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Aviation News Talk – Pilot Stories, Safety Tips & General Aviation News: Daily Summaries Delivered
by Max Trescott | Aviation News Talk Network
General Aviation news, pilot tips for beginners & experts, interviews, listener questions answered, technical details on G1000 & Perspective glass cockpits & flying GPS approaches. 40 yrs experience flying general aviation aircraft. As an active flight instructor, I bring my daily experiences in the air to this show to help teach pilots and future pilots to fly safely. I'm a Platinum Cirrus CSIP instructor and work with people who are thinking about buying a new or used SR20 or SR22.
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- Aug 27, 20261h 15m
426 Gear-Up Landings & Gear Collapses: How to Prevent Them with Tom Turner + GA News
Gear-up landings are often dismissed as embarrassing pilot mistakes, but landing gear mishaps are far more common, complicated, and expensive than many pilots realize. In this episode, Max talks with Tom Turner of the American Bonanza Society Air Safety Foundation about why gear-up landings and landing gear collapses continue to happen—and the operating habits and maintenance practices that can prevent them. Turner says the Beechcraft Bonanza, Baron, Debonair, and Travel Air fleet averages about one reported landing gear mishap every week. Those events represent roughly 40 percent of the mishaps reported to the American Bonanza Society. And because many landing gear events do not meet NTSB reporting thresholds, Turner says contacts in the insurance, aircraft rebuilding, and salvage industries believe the actual number may be two to three times higher. The problem is not unique to Beechcraft. Turner previously tracked landing gear events across piston retractable-gear aircraft and found comparable or even higher rates in some other types. Landing gear mishaps also have an outsized impact on aircraft insurance because a seemingly survivable gear-up landing can result in propeller damage, an engine teardown, belly damage, and repair costs high enough for an insurer to total the airplane. Much of the conversation focuses on developing habits that make forgetting the landing gear less likely. Turner teaches the concept "gear down to go down." Rather than beginning the final descent simply by reducing power, landing gear extension becomes the event that initiates the descent from traffic pattern altitude or onto the final portion of an instrument approach. He also teaches Gear Extension Altitude, or GEA. On a straight-in or other nonstandard arrival, the pilot selects an altitude below which the airplane will not descend until the landing gear has been extended and confirmed. Max relates two occasions during his flying career when normal landing gear cues broke down. In one, while training in a Diamond DA42, he reached the flare before his instructor revealed that the gear was still up. In another, while flying a Vision Jet instrument approach, the normal glidepath cue used for gear extension never appeared. The airplane's warning system ultimately caught the omission. That leads to one of Turner's strongest recommendations: regardless of when you normally extend the landing gear, establish a deliberate final gear confirmation on short final, around 400 to 500 feet AGL. If distraction, a changed traffic pattern, a go-around, or some other interruption causes you to miss your normal extension cue, that final check provides one more opportunity to catch the error. Warning systems alone are not enough. Turner describes pilots who continued toward landing while gear warning horns sounded and bright warning lights flashed. During high workload, pilots may simply stop processing repetitive warnings. In multi-engine training, the problem can become particularly insidious because pilots may listen to a landing gear warning horn throughout a simulated engine-out exercise and effectively tune it out before landing. Turner recommends using more than cockpit lights to verify the gear. Listen to the gear motor and notice whether it sounds normal. Feel and observe the expected change in drag and pitch. Compare airspeed, power, descent rate, and aircraft performance with what you normally expect. Then verify the cockpit indications. ABS even recommends holding the gear handle until this entire confirmation process is complete. Go-arounds introduce another human-factors trap. Pilots may vividly remember extending the gear—but the memory may be from the previous trip around the pattern. Turner favors making a go-around resemble a normal takeoff, then using the same normal extension cue on the next approach. Whatever technique a pilot chooses, the key is consistency and making sure the cue will still occur follo
- Aug 20, 20261h 0m
425 STEM Flights: How Volunteer Pilots Inspire Future Aviation Careers + GA News
In Episode 425 of Aviation News Talk, Max talks with retired Air Force General David Brubaker about STEM Flights, a nonprofit organization that pairs middle- and high-school students with volunteer pilot mentors for free, one-on-one aviation experiences designed to introduce them to careers in aviation, aerospace, engineering, and other STEM fields. STEM Flights grew out of Brubaker's own experience after retiring from the Air Force in 2005. During his military career, he flew aircraft including the F-4 and F-16 and finished his career with an assignment at the Pentagon. After retiring, he became active in general aviation and began taking young people flying. But Brubaker didn't simply give them airplane rides. He expected them to participate. They helped with navigation, looked at the instrumentation, worked with the radios, and often took the controls themselves. Years later, he began hearing back from some of those young people. Several had gone on to study aviation, aerospace, engineering, and other technical subjects. One young woman eventually earned her ratings, joined the West Virginia Air National Guard, and became a C-130 pilot. Those experiences helped Brubaker recognize that pilots could have an enormous influence on the career choices of young people simply by sharing aviation with them in a meaningful way. His children encouraged him to turn what he was doing informally into a nonprofit, and STEM Flights was launched in 2018. Today, STEM Flights connects students with volunteer pilot mentors around the country. Students don't simply show up at an airport for a free ride. They apply to the program, receive a recommendation, select a mission based on their interests, and complete homework before being paired with a pilot. That preparation is part of what makes STEM Flights different. Brubaker describes the program as a more intensive, personal experience than a typical introductory airplane ride. A student is paired one-on-one with a pilot mentor, and the pilot learns about the student's interests before the flight. On the day of the mission, they discuss safety and learning objectives, preflight the airplane, and then head into the air. Once they reach a safe altitude, the student usually gets the controls. They may learn about navigation, aircraft instrumentation and communications, and Brubaker says he likes to have each student make at least one radio call. But the most powerful moment often comes when the student realizes that he or she is actually flying the airplane. Brubaker tells the story of one reluctant young man whose mother encouraged him to participate. On the ground, the student appeared completely uninterested, and Brubaker wondered whether the flight would accomplish anything. Then they took off. Within minutes of taking the controls, the boy came alive. He started participating, asking questions, and enthusiastically flying the airplane. A couple of weeks later, Brubaker received a letter from the boy's mother. She explained that her son had approached life believing it was better not to try than to try and fail. Flying an airplane—something he never imagined he could possibly do—changed his perception of what he might be capable of accomplishing. That experience illustrates why STEM Flights is about more than simply recruiting future pilots. Students have gone on to pursue aircraft maintenance, avionics, aerospace engineering, military aviation, and other technical fields. Brubaker says dozens have attended universities with aviation or engineering programs, and STEM Flights continues supporting students after their flights through a program called Flight Following. Flight Following connects participants with information about scholarships, flight schools, grants, Civil Air Patrol, and other organizations and programs that can help them continue toward aviation and STEM caree
- Aug 15, 20261h 21m
424 The Savvy Flight Instructor: Greg Brown on CFI Jobs, Getting Hired, and Finding Students
Max talks with Greg Brown about one of the most important—and often underestimated—roles in aviation: the flight instructor. Greg is one of aviation's most respected CFIs, writers, and pilot mentors. A pilot since 1972 and a flight instructor since 1979, he was named the 2000 Industry/FAA National Flight Instructor of the Year, became the first-ever Master Flight Instructor, and was inducted into the Flight Instructor Hall of Fame in 2021. Many pilots know Greg from his aviation books, including The Savvy Flight Instructor, The Turbine Pilot's Flight Manual, Flying Carpet, You Can Fly!, and Job Hunting for Pilots, as well as from his long-running "Flying Carpet" column in AOPA Flight Training magazine and his Cockpit Adventures from the Flying Carpet podcast. In this episode, Greg and Max focus on practical advice for people who are becoming CFIs, looking for CFI jobs, or trying to build a better flight instruction business. Greg explains that he did not become a flight instructor immediately after earning his private pilot certificate. By the time he earned his CFI, he had already accumulated a great deal of flying experience and had discovered that he loved teaching. He instructed about 800 hours in his first year while still holding another full-time job, and soon discovered that instruction could lead to unexpected aviation opportunities. One of Greg's key messages is that becoming a CFI should not be viewed as a dead end or merely a required stepping stone to an airline job. He tells the story of teaching an instrument student who owned a scientific instrument company. That student eventually invited Greg to become the company's chief pilot and help select and fly a cabin-class twin. Greg's point is that CFIs meet people, build trust, and create opportunities in ways that are impossible to predict. Greg also offers detailed advice on how new instructors can get hired. He explains that many applicants simply send resumes and end up in a large pile with everyone else. A smaller number know someone at the flight school. But the strongest applicants are those who have built a personal relationship with the owner, chief instructor, or people already working there. Greg urges aspiring CFIs to visit flight schools, ask for advice, stay in touch, and create a simple system to maintain relationships over time. In a tight CFI job market, he says, networking and reputation can be more important than raw hours. Max and Greg also discuss different paths into flight instruction, including academies, Part 61 flight schools, flying clubs, universities, and independent instruction. Greg says flying clubs can be a terrific environment because instructors often know their students, have access to aircraft, and may face less bureaucracy. They also discuss the idea of buying an airplane to teach in. While that can work for some instructors, Greg and Max point out the financial and insurance challenges, along with the practical limitation that when a student solos your airplane, you no longer have that airplane available for dual instruction. A major theme of the episode is that flight instructors must also learn marketing and sales. Greg recommends that CFIs create photo business cards with an airplane or cockpit image, a QR code, and contact information. He says the card does the work of explaining who you are and often starts conversations with people who may be interested in aviation. Greg also recommends having at least a simple web page, so potential students searching online for flight training or a local flight instructor can find you. Greg also strongly recommends earning a ground instructor certificate. He explains that the advanced ground instructor written test overlaps substantially with the commercial and flight instructor written tests, making it a practical step for many aspiring CFIs. Teaching ground school can help a future instructor get connected with a flight school, develop teaching skill, and attract future flight students. Max adds that teaching ground school before his CFI checkride made it far
- Aug 3, 202657 min
423 How Pilots Can Avoid Turbulence and Find Smoother Air with SkyPath
Max talks with Maya Shpak, CEO of SkyPath, about how pilots can avoid turbulence and find smoother air by combining crowdsourced observations, aircraft data, and machine-learning predictions. The idea for SkyPath came from an airline captain and check airman who encountered turbulence and realized that the iPad already carried in the cockpit contained accelerometers capable of measuring aircraft movement. Much like a traffic app gathers information from phones on the road, SkyPath could collect ride-quality observations from participating aircraft, send them to the cloud, and return an updated turbulence picture to other pilots. Maya says the system now receives data from about 40,000 users each day. An iPad observation is only one of five sources used by SkyPath. The system filters accelerometer readings, removes noise, and normalizes each report for aircraft type. That adjustment is important because light turbulence in a large business jet may feel moderate in a smaller general aviation airplane. When two pilots have iPads aboard the same aircraft, SkyPath can compare the two devices and identify a questionable reading. SkyPath also derives turbulence information from ADS-B vertical-rate data. Many aircraft provide both ADS-B reports and iPad observations, allowing the company to compare the two and refine its conversion algorithm. This expands coverage into areas where no participating iPad-equipped aircraft has recently passed. The platform also incorporates PIREPs and eddy dissipation rate, or EDR, reports. EDR is an aircraft-independent measure of atmospheric turbulence widely used in commercial aviation. SkyPath can convert its sensor information into EDR-compatible reports while using existing EDR data to supplement its own observations. The fifth source is SkyPath's predictive model. More than 200 meteorological parameters from NOAA and other government sources are fed into a machine-learning system trained with SkyPath's observational data. This produces estimated ride conditions where direct reports are limited. Maya says this is particularly useful to general aviation pilots flying below normal airline cruise altitudes, although the company generally sees better accuracy above about 5,000 feet. Pilots can use SkyPath before takeoff or during a flight. They may enter a call sign or flight number, paste a route from another electronic flight bag, or operate without a filed IFR flight plan. In its bearing mode, the app monitors an area approximately 100 miles ahead and 15 degrees to either side of the aircraft's direction of flight. It can run in the background and generate an alert about ten minutes before the airplane reaches significant turbulence. For larger operators, the same information can also be delivered through SkyPath's own flight-following tools or integrated EFB systems. Pilots can set the alert threshold, place the app in the background, and continue using their primary navigation display. Dispatchers may receive warnings when an aircraft is approaching rough air and then contact the crew through the operator's normal communications system. Maya says SkyPath was not yet integrated with ForeFlight at the time of the interview, although routes can be copied from ForeFlight into the app. The altitude slider helps pilots compare ride conditions above and below their planned or current altitude. This can support a decision to climb, descend, or choose a different cruising altitude before departure. SkyPath also displays validated smooth-air observations as white hexagons. Knowing where the air is smooth can be more actionable than simply seeing where rough air has been reported. The display uses familiar aviation colors to represent smooth, light, light-to-moderate, moderate, and occasional severe turbulence. Observed and predicted areas appear differently, allowing pilots to distinguish between actual aircraft encounters and conditions generated by the forecast model. Users can filter the display to
- Jul 4, 202646 min
422 N249CP King Air Crash: GPS Jamming, Dark Night, and a Fatal Visual Approach + GA News
Max talks about the fatal crash of Beech C90 King Air N249CP, an air ambulance flight that departed Roswell Air Center in New Mexico shortly before midnight on May 13, 2026. The aircraft was headed for Sierra Blanca Regional Airport near Ruidoso to pick up a patient for transport to Albuquerque. It was a short flight—only about 51 nautical miles—but it ended in tragedy when the King Air struck terrain near the Capitan Mountains. Both pilots and both flight nurses were killed. The aircraft was operated by Generation Jets under Part 135 as an unscheduled fixed-wing aeromedical flight. The two medical passengers were flight nurses employed by Trans Aero Medical Services. Max emphasizes the human side of the accident: these were young professionals on a mission of mercy, people who had dedicated themselves to helping others. That makes the accident especially painful, but also especially important to study carefully. According to the preliminary report, the flight occurred in dark-night VMC with zero percent moon illumination. Max explains why that matters. In rural or mountainous terrain, a dark night can feel very much like instrument conditions, even when the weather is technically visual. There may be no visible horizon, no way to judge terrain ahead, and no meaningful outside references to confirm whether the aircraft is safely above rising ground. Pilots may be legal to fly VFR or accept a visual approach, but operationally they may need to fly with the discipline of an instrument procedure. A second major factor was GPS jamming. The report says U.S. military GPS jamming activity was taking place in the area and at the altitudes used by the accident flight. During the flight, ADS-B data that had been reporting every few seconds began reporting at roughly one-minute intervals. The crew later told Albuquerque Center they had lost GPS capability and needed a heading. Other aircraft in the area also reported GPS problems, including one pilot who appeared to have difficulty identifying or navigating to a ground-based navigation aid. Max uses this to highlight a broader issue for pilots: most of us have become deeply dependent on GPS. That dependency affects not only primary navigation but also the tools we rely on for situational awareness. Electronic flight bags, panel-mounted moving maps, terrain displays, and many terrain warning systems all depend on accurate aircraft position. If GPS is jammed or unreliable, those tools may stop working, may degrade, or may give pilots less protection than they expect. The flight was initially cleared as filed to Sierra Blanca and assigned 12,000 feet. At one point, the controller advised the crew that the aircraft was at 13,000 feet, about 1,000 feet above its assigned altitude. The pilots responded that they were correcting and had lost GPS. The controller provided headings and later began working to have the military stop the jamming. As the flight continued, the crew requested the RNAV approach, then later requested the ILS approach because of the GPS failure. But the destination presented another complication. Sierra Blanca's automated weather observation system was out of service, and the ForeFlight briefing showed no METAR and no TAF for the airport. The instrument approach procedures contained notes stating that when the local altimeter setting was not received, the procedures were not authorized. Max explains that this may have left the crew without a legal instrument approach option, even though flying an approach would have provided more structure and terrain protection than descending visually in dark-night mountainous terrain. At about 12:08 AM, while northeast of the airport, the crew reported that they had the airport area in sight and could proceed visually. The controller cleared them for a visual approach and told them they could cancel IFR in the air above 9,000 feet or after landing. Shortly afterward, the aircraft began turning southwest toward Sierra Blanca. The Capitan Mountains, rising to more than 10,000 feet, were between the aircraft and the airport. <!-- /wp:paragra
- Jun 21, 20261h 9m
421 New Zealand Mountain Flying in a CTLS: Fiordland, Microlights, and Safety Lessons
Max talks with New Zealand pilot Keith Froude during a scenic flight in Keith's Flight Design CTLS over Fiordland, one of the most dramatic flying environments in the world. Departing from a grass runway near Lake Te Anau, they discuss CTLS operations, RAANZ microlight flying, parachute-equipped aircraft, personal flotation gear, ADS-B, electronic flight bags, and the realities of flying a light aircraft among steep mountains, lakes, fog, and changing winds. The flight becomes a real-time lesson in conservative mountain flying. Keith explains why he climbs before crossing water, why he wants altitude before entering valleys, how local wind layers and morning heating can create bumps even early in the day, and why moving maps are so valuable in terrain where valleys and peaks can quickly look alike. Max and Keith also talk about local helicopter and floatplane traffic, avoiding the busy Milford Sound environment, the Manapouri power station, glowworm caves, Lake Te Anau, and the challenges of keeping a light, slippery CTLS under control on descent and landing. It is part travel adventure, part aircraft checkout, and part safety lesson for pilots who want to understand what flying in New Zealand's Fiordland is really like. Support the Show by buying a Lightspeed ANR Headsets Max has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let's you trade in an older Lightspeed headset for a newer model. Start with one of the links below, and Lightspeed will pay a referral fee to support Aviation News Talk. Lightspeed Delta Zulu Headset $1299NEW – Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $949Lightspeed Sierra Headset $749 My Review on the Lightspeed Delta Zulu Send us your feedback or comments via email If you have a question you'd like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone. Mentioned on the ShowBuy Max Trescott's G3000 Book Call 800-247-6553 Buying a new Cirrus SR20, SR22, or Vision Jet - Contact Max first! 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: <a href= "https://www.pilotlearning.com
- May 26, 20261h 4m
420 Cirrus SR22T CAPS Pull: N39VF Power Loss and Parachute Drag Survival
Max talks with Troy Duck and John Von Fange about their dramatic Cirrus SR22T CAPS parachute deployment in N39VF after a power loss near Chanute, Kansas. What began as a routine flight quickly turned into an emergency when they heard a loud banging noise and lost engine power. Faced with a rapidly developing situation, they attempted to divert toward the airport, declared an emergency, and ultimately pulled the CAPS parachute. The event was unique in that they were able to user their Spyderco Manix 2 pocket knives to cut two of the parachute's Kevlar attachment harness lines from within the airplane. In this episode, Troy and John describe what happened in the cockpit, how they assessed their options, and what led them to activate the Cirrus Airframe Parachute System. They also share what happened after touchdown, when strong winds kept the parachute inflated and dragged the aircraft across the ground, creating a second phase of danger after they were already on the surface. This conversation offers valuable lessons for Cirrus pilots and all general aviation pilots about emergency decision-making, power-loss scenarios, CAPS readiness, and the importance of acting decisively before options disappear. It's a firsthand survival story with practical training value and a powerful reminder that preparation matters. If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon. Support the Show by buying a Lightspeed ANR Headsets Max has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let's you trade in an older Lightspeed headset for a newer model. Start with one of the links below, and Lightspeed will pay a referral fee to support Aviation News Talk. Lightspeed Delta Zulu Headset $1299NEW – Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $949Lightspeed Sierra Headset $749 My Review on the Lightspeed Delta Zulu Send us your feedback or comments via email If you have a question you'd like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone. Mentioned on the ShowBuy Max Trescott's G3000 Book Call 800-247-6553 Spyderco Manix 2 pocket knives Free Index to the first 282 episodes of Aviation New Talk So You Want To Learn to Fly or Buy a Cirrus seminars Online Version of the Seminar Coming Soon – Register for Notification Check out our recommended ADS-B receivers, and order one for yourself. Yes, we'll make a couple of dollars if you do. Get the Free Aviation News Talk app for iOS or <a href="https://play.google.com/store/apps/details?id=com.aviationnewstalk.android.aviat
- May 5, 202653 min
419 LaGuardia Runway Collision: Why the Runway Lights Turned Off Before Impact + GA News
LaGuardia Runway Collision and the NTSB Preliminary Report Max talks about the fatal LaGuardia Airport runway collision involving Jazz Flight 646 and an ARFF fire truck responding to an emergency near Terminal B. The accident occurred at night, in rain and reduced visibility, as multiple airport rescue firefighting vehicles were moving toward an emergency scene and needed to cross Runway 4 at Taxiway D. Dr. Victor Vogel Max also gives a tribute to Dr. Victor Vogel, who recently passed away. The basic outline sounds simple: a fire truck was cleared to cross an active runway and was struck by a landing regional airliner. But the NTSB preliminary report reveals a much more complicated chain of events involving ATC communications, emergency response workload, runway status lights, ASDE-X limitations, and human factors. Truck 1 was part of a larger convoy of emergency vehicles. The tower controller cleared Jazz Flight 646 to land, then later cleared Truck 1 and company to cross Runway 4. About 20 seconds before the collision, the airplane was very low on final approach and roughly a quarter mile from the runway. Truck 1 read back the crossing clearance and began moving toward the runway. The controller then instructed Truck 1 to stop, but the truck continued accelerating and entered the runway just before impact. Why the Runway Entrance Lights Turned Off One of the most surprising details in the episode is that the runway entrance lights, or RELs, turned off just before Truck 1 entered the runway. These red in-pavement lights are part of the Runway Status Light system, which is installed at only a limited number of airports. They are designed to warn pilots and vehicle operators when it is unsafe to enter or cross a runway. At first glance, it sounds like the system failed. But Max explains that the lights apparently worked as designed. For arriving aircraft, runway entrance lights illuminate when an aircraft is approaching the runway, then extinguish at each equipped taxiway intersection a few seconds before the aircraft reaches that intersection. That timing supports ATC's use of anticipated separation, which allows controllers to issue clearances based on the expectation that required separation will exist by the time the clearance is actually used. That design may make sense when a crossing aircraft or vehicle is stopped at or near the hold-short line. But in this accident, Truck 1 was already rolling toward the runway and reached the runway edge just as the red lights extinguished. Max explains why that creates a serious human-factors trap. To a pilot or driver, red means stop. When red lights go dark, the intuitive message may be that the danger has ended. But with Runway Status Lights, dark does not mean "go." It only means the lights are no longer providing a stop warning, and an ATC clearance is still required. Why ASDE-X Did Not Alert Controllers The episode also examines why ASDE-X, the airport surface detection system, did not generate an aural or visual alert warning controllers of the conflict. The problem appears to involve the way the system detected the group of emergency vehicles. The responding vehicles were not equipped with transponders, so ASDE-X could not uniquely identify each vehicle. Multiple vehicles were intermittently detected as radar targets, but because they were close together and moving near each other, their radar returns merged and separated in a way that prevented the system from creating high-confidence tracks. At one point, the system displayed only two radar targets where there were actually seven response vehicles. Without reliable tracks for Truck 1 and the other vehicles, ASDE-X could not correlate Truck 1's movement with the landing aircraft and predict the runway conflict. <st
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About Aviation News Talk – Pilot Stories, Safety Tips & General Aviation News
General Aviation news, pilot tips for beginners & experts, interviews, listener questions answered, technical details on G1000 & Perspective glass cockpits & flying GPS approaches. 40 yrs experience flying general aviation aircraft. As an active flight instructor, I bring my daily experiences in the air to this show to help teach pilots and future pilots to fly safely. I'm a Platinum Cirrus CSIP instructor and work with people who are thinking about buying a new or used SR20 or SR22.
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