Ever since being old enough to walk, I believe I always wanted to be a pilot. The dream became a reality when at 14 years of age when my parents decided to purchase an introductory flying lesson at a very small local airport (Marlboro, MA – only 1600 feet in length, flanked by “FAA Regulation” 50 foot pine trees on one end, and a two lane road with chain link fence on the other).
“If you can learn to fly here, you can fly anywhere” all the locals would say.
I did indeed learn, slowly a few lessons here and there until old enough to get a private pilot license once I went away to an aviation college. But my ultimate goal and dream was to fly a jet. Flying a jet didn’t become a reality until I was just shy of 40 years old, however that was none too late!
I got my first jet job after many years and thousands of hours flying a variety of aircraft. A local jet management company called me after I submitted a resume weeks beforehand. In fact, I had forgotten I sent in a resume until getting this surprise phone call. I was interviewed that week, and a few days later told to come down to the airport for a part 91 copilot certification flight. I was to be “taken up” for “3 bounces” – my three official takeoffs and landings to be current in any part 91 aircraft.
My airplane to fly was a late model, 5 million dollar Beechjet 400A. Wow! Not a toy, nor a “beginners jet” like a Citation or something of that nature… hehe. This machine was a real, swept wing jet plane capable of 500 MPH with a service ceiling of 45,000 feet! I was trembling with anticipation.
I will always remember the bright, sunny, early summer day. The “kid” who took me flying was not yet 30 years old – but he had lots of experience in the jets the company had. As a copilot, I didn’t need a type rating, so standard aircraft familiarization was all I needed along with the minimal requirements including just the takeoff and landing training. We walked out to the magnificent machine already posed out on the taxiway ready to roar to life. After a preflight review, interior cockpit check that seemed way too fast for a newbie, we were ready to go in no more time than I remember getting a twin Cessna 402 ready for action.
After getting the triple point harness attached (I have never seen this until getting into this jet), my companion soon had the overhead battery switch on with a clunk. Standby instruments buzzed and ticked behind the panel. Overhead some more mystery switches were pressed, some being external lights, and somewhere on the lower pedestal a big yellow button was pressed in conjunction with a starter toggle. Pop was the sound and a rapid whirring sound from way behind! The throttle was placed up over a detent and the jet roared to life! A groaning noise arose in audible level until it stabilized along with some airflow pouring out of the overhead vents. Then the other engine was started in similar fashion. Pop. Groaning and whoosh as more pressurized air flowed into the cabin. Nearby, someone was plugging their ears outside the aircraft.
I could hardly believe I was sitting in a modern corporate jet with the engines screaming their ear splitting song outside, with only a muffle inside.
The next few minutes were a blur as we taxied and checks were performed by the captain. I was not doing much at that phase I remember except for the anticipation within me was growing just like the feeling you get when climbing to the top of that first hill in a roller coaster. There’s no turning back now! Once some radio announcements were mumbled out, we were lining up on the little runway.
Suddenly, without warning the captain told me, “okay, it’s all yours”.
What?! I’ve had no training, no “numbers” given to me, no nothing. He’s letting me take this 5 million dollar machine off the ground all by myself? He told me to stomp on the breaks as hard as I can, hold the pressure and just push the power to the wall and immediately back about an inch behind the stops. Okay, here we go …… power up to the wall woooooossssshhhhh was the sound then towards max power a most excellent wwwwwaaaaaaaaaaaaa “fanny” sound came from the back as the engines were roaring to a deafening beat outside the jet.
I could feel the strain against the break pedals. I let go.
She leapt from the grip like a wild horse. Wow. Here it is, the moment I’ve been waiting for all my life! We started moving rapidly. Runway grooving vibrating the floor below me. Within seconds past 60, airspeed called alive. 80 crosscheck…. 100 then “V1”, “VR” he called around 112 kts. Wow, and I just pulled. Took some strength to get the nose off, then pressure was light. I could feel the mains leave the ground. We’re up.
“Positive rate, gear up” he said and grabbed the gear lever. A loud roar and rumble below. Then only the sound of the high rpm fan sound from behind. The gear was up. Speed was approaching 200! Flaps up. Wow! “power back” he said. “Power back”… what? Oh yea, I’m in a jet. The airspeed purple trend line on the primary flight display (PFD) was showing in seconds we’d be a 300 kts! Speed limit in mind, I pulled back on the power levers till the purple line decreased to near 250. Perfect! Whoa.. We were still climbing at nearly 4000 feet per minute! He nudged me to level off at a reasonable low level VFR altitude. I cut power way back.
The noise behind me wooshed to a very quiet level. We leveled at about 5500 feet. The wind noise outside increased as we settled at 250. It sounded strangely like a nearby waterfall. I’m already traveling faster than I’ve ever been in any airplane I’ve flown. We pointing down to Martha’s Vineyard for our touch ‘n go. What a glorious day. Vis was over 100 miles. But, no time to sightsee. He briefed me to do just as he said, and within minutes we were winging our way into the downwind visual pattern at KMVY.
Slowing to 200, the first notch of flaps. Abeam landing, speed about 180 gear down. Roooaaaaarrrrrrr clunk. Gear down. Power back, turning base at about 170kts. Flaps 20. Suddenly final. He must have done the checklists somewhere right? Full flaps, Vref at 117. Around 130 MPH for a landing speed. That’s still faster than most singles I ever flew. Soon short final, power back and fourth a bit for speed control. He checked the yaw damper off and landing check complete. Touch and go was easy he said and he’d take care of “cleaning up” the airplane with flap retraction to takeoff setting as well as re-trimming the stabilizer for takeoff setting.
At about 50 feet or so he said “cut” and I brought the power to idle. Held the back pressure to keep the nose just about level with the horizon, then a tweak above just before touchdown. A small flare only. Bam! We’re down. That was hard. Not soft or cushy like an airliner. He got flaps up, and trim set and said “let’s go”. I quickly brought the power up and was treated to that great whirring sound from behind. Soon we’re up and rapidly leaving the earth behind. It was real work to tame the jet and cut power so quickly, so early this time as we had to stay in the traffic pattern at only 1500 feet AGL. Not an easy task. We had 200kts to remember, both speed limit in a class D, as well as max flap speed.
Around again for another bang and go. I could only imagine what the view looked like from any bystanders. Then another rapid climb up to our cruise altitude for a way home. A lofty 3500 feet only. I was filled with excitement and anticipation for the last landing where the runway was shorter. I was nervous about reverser activation and how much brake pressure to use as we had not trained for that.
I was told not to flare, float etc. Just slam it on. Our home base was too short to try a greaser – a lesson I’d be telling my copliots a few years later. Bang! Touchdown. I fumbled my fingers to release the reverser paddles. Then pulled them quickly up and back to the “piggyback” position. I could feel the pull rearward as if a drag shute was deployed. As the engines wound up to full reverse power (about 80% of normal thrust in the Beechjet) a deafening roar filled the cabin. That was loud! No foot breaks needed. At about 70 or 60kts, he told me to cut it. The roaring ceased. We had come to a crawl!
Awesome. Just amazing we were able to stop so rapidly and easily. But the sensation of going down the runway at that speed would be like sitting in a mini van on a narrow road at 120 MPH! The slightest “problem” – and there can be many – would require lightning fast reflexes and an ability to not over control. A skill that recurrent simulator training really teaches you. Procedures were not too complex. Yet, this was no Cessna. I was actually afraid I might hurt this multi-million dollar rocket – surely something this expensive can’t be very sturdy right?
Seven years later I can assure you that the Beechjet was far sturdier than any single engine machine I had flown. It can be slammed on, yanked on, and stomped on. Even when glancing back, I see fine leathers, gold plated accents and wooden cabinets. Most of the time you’re riding in a 747 where good piloting skills and autopilots will allow the rich and famous to sip their fine coffees without fear. It’s a time machine where you can cross the entire United States at 737 speed, with only a brief 20 minute refueling stop.
It’s magical and nobody can tell me otherwise.
I will always remember my first jet flight. For those of you dreaming of the same, I hope you’ve enjoyed my story. I can tell you the excitement I had that day has not diminished in my 3000+ hours of Beechjet flying. I can still lose some sleep the night before a mission just from being so excited. I have seen much of the USA and beyond with a view that only a pilot gets to drink in. Let’s go up again sometime!
Throttle On
Peter James
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