Podcasts about Cessna

In this episode, Mike, Paul, and Colleen discuss unnecessary maintenance, lean of peak, and flaming exhausts! Email podcasts@aopa.org for a chance to get on the show. Join the world's largest aviation community at aopa.org/join Full episode notes below: Mitchell has a Cessna 185 and he's wondering if it's smart to change out the rotocoils on his engine at some pre-determined point in order to avoid uneven heat patterns on his exhaust valves. Paul, despite having done this, advises him to borescope, and only change when he sees an uneven heat pattern. Since Mitchell already borescopes often, Paul thinks he'll catch a faulty rotocoil quickly. Mike suggests that Mitchell could hit the coil with a mallet and if it doesn't turn to change it. Regardless of the test or monitoring method Mitchell chooses, they agree it's unnecessary to change the springs pre-emptively. Doug has some questions about lean of peak. Specifically, he's wondering why his EGT spread is so large when his GAMI spread is only .2 gallons an hour. The hosts remind him that EGT only matters as a way to identify peak. Otherwise the relative and absolute numbers are meaningless. The big gap in EGT and CHT numbers often comes down to cooling inefficiencies, according to Mike. If the numbers indicated that the cylinders were making differential power, Doug would feel the engine roughness. So the hosts think he's doing just fine. Adam wants to know if he can use an automotive alternator in his Cessna 172 under the new VARMA policy. The policy allows for part substitutions when no aviation parts are commercially available. Since 172 alternators are available, he must use one of those. The hosts then discuss what makes an aviation alternator different from an automotive version since Cessna and Piper use GM and Ford alternators. Paul and Colleen focus on the brushes, which are different, and ours turn the opposite direction, which would require a different pully. Although they agree an owner could bring an aviation alternator to an automotive rebuild shop with aviation parts, they recommend against a straight automotive version. Mark has a Cherokee 235 and he likes to take videos of his flights in order to critique his skills. One one night flight he saw flames coming out of his exhaust, which he obviously found alarming. The hosts put his mind at ease, telling him it's a natural by-product of the combustion process, and simply represents the power his engine is making. But they dig further to find out two important points. First, Mark doesn't have a flame cone on his exhaust. If he did, the flames probably wouldn't be visible. And two, this only happens when he's lean of peak. This intrigues Mike because it's evidence of a slower combustion process that's known to happen during lean of peak. He surmises that because the process is longer, but the rpm consistent, combustion isn't complete when the valve opens, which is why Mark only sees the flame.

“Hey Mr. Twenty Twenty… what's the best chair to manifest from? I know you love your Eames chair, but I've got this slick gaming chair that probably cost more than yours.”Alright, let's stop right there.If you're asking me about chairs, sticky tape, or sigils, you've already missed the point.This is The Power of Imagination Podcast—and the only thing we explore here is the wonder-working power of the human imagination.You wanna know what PTSD is? It's imagination out of control. And I had it long before it was trendy.When you're desperado, you start believing in anything: the chair, the sticky tape, the chant. I've been there.But here's the thing: none of that caused your problem, and none of that is gonna save you.The problem—and the solution—is state.People love to say “thoughts create things.”No, they don't.Your state produces your thoughts and your things.The state of “happy loving coffee drinker” naturally thinks, “Damn, I want a cup of coffee.” That thought only shows up because of the state.Neville Goddard nailed it:“All that you do, all that befalls you, all that others do to you, comes from your state.”That's the law. Not sticky tape. Not which chair you sit in.When I moved to Australia, I had to adjust. In America, we drive on the right. In Australia, we drive on the proper side.If I insisted on “finding what works for me,” I'd be smashing into people left and right.Same thing with manifesting. There are rules. Ignore them, and you're gonna crash.Wherever I sit, that's my throne.I've been a search-and-rescue guy. Here's the deal: Air Force One is whatever plane the President is on. If he's in a Cessna, that's Air Force One.Same with me. If I'm in an Eames chair, it's the throne. If I'm on a rock in the woods, it's the throne.What matters is not the chair. What matters is the state.Neville said you can imagine while walking. I suggest you do.I call it the Twenty Twenty Power Walk. Every day, I walk and imagine lovingly for the people I pass—or those who pop into my mind.That's a throne too.Stop buying silly shit. Buy the pearl.Don't blame the chair. Don't worship the sticky tape. Don't cling to vegetarianism, meat, or magic chants.There's one cause: your state.Change that, and you change everything.If this hit home, dive deeper with me.We just rebuilt Manifesting Mastery Deluxe. Now it comes with:A brand-new video every dayA private Facebook groupBonuses and live callsThe first week will blow your mind.

When a small Cessna went down in the San Gabriel Mountains in February 1979, eleven-year-old Norman Ollestad was thrust into a fight for his life. Stranded in a blizzard on alpine terrain more than 8,500 feet up, he drew on the skills and grit he'd learned from his father to make his way out. Sources: Crazy for the Storm: A Memoir of Survival, by Norman Ollestad (2009). For a full list of our sources, visit npadpodcast.com/episodes For the latest NPAD updates, group travel details, merch and more, follow us on npadpodcast.com and our socials at: Instagram: @nationalparkafterdark TikTok: @nationalparkafterdark Support the show by becoming an Outsider and receive ad free listening, bonus content and more on Patreon or Apple Podcasts. Want to see our faces? Catch full episodes on our YouTube Page! Thank you to the week's partners! SelectQuote: Life insurance is never cheaper than it is today. Get the right life insurance for YOU, for LESS, and save more than fifty percent at selectquote.com/npad Hello Fresh: Use our link to get up to 10 FREE meals and a free item for life. Smalls: For a limited time only, get 60% off your first order PLUS free shipping when you head to Smalls.com/npad. BetterHelp: National Park After Dark is sponsored by BetterHelp. Get 10% off.

What happens when a tech executive with a passion for flying gets the chance to combine both worlds? In this episode of Behind the Prop, hosts Bobby Doss and Wally Mulhearn welcome Barry Knuttila, President and CEO of King Schools, to explore that exact story.Barry recounts his early flying background, how a corporate collapse unexpectedly redirected his career, and the fateful moment he reached out to John and Martha King. That outreach led to a role as CTO during King Schools' transition to the internet era, eventually growing into leadership of the company itself. Along the way, Barry earned advanced ratings, flew Falcons with John and Martha, and became a familiar on-camera instructor.The discussion highlights King Schools' unique ethos—authenticity, humility, and an unwavering focus on student success. Barry explains how listening to customer feedback and treating students like friends has guided the company from the days of shipping VHS tapes to today's mobile-friendly apps, flashcards, and integrated flight school tools.Listeners will hear about how the flight training industry has shifted from primarily self-paced, individual learning to ab initio, career-focused programs. Barry shares how King Schools has responded by expanding its B2B offerings for universities and flight schools while continuing to serve individual learners. The conversation also covers innovations in course design, the importance of breaking training into smaller, more consumable segments, and King Schools' efforts to reduce checkride anxiety through immersive preparation courses.From personal reflections on flying helicopters and biplanes for fun to insights on the future of aviation training, Barry's perspective underscores both the timeless values and forward-looking vision that continue to shape King Schools. Whether you're a student pilot, CFI, or aviation enthusiast, this episode offers inspiration and practical wisdom for every stage of the journey.

A queda de um avião em Mato Grosso do Sul matou os quatro ocupantes. O piloto e dono do Cessna precisou abortar uma tentativa de pouso. Morreram também o arquiteto chinês Kongjian Yu, famoso pelo conceito de cidades-esponja, e os cineastas brasileiros Luiz Fernando Feres da Cunha Ferraz e Rubens Crispim Junior, que produziam um documentário sobre a obra dele. A Comissão de Constituição e Justiça rejeitou por unanimidade a PEC da Blindagem, e o Senado arquivou a proposta. O presidente Lula disse que a conversa com Donald Trump será de respeito mútuo entre dois homens de oitenta anos. Um supertufão provocou mortes e destruição no leste da Ásia. Atletas brasileiros conquistaram mais seis medalhas no Mundial Paralímpico de Natação.

Spotlight on the September 2024 fatal crash involving an Evolution Revo light sport weight shift aircraft (LSA). A CFI and student pilot were killed when the aircraft's wings folded and it entered a steep dive.Todd Curtis and John Goglia explore questions not answered in the recently released NTSB report. How or why did the CFI miss the checklist item to attach a key support cable? Had the aircraft recently been transported? Was work done on the aircraft?The aircraft uses hang-glider-like wings for lift. It relies on moving a control bar to shift the center of gravity and change the shape of the wing and does not rely on traditional flight control surfaces. Despite his extensive experience with the aircraft, the CFI did not properly attach a key support cable called a haul back cable.LSA rules will change in 2025 and 2026, including allowing pilots with an LSA certification to fly larger aircraft like the Cessna 172.  Don't miss what's to come from the Flight Safety Detectives - subscribe to the Flight Safety Detectives YouTube channel, listen at your favorite podcast service and visit the Flight Safety Detectives website. Want to go deeper with the Flight Safety Detectives? Join our YouTube Membership program for exclusive perks like members-only live streams and Q&As and early access to episodes. Your membership support directly helps John, Greg and Todd to deliver expert insights into aviation safety.Interested in partnering with us? Sponsorship opportunities are available—brand mentions, episode integrations, and dedicated segments are just a few of the options. Flight Safety Detectives offers a direct connection with an engaged audience passionate about aviation and safety. Reach out to fsdsponsors@gmail.com. Music: “Inspirational Sports” license ASLC-22B89B29-052322DDB8 Hosted by Simplecast, an AdsWizz company. See pcm.adswizz.com for information about our collection and use of personal data for advertising.

Designing a clean sheet airplane and introducing it to the world by flying to Oshkosh is a bold plan, but that's exactly what Steve Wood did this year. He tells us all about the Spirit Engineering SE-1, including why staying quiet was important for the company, why good looks matter in an airplane, and why they designed their own engine. Steve also worked at Cessna many years ago, so he talks about the glory days of GA, including the launch of the Cessna Caravan. In the Ready to Copy segment, Steve discusses common design mistakes, the Skypup ultralight, and the Cessna T303.SHOW LINKS:* Spirit Engineering: https://spiriteng.com/se-1-aircraft/* SE-1 video: https://youtu.be/9BMg5ECULm0* PilotWorkshops Mastery: https://pilotworkshop.com/

A day of remembrance for Charlie Kirk, Matt Rivers is in Arizona at the conservative activist's memorial service where tens of thousands are in attendance including President Trump, JD Vance, and Elon Musk; Reena Roy reports on that deadly country club shooting in New Hampshire and what we're hearing what police say he said, and the actions of some in attendance ; and Selina Wang is at the White House, President Trump's late night post on social media appearing to pressure Attorney General Pam Bondi to prosecute political rivals; and more on tonight's broadcast of World News Tonight with David Muir. 00:00 Intro  01:50 A day of remembrance for conservative activist Charlie Kirk, tens of thousands in attendance Xx Suspect named in deadly country club shooting in New Hampshire  05:32 President Trump appears to pressure AG Bondi to prosecute political rivals, in a late night post on social media 07:38 White House confident about deal to keep Tiktok operating in U.S. 11:11 United Kingdom, Portugal, Canada, and Australia say they recognize State of Palestine 12:15 Heightened security ahead of U.N. General Assembly in New York 14:36 Eagles “tush push” faces renewed scrutiny 15:02 Oklahoma tiger trainer killed by tiger at wildlife preserve 15:36 Cyber attacks wreak havoc for air travel in Europe 15:56 A'ja Wilson named WNBA MVP for a record 4th time 16:27 Cessna crashes at Connecticut road racing park 16:46 ESPN launches new app offering users customized experience of favorite teams, sports 18:02 America Strong: 100 year old golfer pledges to keep on golfing, and celebrates life on the links Learn more about your ad choices. Visit podcastchoices.com/adchoices

Gotchas and head-scratchers are the theme this episode, as Mike, Paul, and Colleen help an owner with a pitted camshaft, an inop instrument, a faulty vacuum line, and ops procedures. Email podcasts@aopa.org for a chance to get on the show. Join the world's largest aviation community at aopa.org/join Full episode notes below: Mike had two airplanes over the past 10 years with crankshaft pitting, despite regularly flying, hangaring, and using an engine dehydrator. He's wondering if there's anything else he can do to keep the rust away. The hosts focus on the timing of the events and consider that maybe Mike was caught up in a period when Continental had manufactured some sub-standard parts. They are confident Mike did the right thing by having his mechanic use the guidance in Continental's Service Information Directive 05-1B, which describes how to inspect and then when to replace the cam if spalding is found. Trevor has a Cessna 152 and he noticed that the vacuum line near the static sump had been bumped and was disconnected. It's a simple assembly that doesn't require tools to replace, only some teflon thread. He's wondering if that would be acceptable to do under the regulations for preventative maintenance. The hosts agree that it fits the definition of preventative maintenance perfectly, but that changing out the line would trigger the requirement for a static system leak-down test, which doesn't meet the definition. So, although a pilot could probably replace the line, he/she would have to hire a mechanic to do the leak-down test anyway. Brian is the manager of a flying club with a Cherokee that has a persistent inop flag on the S-Tec 30 turn coordinator, and he wants to know if you can label only the inop flag as inop. Mike thinks that's sound logic, but Paul and Colleen are a little more skeptical. When Brian says the airplane is used for checkrides, the hosts agree that DPEs are probably not going to allow it, and to placard the entire autopilot inop. Tim is wondering how many times to cycle the propeller during the run-up checks. The hosts all agree that once is sufficient, unless there's a need to do more. That might be because the oil is very cold, the hub is large, or there wasn't a good response on the first try. But all the parameters that need to be checked can be done in one pull, and a second and third pull are unnecessary and cause unneeded strain on the engine.

Join Rob Reider on episode 113 of Flying Magazine's I Learned About Flying from That podcast as we meet Bob Kamm, a retired air traffic controller and new flight instructor. Fresh off earning his commercial certificate, Bob accepted his very first flight for hire: ferrying an early, "very ragged" Cessna 150 from Connecticut to Florida. What seemed like a straightforward job quickly devolved into a tale of significant lapses in aeronautical decision-making. With a plane described as "road hard and put away wet," suffering from rust, bad tires, an inoperable transponder, non-functioning radios, a leaking fuel tank, and a window that popped open mid-flight, Bob faced a myriad of challenges, including moderate turbulence and navigating complex airspace. Tune in to hear the unbelievable journey, the moments of stark realization, and the invaluable lessons learned from a flight that tested every fiber of a pilot's resolve.

Filmmakers Chai Vasarhelyi and Juan Camilo Cruz join Kate to discuss Lost in the Jungle, the extraordinary story of four Indigenous siblings—ages 13, 9, 5, and 11 months—who survived for 40 days in a remote part of the Colombian rainforest after their Cessna aircraft crashed, killing their mother, Magdalena Mucutuy, and the pilot. Reality Life with Kate Casey What to Watch List: https://katecasey.substack.com Patreon: http://www.patreon.com/katecasey Twitter: https://twitter.com/katecasey Instagram: http://www.instagram.com/katecaseyca Tik Tok: https://www.tiktok.com/@itskatecasey?lang=en Facebook Group: https://www.facebook.com/groups/113157919338245 Amazon List: https://www.amazon.com/shop/katecasey Like it to Know It: https://www.shopltk.com/explore/katecaseySee Privacy Policy at https://art19.com/privacy and California Privacy Notice at https://art19.com/privacy#do-not-sell-my-info.

On August 9, 1981, a small Cessna 210 aircraft carrying five men vanished over the rugged wilderness of Barrington Tops, NSW. Despite extensive searches, no wreckage or remains were ever recovered, and the fate of the aircraft remains one of Australia's most baffling aviation mysteries. In this episode, we explore the background of the passengers, the last radio transmissions, the massive search efforts, and the eerie theories that still surround the disappearance. Was it a tragic accident, or is there more to the story hidden in the misty ranges of Barrington Tops?Become a supporter of this podcast: https://www.spreaker.com/podcast/weird-crap-in-australia--2968350/support.

1DullGeek drops the bombshell that building beats bureaucracy, while keeping his aircraft shortlist more classified than Area 51 (spoiler: Ted's in on the secret). Brian discovers that flying tailwheel means surrendering all control to achieve actual control, and that Cherokee muscle memory doesn't translate to delicate Cessna 140s. Ben's multi-engine journey continues with nose-diving revelations and the humbling realization that "dead foot, dead engine" logic fails spectacularly under pressure.The crew dives deep into Mosaic's game-changing LSRI certification that's about to turn every EAA chapter into inspection central, while insurance companies lurk in the shadows as aviation's true overlords. Plus, why builder-assist programs range from "comprehensive education" to "glorified observation," and Ted casually flexes 45 nautical miles per gallon because apparently his egg runs on good intentions and Pacific Northwest vibes.Mentioned on the show:Tailwheel CFI Ben Lehman, Drift Aviation: https://www.driftaviation.com/XNX, Music City Executive Airport: https://www.musiccityexecutiveairport.com/skywatch.ai, renters insurance on a daily basis: https://www.skywatch.ai/aircraft-renters-insuranceTransair Flight 810, getting the failed engine wrong and landing in the ocean near Hawaii: https://apnews.com/article/plane-ditches-ocean-hawaii-7ec8d9d33b42ec6b7cefe0ea94aa74b7Ted's video, sunset burger flight up the columbia river gorge: https://www.youtube.com/watch?v=p8o4es8puSAMark's video, Climbing Thru a Thin Broken Layer: https://www.youtube.com/watch?v=LxxULQhMZ5ECanard Boulevard: Mosaic: The Huge Gift from the FAA for Experimental Owners That Nobody Is Talking About: https://www.youtube.com/watch?v=uS9GY_9-t6cMoonies, aka Unification Church: https://en.wikipedia.org/wiki/Unification_ChurchGhost Dog: The Way of the Samurai: https://en.wikipedia.org/wiki/Ghost_Dog:_The_Way_of_the_SamuraiAng Patriot: https://veloceplanes.com/ang/Porto Risen: https://www.flyrisen.com/TL Sparker: https://tlsportaircraft.com/sparker/Sling TSi: https://slingaircraft.com/aircraft/sling-tsi/Erin & Paul's airplane build: https://www.youtube.com/watch?v=xB6X4IZVEXoAviation101 Sling build: https://www.youtube.com/watch?v=P8_QRqLhUq0&list=PLZUuXpwtz5yDL3fELSX72zGl6IaTL7usESupport the Show:Join the best midlife pilot community and support the podcast on Patreon, browse our aviation merch collection, send us your feedback, and connect with fellow pilots at ⁠https://midlifepilotpodcast.com⁠. We're grateful for your support in making this the positive aviation community we all love to be part of.

How do you fix a fix? Mike, Paul, and Colleen explore STC challenges, including parts, wrong installations, and ADS-B that isn't working. Email podcasts@aopa.org for a chance to get on the show. Join the world's largest aviation community at aopa.org Full notes below: Barat has a Cirrus SR22 with an STC air conditioner. The driveshaft recently broke and he's wondering how to fix it. Some mechanics he's spoken to won't use alternative parts, but others will. Mike said it's not unlike altering the original type certificate. The question is whether your alternative to the supplemental type certificate is major or minor. Mike and Paul agree that it sounds like a minor alteration because the parts are now available from Cirrus, based on the STC that Barat had it installed previously.   Kevin has an LX7 with advanced avionics. A month or so after a trip through the Southwest, he got a letter from the FAA saying his ADS-B wasn't functioning properly. He's wondering how to know whether or not it's working. Mike said he thinks this problem is similar to the transponder question. Even though there's a reg that requires that an installed transponder be on and functioning, there's no way to know if that's the case, other than an ATC report or during a 24-month check. The hosts suggest you could do the same with ADS-B, requesting a report from the FAA on a periodic basis.   Byron has a Cessna 170 that he purchased three years ago. The airplane came with vortex generators that were installed incorrectly. Byron is wondering what he should do next in terms of holding the original installer accountable. The hosts caution him on going to the FAA because they can't investigate halfway. Mike wonders whether the FAA would actually go after the mechanic, since it's not a safety of flight issue. Paul thinks making an honest mistake is usually let off from the FAA with minor infractions.

Aviation Career Foundation & PhilosophyDarren Pleasance's aviation journey began serendipitously at age 13 in Livermore, California, sparked by witnessing model airplane flying in a local park (02:32)Boy Scouts aviation merit badge provided first airplane flight experience with troop leader who was also a flight instructorAirport proximity advantage allowed daily after-school bicycle rides to Livermore Airport for hands-on learningMentorship network development through open hangar visits led to free flight instruction from CFI named DougAccelerated certification timeline: solo at 16, private at 17, commercial instrument flight instructor at 18College funding strategy utilized flight instruction income to pay for education expensesLife decision framework established early: "When faced with difficult decision, choose one that makes for better story" (07:03)McKinsey departure decision after 14 years applied this principle to join Google despite financial spreadsheet analysisAlaska bush pilot choice over completing engineering master's degree exemplified same philosophyCareer diversification approach created multiple aviation experiences: corporate jets, glider towing, competition aerobatics, bush flyingMedical Certification Challenges & AdaptationsColor vision deficiency discovery at age 16 during first medical examination created major career obstacle (09:16)Initial medical restriction: "not valid for night flight or color signals" threatened professional pilot aspirationsDemonstrated ability waiver process required FAA flight examination demonstrating ability to distinguish aviation-relevant colorsTesting requirements included: identifying plowed vs. unplowed fields, recognizing taxiway centerline lights, runway edge lights, beacon colorsAirline career impact: even with eventual first-class medical clearance, airlines wouldn't hire pilots with any medical history complicationsBlessing in disguise outcome: forced exploration of diverse aviation opportunities including John Travolta corporate pilot work, competition aerobatics, P-51 flyingCorporate Experience IntegrationMcKinsey consulting foundation provided comprehensive business function exposure across marketing, sales, finance, organizational strategy (05:58)High-tech specialization and sales/marketing focus opened door to Google global team leadership opportunity14-year tenure built expertise in helping management teams improve business performance worldwideDiverse client experience across multiple industries and business functions created versatile skill setGoogle and Cisco leadership roles combined with continuous aviation involvement maintained dual expertise (12:51)Weekend flying commitment included teaching aerobatics at Bedford Airport's Executive Flyers AviationCompetition aerobatics involvement led to EAA board connections and industry networkingP-51 flying experience enhanced aviation credibility and public profileAOPA Leadership Vision & QualificationsUnique qualification combination merged deep aviation passion with Fortune 500 business leadership experience (12:51)200+ employee organization requires substantial business management capabilitiesPublic speaking requirements for member events, donor relations, political advocacy, airport community relationsAviation credibility essential for representing pilot community interests and understanding operational challengesAdvocacy experience needed for communicating aviation value to non-pilot stakeholdersCurrent aircraft ownership maintains grassroots GA connection through Sea Ray amphibious aircraft and RV-6 ownership (15:11)Recent flying examples: Priest Lake, Idaho seaplane fly-in participation, formation flying with friendsBackcountry flying engagement demonstrates continued hands-on small aircraft experienceCost-conscious operations understanding through Rotax-powered aircraft ownershipComprehensive Member Service PortfolioBase membership value proposition at $89 annually provides extensive pilot support services (20:40)Pilot Information Center staffing includes deep maintenance experts available for technical problem-solvingInternational flight planning assistance covers Canada, Bahamas, and worldwide destinations with step-by-step guidanceAircraft purchasing support through aviation finance group connections and escrow service coordinationDocumentation and process guidance for complex aviation procedures and regulatory compliancePilot Protective Services enhancement for additional $85 annually adds critical legal and medical advocacy (21:43)Medical packet review service ensures special issuance applications meet FAA requirements before submissionLegal representation availability for FAA enforcement actions, violations, or incident responsesSpecialized expertise access for navigating complex regulatory interactions and protecting pilot certificatesRisk mitigation approach prevents multi-month delays from incomplete FAA submissionsMedical Certification Support & Modern ChallengesGrowing mental health certification complexity requires specialized AOPA medical services guidance (30:28)Young pilot medication history increasingly common for anxiety, depression, ADHD treatments during teenage yearsHistorical automatic disqualification being replaced with thoughtful case-by-case evaluation by FAADocumentation requirements becoming more complex but achievable with proper preparation and advocacyDr. Susan Northrup leadership as Federal Air Surgeon working to reduce special issuance backlogsProcessing timeline improvements under current FAA medical leadership showing measurable progress (30:28)Six-month to one-year timelines still common for special issuance cases with complex medical historiesBacklog reduction efforts ongoing but substantial volumes still creating extended wait timesProfessional pilot impact demonstrated through airline pilot medical deferral experiences requiring months of career uncertaintyLegislative Advocacy & Infrastructure ProtectionAirport infrastructure comparison highlights US aviation system advantages over international counterparts (35:56)5,000 public use airports in US with only 500 having control towers enables widespread GA access3,500 airports with instrument approaches create weather-independent national transportation networkGermany comparison: only towered airports permitted instrument approaches, severely limiting utility aviationEuropean model limitations restrict general aviation to VFR-only operations at uncontrolled airportsATC privatization opposition based on international precedent analysis and stakeholder influence concerns (33:32)User fee implementation in privatized systems creates barriers to flight training, safety practices, and airport utilizationAirline influence concentration through deeper financial resources shapes privatized ATC board decisionsAirspace allocation shifts favor commercial operations over general aviation access and utilitySafety degradation risks from reduced flight training frequency due to per-operation fee structuresEducational Programs & Future Pilot DevelopmentHigh school aviation program expansion reaching 30,000 students across 1,500 schools nationwide (23:49)Four-year curriculum structure provided free to participating schools regardless of economic constraintsTeacher training programs enable non-pilot educators to deliver aviation content effectivelyCareer pathway diversification beyond traditional airline pilot focus to include corporate, firefighting, medevac, bush flying opportunitiesProfessional development support helps students understand aviation industry breadth and alternative career pathsPilot shortage solution approach emphasizes local flight school importance over centralized training facilities (38:19)Military pilot percentage decline requires civilian-trained pilot pipeline expansion for airline recruitmentLocal flight school network at thousands of airports provides distributed training capacityAirport closure threat directly impacts airline pilot production capability and national transportation infrastructureMember Engagement & Growth StrategyFlight instructor advocacy role critical for membership growth and student pilot introduction to AOPA services (45:41)Historical membership introduction pattern: CFIs recommended AOPA alongside essential equipment and educational materialsCurrent engagement decline among flight instructors requires renewed education about AOPA value propositionStudent pilot free membership for six months provides risk-free introduction to organization benefitsCareer-long value proposition extends beyond private pilot training through professional aviation transitionsPublic advocacy responsibility for aviation community members to educate non-pilot population about airport importance (47:55)Medical evacuation services utilizing local airports for emergency patient transportFirefighting operations depend on airport infrastructure for aerial suppression activitiesEconomic development impact through business aviation supporting local employment and commercePilot training pipeline at local airports directly feeds airline industry personnel requirements

Welcome to Episode 371!! With summer in full swing, it's time to get out and enjoy the open roads. It's time to introduce someone new into your riding group. It's time to introduce a younger person into the fraternal order of two… er three wheels. So now is when we should see sales of “intro” models leaving skidmarks out of the showroom doors. In all honesty, that's probably not the case. Why? Because of the problems that we make for ourselves. To start with, we need less retarded motorcycle podcasts and influencers telling you how you aren't a rider until you get a certain bike or ride a certain way. We also need to stop talking about “beginner bikes” and graduated licenses. Horses Cars Automotive Motorsports Aircraft McDonald's worker These are all things without smaller “beginner” models and unwavering expectations. Sure there might be power differences to some degree, but when you're learning to fly a plane, there's no half sized Cessna 172 Skyhawk. You get in and learn, regardless of age (Kids are learning to fly solo!) When you get in a Boeing 737, there is no restricted engine size. When you learn to ride horses, you don't start out on miniature horses and work your way up to ponies and then full size horses. Certainly not as an adult, but usually not as a child either. You learn on a full-size horse. It may be a smaller breed, but it's not a ½ sized horse. Cars, McDonald's worker, Train Engineer…. Need this shitty list go on? The problem with motorcycling is multi-pronged; from the industry to regulation to the individuals who enjoy it, the problems that arise are our own. In this episode we're going to do a lot of accusing and no problem solving. It will be like Wiggins is still here. Show contact info Creative Riding is available on Apple Podcasts, Sound Cloud, Google Play, Tune In, Spotify, etc. Leave the show a rating and review on your favorite podcast app. Solstice slam entries: slam@creative-riding.com Contact t0b0r: tobor.cr@gmail.com Check out our blog: creative-riding.com Contact the show: Discord: https://discord.gg/3kzhhChcUj Email: creativeridingpodcast@gmail.com FB/IG: @creativeridingpodcast Reddit: @Creative_Riding Support the show: patreon.com/creativeriding zazzle.com/store/creative_riding

Experienced airplane broker and all-around Cessna expert Mark Pilkington shares invaluable tips for avoiding disaster when buying an airplane, including his advice for first-time buyers, the right way to do a pre-buy inspection, and what to look for when buying a utility airplane like a Cessna 185. He also explains how he became an accidental YouTube star, and what his newest video series is all about (think Airplane Repo). In the Ready to Copy segment, Mark talks about the worst airplane model to buy, handling engine failures, and English pubs.SHOW LINKS:* Skywagons: https://www.skywagons.com/* Skywagons University: https://www.youtube.com/@skywagonuniversity5023* Lightspeed Zulu 4: https://www.sportys.com/zulu4

Goot en/of Vos? Goot laat zich - dringende bezigheden elders hebbend - vervangen door ene Ruud Vos, uut Wilp (Gelderland). De man die thuis op de zolder onder meer de overbekende aeronautische pocketboekjes ‘LUCHTVAART 2025' schrijft. Doet-ie al vanaf LUCHTVAART 2011!!! En niet te vergeten: diezelfde Vos was twintig jaar lang hoofdredacteur van het veelgelezen prachtblad ‘Piloot & Vliegtuig'. Enfin, in deze 69e aflevering treedt niet Goot op dus, maar wel Vos. Voor een keertje. Maar eh…compenseert die Wijsneus Vos al dat opgewekte en energieke Goot-Gesnater wel afdoende? Met kennis & ervaring? Wéét die Vos eigenlijk wel wat? Weet hij veel? Weet hij genoeg? Jawel! Zo gaat het in deze episode over Tecnams en Partenavia's, over turbines voor SEP's, over Rotaxxen en Lycomings, en over Cessna's versus Diamonds. Bepaald niet ieders cup-of-soup (dus). Maar voor de liefhebber: smullen! Wordt die Vos derhalve een blijvertje? Geen idee. We zien het graag terug in de keiharde luister-cijfers…waar u weer voor gaat zorgen!

You can now text us anonymously to leave feedback, suggest future content or simply hurl abuse at us. We'll read out any texts we receive on the show. Click here to try it out!This week on Bad Dads Film Review, we double up on trouble (and laughs) with our Top 5 Twins before diving headfirst into Greta Gerwig's billion-dollar juggernaut Barbie.

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

Flying High with Charlie Gasmire: Lessons from the Cockpit and BeyondJoin us as we soar into the world of aviation with Charlie Gasmire, the brain behind Airplane Academy. With a family legacy of aviators, Charlie's journey from a young boy inspired by his grandfather and father to a successful pilot and entrepreneur is nothing short of inspiring. In this episode, we dive deep into Charlie's experiences, discussing the ups and downs of becoming a pilot, the importance of mentorship, and the entrepreneurial spirit that drives him to create valuable content for aspiring aviators. Charlie shares his insights on what it takes to own an aircraft, the process of buying a 182, and the joys and challenges of flying with family. From the thrill of soloing on his 16th birthday to the practicalities of aviation ownership, Charlie's story is a testament to the dedication and passion required in this field. We also touch on the importance of creating community and encouraging others to pursue their dreams of flying, making this episode a must-listen for anyone with a passion for aviation.Whether you're a seasoned pilot or just starting out, Charlie's experiences and advice provide a wealth of knowledge and encouragement. Tune in to discover how you can embark on your own aviation journey and perhaps find your own place in the skies.Takeaways: Becoming a pilot is a journey filled with adventure, and it's essential to embrace the process, taking actionable steps towards your dream, just as Charlie did from a young age. Owning a plane like the Cessna 182 provides flexibility and freedom, allowing spontaneous trips and memorable family adventures, reinforcing the joy of aviation. The transition from renting to ownership comes with unique financial realities, where the unexpected costs can be daunting, but the rewards of flying make it worthwhile. Charlie emphasizes the importance of sharing mistakes in aviation to help others learn, showcasing the value of community and support among pilots. Airplane Academy is not just a business; it's a passion project aimed at inspiring others to pursue their aviation dreams, emphasizing that anyone can become a pilot. Having a mission, whether it's flying for fun or taking friends up, helps maintain enthusiasm for flying, even when busy schedules try to hold you back.

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. Lightspeed Delta Zulu Headset $1299 NEW – Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $949Lightspeed Sierra Headset $749 My Review on the Lightspeed Delta Zulu Send us your feedback or comments via email If you have a question you'd like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone. News Stories FAA Unveils Rule to Expand Drone Flights into National Airspace System Bonus Depreciation for Aircraft is back Pilot's attempt to break in new engine ends in crash Pilots run out of energy in electric airplane A new life for Cirrus parachutes In Alaska, CTAF frequencies are now regional Plane Stolen Twice In One Week Mentioned on the Show Buy Max Trescott's G3000 Book Call 800-247-6553 Lightspeed Delta Zulu Headset Giveaway NTSB News Talk Podcast UAV News Talk Podcast Rotary Wing Show Podcast Free Index to the first 282 episodes of Aviation New Talk So You Want To Learn to Fly or Buy a Cirrus seminars Online Version of the Seminar Coming Soon – Register for Notification Check out our recommended ADS-B receivers, and order one for yourself. Yes, we'll make a couple of dollars if you do. Get the Free Aviation News Talk app for iOS or Android. Check out Max's Online Courses: G1000 VFR, G1000 IFR, and Flying WAAS & GPS Approaches. Find them all at: https://www.pilotlearning.com/ Social Media Like Aviation News Talk podcast on Facebook Follow Max on Instagram Follow Max on Twitter Listen to all Aviation News Talk podcasts on YouTube or YouTube Premium "Go Around" song used by permission of Ken Dravis; you can buy his music at kendravis.com If you purchase a product through a link on our site, we may receive compensation.

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.

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

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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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!

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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.

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

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".

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.

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

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.