Podcasts about Cessna

On September 20, 2004, a Cessna 206 aircraft crashed while flying to a rural Schafer Meadows airstrip in Montana. Of the five people on board, only two would survive. Burned, injured, and presumed dead, forest service workers Jodee Hogg and Matt Ramige, were left to fight for survival, and descend the treacherous terrain in search of help.  Sources: ‘Unacceptable' to quit: woman tells of plane crash', AP JG-TC: Journal Gazette and Times-Courier, Sat, Sep 25, 2004 Victoria Advocate, Sun, Sep 26, 2004 Ventura County Star, Fri, Oct 22, 2004 Albany Democrat-Herald, Sun, Sep 26, 2004 The Times, Sun, Sep 26, 2004 The Signal, Sun, Sep 26, 2004 The Daily Sentinel, Sun, Sep 26, 2004 Star-Herald, Thu, Sep 15, 2005 The Spokesman-Review, Thu, Sep 15, 2005 The Daily Inter Lake, Fri, Sep 24, 2004 The Independent-Record, Fri, Sep 24, 2004 The Billings Gazette, Thu, Sep 15, 2005 Burned, battered, but alive — crash survivor recalls ordeal Plane Crash Survivor Recalls Ordeal Plane crash victims back from the dead Plane crash survivor feels he has a new perspective on life Woman tells of plane crash and survival ordeal The Tragedy in Tunnel Creek Inexperience blamed for plane crash James Long

Retired Fighter Pilot Randy "Laz" Gordon explains how the F-22 changed the air battlefield and why it was built to win the first fight.In this episode, Randy discusses the 70-plus aircraft he has flown, his combat career, test-flying fighter jets, and how artificial intelligence is shaping the future of aviation. We'll also explore some of the Raptor's surprising similarities to civilian Cessna aircraft, and why, in some ways, the Skyhawk is a harder airplane to manage. From flying a zeppelin to iconic planes like the F-15, "Laz" has done it all. This one is going to be cool!Episode 60 marks the end of Season 6. We will be taking a short break, but are excited to bring you more stories in Season 7, coming this fall. Resources:Special Lecture: F-22 Flight Controls (YouTube) Randy's Bio The F-22 Raptor (Lockheed Martin)Chapters:(00:00) - Intro (01:35) - Flying 70+ Aircraft (02:47) - Aviation Beginnings (06:10) - The USAFA (09:03) - What Makes a Good Pilot? (11:29) - Flight Training (13:18) - The F-15 vs. F-16 (15:59) - Flying the A-10 (17:44) - Combat in Iraq (21:08) - Flying the F-22 (26:08) - Cessna vs. F-22 (28:11) - Raptor Mindset (31:11) - Radar-absorbing Material (32:39) - Stealth Airframe (35:55) - Supercruise (39:41) - The Human and the Jet (42:18) - Test Flying Aircraft (44:43) - Why the F-15 was Hard to Master (45:24) - A Dangerous Moment (48:05) - How AI Will Impact Aviation (53:34) - F-22 Legacy (55:13) - Randy's Advice (57:40) - Outro

In this episode of the Aviation News Talk podcast, Max Trescott talks with Sean Elliott, Vice President of Advocacy and Safety at the Experimental Aircraft Association (EAA), about the FAA's groundbreaking MOSAIC final rule—and how it benefits all pilots, not just sport pilots or Light-Sport Aircraft owners. Sean explains that MOSAIC replaces the old, restrictive Light-Sport Aircraft definition with a performance-based standard, removing the long-standing 1,320-pound maximum takeoff weight limit and focusing instead on a clean stall speed (VS1) of no more than 59 knots CAS for sport pilot privileges and a landing configuration stall speed (VSO) of no more than 61 knots for LSA certification. This single change dramatically broadens the pool of aircraft that qualify, meaning many popular legacy models—like certain Cessna 172s and even Cirrus SR20s—can now be flown by sport pilots, and private pilots can operate them under sport pilot privileges with nothing more than a valid U.S. driver's license in place of an FAA medical. For older pilots or those with long-term medical concerns, MOSAIC is a game-changer. A private pilot who no longer maintains a Third Class or BasicMed medical can still keep flying a wide variety of capable, familiar aircraft—often including the same ones they've flown for years—so long as they meet the new stall speed limits and carry no more than one passenger. Sean and Max discuss how this provision gives seasoned aviators a safe and legal way to extend their flying years without the administrative burden or risk of renewing a medical certificate. MOSAIC also expands sport pilot privileges beyond the original daytime, fair-weather limitations. With additional training and endorsements, sport pilots will be able to fly at night under VFR, operate aircraft with constant-speed propellers and retractable landing gear, and take advantage of higher cruise speeds—removing many of the practical barriers that once kept sport pilots from flying more capable airplanes. The rule even opens the door for certain limited commercial operations by sport pilots, including banner towing, glider towing, and pipeline or powerline patrol—tasks previously off-limits without at least a private pilot certificate. On the aircraft side, the MOSAIC framework allows manufacturers to certify a much wider range of designs as LSAs under ASTM consensus standards. This could lead to modernized versions of classic Part 23 trainers like the Cessna 172 becoming available in factory-new LSA configurations, as well as innovative new designs in the experimental, gyroplane, and electric aircraft categories. Sean notes that this flexibility benefits the industry by encouraging innovation while keeping costs lower than traditional FAA certification pathways. Flight schools stand to gain as well. Because many mainstream trainers now qualify as LSAs, schools can use them to train sport pilots without investing in specialized two-seat LSAs that may be less versatile for other types of training. This flexibility could help schools reach a new segment of students—especially older adults returning to flying or beginners looking for a faster, less expensive path to the cockpit. Max and Sean also cover how MOSAIC affects aircraft maintenance. Repairman certificates for LSAs will still exist, and MOSAIC provides expanded privileges for light-sport repairman-inspectors and mechanics working on these aircraft, supporting both owner-maintenance and professional servicing. Sean stresses that while MOSAIC dramatically broadens options, it doesn't automatically change the certification status of existing aircraft—manufacturers or owners must still pursue LSA certification through the ASTM process. That means pilots should verify whether a particular aircraft is LSA-certified or qualifies for operation under sport pilot rules before assuming they can fly it without a medical. The conversation closes with EAA's commitment to supporting pilots, flight schools, and manufacturers through MOSAIC's rollout. EAA will work closely with ASTM to develop the updated industry standards needed to implement the new rules, while also providing education and advocacy to ensure pilots understand their new privileges and responsibilities. This episode is essential listening for any pilot curious about the future of general aviation under MOSAIC—whether you're a sport pilot, a private pilot considering BasicMed alternatives, a CFI planning to expand your student base, or an aircraft owner wondering if your plane might now qualify as an LSA. With expert insights from one of the country's leading aviation advocates, you'll learn exactly how MOSAIC changes the game for who can fly what, and under what conditions, for years to come. 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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How to tell the difference between greases? Mike, Paul, and Collen break it down, plus high lean of peak temps, breaking in an engine on an experimental, and composite airframe cracks. Email podcasts@aopa.org for a chance to be on the show. Join the world's largest aviation community at aopa.org/join Full episode notes below: Mark wants to make sure he's clear on which grease to use for which application. The manuals call for specific greases, but there are allowances for those with equivalent specs. But Mark wonders how to determine whether another grease is equivalent. Paul said you need to find the spec sheet for the grease the manufacturer recommends, and the spec sheet for the grease you're thinking of using to make sure they more or less match. He also mentions Hartzell's guidance that you can move up in grease numbers, but not down. Paul also cautions Cessna owners not to grease their flap tracks. They're not meant to be greased, although the rollers are supposed to be lubricated. Grease Options March 24 2022, David Prizio, Kitplanes:  https://www.kitplanes.com/grease-options/#:~:text=If%20your%20plane%20lives%20on,05%20and%20GN%2015%2C%20respectively   For a full grease cross reference chart: EMTC https://emtc.aero/wp-content/uploads/2021/01/Mappe2.GREASE-XREF-1.pdf From the LPS product application guide: https://www.google.com/url?sa=t&source=web&rct=j&opi=89978449&url=https://pdf.directindustry.com/pdf/lps-laboratories/application-guide/11942-89226.html&ved=2ahUKEwjYgbmQiIiOAxVHHTQIHS21OzQQFnoECB4QAQ&usg=AOvVaw0KD4UOmbKMMo-0_4cGPymS Todd has a 2008 Cessna 400 that he just took delivery of. The airframe around the windscreen has a few little cracks that look like spider cracks. He's read that there's been an issue with this area and he's wondering how much it matters. Paul said Todd is seeing cracks in the filler, and the expansion and contraction rate of it is different than the structure, which causes the cracks. Cessna apparently said back when it was built that they were working on a warranty repair for this area, but never did so.   David is wondering how to break in a new engine on a new experimental airplane he's building. He has the engine now pickled, waiting for the airplane to be finished. Colleen did some research and on the Van's forum someone posted a poll asking how people balanced engine break in. Some mentioned not doing the stalls on the initial flight, and they decided to prioritize the engine break in. Mike said high power ground runs are fine during break in. Low power or long idling can glaze the cylinders.   Jason is worried about his lean of peak temps on his B55 Baron. With the cowl flaps closed and a relatively warm day outside, he can't keep one of his cylinders below 400 degrees. He's done the Savvy flight test profile, and Savvy told him that the GAMI spread is acceptable and suggested checking the baffling. The first thing the hosts tell Jason to do is not compare the two engines. It's irrelevant data. They focus on the baffling, even though Jason's mechanic said it looks good. Paul said he's seen cases where the baffling is wavy, which requires a slit be cut so that it lays flat and incoming air flow pushes it against the surface next to it (usually the cowling). After taking a deeper look, the hosts also suggest swapping probes to see what happens.

There's a lot of talk about electric aircraft and urban air mobility; vehicles have the potential to revolutionize travel in and out of congested cities. In this technology race, backed by Toyota, Joby Aviation is the undisputed leader. Greg brings nearly two decades of aviation regulation and policy experience to Joby Aviation as their Head of Government Policy. He came to Joby from the General Aviation Manufacturers Association or GAMA where he championed modern regulatory reforms, paving the way for a new form of daily air mobility. Prior to GAMA, Greg's experience included aerospace engineering for both Cessna and Sikorsky. He is a Fellow of the Royal Aeronautical Society and an accomplished commercial airplane and helicopter pilot with over 1,300 hours in a variety of aircraft and helicopters. “SocialFlight Live!” is a live broadcast dedicated to supporting General Aviation pilots and enthusiasts during these challenging times. Register at SocialFlightLive.com to join the live broadcast every Tuesday evening at 8pm ET (be sure to join early because attendance is limited for the live broadcasts). Aspen Avionics www.aspenavionics.com Avemco Insurance www.avemco.com/socialflight Avidyne www.avidyne.com Continental Aerospace Technologies www.continental.aero EarthX Batteries www.earthxbatteries.com Hartzell Engine Technologies https://hartzell.aero Hartzell Propeller www.hartzellprop.com Lightspeed Aviation www.lightspeedaviation.com McFarlane Aviation www.mcfarlane-aviation.com Michelin Aircraft https://aircraft.michelin.com/ Phillips 66 Lubricants https://phillips66lubricants.com/industries/aviation/ Tempest Aero www.tempestaero.com Titan Aircraft www.titanaircraft.com Trio Avionics www.trioavionics.com uAvionix www.uavionix.com Wipaire www.wipaire.com

The aviation world just got flipped upside down! At EAA AirVenture Oshkosh 2025, the FAA dropped the MOSAIC bomb—the biggest shake-up to general aviation since 2004. Sport pilots can now fly aircraft with stall speeds up to 59 knots, and now have access to four-seat aircraft. But this isn't just about sport pilots—MOSAIC fundamentally reshapes the landscape for ALL pilots.Our friend Ted, who sits on the ASTM committee and apparently has nothing better to do than read 700-page regulatory documents while camping in 100-degree heat, spent a week at Oshkosh decoding this mess so the rest of us could keep flying instead of drowning in federal paperwork. Fresh from his "undisclosed location in the canned pumpkin capital," Ted breaks down everything you need to know about the most significant expansion of pilot privileges in decades.What You'll Learn:Why sport pilots can now fly Ben's Cessna 182 "Beast" (and thousands of other aircraft)How the 1,320-pound weight limit disappeared and what replaced itThe maintenance revolution that lets experimental aircraft owners perform their own inspections with just 16 hours of trainingWhat this means for flight training costs and aircraft availabilityHow manufacturers like Van's and Sling are ready to start building completed aircraft instead of just kitsThe hilarious story of how the official FAA announcement got the details completely wrongDisclaimer: We're pilots and podcasters, not FAA officials or aviation lawyers. Always consult official sources and qualified professionals for regulatory guidance.Show Notes & Links:Airports & Aircraft Mentioned:Blue Ridge Airport (MTV):https://en.wikipedia.org/wiki/Blue_Ridge_AirportBeechcraft Duchess BE76:https://en.wikipedia.org/wiki/Beechcraft_DuchessDeKalb-Peachtree Airport (PDK):https://en.wikipedia.org/wiki/DeKalb%E2%80%93Peachtree_AirportPiper Comanche:https://en.wikipedia.org/wiki/Piper_PA-24_ComancheOfficial MOSAIC Resources:MOSAIC Final Rule (FAA):https://www.regulations.gov/document/FAA-2023-1377-1381FAA Official Announcement:https://www.faa.gov/newsroom/us-transportation-secretary-sean-p-duffy-announces-improvements-recreational-aviationEAA MOSAIC Information:https://www.eaa.org/eaa/advocacy/top-issues/mosaic-aircraft-certificateEAA "MOSAIC Is Done!" Article:https://www.eaa.org/eaa/news-and-publications/eaa-news-and-aviation-news/2025-07-22-mosaic-is-doneIndustry Analysis & News:General Aviation News MOSAIC Coverage:https://generalaviationnews.com/2025/07/23/long-awaited-mosaic-final-rule-released/AOPA Light Sport Rules Expansion:https://aopa.org/news-and-media/all-news/2025/july/22/light-sport-rules-expand-dramaticallyKitplanes MOSAIC for Homebuilts:https://www.kitplanes.com/mosaic-is-here-what-it-means-for-homebuilts/Flying Magazine MOSAIC Coverage:https://www.flyingmag.com/faa-finalizes-major-overhaul-of-light-sport-aircraft-rules/Flight Insight Training Impact Analysis:https://www.flight-insight.com/post/faa-releases-final-mosaic-rulePiper Flyer MOSAIC Forum Discussion:https://piperflyer.com/forum/unicom/1219-breaking-news-mosaic-final-rule-and-your-piper.htmlTraining & Maintenance:Rainbow Aviation LSRM Courses:https://rainbowaviation.com/15-day-light-sport-repairman-maintenance-course/Rainbow Aviation LSA Repairman Info:https://rainbowaviation.com/the-lsa-repairman-maintenance-or-inspection-rating/Infinity Aero Club LSRM Training:https://infinityaeroclub.org/light-sport-repairman-maintenance-lsrm/Kitplanes Light Sport Repairman Guide:https://www.kitplanes.com/light-sport-repairman-maintenance/Connect With Us:Website:https://midlifepilotpodcast.comEmail:midlifepilotpodcast@gmail.comPatreon Community:https://www.patreon.com/midlifepilotpodcastYouTube Live Mondays 8 PM Eastern:https://www.youtube.com/@midlifepilotpodcast

The Founder and President of the Affordable Skies Coalition gives travelers a voice in the future of air travel. In the news, the Indian Aircraft Accident Investigation Bureau released its preliminary report on the Air India Flight AI171 crash, DARPA ended the cargo seaplane program, the boom on a KC-46 Tanker broke off while refueling an F-22, and releases of toxic firefighting foam remain a problem. Guest Jennifer C. Rykaczewski Jennifer C. Rykaczewski is the Founder and President of the Affordable Skies Coalition, a nonprofit founded in December 2024 to give travelers a voice in the future of air travel. It's an advocacy group dedicated to promoting policies that encourage competition, reduce costs, and protect the right to safe, affordable air travel. The Coalition is a growing community that shares insights, strategies, and resources to empower the traveler. Their work centers on ensuring air travel remains safe and affordable, while giving Americans, especially those often overlooked in policy and industry conversations, a chance to weigh in on the decisions shaping the future of flying.   Jennifer explains how the Affordable Skies Coalition is advocating on the Hill and getting agreement that there is a need for a consumer advocacy group. We look at legislation such as the Airport Gate Competition Act and the Fast Lane for Youths (FLY) Act. The Affordable Skies Coalition offers a free membership option that includes a newsletter featuring industry updates, air traveler information, and opportunities to participate in petitions, surveys, and focus groups. A paid premium membership option adds live webinars and exclusive data reports. Jennifer developed a passion for aviation after meeting her now-husband, who owned a Cessna 182. They flew across the country and all around the East Coast together.  He's an A-10 pilot in the Air Force. Over time, aviation has become an integral part of Jennifer's life. Aviation News Air India Crash Investigation focuses on movement of fuel engine control switches The Government of India, Ministry of Civil Aviation, Aircraft Accident Investigation Bureau published their Preliminary Report, Accident involving Air India's B787-8 aircraft bearing registration VT-ANB at Ahmedabad on 12 June 2025 [PDF]. The aircraft achieved a maximum recorded airspeed of 180 Knots, and immediately thereafter, both engine fuel cutoff switches transitioned from Run to Cutoff. In the cockpit voice recording, one of the pilots is heard asking the other why he switched to cutoff. The other pilot responded that he did not do so. See: The Mystery Deepens Around Air India 171 Crash at Jetwhine. DARPA ends cargo seaplane program, eyes new uses for tech The Liberty Lifter was intended to be a long-range, low-cost, heavy cargo seaplane. The wing-in-ground-effect plane was planned with a capacity comparable to that of a C-17 Globemaster. It would have been capable of operating at mid-altitudes of up to 10,000 feet. Aurora Flight Sciences said, “Through the Liberty Lifter program, we were able to show the viability of the design and the feasibility of novel manufacturing techniques. Aurora is proud of the technical advancements we made through the preliminary design of Liberty Lifter, and we expect to apply these learnings to future programs.” DARPA awarded contracts in February 2023 to two contractors to develop their own plans.  General Atomics Aeronautical Systems (GA-ASI) partnered with Maritime Applied Physics Corporation to design a twin-hull, mid-wing aircraft powered by twelve turboshaft engines. Boeing subsidiary Aurora Flight Sciences partnered with Leidos subsidiary Gibbs & Cox and with Oregon shipyard ReconCraft and designed a high-wing monohull with eight turbine engines. The Aurora Flight Sciences Liberty Lifter concept. Boom On KC-46 Tanker Just Broke Off During F-22 Refueling Mission The KC-46 was based at McConnell Air Force Base in Kansas.

The arrest of the pilot of a 'hijacked' small airplane at Vancouver airport resulted in several flight delays; and, PM Mark Carney says some tariffs may be 'inevitable' for Canada to reach a trade deal with the U.S.

Mike, Paul, and Colleen explain why they almost never set their parking brakes. Plus, valve guide concerns and gotchas on preflight. Email podcasts@aopa.org for a chance to be on the show. Join the world's largest aviation community at aopa.org/join Full notes below: William wants to know how Mike, Paul, and Colleen do preflight inspections as A&Ps, and if they look at something that most pilots don't. Colleen said she always checks the last thing she worked on. She suggests to look really carefully at any work that's recently been completed. Paul mentions the nut and cotter pin on the trim tabs on Cessnas, especially after maintenance. Mike said he worries if the airplane has been moved while on the ground for things like tow limits. Paul also said to check nests, pitot covers, and fuel vent covers for bugs, dirt daubers, etc.   Michael is wondering what's wrong with his parking brake. When he first bought the airplane, the parking break worked to hold the airplane, but wouldn't release without touching the brakes again. Now, after some work during annual, if it's anything more than an idle, it won't hold. Paul said he only ever sets the parking brake to get out and set the chocks. There are only two possibilities, the hosts say. IT's either mechanically mis-rigged, where the valve isn't cutting off the line completely, and the other is that the valve is leaking. Paul said the system is simple. You hold the brakes, and the valve pinches off the line.   Joey has a Cessna 150 and he does a lot of his own maintenance. About a year ago he had a stuck exhaust valve. A local mechanic did the rope trick to free the valve. He cleaned the exhaust valve guides, although not thoroughly enough. He had planned to do it every 300 hours. He and his wife were flying a few months later, got another stuck valve, and thankfully were able to make a safe emergency landing. He tries to fly very lean, but it happens so often he's wondering what else he can do. Paul said to definitely ream all four cylinders. Joey is planning to do it every 300 hours at this point. But it takes a full day and he'd like to do it less. Unfortunately the hosts don't see a way around it until he can run unleaded fuel. He might try a lead scavenger like TCP, they say.

1996-ban tragikus véget ért egy rendkívüli vállalkozás: egy hétéves amerikai kislány, Jessica Dubroff – apja és repülésoktatója kíséretében – megkísérelte átrepülni az Egyesült Államokat, hogy korát meghazudtoló teljesítményével ifjúsági világrekordot állítson fel. A háromfős csapat azonban alig negyedórával a felszállás után lezuhant az egymotoros Cessna típusú géppel, és mindannyian életüket vesztették. A történet tragikus iróniája, hogy Jessica apja – akinek egész életét a beteljesületlen pilótaálmok árnyékolták be – gyermeke révén próbálta megvalósítani mindazt, amit ő maga nem tudott elérni. Amint a kislány betöltötte hatodik életévét, apja pilótaképzésre íratta be, majd alig néhány hónap múlva grandiózus tervvel állt elő: lányával együtt akarta átszelni Amerikát, miközben az utazásukat a televíziók élőben közvetítik. Ez az ambíció hajszolta őket végül a pusztulásba. A megrendítő esemény az egész amerikai közvéleményt felkavarta. Bill Clinton, akkori amerikai elnök kezdeményezésére törvény született, amely 16 éves kor alatt megtiltotta a repülőgép vezetését. Friderikusz Sándor 1996-ban a tragédia után több aspektusból is körüljárta az esetet: beszélgetett Jessica édesanyjával, Lisa Blair Hathaway-jel, valamint Fülöp András repülésoktatóval és Kígyós Éva klinikai szakpszichológussal a teljesítmény- és a szenzációhajszolás olykor végzetes ösztöneiről.Hogyan támogathatja a munkánkat? - Legújabban már a Donably felületen is támogathat bennünket, itt ÁFA-mentesen segítheti munkavégzésünket: https://www.donably.com/friderikusz-podcast - De lehet a patronálónk a Patreon-on keresztül is, mert a támogatása mértékétől függően egyre több előnyhöz juthat: https://www.patreon.com/FriderikuszPodcast - Egyszerű banki átutalással is elismerheti munkavégzésünk minőségét. Ehhez a legfontosabb adatok az alábbiak: Név: TV Pictures Számlaszám: OTP Bank 11707062-21446081 Közlemény: Podcast-támogatás Ha külföldről utalna, nemzetközi számlaszámunk (IBAN - International Bank Account Number): HU68 1170 7062 2144 6081 0000 0000 BIC/SWIFT-kód: OTPVHUHB Akármilyen formában támogatja munkánkat, nagyon köszönjük!Kövessenek, kövessetek itt is:youtube: https://www.youtube.com/c/FriderikuszPodcastFacebook: https://www.facebook.com/FriderikuszPodcastInstagram: https://www.instagram.com/friderikuszpodcastAmazon Music: https://music.amazon.com/podcasts/a159b938-d63e-4927-9e9b-bea37bc378d3/friderikusz-podcastSpotify: https://spoti.fi/3blRo2gYoutube Music: https://music.youtube.com/playlist?list=PLu6L9HlV4-KuNOYy_rS97rP_Q-ncvF14rApple Podcasts: https://apple.co/3hm2vfiDeezer: https://www.deezer.com/hu/show/1000256535

GB2RS News Sunday, the 13th of July 2025   The news headlines: The RSGB announces speakers for its annual Convention in October Get involved with chasing awards this summer RSGB Regional Representatives elect a new Regional Forum Chair The RSGB is delighted to announce that the Keynote Speaker for its 2025 Convention will be Professor Lucie Green. She is a Professor of Physics and a Royal Society University Research Fellow at the Mullard Space Science Laboratory of the University College London. She has also presented many TV and radio programmes, including The Sky at Night and Stargazing Live. During her talk, Professor Green will provide an update on the proposed Moon-Enabled Sun Occultation Mission, which she is working on with fellow UK researchers. The project will enable the team to study the conditions that create solar storms, leading to improvements in forecasts of space weather on Earth. As well as releasing details of the Keynote Speaker, the RSGB has published a teaser of its Convention programme. This includes Neil Smith, G4DBN, who will share his experience of taking complex ideas and turning them into stories that connect with wider audiences. Many of you will be familiar with Neil from the popular BBC series “The Secret Genius of Modern Life”, for which he recreated a device invented by Leon Theremin. Bill Rothwell, G0VDE, will show you that DXpeditions don't always need to involve masses of equipment, and that one person can make a successful trip with only the luggage they carry. RSGB Propagation Studies Committee member Gwyn Griffiths, G3ZIL, will explore Travelling Ionospheric Disturbances, whilst Brian Coleman, G4NNS, will give you the latest update on the UK Meteor Radar System. Read the full list of confirmed speakers by going to rsgb.org/convention  and selecting the “RSGB 2025 Convention speakers” option from the right-hand menu. The RSGB 2025 Convention is taking place at Kents Hill Conference Centre between the 10th and 12th of October. Book your ticket now and join like-minded people for a fun-filled weekend. Set yourself a challenge this summer and get involved with awards chasing. The RSGB awards are open to everyone, whatever your age, licence level and personal interests. They encourage you to push yourself further, learn something new and can even help you to make tweaks to your station to maximise performance. If HF is your mode, then visit rsgb.org/awards  and get involved with the IARU Region 1 Award, which encourages you to make contacts with member countries. If VHF or UHF is your preference, then challenge yourself to the 50MHz Continents and Countries Award. Several Foundation awards are aimed at getting new licensees on the air and helping build confidence. For younger RSGB members, there are two awards designed to show the breadth that amateur radio offers. The RSGB Scouts, Cadets and Girlguiding Youth Champion, Samuel McCutchion, 2E1UEL, recently completed the Radio Surfer Award and shared his experience with us. Read how he got on by going to rsgb.org/award-stories  At a recent meeting of the RSGB Regional Forum, the RSGB Regional Representatives elected George Crawford, MM0JNL, as the Regional Forum Chair. George represents Scotland South and Western Isles as the Representative for Region 1. He got involved in amateur radio in 2020 and gained his Full licence by March 2021. George has also been a GB2RS Newsreader. Along with the rest of the Regional Team, George is keen to continue to help RSGB members and the wider amateur radio community, and to promote amateur radio and the Society at public events. He will be attending Kirriemuir Show on the 19th of July to showcase amateur radio to the agricultural and rural communities. You can hear more details about that in the Special Event News section of this week's GB2RS News. Last week, senior RSGB staff and some members of the RSGB Board met for two days to discuss the next implementation phase of the Society's strategy. The discussions covered several topics, including how to ensure the Society stays relevant to the modern radio amateur. Those discussions led to some initial plans for the next six months that focus on one or two clear goals. More details of the plans will be shared over the coming weeks, including in strategy updates and at the ‘Meet the Board' session at the RSGB Convention in October. Following the RSGB's attendance at Dayton and Friedrichshafen, it was also noted that the Society is held in high esteem around the world and that many other national societies are keen to learn from the RSGB's achievements. Ben, M7FRS and John, G0JDL, are hoping to be operating aeronautical mobile in a Cessna 172 for about an hour tomorrow, Monday the 14th, over the skies of Norfolk and Suffolk. The pair will be departing from Beccles Airfield at around midday. They will initially be on the 2m band FM calling frequency of 145.500MHz before changing frequency. As per the new licensing arrangements, they will be using less than 500mW. Listen out for them, as they'd love to get you in their log!  During this weekend's IARU HF World Championship, five stations will be active on the 80 to 10m bands using SSB and CW and tested under field conditions. They will be using the exact planned equipment for the WRTC 2026 event as a trial. The operating location will be a cluster of sites within the grounds of the Euston Estate in Suffolk. QSL via M0OXO's OQRS. There will be two awards available for chasers during this event, so listen out for the following callsigns: GB0WR, GB2WR, GB5WR, GB8WR and GB9WR. For more information, visit tinyurl.com/wrtctest The next in the popular 145 Alive series will take place on Sunday, the 20th of July, from 12 pm to 3 pm. The event will have over 40 stations and 1,000 participants from all over the UK and Ireland. To take part on the day, simply call into a local net and make contact with others. You can find more information, including details of the nets, the operators, their locations and operating frequencies on the 145 Alive Events Facebook page. And now for details of rallies and events The McMichael Radio and Electronics Rally and Car Boot Sale is taking place today, the 13th, at Oak Trees Event Field, Cocks Lane, Warfield, Bracknell, RG42 6JE. Traders are welcome from 8 am. The doors will be open for visitors from 9 am to 3 pm. The entrance fee is £4 per person. A trader's table costs £15 and this includes admission for two people. Humber Fortress DX Amateur Radio Club Rally will take place on Saturday, the 19th of July at Welwick Village Hall, North Lane, Welwick, HU12 0SH. The doors will be open from 10 am to 3 pm, and visitor entrance costs £3. Indoor tables are fully booked, but there is still outdoor space available at £5 per table. Please bring your own table. For more information, email rally@hfdxarc.com Bury St Edmunds Radio Rally will take place on Sunday, the 20th of July at Rougham Tower Museum, IP32 7QB. The doors open at 7 am for traders and 9.30 am for visitors. Refreshments are available from the Museum's cafeteria. Admission for visitors and car-booters costs £3 and £10 for traders. For more details, email secretary@bsears.co.uk The Lincoln Short Wave Club Summer Radio Rally will take place on Sunday, the 20th of July at The Festival Hall, Caistor Road, Market Rasen, LN8 3HT. The doors will be open from 10 am and admission costs £3. This is an indoor event, and ample free parking will be available. Over 50 tables of traders and special interest groups will be present. Booking a table costs £10. For more information, phone Steve, M5ZZZ on 07777 699 069 or email m5zzz@outlook.com Now the Special Event news On Saturday, the 19th of July, RSGB Region 1 Representative George, MM0JNL, will be hosting special event station GB4KAS at the Kirriemuir Show in Angus, Scotland, from 10 am to 5 pm. This new venture is intended to showcase the RSGB and amateur radio to the agricultural and rural community. It will also allow unlicensed guest operators to have some supervised radio operating time and, hopefully, have their first international radio contact. The station will be operating using SSB on the HF bands and FM on the 2m band. If you hear the operators on the air, give them a call! GB70RS is the special callsign helping to celebrate 70 years of the RSGB's News Service, GB2RS. This coming week, the callsign is being aired by Dave, G4IDF, on all bands from 80 to 6m, plus 4m and 2m, using SSB and FT8. If you hear Dave, give him a call! A special QSL card is available. See QRZ.com for more details. Now the DX news Eric, KV1J is active as FP/KV1J from Miquelon Island, NA-032, until tomorrow, the 14th. He is operating using CW, FT4, FT8 and SSB on the 80 to 6m bands. QSL via Logbook of the World, Club Log's OQRS, eQSL or via Eric's home call, directly or via the Bureau. For more information visit QRZ.com Pierre, VK3KTB, is active as VY0ERC from the Eureka Amateur Radio Club station on Ellesmere Island, NA-008, until the 24th of July. He operates using CW, FT8 and SSB on various bands when time permits. QSL via M0OXO's OQRS and Logbook of the World. Now the contest news The IARU HF Championship started at 1200 UTC on Saturday, the 12th and ends at 1200 UTC today, Sunday, the 13th of July. Using CW and SSB on the 160 to 10m bands, where contests are permitted, the exchange is signal report and ITU Zone. The UK is in Zone 27. The GR2HQ Challenge also started at 1200 UTC on Saturday, the 12th and ends at 1200 UTC today, Sunday, the 13th of July. Using CW and SSB on the 160 to 10m bands, where contests are permitted, the exchange is signal report and ITU Zone. The UK is in Zone 27. Today, the 13th, the UK Microwave Group 24, 47, and 76GHz Contest runs from 0900 to 1700 UTC. Using all modes on 24 to 76GHz frequencies, the exchange is signal report, serial number and locator. On Tuesday the 15th, the RSGB 1.3GHz UK Activity Contest runs from 1900 to 2130 UTC. Using all modes on the 23cm band, the exchange is signal report, serial number and locator. On Wednesday the 16th, the RSGB 80m SSB Club Championship runs from 1900 to 2030UTC. Using SSB on the 80m band, the exchange is signal report and serial number. On Thursday the 17th, the RSGB 70MHz UK Activity Contest runs from 1900 to 2130 UTC. Using all modes on the 4m band, the exchange is signal report, serial number and locator. On Saturday the 19th, the RSGB 70MHz Trophy Contest runs from 1400 to 2000 UTC. Using all modes on the 4m band, the exchange is signal report, serial number, locator and the first two letters of your postcode. On Sunday the 20th, the RSGB International Low Power Contest runs from 0900 to 1600 UTC. Using CW on the 80, 40 and 20m bands, the exchange is signal report, serial number and transmitter power. Now the radio propagation report, compiled by G0KYA, G3YLA and G4BAO on Thursday the 10th of July 2025 Last week was characterised by settled geomagnetic conditions, but a relatively low solar flux index. The Kp index hit 5.33 on the 6th and 7th of July but was otherwise around 1 or 2 for the rest of the week. These settled conditions were helpful to HF propagation, although the maximum usable frequency over a 3,000km path didn't get much above 21MHz. This is likely to be due to the HF summer doldrums, and we are unlikely to see it rise much more until September, once the F2 layer has switched to autumnal propagation conditions. Meanwhile, the solar flux index remained steadfastly in the range of 115 to 120. This is enough to provide fair propagation, but not enough to set new DX records! But there was DX to be worked, including T30TT in western Kiribati, on the 20 and 15m bands using the FT8 Fox and Hounds mode. Also, ZD7FT was operating on St Helena Island on the 17m band using SSB, and C94RRC was active on the 10m band from Mozambique using FT8. Laurie, G3UML on the CDXC Slack group, commented that there was a lot of DX around, including FP/KV1J on the 17m band using SSB on Miquelon Island. Additionally, TY5AD was on the 17m band using CW from Benin. And FY4JI was on the 17m band using SSB from French Guiana. Now the bad news. A very large solar coronal hole will begin to face Earth this weekend. A solar wind stream flowing from this zone is expected to reach Earth with the main influence occurring today, the 13th, and tomorrow, the 14th. If the Bz of the plasma cloud points south, we can expect disturbed geomagnetic conditions and a reduction in the maximum usable frequency, or MUF for short. NOAA predicts unsettled conditions, with a Kp index of 4 between the 15th and 16th of July. The solar flux index is expected to be in the range of 105 to 125 for the next week. And now the VHF and up propagation news from G3YLA and G4BAO The hot weather continues to set the agenda in the short term. Something to note is that for VHF and UHF Tropo ducting, the ideal is for warm, dry air to sit on top of cool, moist air. These conditions are commonplace over the nearby seas as hot, dry air moves out across the coast to overlay the cool, moist air near the sea's surface. Think of the North Sea, English Channel, Irish Sea and Biscay as being very good Tropo paths in high summer. But the award goes to the Mediterranean, where very strong ducting conditions are pretty much a given if you happen to be sitting on an exotic holiday beach.  Back at home... if you live inland, then you will be out of luck during the heat of the day since there is no cool, moist surface air. But in the evening, as the ground cools and perhaps cool sea air moves inland, you could find yourself coupled into the Tropo conditions that those on the coast have been enjoying all day. In other words, for most of the country, Tropo will be better overnight and early morning. The other modes are worth checking of course, especially Sporadic-E, which is continuing to give some paths on most days, at least for digital modes, but also for those using SSB or CW.  Most days, there will be some direction available from the UK on the 10m band, and perhaps on the 6m band, with many online clusters to show you where the current paths are located. We really must get used to the idea that Sporadic-E can be very localised, and you will only know about it if someone calls CQ. If you do that, you may be surprised by how good conditions have been all along! Disturbed solar conditions should keep aurora as a possibility. Meteor scatter is often worth checking, with two showers peaking later in the month. The middle part of the coming week looks like turning more unsettled for a time, so rain scatter is also an option for the GHz bands. Moon declination is increasing again, reaching maximum on Tuesday, and path losses are falling. So, it's time to put the feeder back into the dish. 144MHz sky noise is moderate to start the week but decreasing to low after the weekend. And that's all from the propagation team this week.

JT Grainger of Sheridan Pilots 307 joins Steve McCaughey for a discussion on the challenges and rewards of flying high altitude lake operations in the school's Cessna 172 on Wipline amphibious floats.Based in Sheridan, Wyoming, JT is a SPA Field Director and passionate promotor of all things aviation. JT's school is the only seaplane training facility in Wyoming, and we are thrilled to see such a unique opportunity for pilots to learn high density operations in a Cessna 172 at a lake surface elevation of nearly 4,600ft. I did it, and I can attest... rated seaplane pilot or not this is a great opportunity to not only earn your seaplane rating, but to learn how to operate seaplanes in high density altitudes.

Send me a DM here (it doesn't let me respond), OR email me: imagineabetterworld2020@gmail.comJames Casbolt tells of the SS Nazi connection with the creation of Cyborgized Human babies for use as Supersoldiers of the 4th Reich, in the modern world, and how his batch of programmed babies was intercepted when enroute from a Canadian Nazi SS Base, in Nelson, British Columbia. The inclusion of his mission as an assassin to terminate one of these Cyborg-Supersoldiers, who had stolen a "Pearl", or suitcase Nuke. See Bases 1,2,4,5 and 7 for previous data on this. The SS Nazi connection also connects Energy 106 Pirate station in Monaghan Ireland, as being part of this program, as being a Military operation, which explains why it was not raided for years. The viewer must take all claims in context and understand the extremely dangerous ramifications. Prince states we can expect Alien actions in the public domain. His task with his colleagues will be to "herd" us away from such dangers.Part 2 of this major interview with Michael Prince aka James Casbolt, we deal with his Active Service duties, and how some of the Children from Nelson Base in Canada, were rescued from their Nazi SS captors in 1979, and taken to Toronto.James Casbolt tells of the SS Nazi connection with the creation of Cyborgized Human babies for use as Supersoldiers of the 4th Reich, in the modern world, and how his batch of programmed babies was intercepted when enroute from a Canadian Nazi SS Base, in Nelson, British Columbia. The inclusion of his mission as an assassin to terminate one of these Cyborg Super Soldiers, who had stolen a "Pearl", or suitcase Nuke.Part 3 of this major interview with Michael Prince aka James Casbolt where he discusses his guardian or foster type mother, and early missions in 1980. The pursuit of a Wolf Type being through the jungle in Penang. This brings in other "Super soldiers" who are able to pursue the Being. He also mentions this being turning up at AL-499 many, many years later.In part 4 of Bases 9, we involve one of the earlier participants in this series, Lisa, discussing Ron Adams and the details of the SS Nazi link in this Alien UFO story. The link with SS General Kammler in the CURRENT time frame is made.James discusses a shoot down of an Octoform ET in St Ives in March 2011, and shoot down of a Cessna plane at an airfield in southern England, with a Reptilian ET on board. The association with the Grid Keeper is made.CONNECT WITH EMMA / THE IMAGINATION: Rumble: https://rumble.com/c/TheImaginationPodcastEMAIL: imagineabetterworld2020@gmail.com OR standbysurvivors@protonmail.comMy Substack: https://emmakatherine.substack.com/BUY ME A COFFEE: https://www.buymeacoffee.com/theimaginationAll links: https://direct.me/theimaginationpodcastRIFE TECHNOLOGIES: https://realrifetechnology.com/15% Code: 420CZTL METHELENE BLUE:https://cztl.bz?ref=2BzG1Free Shipping Code: IMAGINATIONSupport the show

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Oil is everywhere this time, with consumption and temperatures problems for three of our owners. Email podcasts@aopa.org for a chance to get on the show. Join the world's largest aviation community at aopa.org/join Full notes below: Mark has a Twin Comanche and is loving his new electronic ignition. He has an issue where oil temperature and CHTs are slightly different on one engine than the other. His oil temperature also spiked on one climbout on a hot day, and he's wondering what's wrong. He's using the variable timing. Nothing like this happened prior to the ignition install. Paul suggested that maybe some baffling changed during the install. The hosts narrow in on either airflow or oil flow as the culprit. Colleen said to think of baffling not as trying to direct airflow across the engine, but a system that creates a high pressure, pushing air through the cylinder cooling fins.     Chris is wondering what's wrong with his new engine. He has a Cessna 206 and he put in a new Continental IO-550. After some initial runs, but found that it was burning about a quart of oil per four hours. On one flight is running a bit rough. It had turned out to be a failed magneto. They added an air/oil separator, which obviously didn't help. He did some low level, high power runs that didn't seem to help. At 100 hours he did a ring flush on Savvy's recommendation. The ring flush seemed beneficial. Then after 10 hours he had only burned a quart. They are now at 150 hours and they are at a quart every 4 or 5 hours, and they've done another ring flush and it's burning less oil again. He's wondering why the rings are clogging up. Mike immediately zeros in on the problem by asking how long Chris has been running straight weight oil. He admits it was 150 hours on the advice of his mechanic. AD oil helps to prevent sludge build-up.   Willie is wondering if you need an A&P to do an AMOC, or alternative method of compliance with an AD. The hosts describe the process, which can be completed by any “operator” meaning owner. So, one need not hold an A&P to request an AMOC. Most AMOCs apply only to the operator, although Mike said a manufacturer can develop a global AMOC that would apply to everyone.   Steve was flying his Cessna 182RG with a Lycoming O-540 that he recently top overhauled with all new cylinders. He flew low and at high power to break them in, and oil consumption stabilized. He flew another 15 hours on regular oil and Camgard with virtually no oil burn. Then on a flight he was asked to slow rapidly on approach, and on that one flight he lost oil at a rate of three-quarters of a quart per hour. The consumption eventually settled at around a quart every 2.3 hours. He's wondering if ring flutter is real and whether it caused the increased oil consumption. He didn't notice excessive oil on the airplane. A ring wash didn't fix it. He eventually decided to just overhaul the cylinders again. On inspection they didn't find anything. Mike would have suspected a broken ring or expander spring. Paul wonders if the piston rings were wrong for the nickel cylinders Steve had installed. Unfortunately, he found a broken stud at 20 hours on his new cylinders. They hadn't properly torqued 4 of the bolts on his cylinders, reinforcing Mike's point that sometimes it's better to leave cylinders in order to avoid maintenance induced failures.

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In this episode of Flying Magazine's I learned about flying from that podcast, host Rob Reider speaks with Tom Bevard about a terrifying in-flight incident in his Cessna 140, which had been modified with Cessna 150 seats. Tom recounts how his adjustable pilot's seat, despite a pre-flight check, slid to the full aft position during takeoff just as he was about to rotate, causing the aircraft to shoot up at a high angle of attack and low speed, rapidly approaching a stall. Fortunately, his vernier throttle remained at full power. With the seat all the way back, Tom could no longer reach the rudder pedals, a critical issue, especially in a taildragger. Rather than attempting a ground loop with limited control due to a slight crosswind, he made the quick decision to continue the flight, get to a safe altitude, and then unbuckle, slide over, and re-buckle his seatbelt in the co-pilot's side. Being comfortable flying from the right seat, he was able to safely land the plane. This near-disastrous routine flight underscored the importance of a very good and thorough pre-flight inspection, particularly checking the seat by moving it front-to-back, side-to-side, and up-and-down to ensure the clips are properly over the rail's lip; conducting a solo local flight after any maintenance work before taking passengers or going cross-country; being proficient at flying from both seats (left, right, or tandem) as a crucial skill set in unexpected situations; and understanding Airworthiness Directives (ADs) related to seat rails, given the potential for catastrophic results if seats fail at critical phases of flight.

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Daniel Holman is one of the most respected names in RC aerobatics. In the early 2010s, his freestyle routines blended musicality, precision, and smooth, high-speed lines—helping push the sport into a new era of extreme aerobatics. As a long-time team pilot for Extreme Flight, Daniel became known for his graceful yet aggressive flying style and for pushing aircraft to their limits in top-tier competitions.After a decade-long break from RC, Daniel is back—flying again from his home in Alaska, where he now works as a commercial pilot. From flying King Airs across remote villages to landing his personal Cessna 180 on gravel bars in the middle of nowhere, his day job takes aviation to the edge of what's possible.In this episode, Daniel shares stories from both worlds—RC and full-scale—including insights on freestyle design, lessons from flying in extreme conditions, and what it's like to rediscover the hobby after years away.Whether you're into 3D, precision flying, or full-scale bush aviation, this one's a must-listen.

In this episode, a Cessna business jet departs from Wichita (KAAO) bound for San Diego Montgomery airport (KMYF). The aircraft Crashes into a military housing community for unknown reasons which destroys part of a house and the vehicles nearby.    This crash sadly resulted in 2 known fatalities and is under investigation.   Let's Listen In.  

She's five feet tall and larger than life! She once grounded an entire A&P school's ego. Meet Mary Latimer — a pilot, mechanic, controller, examiner, and walking aviation pioneer. In this episode, she narrowly avoids lawn-darting a Cessna 172 from 5,000 feet with no elevator control using trim like a Jedi, and managed a mag failure mid-checkride. She once told an Air Traffic Control manager she was only going to hit one airliner! From launching 2,000 passengers in one night to getting told to “go back to the kitchen,” Mary's tales are equal parts horrifying and hilarious. Oh — and she turned a terrified passenger into a private pilot. Mary's been breaking barriers, rules (when necessary), and stereotypes for over 50 years. Aviation students: take notes. Everyone else? Just hang on and try not to say “it gets hard sometimes” on the radio!

This show has been flagged as Clean by the host. In this nostalgic episode, I share my personal experiences riding and flying light aircraft during the 1980s and 1990s. From the hum of a Cessna engine to the grace of a Bonanza slicing through the clouds, it's a journey through the skies filled with stories of daring, faith, and the wonder of flight. Topics Covered: Light Aircraft Overview General insight into what qualifies as light aircraft and why they're beloved by private pilots and hobbyists. Light aircraft – Wikipedia Flying in a Cessna Memories of flying in various models of the iconic Cessna—dependable, nimble, and a staple of personal aviation. Cessna – Wikipedia Bonanza Adventures Experiences flying in the Beechcraft Bonanza, known for its sleek design and comfort—especially memorable during cross-country flights. Beechcraft Bonanza – Wikipedia Missionary Aviation Stories Recollections of missionary pilots and their vital roles in reaching remote areas, often relying on small aircraft to deliver aid, supplies, and hope. Missionary aviation – Wikipedia Aviation in the 1980s and 1990s A look back at the culture of general aviation during this era—before GPS was common, when flight was guided more by instinct, skill, and charts on your lap. General aviation – Wikipedia Listen now on your favourite platform and take to the skies with me! Provide feedback on this episode.

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

Click here to tell us about your favorite car, car story or automotive trivia !In this auto-adventure-packed episode of To All The Cars I've Loved Before, hosts Christian and Doug welcome SpeedyCop (Jeff Bloch)—YouTube/TikTok sensation, retired cop, and master of turning junkyard cast-offs into rolling masterpieces. From his very first car, a 1967 Chevelle station wagon “family heirloom,” to his world-famous upside-down Camaro and amphibious helicopter race car, SpeedyCop shares the craftsmanship skills and creative spark behind each build.Whether you're into car restoration, classic cars, or simply love a good car story, you'll be inspired by how an overactive imagination and a love for vintage lifestyle vehicles can transform rusting hulks into beloved cars that melt faces at every show.What happens when creativity, mechanical genius, and a self-described "extreme case of ADHD" combine? You get Speedy Cop, the automotive artist turning junkyard scraps into viral sensations that literally stop traffic and "melt faces" across the globe.In this captivating episode, we dive deep with Jeff Bloch, better known as SpeedyCop, who reveals the origins of his extraordinary talent for transforming discarded vehicles into jaw-dropping masterpieces. Jeff shares how his creative journey began with a family heirloom—a 1967 Chevelle station wagon with holes so large "you could literally reach inside the vehicle from outside and wave your hand around." From these humble beginnings fixing his grandmother's car with chicken wire and Bondo, Jeff developed a philosophy of "repurpose, recycle, and reuse" that would define his career.The conversation takes us through Jeff's greatest hits: the world-famous upside-down Camaro that's still running 11 years after being built in three weeks in his driveway; the "Spirit of Lemons" street-legal airplane car made from an abandoned 1956 Cessna 310 that runs 12-second quarter miles; and the sideways Volkswagen camper that generated over 156 million views online. With each story, Jeff reveals the thinking process behind these seemingly impossible creations, giving listeners unprecedented insight into where creative ideas truly originate.Perhaps most fascinating is Jeff's revelation that his extraordinary creativity comes without chemical enhancement—"I've never done drugs in my entire life"—but rather from what he calls a "God-given overactive imagination" coupled with his ADHD. Now retired after 27 years in law enforcement, Jeff's creative output is accelerating at his 20-acre mountaintop property in Tennessee, where he has "several lifetimes worth of projects" waiting to be built.In this auto-adventure-packed episode of To All The Cars I've Loved Before, hosts Christian and Doug welcome SpeedyCop (Jeff Bloch)—YouTube/TikTok sensation, retired cop, and master of turning junkyard cast-offs into rolling masterpieces. From his very first car, a 1967 Chevelle station wagon “family heirloom,” to his world-famous upside-down Camaro and amphibious helicopter race car, SpeedyCop shares the craftsmanship skills and creative spark behind each build.Whether you're into car restoration, classic cars, or simply love a good car story, you'll be inspired by how an overactive imagination and a love for vintage lifestyle vehicles can transform rusting hulks into beloved cars that melt faces at every show.New episodes drop every other Tuesday. Please Follow, Like, and Subscribe to be the first to hear our latest content and past episodes - https://linktr.ee/carsloved

Capt. James Spearman is a decorated Air Force pilot and aviation entrepreneur with a remarkable story of resilience and leadership. As an active KC-135 pilot in the Air Force, James earned the Distinguished Flying Cross in December 2024, one of the nation's highest honors. In addition to flying the KC-135, James is an active general aviation pilot and CFI with land and seaplane ratings and experience with range of aircraft, from the KC-135 Stratotanker to a Cessna 140, and he holds type ratings in the Boeing 707, Boeing 720, Beechjet 400, and Mitsubishi MU-300. If it's on a typical airport ramp, chances are that James can fly it! “SocialFlight Live!” is a live broadcast dedicated to supporting General Aviation pilots and enthusiasts during these challenging times. Register at SocialFlightLive.com to join the live broadcast every Tuesday evening at 8pm ET (be sure to join early because attendance is limited for the live broadcasts).Aspen Avionics www.aspenavionics.com Avemco Insurance www.avemco.com/socialflight Avidyne www.avidyne.com Continental Aerospace Technologies www.continental.aero EarthX Batteries www.earthxbatteries.com Hartzell Engine Technologies https://hartzell.aero Hartzell Propeller www.hartzellprop.com Lightspeed Aviation www.lightspeedaviation.com McFarlane Aviation www.mcfarlane-aviation.com Michelin Aircraft https://aircraft.michelin.com/ Phillips 66 Lubricants https://phillips66lubricants.com/industries/aviation/ Tempest Aero www.tempestaero.com Titan Aircraft www.titanaircraft.com Trio Avionics www.trioavionics.com uAvionix www.uavionix.com Wipaire www.wipaire.com

Join Captain Jeff, Captain Nick, Producer Liz, Alpha Juliet (AJ). Enjoy! APG 663 SHOW NOTES WITH LINKS AND PICS 00:00:00 Introduction 00:04:58 NEWS 00:05:15 Another Equipment Outage Impacts Flights at Newark Liberty International 00:08:55 Pilot of Cessna 172 that crash landed on Golf Course 00:17:43 PRELIMINARY REPORT - Hudson River Helicopter Crash 00:21:27 FINAL REPORT - THY B773 near Keflavik, Severe Turbulence and Uncontrolled Descent 00:35:52 FINAL REPORT - 1945 Douglas C-54D Crash - Fairbanks, Alaska 00:42:31 PRELIMINARY REPORT - Fatal Boca Cessna 310R Crash 00:52:56 Cathay Pacific Flight Attendants Serve Three-Year-Old Child a Glass of Wine 00:58:56 GETTING TO KNOW US 01:24:54 FEEDBACK 01:25:03 Sam - Deregulation? 01:41:36 Tom - Crazy Paro Landing Video 01:51:05 Henry - Question About Afterburners for Takeoff 01:59:19 Andrew - Squawk Standby 02:33:22 WRAP UP Watch the video of our live stream recording! Go to our YouTube channel! Give us your review in iTunes! I'm "airlinepilotguy" on Facebook, and "airlinepilotguy" on Twitter. feedback@airlinepilotguy.com airlinepilotguy.com ATC audio from https://LiveATC.net Intro/outro Music, Coffee Fund theme music by Geoff Smith thegeoffsmith.com Dr. Steph's intro music by Nevil Bounds Capt Nick's intro music by Kevin from Norway (aka Kevski) Copyright © AirlinePilotGuy 2025, All Rights Reserved Airline Pilot Guy Show by Jeff Nielsen is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 4.0 International License

A Sunday sermon by Pastor Brett Deal. Back in 1999, I found myself in hot water. As a high school junior, I was living in Cameroon, going to school in Yaoundé. For most of my schooling years I'd benefited from the meticulous care and attention of a much larger academy in Kenya. That year, however, I attended a much smaller school, closer to home. Everything seemed fine until I went to fly home for break. That was when I discovered, much to my surprise, my visa was long expired! Where the other school worked to keep all the student visas in order, this smaller academy did not. I found myself detained, penniless, and wondering how I was going to talk myself out of the country!  There was a Cessna on the airfield waiting for me, a flight plan scheduled to leave, but I was being held in a back office, presented with a fine I couldn't possibly pay and threatened with worse. My hope of a school break began to fade from view. I barely had enough for the taxi to the airport! Seriously, where was I supposed to get the kind of money they were demanding? I did everything I could. I went through all the mental gymnastics I could, looking for ways to appease their justifiable frustration. At the end of the day though, the decision didn't rest with me. It wasn't in my apology. It wasn't in my efforts. It ultimately wasn't what I said or did that would determine my fate; that decision rested with the man behind the desk listening. After a few hours, he did something unexpected. He gave me mercy. He forgave my debt. He forgave my expired visa. He didn't even hold it against my re-entry a few weeks later to finish the school year. I learned several things that day. One is that some of the best learning doesn't happen in the classroom or in a books. It happens in the friction of life that calls forth everything we know and exposes the things we don't. Sometimes the best classroom is a dusty road where we wrestle out our biggest questions with a friend. It's together in the unexpected journey we can become eyewitnesses to hope.

A Sunday sermon by Pastor Brett Deal. I boarded the little Cessna on the hot tarmac of the Yaoundé international airport. I had just received the grace of the customs and border patrol I surely didn't deserve. I'd been an illegal alien in Cameroon for several months, assuming—as most naïve teenagers are wont to do—the school would keep my papers in order. After a few hours, however, the man behind the desk forgave me. He wiped away my debt and stamped my passport, releasing me. He didn't even block me from renewing my visa to finish my junior year of high school. Remarkably, the plane waited for me. The other passengers waited patiently. The pilot watched the clock but refused to leave until the last possible minute. Once I was released, I joined them as the propellor kicked to life and the wheels began to roll. As everyone else, including the pilot, were more than ready to go, there was only one seat left: the co-pilot's chair. As the little plane took off, climbing into the sky, I gained a vantage point I'd never experienced before. I've flown in countless planes. I've even been in the cockpit of several planes over the years. But never had I faced the oncoming skies from the front row! The view before me wasn't a sideways glance oval. It was a panorama sweeping across my full field of vision! And that is where the trouble began. As we flew toward the clouds, the logical part of my brain said, “Nothing to worry about here. Clouds are just coalescing drops of water gliding around the atmosphere,” but my less logical side—the I've-watched-too-many-Wile-E-Coyote-cartoons side—was sounding off alarm bells! I asked the pilot through the headset if we should be concerned. He wasn't worried at all. He'd flown headlong into clouds before. I'll be honest. I heard him but I still struggled to really believe his testimony! I was like Cleopas on the road to Emmaus, having heard the witness of the women and the apostles, but still struggling to discern what it all meant. We've all been there. We'll all be there again. The question becomes: will we keep moving?

Maine Warden Service Pilot Daryl Gordon was known for his faith, his love of family, fishing and flying, and his steadfast dedication to the people and natural resources of his home state. While flying over the North Maine Woods after a busy day of service, Pilot Gordon's Cessna went down in a snow squall, prompting a massive search. Warden Preston Pomerleau, whose K9 service partner is named in Gordon's honor, shares his memories of that day, and reflects on how the entire Maine Warden Service continues to honor and remember their friend.   “It is not how these officers died that made them heroes; it is how they lived.” ~ National Law Enforcement Memorial, Washington, DC    Our Sponsors: Thin Green Line Podcast Don Noyes Chevrolet North American Game Warden Museum Hunt Regs SecureIt Gun Storage XS Sights “A Cowboy in the Woods” Book Maine's Operation Game Thief International Wildlife Crimestoppers   Credits Hosts: Wayne Saunders and John Nores Producer: Jay Ammann Warden's Watch logo & Design: Ashley Hannett Research / Content Coordinator: Stacey DesRoches   Subscribe: Apple Podcasts Spotify Amazon Google Waypoint Stitcher TuneIn Megaphone Find More Here: Website Warden's Watch / TGL Store Facebook Facebook Fan Page Instagram Threads YouTube RSS Learn more about your ad choices. Visit megaphone.fm/adchoices

//The Wire//2300Z May 15, 2025////ROUTINE////BLUF: COMMUNICATIONS ISSUES CONTINUE IN COMMERCIAL AVIATION. TRUMP'S MIDDLE EAST TRIP CONTINUES. SHOOTING REPORTED AT MILWAUKEE CITY HALL.// -----BEGIN TEARLINE------International Events-Middle East: Various diplomatic efforts continue as before. Ukrainian officials have met with Russian officials in Turkey, with little to no agreement being made so far. President Trump's visit to the Middle East continues, along with various trade agreements.-HomeFront-Texas: Yesterday an arrest was made in conjunction with the high-profile murder of an InfoWars employee in Austin. Authorities state that Eloy Adrian Camarillo shot and killed Jaime White as Camarillo was attempting to break into vehicles outside White's residence.AC: At the time this murder was reported, it was possible that this was a more targeted attack due to White's link to InfoWars. However, now this appears to be more of an instance of routine violent street crime.Wisconsin: This afternoon a shooting was reported at the Zeidler municipal building in Milwaukee, prompting a lockdown of City Hall.AC: As of this report, no details have been released and the lockdown continues. Some sources claim that the shooter may be a disgruntled employee but as this is a developing situation nothing is confirmed yet.Colorado: This morning the FAA issued a statement regarding a communications issue that emerged at Denver International Airport on Monday. Air traffic control personnel in the tower briefly lost radio contact with all aircraft for several minutes, due to an unspecified outage at a transmitter site.-----END TEARLINE-----Analyst Comments: The aviation incident in Denver is concerning due to how serious the crisis could have been. By pure luck alone, a separate radio system was used to contact one aircraft in the air on the Guard (emergency) frequency, who was then able to relay the explanation of the situation to aircraft approaching the airport. Though there are multiple ways for airports to communicate with aircraft, not all aircraft have these communications platforms (for instance, a small Cessna probably doesn't have an ACARS system, for basic text messaging between aircraft). The fact that somebody had to get ahold of a random aircraft on Guard is very telling. Most of the local news reports on the issue have cited closed-source "insider information" which obviously can't be independently confirmed. However, based on this speculative information, it sounds like multiple radio outages had already occurred, and that the fifth and final method of communicating with aircraft via radio finally died. This is concerning for a multitude of reasons, but especially because the aircraft already inbound to the airport had no idea what happened. It is only via this truly last-ditch emergency radio system that airborne aircraft were able to figure out what had happened. It's one thing when an aircraft itself suffers a radio outage or some other communications issue...but it's vastly more concerning when a whole airport goes dark, and can't communicate with aircraft that are already lining up to land.Analyst: S2A1Research: https://publish.obsidian.md/s2underground//END REPORT//

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The Vulcanair V1 training aircraft will be built in a new US manufacturing facility and offered as an affordable option for flight schools. In the news, air traffic control problems at Newark and government actions, the impacts of tariffs on commercial aviation, a call for in-cockpit video recorders, the timely availability of weather forecasts for aviation, Real ID goes live, and wildlife at airports. The V1 trainer, courtesy Vulcanair. Guest Stephen Pope is the Director of Communications for Vulcanair Aircraft North America. Vulcanair is establishing a manufacturing facility in the US and plans to make the Vulcanair V1 trainer aircraft affordable for flight schools.  Steve describes the history of the company and how it optimized the V1 model piston airplane for the US flight training market. The V1 is similar to the Cessna 172, but costs less and is easier to maintain. To address the problem of very old training aircraft at flight schools that are expensive to replace, Vulcanair has formed a leasing company that will offer the V1 to schools for $79 per hour. Vulcanair plans to cover the cost of engine and propeller overhauls. Vulcanair is building a factory in Elizabethtown, North Carolina, with a planned opening date of September 2025. It is sized to produce up to 100 aircraft per year, and the workforce will come from area military veterans. The facility will serve as the main parts hub in the US. After the opening, Vulcanair will build five aircraft for production certification, which they hope to receive in 1Q2026. Vulcanair Aircraft was established in 1996 with private capital to become a General Aviation manufacturer worldwide. Between 1996 and 1998, Vulcanair purchased all the assets, type designs, trademarks, and rights of Partenavia and the SF600 Series Program, including type certificates, tooling, and rights from Siai Marchetti. Vulcanair Aircraft introduced modern tools, a modern organization, and a world-class engineering team to enable aircraft design upgrades and improvements. Vulcanair Aircraft North America is the corporate identity for Ameravia Inc., which was founded in 2015 to serve as the U.S. distributor for Vulcanair aircraft. The company has expanded its operations by offering the P68 line of twin piston- and turbine-engine aircraft, and the V1 single-engine training aircraft. Before joining Vulcanair Aircraft North America, Steve was an Aircraft Sales Counselor with LifeStyle Aviation and a sales and marketing executive with Spectro | Jet-Care. He was Editor in Chief at Flying Magazine, as well as Editor at Business Jet Traveler. Aviation News House Panel Approves $12.5 Billion Boost in ATC Funding The House Transportation and Infrastructure Committee added $12.5 billion for air traffic control modernization and controller funding. At the same time, the Committee dropped grants for sustainable aviation fuel, hydrogen, and other low-emission technology projects. A provision that would have prohibited the use of funds to privatize or sell portions of the ATC system was voted down.  See: House Panel To Consider $15B ATC Boost, SAF Grant Cuts and The FAA wants to hire more air traffic controllers, but that won't happen overnight. United removes 35 round-trip flights per day from Newark Airport schedule as travel woes continue Some air traffic controllers walked off the job after systems went down. Runway construction and a lack of controllers contributed to the flight cancellations. United CEO Scott Kirby said, “This isn't just about schedules or pay. It's about a system on the brink of collapse.” See: Chaos grips Newark Airport as controllers walk out, exposing FAA crisis Major airlines deliver dire warning to Trump administration as grim new twist emerges in tariff drama Air France and Lufthansa reported that transatlantic bookings from Europe to the US are down in the first quarter of the year. The Financial Times reported that the total numbe...

In this episode of Flying Magazine's "I learned about flying from that" podcast, host Rob Reider speaks with Tim Kurrek about a truly challenging incident that occurred over 20 years ago. Tim, a longtime instructor with extensive tailwheel and glider experience, was on what should have been a routine flight in IMC in his trusted Cessna 180 when the engine suddenly and unexpectedly quit. With no autopilot and the gyros spooling down, Tim was immediately thrust into a situation requiring proficient hand flying and quick thinking. After declaring the engine failure and contacting NorCal, he began troubleshooting while maintaining his best glide speed. However, battling heavy rain and downdrafts, Tim realized his descent rate was higher than expected, and he wouldn't make the initial airport NorCal vectored him towards, which was surrounded by suburbia. This critical realization forced a rapid decision and a change of course towards what he hoped would be more suitable terrain. Breaking out of the clouds at a low altitude, he faced the daunting task of selecting and landing on an unconventional off-airport site under challenging muddy and crosswind conditions. The landing, while successful in preserving life and aircraft integrity, presented its own immediate set of problems with the aircraft sinking into the mud. What followed involved navigating interactions with a gruff local farmer, law enforcement, and the FAA, all while trying to understand the mysterious engine failure. Ultimately, the cause of the engine issue was identified, and the challenging process of recovering the aircraft from the field, with the farmer's reluctant assistance, became another chapter in the story. Tim shares the powerful lessons learned about the importance of aircraft knowledge, maintaining pilot proficiency, critical situational awareness, and the absolute necessity of pre-planning flights, even IFR ones, with VFR charts to understand the ground below. His experience vividly illustrates astronaut Frank Borman's quote: "A superior pilot uses his superior judgment to avoid situations which require the use of his superior skill".

Mindy Lindheim is best known throughout the aviation world through her Schmiiindy YouTube and Instagram channels where she shares her experiences, stories and insights as she explores the country in her vintage Cessna 182, "mojo". In addition to her media presence, Mindy is an aircraft broker, pilot, and aviation professional dedicated to helping clients navigate the buying and selling process with expertise and efficiency. As part of Lone Mountain Aircraft, she combines industry knowledge with a personalized approach to ensure a seamless experience for aircraft owners and buyers. Beyond aircraft brokerage, Mindy is also a writer for Twin & Turbine magazine, where she shares adventurous aviation stories and educational pieces from her own personal experiences. “SocialFlight Live!” is a live broadcast dedicated to supporting General Aviation pilots and enthusiasts during these challenging times. Register at SocialFlightLive.com to join the live broadcast every Tuesday evening at 8pm ET (be sure to join early because attendance is limited for the live broadcasts).Aspen Avionics www.aspenavionics.com Avemco Insurance www.avemco.com/socialflight Avidyne www.avidyne.com Continental Aerospace Technologies www.continental.aero EarthX Batteries www.earthxbatteries.com Hartzell Engine Technologies https://hartzell.aero Hartzell Propeller www.hartzellprop.com Lightspeed Aviation www.lightspeedaviation.com McFarlane Aviation www.mcfarlane-aviation.com Michelin Aircraft https://aircraft.michelin.com/ Phillips 66 Lubricants https://phillips66lubricants.com/industries/aviation/ Tempest Aero www.tempestaero.com Titan Aircraft www.titanaircraft.com Trio Avionics www.trioavionics.com uAvionix www.uavionix.com Wipaire www.wipaire.com

It's all engines all the time this episode. Rusty ones, sticky ones, and one that doesn't burn oil. Email podcasts@aopa.org for a chance to be on the show. Join the world's largest aviation community at aopa.org/join Full episode notes below: Ralph had to throw away his relatively new engine. His flying club has a 1968 Cherokee 180. They overhauled their engine, and the first annual looked good. On the second annual and after only 100 hours of flying, they had a stuck valve. Digging in they found extensive corrosion. Now past a second overhaul, they want to ensure it doesn't happen again. The hosts focus on how much (or little) the airplane flew with the new engine. 50 hours a year isn't much, especially if they weren't regular hours. An hour a week is great, for example, and something like 4 hours once a month is worse. They advise Ralph use camgard, fly more often, hangar it, and use an engine dehydrator.   Adam has a Cirrus SR20 on leaseback to a flight school with only 500 hours on it. A student was taking off, and around 900 feet they heard a bang, and experienced partial power and a loss of oil pressure. Lycoming took the engine back for an inspection. Sticking valves caused it to throw a rod. Mike said Lycomings often stick valves, and it's something that should be expected. The manufacturer recommends a wobble test per Lycoming Service Bulletin 388C every 400 hours in airplanes and 300 hours in a helicopter. You can go a thousand hours with the new valve guides. Mike stressed that it's also very important to be trained to detect morning sickness, which is usually the first sign of a valve sticking problem. If a cylinder doesn't light up with the others on a cold start, or feel rough, it indicates valve sticking and the engine should be shut down right away and examined by a mechanic. Colleen suggests having an eagle eye on the engine monitor during the first startup of the morning. Mike said leaning aggressively, especially on the ground, can also help. Adam asks if Lycoming's recommendation to run the engine up before shut down in order to clean the valves actually does so. Mike thinks it's just inconsiderate of those around you, and maybe not terribly helpful.   Jason runs mogas on his Cessna 182. Last year he was climbing through about 8,000 feet and the engine started to stumble. He added carb heat and a few other things, but the engine seemed to come back to life on its own. His Savvy account manager said it was probably vapor lock. Mike agrees with the account manager that the airplane was exhibiting vapor lock symptoms. He thinks it's possible that a fuel line might be close to the exhaust or something else is warming the fuel before it gets to the carb. Paul suspects it might be the fuel line to the JPI engine monitor transducer. They recommend wrapping it the fuel lines in fire sleeve to see if that improves the problem.   Thad has a 1977 Cessna 182Q. He had the engine rebuilt in 2021 and since then it has been “a rockstar.” He thinks it might burn too little oil. It's only burning about a quart every 50 hours. It makes more chromium and aluminum than the lab is happy with. He wonders if the lack of fresh oil is somehow concentrating the contaminants. It's possible he's not getting enough lubrication on the cylinders, Mike said. The chromium can only come from the rings and the valve stems. Usually the problems with the valve stems come combined with increased nickel because they are made of an alloy. Mike said the aluminum in his report is ok, although slightly high. Thad said they've borescoped the cylinders and everything looks good. There's still cross-hatching on the cylinder walls. The hosts are intrigued, but Mike thinks it's faulty thinking. They debate how much metal stays in suspension though the process of adding quarts. Mike suggests keeping an eye on the filter, but otherwise to keep flying.

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welcome back to episode 332 of the Pilot to Pilot podcast. In todays podcast episode we talk about the journey of Tom, a commercial pilot transitioning from a successful engineering career to pursue his lifelong aspiration of becoming a professional pilot. Throughout the discussion, we delve into Tom's experiences with aircraft ownership, specifically his acquisition of a Cessna 150 and subsequently a Mooney, highlighting the financial aspects and the unique challenges associated with each. Tom shares valuable insights into his training process, which includes both traditional flight instruction and self-driven initiatives, underscoring the importance of perseverance in the face of uncertainty within the aviation industry. We also explore the emotional dynamics of pursuing such a significant career change, particularly regarding family support and the inherent risks involved in aviation. This episode serves as an inspiration for those contemplating a similar path, reinforcing the notion that dedication and passion can ultimately lead to the fulfillment of one's dreams in aviation.Companies mentioned in this episode: Garmin Sirius XM Aviation Ground School Southern Illinois University NetJets Flexjet Mooney Cessna Paradigm Aerobatics

In this important and often overlooked conversation, I'm joined by Tahra Cessna to talk about sex education, safety, and bodily autonomy as they relate to autistic children.Tahra brings her expertise and compassionate approach to a topic that many caregivers, educators, and professionals struggle to navigate. We explore why these conversations are essential, how to approach them with neurodivergent children in mind, and what tools and strategies can help support safe, healthy development.Whether you're a parent, therapist, or advocate, this episode offers guidance and reassurance for addressing sensitive topics with clarity, respect, and care.About TahraTahra Cessna is a Board Certified Behavior Analyst and has been working in the field for over 20 years.  Tahra currently serves as the VP of Development for Bierman Autism Centers and is the founder for the Treasure Coast Autism Project (a private, non-profit school for autistic students).  Tahra serves as an expert panelist for Home and Community Positive Behavior Support (HCPBS) where she and other parent-professions provide information and resources to caregivers of special needs children.  Tahra specializes in working with individuals that engage in inappropriate sexual behaviors that place them at risk for exploitation, harassment, and legal concerns. Tahra has provided training and has been published multiple times on the topic of social-sexual behaviors for both caregivers and professionals. About TheresaA wife and a mother to two children and grandmother, Theresa Alexander Inman is a Parenting Coach, Board Certified Behavior Analyst, Infant Toddler Development Specialist, Autism Spectrum Disorder Clinical Specialist. Introduced to behavior analysis in 2007 after years in the juvenile justice system.Her goal is to improve the lives of children and families by helping them strategize child develop skills to prevent or reduce the effects of possible delays while having fun! She also served as a panelist on the first annual Autism World Summit.Theresa is also an author, having published ⁠⁠⁠⁠⁠⁠⁠⁠⁠“Pathways to Early Communication”⁠⁠⁠⁠⁠⁠⁠⁠⁠ in 2022.Connect with Theresa today!• Instagram | ⁠⁠⁠⁠⁠⁠⁠⁠⁠Theresa Inman⁠⁠⁠⁠⁠⁠⁠⁠⁠• LinkedIn | ⁠⁠⁠⁠⁠⁠⁠⁠⁠Theresa Inman⁠⁠⁠⁠⁠⁠⁠⁠⁠• BabyBoomer.org | ⁠⁠⁠⁠⁠⁠⁠⁠⁠Theresa Inman⁠⁠⁠⁠⁠⁠⁠⁠⁠• YouTube | ⁠⁠⁠⁠⁠⁠⁠⁠⁠Parenting with Confidence⁠⁠⁠⁠⁠⁠⁠⁠⁠• Tiktok | ⁠⁠⁠⁠⁠⁠⁠⁠⁠ https://www.tiktok.com/@parentcoachtheresa• Spotify via Anchor.fm | ⁠⁠⁠⁠⁠⁠⁠⁠⁠Parenting with Confidence ⁠⁠⁠⁠⁠⁠⁠⁠⁠Website: https://www.theresaalexanderinman.com/About Parenting on the SpectrumRaising autistic children comes with unique joys, challenges, and learning moments. Join host Theresa as she explores the diverse experiences of parenting kids on the spectrum. Each episode features expert insights, real-life stories, and practical strategies to help you navigate this journey with understanding, compassion, and strength. Whether you're a parent, caregiver, or ally, this podcast is your go-to resource for fostering connection and celebrating neurodiversity. Please share, comment, rate, and download! Be blissful! Theresa

Do you know there are millions of metric tons of plastic waste and microplastics floating in our oceans? This impacts both the fish and ultimately the food we consume. According to the EPA,  “Plastic particles are generally the most abundant type of debris encountered in the marine environment, with estimates suggesting that 60% to 80% of marine debris is plastic, and more than 90% of all floating debris particles are plastic.” Dr. Marcus Eriksen is on the show today to discuss the DVD “Our Synthetic Seas,” which covers the total issue about plastic and the garbage found in our seas and especially the problem of disappearing sea life as fish are now eating plastic, waste, debris, and more dangerous materials. Marcus is currently the Executive Director of the 5 Gyres Institute. He received his Ph.D. in Science Education from the University of Southern California in 2003, months before embarking on a 2000-mile, 5-month journey down the Mississippi River on a homemade raft of plastic bottles. His experience on the river led to a career studying the ecological impacts of plastic marine pollution, which has included 8 expeditions sailing 25,000 miles through all 5 subtropical gyres to discover new garbage patches of plastic pollution in the Southern Hemisphere and beyond. With an affinity for rafting, his most recent adventure sent him and a colleague across the Pacific Ocean from California to Hawaii on a homemade raft floating on 15,000 plastic bottles and a Cessna airplane fuselage as a cabin. The journey, 2,600 miles in 88 days, brought tremendous attention to the plastic pollution issue.   Info: Algalita.org and MarcusEriksen.com.

We speak with a KC-135 pilot and licensed airframe and powerplant mechanic who runs a business specializing in aircraft maintenance, avionics upgrades, and aircraft management. In the news, budget cuts at NOAA's Oceanic and Atmospheric Research Office, a ruling in the so-called “toxic uniform” lawsuit against American Airlines, wildlife hazards, the Swiss Global 7500 aircraft, ATC retirement age, and Air Force restrictions on pregnant pilots. A KC-135R Stratotanker taxis down the flight line in an alert response during a Nuclear Operational Readiness Exercise (NORE) at McGhee Tyson Air National Guard Base, Tennessee, April 6, 2025.(U.S. Air National Guard Photo by Staff Sgt. Jesse Hanson) Guest James Spearman is an aviation entrepreneur who owns James Spearman Aircraft LLC, an FAA Part 145 Repair Station specializing in aircraft maintenance, avionics upgrades, and aircraft management. He is also an active KC-135 Stratotanker pilot with the Tennessee Air National Guard who was awarded the Distinguished Flying Cross in December 2024. James holds a CFI, A&P with Inspection Authorization (IA), and Seaplane ratings (ASES, AMEL, ASEL). He has over 1,000 flight hours in a range of aircraft, from the KC-135 Stratotanker to a Cessna 140, and holds type ratings in the Boeing 707, Boeing 720, Beechjet 400, and Mitsubishi MU-300. James graduated from Middle Tennessee State University with a Bachelor of Science in Aerospace Maintenance Management. In our conversation, James describes flying the KC-135 Stratotanker in a night-time combat mission and experiencing a loss of electrical power. He and his crew managed to compensate and return safely to base.  We also look at how he started his aircraft maintenance business, the type of work performed, and his commitment to a high-level white-glove service. James' aircraft maintenance company works primarily on Cirrus airplanes, and he is also a Diamond Aircraft authorized service center, an Epic service center, and a Garmin avionics dealer. Seaplane discovery rides and ICON A5 training are offered through Iconic Air & Sea Adventures. James also produces the The James Spearman Show podcast. Eleven Airmen from the 134th Air Refueling Wing receive the Distinguished Flying Cross on December 7, 2024 at a ceremony on McGhee Tyson Air National Guard Base, Knoxville, Tennessee. The ceremony highlighted the critical role played by the recipients during a coordinated defense effort in response to one of the largest missile and drone attacks in history, when Iran launched a massive assault on Israel involving over 300 ballistic missiles, cruise missiles, and unmanned aerial systems. (U.S. Air National Guard photo by Senior Airman Ben Cash) Aviation News Stand Up for NOAA Research – The Time to Act is Now A Statement from the American Meteorological Society, in partnership with the National Weather Association, says “The administration's 2026 budget passback plan, currently under consideration, eliminates NOAA's Oceanic and Atmospheric Research (OAR) Office and its 10 research laboratories and 16 affiliated Cooperative Institutes, and moves the few remaining research efforts to different NOAA departments. If enacted, the passback would close all of NOAA's weather, climate, and ocean Laboratories and Cooperative Institutes.” The organizations are asking concerned citizens to reach out elected representatives and share concerns. Find Your Representative Find Your Senator Judge Throws Out ‘Toxic Uniform' Lawsuit Against American Airlines After Nearly Eight Years Of Litigation The class action lawsuit, first filed in 2017, alleged that uniforms given by American Airlines to pilots, flight attendants, and other employees caused rashes, hives, breathing difficulties, and headaches. After nearly eight years, the federal judge threw out the lawsuit against American Airlines and former uniform manufacturer Twin Hill in a summary judgment,

Chris is trying to make sense of his logbooks. He has a Cessna 172 RG and he and his partners had a few electrical issues recently. Some of the logbook entries went in the airframe book and some went in the engine logbook, and he's wondering about the decision-making process involved in picking the proper logbook. Mike said there's no requirements around which entry to put in which logbook, and in fact, there's no requirement to have a logbook in the first place. It's easier and retains the value of the aircraft, of course, but the need to keep a specific logbook isn't based on regulation. The reason we use different logbooks, he said, is because if we were ever to sell the engine separately from the airplane, it would be nice to be able to include the record in the sale. If the item would move with the engine, put it in the engine logbook. Paul said his shop only puts the annual inspection in one logbook, and typically that's in the airframe book. Brandon has a 1977 Cessna 182Q with a low-time engine. Every time he borescopes it he sees lots of lead buildup on the valve stems of the cooler cylinders. He's wondering if there's a way to run it hotter, or is there something he can add to the fuel. The hosts agree that it's actually a mixture distribution issue, something normal and expected in the O-470. Paul had a 182 and he did a bunch of lean testing. When he would lean to roughness and roll it back only enough to smooth out the engine, he would have two cylinders lean of peak, two at peak, and two rich of peak. Mike suggests adding TCP to the fuel. The main downside is that it's quite toxic, so careful handling is required. Scott is interested in pushing the boundaries of the maintenance regulations. He's wondering if he is allowed to sign off an AD as an owner because the regs don't specifically state it has to be a mechanic. Mike thinks it must be an A&P because they are inspections, and only A&Ps can do inspections. There are a few ADs that explicitly allow the owner/operator to perform them. Paul suggests that a lot of ADs require a maintenance action that is outside the scope of owner-performed maintenance as well. Mike is questioning Continental's guidance that limits extended running below 2,300 rpm. He finds that his airplane runs smoothest at 2,100 rpm. Mike explains that the bulletin came about after an issue with Cape Air and their 402s. After a few in-flight engine failures, they grounded the fleet and started inspecting engines. The failures were caused by counterweight release with accelerated wear in the pins and bushings. Continental couldn't find anything wrong with the parts, and they guessed that it was due to operation at low rpm. Cape Air was operating at high power, rich of peak. They never tracked down the real problem, and guessed this was the issue. Cape Air had gone from operating at 2,300 rpm to 2,200 rpm. Mike believes that if you are operating at high power and rich of peak, it might be worth observing the limit, but if you are operating at low power, or lean of peak, you can ignore it.

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Max talks with ferry pilot Sarah Rovner, founder of Full Throttle Aviation, about her adventures and challenges flying planes across continents. Sarah stumbled into ferry flying when she helped deliver a plane and quickly found herself flying everything from gliders to agricultural aircraft across Central America and even the Atlantic. Her unique edge wasn't just piloting—it was handling the complex international paperwork required for cross-border flights. Sarah explains the nuances of flying foreign-registered aircraft, using handlers, and dealing with customs and regulatory hurdles in countries like Mexico and Canada. She shares hair-raising tales like flying over the Arctic in winter in a Cessna 210, discovering a failed axle, and performing repairs in subzero temps. She's faced oxygen failures, ferry tank malfunctions, and the infamous “ice bridging” during Atlantic crossings. Despite the flat-rate pay and frequent mechanical delays, Sarah loves the freedom, camaraderie, and adventure. She also trains and mentors pilots, including retirees and aspiring time-builders, emphasizing the importance of judgment over just stick-and-rudder skills. Her company now provides aircraft imports, paperwork, and check rides, and she encourages others interested in ferry work to learn multiple aircraft types and fly smart. If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon. Support the Show by buying a Lightspeed ANR Headsets Max has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let's you trade in an older Lightspeed headset for a newer model. Start with one of the links below, and Lightspeed will pay a referral fee to support Aviation News Talk. Lightspeed Delta Zulu Headset $1199 Lightspeed Zulu 3 Headset $899Lightspeed Sierra Headset $699 My Review on the Lightspeed Delta Zulu Send us your feedback or comments via email If you have a question you'd like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone. News Stories Helicopter crash in New York's Hudson River kills six FAA requests unleaded fuel pireps FAA Winding Down Flight Service After string of near-collisions, FAA wants to change Class C at Palm Beach Unither Achieves First Hydrogen-powered Helicopter Flight Pilot who died in Duxford SR22 plane crash was 'inexperienced' Failure to discontinue unstabilized approach leads to crash Pilot seriously injured on third flight in new airplane Unsecured penguin caused helicopter crash in South Africa Mentioned on the Show Buy Max Trescott's G3000 Book Call 800-247-6553 Lightspeed Delta Zulu Headset Giveaway Video of the Week: SR22 Pilot Induced Oscillation Max's Max Impact FLYING magazine column: February Stop the prop by Barry Schiff 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.

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Join Ben, Brian, and Ted for hangar talk about the joys (and pains) of annual inspections in this episode of the Midlife Pilot Podcast. The guys commiserate over their planes being simultaneously grounded, with Ben's Beast down to five cylinders and showing remarkable "patience" (or is it numbness?). Brian dishes on his new book of aviation essays "Make Small Corrections," while Ted smugly reminds everyone his oil-free belly never needs scrubbing. The fellas debate what aircraft they'd come back as in the next life, swap formation flying stories, and remind everyone about the upcoming Texas meetup. Pull up a chair in the hangar and settle in for another episode that'll make you feel right at home in the best pilot community around.Mentioned on the show:* Ernest Goes To Jail: https://en.wikipedia.org/wiki/Ernest_Goes_to_Jail* The Green Mile: https://en.wikipedia.org/wiki/The_Green_Mile_(film)* Nashville prison: https://en.wikipedia.org/wiki/Tennessee_State_Prison* Paul Craig episode 120: https://creators.spotify.com/pod/show/midlifepilotpodcast/episodes/EP120---Descending-from-Mount-Stupid-with-Paul-Craig-e30b2sb* Cessna 195: https://en.wikipedia.org/wiki/Cessna_195* Stinson v77: https://en.wikipedia.org/wiki/Stinson_Reliant* Lockheed AC130: https://en.wikipedia.org/wiki/Lockheed_AC-130* Continental IO520: https://en.wikipedia.org/wiki/Continental_IO-520* Georgia Tech Wreck Racing: https://wreckracing.gatech.edu/* RMG Rome airport: https://www.airnav.com/airport/RMG* Sam's Burger and Deli: https://www.samsburgerdeli.com/* XNX Music City Executive: https://www.airnav.com/airport/XNX* "Cessna 140 Ben": https://flywithben.com/* Centerline Aviation: https://centerlineair.com/* Cessna 337 Skymaster: https://en.wikipedia.org/wiki/Cessna_Skymaster* TomAir's Cessna 337: https://www.youtube.com/@tomairtv* The Green Machine: https://www.retroist.com/p/the-green-machine* Brian's book, "Make Small Corrections": https://amazon.com/dp/B0DZWQKGJX* Original Kindle with a keyboard: https://commons.wikimedia.org/wiki/Category:Amazon_Kindle_(original_version)

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Should you trade your aging airplane in anticipation of higher repair costs on your current bird? Mike, Paul, and Colleen have a strong opinion on this. Plus, sticky valves, taking good care of turbos, and engine monitor set-up frustrations. Email podcasts@aopa.org for a chance to be on the show. Join the world's largest aviation community at aopa.org/join Full notes below: Scott has a Tecnam P2010 with a Lycoming IO-390. He's had a few instances where cylinders dropped off, the engine ran rough, and then they quickly came back on. It was followed by morning sickness. In essence he had a sticky valve. He found that his CHT temperatures were quite low. At altitude, running the airplane at best cruise power, his CHTs are about 350 degrees. In climb if he leans he can get three cylinders over 350. Mike said he wouldn't stress about the CHTs, but he would borescope the cylinders to verify that there isn't too much build-up.   Yuriy has a new-to-him 2010 Cirrus SR22 that's turbonormalized and he's looking for some tips on taking care of his turbos. He flies lean of peak at 28 inches. He is limiting turbine inlet temperatures at 1,500 degrees. Mike thinks 1,500 is excessively conservative. The red line is 1,650 degrees, and Mike tries to keep his at or below 1,600 degrees. He also doesn't subscribe to the one inch per minute reduction of manifold pressure. Lycoming at one time published a document that said not to cool CHT more than 60 degrees a minute. Mike's engine monitor alarm is at 30 degrees a minute, and he said it doesn't go off very often. He also doesn't cool the turbo on the ground before shutting down unless he had high power right before landing for some reason.   Wade has a Cessna 185 with an IO-550. On his last annual he had a few burned exhaust valves. He's trying to avoid higher maintenance bills in the future. Paul tries to make Wade feel better by telling him that burned valves have nothing to do with how he's operating the engine and everything to do with the lead in avgas. Going through his operating technique, the only suggestion they have is for Wade to lean much faster, and avoid using the lean find feature. The green arc on his manifold pressure gauge is also wrong. He was worried that he'd have to take off at partial power in order to stay in the green arc on the gauge. The hosts discuss how to reprogram the display.   Matt doesn't want to throw good money after bad. He's wondering how long you should hang on to an airplane as it ages. He has a 1977 Cessna T210. Parts are starting to get scarce. It's hard to find qualified mechanics. He feels like he wants a great airplane that lasts him well into the future. The hosts all agree that it's better to hold on to the airplane he knows, and not to worry about 210 parts availability, at least when compared to other airplanes. 

Daily Boost Show Notes - Episode 5050 How Flying Taught Me to Navigate Life's Confusion Host: Scott Smith Episode Description In this Friday's episode, Scott Smith shares a powerful life strategy he learned as a pilot that can help anyone maintain forward momentum, even when feeling lost or confused. With his trademark blend of personal storytelling and practical wisdom, Scott explains how the aviation rule of "aviate, navigate, communicate" saved him during a disorienting flight and how this approach can transform how you handle challenges in everyday life. Drawing from his 150+ hours of flying experience, Scott reveals how a moment of confusion while approaching an airport with his daughter on board taught him a lesson that transcends aviation. His three-step process provides a simple but effective framework for maintaining stability, regaining clarity, and seeking help when life gets overwhelming. Whether you're facing a career setback, relationship challenge, or simply feeling lost, this episode offers a flight plan for regaining control and confidently moving forward. Featured Story Flying a Cessna 172 to pick up his daughter from college, Scott experienced a disorienting moment when, despite seeing the airport ahead, he suddenly felt completely lost about how to proceed. Only minutes before I needed to contact the tower, panic started to set in. Rather than freezing, Scott turned to his pilot training and followed the three fundamental rules of aviation: aviate (keep flying the plane), navigate (determine his position), and communicate (reach out for help). By swallowing his ego and telling the tower "I'm a low-hour pilot...and I'm a little confused," he received the guidance he needed to land safely and learn a valuable life lesson. Key Takeaways When feeling lost or confused, first maintain stability in your current situation Continuing to "aviate" prevents minor problems from becoming catastrophic Taking time to "navigate" helps you understand what threw you off course Being willing to communicate and ask for help is often the fastest path to a solution Ego often prevents us from seeking the help we need to move forward The question "How do I want to feel?" empowers you to choose your emotional state Even highly motivated people experience moments of confusion and self-doubt Maintaining your foundation is essential before pushing toward future goals Simple frameworks can help you respond effectively to complex situations Sometimes, the fastest way through confusion is admitting you need assistance Memorable Quotes "How do I want to feel? That question empowers you to decide how you want to feel." "No matter how motivated you are to achieve your goal, thinking like a pilot can save the day when life gets in the way." "Aviate, navigate, communicate. It'll get you everywhere you want to go every single time. And it doesn't have to be in an airplane." Scott's Three-Step Approach Aviate: Keep your life flying and stable; don't crash and burn when challenges arise Navigate: Break through confusion by determining where you are on your journey and what threw you off course Communicate: Reach out to people who can help you, even if it means swallowing your ego Connect With Scott Search for The Daily Boost on Apple Podcasts and Spotify. Email: support@motivationtomove.com Main Site: https://motivationtomove.com Courses Face Your Passion  9-Minute Clarity Code Free Resource Perfect Week Planner Daily Awareness Diary Template Learn more about your ad choices. Visit megaphone.fm/adchoices

Ever wonder how the flap system in a Cessna works? This episode Mike, Paul, and Colleen take a deep dive on the system, plus engine vibrations, leaning for high altitude takeoffs and go arounds, and getting bees out of a restoration. Email podcasts@aopa.org for a chance to be on the show. Join the world's largest aviation community at aopa.org/join Full notes below: Ken is experiencing vibrations in his Cherokee at certain throttle settings. After installing an engine monitor he discovered that with the throttle at roughly 90 percent full he could induce the vibration, but then quell it by using the mixture. He could see that a cylinder was going offline at full rich, but came back online when leaned. Mike suggests that he needs to lean in the climb to compensate for the overly rich mixture, but Ken said he's also able to stop the vibration by reducing the throttle setting but keeping the mixture full rich. The hosts still think he's too rich. They recommend leaning in the climb and keeping the EGT constant as he climbs. Ken also noticed that the cylinder that goes offline is also an outlier on the engine monitor. They tell him to do a GAMI lean test and an induction leak test to try and isolate whether he has a problem or just a poor mixture distribution. Find the test Mike described on Youtube: https://youtu.be/_VfiPuheeGw For more on the induction leak test Paul described: https://www.savvyaviation.com/wp-content/uploads/savvy_pdf/Savvy-Flight-Test-Profile-Expanded.pdf Marcus has a first generation Cirrus and he wants to ensure he is leaning properly for high-altitude takeoffs. Paul said to put his EGT around 1,300 or 1,350 degrees, which will put him close to the Cirrus chart, but is more accurate. For high altitude go arounds, Paul knows his fuel flow at around 1,300 degrees EGT, so he just sets the fuel flow to the expected amount. Luke has been having an issue with the flaps coming down in his 182. What follows is a loooooonnng and detailed description of the Cessna flap system. Blythe was restoring his family's Cessna 150 and found a bunch of mud daubers. The inspection panels allowed him to clean out some, but he assumes there are more that he couldn't reach. Paul said the potential corrosion is a key to the solution. He said the bees don't like to build nests on corrosion inhibitors. He also said to make sure to check up the vertical stabilizer, which is a popular spot. Mike said he's had luck with moth balls in other machinery.