250, more than any other carrier. They, and other freight carriers, use the 208 primarily on feeder routes, carrying packages from small airports to hubs where they are transferred to large jet freighters like the Airbus A300. The Cargomaster can carry roughly 3,000 pounds of freight, and the Super Cargomaster, 3,500.

A Super Cargomaster operated by AirNet Express
is loaded with cargo.

The Caravan and Grand Caravan variants have standard passenger capacities of 9 and 14, respectively. They are commonly used as short-haul regional airliners. The 208, though, is an extremely versatile aircraft, and can be configured to a variety of specialized situations. The standard landing gear, for instance, can be replaced with skis or pontoons to enable landing on snow or water. The 208 is also popular as a skydiving plane; in this case, the cargo hatch can be replaced with a roll-up door.

At Harrisburg International Airport, Super Cargomasters can be spotted on the cargo apron, supporting the freight operations of both FedEx and UPS.

The Aircraft of MDT: Airbus A300/A310

Welcome to the seventh regular installment of The Aircraft of MDT. In this series we are taking a look at some of the aircraft that you may spot flying to and from Harrisburg International Airport.

A UPS A300 freighter with its cargo doors open.

In 1967, the British, French, and German governments signed an agreement and began designing a new aircraft that would serve as an alternative for airlines interested in replacing their Boeing 727s. The company that resulted from that initial agreement was Airbus Industrie, and the aircraft would become the A300.

The first A300s entered commercial service in 1974. Four years later, Airbus began designing a shorter variant, then known as the A300B10. The ultimate designation of the new variant, which entered service in 1983, was A310. The A310 carries about 25 fewer passengers than the A300 and improves upon the range, able to travel 6,800 kilometers to the original A300’s 6,600. Also entering service in 1983 was the A300-600 variant that borrowed several of the A310’s advances, including a glass cockpit and new tail section design. The last A310 was delivered in 1998, and the last A300 in 2007.

UPS and FedEx A300s wait on the cargo apron.

Both the A300 and A310 were available in passenger and freight configurations. It is the freighter versions of the two airliners that you will see at Harrisburg International Airport. FedEx Express and UPS Airlines both maintain operations at MDT, and both airlines typically have at least one A300/310 parked on the cargo apron.

Finally, though it would be an unlikely sight in Harrisburg, no discussion of the A300-600 would be complete without noting that it serves as the basis for one of the world’s oddest looking airplanes.

A FedEx A310 touches down.

Airbus has manufacturing plants all over Europe, so to bring the pieces of their planes together for final assembly, they employ five Super Transporters. Known as the Beluga, for its oversized white body, the A300-600ST has the second largest cargo capacity by volume of any aircraft in the world.

The Aircraft of MDT: Airbus A319/A320

Welcome to the sixth regular installment of The Aircraft of MDT. In this series we are taking a look at some of the aircraft that you may spot flying to and from Harrisburg International Airport.

Ground crews prepare a US Airways A319 for departure.

Seating as many as 138 passengers, the Airbus A319 and A320 are the largest commercial airliners to make regularly scheduled flights to and from Harrisburg International Airport. US Airways flies the A319 between Harrisburg and Charlotte, NC, and United Airlines flies the A319 and the A320 between Harrisburg and Chicago.

The Airbus A320 family includes the A318, A319, A320, and A321. The first member of the family, the A320, was introduced in 1984 and entered service in 1988. The first variant of the A320, the A321, was introduced in 1988 and entered service in 1994. It seats a maximum of 220 passengers, compared to the A320’s 180 seat maximum. After the first two members of the family proved successful, Airbus launched the shortened A319, which entered service in 1996. The A319 is 12 feet 3 inches shorter than the A320 and seats a maximum 156 passengers, but it has a similar fuel capacity to its larger sibling, giving it the longest range in the A320 family. The baby of the family, with a maximum of 132 seats, is the A318, which began commercial operations in 2003.

An A319 in United Airlines livery.

The A320 is notable for being the first commercial airliner to feature a digital fly-by-wire control system and a full “glass cockpit.” Digital fly-by-wire systems, which first appeared in military aircraft in the 1970s, use a computer to interpret input from the pilots and aircraft sensors, and then adjust the plane’s control surfaces as necessary. A glass cockpit replaces traditional analog instrument panels with readouts on electronic displays. The cockpit innovations of the A320 mean that all members of the family have a common flight deck and so share a pilot type rating. That is, pilots certified to fly one member of the family require minimal, if any, additional training to fly any of the other members. The A320 cockpit also shares a great deal of commonality with other Airbus models, including the A330, A340, and the world’s largest airliner, the A380.

US Airways flight 949 departs for Charlotte aboard an A319

Records from 2005-2007 indicate that the A320 family is the fastest-selling family of jet airliners in the world. As of the end of last month, Airbus has delivered 4,790 aircraft in the A320 family, all but 90 of which are in active service. They also have firm orders for more than 3,100 more. At Harrisburg International Airport, aircraft in the family bring more than 7,500 passengers to and from Central Pennsylvania every month.