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Catch up with AOPA scholarship winner, aerobatic glider and fixed wing pilot Mia Anderson who just entered the Southwest “Destination 225-degrees” pilot training pipeline. Plus David and Alicia discuss ATC staffing concerns, additional ADS-B billing pushback, fuel system practices, AirVenture preparation, and eVTOLs. Join the world's largest aviation community at aopa.org/join

Max talks with Troy Duck and John Von Fange about their dramatic Cirrus SR22T CAPS parachute deployment in N39VF after a power loss near Chanute, Kansas. What began as a routine flight quickly turned into an emergency when they heard a loud banging noise and lost engine power. Faced with a rapidly developing situation, they attempted to divert toward the airport, declared an emergency, and ultimately pulled the CAPS parachute. The event was unique in that they were able to user their Spyderco Manix 2 pocket knives to cut two of the parachute's Kevlar attachment harness lines from within the airplane. In this episode, Troy and John describe what happened in the cockpit, how they assessed their options, and what led them to activate the Cirrus Airframe Parachute System. They also share what happened after touchdown, when strong winds kept the parachute inflated and dragged the aircraft across the ground, creating a second phase of danger after they were already on the surface. This conversation offers valuable lessons for Cirrus pilots and all general aviation pilots about emergency decision-making, power-loss scenarios, CAPS readiness, and the importance of acting decisively before options disappear. It's a firsthand survival story with practical training value and a powerful reminder that preparation matters. 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 $1299NEW – Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $949Lightspeed 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 ShowBuy Max Trescott's G3000 Book Call 800-247-6553 Spyderco Manix 2 pocket knives 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.  

Hello and welcome to a special AX edition of the DDRCI contribution to QNEWS. I'm John VK4JPM, Secretary of the Darling Downs Radio Club, and it's my job to spread good tidings. Ho Ho Ho. So as you listen live, it's most likely Sunday 17 May, and you've probably heard that today is World Telecommunications Day. Under a long-standing agreement between the ACMA and the WIA, all VK licenced amateur radio operators may use the special AX prefix today, running up to 2359 tonight. Why not come up on the callback as AX? If it's Sunday morning, then why not also join us at 1000 for the club net on VK4RDD, and we're activating today as AX4WID. We love hearing from DX stations and members of other clubs. If you can hear this you already have the gear, so you just need to be in range of Toowoomba. If you missed the club meeting last Monday, you missed something rather special. Guy Martin from ADSBSupport in Denmark explained a bit how ADS-B works; how to get global coverage to track planes; and what interesting information can be gleaned and displayed. A number of club members have applied to support ground stations, and I know of at least two club members who have been accepted as ADSBSupport builds its network. If you're interested in supporting a ground station, and if you missed the meeting, drop me a line to Secretary at DDRCI.org.au and we'll tell you how to get in touch. Coming up, the diary dates for a very busy June: Next club activity: we're at Bunnings Toowoomba North on Sunday 7 June. You can help support the club in a really meaningful way: we need Sausage Twirlers, bread-stackers, drink-stockers, ice-blockers, onion-whackers, and money-takers. No experience needed; just a few hours of your time between 0800 and 1600 would help massively. Send your immediate acceptance to secretary@ddrci.org.au so that we can put you on the roster. Next club meeting will be the day after Bunnings on Monday 8 June, and watch for some special news. The following weekend on Saturday 13 June we're running a BBQ lunch up at the wonderfully named Peacehaven Park on Kuhls Road, Highfields. And following the lunch, there's a definite threat of a foxhunt to take you through the afternoon. Facilities at Peacehaven are brilliant. Details of all these dates, and quite a bit more will be found on the website at ddrci.org.au. It's always a source of truth. Coming into Week 21 of the year we've been handed another bonza opportunity in the 52 Week Ham Challenge. And get this: the deal of the week is: "Read your transceiver's manual and use a feature you've never used before". Clearly this was written by someone who owns a Baofeng handheld... I'm still looking for the repeater reverse button; maybe it's in there. If only I could get the scanner to find active planes. So much fun. Read all about that and all the challenges at hamchallenge.org, or find it from our website. Finally an offer to other clubs. Getting on QNEWS is easy and helpful to the community. If you'd like to know how it's done, or if you'd like some help getting there, drop me a line. secretary@ddrci.org.au will do it, and our operator is standing by to take your call. And your club's call. And your words for QNEWS. As we've found out many times, people all over the state are interested in what your club is doing, and if your club meetings are being held online there's an audience waiting to be told what and how. Secretary@ddrci.org.au and let's talk about how to get going. Until next week, I'm John AX4JPM for the Darling Downs Radio Club. 73.

空の移動をもっと身近にしたいと思ってしまった4人のパパたち&1人のリケジョが、夜な夜なこっそり繰り広げる、eVTOL(=空飛ぶクルマ)に対する興味、好奇心、社会実装への情熱を語り合うラジオです。前回に引き続き、ホーリー、アッキー、ヨッシーの3人に加え、今回はリケジョのユーリーも合流！アメリカが描くAAM、次世代航空モビリティの国家戦略についての6つの柱（ピラー）について解説します！漂うトランプ感！アメリカが航空の優位性を死守するために作った国家戦略？DOT（運輸省）とFAAの最強タッグ。100名の専門家が3年かけた国家戦略の重み？AAMは単なる機体ではなく「輸送システム」？国家戦略を支える「6つの柱」？FAA公認の民間サービスプロバイダーが空域を仕切る「官民分散型」への転換？FAAの独占から、公認の民間サービスプロバイダーが空域を仕切る「官民分散型」へのパラダイムシフト？1990年代ベースのレーダー依存からの脱却？機体が自ら発信するADSBの統合？音声通信からAI・デジタルデータへの完全移行は、今の時代に電話だけで仕事しろと言われるようなもの？バーティポートの整備主導権が国から地方自治体や民間資金へ？ 人間の目ではなく「センサーやカメラ」にとって見やすいインフラ要件の再定義？ 5000ft以下の「見えない乱気流」をハックする気象ネットワーク構築？GPSの弱点を補え！ ドップラーライダーで「風を可視化」する最新技術？風が見える能力を持つゴルフ漫画『ライジングインパクト』から、ジミー不在で不発に終わった聖闘士星矢（ポセイドン編）の柱、そして「最後は周辺の木の揺れを見て判断する」という現役ヘリパイロットの超絶技能がデジタル化される未来…などなど。アメリカの強烈なリーダーシップの裏側にある、最新の輸送システムに関するインフラ戦略をマニアックに深掘りする回です！SNSリンク ■X/Twitter https://twitter.com/evtolradio■eVTOLラジオへのメッセージはこちらから https://forms.gle/mib37UcseFvpzyGa8 関連リンク■Advanced Air Mobility National Strategy 2025https://www.transportation.gov/aam-strategy■Electric Vertical Takeoff and Landing (eVTOL) Integration Pilot Program (eIPP)https://www.transportation.gov/briefing-room/future-aviation-here-trumps-transportation-secretary-sean-p-duffy-and-faa-unveil

LaGuardia Runway Collision and the NTSB Preliminary Report Max talks about the fatal LaGuardia Airport runway collision involving Jazz Flight 646 and an ARFF fire truck responding to an emergency near Terminal B. The accident occurred at night, in rain and reduced visibility, as multiple airport rescue firefighting vehicles were moving toward an emergency scene and needed to cross Runway 4 at Taxiway D. Dr. Victor Vogel Max also gives a tribute to Dr. Victor Vogel, who recently passed away.   The basic outline sounds simple: a fire truck was cleared to cross an active runway and was struck by a landing regional airliner. But the NTSB preliminary report reveals a much more complicated chain of events involving ATC communications, emergency response workload, runway status lights, ASDE-X limitations, and human factors. Truck 1 was part of a larger convoy of emergency vehicles. The tower controller cleared Jazz Flight 646 to land, then later cleared Truck 1 and company to cross Runway 4. About 20 seconds before the collision, the airplane was very low on final approach and roughly a quarter mile from the runway. Truck 1 read back the crossing clearance and began moving toward the runway. The controller then instructed Truck 1 to stop, but the truck continued accelerating and entered the runway just before impact. Why the Runway Entrance Lights Turned Off One of the most surprising details in the episode is that the runway entrance lights, or RELs, turned off just before Truck 1 entered the runway. These red in-pavement lights are part of the Runway Status Light system, which is installed at only a limited number of airports. They are designed to warn pilots and vehicle operators when it is unsafe to enter or cross a runway. At first glance, it sounds like the system failed. But Max explains that the lights apparently worked as designed. For arriving aircraft, runway entrance lights illuminate when an aircraft is approaching the runway, then extinguish at each equipped taxiway intersection a few seconds before the aircraft reaches that intersection. That timing supports ATC's use of anticipated separation, which allows controllers to issue clearances based on the expectation that required separation will exist by the time the clearance is actually used. That design may make sense when a crossing aircraft or vehicle is stopped at or near the hold-short line. But in this accident, Truck 1 was already rolling toward the runway and reached the runway edge just as the red lights extinguished. Max explains why that creates a serious human-factors trap. To a pilot or driver, red means stop. When red lights go dark, the intuitive message may be that the danger has ended. But with Runway Status Lights, dark does not mean "go." It only means the lights are no longer providing a stop warning, and an ATC clearance is still required. Why ASDE-X Did Not Alert Controllers The episode also examines why ASDE-X, the airport surface detection system, did not generate an aural or visual alert warning controllers of the conflict. The problem appears to involve the way the system detected the group of emergency vehicles. The responding vehicles were not equipped with transponders, so ASDE-X could not uniquely identify each vehicle. Multiple vehicles were intermittently detected as radar targets, but because they were close together and moving near each other, their radar returns merged and separated in a way that prevented the system from creating high-confidence tracks. At one point, the system displayed only two radar targets where there were actually seven response vehicles. Without reliable tracks for Truck 1 and the other vehicles, ASDE-X could not correlate Truck 1's movement with the landing aircraft and predict the runway conflict. Human Factors: More Than "He Should Have Looked" Max then turns to the human factors that may have affected the fire truck driver, the controllers, and the pilots. The key point is that this was not just a simple case of someone failing to look. A fire truck driver responding to an emergency is in a very different cognitive state from someone conducting a routine runway crossing. Emergency response increases urgency but can degrade scanning, patience, and cross-checking. Stress physiology can narrow visual attention and reduce peripheral awareness. Goal fixation can shift the driver's mental priority from "cross the runway safely" to "get to the emergency." Time pressure can make someone ask the wrong question: not "Is the runway actually clear?" but "Is anything still telling me to stop?" Expectation bias also matters. The driver may have believed that tower, the convoy, and the runway status lights were all part of a protected system. When the red lights extinguished, that may have reinforced the expectation that the runway was available, even though the landing airplane was still only seconds away. The Pilot Safety Lesson For pilots, the takeaway is direct: an ATC clearance is not a guarantee. Controllers can make mistakes. Automation can have blind spots. Warning systems can be technically correct while still creating misleading cues. And when an instruction or transmission is ambiguous, the safest assumption may be that it could apply to you. Max emphasizes that pilots must continue to look for traffic before entering any runway, even after receiving a clearance. Likewise, pilots on final approach should build a mental picture of airport surface activity and listen carefully for runway crossings that could affect them. The LaGuardia collision is a reminder that runway safety depends on more than procedures and technology. It depends on human beings recognizing when a situation is no longer routine, resisting expectation bias, and consciously widening their attention when stress and urgency are trying to narrow it. 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 $1299NEW – Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $949Lightspeed 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 Port Authority To Add Vehicle Transponders After LaGuardia Collision United 767 Strikes a bakery truck and light pole while landing at Newark Falcon Field Airport imposes landing fees as flight schools warn of collapse NTSB confirms China Eastern Airlines Flight 5735 was a murder-suicide Florida Bans ADS-B Fee Calculation at Airports Jeppesen ForeFlight Introduces Emergency Glide Mode WACO Aircraft Shuts Factory, FBO/MRO To Follow FAA reduces SFO arrival rate amid runway work and safety concerns NTSB Expands Accident Dashboard With Findings Data Mentioned on the ShowBuy Max Trescott's G3000 Book Call 800-247-6553 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.

Show Notes for Episode: When FINE Isn't FINE Introduction to Weather Discussion: Bobby and Wally kick off the episode by sharing their experiences with poor weather in Houston, Texas, highlighting how a seemingly "fine" day can quickly turn dangerous. They discuss the impact of weather on flight training and general aviation operations. Personal Stories of Weather Mishaps: Bobby recounts a flight where he underestimated clouds during a trip to Brenham, Texas, leading to a necessary turnaround. Wally shares his encounter with rime icing in the Saratoga and how it affected his flight decisions, stressing the importance of early recognition of risks. Historical Aviation Accidents: The hosts review key incidents, including Delta Flight 191 (microburst crash), Southern Airways Flight 242 (hail encounter), and Braniff Flight 352 (thunderstorm entry). These examples illustrate how poor weather planning can lead to tragic outcomes and underscore the evolution of weather information availability since the 1980s. Weather Tools and Resources: They recommend the Windy app for visualizing wind patterns and forecasts, originally designed for sailors. Other concepts covered include monitoring pressure changes, temperature-dew point spreads for predicting fog or clouds, and using ADS-B data for real-time weather updates. Subtle Signs and Decision-Making: Bobby and Wally discuss overlooked indicators like altimeter settings (low pressure signals bad weather), wind gradients, and temperature inversions. They advise pilots to check weather from broader areas and avoid locking into a single source like a METAR. Personal Minimums for Safer Flying: The episode emphasizes establishing and adhering to personal limits, such as wind speeds, icing altitudes, and fuel reserves. Wally suggests limits for new pilots, including wind restrictions, ceiling/visibility minimums, and landing with ample fuel. Advice for New Pilots: For those who just passed their private pilot checkride, the hosts recommend focusing on wind, ceilings/visibility, and fuel as core personal minimums. They encourage using tools like the FAA's lapse rate for cloud base calculations and always prioritizing safety over ego. Key Resources and Concepts Mentioned: Windy App: A free app for wind and weather visualization FAA Weather Resources: Including METARs, ATIS, and understanding lapse rates Personal Minimums: Custom rules for safer flying General Advice: Monitor pressure drops, temperature-dew point spreads, and always have a turn-back plan

Global ferry pilot Sam Rutherford is intercepted by fighter jets patrolling the Middle East while delivering a new Piper PA-28 from the Florida factory to India. Plus, news discussion on the surprise shutdown of Waco Aircraft, ForeFlight's emergency glide function, the elimination of ADS-B landing charges in Florida, and the latest from Aero Friedrichshafen and Sun'nFun.

#46 - Von den besonderen Umständen der Zeitumstellung, saisonalen Flugplänen sowie ADS-B und ADS-C

Welcome to your weekly UAS News Update, we have four stories for you this week: The FAA launches the DETER program, pricing and specs leak for the new DJI Lito 1 and Lito X1, DJI releases the massive FlyCart 200 and T200 heavy-lift drones, and SiFly shares aircraft location on ADS-B Exchange. Let's get to it.And first up this week, the FAA has announced a new drone enforcement program called DETER, which stands for Drone Expedited and Targeted Enforcement Response. This went into effect on April 17th. Under this program, first-time individual violators can get reduced civil penalties or shorter certificate suspensions, but there is a catch. You have to admit liability and completely surrender your right to appeal. If you get a formal notice of violation in the mail, you have just 10 days to sign the acknowledgment, pay the fine, and mail in your Part 107 certificate if you have one. By signing, you waive all your rights to contest the case later. Next up, we have some major leaks regarding the DJI Lito 1 and Lito X1, which reportedly surfaced on an Italian retailer's website just days before their official launch. The entry-level Lito 1 targets the sub-250 gram beginner segment. It features a 1/2-inch sensor that shoots 48-megapixel stills, 4K video, and has a flight time of up to 36 minutes. It also includes omnidirectional obstacle sensing, which is amazing for a drone listed at roughly 400 US dollars. The Lito X1, which steps it up to a 1/1.3-inch sensor for better low-light performance. The really big news here is that the X1 includes forward-facing LIDAR for obstacle avoidance. The leaked price for the X1 with the standard RC-N3 controller is around 500 dollars.DJI has also quietly released two massive new heavy-lift drones in the Chinese market: the DJI FlyCart 200 and the DJI T200. Both drones share the same core airframe and can carry a maximum single-unit payload of 200 kilograms, or about 440 pounds. But it gets crazier, because they support multi-drone collaborative lifting. Two drones can link up to carry up to 360 kilograms, or 794 pounds. And the FlyCart 200 can actually coordinate four drones together to lift up to 600 kilograms, which is over 1,300 pounds! Other features include an 11-sensor intelligent safety system, dual PSDK interfaces, and use the O4 transmission system with a stable connectivity range of up to 40 kilometers, or about 25 miles. The maximum flight range with no load is 36 kilometers. The FlyCart 200 is designed for industrial logistics and construction, with prices starting around 19,700 dollars. The T200 is tailored specifically for agriculture, limited to dual-drone coordination, and starts at a lower price point of about 14,700 dollars. SiFly Aviation and ADS-B Exchange announced a partnership that integrates SiFly's cloud-connected Q12 drones into ADS-B Exchange's live airspace displays. The collaboration aims to provide a unified view of both crewed and uncrewed aircraft operating in shared airspace, a step the companies describe as supporting scalable Beyond Visual Line-of-Sight (BVLOS) operations and the broader integration of unmanned aircraft systems into national airspace. Unlike most crewed aircraft, which broadcast ADS-B signals through onboard radios, the Q12 transmits real-time telemetry through a secure cloud connection, which is then surfaced within ADS-B Exchange's airspace views alongside traditional aircraft activity. That's all for this week, we'll see you in the premium community for post flight where we share our opinions and on Monday for the live! https://dronexl.co/2026/04/21/dji-lito-1-x1-italian-retailer-pricing-leak/https://dronexl.co/2026/04/21/dji-flycart-200-t200-drones-200kg-payload/https://dronexl.co/2026/04/19/faa-deter-drone-enforcement-program/https://www.prnewswire.com/news-releases/sifly-and-ads-b-exchange-debut-first-of-its-kind-shared-airspace-awareness-across-crewed-and-uncrewed-aircraft-302748126.html

Max talks with Russell Ladbrook about a chance meeting in New Zealand that turned into one of the most delightful episodes of Aviation News Talk. Max was taking a glowworm cave tour when Russell noticed his Cirrus jacket, struck up a conversation, and soon realized he was talking to the host of a podcast he had followed for years. By the end of the day, the two were sitting down at the Fjordland Aero Club near Manapouri Airport for a conversation about flying in one of the most scenic and demanding parts of the world. How aero clubs keep flying affordable Russell explains that aero clubs fill a role in rural New Zealand that would often be handled by a flight school or FBO in the United States. In smaller towns, there may not be enough demand to support a traditional aviation business, so clubs become the way local flying survives. The Fjordland Aero Club has about 85 members, a hangar, and club-owned aircraft, along with privately owned airplanes brought in by members. What makes the model especially interesting is the economics. Russell says the club rents its aircraft wet for about 150 New Zealand dollars per hour, plus GST, and that includes fuel. The airplanes are microlights rather than larger certified aircraft, which helps reduce costs. Even more striking, much of the labor is donated. Club members help with maintenance, instruction, and field work. Russell himself mows the runway, and the club also earns revenue by mowing airport property and baling hay from the surrounding grass. It's a practical, community-based approach that makes flying accessible in a part of the world where a normal commercial model might fail. Flying near Milford Sound The conversation then shifts to the geography of New Zealand's South Island and the challenges of flying there. Russell describes the area around Te Anau and Manapouri as farmland on one side and steep mountains on the other, right on the edge of a huge national park. The terrain is beautiful, but it also makes aviation more demanding. ADS-B coverage can be spotty because mountains block signals, some aircraft operate without transponders, and local knowledge matters enormously. Russell gives an example of a nearby valley where 4,500 feet might provide a smooth ride while 3,500 or 5,500 feet can be rough. That local knowledge becomes even more important around Milford Sound, where tourism flying is a major part of the aviation scene. Russell says many of the flights into Milford use Cessna Caravans from Queenstown, and that it is not unusual to see dozens of aircraft lined up there. Helicopters are also everywhere, supporting sightseeing and practical work in remote terrain. Russell talks about helicopter flights into the mountains, helicopter barbecues in remote valleys, and the many ways rotary-wing aircraft are woven into daily life in the region. Weather, waterfalls, and helicopter work One of the strongest parts of the episode is Russell's description of the weather around Milford Sound. He confirms that many planned flights never happen because low clouds, wind, avalanche danger, and poor visibility can shut things down completely. He describes Milford as one of the wettest places in New Zealand and says it can receive astonishing amounts of rain, with conditions that may be dramatically different only a short distance away on the other side of the mountains. On wet days, entire mountainsides fill with temporary waterfalls, while only a few permanent waterfalls remain visible when the rain stops. Russell also explains that helicopters in New Zealand do far more than scenic flights. They recover deer, resupply backcountry huts, and haul waste out of remote wilderness areas where it would be impractical to carry supplies in and out by hand. That operational detail gives the episode a more grounded feel. This is not just a postcard version of New Zealand. It's a working aviation environment where flying is both practical and essential. Glowworm caves and an unexpected connection The final section of the episode brings the story back to where it started: the glowworm caves. Russell says his first full-time job in the mid-1980s involved both flying Cessna 172s and working as a cave guide, and that decades later he is once again guiding visitors through the same cave system. He explains that glowworms are tiny insects that live in dark, damp spaces and use light to lure prey into sticky threads. The cave tour includes a boat ride, narrow walkways, an underground waterfall, and a final passage through deep darkness where the glowworms shine overhead. Russell's description of guiding the boat through the cave is especially memorable. He compares it to a kind of cave IFR, navigating in darkness by feel and by markers on chains overhead. It's a funny comparison, but also a revealing one. The whole episode is built on that same blend of aviation mindset, local knowledge, and sense of wonder. Russell also shares his own story of returning to flying after doubting himself for years, and the joy he now gets from taking others aloft, especially children seeing aviation up close for the first time. That gives the episode a strong emotional finish and makes it about more than scenery. It becomes a story about community, confidence, and how aviation creates connections in the most unexpected places. 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 $1299NEW – Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $949Lightspeed 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 Latest ALERT Bill Allows Portable ADS-B In Digital Airman Certificate Bill Clears U.S. House Potential Investors Looking At Sonex Mayor excludes FAA from hearing on closing Burke Lakefront Report Calls for Major Flight Training Changes Michael Graham Named NTSB Vice Chairman Idaho pilot sentenced to jail time for flying drunk, crashing near Boise airport Pilot sentenced for fatal 2021 Sevier County helicopter crash Mentioned on the ShowBuy Max Trescott's G3000 Book Call 800-247-6553 NTSB News Talk #13 - NTSB Member Graham InterviewGarmin Service Alert - Use of Advisory Vertical Guidance (+V)NTSB News Talk #26 - LaGuardia and Losing Friends in Aircraft AccidentsFjordland Aero Club website Fjordland Aero Club Facebook pageWings and Water Fiordlands by Seaplane Over the Top - Helicopter Tours 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.

Juan Browne of the blancolirio YouTube channel joins Dylan and Max to talk about how he breaks down aviation accidents and incidents in near real time. For professional pilots, it's a sharp discussion on separating facts from opinion, finding teachable moments, and managing the gap before the NTSB final report arrives. They get into ADS-B, ATC audio, comment-section corrections, GA repeat offenders like VFR into IMC and loss of control, plus a few backcountry Husky war stories. Check out the Juan Browne's Blancolirio channel on YouTube Show Notes 0:00 Intro 3:00 How It Started 9:41 The Process of Making a Video 19:27 The Unlikely Answer 22:13 Recurring Accidents 27:28 Reading Comments 31:05 Dragging Wingtip Story 35:56 Final Thoughts Our Sponsors Tim Pope, CFP® — Tim is both a CERTIFIED FINANCIAL PLANNER™ and a pilot. His practice specializes in aviation professionals and aviation 401k plans, helping clients pursue their financial goals by defining them, optimizing resources, and monitoring progress. Click here to learn more. Also check out The Pilot's Portfolio Podcast. Advanced Aircrew Academy — Enables flight operations to fulfill their training needs in the most efficient and affordable way—anywhere, at any time. They provide high-quality training for professional pilots, flight attendants, flight coordinators, maintenance, and line service teams, all delivered via a world-class online system. Click here to learn more. Raven Careers — Helping your career take flight. Raven Careers supports professional pilots with resume prep, interview strategy, and long-term career planning. Whether you're a CFI eyeing your first regional, a captain debating your upgrade path, or a legacy hopeful refining your application, their one-on-one coaching and insider knowledge give you a real advantage. Click here to learn more. The AirComp Calculator™ is business aviation's only online compensation analysis system. It can provide precise compensation ranges for 14 business aviation positions in six aircraft classes at over 50 locations throughout the United States in seconds. Click here to learn more. Vaerus Jet Sales — Vaerus means right, true, and real. Buy or sell an aircraft the right way, with a true partner to make your dream of flight real. Connect with Brooks at Vaerus Jet Sales or learn more about their DC-3 Referral Program. Harvey Watt — Offers the only true Loss of Medical License Insurance available to individuals and small groups. Because Harvey Watt manages most airlines' plans, they can assist you in identifying the right coverage to supplement your airline's plan. Many buy coverage to supplement the loss of retirement benefits while grounded. Click here to learn more. VSL ACE Guide — Your all-in-one pilot training resource. Includes the most up-to-date Airman Certification Standards (ACS) and Practical Test Standards (PTS) for Private, Instrument, Commercial, ATP, CFI, and CFII. 21.Five listeners get a discount on the guide—click here to learn more. ProPilotWorld.com — The premier information and networking resource for professional pilots. Click here to learn more.   Feedback & Contact Have feedback, suggestions, or a great aviation story to share? Email us at info@21fivepodcast.com. Check out our Instagram feed @21FivePodcast for more great content (and our collection of aviation license plates). The statements made in this show are our own opinions and do not reflect, nor were they under any direction of any of our employers.

Tonight guest host Dan Mandis hosts America at Night. Joining tonight's show is Ryan Brobst, Deputy Director of the Center on Military and Political Power at the Foundation for Defense of Democracies, discussed the latest developments involving Iran and what they could mean for regional stability and U.S. strategy. Next, Captain Shem Malmquist examined concerns about aging airline infrastructure, explaining the growing risks of integrating modern satellite-based technologies like ADS-B into decades-old aviation computer systems. He outlined the concept of “complexity risk,” where layering new technology onto outdated systems can create safety vulnerabilities. Later, Matthew Hurt, Director of Professional Services at the Leadership Institute, talked about efforts to encourage young people to become more engaged in politics, discussing the challenges of reaching younger generations and the importance of developing future civic leaders Learn more about your ad choices. Visit podcastchoices.com/adchoices

VoltAero CEO Jean Botti explains the HPU 210 electric-hybrid power unit that combines an electric motor with a high-performance thermal engine. Plus, stick around for the latest general aviation news discussion including a turbocharger clamp fix, an ADS-B billing ban in Florida, and a legendary Greenland airport's closure.

This week the JPR crew celebrate the latest win on restricting the use of ADSB data for landing fees in Florida. The post Just Plane Radio 3-21-26 appeared first on Just Plane Radio.

Max talks with Mike VanStaagen about the design philosophy behind the Cirrus SR20, SR22, and SF50 Vision Jet, and how Cirrus rethought what pilots and passengers should experience inside an airplane. Mike explains how his architectural mindset helped him bring together competing ideas at Cirrus and turn them into aircraft that felt modern, spacious, intuitive, and comfortable. They discuss why Cirrus focused so heavily on easier entry and exit, better visibility on the ground and in flight, and a roomier cabin than traditional GA airplanes. Mike describes how ideas borrowed from the auto industry shaped the Cirrus cockpit, from the pilot-centered layout to the center console and cleaner instrument panel design. He also shares the story of how a tiny clay model helped convince Cirrus leadership to move away from a conventional flat panel toward the now-familiar Cirrus interior. The conversation then turns to the Vision Jet, including the secret garage project where the concept first took shape, why the aircraft ended up with a distinctive V-tail, and how hours spent inside an early mockup led to key design breakthroughs. This is a fascinating look at how thoughtful design changed modern personal aviation. 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 $1299NEW – Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $949Lightspeed 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 ShowBuy Max Trescott's G3000 Book Call 800-247-6553 BeechBash in Kentucky The Flight Academy Adventure Tours +V Advisory glide slopes with less than 250 feet clearance from obstacles 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.

Airline pilot career path roadmap with Jason Blair: Part 61 vs Part 141, R-ATP, and what matters most for getting hired. Max talks with Jason Blair about building an airline pilot career path that gets you to the right seat faster—without expensive detours. If you're comparing Part 61 vs Part 141, wondering whether R-ATP changes your strategy, or trying to figure out what actually helps with getting hired, this episode is a practical roadmap. Jason explains how to think backwards from your target job (regional, major airline, charter, corporate) and make training decisions that protect your timeline and seniority. They start with the gatekeeper: the FAA medical. Jason shares how to "preflight" potential medical issues, avoid self-inflicted paperwork delays, and choose the right AME strategy. Then they break down training options: where Part 141 structure can reduce total hours and accelerate progress, and where Part 61 flexibility makes more sense for career changers balancing work and family. Jason also clarifies restricted ATP (R-ATP) pathways and a common mistake that can eliminate eligibility if you do training in the wrong order. Finally, they cover the hiring reality: why airlines are becoming more selective again, how checkride failures and training history show up, and how to present your story like a professional. They close with the unglamorous stuff that wins careers: clean logbooks, backups, and smart training finances. 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 $1299NEW – Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $949Lightspeed 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 ShowBuy Max Trescott's G3000 Book Call 800-247-6553 Jason Blair's website Jason's Books: An Aviator's Field Guide to the Pilot Career Path Private Pilot Oral Exam Guide Instrument Pilot Oral Exam Guide Commercial Pilot Oral Exam Guide Flight Instructor Oral Exam Guide 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 with Josh Harnagel, COO of Redbird Flight, about a practical use-case that matters to almost every instrument pilot: logging IFR instrument currency and staying proficient in an FAA-approved simulator. Josh explains why many pilots buy Redbird's FAA-approved tabletop devices specifically for currency—especially to knock out the holding requirement—and why he likes shooting an approach in the simulator before flying it in the airplane. Max shares why he does the same thing before recurrent training, because simulator reps surface the "gotchas" that can spike workload in real IFR—like autopilot behavior on LNAV+V. Josh breaks down Redbird's product lineup, clarifies what's FAA approved versus "just a computer," and explains where Basic ATDs and Advanced ATDs fit in training. They also touch on Redbird GIFT (Guided Independent Flight Training), remote instruction possibilities, and why avionics emulation is hard (and expensive) to do with perfect fidelity. Then the episode pivots to a Redbird factory tour: outbound shipping and crating, assembly workflow, fabrication of honeycomb aluminum shells, wiring harness and switch panel build, PCB soldering and parts inventory, completions/testing, and even the cooling/vent system inside the sim—ending with why engineering and the shop are co-located for faster iteration and better quality. 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 $1299NEW – Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $949Lightspeed 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 ShowBuy Max Trescott's G3000 Book Call 800-247-6553 Video Simulation of Epic E1000 Crash at Steamboat Springs, CO on Patreon Helicopter VR Flight Simulator Training podcast: Loft Dynamics  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.  

We take a look at the Lockheed Constellation with one of the last pilots to have flown the L-1649A Starliner Constellation. In the news, the ROTOR Act and an ADS-B In mandate, GAMA's annual Aircraft Shipment and Billing Report, the Government’s partial shutdown impact on the TSA, Government luxury jets, and a plan to market an Embraer aerial tanker. Also, an interview from the Singapore Airshow with a Product Development VP from Textron Aviation. Lockheed Starliner L-1649A flying in TWA colors. Guest Philip Kemp has been an Airline Transport Pilot for 17 years, and he has more than a little experience with the Lockheed Constellation. That connection came about in the 1980's after meeting Maurice Roundy, a Lockheed Constellation fan and collector of the airplane. Philip is one of the last pilots to have flown the L-1649A Starliner Constellation.  Philip describes the development of the Lockheed Constellation and its variants, and how the airliner was obsoleted by jet transports. He tells us about his adventures ferrying Connies, the remaining examples that still exist, and the sale of Maurice's Constellations, including an ultimately unsuccessful attempt by Lufthansa to make one of the aircraft flightworthy. Philip explains that N8083H is now at the TWA Hotel at JFK after a cosmetic restoration, N974R is with Kermit Weeks also for a cosmetic restoration, and that N7316C was shipped to Hamburg for the 100th Lufthansa anniversary. Ferry flight from Sanford, Florida, to Kermit Weeks’ Fantasy of Flight. October 2001. Philip started his career with Continental Express, and then he flew Part 135 jet charter with Charter Ops for two years. He returned to the airlines with SkyWest, then back to Continental Express (ExpressJet). Philip spent nine years with North American Airlines flying troops all over the world, and his last six years were with JetBlue. He was the Manager of Crew Training at Waltzing Matilda Aviation/Connect Airlines, a new Part 121 airline, flying Dash 8 Q400's. Philip is now looking for a good teaching opportunity in the aviation world. N8083H L-1649A at the TWA Hotel, JFK. N7316C and N8083H next to Maurice Roundy's airport house. Maurice Roundy, the day before the last flight. Lockheed 749 Constellation versus the Lockheed 1649A Starliner Constellation. See Ralph M. Pettersen’s Constellation Survivors Website. Aviation News After DCA crash, Congress acts to mandate decades-old aircraft tracking tech Automatic Dependent Surveillance-Broadcast (ADS-B) is an aviation system that uses GPS to determine aircraft position and also provides other flight information. ADS-B has two functions: ADS-B In and ADS-B Out. ADS-B Out broadcasts position and other identifying information, and has been required for many aircraft in the U.S. since 2020. ADS-B In receives transmissions from other aircraft and from ground stations. The bi-partisan Rotorcraft Operations Transparency and Oversight Reform (ROTOR) Act (S.2503) would require ADS-B out aircraft to have ADS-B In to display information about nearby traffic in the cockpit. The ROTOR Act was unanimously passed by the Senate in December 2025, and at the time of recording, a vote in the House was scheduled. House to vote Monday on ROTOR Act following deadly midair collision After recording, the House voted on the bill, but it did not pass due to insufficient votes. Under the ROTOR Act: FAA must issue final rules for ADS‑B In equipage not later than 2 years after enactment, effective within 60 days of publication. The final rule has a fleet-wide compliance deadline of December 31, 2031, for affected aircraft, with at most a 1‑year extension for certain operators. FAA must start regular briefings and public reports on the rulemaking status within 180 days after enactment and then every 90 days. GAMA Reports Strong 2025 for OEMs The General Aviation Manufacturers Association (GAMA) released its 2025 Aircraft Shipment and Billing Report: Airplane shipments in 2025 compared to 2024: Piston airplanes flat (+0.6%) Turboprops declined by 5.1% Business jets increased 11.8% with 854 units. The value of airplane deliveries for 2025 was $31.0 billion, an increase of 16.1%. Helicopter shipments in 2025 compared to 2024: Piston helicopters were down 2% Turbine helicopters down 2% (preliminary) The preliminary value of helicopter deliveries for 2025 was $4.7 billion, an increase of approximately 5.5%. Homeland security reverses course on TSA PreCheck suspension Citing staffing shortages caused by the partial government shutdown, the Department of Homeland Security (DHS) initially suspended the TSA PreCheck and Global Entry airport security programs. Soon thereafter, DHS revised the directive in a social media post saying, “TSA PreCheck remains operational with no change for the traveling public. As staffing constraints arise, TSA will evaluate on a case-by-case basis and adjust operations accordingly.” Chris Sununu, president and CEO of the trade association Airlines for America, said in a statement that the group “is deeply concerned that TSA PreCheck and Global Entry programs are being suspended and that the traveling public will be, once again, used as a political football amid another government shutdown”. Geoff Freeman, head of the US Travel Association, accused Democratic and Republican lawmakers of putting politics first. “Air travel is essential for our economy and daily life, and it's disgraceful for travel to be used as leverage in political disagreements,” he said in a statement. No Expense Has Been Spared’: Inside a Luxury Jet DHS Wants to Buy for Deportations DHS has been leasing a Boeing 737 Max 8 featuring bedrooms, showers, a kitchen, four large flat-screen TVs, and a bar. Immigration and Customs Enforcement (ICE) is asking the OMB to approve its purchase of the jet for $70 million. ICE says that it would be used for deportations and travel for Cabinet officials. A DHS spokesperson said, “at least one of the bedrooms is currently being converted for seating to prepare the aircraft to meet the demands of its deportation mission set.” In a statement, a DHS spokesperson said, “This plane flies at 40% cheaper than what the military aircraft flies for ICE deportation flights—saving the American taxpayer hundreds of millions of dollars. This is part of Secretary Noem's broader efforts to clamp down on inefficiencies and save taxpayer dollars.” DHS Secretary Kristi Noem Spends $200 Million of Taxpayer Money on Pair of Gulfstream G700 Private Jets During Government Shutdown House Appropriations Committee Ranking Member Rosa DeLauro (CT-03) and Homeland Security Subcommittee Ranking Member Lauren Underwood (IL-14) requested more information from the Secretary regarding the purchase, which does not align with earlier funding requests for the Department. Northrop, Brazil's Embraer partner on KC-390 to pitch US, others Under a memorandum of understanding, Embraer and Northrop Grumman are looking at adding an autonomous boom refueling system to the KC-390 Millennium, which currently employs a hose and drogue system. A new boom would enable the tanker to refuel U.S. Air Force aircraft. Singapore Airshow 2026 Brian Coleman brings us interviews from the Singapore Airshow. In this episode, he talks with Jimmy Beeson, Textron Aviation Inc. VP of Product Development. Mentioned Fantasy of Flight Alaska Airlines’ 20-minute baggage guarantee Hosts this Episode Max Flight, our Main(e) Man Micah, and Brian Coleman

An Epic E1000, N98FK, crashed near Steamboat Springs, Colorado during a night RNAV (GPS) approach. The lateral track was almost perfect, but the vertical profile was fatal: the airplane remained on an LNAV+V "advisory glide slope" and descended below the 9,100-foot MDA into terrain. Max explains what Garmin calls Advisory Vertical Guidance, why LNAV+V can look nearly identical to an LPV on the PFD, and why it does not provide obstacle protection below minimums. He shows the airplane crossed the FAF MABKY and stepdown fix WDCHK essentially on altitude—then continued descending instead of leveling at MDA. Max reviews the three requirements in 91.175(c) for descending below an MDA, explains why many autopilots will fly any coupled glidepath right through minimums unless you intervene, and decodes chart warnings like "Visual Segment – Obstacles" / "34:1 is not clear." He also shares his own simulator experience flying the RNAV (GPS) Z RWY 32 at KSBS and hitting the same mountain when the autopilot was coupled to the advisory glidepath. 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 $1299NEW – Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $949Lightspeed 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 ShowBuy Max Trescott's G3000 Book Call 800-247-6553 Video of the Week: 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 with Matt Bergwall, Executive Director of the Vision Jet Product Line at Cirrus, about the just-announced Cirrus Vision Jet G3 (SF50 G3)—and before that, he offers an unusually personal look at what the AOPA President's job actually requires. Max opens by explaining that he interviewed for the AOPA President role twice and uses that experience to outline what makes the position difficult and consequential. In his view, the job is not simply "being the public face of GA." It demands relentless travel to connect with members, lawmakers, regulators, and stakeholders—while still maintaining a strong day-to-day presence at headquarters to lead a sizable staff. He also emphasizes the fundraising reality: membership dues matter, but major donors increasingly drive what's possible, especially as traditional advertising revenue has eroded across media. Max argues that regardless of opinions about leadership changes, AOPA's advocacy work and member services—like the hotline—can be meaningful to pilots, and he encourages continued support for the organization. He also describes the way top roles like this are typically filled: boards often rely on executive search firms and closed candidate pipelines rather than a standard "job posting" process. Then the focus shifts to the Vision Jet. Matt explains the G3 changes through a pilot-centric lens: what's different in capability, how it affects workload, and what it feels like in real use. One headline upgrade is cabin practicality. Cirrus designed the G3 so six adults can fit comfortably, while still maintaining seven seat belts. That might sound like a simple seating tweak, but Matt describes it as a serious engineering effort that required deep iteration with mockups, real-world body sizes, and attention to the small geometry problems that make the third row either tolerable or miserable. The end goal was not only more capacity, but a better experience for passengers in the back—especially when the airplane is used as family transportation rather than a four-person luxury machine. On the performance side, Matt notes that Cirrus increased the airplane's MMO by 0.01 Mach, which equates to roughly 7 knots of additional true airspeed in certain cruise conditions and can also help during descents and arrivals. He frames the gain as less about bragging rights and more about flow: small speed margins can matter when mixing with faster traffic in busy terminal environments. He also explains the "why" behind the change: rather than a dramatic redesign, the team "sharpened their pencils," did additional flight testing, and validated that the aircraft had enough performance and safety margin to raise the limit. Max asks whether that might also yield a slight range improvement, and Matt says it can—though it's hard to quantify cleanly—while still being a meaningful, felt benefit on colder days when the throttle might otherwise need to pull back. A major avionics headline is CPDLC / ATC Datalink. Matt describes it as a system long familiar to airlines, increasingly available in U.S. centers and at many larger airports for text-based clearances. The practical advantage is removing the most error-prone part of IFR communication: copying down complex clearances and route changes while juggling frequency congestion. With datalink, pilots can receive clearances as text, review them at their own pace, and—in many cases—push the routing or frequency changes directly into the avionics instead of re-typing and re-verifying everything manually. In flight, the system can reduce "did ATC call me?" uncertainty: messages arrive with a clear alert and are hard to miss. Max and Matt also touch on D-ATIS and planning advantages, including how having information in text can reduce repeated listening and make it easier to configure the airplane early. They also cover a string of real operational refinements that make the G3 feel more modern day-to-day: improved taxi situational awareness features, taxiway routing guidance, and more capable visual-approach tools that help pilots set up patterns beyond the common "straight-in" workflow. Inside the cabin, Matt describes seat mechanism improvements that make entry and adjustment easier and more intuitive, plus passenger comfort refinements aimed at making the airplane more usable across a wider range of missions. The result is a G3 that's less about one giant breakthrough and more about a stack of changes that compound: a truer six-adult cabin, modest but useful speed flexibility, and datalink and avionics upgrades that reduce friction during the highest workload moments of an IFR trip. Max closes with the practical ownership layer—what this means for buyers thinking about price and programs—so listeners can translate "new features" into real-world value. 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 $1299NEW – Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $949Lightspeed 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 AOPA Seeks New President OIG To Audit Controller Training FAA Recommends More Spatial Disorientation Training For Pilots FAA Sets 25-hour Cockpit Voice Recorder Standard for New Aircraft Texas pilot sentenced for falsifying aircraft maintenance records Mentioned on the ShowBuy Max Trescott's G3000 Book Call 800-247-6553 Video of the Week: 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.

ZeroAvia founder Val Miftakhov and the SuperStack Flex modular fuel cell power generation system, plus Alicia and David discuss the news and how you can help prevent ADS-misuse, FAA reorganization efforts, ‘systemic failures' leading to the DCA midair, and the Greg Biffle Citation crash preliminary report.

//The Wire//2300Z February 5, 2026////ROUTINE////BLUF: ARIZONA POLICE HELICOPTER CRASHES DURING SMALL ARMS ENGAGEMENT IN FLAGSTAFF. MORE DETAILS EMERGE REGARDING CHINESE BIOLAB IN VEGAS.// -----BEGIN TEARLINE------HomeFront-Nevada: More details have come to light regarding the Chinese Biolab discovered in Las Vegas a few days ago. After the story became public, several eyewitnesses have come forward to local media groups, with additional testimony that provides more context. One of the housekeepers that serviced the Vegas residence where the biolab was discovered had actually previously reported the facility to the FBI on January 9, 2026. Per this testimony, herself and several other cleaning staff members became severely ill after working in the residence back in April of 2025.Analyst Comment: Eyewitness testimony must always be considered with a grain of salt, however if this report is accurate, the FBI would have been aware of this facility (and the fact that random people were being infected by whatever biological materials were there), for much longer than they let on.Arizona: Early this morning, a downed-aircraft incident was reported as one Arizona DPS helicopter crashed in the vicinity of a an active shooter situation. The incident began as officers responded to call of domestic violence on W Shellie Drive at approximately 08:31 pm last night. As officers arrived on scene, the suspect engaged the officers with small arms fire, which kicked off a protracted small arms firefight that continued over the next two hours. During this time, the suspect fired upon officers from multiple rooftops throughout the area, maneuvering between multiple positions throughout the engagement.Approximately two hours into the firefight, an Arizona DPS helicopter (Registration: N56AZ, Callsign: RANGER 56) arrived on scene to assist officers on the ground in understanding where the suspect was hiding. Shortly after the helicopter arrived on scene, the aircraft crashed in the elevated terrain a short distance from the initial reported shooting location. Both the pilot and the onboard paramedic were killed in the crash. The initial suspect that began the engagement was arrested at almost the same time as the crash, and has been hospitalized with non-life threatening small arms wounds.-----END TEARLINE-----Analyst Comments: So far, official statements by the Arizona Department of Public Safety don't confirm exactly what happened regarding the helicopter crash in Flagstaff last night. No answers were provided during this morning's press conference, nor was any causal link mentioned between the engagement on the ground, and the helicopter crash.Since the crash itself was catastrophic, it will take some time for an investigation to determine if any small arms rounds struck the helicopter or not. It would not be the first time that hardened criminals, when backed into a corner, fired off a burst of small arms fire at a police helicopter, which resulted in catastrophe. Considering the detail of the suspect being located on rooftops during this engagement, this is the most likely theory at the moment. Otherwise, there is not much information in the public realm to state with confidence that this is exactly what happened.The ADS-B feed of the flight path does not provide much context, other than one detail which might be useful for investigators. As the aircraft arrived on scene, the pilot began a low-pass flyover of the target compound, directly over the residence that the shooting was reported at. After this low-pass over the target compound, the aircraft was observed climbing out to the north and west, before flying in an erratic manner. Locals reported hearing many gunshots and explosions in the general direction of this residence, shortly before the helicopter was observed crashing. Immediately before impact, the ADS-B feed for the airc

Max talks with Rob Mark about a classic "simple mistake with big consequences" scenario: a pilot who possibly raised the landing gear handle instead of selecting flaps up during the landing roll in a Cirrus Vision Jet. The event looks minor on the surface—no injuries and the airplane stayed on the runway—but it exposes a human-factors trap that can bite any retractable-gear pilot, especially when you're trying to be quick and efficient right after touchdown. The discussion centers on the NTSB's final report for a Cirrus SF50 Vision Jet that landed at Watsonville Municipal Airport (Watsonville, California) on August 9, 2024. The pilot reported a normal approach and landing. Before touchdown, he had the flaps set to 100% and saw three green landing gear indications. Touchdown itself was uneventful. But during the landing roll—right about when braking began—the nose landing gear collapsed. Max and Rob walk through what the data showed. On short final, the airplane was properly configured: flaps at 100% and the landing gear down and locked. During rollout, both weight-on-wheels switches were briefly "unloaded," and the landing gear handle was raised and then lowered. That sequence unlocked the nose gear and allowed it to collapse. The main gear also unlocked, but it re-locked before collapsing. The probable cause boiled down to an inadvertent control selection: the pilot likely moved the gear handle instead of selecting the flap switch to 0%. From there, they unpack why this kind of error is so believable. The flap selector switch sits below the landing gear handle, and many pilots develop a post-touchdown habit of "cleaning up" quickly. Some of that comes from short-field technique: retracting flaps can put more weight on the wheels, increase braking effectiveness, and reduce stopping distance. But the exact moment you're tempted to do it is also the moment you have the least spare attention. You're still fast, directional control still matters, braking is being modulated, and you're managing the transition from flight to rollout. Add fatigue, distraction, or a slightly different cockpit flow than usual, and a wrong-control grab becomes completely plausible. A big takeaway is that landing isn't over at touchdown. Many pilots subconsciously relax as soon as the mains touch, as if the hard part is done. In reality, the landing roll is when you still have a lot of kinetic energy and limited margin for distraction. Looking down, changing configuration, or reaching for cockpit controls before you're stabilized is how small errors turn into big repair bills. Max and Rob emphasize that "post-landing tasks" are optional until the airplane is clearly under control and slowing. So what should pilots do differently? Their answer is intentionally boring: slow the flow down. On most runways there is no operational need to rush flap retraction during rollout. Keep your eyes outside, keep the airplane tracking straight, and let speed decay. If you choose to retract flaps on rollout, treat it like a checklist item, not a reflex. Touch the correct control deliberately, verify what you're touching, and use a short verbal callout ("flaps zero") before you move it. Better yet, tie configuration changes to safer triggers—below taxi speed, after exiting the runway, or after stopping and running the after-landing checklist—so you're not doing "extra tasks" while still managing high speed and directional control. They also discuss building habits that are resistant to error. If your technique is "as soon as I touch down, I do X," you're training your hands to move before your brain has finished verifying the right target. Replace that with a pause that forces confirmation, or a flow that keeps critical controls physically and mentally separated in time. The goal isn't to be fast; it's to be consistent and correct. 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 $1299NEW – Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $949Lightspeed 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 NTSB: Greg Biffle Crash Followed Instrument Failure Reagan National Midair Collision Probable Cause AOPA Air Safety Institute suggests icing as factor in Challenger crash Burbank Airport at risk of a midair collision, according to NTSB Pomona Man Arrested in Connection with Aircraft Thefts Mentioned on the ShowBuy Max Trescott's G3000 Book Call 800-247-6553 Video of the Week: Max's FLYING Magazine article: Pattern Problems 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.

Welcome to your weekly UAS News Update. We have four stories for you this week: FAA NOTAM creates invisible no-fly zones, the FAA has reopened the comment period for BVLOS rulemaking, SkyeBrowse launches a new AI feature to improve 3D models for crash scenes, a DJI drone helps save a 96-year-old woman from a fire in Texas. Let's get to it.First up this week, the FAA has issued a security notice creating new "invisible" no-fly zones that could affect pilots nationwide, especially in urban areas. The notice, NOTAM FDC 6/4375, was issued on January 16th. It prohibits drones from flying within 3,000 feet laterally and 1,000 feet above stationary and mobile assets from the Departments of Defense, Energy, and Homeland Security. The FAA is classifying this as "National Defense Airspace." The big problem here is that there's no practical way for us pilots to know where these moving restricted areas are. Unlike a TFR for a stadium, these assets aren't going to show up on B4UFLY or other mapping apps, because that would be a major operational security issue for federal agents.Next up, another important update from the FAA. They are reopening the comment period for the Beyond Visual Line of Sight, or BVLOS, rulemaking. But you have to act fast. The comment period is only open for two weeks, from January 28th to February 11th, 2026. The FAA is specifically looking for feedback on electronic conspicuity. The original proposal from last year suggested giving drones presumptive right-of-way over manned aircraft, unless the manned aircraft was broadcasting its position with something like ADS-B Out. As you can imagine, that got a lot of pushback from the general aviation community.Now, the FAA is asking seven specific questions to get more data before finalizing the rule. They want to know what alternate electronic conspicuity devices exist, how quickly they could get to market, and if their performance standards should match ADS-B. This is a critical moment for our drone industry. The outcome of this will determine who bears the cost of airspace safety—drone operators or manned aircraft pilots.Next up this week, some cool new tech for our first responders. SkyeBrowse, the 3D modeling platform, just released a major update that uses AI to solve one of the biggest headaches for public safety drone pilots: inconsistent model quality. The new feature is called "SkyeBrowse Thinking." It automatically analyzes a 3D model as it's being processed. If the AI detects that the model doesn't meet quality standards, it automatically re-processes it with optimized settings, all without the user having to do anything. In addition to this, Skyebrowse is also reporting 40% faster website performance, 2x faster internal tooling, and the ability to upload 10 videos at once. And finally this week, a real-world drones-for-good story! A DJI Matrice 30T drone is being credited with helping save the life of a 96-year-old woman during an apartment fire in Euless, Texas. Fire crews were called to the scene around 1 a.m., but before the first engine even arrived, a drone was automatically launched from a nearby fire station as part of the city's DFR program. The M30T's thermal and zoom cameras immediately gave the incident commander a clear view, showing heavy fire already breaking through the roof.Based on that live aerial feed, the fire chief was able to call for a second alarm and request mutual aid from other cities right away. This was critical because when firefighters got on scene, a bystander told them a woman was trapped inside. Because the chief already knew that backup was on the way, the initial crews were able to focus entirely on the rescue. They entered through a window and pulled the woman to safety. Join us in the community for Post flight, our show where we'll recap these stories, share opinions that aren't suitable for YouTube, and discuss some drone parts suppliers that are shutting down.

This week, we get un-curmudgeoned by Mandy, spending a bunch of time talking about regulations, compliance, and even the US federal government's commitment to cybersecurity internally and with the community at large. We even dive into some Microsoft patches, hacking defunct eScooters, and a lively discussion on ADS-B spoofing! Visit https://www.securityweekly.com/psw for all the latest episodes! Show Notes: https://securityweekly.com/psw-911

This is a recap of the top 10 posts on Hacker News on January 28, 2026. This podcast was generated by wondercraft.ai (00:30): Microsoft forced me to switch to LinuxOriginal post: https://news.ycombinator.com/item?id=46795864&utm_source=wondercraft_ai(01:58): Amazon cuts 16k jobsOriginal post: https://news.ycombinator.com/item?id=46796745&utm_source=wondercraft_ai(03:26): Please don't say mean things about the AI I just invested a billion dollars inOriginal post: https://news.ycombinator.com/item?id=46803356&utm_source=wondercraft_ai(04:54): Somebody used spoofed ADSB signals to raster the meme of JD VanceOriginal post: https://news.ycombinator.com/item?id=46802067&utm_source=wondercraft_ai(06:22): ICE and Palantir: US agents using health data to hunt illegal immigrantsOriginal post: https://news.ycombinator.com/item?id=46794365&utm_source=wondercraft_ai(07:50): Airfoil (2024)Original post: https://news.ycombinator.com/item?id=46795908&utm_source=wondercraft_ai(09:18): ASML staffing changes could result in a net reduction of around 1700 positionsOriginal post: https://news.ycombinator.com/item?id=46792370&utm_source=wondercraft_ai(10:46): Show HN: The HN ArcadeOriginal post: https://news.ycombinator.com/item?id=46793693&utm_source=wondercraft_ai(12:14): UK Government's ‘AI Skills Hub' was delivered by PwC for £4.1MOriginal post: https://news.ycombinator.com/item?id=46803119&utm_source=wondercraft_ai(13:42): Super Monkey Ball ported to a websiteOriginal post: https://news.ycombinator.com/item?id=46789961&utm_source=wondercraft_aiThis is a third-party project, independent from HN and YC. Text and audio generated using AI, by wondercraft.ai. Create your own studio quality podcast with text as the only input in seconds at app.wondercraft.ai. Issues or feedback? We'd love to hear from you: team@wondercraft.ai

This week, we get un-curmudgeoned by Mandy, spending a bunch of time talking about regulations, compliance, and even the US federal government's commitment to cybersecurity internally and with the community at large. We even dive into some Microsoft patches, hacking defunct eScooters, and a lively discussion on ADS-B spoofing! Show Notes: https://securityweekly.com/psw-911

This week, we get un-curmudgeoned by Mandy, spending a bunch of time talking about regulations, compliance, and even the US federal government's commitment to cybersecurity internally and with the community at large. We even dive into some Microsoft patches, hacking defunct eScooters, and a lively discussion on ADS-B spoofing! Visit https://www.securityweekly.com/psw for all the latest episodes! Show Notes: https://securityweekly.com/psw-911

This week, we get un-curmudgeoned by Mandy, spending a bunch of time talking about regulations, compliance, and even the US federal government's commitment to cybersecurity internally and with the community at large. We even dive into some Microsoft patches, hacking defunct eScooters, and a lively discussion on ADS-B spoofing! Show Notes: https://securityweekly.com/psw-911

Pilot Nicki returns to describe her 1948 Globe Swift and explain her plans to make a mid-life career change and become a professional pilot. In the news, the FAA Administrator says what to expect from the “brand new air traffic control system,” a bill to address ADS-B “misuse,” navigating around the debris field after a rocket failure, accelerating the MV-75 Tiltrotor program, flying the Qatari 747 as Air Force One, reduced security restrictions at Heathrow, and a private jet crash in Maine. Guest Nicki Hovanec just reached her goal of 1500 flight hours and now plans to make a mid-life career change and become a professional pilot. She fell in love with aviation at an early age and attended Embry-Riddle Aeronautical University for Aviation at Daytona Beach, Florida. But 911 impacted Nicki's career trajectory and took her away from aviation. However, with encouragement from her spouse, she returned to aviation, obtained her pilot’s license, and will soon look to be hired by an airline. Nicki trained through independent flight schools and completed her solo in 2017, receiving her initial pilot’s certificate. She continued her training and completed additional certifications on various aircraft while progressing towards her goal of 1500+ flight hours. Nicki saved and borrowed funds to purchase a Cessna 152. Eventually selling that plane, she bought a 1948 Globe Swift tail-dragger, her current airplane. With 1,500 flight hours completed, Nicki now begins the job search for a professional pilot position, starting with the NGPA job fair. We’ll continue to follow her progress. A little history: In May 2017, Nicki sought our advice about starting flying lessons and making a career change to become a professional pilot. We encouraged her to keep us informed about her progress, and Nicki did so by sending us over a dozen recordings documenting her journey getting a pilot's license. We were happy to include those in our podcast episodes. Nicki and her 1948 Globe Swift. See: A Short History of the Swift Wikipedia: Globe GC-1 Swift 2026 NGPA Industry Expo, presented by United Airlines, February 5-6, 2026. FAPA.aero (Future & Active Pilots Alliance) Aviation News FAA's Bedford Provides Glimpse into U.S. ATC's Future At the monthly Aero Club of Washington, D.C. luncheon, FAA Administrator Bryan Bedford talked about the “brand new air traffic control system.” He described: “Greater precision about… flight trajectories… [while] navigating through the airspace.” Many fewer handoffs flying through the system. A cultural shift away from focusing on takeoff to when a pilot wants to land.  Changing the innovation cycle to be more like Apple or Tesla. AOPA urges members to contact their representatives in Congress AOPA issued a call to action asking its 300,000 members to contact their senators and representatives in Congress and urge them to cosponsor the Pilot and Aircraft Privacy Act (PAPA). AOPA President Darren Pleasance said, “When the ADS-B mandate went into effect in 2020, the FAA said this important technology would only be used for safety and airspace efficiency. Instead, we're now seeing it used in ways that discourage adoption…The misuse of ADS-B is a step backward for aviation safety and erodes trust in our aviation system.” If passed, PAPA would prohibit the use of ADS-B data to assist in the collection of fees from pilots or aircraft owners and clarify that ADS-B data may only be used for its intended purposes of air traffic safety and efficiency. PAPA was introduced in 2025 by Rep. Bob Onder (R-Mo.) as H.R.4146 and Sen. Ted Budd (R-N.C.) as S.2175. “We're Too Close to the Debris” On January 16, 2026, ATC instructed Caribbean flights to avoid the FAA's debris zone after a SpaceX Starship rocket exploded. Dozens of planes made sharp turns to avoid the danger zone, which was closed for 86 minutes. ProPublica says this made “pilots and passengers unwitting participants in SpaceX's test of the most powerful rocket ever built.” Army Punches Its MV-75 Tiltrotor Program Into Overdrive The Army wants to see the MV-25 testing this year and in service in 2027. Just twelve months ago, the Army targeted 2030. At the 2022 competition, service was expected in the mid-2030s. The MV-75 is the designation given to the U.S. Army's Future Long-Range Assault Aircraft (FLRAA) tiltrotor. The design is based on the Bell V-280 Valor tiltrotor and will replace many of the H-60 Black Hawk helicopters. The V-280 demonstrator has flown, but not the MV-75 configuration. Qatari 747 to fly as Trump's Air Force One this summer In May 2025, the US government accepted the 747 jetliner donated by the Qatari government to serve as a new Air Force One. Modifications began in September. An Air Force spokesperson said in a statement that delivery of the aircraft is anticipated no later than summer 2026. Calling it a “VC-25 bridge aircraft,” the Trump administration intends this plane to serve as an interim Air Force One while waiting for the two 747s currently being modified by Boeing. The Air Force is expecting the first Boeing-modified 747 to be handed over in “mid-2028,” a delay of roughly four years. London’s Heathrow eases liquid and laptop rules after £1 billion security upgrade The airport completed a £1bn CT scanner upgrade across all four Heathrow terminals. This allows passengers to carry liquid containers up to two liters, and the removal of laptops from bags is no longer required. 7 dead, 1 seriously injured in plane crash at airport in Bangor, Maine, FAA says A Bombardier CL-600-2B16 Challenger 650 veered off the runway on takeoff and crashed at Bangor International Airport in Maine. There was snow at the time of the plane crash due to a large winter storm. See also: Private jet carrying 8 crashes at Maine airport, FAA says. Hosts this Episode Max Flight, our Main(e) Man Micah, Rob Mark, and Brian Coleman.

Max talks with Rob Mark about a classic "simple mistake with big consequences" scenario: a pilot who possibly raised the landing gear handle instead of selecting flaps up during the landing roll in a Cirrus Vision Jet. The event looks minor on the surface—no injuries and the airplane stayed on the runway—but it exposes a human-factors trap that can bite any retractable-gear pilot, especially when you're trying to be quick and efficient right after touchdown. The discussion centers on the NTSB's final report for a Cirrus SF50 Vision Jet that landed at Watsonville Municipal Airport (Watsonville, California) on August 9, 2024. The pilot reported a normal approach and landing. Before touchdown, he had the flaps set to 100% and saw three green landing gear indications. Touchdown itself was uneventful. But during the landing roll—right about when braking began—the nose landing gear collapsed. Max and Rob walk through what the data showed. On short final, the airplane was properly configured: flaps at 100% and the landing gear down and locked. During rollout, both weight-on-wheels switches were briefly "unloaded," and the landing gear handle was raised and then lowered. That sequence unlocked the nose gear and allowed it to collapse. The main gear also unlocked, but it re-locked before collapsing. The probable cause boiled down to an inadvertent control selection: the pilot likely moved the gear handle instead of selecting the flap switch to 0%. From there, they unpack why this kind of error is so believable. The flap selector switch sits below the landing gear handle, and many pilots develop a post-touchdown habit of "cleaning up" quickly. Some of that comes from short-field technique: retracting flaps can put more weight on the wheels, increase braking effectiveness, and reduce stopping distance. But the exact moment you're tempted to do it is also the moment you have the least spare attention. You're still fast, directional control still matters, braking is being modulated, and you're managing the transition from flight to rollout. Add fatigue, distraction, or a slightly different cockpit flow than usual, and a wrong-control grab becomes completely plausible. A big takeaway is that landing isn't over at touchdown. Many pilots subconsciously relax as soon as the mains touch, as if the hard part is done. In reality, the landing roll is when you still have a lot of kinetic energy and limited margin for distraction. Looking down, changing configuration, or reaching for cockpit controls before you're stabilized is how small errors turn into big repair bills. Max and Rob emphasize that "post-landing tasks" are optional until the airplane is clearly under control and slowing. So what should pilots do differently? Their answer is intentionally boring: slow the flow down. On most runways there is no operational need to rush flap retraction during rollout. Keep your eyes outside, keep the airplane tracking straight, and let speed decay. If you choose to retract flaps on rollout, treat it like a checklist item, not a reflex. Touch the correct control deliberately, verify what you're touching, and use a short verbal callout ("flaps zero") before you move it. Better yet, tie configuration changes to safer triggers—below taxi speed, after exiting the runway, or after stopping and running the after-landing checklist—so you're not doing "extra tasks" while still managing high speed and directional control. They also discuss building habits that are resistant to error. If your technique is "as soon as I touch down, I do X," you're training your hands to move before your brain has finished verifying the right target. Replace that with a pause that forces confirmation, or a flow that keeps critical controls physically and mentally separated in time. The goal isn't to be fast; it's to be consistent and correct. 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 $1299NEW – Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $949Lightspeed 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 ForeFlight and Jeppesen announce Layoffs AOPA asks pilots to contact Congress to Support PAPA FAA makes permanent restrictions for helicopters near DCA House passes bill that would block ATC privatization Report Shows Rise in DPE Supply Super Bowl LX: What General Aviation Pilots Need to Know New glider distance record - Instagram video Stolen Plane Crashes Into Hangar FBI investigates stolen planes, one found at Auburn airport Authorities looking for couple in connection with thefts Pilot in crash near Boise charged with operating under the influence Mentioned on the ShowBuy Max Trescott's G3000 Book Call 800-247-6553 Video of the Week: Max's video showing ADS-B data for NASCAR driver 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 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 with Mark Waddell of the Cirrus Owner and Pilots Association (COPA) about how Cirrus pilots can reduce accidents by focusing on the places where the accident chain most often begins: unstable approaches, indecisive go-arounds, and delayed choices during power-loss events. They discuss what pilots are doing in the cockpit that turns routine flights into incidents, and what specific habits and training standards reduce that risk. Mark explains that 2025 included eight fatal Cirrus accidents and twelve CAPS saves. Mark argues that the big safety wins come from addressing repeatable patterns: how pilots manage energy on final, how quickly they reject a bad approach, and how early they commit to the safest outcome when the engine isn't reliable. A major theme is decisiveness in abnormal situations, especially anything involving power. Mark walks through how power-loss or engine-roughness events can seduce pilots into flying a normal pattern and hoping things stabilize. That often burns altitude and distance in exchange for false comfort. The operational hazard is simple: the moment a pilot realizes the runway is no longer assured, they're already low, already out of options, and now forced into rushed decisions. Mark emphasizes that when the engine is uncertain, "normal" is the enemy. The airplane doesn't care that the pattern looked tidy; it only cares whether you end up with a survivable outcome. This ties directly into CAPS decision-making. Mark's message is not "CAPS solves everything," but rather that pilots need an explicit decision framework that prevents them from negotiating with themselves while altitude evaporates. He discusses the idea of a CAPS hard deck—an altitude by which, if a pilot is not certain of a safe landing outcome, they commit to pulling the handle. The point of a hard deck isn't to remove judgment; it's to remove hesitation. If you wait until you're low, you've converted a controlled, survivable deployment into a desperate last-second attempt. In that sense, the hard deck is less about the parachute and more about training the pilot's brain to act early enough for any option to work. From emergency decisions, the discussion moves to the most universal risk zone: landing and go-around. Mark notes that a large share of reportable events occur during landing or during an attempted go-around. That makes this phase-of-flight a high-leverage target for training, standards, and self-discipline. The trap is that approaches feel "fixable" until they suddenly aren't. Pilots often rationalize small deviations—slightly fast, slightly high, slightly untrimmed—because they believe they can correct it in the last few hundred feet. But each late correction is an energy trade, and those trades frequently end with excessive speed over the threshold, a flat touchdown, a bounce, or a rushed go-around. They get specific about the "flat landing" pattern. Mark challenges a common cultural habit: equating "smooth" with "good." In many airplanes—and especially in a fast, slick airplane—chasing smoothness can encourage a flatter attitude and higher speed, which increases the chances of touching down on the nose gear or loading it too early. That can lead to nose-gear abuse, shimmy events, prop strikes, and expensive engine tear-downs. Max reinforces the technique side: trimming matters. If pilots are muscling the airplane through configuration changes and final approach, they're behind the airplane before the flare even begins. A well-trimmed airplane is easier to slow, easier to pitch correctly, and easier to land in the right attitude without forcing it onto the runway. Go-arounds get treated as a primary skill, not a backup plan. Mark describes why late go-arounds are especially dangerous: if a pilot waits until a bounce or a deep, unstable touchdown attempt, the airplane is close to the ground, slow, and in a configuration that can punish abrupt changes. The go-around itself is not complicated, but it requires coordinated execution: power comes in, right rudder counters yaw, pitch is managed to prevent an excessive nose-up attitude, and configuration changes are timed rather than rushed. A common failure mode is trying to do everything at once—adding power, retracting flaps too aggressively, and pitching up—creating a stall-prone situation at the worst possible altitude. Mark's guidance pushes pilots toward objective gates: if the approach isn't stable by a defined point, you go around—period. The pilots who get into trouble tend to have elastic standards. They keep moving the goalposts because they want the landing to work. Mark argues that consistency is the cure: standardized stabilized-approach criteria, practiced go-arounds that feel routine, and an acceptance that a go-around is not a failure, it's good judgment. They also address proficiency and recency, emphasizing that safe performance is less about total hours and more about how frequently a pilot is flying and practicing the right skills. Mark points out that annual hours correlate strongly with landing outcomes; low annual utilization can create a false sense of competence because the pilot has experience, but not recent repetition. The solution isn't heroic flying—it's structured practice: recurring instruction, intentional go-around reps, and consistent standards that prevent "drift" back into sloppy technique. To make those standards stick, Mark advocates data-driven debriefing. Instead of relying on subjective feel—"that was fine"—pilots can use post-flight tools, such as FlySto and ForeFlight's Cloud Ahoy, to evaluate approach stability, speed control, glidepath consistency, and touchdown energy. The goal isn't chasing a score; it's finding patterns that predict future mistakes. If your data repeatedly shows fast thresholds, unstable vertical paths, or late corrections, you now have something specific to train. Mark's point is blunt: most pilots don't need more aviation wisdom; they need feedback that's objective enough to change behavior. The episode's bottom line is that Cirrus safety is not about secret techniques. It's about earlier decisions, tighter standards, and repeated practice in the phases of flight where accidents are born. Nail stabilized approaches, normalize early go-arounds, commit sooner in power-loss scenarios, and use honest debriefing to identify risk trends before they turn into an NTSB report. 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 HOLIDAY SPECIALNEW – Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $849 HOLIDAY SPECIALLightspeed 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 ShowCirrus Owner Pilots Association (COPA) COPA YouTube Channel Video: Garmin Green Donut Explained Buy Max Trescott's G3000 Book Call 800-247-6553 a Aviation News Talk Network podcasts 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.

How does a massive airliner with hundreds of people onboard simply vanish off the face of the Earth? As we approach 2026, the disappearance of MH370 remains the greatest aviation mystery of our time. In this episode, I sit down with aviation investigative journalist Jeff Wise to separate fact from fiction. Jeff Wise ( @Jeff_Wise  ) has spent over a decade deep in the data, appearing in documentaries and writing the definitive books on this mystery.But today, we're looking at this from the perspective of the cockpit. In this episode, Jeff joins John "Rain" Waters, a current 777 pilot and former Air Force fighter pilot. We dive into the "impossible" shutdowns of the transponder and ADS-B, the vulnerability of the E/E (electronics) bay hatch in the cabin floor, and the precision required to fly through radar shadows undetected. Jeff breaks down his theory on the Kazakhstan route, while we analyze the latest 2026 search efforts by Ocean Infinity to finally locate the wreckage. This isn't just about theories; it's about the technical reality of what it takes to "disappear" a Boeing 777. Jeff's Youtube: https://www.youtube.com/@UCKYproxqiM217g8f4LFwLzQ Jeff's website: https://www.jeffwise.net/  

Max talks with host Scott Hamilton of WBT, Charlotte's News Talk radio, about the Statesville, North Carolina Citation 550 crash that killed NASCAR driver Greg Biffle and six others, then expands the conversation with a fresh technical finding and a practical training takeaway for pilots. While preparing for the short radio interview, Max revisited the ADS-B track and noticed something he hadn't seen anyone else write about: the altitude anomaly isn't merely a "jump," it's an impossible spike. The key number is stark. The ADS-B data shows a reported climb of 1,374 feet in 1.64 seconds, which implies a climb rate of almost 50,000 feet per minute—a rate that doesn't make sense for a Citation. Max's point is that this isn't a real aircraft maneuver; it's a data or sensor-path artifact. What makes it more compelling is what happens immediately beforehand: for 34 seconds, there were 14 ADS-B transmissions in a row with the exact same reported altitude. That kind of perfectly flat series is abnormal even if an aircraft is "steady," because pressure altitude reporting typically wiggles at least a little from sample to sample. Max lays out a simple, pilot-intuitive interpretation: the aircraft was likely climbing normally, but the altitude value feeding ADS-B froze for about 34 seconds and then unfroze, "catching up" in one big correction. If you treat that 1,374-foot change as occurring across the 34-second freeze rather than across 1.64 seconds, you get a climb rate around 2,200 fpm—entirely plausible for a departing Citation. About 20 seconds after the correction, the aircraft turned back toward the airport. Max also notes there is audio where a pilot announces on CTAF they are returning because they were "having issues," and he believes those "issues" were likely altimeter/altitude-related rather than a direct cause of the crash. From there, he turns the discussion into something useful for any pilot: how altitude gets measured, encoded, and transmitted—and what kinds of failures can create misleading outputs. In the Citation 550, there are multiple static ports feeding pilot-side and copilot-side instruments, plus potentially additional static sources feeding backups. Depending on the configuration, ADS-B altitude can be sourced through a blind encoder tied to the static system, an air data computer, or an encoding ("coding") altimeter common in older round-gauge aircraft. The operational point: pilots might see one thing on their instruments while the transmitted pressure altitude shows something else—or the opposite—depending on where the fault lives. Max then shifts to the accident sequence on return. Regardless of what prompted the turnback, he argues the crash itself likely occurred on short final for a different reason: visual illusions in rain and degraded visibility. The aircraft struck the approach lighting system short of the runway threshold, which is exactly the kind of outcome that can happen when pilots subtly, unknowingly fly a shallow or low path while "going visual." He emphasizes that we don't yet know the cause with certainty, but absent evidence of an engine failure on short final, illusions are a credible explanatory bucket—and one pilots can learn from immediately. The primary illusion he highlights is water refraction. Rain on the windshield can make the horizon appear lower than it is, which creates the sensation of being higher than you really are—leading to an unconscious nose-down correction and a lower-than-intended glidepath. He also cites guidance that rain, mist, and limited slant visibility reduce and distort visual cues during the instrument-to-visual transition, exactly when pilots are most vulnerable to subtle errors. These effects are also documented in Flight Safety Foundation's ALAR "Visual Illusions" briefing note, which specifically calls out rain-on-windshield refraction and the way rain can change the apparent intensity/brilliance of approach lighting. Max closes with a concrete "do this next time" list. First, if you accept a visual in marginal conditions, load the ILS and use it to back up the visual—it would have shown a low path before contact with approach lights. Second, he discusses a tech-forward defense: using Garmin visual approaches (the NTSB recovered a Garmin GTN 750 from the wreckage) and tools like Pathways in synthetic vision to help maintain a stable vertical picture. But he adds a blunt warning that pilots routinely get wrong: Garmin visual approaches do not guarantee terrain clearance, and in hilly terrain or limited visibility they can route you into terrain unless you've validated them in good conditions. The takeaway is simple: when your eyes can lie, disciplined cross-checking—and knowing the limitations of your tools—is what keeps you off the lights and on a safe path to the runway. 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 HOLIDAY SPECIALNEW – Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $849 HOLIDAY SPECIALLightspeed 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 ShowFlight Safety Visual Illusions Briefing Note 5.3 Buy Max Trescott's G3000 Book Call 800-247-6553 Aviation News Talk Network podcasts 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.  

Hangar Talk aviation podcast hosts David, Alicia, and Jay break down the Top 5 general aviation news stories of 2025 including: long-awaited new MOSAIC rules for increased access to grass roots aviation, ATC modernization, pushback against misuse of ADS-B data, the DCA midair leading to changes for helicopter routes and certain military operations, and a Piper AD affecting some of GA's most iconic models.

Recorded the day of the crash of a Cessna Citation earlier in the day that killed former NASCAR champion Greg Biffle, his family, and three others when the aircraft struck the ground just short of the runway and caught fire at the Statesville, North Carolina airport. The aircraft had taken off from the airport just a few minutes earlier and was attempting to land at the same airport.The aircraft, a 1981 Cessna Citation, was owned by a company associated with Biffle. Biffle was a rated multiengine pilot, but it is not known whether he was also a member of the flight crew. At the time of this recording, there was little information about the factual circumstances of the event. The ADS-B flight track of the aircraft implied that the short flight may have been in a cloud layer, but there was no indication that wind or visibility played a role in the crash.John Goglia discusses how aircraft even older than this accident aircraft can be properly maintained, and he also discussed how he would approach this kind of accident if he were leading the maintenance investigation. Greg Feith and John have issues with the NTSB Board Member Michael Graham leading the team because he was a former employee of the company that also owns Cessna. John discussed how, during his time on the Board, he was not allowed to participate in any hearings involving one of his former airline employers. He faced media scrutiny when he was involved in the investigation of an airline that operated flights on behalf of a former employer. Even the appearance of a conflict of interest should be avoided. Don't miss what's to come from the Flight Safety Detectives - subscribe to the Flight Safety Detectives YouTube channel, listen at your favorite podcast service and visit the Flight Safety Detectives website. Want to go deeper with the Flight Safety Detectives? Join our YouTube Membership program for exclusive perks like members-only live streams and Q&As and early access to episodes. Your membership support directly helps John, Greg and Todd to deliver expert insights into aviation safety.Interested in partnering with us? Sponsorship opportunities are available—brand mentions, episode integrations, and dedicated segments are just a few of the options. Flight Safety Detectives offers a direct connection with an engaged audience passionate about aviation and safety. Reach out to fsdsponsors@gmail.com. Music: “Inspirational Sports” license ASLC-22B89B29-052322DDB8 Hosted by Simplecast, an AdsWizz company. See pcm.adswizz.com for information about our collection and use of personal data for advertising.

Max talks with Dr. Catherine Cavagnaro about how aerobatic training builds safer, more confident pilots by reducing loss of control, improving stall and spin awareness, and shortening the startle response. Although many pilots associate aerobatics with airshows or extreme flying, this conversation reframes aerobatic training as a practical safety tool that directly applies to everyday general aviation operations. Catherine explains that the core value of aerobatic training lies in learning where "the edge" of aircraft control really is. Many pilots are taught to avoid stalls and spins at all costs, which can unintentionally create fear rather than understanding. Aerobatic training deliberately takes pilots past that edge in a controlled environment so they can see, feel, and understand what happens beyond it. Once pilots truly understand where that boundary lies, they are far better equipped to avoid unintentionally crossing it during normal flight. A major theme of the discussion is loss of control, which remains one of the leading causes of fatal aviation accidents. Catherine describes how many loss-of-control events are not caused by a lack of knowledge, but by startle response and improper control inputs under stress. When something unexpected happens—such as an uncommanded roll, a botched go-around, or a developing stall—pilots often freeze for several seconds or react instinctively in exactly the wrong way. Aerobatic and upset-recovery training helps shorten those "extended dumb moments" by making unusual attitudes familiar rather than frightening. Catherine shares real-world examples from her experience as a Designated Pilot Examiner. In one case, a commercial pilot applicant mishandled a power-off stall by applying aileron instead of reducing angle of attack, which aggressively drove the aircraft into a spin. The pilot then added power while still stalled, compounding the problem. Catherine explains that this reaction mirrors what has been seen in fatal airline accidents, where pilots pulled back and applied aileron during stall events instead of pushing forward. These moments highlight why understanding stalls, spins, and proper recovery techniques is essential well beyond the private pilot level. A key technical takeaway from the episode is the importance of angle of attack. Catherine emphasizes that losing directional control is a clear sign of an impending stall, and that rudder alone is often insufficient to stop a departure once it begins. Simply pushing forward on the controls—reducing angle of attack—can immediately end the event. Aerobatic training reinforces this lesson repeatedly, helping pilots build instinctive, correct responses rather than relying on rote memorization. The conversation also explores how control authority changes with airspeed. Catherine explains that pilots tend to be overly gentle on the controls when flying slowly, particularly near the ground during takeoff and landing. Ironically, that is precisely when larger, more deliberate control inputs are required. Aerobatic maneuvers such as loops, rolls, and Immelmann turns vividly demonstrate how sluggish controls become at low airspeeds and high angles of attack, making these lessons stick in a way that textbooks cannot. Max and Catherine discuss how aerobatic training is structured at her school. Rather than offering single "thrill ride" flights, Catherine teaches aerobatics as a multi-day course that includes extensive ground instruction before every flight. This ensures pilots understand exactly what will happen before experiencing it in the air. The goal is not to impress or intimidate, but to build confidence, predictability, and mastery. Students perform most of the flying themselves, which further reinforces learning and reduces anxiety. Another practical aspect of the episode focuses on managing motion sickness. Catherine shares wisdom passed down from aerobatic legend Bill Kershner, including the stages of nausea—Normal, Not So Much Fun Anymore, Sweat on Upper Lip, and the point of no return. Recognizing these stages early allows instructors to intervene before discomfort escalates. Simple strategies such as eating light meals beforehand, keeping airflow on the face, tensing abdominal muscles during high-G maneuvers, and ensuring students have their hands on the controls can make a significant difference. The discussion also touches on upset-recovery checklists used in airline training, such as "Push, Roll, Power, Stabilize." Catherine notes that while these checklists are effective, pilots must practice the full sequence under stress. Knowing only the first step—pushing forward—without following through can leave an aircraft in an equally dangerous situation. Aerobatic training provides the repetition needed to execute these steps smoothly and correctly when it matters most. Ultimately, the episode makes a compelling case that aerobatic training is not about becoming an aerobatic pilot. It is about becoming a better, safer pilot in any airplane. By replacing fear of stalls and spins with understanding and respect, aerobatic training equips pilots with a deeper mental and physical toolkit. Whether flying a simple trainer or a high-performance aircraft, pilots who understand the edge—and have practiced operating near it—are better prepared to keep themselves and their passengers safe. 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 HOLIDAY SPECIALNEW – Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $849 HOLIDAY SPECIALLightspeed 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 ShowCatherine Cavagnaro YouTube Channel Ace Aerobatic School Buy Max Trescott's G3000 Book Call 800-247-6553 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.

Border Security Illegal immigration reportedly dropped by 99%. $100 billion invested in border security infrastructure (wall, technology, personnel). Claimed economic benefits: reduced housing costs and rents due to deportations. Working Families Tax Cut (formerly “One Big Beautiful Bill”) Permanent extension and expansion of Trump-era tax cuts. Specific provisions: No taxes on tips, overtime, or Social Security benefits (effective 2026). Framed as the most conservative legislative victory in U.S. history. Military & National Security $150 billion invested in rebuilding the military. $24.5 billion allocated to the Coast Guard (over 200% of its annual budget). Emphasis on Arctic ice cutters to counter China and Russia. Technology & Infrastructure Auctioning 800 MHz of federal spectrum to private sector (expected $100 billion revenue). Air traffic control modernization ($12.5 billion investment). Rotor Act: mandates ADS-B technology for all aircraft to prevent collisions. Education & Social Policy School Choice Expansion: Tax credits for donations to scholarship organizations. Trump Accounts: Investment accounts for every child in America, seeded with $1,000 and allowing $5,000 annual contributions, invested in S&P 500. Space Exploration $10 billion investment in NASA and commercial space programs. Goal: U.S. to return to the Moon by 2028, ahead of China. Regulatory Rollbacks Elimination of CAFE standards (fuel economy rules), framed as lowering car costs and improving safety. Online Safety Take It Down Act: Criminalizes non-consensual intimate imagery and deepfake pornography; mandates immediate removal by platforms. Please Hit Subscribe to this podcast Right Now. Also Please Subscribe to the 47 Morning Update with Ben Ferguson and The Ben Ferguson Show Podcast Wherever You get You're Podcasts. And don't forget to follow the show on Social Media so you never miss a moment! Thanks for Listening YouTube: https://www.youtube.com/@VerdictwithTedCruz/ Facebook: https://www.facebook.com/verdictwithtedcruz X: https://x.com/tedcruz X: https://x.com/benfergusonshowYouTube: https://www.youtube.com/@VerdictwithTedCruzSee omnystudio.com/listener for privacy information.

Hear from aviation author Tom Young; plus David and Aliia discuss declassified Amelia Earhart records, proposals to restrict misuse of ADS-B data, a Cirrus trade-in program, the selection of Peraton to integrate ATC updates, and bipartisan mental health and medication bills backed by AOPA.

Max talks with John Fiscus, co-founder of The Flight Academy, and Director of Operations Jordan Ming to break down how one of the country's most respected Cirrus-focused training organizations was created, expanded, and refined over more than two decades. Whether you're an instructor considering the entrepreneurial leap, a pilot curious about how flight training businesses operate, or someone fascinated by the evolution of modern GA training, this conversation delivers clear, practical insights rooted in real experience. John opens with the origin story behind The Flight Academy—one shaped unexpectedly by the aftermath of 9/11. Before starting the company, John was an instructor and corporate pilot for Cirrus Aircraft, preparing for an airline career. When airline hiring collapsed overnight, he and colleague Luke realized they could not compete with furloughed, highly experienced pilots suddenly entering the market. But they also saw a growing demand: Cirrus owners nationwide needed instructors who truly understood their aircraft. Many local CFIs didn't yet have the expertise or avionics familiarity that early-generation Cirrus owners required. That gap created an opportunity. Instead of opening a traditional flight school with airplanes and an office, John and Luke launched The Flight Academy in 2002 with a completely different model. They owned no airplanes, no local training fleet, and no physical facility. Instead, they traveled around the country teaching owners in their own Cirrus aircraft. This approach dramatically reduced overhead while giving customers access to specialized training. What seemed unconventional at the time turned out to be the ideal way to enter the market, and demand steadily grew. As the business matured, the founders recognized the need for a home base and added a small office at Boeing Field. Eventually, they purchased their first aircraft—not a leaseback, but a nearly new Cirrus that offered strong depreciation benefits and made financial sense for the business. Today the school operates 13 aircraft across two locations—Seattle and the Portland area—supported by eight to ten instructors, depending on season and demand. About 70–80% of all hours flown at The Flight Academy are dual instruction, a reflection of their focus on high-quality training rather than simple aircraft rental volume. Jordan explains that this training-centric model shapes everything about how the business operates. The Flight Academy books training in full-day or half-day blocks, giving instructors and clients the freedom to adapt to weather, focus on deep learning, and avoid the churn of hourly scheduling. Their instructors also spend significant time traveling to clients, giving them a unique range of experience compared to CFIs who fly the same local routes every day. Many instructors make multiple coast-to-coast flights before reaching the airlines, which sets them apart in both skill and confidence. Beyond daily training, the school has diversified its business through multiple complementary revenue streams. John describes their history of Atlantic ferry flights, delivering both new and pre-owned Cirrus aircraft to Europe. He also recounts the dramatic ferry incident—captured on video—in which a malfunctioning transfer tank forced a ferry pilot to deploy the Cirrus parachute into the Pacific. That experience eventually led the team to discontinue Pacific ferrying, though they continue to complete many Atlantic deliveries. Another major offering is their Vision Jet program, which includes discovery flights, pre-type-rating preparation, and training support. Luke also works with Arista to support the Vision Jet pre-owned market, creating a powerful ecosystem that blends aircraft sales, owner transitions, and specialized instruction. Jordan emphasizes that this interlocking structure allows the team to provide a seamless experience for owners, from first flight through long-term advanced training. Perhaps the most distinctive part of The Flight Academy's identity is their adventure trips—all-inclusive guided flying experiences to destinations such as Alaska, Morocco, the Caribbean, Europe, and New England during fall foliage season. These trips sell out consistently and create long-lasting friendships among participating owners. Jordan notes that many pilots appreciate having experts plan the hotels, customs logistics, activities, and daily flight legs—allowing them to simply enjoy the journey and the aircraft. When it comes to hiring CFIs, John is clear: "We don't hire pilots. We hire teachers." A strong instructor mindset matters more than flight time or ratings. He looks for individuals who demonstrate genuine interest in the business, a thoughtful approach to training, and the professionalism needed to work with sophisticated clients. He also shares hard-earned lessons about policies, cancellations, contracts, and pricing—key areas where many new flight school owners struggle. The episode closes with candid advice for CFIs considering launching their own school. Jordan stresses the importance of accepting that owners will fly less and manage more, while John encourages thoughtful planning and learning from others who have successfully done it. Their message is hopeful but realistic: starting a flight school is absolutely possible if you approach it with a solid plan, a clear mission, and a commitment to delivering exceptional 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 HOLIDAY SPECIALNEW – Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $849 HOLIDAY SPECIALLightspeed 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 ShowBuy Max Trescott's G3000 Book Call 800-247-6553 The Flight Academy flight school Cirrus SR22 Parachute Pull near Hawaii Check out our recommended ADS-B receivers, and order one for yourself. Yes, we'll make a couple of dollars if you do. So You Want To Learn to Fly or Buy a Cirrus seminars Online Version of the Seminar Coming Soon – Register for Notification 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 with former KTVU 2 and KRON 4 anchor Ken Wayne, founder of Flying Tails, about his extraordinary animal rescue flights involving bear cubs, bald eagles, coyotes, and dozens of shelter animals across California. Drawing on his past experience as a Navy journalist, Ken describes the path that led him from military broadcasting to a major-market news career—and ultimately to a mission that blends aviation with wildlife rescue. Ken's journey began at the Navy's Defense Information School, where he learned print reporting, photography, radio, and TV production. His service assignments took him from the Aleutian Islands to the Mediterranean aboard the USS Biddle, and finally to Subic Bay in the Philippines, where he hosted a radio show and shot television stories for the Far East Network. He also frequently traveled by helicopter and even completed a carrier landing in a COD aboard USS Midway, building a deep appreciation for aviation. Years later, after buying a Cessna 182 and flying with friends, Ken discovered animal rescue missions through Pilots N Paws. His breakthrough came when he responded to a call seeking transport for two bear cubs from South Lake Tahoe to Ramona. That flight—completed the day before a long-planned trip to Paris—set the tone for what Flying Tails would become. The TV story went viral, helped earn him an award from the U.S. Humane Society, and brought new awareness to the potential of using GA aircraft for wildlife operations. Since then, Flying Tails has become California Fish & Wildlife's go-to aviation nonprofit. Ken describes rescuing seven bear cubs in one summer, including a tiny Ventura County cub that had to be bottle-fed by caregivers wearing bear suits to prevent human imprinting. That cub later lived in a world-class bear enclosure in Sonoma County before returning to the wild near Ojai. Another cub, found hairless in the El Dorado National Forest, was flown to the Sequoia Park Zoo after it was deemed unfit for winter survival. Flying Tails also rescues countless cats and dogs from overwhelmed Central Valley shelters. Ken recounts missions involving 21 animals at once—14 puppies found in a garbage bag, kittens injured in a tent fire, and dozens of animals who were mere hours away from being euthanized due to lack of space. He explains why animals move northward in California, where adoption demand is higher and shelter capacity more manageable. The organization's wildlife work includes transporting owls, hawks, raptors, and a bald eagle Ken released at Lake Almanor—a moment he describes as one of the most exhilarating of his life. Wildlife crates are lined with burlap to prevent feather damage, and after each flight, aircraft are disinfected to prevent disease transmission. Gloves, tie-downs, and careful weight-and-balance planning are essential parts of every mission. Emotionally, Ken says what keeps him going is watching animals shed their fear during flight. Many board the airplane scared, panting, or stressed from heat, only to fall asleep within 20–30 minutes at altitude. When the airplane lands in cooler Bay Area air, the animals appear visibly relieved. That shift—from fear to calm—is what Ken believes makes these missions so rewarding for pilots. Flying Tails is expanding rapidly. Ken recently premiered the first episode of his new PBS series Flying Tales, available on the PBS app, showcasing these missions and the beauty of California from the air. His long-term vision is to establish Flying Tails bases nationwide, enabling wildlife flights for sea turtles, alligators, wolves, and more. Pilots interested in joining the mission can sign up at FlyingTails.org or reach Ken directly. 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 HOLIDAY SPECIALNEW – Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $949Lightspeed 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 ShowBuy Max Trescott's G3000 Book Call 800-247-6553 Video of the Week: Episode #1 of Flying Tails television show Flying Tails website Flying Tails Facebook page Check out our recommended ADS-B receivers, and order one for yourself. Yes, we'll make a couple of dollars if you do. So You Want To Learn to Fly or Buy a Cirrus seminars Online Version of the Seminar Coming Soon – Register for Notification 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.   

In this episode of Aviation News Talk, we begin with the developing details In this episode of Aviation News Talk, Max sits down with renowned safety expert Dr. Todd Conklin to explore some of the most important aviation safety lessons pilots can learn from Human & Organizational Performance (HOP)—a framework rooted in human factors, systems thinking, and the realities of how people actually perform in complex environments. Todd's work has shaped safety programs across multiple high-risk industries, and in this episode he explains how these ideas translate directly to aviation, both for professional pilots and general aviation flyers. Todd begins by reframing how pilots should think about safety. Safety is not a static condition or something you "have" because you passed a checkride; instead, safety is a capacity, similar to fuel, that must be built, protected, and constantly replenished. This capacity includes time to think, margin for error, resilience, and the ability to recover when something goes wrong. When pilots allow that capacity to shrink—through rushed planning, complacency, or pressure—they lose the very buffer that keeps small mistakes from becoming accidents. Max and Todd dive into the first HOP principle: people make mistakes. This simple truth is foundational in human factors but often overlooked in aviation culture. Many pilots implicitly believe that if they just try hard enough, they can deliver perfect performance, yet every flight includes small deviations and errors. The key isn't eliminating mistakes—it's ensuring the system has enough margin so those mistakes don't cascade into failures. This leads to the second principle: blame fixes nothing. Todd explains that blaming pilots for errors obscures the real question: What conditions made that mistake possible? Max shares an example from a flight club where an accident prompted a search for someone to blame. Todd counters that meaningful safety improvement comes from understanding system interactions rather than assigning fault. They then discuss the third HOP principle, learning is vital. High-reliability organizations routinely debrief their successes—not just failures—because the same system dynamics that allow a successful flight may also allow a failure under slightly different conditions. Todd notes that curiosity is one of a pilot's most important safety tools; pilots who continuously seek to understand their environment develop stronger mental models and better decision-making under pressure. The conversation then moves into one of the most powerful HOP principles: context drives behavior. Todd explains that people behave differently depending on the setting, expectations, and formality of the environment. Airline pilots operate within a highly formalized culture—uniforms, checklists, cockpit procedures, and CRM—that creates predictable behavior and reduces variability. GA pilots, by contrast, have to formalize their own environment, since they don't benefit from the same structure. Simple habits, like always dressing appropriately, using a structured briefing, or maintaining personal minimums, help create a context that supports safer flying. Finally, Todd discusses the last major HOP principle: how leaders respond matters. For pilots, this includes how they respond to their own errors, near-misses, and close calls. Near-misses, Todd says, are "gifts"—accidents without consequences—that provide an ideal opportunity to identify weak controls or missing margin. He distinguishes between near-miss good, where robust controls allowed recovery, and near-miss lucky, where the pilot simply avoided disaster by chance. Both are important signals, and both must be studied with honesty and without blame. Todd brings these concepts to life with vivid examples, including his well-known "Kenny the Alligator Wrestler" story and his experience working with Admiral John Meyer and the U.S. Navy's aircraft carrier operations. Through cross-training, structured practice, and better system understanding, the Navy dramatically reduced ground-handling incidents on carrier decks—reinforcing how resilience and margin must be intentionally built into high-risk operations. Max and Todd close by emphasizing that aviation safety advances through learning, innovation, curiosity, and margin, not perfection. For pilots, this means consistently planning ahead, making conservative decisions, building buffer into every phase of flight, and embracing the idea that mistakes are inevitable—but accidents don't have to be. This episode equips pilots with a deeper understanding of human factors, risk management, and the practical application of HOP principles, offering a richer, more realistic framework for staying safe in today's increasingly complex flying environment. 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 HOLIDAY SPECIALNEW – Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $949Lightspeed 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 ShowBuy Max Trescott's G3000 Book Call 800-247-6553 Video of the Week: Kenny the Alligator Wrestler Dr. Todd Conklin's website Dr. Conklin's book: Pre-Accident Investigations Dr. Todd Conklin's podcast: Pre-Accident Investigations Check out our recommended ADS-B receivers, and order one for yourself. Yes, we'll make a couple of dollars if you do. So You Want To Learn to Fly or Buy a Cirrus seminars Online Version of the Seminar Coming Soon – Register for Notification 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.

Pattern predicament! Discord member Dom shares audio and flysto.net data from a close call at an untowered airport—100 feet of separation, spotty ADS-B, garbled radio calls, and the eternal question: turn right to avoid or stay predictable in the pattern? The non-CFI crew looks at 14 CFR 91.113, Wild West untowered airports, and why sometimes you just need to GTFO. Plus: Thaden Invasion updates, icing on the vegetables origin story, and why "show your belly" might not be the best advice.Mentioned on the Show:Episode 44 with Bryan of Just Plane Silly - Icing on the vegetables originFlysto.net - Track log visualization and analysis (FREE!)Flying the Overhead Break - AOPA technique14 CFR 91.113 - Right-of-way rulesBWG - Bowling Green-Warren County Airport, Kentucky - Brian's pattern work airportM54 - Lebanon Municipal Airport, Tennessee - "Wild West" untowered fieldGCC - Gillette-Campbell County Airport, Wyoming - Steve Schofield's home baseSupport the Show:Patreon.com/MidlifePilotPodcast - Discord access & exclusive contentSpecial thanks to our 5 longest supporters!: 1DullGeek, Biff B, Chris C, Josh M, and Aero Grizzly!MidlifePilotPodcast.com - Merch, feedback, Thaden Invasion RSVPLeave a 5-star review on Apple Podcasts!youtube.com/@midlifepilotpodcast - Live Mondays 8PM ET10% of Patreon proceeds support Freedom Aviation Network's anti-human trafficking effortsClosing wisdom: "Common sense is like deodorant. The people who need it most never use it."Send us your pattern predicaments, close calls, or confessions to midlifepilotpodcast@gmail.com - we'll keep you anonymous if you want!

In this episode of Aviation News Talk, we begin with the developing details Weather accidents in general aviation often happen to pilots who genuinely believe they're cautious about flying in marginal conditions. But when you look closely at the chain of decisions that lead up to VFR-into-IMC crashes, a consistent pattern emerges—fatigue, long flights, pressure to complete a trip, weakening visibility, and the belief that "I can stay just under this." In Episode 404 of Aviation News Talk, Max Trescott unpacks a tragic example of this pattern and shows how NTSB data helps explain why GA pilots continue to stumble into weather accidents. Max begins with a detailed look at a 2023 crash involving a Piper Archer, N21480, flown by a 66-year-old private pilot who was en route from Maine to Sun 'n Fun. The pilot had made this long trip multiple times before and was familiar with the route. He departed Maine, stopped twice for fuel, and ended the day by sleeping on a couch in a pilot lounge—after ordering Uber Eats at around 8 p.m. According to his wife, the pilot routinely camped at airports, carried sleeping gear and guitars, and prided himself on being cautious about weather. The next morning, however, the signs of fatigue were visible. An airport employee who spoke with the pilot noted he looked tired and "could see the fatigue in his eyes." Despite checking weather and considering waiting out an approaching system, the pilot ultimately chose to depart. He told ATC he wanted to remain low—around 1,600 feet—to stay VFR under the cloud layer. Unfortunately, this strategy is one of the most dangerous choices a VFR pilot can make. Staying low reduces options, shrinks reaction time, and increases the likelihood of inadvertently entering IMC. Eight minutes after informing ATC he wanted to stay low to maintain VFR, the pilot's track shows the airplane turning right and descending. When the controller asked if he was maneuvering to stay below the clouds, the pilot replied: "Mayday, mayday, in the clouds, I'm going down." Witnesses described the airplane descending nearly straight down. The NTSB report revealed worsening weather, nearby convective activity, cloud bases around 1,300 feet AGL, and an overcast layer with tops near 3,500 feet. The pilot had passed an airport less than two miles before the crash—an airport he may have been trying to return to during his final 360-degree turn. But like many non-instrument-rated pilots who enter IMC unintentionally, he lost control within about a minute, consistent with studies showing that VFR pilots often lose control within three minutes of entering clouds. Max then connects this accident to a broader NTSB study, Risk Factors Associated with Weather-Related General Aviation Accidents (SS-05/01). This landmark analysis compared 72 weather-related accidents with 135 non-accident flights occurring nearby at the same time. The goal was to uncover what differentiates pilots who get into trouble from those who do not. The results were eye-opening. The most significant predictor was the age at which a pilot earned their first certificate, not their age at the time of the accident. Pilots who learned to fly at age 25 or younger had the lowest risk. Those who trained between 25 and 35 had a 4.5-times higher risk, between 35 and 45 had a 4.8-times higher risk, and pilots who started at 45 or older had a 3.4-times higher risk. The South Carolina pilot earned his certificate at around age 49. Another major factor was lack of an instrument rating. Non-instrument-rated pilots had a 4.8-times greater likelihood of a weather accident. Long flights were also a major contributor: legs of 300 miles or more sharply increased risk. Pilots involved in accidents were less likely to have obtained thorough weather briefings and more likely to have had previous incidents or accidents. One of the most striking findings concerned written and checkride performance. Accident pilots had cumulative pass rates averaging 84–86%, while non-accident pilots averaged around 95%. Some accident pilots had multiple failed checkrides, including one commuter pilot who had failed nine practical tests. The study concluded that stronger written and checkride performance was statistically linked to lower accident involvement. From there, Max shifts to what pilots can do differently, starting with awareness. Humans are poor at detecting gradual reductions in visibility—the "frog in warm water" problem. Max describes an early flight to Massachusetts where visibility slowly degraded from 25 miles to around 10 miles, yet he didn't notice until the change became obvious. To counter this, he recommends periodically estimating visibility in flight using runway lengths, moving-map distances, landmarks, and horizon clarity. Max also teaches a simple method for estimating cloud clearance using a 45-degree reference point on the cloud base. By timing how long it takes to reach the point beneath the cloud and using your groundspeed, you can determine if you're maintaining the required 500-foot clearance. The same geometry works for estimating horizontal cloud distance. Finally, Max emphasizes fatigue and decision-making. After nearly 10 hours of flying the day before, poor sleep on a couch, and an early morning departure, the pilot in the accident was not at peak performance. Nutrition also matters—low glucose levels degrade decision-making. Max stresses the need to set clear weather trigger points before departure, brief passengers on them, and stick to the plan. For any pilot who flies VFR, especially on long cross-country trips, this episode highlights why VFR-into-IMC accidents still happen—and how to stay VFR by using better judgment, better tools, and objective visibility cues. 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 HOLIDAY SPECIALNEW – Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $949Lightspeed 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 Successful Parachute Pulls Hurricane Relief Flight Crashes in Florida General Aviation Adapts as FAA Adjusts Restrictions Fire Destroys Three Aircraft at Avon Park, Florida Hawker accident pilots chose not to wait for a test pilot Pilot presses wrong lever in unfamiliar plane N59BR, Challenger 1 experimental aircraft rudder pedals crash Joby Tests Military Hybrid VTOL Helicopter pilot pleads guilty in 2021 TN crash that killed passenger New Details on Alaska Airlines Pilot Who Tried To Kill Engines Mid-Flight Mentioned on the ShowBuy Max Trescott's G3000 Book Call 800-247-6553 Max's FLYING Column on use of the Autopilot APR key 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.

In this episode of Aviation News Talk, we begin with the developing details surrounding the crash of UPS Airlines Flight 2976, a McDonnell Douglas MD-11F cargo aircraft that crashed shortly after takeoff from Louisville, Kentucky. The aircraft, tail number N259UP, was a 34-year-old MD-11F powered by three General Electric CF6-80 engines. Bystander video shows the left engine separated from the wing, with the wing engulfed in flames as the aircraft lifted off. ADS-B data indicates the aircraft climbed less than 100 feet before beginning a descending, left-turning roll from which it did not recover. The crew had already passed V1, meaning they were committed to takeoff and did not have adequate runway remaining to stop. In situations like this, flight crews may have no survivable option, and this accident may represent one of those rare but tragic scenarios. We also compare aspects of this event to American Airlines Flight 191, the 1979 DC-10 crash at Chicago O'Hare. While both accidents involved the loss of the left engine on takeoff, the failure chain in AA191 involved slat retraction due to damaged hydraulic and control lines—failure modes later addressed in the MD-11 design. The MD-11's slats are hydraulically locked to prevent unintended retraction, meaning the probable cause of this accident must differ in critical ways. After the accident analysis, we shift to a practical, pilot-focused conversation about landings with returning guest Dr. Catherine Cavagnaro, columnist for AOPA and highly respected flight instructor and DPE. Drawing on more than a thousand check rides, Catherine explains that the most consistent problem she sees is pilots flying final approach too fast. While pilots often worry about being too slow, the data shows that excessive approach speed is far more common and contributes to long landing rolls, excessive float, bounced landings, and pilot-induced oscillations. Catherine and Max discuss how a correct approach speed provides the right amount of energy to land smoothly and in control. More power and speed make it harder to manage the flare and to touch down where intended. Pilots also frequently fail to align the aircraft longitudinal axis with the runway before touchdown, particularly in crosswinds, due to hesitation in applying sufficient rudder and aileron. Catherine explains that as the aircraft slows, flight controls become less effective, so pilots should expect to use more control input in the final seconds before touchdown—not less. The conversation also explores landing accuracy, noting that pilots should strive to touch down within 200–400 feet of a target point—not "somewhere down the runway." Even on long runways, building accuracy pays dividends when landing at shorter fields or during check rides. A useful data tool Catherine recommends is FlySto (flysto.net), which allows pilots with modern avionics to upload flight data and analyze approach speed, pitch attitude, touchdown point, crab angle, rollout direction, and braking forces. By reviewing objective data, pilots can identify habits and improve their consistency over time. Whether you're teaching new pilots, returning to flying after a break, or simply want your landings to be more stable and predictable, Catherine's techniques offer actionable steps: choose the correct approach speed, use proper crosswind controls, flare to a nose-high attitude, and maintain precision with touchdown point selection. Together, the accident analysis and the landing discussion reinforce a core theme of this show: aviation skills improve with deliberate practice, continuous learning, and a deep respect for the realities of risk, energy management, and aircraft control. 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 HOLIDAY SPECIAL NEW – Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $949Lightspeed 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 UPS MD-11 crashed almost after takeoff from Louisville airport FAA is set to start cutting flights to contend with delays and staffing shortages Archer Buys LA-Area Airport Jeppesen ForeFlight Unified Under Private Equity Ownership FAA acknowledges BasicMed form error Pilot injured when Piper hits fence Extreme turbulence bends Cessna 152 Blade to Launch Weekday Commuter Flights Between Manhattan and Westchester Mentioned on the ShowAmerican Airlines Flight 191 Analysis by Jeff Guzzetti Fly California Passport Program Catherine Cavagnaro YouTube Channel Ace Aerobatic School Buy Max Trescott's G3000 Book Call 800-247-6553 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.

Vision Jet owner Ken joins Max Trescott to recount an unforgettable five-day training adventure that bridged the gap between piston flying and turbine jet proficiency. As a longtime Cirrus SR22 pilot from the Boston area, Ken had spent nearly a decade flying for both business and family trips, rarely exceeding 300 nautical miles from home. When he decided to upgrade to a 2019 G2 Vision Jet, he wanted more than a checkout—he wanted a head start on mastering the airplane before tackling the Cirrus type rating course in Knoxville.   In this episode, Ken explains how his "pre-SOE" plan came together. After reaching out to Max, the two pilots scheduled nearly a week of flying to experience diverse weather, airports, and procedures. The goal: to learn the G3000 avionics, improve cockpit workflow, and build real-world familiarity before entering formal training. Their first day took them from Bedford, Massachusetts, to Burlington, Vermont, and then to Lancaster, Pennsylvania, where Max demonstrated how to safely cancel IFR and load a visual approach when haze and sun glare limited visibility. That night, while returning to Bedford, they learned the importance of aiming for runway aiming points—not the numbers—especially during night landings in jets. Day two brought a new challenge: deciding whether to fly west toward the Rockies or south toward better weather. A massive cold front made the decision easy, and the pair headed south instead. After a scenic leg along Long Island to Atlantic City, Ken received what Max called "the longest IFR clearance ever." Rather than manually entering the clearance into the G3000, Max showed how to import the flight plan directly from ForeFlight—a huge time-saver for managing long routes. That evening's destination was Greene County, Georgia (3J7), near Ken's in-laws' home at Lake Oconee. The stop held sentimental value: it was the same airport where Ken had first landed years earlier with his brand-new SR22. The next morning brought low fog and another teachable moment. When poor cell coverage prevented them from obtaining an IFR release, Max used the Vision Jet's SAT phone to call clearance delivery—a practical use for a feature many pilots overlook. Later that day, while practicing a VX climb—a maximum-performance takeoff used for steep departure gradients—Ken forgot to raise the landing gear, a common mistake during the high-workload maneuver. The oversight led to a discussion about better cues, timing, and division of tasks between pilots to avoid forgetting critical steps. They also discovered that one set of keys had been left in the cabin door—a harmless but memorable moment that required returning to the airport to retrieve them. From Georgia, they flew to Asheville, North Carolina, for real-world mountain experience, and then to John C. Tune Airport in Nashville. When ATC issued a last-minute vector, Max demonstrated how to safely "do nothing"—allowing the autopilot to intercept as planned instead of overcomplicating things. On day four, they returned to Boston. At night, controllers twice ignored their request for an ILS approach into Bedford, forcing a visual approach at higher altitude and steeper descent rates. Max explained why instrument approaches at night are always safer, and how overworked controllers sometimes inadvertently increase pilot workload. The final day offered a lighter tone: a short hop to Nantucket, one of Ken's favorite destinations. There, Max illustrated how adjusting throttle settings and altitude can drastically change fuel burn—saving nearly 18 gallons on a short leg by reducing power. Ken wrapped up by reflecting on what he gained from the experience: confidence, familiarity with the Vision Jet's systems, and a deeper appreciation for proactive learning. "I encourage other pilots to build their own syllabus," he said, "because flying with an instructor like Max before formal training was both incredibly valuable and a lot of fun." Whether you fly a Cirrus SR22 or aspire to own a Vision Jet, this episode is packed with insights about transition training, pre-type preparation, and real-world decision-making that can make any pilot safer and more capable. 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 $949Lightspeed 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 Hurricane Melissa relief by GA groups has begun Shutdown Driving Controllers Away From the Profession Garmin unveils two new pilot watches Pocket carbon monoxide detector for pilots introduced Missionary Pilot Kidnapped in Niger's Capital Fuel exhaustion leads to crash Dehavilland Beaver Crashes in Alaska after spotting Wolves After an emergency landing in Minnesota, plane seized by Indians 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 Buy ForeFlight Sentry ADS-B Receiver Montana small aircraft crash rate among highest in the nation 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 with John Fiscus of The Flight Academy to break down two Cirrus SR22 accidents that highlight the extremes of safety outcomes in general aviation: one a dramatic survival story, the other a heartbreaking tragedy.   Accident 1: CAPS Parachute Save over Lake Michigan The first accident involved a Cirrus SR22 (N121JB) that suffered engine failure shortly after reaching 7,500 feet on a flight across Lake Michigan. The pilot and passengers had life vests ready, immediately turned toward shore, declared a mayday, and deployed the Cirrus Airframe Parachute System (CAPS). The parachute brought the aircraft down safely into the cold waters, where the occupants were rescued by the Coast Guard. This outcome underscores why CAPS has become one of Cirrus's most powerful safety innovations. John emphasizes lessons from the accident: Always wear flotation gear before flying over large bodies of water. Be cautious of low-time airplanes—this Cirrus had only 75 hours in four years, raising concerns about engine reliability. Understand the “unwritten rule”: don't fly beyond gliding distance over the Great Lakes, where hypothermia makes ditching survival unlikely. Accident 2: Fatal Go-Around at Franklin County Airport, NC The second case involved a Cirrus SR22 Turbo (N218VB) attempting to land at Franklin County Airport in North Carolina. Weather was clear, but the pilot approached high, fast, and tight, leaving little margin for error. After abandoning the first landing attempt, the pilot tried again but remained unstable. On the second approach, the aircraft descended steeply and attempted a go-around, which ended in a fatal crash. John and Max discuss common contributing factors in go-around accidents: Unstable approaches with excessive speed and descent rates. Turbocharged engine management—if the mixture isn't properly enriched, adding full power can cause the engine to stumble or quit. Rudder discipline—failure to apply right rudder is a leading cause of go-around crashes, often resulting in wreckage on the left side of the runway. Lack of practice—many pilots avoid go-arounds, leaving them unprepared for the demands of the maneuver. Both accidents reinforce the importance of: Standard Operating Procedures (SOPs): Airline pilots succeed not because they're inherently better, but because they follow strict procedures. GA pilots should do the same. Go-Around Training: Every pilot should regularly practice stabilized go-arounds under realistic conditions. CAPS Awareness: The parachute system consistently saves lives when used promptly. Risk Assessment: Whether crossing lakes or approaching mountainous airports, risk should be mitigated through planning, equipment, and training. By contrasting a successful CAPS deployment with a tragic go-around accident, this episode drives home the reality that survival often comes down to preparation, discipline, and knowing how to use the tools available. For Cirrus and general aviation pilots alike, this is an essential conversation on accident prevention, go-around safety, and maximizing the life-saving potential of CAPS. 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 $949Lightspeed 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 Flight instructor pleads guilty in plane crash that killed student pilot Three Killed in Michigan Jet Crash Pilot inadvertently retracts landing gear when he meant to retract flaps Student hits fuel truck Charter pilots sought for automation study Pilot focuses on open engine cover and too little on flying the airplane SR22 pilot runs out of fuel and pulls CAPS Pilot crashes while planning out his own runway Balloon Smashed The Cockpit Window Of a United Airlines Boeing 737MAX 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 Buy ForeFlight Sentry ADS-B Receiver Max's FLYING article on Potomac MidAir Collision The Flight Academy 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 with Bret Koebbe, Vice President of Sporty's Pilot Shop, about how Starlink internet access is entering general aviation cockpits and what that means for pilots today and in the future. For decades, cockpit connectivity was mostly reserved for the airlines. Systems like Gogo provided limited bandwidth, required expensive antennas, and were impractical for piston aircraft. GA pilots relied on ADS-B weather, portable receivers, or Iridium text messaging to stay connected. That landscape has shifted with the Starlink Mini, a portable satellite dish small enough to fit in a 182 or Cirrus, delivering broadband internet in flight.   Benefits for Pilots Bret outlines the legitimate safety advantages. Pilots can text family or FBOs, update arrival times, and share real-time position updates. More importantly, Starlink could enable widespread filing of PIREPs directly from an iPad, improving weather data for all. Weather cameras, now integrated into ForeFlight, could become accessible in flight, offering pilots actual visual conditions instead of relying solely on METARs or AWOS reports. Risks and Distractions But Starlink also poses serious distraction risks. Bret shares a personal story: during a family trip, he streamed an NFL game mid-flight, only to realize within seconds how dangerously it diverted his attention. He immediately shut it off, but the experience was a powerful reminder of how alluring the technology is. Max underscores that the NTSB lists distractions as a top factor in loss-of-control accidents, and Starlink could easily become an “attractive nuisance” in cockpits. Cost and Service Plans Starlink Mini hardware is about $499, and the Local Priority plan runs $65/month for 50 GB, sufficient for most piston pilots. For corporate pilots and jets, the Global Priority plan at $250/month supports higher speeds and offshore operations. Bret explains the differences in speed limitations (350 mph for Local Priority vs 550 mph for Global Priority) and how to choose based on aircraft type and mission. Mounting and Power Solutions Because Starlink Mini lacks an internal battery, powering it is key. Bret recommends Sporty's Flight Gear Max Battery, capable of outputting 140 watts via USB-C, giving about three hours of Starlink runtime. For longer flights, higher-capacity solutions exist. Mounting options include suction cup mounts for rear windows (ideal in high-wing Cessnas and Cirrus aircraft) or side-window solutions in low-wing and corporate jets. Positioning is critical—blocking the dish with wings can cause dropouts. Practical Tips Bret offers pilot-tested tips: Create a custom iPad Focus Mode that blocks notifications except for critical texts when ForeFlight is open. Establish SOPs—use Starlink only in cruise and disconnect before descent. Enable Low Data Mode on devices to prevent iCloud or app background syncing from eating up gigabytes. Don't rely on Starlink radar or traffic feeds, which have even more latency than ADS-B. The Future of Connected Cockpits Looking ahead, Bret sees huge potential. Automatic turbulence reporting from onboard sensors could update in real time if aircraft have internet connections. Engine monitor data could be streamed to ground support for diagnostics, offering pilots in-flight decision support. Eventually, Starlink-enabled cockpits could complement FAA datalink systems like CPDLC, streamlining communication and safety services. Final Thoughts This milestone Episode 400 illustrates how cockpit technology continues to evolve rapidly. Affordable internet access brings new possibilities for safety, convenience, and passenger comfort, but it also requires disciplined use to prevent dangerous distractions. As Bret and Max agree, the future of aviation will be defined by how responsibly pilots integrate these new tools. Whether you fly a piston single, a turboprop, or a corporate jet, Starlink is likely to shape your cockpit experience in the coming years. This episode gives pilots the knowledge to make informed decisions as they consider adopting Starlink for their aircraft. 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. 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News Stories Man Sentenced to Prison for Crashing Drone Into Firefighting Plane Proposed rules would give drones right of way under 400 feet AGL No Age Cutoffs With New Insurance Model Sling Pilot Academy Announces Rollout of Flight Training AI NTSB Final Report: Cirrus Design Corp SR22 C150 crashes after student fails to relinquish the controls Bristell B23 Receives FAA Type Certification Man landed private plane at Navy base twice 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 Buy ForeFlight Sentry ADS-B Receiver Buy Starlink Mini, Battery, and Mounting Solutions 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 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 TakeCyriel 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 DifferenceCyriel 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-BFiling 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 LessonsCyriel 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 NRATMax 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 ScaleIn 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 PilotsCyriel closes with a checklist: Make sure your ELT is registered correctly. Consider adding a personal locator beacon. Use ADS-B out whenever possible. File a flight plan and put a reachable emergency contact in remarks. Carry your cell phone and handheld radio on your person. Stay with the aircraft if you go down. 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, 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 $949Lightspeed 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 Duffy Takes ATC Privatization Off Table FAA opens bids for sweeping ATC overhaul EMAS Halts Two Runway Overruns in 24 Hours FAA reports 14% increase in wildlife strikes Pilot Killed in California Cessna Crash NTSB Prelim: Rockwell International 112 Savvy Aviation unveils AI-powered aircraft anomaly detection tool 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 Video of the Week: Arrival into AirVenture 406 MHz ELT Beacon Registration Civil Air Patrol  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.