Aviation News Talk – Pilot Stories, Safety Tips & General Aviation News

Max talks with Cyriel Kronenberg, Vice President of Airports and Air Traffic Management at uAvionix and a volunteer with the Civil Air Patrol’s National Radar Analysis Team (NRAT), about one of aviation’s most overlooked safety questions: if you survive a crash, how quickly will you be found? How Long Searches Take Cyriel explains that while ADS-B has shortened search times, the reality is sobering. Without a flight plan, overdue aircraft may not even be reported missing for hours. Average search times have historically stretched from 18 hours with a VFR flight plan to more than 60 hours with no plan at all. Even today, two to three hours is considered fast for locating a downed aircraft. ELTs: The Critical Difference Cyriel stresses the enormous difference between old 121.5 MHz ELTs and modern 406 MHz beacons. The older units provide only a vague signal and are prone to false alarms, often ignored. A properly registered 406 beacon, by contrast, transmits GPS coordinates via satellite, dramatically reducing search times. But here’s the catch: as many as half are mis-registered, with outdated or missing phone numbers. That makes even the best ELT nearly useless until rescuers conduct a blind search. Flight Plans, Contacts, and ADS-B Filing a flight plan helps, but only if searchers can reach someone who knows your intended route. Cyriel urges pilots to list an emergency contact not on the aircraft in the remarks section—ideally a spouse, friend, or FBO. While apps like ForeFlight allow pilots to enter contact details, those aren’t passed to the FAA. ADS-B provides an even bigger safety net: an aircraft with ADS-B out can usually be pinpointed within yards, while non-equipped aircraft may take days to locate. Survival Lessons Cyriel shares personal changes he’s made after years of analyzing accidents. He always keeps his cell phone in his pocket so it won’t be lost in a violent crash, carries a handheld transceiver tuned to 121.5 MHz, and wears or packs high-visibility gear. He emphasizes staying with the aircraft, since wreckage is easier to spot than a single person. Route planning also matters—flying near highways or populated areas at night increases survivability compared to wilderness routes. Behind the Scenes of NRAT Max and Cyriel dive into how NRAT works with the Air Force Rescue Coordination Center (AFRCC). Using radar, ADS-B, and even cell-phone forensics, the team helps determine whether an incident is a false alarm, an accident with no survivors, or a mission where lives can be saved. They coordinate directly with controllers and search crews, sometimes correcting errors in coordinate formats that would otherwise send helicopters to the wrong location. Success Stories and Scale In 2024, AFRCC handled nearly 500 aviation missions, with over 200 lives saved. Civil Air Patrol was involved in more than 300 of those missions, while NRAT contributed to 71 cases—directly responsible for dozens of finds and 10 documented saves. Cyriel recalls a dramatic case in Montana where local ADS-B receivers installed by uAvionix employees helped locate a couple who survived a crash into icy water; thanks to quick coordination, a helicopter pulled them out within 20 minutes. Key Takeaways for Pilots Cyriel closes with a checklist: ELT is registered correctlypersonal locator beaconADS-B outemergency contact in remarkscell phone and handheld radio Max underscores the theme: nobody takes off expecting to crash, but hundreds of missions each year prove it happens. With preparation, you can improve your odds not just of surviving the impact, but of being found in time. If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon. Support the Show by buying a Lightspeed ANR Headsets Max has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let's you trade in an older Lightspeed headset for a newer model. Start with one of the links below,...

Max Trescott talks with Ken Solosky, the NYPD's Chief Pilot on 9/11, about his experiences managing helicopter operations on one of the most catastrophic days in American history. Though Ken wasn’t flying at the moment of the attacks, he was on the ground coordinating the NYPD’s aviation response. He recounts how what began as a seemingly routine aircraft accident quickly escalated into a full-blown national emergency. The aviation unit scrambled a standard rescue package—Bell 412s with divers and crew chiefs, and patrol helicopters—only to face total communication breakdowns. Cell service and landlines failed, radio channels were overloaded, and misinformation, including reports of enemy fighter jets, created unprecedented confusion. Ken recalls the surreal moment of watching the second plane hit the South Tower live on TV and initially being unable to process the reality. He explains why rooftop rescues weren’t feasible—smoke obscured visibility, doors were locked or inaccessible, and the risk of engine flameout in the intense heat made the mission too dangerous. Still, he and his team documented the scene extensively and continued daily aerial photography for nearly a year afterward. Ken describes how foreign and domestic aviation units offered immediate support, with helicopters arriving from other cities—even LAPD offering to send their fleet. Yet due to lack of coordination, many of these aircraft were unknown to NYPD at the time and went unused in the response. He speaks candidly about the emotional toll, having lost 10 close friends among the 23 NYPD officers killed, and how that pain continues with the rise in 9/11-related cancer deaths among first responders. Post-9/11, Ken was instrumental in implementing a “96-hour standalone” plan for the NYPD, designed to maintain operations without headquarters support. Staffing schedules were restructured to ensure long-term response capacity. He shares how the aviation unit has evolved over the years—growing from six helicopters to a modern fleet including Bell 429s, a Bell 407 trainer, and a fixed-wing Caravan used for radiation scanning of incoming ships to New York Harbor. Ken also offers a detailed look at what a typical day is like for an NYPD pilot—flying patrol missions, conducting surveillance, responding to foot and vehicle pursuits, and supporting SWAT teams. He explains how the aircraft are equipped with cutting-edge tools like high-def thermal imagers, tactical radios, moving maps, and address-targeting cameras that can zoom in on a license plate from miles away. These tools enable precise coordination with ground teams and real-time intelligence, greatly improving safety and effectiveness. The conversation also delves into pilot recruitment and training, safety management system (SMS) implementation, and Ken’s personal advice for those interested in joining a law enforcement aviation unit. He emphasizes that character and work ethic matter just as much as flight hours. In lighter moments, Ken shares stories of flying Barbara Bush to West Point when Marine One had mechanical issues, and being told by Yankees legend Derek Jeter that flying for the NYPD was cooler than being the Yankees’ shortstop. He also describes dramatic rescues, like locating a man stranded on a sandbar after his friend swam off—and later finding that friend safe on another island. Ken currently flies both a Bell 407 and an Augusta 109 for corporate clients and continues to teach and speak for the FAA and EAA. His legacy and continued contribution to aviation safety and training are evident throughout the episode. The interview is both a sobering reflection on 9/11 and a celebration of how aviation supports public safety in today’s complex world. If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon. Support the Show by buying a Lightspeed ANR Headsets Max has been using only Lightspeed headsets for nearly 25 years! I love their...

Max talks with airline pilot and Designated Pilot Examiner (DPE) Jim Pitman to clear up a persistent avionics myth: that pressing the APR (Approach) key activates a GPS approach. In reality, APR is part of the automatic flight control system (AFCS)—not the GPS navigator. Its function is to arm the flight director’s lateral and vertical capture modes so the autopilot (if engaged) can follow the approach path. You can also view a video version of this episode. Just look on the page for August 15, 2025 video. And while you're on that page, please sign up to support the show. Jim’s “apples vs. oranges” analogy helps pilots keep the two systems straight: Apples = GPS navigator functions like activating an approach, sequencing waypoints, and CDI scaling. Oranges = AFCS/autopilot functions like heading, NAV, APR, and altitude hold modes. Max and Jim break down common scenarios in G1000 and Garmin Perspective+ cockpits, including: They also discuss common checkride errors, such as failing to deselect OBS or mishandling the SUSP (suspend) key during a hold. Jim explains why the FAA expects private pilot applicants to demonstrate basic knowledge of installed automation—even without an instrument rating. You’ll hear practical techniques to avoid “automation surprise,” like keeping the active flight plan visible, always checking the flight mode annunciator (“scoreboard”) before and after pressing a button, and using the “look–press–look” habit. Finally, they clarify the confusion between loading and activating an approach: often, the best way to start is simply going direct to the IAF or IF rather than pressing “Activate Approach.” Pilots can download Jim’s free “G1000 Common Errors & Solutions” guide at flywithjim.com/G1000 and Whether you fly glass-cockpit IFR regularly or are just starting instrument training, this episode will help you use the APR key correctly, fly more precise GPS approaches, and avoid costly autopilot errors. If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon. Support the Show by buying a Lightspeed ANR Headsets Max has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let's you trade in an older Lightspeed headset for a newer model. Start with one of the links below, and Lightspeed will pay a referral fee to support Aviation News Talk. Lightspeed Delta Zulu Headset $1299 NEW - Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $949 Lightspeed Sierra Headset $749 My Review on the Lightspeed Delta Zulu Send us your feedback or comments via email If you have a question you’d like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone. Mentioned on the Show Buy Max Trescott's G3000 Book Call 800-247-6553 Win a Free Headset: Lightspeed Delta Zulu Headset Giveaway NTSB News Talk Podcast NTSB News Talk on Apple Podcasts App NTSB News Talk on Spotify App UAV News Talk Podcast Rotary Wing Show Podcast Video Version of this Episode! Watch it for free on Patreon Jim Pitman's website and APR slides Free Index to the first 282 episodes of Aviation New Talk So You Want To Learn to Fly or Buy a Cirrus seminars Online Version of the Seminar Coming Soon – Register for Notification Check out our recommended ADS-B receivers, and order one for yourself. Yes, we’ll make a couple of dollars if you do. Get the Free Aviation News Talk app for iOS or Android. Check out Max’s Online Courses: G1000 VFR, G1000 IFR, and Flying WAAS & GPS Approaches. Find them all at: https://www.pilotlearning.com/ Social Media Like Aviation News Talk podcast on Facebook Follow Max on Instagram Follow Max on Twitter Listen to all Aviation News Talk podcasts on YouTube or YouTube Premium "Go Around" song used by permission of Ken Dravis; you can buy his music at kendravis.com If you purchase a product through a link on our site, we may...

In this episode of the Aviation News Talk podcast, Max Trescott talks with Sean Elliott, Vice President of Advocacy and Safety at the Experimental Aircraft Association (EAA), about the FAA’s groundbreaking MOSAIC final rule—and how it benefits all pilots, not just sport pilots or Light-Sport Aircraft owners. Sean explains that MOSAIC replaces the old, restrictive Light-Sport Aircraft definition with a performance-based standard, removing the long-standing 1,320-pound maximum takeoff weight limit and focusing instead on a clean stall speed (VS1) of no more than 59 knots CAS for sport pilot privileges and a landing configuration stall speed (VSO) of no more than 61 knots for LSA certification. This single change dramatically broadens the pool of aircraft that qualify, meaning many popular legacy models—like certain Cessna 172s and even Cirrus SR20s—can now be flown by sport pilots, and private pilots can operate them under sport pilot privileges with nothing more than a valid U.S. driver’s license in place of an FAA medical. For older pilots or those with long-term medical concerns, MOSAIC is a game-changer. A private pilot who no longer maintains a Third Class or BasicMed medical can still keep flying a wide variety of capable, familiar aircraft—often including the same ones they’ve flown for years—so long as they meet the new stall speed limits and carry no more than one passenger. Sean and Max discuss how this provision gives seasoned aviators a safe and legal way to extend their flying years without the administrative burden or risk of renewing a medical certificate. MOSAIC also expands sport pilot privileges beyond the original daytime, fair-weather limitations. With additional training and endorsements, sport pilots will be able to fly at night under VFR, operate aircraft with constant-speed propellers and retractable landing gear, and take advantage of higher cruise speeds—removing many of the practical barriers that once kept sport pilots from flying more capable airplanes. The rule even opens the door for certain limited commercial operations by sport pilots, including banner towing, glider towing, and pipeline or powerline patrol—tasks previously off-limits without at least a private pilot certificate. On the aircraft side, the MOSAIC framework allows manufacturers to certify a much wider range of designs as LSAs under ASTM consensus standards. This could lead to modernized versions of classic Part 23 trainers like the Cessna 172 becoming available in factory-new LSA configurations, as well as innovative new designs in the experimental, gyroplane, and electric aircraft categories. Sean notes that this flexibility benefits the industry by encouraging innovation while keeping costs lower than traditional FAA certification pathways. Flight schools stand to gain as well. Because many mainstream trainers now qualify as LSAs, schools can use them to train sport pilots without investing in specialized two-seat LSAs that may be less versatile for other types of training. This flexibility could help schools reach a new segment of students—especially older adults returning to flying or beginners looking for a faster, less expensive path to the cockpit. Max and Sean also cover how MOSAIC affects aircraft maintenance. Repairman certificates for LSAs will still exist, and MOSAIC provides expanded privileges for light-sport repairman-inspectors and mechanics working on these aircraft, supporting both owner-maintenance and professional servicing. Sean stresses that while MOSAIC dramatically broadens options, it doesn’t automatically change the certification status of existing aircraft—manufacturers or owners must still pursue LSA certification through the ASTM process. That means pilots should verify whether a particular aircraft is LSA-certified or qualifies for operation under sport pilot rules before assuming they can fly it without a medical. The conversation closes with EAA’s commitment to supporting pilots, flight...

Ken Solosky was the NYPD's Chief Pilot on 9/11, responsible for coordinating helicopter operations during the most devastating day in modern American history. In this short teaser, you'll hear a preview of our in-depth interview with Ken, including why rooftop rescues at the World Trade Center weren't attempted and how the team coped with confusion, misinformation, and tragic loss. The full episode is available now on our new podcast: Rotary Wing Show. 🎧 Listen and subscribe in your favorite podcast app, by clicking on the link above, and then click the Follow button in the upper right. Or, you can get to the show directly if you're using the Apple Podcast app or the Spotify app. If you enjoy this show, please use the Share button in your app, and share the episode with a friend. Thank you so much for listening, and I’ll talk with you again soon. If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon. Support the Show by buying a Lightspeed ANR Headsets Max has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let's you trade in an older Lightspeed headset for a newer model. Start with one of the links below, and Lightspeed will pay a referral fee to support Aviation News Talk. Lightspeed Delta Zulu Headset $1299 NEW - Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $949 Lightspeed Sierra Headset $749 My Review on the Lightspeed Delta Zulu Send us your feedback or comments via email If you have a question you’d like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone. Mentioned on the Show Buy Max Trescott's G3000 Book Call 800-247-6553 Lightspeed Delta Zulu Headset Giveaway NTSB News Talk Podcast UAV News Talk Podcast Rotary Wing Show Podcast Free Index to the first 282 episodes of Aviation New Talk So You Want To Learn to Fly or Buy a Cirrus seminars Online Version of the Seminar Coming Soon – Register for Notification Check out our recommended ADS-B receivers, and order one for yourself. Yes, we’ll make a couple of dollars if you do. Get the Free Aviation News Talk app for iOS or Android. Check out Max’s Online Courses: G1000 VFR, G1000 IFR, and Flying WAAS & GPS Approaches. Find them all at: https://www.pilotlearning.com/ Social Media Like Aviation News Talk podcast on Facebook Follow Max on Instagram Follow Max on Twitter Listen to all Aviation News Talk podcasts on YouTube or YouTube Premium "Go Around" song used by permission of Ken Dravis; you can buy his music at kendravis.com If you purchase a product through a link on our site, we may receive compensation.

Max talks about a dramatic ground collision between two Pasadena Police Department helicopters and the wide-ranging lessons pilots can draw from it. On November 17, 2012, two Bell OH-58 helicopters collided at the Pasadena PD Benedict Heliport when one returned from a flight and struck another that was sitting on the pad with its rotors turning. Six people suffered minor injuries, but the accident destroyed both aircraft and revealed systemic issues far beyond a single pilot error. Max uses the NTSB report and audio clips from the Rotary Wing Show—where host Mick Cullen interviewed Dan Parsons—to examine how this accident unfolded and why different people interpret it so differently. Initial reactions, including Max’s own when first hearing the episode, tended to blame the landing pilot. However, as Dan points out, there were organizational and procedural factors that made this an accident waiting to happen. One major factor was the normalization of deviance. Due to poor drainage on Pad 1, it was common for helicopters to be parked slightly outside the designated landing box to avoid puddles. On the day of the accident, N96BM was positioned completely outside the pad’s markings. When N911FA returned to land in light rain with a wet windscreen, the landing pilot assumed the parked helicopter was within its box and focused on positioning her own aircraft properly on Pad 2. The two rotor systems intersected just as she lowered the collective to land. The lack of a monitored UNICOM frequency and formal radio procedures compounded the hazard. At the time of the accident, no standard protocol existed for announcing arrivals or departures beyond what ground personnel could hear. The parked helicopter’s radios were not yet on, so the pilots had no communication link. Combined with rain-obscured visibility and non-standard pad markings, these conditions created a perfect storm. Max highlights how this accident illustrates core principles of Safety Management Systems (SMS), even for pilots outside of airline or charter operations. SMS emphasizes proactively identifying hazards, implementing mitigations, and creating feedback mechanisms to prevent unsafe practices from becoming normalized. The Pasadena PD air unit responded after the accident by redesigning their heliport layout to increase pad separation, establishing monitored UNICOM procedures, and instituting regular safety meetings to address hazards before they could lead to incidents. The episode also touches on pilot psychology. As Mick Cullen points out in one clip, the markings on the ground or guidance from a marshaller are just that—guidance. Ultimately, the pilot in command decides where to place the aircraft and is responsible for ensuring clearance. This is a valuable lesson not just for helicopter pilots but for fixed-wing pilots taxiing around crowded ramps. Max connects this to a story of a low-time pilot at his club who taxied into a fuel truck and insisted it wasn’t his fault—a reminder that responsibility always lies with the PIC. In the Updates segment, Max turns to two sobering Cirrus SR22 accidents. The first, in Jesup, Georgia, involved an experienced pilot attempting to land in near-zero visibility without flying the published instrument approach. Track data showed low-speed, high-bank maneuvers just before the airplane stalled and crashed short of the runway. The pilot’s tendency to avoid being late for appointments may have contributed to self-induced pressure, leading to a poor decision to attempt a visual arrival in IMC. The second accident, in Oxbow, Oregon, involved a newly certificated pilot who encountered forecast icing conditions at altitude. The airplane entered IMC, likely accumulated ice, and descended rapidly. The pilot deployed the Cirrus Airframe Parachute System, but at a speed far above the published deployment limit, causing structural failure of the parachute system. The accident underscores the critical importance of...

Max talks with Tom Turner, Executive Director of the American Bonanza Society’s Air Safety Foundation, about an extraordinary initiative to preserve the operational future of the iconic V-tail Bonanza aircraft. When Textron Aviation quietly stopped producing the magnesium ruddervator skins—a unique flight control surface used only on V-tail Bonanzas—it left over 5,000 aircraft potentially grounded due to a lack of repair parts. Even minor damage could make these aircraft unrepairable. To solve this crisis, the ABS Air Safety Foundation awarded the $500,000 Maciel Ruddervator Prize to SRS Aviation of Minnesota. Tom explains the history and challenges behind the ruddervator issue: the original parts were made from a now-obsolete thickness of magnesium, which is no longer commonly produced. Even worse, the chemical process used to harden the magnesium is so caustic and environmentally hazardous that almost no facility could perform it anymore. SRS Aviation, already experienced in building replacement aluminum control surfaces, initially declined to compete. But after realizing no one else was pursuing a solution, they took on the challenge, developing their own safe and FAA-acceptable hardening process. They eventually met the prize’s requirements, which included certifying replacement skins for all three ruddervator design variants and producing at least 100 completed kits to prove production viability. Tom also discusses the origin of the prize money: a generous bequest from Manny Maciel, a quiet aircraft fueler in Santa Rosa, California, who left $5 million to aviation safety research. The ABS Air Safety Foundation received $1 million of this funding, which it used to underwrite the prize. Tom emphasizes that the Foundation structured the award not just to incentivize a solution, but to ensure long-term support for V-tail Bonanza owners. The story also touches on how the ruddervator issue impacted aircraft valuations and even insurance policies—some insurers were unwilling to total aircraft with ruddervator damage, knowing repairs were impossible. Tom notes that after the prize was announced, Textron resumed limited production of the original ruddervator skins, showing how serious ABS was about finding a solution. Max wraps up by asking what other challenges might face Bonanza owners. Tom replies that while issues will always arise, most are solvable. The ruddervator shortage, however, was unique—it was an existential threat. Thanks to SRS Aviation and the support of the aviation community, that threat has now been eliminated. If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon. Support the Show by buying a Lightspeed ANR Headsets Max has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let's you trade in an older Lightspeed headset for a newer model. Start with one of the links below, and Lightspeed will pay a referral fee to support Aviation News Talk. Lightspeed Delta Zulu Headset $1299 NEW – Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $949 Lightspeed Sierra Headset $749 My Review on the Lightspeed Delta Zulu Send us your feedback or comments via email If you have a question you’d like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone. News Stories Light sport rules expand dramatically Stratus 4 introduced AOPA Sweepstakes Plane Sidelined In Runway Excursion Poor planning, training are main reasons for loss of control accidents Takeoff goes awry on significantly shorter runway than planned Van's Aircraft begins taking RV-15 orders Boeing trims pilot demand forecast slightly Pilot charged with hijacking and terrorism over Vancouver flight Stratos adventurer Baumgartner dies Mentioned on the Show Buy Max Trescott's G3000 Book Call 800-247-6553 Lightspeed Delta Zulu Headset Giveaway NTSB News Talk Podcast UAV News Talk...

Max talks with Cole Crawford from ForeFlight about the company’s latest innovation: Dynamic Procedures. Built to replace the static, legacy approach chart paradigm, Dynamic Procedures enables pilots to access IFR approach information dynamically, contextually, and interactively—right from the ForeFlight map screen. Cole explains that most pilots spend their time in ForeFlight’s moving map, but approach procedures often pulled them out of that environment into static “plates.” Dynamic Procedures changes that by embedding approach information into the map itself, using a smart sidebar that adjusts to what’s relevant—no more scanning through unnecessary minimums or ambiguous notes. Max and Cole walk through an ILS approach into Austin, Texas, highlighting features like: Cole also introduces the revamped “Approach Mode” in Profile View. It declutters the horizontal profile to focus solely on the approach, making threshold crossing height, descent angles, and fix altitudes easier to interpret. The profile also includes range tick marks so pilots can visualize their distance from the runway—helpful when sequencing into an uncontrolled field or estimating when to descend. The conversation explores how this feature enhances safety—particularly by minimizing the chance of referencing incorrect minimums or missing key notes during busy phases of flight. Cole shares how the sidebar automatically selects the applicable minimum for the aircraft category, based on user input. And the system can handle complex logic, such as adjusting minimums for altimeter source changes—automatically, without the pilot having to do the math. They demonstrate several unique procedures, including RNAV approaches with course reversals and circling minimums. In circling scenarios, the system visually depicts the circling area boundary on the map, helping pilots better visualize protected airspace—especially when flying at non-standard pattern altitudes. The discussion wraps up with insights into how ForeFlight builds this feature using raw procedural data from global ANSPs (Air Navigation Service Providers). Instead of pre-composed charts, Dynamic Procedures generates visuals on-the-fly using Jeppesen data, allowing more flexibility, better legibility, and real-time filtering. The app dynamically renders labels, declutters unnecessary data, and tailors the view to your position and approach segment. Cole offers practical advice for pilots transitioning to this new paradigm. He encourages users not to discard traditional charts immediately, but to use Dynamic Procedures alongside plates at first, eventually growing comfortable with the new tool as a primary briefing method—similar to how many pilots gradually adopted ForeFlight’s aeronautical map over VFR sectionals and low-altitude charts. The feature will roll out with a preview to all ForeFlight subscribers in supported regions (U.S., Canada, Pacific Islands), after which it will be available to Essential-tier and above subscribers. Extensive documentation, webinars, and in-app support will help pilots get up to speed. This episode is essential listening for IFR pilots interested in the future of digital flight planning and safety—especially those ready to reimagine how they brief and fly approaches. If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon. Support the Show by buying a Lightspeed ANR Headsets Max has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let's you trade in an older Lightspeed headset for a newer model. Start with one of the links below, and Lightspeed will pay a referral fee to support Aviation News Talk. Lightspeed Delta Zulu Headset $1299 NEW - Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $949 Lightspeed Sierra Headset $749 My Review on the Lightspeed Delta Zulu Send us your feedback or comments via email If you have a question you’d like answered on...

Max Trescott teams up with Tom Turner—executive director of the American Bonanza Society’s Air Safety Foundation—to help listener Marc Brodecki weigh options for earning his private pilot certificate. Marc, a 39-year-old aerospace engineer in Los Angeles with glider experience, is evaluating three flight training options: a nearby tailwheel-focused school (that includes a Stearman), a larger flight school at Torrance using Sling aircraft, or buying and learning in the Beechcraft Bonanza he eventually wants to own. Tom provides extensive guidance on Bonanza ownership. He discusses which Bonanza models (S-35 or early V-35) fit Marc’s $100–$150k budget and breaks down the real-world operating costs—including fuel, maintenance, insurance, tie-downs, and the potential for large, deferred maintenance costs. He stresses that insurance for student pilots in complex aircraft like Bonanzas can be a barrier and suggests checking with brokers early. Max adds that avionics upgrades are costly and advises finding an aircraft that already has the equipment you need. Tom and Max both support training in a Bonanza—if done right. Benefits include gaining type-specific proficiency, leading to greater safety and a stronger insurance profile. However, they caution that older Bonanzas may lack dual controls and copilot brakes, which are required for instruction and checkrides. Installing these features can be expensive and difficult, making them a potential dealbreaker. Max recommends looking for experienced Bonanza instructors, such as those certified through ABS’s Flight Instructor Academy. Marc also asks about learning in tailwheel aircraft and transitioning later to a Bonanza. Tom says that’s a viable and fun route—especially if the nearby school makes frequent training easy. Both guests emphasize that the convenience of the training location often matters more than the training aircraft. Flying regularly helps students retain skills and progress faster. The discussion also touches on partnerships to reduce ownership costs, the hidden expenses of ownership (like California’s use tax), and how to vet good instructors. Max compares the CFI relationship to psychotherapy—it must be built on trust. A red flag is any instructor who pretends to know everything rather than admitting when they need to look something up. As for timing, both Tom and Max encourage Marc to begin instrument training soon after earning his private certificate. In cloud-prone California, that rating increases safety and utility, and the sooner it's earned, the easier the transition. To wrap up, Max reminds Marc not to get stuck in “analysis paralysis.” While his engineering mindset may drive him to seek the perfect solution, the key is choosing a path that’s good enough and lets him start flying soon—and enjoy the journey. If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon. Support the Show by buying a Lightspeed ANR Headsets Max has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let's you trade in an older Lightspeed headset for a newer model. Start with one of the links below, and Lightspeed will pay a referral fee to support Aviation News Talk. Lightspeed Delta Zulu Headset $1299 Lightspeed Zulu 3 Headset $949 Lightspeed Sierra Headset $749 My Review on the Lightspeed Delta Zulu Send us your feedback or comments via email If you have a question you’d like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone. News Stories NASA ASRS Program - Submit Your CommentBill Would Limit Use of ADS-B Data Court rules FAA antidepressant denial 'arbitrary' Could you land a plane in an emergency? Cal Fire, Skyryse Exploring ‘Optionally Piloted’ Aerial Firefighting Piper crashes after student freezes on controls NTSB Prelim: Aeronca 7ACStolen aircraft could land student pilot in prison for a decadePilot...

Max Trescott takes listeners inside the cockpit of the future in episode 390, as he shares his firsthand experience flying the fully electric Bristell B23 Energic trainer and talks with executives from H55, the Swiss company behind its electric propulsion system. This in-depth episode explores the technical, operational, and strategic aspects of electric flight training aircraft. The B23 Energic is a joint project between Czech aircraft manufacturer BRM Aero and H55, the latter founded by the team behind the Solar Impulse aircraft that flew around the world on solar power. Max discusses how H55 is focusing on producing electric propulsion systems—batteries, controllers, and motors—for aircraft manufacturers, rather than building entire aircraft themselves. This modular approach is designed to speed up certification and lower development costs. H55 CEO Martin Larose shares how the company is involved in several projects worldwide, including with CAE to retrofit Piper Archers, Harbour Air to electrify floatplanes, and Pratt & Whitney on a hybrid Dash 8-400. He also explains H55’s plan to manufacture battery systems in both Switzerland and Montreal to serve global markets while avoiding costly and complex battery transport logistics. Max’s test flight takes place at Palo Alto Airport, where the B23 Energic was on a U.S. tour. He notes the aircraft’s similarities to the Piper Sport Cruiser in handling and design, due to a shared designer. The electric version offers about 60 minutes of flight time and a 10-minute reserve, although U.S. FAA rules would require a 30-minute reserve, limiting U.S. endurance to 40 minutes unless additional batteries are added. The aircraft uses NCA lithium-ion batteries and features a liquid-cooled motor and controller, but air-cooled batteries to keep things simple. While the plane’s payload is about 73 pounds less than its piston counterpart, it offers dramatically lower operating costs—estimated at $8–9 per hour for electricity versus $50+ per hour in fuel and oil for conventional trainers. The certification process, especially in Europe under EASA, remains H55’s biggest challenge, with 90% of company resources dedicated to achieving approval. The motor is built by Equipmake in the UK to H55’s design and features dual windings for redundancy—ensuring safe single-failure tolerance. Max also interviews Laurent, the demo pilot, and Céline, a project engineer, learning about how H55 built hundreds of hours of bench testing before the aircraft even flew. Their insights underscore the care and rigorous engineering that go into preparing electric aircraft for real-world flight training environments. In-flight, Max describes the aircraft as well-balanced and intuitive, with a quiet cabin that enhances concentration—an important advantage for student pilots. He praises the center stick control, wide cabin, and visibility. The landing was smooth and predictable, and energy use during the short flight was minimal—about 6 kWh for a pattern and 360 turn. Finally, Max reflects on how quickly the electric nature of the aircraft faded into the background during flight—exactly what H55 wants. The B23 Energic is expected to launch in Europe in 2026 and U.S. in 2027, with a price of $431,000 for early buyers and $500,000 later. It will be certified for Day VFR only, making it a strong candidate for cost-effective flight training. If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon. Support the Show by buying a Lightspeed ANR Headsets Max has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let's you trade in an older Lightspeed headset for a newer model. Start with one of the links below, and Lightspeed will pay a referral fee to support Aviation News Talk. Lightspeed Delta Zulu Headset $1199 Lightspeed Zulu 3 Headset $899 Lightspeed Sierra Headset $699 My Review on the Lightspeed Delta Zulu Send us your...

Max Trescott interviews Dr. John Trowbridge, a physician and former senior Aviation Medical Examiner, to tackle a hidden yet critical safety topic: how over-the-counter (OTC) and prescription medications contribute to general aviation accidents. Studies have found that up to 40% of fatal accidents involve pilots with impairing substances in their system—ranging from allergy medications to sleep aids to alcohol. The problem? Many of these substances are legal and even commonplace, yet can significantly degrade judgment, memory, attention, and coordination. Dr. Trowbridge emphasizes that many pilots—and even their doctors—are unaware of FAA wait-time guidelines. He explains the FAA's “5x rule,” which states that a pilot must wait five times the recommended dosage interval before flying. So if a medication is taken every six hours, the pilot should wait 30 hours after the last dose. For 24-hour medications like Zyrtec, the wait time stretches to five full days. The discussion highlights the particular dangers of first-generation antihistamines like Benadryl (diphenhydramine), which are highly sedating and frequently found in sleep aids like Tylenol PM, NyQuil, and Unisom. These medications, even when taken the night before, can impair cognitive function well into the next day. Alarmingly, Benadryl is the most commonly detected OTC drug in fatal GA accidents. Dr. Trowbridge also warns about second-generation antihistamines like Zyrtec and Xyzal. While marketed as “non-drowsy,” these can still cause subtle sedation, especially in combination with alcohol or other medications. Alternatives like Allegra and Claritin are usually safer and FAA-approved—but only after personal ground-testing and AME consultation. Beyond antihistamines, they explore other drug categories. For pain relief, medications like aspirin, Tylenol, ibuprofen, and Aleve are generally safe, but anything with “PM” on the label likely contains sedating ingredients. Prescription painkillers like codeine are outright disqualifying. Dr. Trowbridge shares unconventional options too, like topical lidocaine, coconut oil, and even horse liniment—though with cautions about application and legality. Sleep aids are another minefield. Melatonin is the only one on the FAA’s “go list,” and even it should be ground-tested first. Nasal decongestants such as Afrin and Sudafed can raise blood pressure and cause jitteriness, making natural remedies like saline rinses or cool vapor inhalation preferable. Cough medications also pose risks. Products with dextromethorphan (like DayQuil or Delsym) can sedate, as can multi-symptom formulas marked “PM” or “nighttime.” Gastrointestinal issues are more straightforward: most antacids like Tums and Maalox are safe, but anti-diarrheals like Imodium are not, due to sedation risks. UTIs are covered with non-sedating options like AZO and D-Mannose, but Dr. Trowbridge cautions pilots never to fly if symptomatic or on unfamiliar antibiotics. The conversation then turns to alcohol. The FAA’s limit is 0.04%, but even lower levels can impair judgment, night vision, and reaction time—especially when combined with other medications or altitude-related hypoxia. Max cites an older FAA study showing that alcohol above 0.04% was found in 7% of fatal pilot crashes, with 3% involving both alcohol and drugs. Finally, Dr. Trowbridge emphasizes the importance of pilot self-awareness and due diligence. Most doctors are not trained in FAA regulations and may prescribe disqualifying medications unless reminded. He urges pilots to always research their medications, consult their AME, and even speak with pharmacists about interactions and cognitive side effects. Dr. Trowbridge’s website, ClearedForTakeoff.info, offers in-depth presentations on pilot health concerns like sleep, sinus issues, inflammation, and safe alternatives to disqualifying drugs. His goal is to help pilots avoid both illness and medication risks, empowering them to stay flying—and stay...

Max Trescott welcomes aviation columnist, aerobatic instructor, and DPE Dr. Catherine Cavagnaro to explore smarter ways to plan cross-country flights. The conversation is inspired by Catherine’s June 2025 AOPA article titled “The Benefits of Getting High,” which argues that pilots often default to lower cruising altitudes or direct GPS routes without considering efficiency or safety trade-offs.Catherine explains that pilots should dig into their aircraft’s POH (Pilot’s Operating Handbook) to find performance charts that highlight how altitude affects both time and fuel efficiency. For her Bonanza, she found that the highest true airspeed at 65% power occurred around 7,000 to 8,000 feet, but fuel efficiency kept improving all the way up to the service ceiling. Using a sample 650-NM trip, she shows that cruising at 12,000 feet—despite a longer climb—saved enough fuel to eliminate a fuel stop, making the total trip time shorter. They discuss how terrain, restricted airspace, and drop zones make GPS direct routing risky or impractical, especially across mountain ranges. Catherine shares how Victor airways, often dismissed as outdated, still provide safer terrain routing and proximity to emergency airports. Max adds real-world examples, including dangerous direct flights through the Sierra Nevada that ended in CFIT accidents. He outlines three major cross-country paths—northern, central (I-80 corridor), and southern—each with their own altitude and weather considerations. The two agree that pilots often forget how minor route deviations can vastly improve safety with negligible time penalties. Catherine uses a mathematical analogy involving railroad tracks expanding in the sun to illustrate how small vertical detours can stem from large lateral gains. They also dive into the importance of using supplemental oxygen—not just at legally required altitudes but even as low as 9,000 feet. Catherine explains how oxygen concentrators work, how they eliminate the need for tank refills, and how much better she feels after using them on long flights. Max echoes the sentiment, comparing it to the dramatic improvement that came with noise-canceling headsets. Together, they underscore how improved oxygenation can enhance alertness, decision-making, and post-flight fatigue levels. When it comes to safety, Catherine highlights the “5 Fs” checklist she uses for personal go/no-go decisions, emphasizing that fatigue is the hardest one to self-assess. She emphasizes building “outs” into every flight plan, from not booking hotels in advance to carrying backup airline tickets in case weather or fatigue prevent safe continuation. Max shares a similar experience of aborting a leg from Reno when he realized how exhausted he was just after takeoff. They also cover inflight considerations like maneuvering speed and turbulence. Catherine explains that because true airspeed rises with altitude while calibrated airspeed (which affects structural stress) stays lower, flying higher can reduce aircraft stress during turbulence—provided pilots understand how those values relate. Finally, they joke about snacks in the cockpit—Catherine once flew past the Grand Canyon while munching a chocolate croissant from a bread-baking class. The lighthearted close reinforces the theme: safe flying is not just about skill, but about preparation, flexibility, and a little indulgence to make the journey enjoyable. For any pilot planning a summer trip—or just wanting to sharpen their cross-country thinking—this episode is a goldmine of practical tips, insightful math, and hard-won wisdom. If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon. Support the Show by buying a Lightspeed ANR Headsets Max has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let's you trade in an older Lightspeed headset for a newer model. Start with one of the...

Max talks about common gotchas with RNAV GPS approaches, especially when using vectors to final (VTF). The conversation picks up where Episode 383 left off, with listeners asking how vectors to final (VTF) influences glidepath capture on WAAS approaches. He explains that under normal circumstances—flying the approach via own navigation from an initial approach fix (IAF)—the GPS glidepath doesn’t turn magenta or allow autopilot coupling until the FAF becomes the active waypoint. The magenta color indicates that the GPS receiver has completed a signal quality evaluation, verifying that the WAAS signal is good enough for LPV minimums. Until this point, the glidepath indicator remains a hollow white diamond, and the autopilot will not descend. However, activating VTF triggers this signal check immediately, regardless of the aircraft’s location. If the aircraft’s track is within approximately 100–110° of the final approach course, the glidepath indicator turns magenta and autopilot coupling becomes possible—even miles from the airport. This can be risky if the aircraft is outside the protected segment of the published procedure, especially in mountainous terrain where blindly following the glidepath can be hazardous. Max notes that activating VTF early, particularly from a downwind leg, may display the “SUSP” annunciator. He urges pilots not to press the SUSP button in this scenario, as it can inadvertently sequence legs inappropriately or disable the approach altogether. The SUSP annunciator will clear automatically during the final base-to-final turn, provided it's within 45° of the final approach course. The episode then shifts to a common gotcha with ILS and RNAV approaches when being vectored in close. If a controller brings an aircraft in at an altitude that puts it above the glidepath—and the vertical deviation indicator centers before the lateral CDI centers—the autopilot will capture lateral guidance but not vertical guidance. Max describes this firsthand from a recent Vision Jet flight into Orange County, where his awareness helped avoid a missed capture. If the autopilot fails to capture the glidepath due to this timing issue, pilots must use vertical speed (VS) mode to manually descend and re-intercept it. Responding to listener Matt’s question, Max discusses the use of VNAV (Vertical Navigation) mode as another way to descend to the glidepath for early coupling. He clarifies that while VNAV is a separate topic, it’s related because it can assist with managing step-down altitudes more precisely. If VNAV is properly configured—usually in conjunction with the APPR key—it can manage the descent and transition into the glidepath at the FAF. However, Max warns of several pitfalls: pilots often forget to dial in a lower altitude, which prevents descent; older G1000 systems may ignore VNAV commands if the top of descent (TOD) is more than five minutes away; and using VNAV may not align with ATC altitude restrictions. He concludes that while VNAV has become more reliable due to Garmin software improvements, it introduces complexity and requires careful verification of ATC clearances and altitude settings. If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon. Support the Show by buying a Lightspeed ANR Headsets Max has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let's you trade in an older Lightspeed headset for a newer model. Start with one of the links below, and Lightspeed will pay a referral fee to support Aviation News Talk. Lightspeed Delta Zulu Headset $1199 Lightspeed Zulu 3 Headset $899 Lightspeed Sierra Headset $699 My Review on the Lightspeed Delta Zulu Send us your feedback or comments via email If you have a question you’d like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone. News Stories DOT Begins Search for Lead Contractor...

A cabin door pops open just after takeoff. It’s noisy, surprising—but the aircraft is still flying just fine. So why are general aviation pilots still crashing and dying in these scenarios? In this episode, Max explores the unsettling trend of fatal accidents caused not by mechanical failure, but by how pilots react to in-flight distractions—specifically, an open cabin or baggage door. In just the first five months of 2025, four U.S. GA crashes involved doors opening shortly after takeoff. Three were fatal; the fourth resulted in serious burn injuries. Max walks through each accident in detail, including the tragic crashes of a Beech Baron in Colorado, a Vans RV-10 in California, a Beech A36TC in Pennsylvania, and a Piper Saratoga in Florida. In all cases, the door opening startled the pilot, who either tried to immediately return at low altitude or became distracted from flying. The result: stalls, spins, or uncontrolled impacts—none of which were caused by the open door itself. Drawing from FAA guidance, NTSB investigations, and personal experience with over two dozen open-door incidents, Max explains exactly how pilots should handle this situation. The key? Don’t panic. Don’t try to fix the problem in the air. Fly the airplane, climb to pattern altitude, and land normally. You’ll also learn about door designs that are more prone to issues—like gull-wing doors on RV-10s and Columbias, or rear doors on Diamonds—and the importance of educating passengers on how to respond. The episode also includes real-world listener stories, POH comparisons across different aircraft, and a review of FAA training materials that stress proper task management in abnormal situations. Max reminds pilots that an open door is not an emergency—it’s a test of focus. If mishandled, it can become a fatal distraction. But with the right knowledge and discipline, it should be a non-event. This episode is a must-listen for every GA pilot—because distractions happen, and it’s how we respond that makes the difference. If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon. Support the Show by buying a Lightspeed ANR Headsets Max has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let's you trade in an older Lightspeed headset for a newer model. Start with one of the links below, and Lightspeed will pay a referral fee to support Aviation News Talk. Lightspeed Delta Zulu Headset $1199 Lightspeed Zulu 3 Headset $899 Lightspeed Sierra Headset $699 My Review on the Lightspeed Delta Zulu Send us your feedback or comments via email If you have a question you’d like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone. News Stories FAA is discontinuing some Charting Products Garmin Reinvents Procedural Charts with SmartCharts Sporty’s introduces new CFI Test Prep Course Tornado Levels Much Of London, Kentucky Airport GAMA Numbers All Positive for the First Quarter of 2025 Pilot regrets flying after pressured by boss Student pilot emergency landing sentenced to 30 months Mentioned on the Show Buy Max Trescott's G3000 Book Call 800-247-6553 Lightspeed Delta Zulu Headset Giveaway Video of the Week: Garmin AutoLand in SR22/G7 Aeronautical Chart Users’ Guide FLYING Magazine: Flying the Margins FLYING Magazine: What Happens When Autopilots Fail? NTSB News Talk Podcast UAV News Talk Podcast Rotary Wing Show Podcast Free Index to the first 282 episodes of Aviation New Talk So You Want To Learn to Fly or Buy a Cirrus seminars Online Version of the Seminar Coming Soon – Register for Notification Check out our recommended ADS-B receivers, and order one for yourself. Yes, we’ll make a couple of dollars if you do. Get the Free Aviation News Talk app for iOS or Android. Check out Max’s Online Courses: G1000 VFR, G1000 IFR, and Flying WAAS & GPS Approaches. Find them all at:...

Max Trescott examines the tragic crash of a Citation S550, N666DS, in San Diego during an attempted RNAV (GPS) 28R approach to Montgomery Field at approximately 3:46 AM. After departing Teterboro, NJ, and making a fuel stop at Wichita's Jabara Field, the pilot continued westbound overnight. After refueling, the flight continued to San Diego, where the Montgomery Field AWOS was inoperative, and weather was marginal. The pilot requested weather at nearby airports. The aircraft correctly crossed the final approach fix PENYY at 2500 feet but then flew below the glide path and failed to stabilize. Speeds decreased from 200 knots to 124 knots on final, increasing workload and destabilizing the descent. Flight path data suggests the pilot may have flown the approach as if it were a non-precision LNAV approach, mistakenly observing step-downs like the PALOS fix, which applies only to LNAV. Two level-offs occurred—one around 1300–1400 feet, then again at 500 feet—further evidence of a step-down approach profile, inconsistent with a stabilized LPV descent. Ultimately, the jet was 173 feet below LPV minimums and 440 feet below LNAV minimums when it leveled at 500 feet before crashing. The autopilot appeared to be disengaged near the end, with irregular lateral path and a brief climb after leveling at 500 feet. Fatigue may have played a significant role, as the pilot had been flying for over 7.5 hours and the crash occurred at 3:45 AM Pacific (6:45 AM Eastern), squarely in the circadian low period when alertness suffers. Max points out that older aircraft like this 40-year-old Citation often have non-intuitive or limited autopilot functionality for RNAV approaches. Social media commenters speculated the aircraft may have had either a non-WAAS FMS providing limited vertical guidance, or a Jet Tech STC’d Garmin 750 setup requiring autopilot workarounds. Either case complicates RNAV approach execution—especially when the pilot is tired. Given the ILS 28R approach was available and offered the same minimums, Max questions why the pilot didn’t choose it. Even older autopilots generally handle ILS approaches more reliably than LPV. He concludes that while RNAV approaches are preferred in modern aircraft, an older jet with dated avionics at night, may warrant choosing the simpler, more robust ILS option. Max reiterates a fundamental safety takeaway: Always tailor your approach to the aircraft and situation. What works best in a G1000 or G3000 might not be safe in a 1980s-era Citation. And never underestimate the risks of fatigue, especially during early morning hours. If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon. Support the Show by buying a Lightspeed ANR Headsets Max has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let's you trade in an older Lightspeed headset for a newer model. Start with one of the links below, and Lightspeed will pay a referral fee to support Aviation News Talk. Lightspeed Delta Zulu Headset $1199 Lightspeed Zulu 3 Headset $899 Lightspeed Sierra Headset $699 My Review on the Lightspeed Delta Zulu Send us your feedback or comments via email If you have a question you’d like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone. Mentioned on the Show Buy Max Trescott's G3000 Book Call 800-247-6553 Lightspeed Delta Zulu Headset Giveaway Free Index to the first 282 episodes of Aviation New Talk So You Want To Learn to Fly or Buy a Cirrus seminars Online Version of the Seminar Coming Soon – Register for Notification Check out our recommended ADS-B receivers, and order one for yourself. Yes, we’ll make a couple of dollars if you do. Get the Free Aviation News Talk app for iOS or Android. Check out Max’s Online Courses: G1000 VFR, G1000 IFR, and Flying WAAS & GPS Approaches. Find them all at:...

Max Trescott and Rob Mark launch the first episode of NTSB News Talk, diving into NTSB agency news, recent accidents and newly published NTSB reports to help pilots better understand accident causes and improve decision-making in the cockpit. Please help us improve the show by sending us your feedback here. To hear future episodes of NTSB News Talk, Follow or Subscribe to the show in your podcast app. They begin with a surprising administrative shake-up: the unexplained termination of NTSB Vice Chairman Alvin Brown . Rob questions the lack of transparency, pointing out how an independent agency like the NTSB should not be subject to political scapegoating without clear justification. Max brings up that the NTSB is hiring . Next, they turn to cockpit video recorders—a long-recommended safety item by the NTSB. While commercial pilots and unions resist them on privacy grounds, Max and Rob argue that video can play a vital role in understanding pilot behavior and causes of crashes, especially in general aviation where data is often limited. Rob references Matt Thurber’s editorial advocating for video recorders and highlights tools like CloudAhoy that already allow post-flight review. The hosts then discuss several accidents. One involved a Cessna 207 in Alaska that crashed during a go-around, possibly due to a dog on the runway. They examine when it’s safer to land versus abort, and why go-around procedures—rarely practiced—are often poorly executed, even by experienced pilots. Two Citabria crashes raise density altitude concerns. One near Big Creek, Idaho , ended with no survivors; the other, in Wyoming, occurred during a flight to spread ashes . A partial engine power loss, high terrain, and low climb capability proved fatal. Both hosts emphasize how critical it is for instructors to teach performance limitations in high-elevation operations, especially in underpowered aircraft. Max talked about a Fireboss firefighting seaplane that ditched in the Atlantic, killing the pilot, while on a ferry flight to the Azores. He mentioned that experience ferry pilot Sarah Rovner talked in detail about ferry piloting issues in episode 379 of the Aviation News Talk podcast. Another incident highlights poor weather decision-making. A Piper PA-28 crashed near Mount Equinox, Vermont after entering icing conditions in IMC. The non-instrument-rated pilot, traveling with family on a ski trip, stalled and crash-landed. The hosts explain how "get-there-itis" and poor weather avoidance can prove fatal, and caution against pressing on in marginal conditions—especially with passengers aboard. The episode's deep dive analyzes the fatal accident of N611VG, a Citation 560 over Virginia. The pilot lost cabin pressure at high altitude and became incapacitated due to insufficient supplemental oxygen. The aircraft, operating Part 91, had numerous maintenance discrepancies—including an empty oxygen bottle and neglected pressurization issues. The pilot and passengers perished. Rob emphasizes that maintenance negligence is a silent killer, and guests aboard privately owned aircraft may have no idea about their true safety risks. Max and Rob conclude with a discussion on high-altitude emergency procedures, including explosive decompression response. They urge pilots to practice rapid descents to VMO and recognize the signs of hypoxia before it’s too late. Finally, they encourage all pilots—regardless of experience—to schedule a flight review with an instructor to refresh skills like go-arounds and emergency descents. This debut episode delivers clear, actionable safety lessons and insider insight into real-world aviation accidents. It’s a must-listen for pilots, CFIs, aircraft owners, and anyone serious about flight safety and learning from the NTSB’s findings. Mentioned on the Show Please help us improve the show by sending us your feedback here.

Max tackles a common frustration among pilots: why RNAV (GPS) glide paths sometimes fail to couple with the autopilot. A recent Facebook post from a pilot flying a Cirrus SR22T triggered the discussion, as the poster encountered exactly this problem during an LPV approach, mistakenly attributing it to an expired database. Max explains that the real culprit was a fundamental misunderstanding of RNAV approach procedures. Unlike an ILS glide slope, which is a physical radio beam transmitted from ground equipment, an RNAV glide path is a computed construct generated by the aircraft’s GPS navigator. It only becomes “real” for the autopilot to couple to when flown properly, following all step-down altitudes as published. A key indicator is the glide path diamond: it remains hollow and white until the aircraft crosses the fix before the Final Approach Fix (FAF), at which point it turns solid magenta, signaling that the autopilot can engage. Max emphasizes that this behavior contrasts with ILS approaches, where pilots sometimes get away with intercepting the glide slope from above. Doing so on RNAV approaches, however, won’t work because the computed glide path isn’t extended infinitely; it’s activated only within a defined segment of the approach. To verify this, Max conducted simulator flights on multiple RNAV approaches. He discovered a consistent pattern: the glide path diamond always turned magenta while crossing the fix immediately before the FAF—not at a set distance before or after a particular waypoint. This nuance is crucial for ensuring autopilot capture and a stabilized approach. Drawing a parallel to AIM 5-4-5b, Max reinforces that both ILS and RNAV approaches are designed to be intercepted at specific altitudes. Deviating from these procedures risks automation surprises, or worse, capturing false glide slopes in the case of ILS. He recalls the Air India Express Flight 812 crash as a tragic example of why proper interception altitudes matter. The key takeaway is a simple formula for reliably flying RNAV approaches: descend to each step-down fix altitude, and ensure you’re at the target altitude when crossing the fix before the FAF. When done correctly, the glide path diamond will turn magenta, allowing the autopilot to capture it and guide the descent. Max’s detailed breakdown underscores why relying on social media for technical advice can be misleading. Instead, pilots should seek information from authoritative sources and understand the underlying principles behind automation behavior. By following published procedures and recognizing cues like the hollow versus solid glide path diamond, pilots can avoid surprises and maintain safe, stable approaches. If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon. Support the Show by buying a Lightspeed ANR Headsets Max has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let's you trade in an older Lightspeed headset for a newer model. Start with one of the links below, and Lightspeed will pay a referral fee to support Aviation News Talk. Lightspeed Delta Zulu Headset $1199 Lightspeed Zulu 3 Headset $899 Lightspeed Sierra Headset $699 My Review on the Lightspeed Delta Zulu Send us your feedback or comments via email If you have a question you’d like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone. News Stories ForeFlight integrates FAA weather cameras FAA Lifts Some Restrictions on Experimental Aircraft Duffy Will Allow Air Traffic Controllers to Work Past 56 ATC ‘hotline’ between Pentagon and Reagan Washington National Airport broken since 2022 Pilot seriously injured when he forgets to remove wheel chocks Overrun Accident Traced to Pilot Fatigue, Other Factors Pilot Sentenced Over Threat to Kill Prospective Employer Mentioned on the Show Buy Max Trescott's G3000 Book Call...

Max Trescott shares his top recommended settings for Garmin avionics systems, specifically the G1000, G1000 NXi, G3000, G5000, and the Cirrus Perspective and Perspective+ systems. These configuration tips enhance situational awareness, flight safety, and pilot efficiency—and many also apply to Garmin standalone navigators like the GTN 650 and 750. The episode begins with a critical safety upgrade: switching the Traffic Page vectors from Absolute to Relative. Unlike absolute vectors (which only show heading), relative vectors display a target aircraft’s flight path in relation to your own—allowing you to detect potential collision courses earlier and take evasive action sooner. Max also explains Pilot Profiles, which store individual settings for different pilots or flight types. These profiles auto-save any inflight changes, even if made by other users, which can unintentionally overwrite your setup. He offers a clever workaround: naming your profile something like “Maintenance Only” to discourage accidental use. For Cirrus Perspective, Perspective+, and other G1000-based systems, Max outlines his strong preference for Track Up or Heading Up map orientations and why North Up is ergonomically flawed. North Up can disorient pilots in high-workload situations and may even contribute to midair conflicts, as it forces mental rotation of traffic and terrain. Airline pilots overwhelmingly avoid it—and you should too. Other key settings include: For Cirrus Perspective pilots, Max also emphasizes enabling Runway Extensions to help identify the extended centerline in complex or night conditions, and TFR overlays to stay compliant with airspace restrictions. Soft key setup tips include: Through these curated settings, Max demonstrates how pilots flying with Garmin or Cirrus Perspective avionics can custom-tailor their displays for clarity, efficiency, and most importantly—safety. Mentioned on the Show Buy Max Trescott's G3000 Book Call 800-247-6553 Lightspeed Delta Zulu Headset Giveaway Hudson Helicopter Crash Preliminary Report RV-10 Crash in Simi Valley Free Index to the first 282 episodes of Aviation New Talk So You Want To Learn to Fly or Buy a Cirrus seminars Online Version of the Seminar Coming Soon – Register for Notification Check out our recommended ADS-B receivers, and order one for yourself. Yes, we’ll make a couple of dollars if you do. Get the Free Aviation News Talk app for iOS or Android. Check out Max’s Online Courses: G1000 VFR, G1000 IFR, and Flying WAAS & GPS Approaches. Find them all at: https://www.pilotlearning.com/ Social Media Like Aviation News Talk podcast on Facebook Follow Max on Instagram Follow Max on Twitter Listen to all Aviation News Talk podcasts on YouTube or YouTube Premium "Go Around" song used by permission of Ken Dravis; you can buy his music at kendravis.com If you purchase a product through a link on our site, we may receive compensation.

Dr. Victor Vogel, a former oncologist turned flight instructor, founded the nonprofit Susquehanna STEM to the Skies to improve STEM education in rural Pennsylvania. The aviation-based STEM program was launched to address declining science and math scores among students, especially after the COVID-19 pandemic. By combining aviation concepts with hands-on learning, the program offers a powerful way to teach science, technology, engineering, and mathematics in real-world contexts. Victor discovered that aviation offers rich, practical applications for STEM—such as flight navigation, time-speed-distance calculations, weight and balance, and engineering challenges. At the heart of the program is a Redbird FMX full-motion flight simulator, which draws students to the airport and anchors immersive educational experiences. Victor quickly learned that involving educators—not just pilots—was critical. Today, the board includes school superintendents, career technical center (CTC) leaders, and drone experts. Students experience aviation careers beyond piloting, including aircraft maintenance, drone operation, medical helicopter crews, and aerospace engineering. Field trips, Girl Scout and Boy Scout aviation badge events, career fairs, and summer STEM camps all expose kids to high-demand aviation-related fields. Programs often include time in the simulator, tours of LifeFlight helicopters, and visits to maintenance hangars and paint shops. Partnering with Sun Technical Institute, the program offers career-track students opportunities to fabricate metal airplanes and build Mars rover kits. A Redbird J desktop simulator expands access for physically challenged students. Another initiative included building a pedal-powered Piper Cub with students, demonstrating how aviation and vocational trades can intersect creatively. Several success stories highlight the program’s impact. One former flight attendant is now a multi-rated certified flight instructor after a single inspiring simulator session. Others have moved on to flight schools, the Air Force Academy, or regional airline careers. The program’s ripple effect is also reaching educators. One high school band director attended the AOPA High School STEM Symposium, launched an aviation club, and introduced aviation curriculum into his school. The organization was incorporated as a 501(c)(3) in late 2020—just as the COVID-19 pandemic was surging. Despite the initial slow progress, Victor journaled his efforts during the pandemic, later publishing them in his book Pains and Planes, which captures both the struggle of cancer patients during COVID and his dream of launching a STEM nonprofit. Looking forward, Victor emphasizes the importance of finding volunteers—especially retired pilots, mechanics, teachers, and educators. He believes many people are simply waiting to be asked to contribute. He encourages others to replicate this aviation nonprofit model in their own communities by starting with educators, partnering with local airports, forming a nonprofit, and reaching out to media for visibility. For those inspired to launch a similar STEM and aviation program, Victor recommends building partnerships with school districts and intermediate units, seeking grants and donations, and always putting student engagement first. His program shows that aviation-based STEM education can uplift rural students and guide them toward rewarding careers. To learn more or get involved, visit www.stemtoskies.org or contact Victor at vvogel@aol.com. Mentioned on the Show Buy Max Trescott's G3000 Book Call 800-247-6553 Lightspeed Delta Zulu Headset Giveaway Flights forced to reroute mid-air as Pentagon-bound chopper disrupts DCA traffic Tweet: near misses involving two DCA flights NTSB Preliminary Report on Rob Holland crash Free Index to the first 282 episodes of Aviation New Talk So You Want To Learn to Fly or Buy a Cirrus seminars Online Version of the Seminar Coming...

In this special crossover episode, Max Trescott, host of the Aviation News Talk podcast, appears as a guest on Dr. Tony Kern’s Only Human podcast. The two aviation safety advocates engage in a candid, insightful conversation that bridges their shared backgrounds in aviation, safety culture, and leadership. The episode begins with a segment called “This Week in Safety Land,” spotlighting a tragic helicopter crash involving tourists over the Hudson River. The Director of Operations (DO) at the company involved chose to cease operations pending investigation, only to be overruled and fired by the CEO—prompting FAA intervention. Max and Tony reflect on this as a textbook example of the ongoing conflict between operational production and safety protection, a dynamic familiar in aviation, military, and corporate environments alike. They explore how profit-driven decisions often undermine safety, and how organizations with high-risk operations must prioritize a culture that empowers safety-conscious leadership. Tony shares a story of elephants at the San Diego Zoo sensing an earthquake before it was perceptible to humans—forming a protective circle around the young. Max likens this to the importance of organizational structures that support bottom-up safety communication. Drawing on his early career at Hewlett-Packard, he praises HP’s open-door policy that encouraged employees to escalate safety issues when necessary. He stresses that open communication channels are essential, especially in high-risk domains. Max then shares his personal journey from a successful 25-year career at HP to full-time aviation after a layoff. What began as a side hobby teaching flying eventually evolved into a full-time vocation, spurred in part by a deeply personal tragedy: the death of a close friend and five others in a preventable aircraft accident. Max, who arrived on the crash scene within 45 minutes and attended multiple funerals that week, found a new purpose—preventing similar accidents by educating pilots. That experience drove Max to start Aviation News Talk, where he strives to deliver rich, actionable content on general aviation safety. His mission: to save lives by making safety knowledge accessible, engaging, and relevant to every pilot—from student to professional. He explains that his podcast is designed to offer “at least one nugget of value per episode” that listeners can apply immediately. Tony and Max discuss the unglamorous public perception of safety roles—often viewed as dull or punitive. Tony notes that safety officers are often assigned the job after incidents or during grounding periods. Max offers a reframing: don’t lead with safety—lead with professionalism. If pilots strive to be excellent in their craft, safety naturally follows. “Do your job well, be curious, be disciplined,” Max says—traits that elevate both personal performance and safety outcomes. They turn to current trends, asking whether aviation is getting less safe. While total accident numbers may be down, Max points out that media coverage is up, and many general aviation (GA) accidents—especially runway excursions involving business jets—suggest continued risks. What matters more than raw numbers, he explains, is the accident rate per 100,000 hours flown, data that lags by over a year. For GA pilots, the accident risk remains significant, especially among newer or less experienced pilots. Looking forward, Max and Tony explore the safety challenges of tomorrow. Max debunks the idea of achieving a static “safe state” and explains that aviation is inherently dynamic—subject to changes in personnel, technology, weather, and processes. He highlights the importance of conducting safety assessments prior to changes in operations, procedures, or equipment. Quoting safety expert Todd Conklin, Max describes accidents as “the unexpected combination of normal aviation variability,” reinforcing the need for ongoing vigilance. Tony adds that while...