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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. Go to AviationNewsTalk.com for my contact information, or to click on Listener Questions, which lets you speak into your phone to leave a question you’d like answered on the show.

Aviation News Talk podcast

Max talks with John Fiscus of The Flight Academy to break down two Cirrus SR22 accidents that highlight the extremes of safety outcomes in general aviation: one a dramatic survival story, the other a heartbreaking tragedy.
 
 
 

 
 
 
Accident 1: CAPS Parachute Save over Lake Michigan
 
The first accident involved a Cirrus SR22 (N121JB) that suffered engine failure shortly after reaching 7,500 feet on a flight across Lake Michigan. The pilot and passengers had life vests ready, immediately turned toward shore, declared a mayday, and deployed the Cirrus Airframe Parachute System (CAPS). The parachute brought the aircraft down safely into the cold waters, where the occupants were rescued by the Coast Guard.
 
This outcome underscores why CAPS has become one of Cirrus’s most powerful safety innovations. John emphasizes lessons from the accident:
 
 • Always wear flotation gear before flying over large bodies of water.
 • Be cautious of low-time airplanes—this Cirrus had only 75 hours in four years, raising concerns about engine reliability.
 • Understand the “unwritten rule”: don’t fly beyond gliding distance over the Great Lakes, where hypothermia makes ditching survival unlikely.
 
Accident 2: Fatal Go-Around at Franklin County Airport, NC
 
The second case involved a Cirrus SR22 Turbo (N218VB) attempting to land at Franklin County Airport in North Carolina. Weather was clear, but the pilot approached high, fast, and tight, leaving little margin for error. After abandoning the first landing attempt, the pilot tried again but remained unstable. On the second approach, the aircraft descended steeply and attempted a go-around, which ended in a fatal crash.
 
John and Max discuss common contributing factors in go-around accidents:
 
 • Unstable approaches with excessive speed and descent rates.
 • Turbocharged engine management—if the mixture isn’t properly enriched, adding full power can cause the engine to stumble or quit.
 • Rudder discipline—failure to apply right rudder is a leading cause of go-around crashes, often resulting in wreckage on the left side of the runway.
 • Lack of practice—many pilots avoid go-arounds, leaving them unprepared for the demands of the maneuver.
 
Both accidents reinforce the importance of:
 
 • Standard Operating Procedures (SOPs): Airline pilots succeed not because they’re inherently better, but because they follow strict procedures. GA pilots should do the same.
 • Go-Around Training: Every pilot should regularly practice stabilized go-arounds under realistic conditions.
 • CAPS Awareness: The parachute system consistently saves lives when used promptly.
 • Risk Assessment: Whether crossing lakes or approaching mountainous airports, risk should be mitigated through planning, equipment, and training.
 
By contrasting a successful CAPS deployment with a tragic go-around accident, this episode drives home the reality that survival often comes down to preparation, discipline, and knowing how to use the tools available.
 
For Cirrus and general aviation pilots alike, this is an essential conversation on accident prevention, go-around safety, and maximizing the life-saving potential of CAPS.
 
If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon.
 

 
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News Stories 
 
 Flight instructor pleads guilty in plane crash that killed student pilot Three Killed in Michigan Jet Crash Pilot inadvertently retracts landing gear when he meant to retract flaps Student hits fuel truck Charter pilots sought for automation study Pilot focuses on open engine cover and too little on flying the airplane SR22 pilot runs out of fuel and pulls CAPS Pilot crashes while planning out his own runway Balloon Smashed The Cockpit Window Of a United Airlines Boeing 737MAX 
Mentioned on the Show
 Buy Max Trescott's G3000 Book Call 800-247-6553
 Lightspeed Delta Zulu Headset Giveaway
 NTSB News Talk Podcast
 UAV News Talk Podcast
 Rotary Wing Show Podcast
 Buy ForeFlight Sentry ADS-B Receiver
 Max’s FLYING article on Potomac MidAir Collision
 The Flight Academy
 
Free Index to the first 282 episodes of Aviation New Talk
 

 

 
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 Check out our recommended ADS-B receivers, and order one for yourself. Yes, we’ll make a couple of dollars if you do.
 

 
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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
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"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.

401 Cirrus Crash Lessons: CAPS Parachute Save vs. Deadly Go-Around + GA News

Max talks with Bret Koebbe, Vice President of Sporty’s Pilot Shop, about how Starlink internet access is entering general aviation cockpits and what that means for pilots today and in the future.
 
For decades, cockpit connectivity was mostly reserved for the airlines. Systems like Gogo provided limited bandwidth, required expensive antennas, and were impractical for piston aircraft. GA pilots relied on ADS-B weather, portable receivers, or Iridium text messaging to stay connected. That landscape has shifted with the Starlink Mini, a portable satellite dish small enough to fit in a 182 or Cirrus, delivering broadband internet in flight.
 
 
 

 
 
 Benefits for Pilots 
Bret outlines the legitimate safety advantages. Pilots can text family or FBOs, update arrival times, and share real-time position updates. More importantly, Starlink could enable widespread filing of PIREPs directly from an iPad, improving weather data for all. Weather cameras, now integrated into ForeFlight, could become accessible in flight, offering pilots actual visual conditions instead of relying solely on METARs or AWOS reports.
 Risks and Distractions 
But Starlink also poses serious distraction risks. Bret shares a personal story: during a family trip, he streamed an NFL game mid-flight, only to realize within seconds how dangerously it diverted his attention. He immediately shut it off, but the experience was a powerful reminder of how alluring the technology is. Max underscores that the NTSB lists distractions as a top factor in loss-of-control accidents, and Starlink could easily become an “attractive nuisance” in cockpits.
 Cost and Service Plans 
Starlink Mini hardware is about $499, and the Local Priority plan runs $65/month for 50 GB, sufficient for most piston pilots. For corporate pilots and jets, the Global Priority plan at $250/month supports higher speeds and offshore operations. Bret explains the differences in speed limitations (350 mph for Local Priority vs 550 mph for Global Priority) and how to choose based on aircraft type and mission.
 Mounting and Power Solutions 
Because Starlink Mini lacks an internal battery, powering it is key. Bret recommends Sporty’s Flight Gear Max Battery, capable of outputting 140 watts via USB-C, giving about three hours of Starlink runtime. For longer flights, higher-capacity solutions exist. Mounting options include suction cup mounts for rear windows (ideal in high-wing Cessnas and Cirrus aircraft) or side-window solutions in low-wing and corporate jets. Positioning is critical—blocking the dish with wings can cause dropouts.
 Practical Tips 
Bret offers pilot-tested tips:
 
 • Create a custom 
iPad Focus Mode • that blocks notifications except for critical texts when ForeFlight is open.
 • Establish SOPs—use Starlink only in cruise and disconnect before descent.
 • Enable 
Low Data Mode • on devices to prevent iCloud or app background syncing from eating up gigabytes.
 • Don’t rely on Starlink radar or traffic feeds, which have even more latency than ADS-B.
 The Future of Connected Cockpits 
Looking ahead, Bret sees huge potential. Automatic turbulence reporting from onboard sensors could update in real time if aircraft have internet connections. Engine monitor data could be streamed to ground support for diagnostics, offering pilots in-flight decision support. Eventually, Starlink-enabled cockpits could complement FAA datalink systems like CPDLC, streamlining communication and safety services.
 Final Thoughts 
This milestone Episode 400 illustrates how cockpit technology continues to evolve rapidly. Affordable internet access brings new possibilities for safety, convenience, and passenger comfort, but it also requires disciplined use to prevent dangerous distractions. As Bret and Max agree, the future of aviation will be defined by how responsibly pilots integrate these new tools.
 
Whether you fly a piston single, a turboprop, or a corporate jet, Starlink is likely to shape your cockpit experience in the coming years. This episode gives pilots the knowledge to make informed decisions as they consider adopting Starlink for their aircraft.
 
If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon.
 

 
Support the Show by buying a Lightspeed ANR Headsets
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 Lightspeed Zulu 3 Headset $949
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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
 
 
 Man Sentenced to Prison for Crashing Drone Into Firefighting Plane Proposed rules would give drones right of way under 400 feet AGL No Age Cutoffs With New Insurance Model Sling Pilot Academy Announces Rollout of Flight Training AI NTSB Final Report: Cirrus Design Corp SR22 C150 crashes after student fails to relinquish the controls Bristell B23 Receives FAA Type Certification Man landed private plane at Navy base twice 
Mentioned on the Show
 Buy Max Trescott's G3000 Book Call 800-247-6553
 Lightspeed Delta Zulu Headset Giveaway
 NTSB News Talk Podcast
 UAV News Talk Podcast
 Rotary Wing Show Podcast
 Buy ForeFlight Sentry ADS-B Receiver
 Buy Starlink Mini, Battery, and Mounting Solutions
 
Free Index to the first 282 episodes of Aviation New Talk
 

 

 
So You Want To Learn to Fly or Buy a Cirrus seminars
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 Check out our recommended ADS-B receivers, and order one for yourself. Yes, we’ll make a couple of dollars if you do.
 

 
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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
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"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.

400 Starlink Internet for Pilots: Safety, Costs, and Future Tech with Sporty’s Bret Koebbe

Max talks with Cyriel Kronenberg, Vice President of Airports and Air Traffic Management at uAvionix and a volunteer with the Civil Air Patrol’s National Radar Analysis Team (NRAT), about one of aviation’s most overlooked safety questions: if you survive a crash, how quickly will you be found?
 
 
 

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

 
Support the Show by buying a Lightspeed ANR Headsets
 Max has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let's you trade in an older Lightspeed headset for a newer model. Start with one of the links below, and Lightspeed will pay a referral fee to support Aviation News Talk.
 Lightspeed Delta Zulu Headset $1299
 NEW – Lightspeed Zulu 4 Headset $1099
 Lightspeed Zulu 3 Headset $949
Lightspeed Sierra Headset $749
 My Review on the Lightspeed Delta Zulu
 

 
Send us your feedback or comments via email
 

 
If you have a question you’d like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone.
 

 
News Stories
 

 
 Duffy Takes ATC Privatization Off Table FAA opens bids for sweeping ATC overhaul EMAS Halts Two Runway Overruns in 24 Hours FAA reports 14% increase in wildlife strikes Pilot Killed in California Cessna Crash NTSB Prelim: Rockwell International 112 Savvy Aviation unveils AI-powered aircraft anomaly detection tool 
Mentioned on the Show
 Buy Max Trescott's G3000 Book Call 800-247-6553
 Lightspeed Delta Zulu Headset Giveaway
 NTSB News Talk Podcast
 UAV News Talk Podcast
 Rotary Wing Show Podcast
 Video of the Week: Arrival into AirVenture
 406 MHz ELT Beacon Registration
 Civil Air Patrol 
 
 Free Index to the first 282 episodes of Aviation New Talk
 

 

 
So You Want To Learn to Fly or Buy a Cirrus seminars
 Online Version of the Seminar Coming Soon – Register for Notification
 

 
 Check out our recommended ADS-B receivers, and order one for yourself. Yes, we’ll make a couple of dollars if you do.
 

 
Get the Free Aviation News Talk app for iOS or Android.
 

 
Check out Max’s Online Courses: G1000 VFR, G1000 IFR, and Flying WAAS & GPS Approaches. Find them all at: https://www.pilotlearning.com/
 

 
Social Media
 Like Aviation News Talk podcast on Facebook
 Follow Max on Instagram
 Follow Max on Twitter
 Listen to all Aviation News Talk podcasts on YouTube or YouTube Premium
 

 
"Go Around" song used by permission of Ken Dravis; you can buy his music at kendravis.com
 
If you purchase a product through a link on our site, we may receive compensation.

399 Crash Survival: How Pilots Can Be Found Faster with Cyriel Kronenberg + GA News

Max Trescott talks with Ken Solosky, the NYPD's Chief Pilot on 9/11, about his experiences managing helicopter operations on one of the most catastrophic days in American history. Though Ken wasn’t flying at the moment of the attacks, he was on the ground coordinating the NYPD’s aviation response. He recounts how what began as a seemingly routine aircraft accident quickly escalated into a full-blown national emergency. The aviation unit scrambled a standard rescue package—Bell 412s with divers and crew chiefs, and patrol helicopters—only to face total communication breakdowns. Cell service and landlines failed, radio channels were overloaded, and misinformation, including reports of enemy fighter jets, created unprecedented confusion.
 
 
 
 
 
Ken recalls the surreal moment of watching the second plane hit the South Tower live on TV and initially being unable to process the reality. He explains why rooftop rescues weren’t feasible—smoke obscured visibility, doors were locked or inaccessible, and the risk of engine flameout in the intense heat made the mission too dangerous. Still, he and his team documented the scene extensively and continued daily aerial photography for nearly a year afterward.
 
Ken describes how foreign and domestic aviation units offered immediate support, with helicopters arriving from other cities—even LAPD offering to send their fleet. Yet due to lack of coordination, many of these aircraft were unknown to NYPD at the time and went unused in the response. He speaks candidly about the emotional toll, having lost 10 close friends among the 23 NYPD officers killed, and how that pain continues with the rise in 9/11-related cancer deaths among first responders.
 
Post-9/11, Ken was instrumental in implementing a “96-hour standalone” plan for the NYPD, designed to maintain operations without headquarters support. Staffing schedules were restructured to ensure long-term response capacity. He shares how the aviation unit has evolved over the years—growing from six helicopters to a modern fleet including Bell 429s, a Bell 407 trainer, and a fixed-wing Caravan used for radiation scanning of incoming ships to New York Harbor.
 
Ken also offers a detailed look at what a typical day is like for an NYPD pilot—flying patrol missions, conducting surveillance, responding to foot and vehicle pursuits, and supporting SWAT teams. He explains how the aircraft are equipped with cutting-edge tools like high-def thermal imagers, tactical radios, moving maps, and address-targeting cameras that can zoom in on a license plate from miles away. These tools enable precise coordination with ground teams and real-time intelligence, greatly improving safety and effectiveness.
 
The conversation also delves into pilot recruitment and training, safety management system (SMS) implementation, and Ken’s personal advice for those interested in joining a law enforcement aviation unit. He emphasizes that character and work ethic matter just as much as flight hours.
 
In lighter moments, Ken shares stories of flying Barbara Bush to West Point when Marine One had mechanical issues, and being told by Yankees legend Derek Jeter that flying for the NYPD was cooler than being the Yankees’ shortstop. He also describes dramatic rescues, like locating a man stranded on a sandbar after his friend swam off—and later finding that friend safe on another island.
 
Ken currently flies both a Bell 407 and an Augusta 109 for corporate clients and continues to teach and speak for the FAA and EAA. His legacy and continued contribution to aviation safety and training are evident throughout the episode. The interview is both a sobering reflection on 9/11 and a celebration of how aviation supports public safety in today’s complex world.
 
If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon.
 
 
 
Support the Show by buying a Lightspeed ANR Headsets
 Max has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let's you trade in an older Lightspeed headset for a newer model. Start with one of the links below, and Lightspeed will pay a referral fee to support Aviation News Talk.
 Lightspeed Delta Zulu Headset $1299
 NEW – Lightspeed Zulu 4 Headset $1099
 Lightspeed Zulu 3 Headset $949
Lightspeed Sierra Headset $749
 My Review on the Lightspeed Delta Zulu
 
 
 
Send us your feedback or comments via email
 
 
 
If you have a question you’d like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone.
 
 
 
News Stories
 
 
 
 Magnets cause complete AHRS failure Charges dropped against teen pilot detained in Antarctica Cessna 195 bent when pilot’s seat slides backwards during takeoff Pilot freezes when plane hit by downdraft New research warns of drone risks to aircraft Duffy Calls Alaska Aircraft Accident Rate ‘Unacceptable’ Plane Crash in North Pole, Alaska - Stinson 108 
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
 Max's FLYING column: Deadly Doors: Distractions Still Posing Threats to Pilots
 Ken Solosky's "Solo Sky" YouTube Channel
 
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.

398 9/11 from the Air: NYPD Chief Pilot Ken Solosky Remembers + GA News

Max talks with airline pilot and Designated Pilot Examiner (DPE) Jim Pitman to clear up a persistent avionics myth: that pressing the APR (Approach) key activates a GPS approach. In reality, APR is part of the automatic flight control system (AFCS)—not the GPS navigator. Its function is to arm the flight director’s lateral and vertical capture modes so the autopilot (if engaged) can follow the approach path. You can also view a video version of this episode. Just look on the page for August 15, 2025 video. And while you're on that page, please sign up to support the show.
 
 
 
 
 
Jim’s “apples vs. oranges” analogy helps pilots keep the two systems straight:
 
Apples = GPS navigator functions like activating an approach, sequencing waypoints, and CDI scaling.
 
Oranges = AFCS/autopilot functions like heading, NAV, APR, and altitude hold modes.
 
Max and Jim break down common scenarios in G1000 and Garmin Perspective+ cockpits, including:
 
 • How to know an approach is active (look for magenta waypoint below the approach title).
 • Why APR is often pressed at the wrong time—and how that can disarm modes.
 • When to press NAV instead of APR (e.g., intercepting before clearance).
 • How to interpret scaling modes (LPV, LNAV, terminal, en route) inside the HSI.
 • Using OBS mode effectively and when to turn it off.
 
They also discuss common checkride errors, such as failing to deselect OBS or mishandling the SUSP (suspend) key during a hold. Jim explains why the FAA expects private pilot applicants to demonstrate basic knowledge of installed automation—even without an instrument rating.
 
You’ll hear practical techniques to avoid “automation surprise,” like keeping the active flight plan visible, always checking the flight mode annunciator (“scoreboard”) before and after pressing a button, and using the “look–press–look” habit.
 
Finally, they clarify the confusion between loading and activating an approach: often, the best way to start is simply going direct to the IAF or IF rather than pressing “Activate Approach.”
 
Pilots can download Jim’s free “G1000 Common Errors & Solutions” guide at flywithjim.com/G1000 and Whether you fly glass-cockpit IFR regularly or are just starting instrument training, this episode will help you use the APR key correctly, fly more precise GPS approaches, and avoid costly autopilot errors.
 
If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon.
 
 
 
Support the Show by buying a Lightspeed ANR Headsets
 Max has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let's you trade in an older Lightspeed headset for a newer model. Start with one of the links below, and Lightspeed will pay a referral fee to support Aviation News Talk.
 Lightspeed Delta Zulu Headset $1299
 NEW - Lightspeed Zulu 4 Headset $1099
 Lightspeed Zulu 3 Headset $949
Lightspeed Sierra Headset $749
 My Review on the Lightspeed Delta Zulu
 
 
 
Send us your feedback or comments via email
 
 
 
If you have a question you’d like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone.
 
 
 
Mentioned on the Show
 Buy Max Trescott's G3000 Book Call 800-247-6553
 Win a Free Headset: Lightspeed Delta Zulu Headset Giveaway
 NTSB News Talk Podcast
 NTSB News Talk on Apple Podcasts App
 NTSB News Talk on Spotify App
 UAV News Talk Podcast
 Rotary Wing Show Podcast
 Video Version of this Episode! Watch it for free on Patreon
 Jim Pitman's website and APR slides
 
Free Index to the first 282 episodes of Aviation New Talk
 

 
 
 
So You Want To Learn to Fly or Buy a Cirrus seminars
 Online Version of the Seminar Coming Soon – Register for Notification
 
 
 
 Check out our recommended ADS-B receivers, and order one for yourself. Yes, we’ll make a couple of dollars if you do.
 
 
 
Get the Free Aviation News Talk app for iOS or Android.
 
 
 
Check out Max’s Online Courses: G1000 VFR, G1000 IFR, and Flying WAAS & GPS Approaches. Find them all at: https://www.pilotlearning.com/
 
 
 
Social Media
 Like Aviation News Talk podcast on Facebook
 Follow Max on Instagram
 Follow Max on Twitter
 Listen to all Aviation News Talk podcasts on YouTube or YouTube Premium
 
 
 
"Go Around" song used by permission of Ken Dravis; you can buy his music at kendravis.com
 
If you purchase a product through a link on our site, we may receive compensation.

397 APR Key Explained: GPS Approach & Autopilot Errors to Avoid with DPE Jim Pitman

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.
 
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396 How All Pilots Benefit from New MOSAIC Sport Pilot and LSA Rules with Sean Elliott + GA News

Ken Solosky was the NYPD's Chief Pilot on 9/11, responsible for coordinating helicopter operations during the most devastating day in modern American history. In this short teaser, you'll hear a preview of our in-depth interview with Ken, including why rooftop rescues at the World Trade Center weren't attempted and how the team coped with confusion, misinformation, and tragic loss.
 
The full episode is available now on our new podcast: Rotary Wing Show. Listen and subscribe in your favorite podcast app, by clicking on the link above, and then click the Follow button in the upper right.
 
Or, you can get to the show directly if you're using the Apple Podcast app or the Spotify app. If you enjoy this show, please use the Share button in your app, and share the episode with a friend. Thank you so much for listening, and I’ll talk with you again soon.
 
 
 
 
 
 
 
 
 
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395 NYPD Pilot Ken Solosky on 9/11 — Listen Now on the Rotary Wing Show

Max talks about a dramatic ground collision between two Pasadena Police Department helicopters and the wide-ranging lessons pilots can draw from it. On November 17, 2012, two Bell OH-58 helicopters collided at the Pasadena PD Benedict Heliport when one returned from a flight and struck another that was sitting on the pad with its rotors turning. Six people suffered minor injuries, but the accident destroyed both aircraft and revealed systemic issues far beyond a single pilot error.
 
 
 
 
 
Max uses the NTSB report and audio clips from the Rotary Wing Show—where host Mick Cullen interviewed Dan Parsons—to examine how this accident unfolded and why different people interpret it so differently. Initial reactions, including Max’s own when first hearing the episode, tended to blame the landing pilot. However, as Dan points out, there were organizational and procedural factors that made this an accident waiting to happen.
 
One major factor was the normalization of deviance. Due to poor drainage on Pad 1, it was common for helicopters to be parked slightly outside the designated landing box to avoid puddles. On the day of the accident, N96BM was positioned completely outside the pad’s markings. When N911FA returned to land in light rain with a wet windscreen, the landing pilot assumed the parked helicopter was within its box and focused on positioning her own aircraft properly on Pad 2. The two rotor systems intersected just as she lowered the collective to land.
 
The lack of a monitored UNICOM frequency and formal radio procedures compounded the hazard. At the time of the accident, no standard protocol existed for announcing arrivals or departures beyond what ground personnel could hear. The parked helicopter’s radios were not yet on, so the pilots had no communication link. Combined with rain-obscured visibility and non-standard pad markings, these conditions created a perfect storm.
 
Max highlights how this accident illustrates core principles of Safety Management Systems (SMS), even for pilots outside of airline or charter operations. SMS emphasizes proactively identifying hazards, implementing mitigations, and creating feedback mechanisms to prevent unsafe practices from becoming normalized. The Pasadena PD air unit responded after the accident by redesigning their heliport layout to increase pad separation, establishing monitored UNICOM procedures, and instituting regular safety meetings to address hazards before they could lead to incidents.
 
The episode also touches on pilot psychology. As Mick Cullen points out in one clip, the markings on the ground or guidance from a marshaller are just that—guidance. Ultimately, the pilot in command decides where to place the aircraft and is responsible for ensuring clearance. This is a valuable lesson not just for helicopter pilots but for fixed-wing pilots taxiing around crowded ramps. Max connects this to a story of a low-time pilot at his club who taxied into a fuel truck and insisted it wasn’t his fault—a reminder that responsibility always lies with the PIC.
 
In the Updates segment, Max turns to two sobering Cirrus SR22 accidents. The first, in Jesup, Georgia, involved an experienced pilot attempting to land in near-zero visibility without flying the published instrument approach. Track data showed low-speed, high-bank maneuvers just before the airplane stalled and crashed short of the runway. The pilot’s tendency to avoid being late for appointments may have contributed to self-induced pressure, leading to a poor decision to attempt a visual arrival in IMC.
 
The second accident, in Oxbow, Oregon, involved a newly certificated pilot who encountered forecast icing conditions at altitude. The airplane entered IMC, likely accumulated ice, and descended rapidly. The pilot deployed the Cirrus Airframe Parachute System, but at a speed far above the published deployment limit, causing structural failure of the parachute system. The accident underscores the critical importance of understanding aircraft limitations, respecting icing forecasts, and recognizing that CAPS is not a magic shield if operated outside design parameters.
 
Max ties both Cirrus accidents back to the SMS theme. In each case, small decisions compounded into catastrophic outcomes. An absence of previous incidents can create a false sense of security, but SMS teaches that safety is not the absence of accidents—it’s the presence of robust defenses and hazard awareness. For general aviation pilots, this means constantly evaluating risks, questioning assumptions, and not allowing convenience or routine to override sound decision-making.
 
The Pasadena PD helicopter accident provides a vivid case study in how seemingly minor deviations, inadequate procedures, and environmental factors can align to produce a serious accident even among highly experienced pilots. With over 16,000 and 13,000 hours respectively, neither pilot fit the stereotype of “low-time error.” Instead, it was the system around them—and the normalization of small deviations—that created the conditions for disaster.
 
Max concludes with a reminder that SMS isn’t a bureaucratic requirement; it’s a mindset. Whether you fly a Cirrus SR22, a Robinson R44, or a law enforcement helicopter, applying SMS principles—identifying hazards, creating mitigations, and fostering open communication—can make the difference between routine operations and a preventable accident. For all pilots, this episode offers both a sobering analysis and actionable takeaways to enhance safety in every flight environment.
 
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News Stories
 
 
 
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394 Pasadena PD Helicopter Crash Analysis and Cirrus SR22 Safety Lessons

Max talks with Tom Turner, Executive Director of the American Bonanza Society’s Air Safety Foundation, about an extraordinary initiative to preserve the operational future of the iconic V-tail Bonanza aircraft. When Textron Aviation quietly stopped producing the magnesium ruddervator skins—a unique flight control surface used only on V-tail Bonanzas—it left over 5,000 aircraft potentially grounded due to a lack of repair parts. Even minor damage could make these aircraft unrepairable.
 
 
 
 
 
To solve this crisis, the ABS Air Safety Foundation awarded the $500,000 Maciel Ruddervator Prize to SRS Aviation of Minnesota. Tom explains the history and challenges behind the ruddervator issue: the original parts were made from a now-obsolete thickness of magnesium, which is no longer commonly produced. Even worse, the chemical process used to harden the magnesium is so caustic and environmentally hazardous that almost no facility could perform it anymore.
 
SRS Aviation, already experienced in building replacement aluminum control surfaces, initially declined to compete. But after realizing no one else was pursuing a solution, they took on the challenge, developing their own safe and FAA-acceptable hardening process. They eventually met the prize’s requirements, which included certifying replacement skins for all three ruddervator design variants and producing at least 100 completed kits to prove production viability.
 
Tom also discusses the origin of the prize money: a generous bequest from Manny Maciel, a quiet aircraft fueler in Santa Rosa, California, who left $5 million to aviation safety research. The ABS Air Safety Foundation received $1 million of this funding, which it used to underwrite the prize. Tom emphasizes that the Foundation structured the award not just to incentivize a solution, but to ensure long-term support for V-tail Bonanza owners.
 
The story also touches on how the ruddervator issue impacted aircraft valuations and even insurance policies—some insurers were unwilling to total aircraft with ruddervator damage, knowing repairs were impossible. Tom notes that after the prize was announced, Textron resumed limited production of the original ruddervator skins, showing how serious ABS was about finding a solution.
 
Max wraps up by asking what other challenges might face Bonanza owners. Tom replies that while issues will always arise, most are solvable. The ruddervator shortage, however, was unique—it was an existential threat. Thanks to SRS Aviation and the support of the aviation community, that threat has now been eliminated.
 
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News Stories
 
 
 
 • 
 Light sport rules expand dramatically Stratus 4 introduced AOPA Sweepstakes Plane Sidelined In Runway Excursion Poor planning, training are main reasons for loss of control accidents Takeoff goes awry on significantly shorter runway than planned Van's Aircraft begins taking RV-15 orders Boeing trims pilot demand forecast slightly Pilot charged with hijacking and terrorism over Vancouver flight Stratos adventurer Baumgartner dies • 
 
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 Aviation News Talk #339 Skyryse One Helicopter
 

 
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393 Bonanza Ruddervator Crisis Solved: $500K Prize Spurs Certified Replacement

Max talks with Cole Crawford from ForeFlight about the company’s latest innovation: Dynamic Procedures. Built to replace the static, legacy approach chart paradigm, Dynamic Procedures enables pilots to access IFR approach information dynamically, contextually, and interactively—right from the ForeFlight map screen.
 
 
 
 
 
Cole explains that most pilots spend their time in ForeFlight’s moving map, but approach procedures often pulled them out of that environment into static “plates.” Dynamic Procedures changes that by embedding approach information into the map itself, using a smart sidebar that adjusts to what’s relevant—no more scanning through unnecessary minimums or ambiguous notes.
 
Max and Cole walk through an ILS approach into Austin, Texas, highlighting features like:
 
 • A dynamic sidebar showing stepdowns, minimums, and missed instructions
 • Color-coded segments that reflect which part of the procedure is active
 • Integrated 3D lighting views showing actual approach light systems
 • Compatibility with both FAA and Jeppesen charts
 • One-tap toggling between chart and chartless views
 
Cole also introduces the revamped “Approach Mode” in Profile View. It declutters the horizontal profile to focus solely on the approach, making threshold crossing height, descent angles, and fix altitudes easier to interpret. The profile also includes range tick marks so pilots can visualize their distance from the runway—helpful when sequencing into an uncontrolled field or estimating when to descend.
 
The conversation explores how this feature enhances safety—particularly by minimizing the chance of referencing incorrect minimums or missing key notes during busy phases of flight. Cole shares how the sidebar automatically selects the applicable minimum for the aircraft category, based on user input. And the system can handle complex logic, such as adjusting minimums for altimeter source changes—automatically, without the pilot having to do the math.
 
They demonstrate several unique procedures, including RNAV approaches with course reversals and circling minimums. In circling scenarios, the system visually depicts the circling area boundary on the map, helping pilots better visualize protected airspace—especially when flying at non-standard pattern altitudes.
 
The discussion wraps up with insights into how ForeFlight builds this feature using raw procedural data from global ANSPs (Air Navigation Service Providers). Instead of pre-composed charts, Dynamic Procedures generates visuals on-the-fly using Jeppesen data, allowing more flexibility, better legibility, and real-time filtering. The app dynamically renders labels, declutters unnecessary data, and tailors the view to your position and approach segment.
 
Cole offers practical advice for pilots transitioning to this new paradigm. He encourages users not to discard traditional charts immediately, but to use Dynamic Procedures alongside plates at first, eventually growing comfortable with the new tool as a primary briefing method—similar to how many pilots gradually adopted ForeFlight’s aeronautical map over VFR sectionals and low-altitude charts.
 
The feature will roll out with a preview to all ForeFlight subscribers in supported regions (U.S., Canada, Pacific Islands), after which it will be available to Essential-tier and above subscribers. Extensive documentation, webinars, and in-app support will help pilots get up to speed.
 
This episode is essential listening for IFR pilots interested in the future of digital flight planning and safety—especially those ready to reimagine how they brief and fly approaches.
 
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Mentioned on the Show
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 UAV News Talk Podcast
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 BONUS Video of this Episode! Free access to this Patreon video
 
 Free Index to the first 282 episodes of Aviation New Talk
 

 
 
 
So You Want To Learn to Fly or Buy a Cirrus seminars
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Social Media
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"Go Around" song used by permission of Ken Dravis; you can buy his music at kendravis.com
 
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392 ForeFlight’s Dynamic Procedures: Interactive Approach Charts on the Moving Map

Max talks with Arizona Soaring President and Chief Flight Instructor Jason Stephens and eight time Nation glider aerobatic champion about what it takes to become a glider towplane pilot. Surprisingly, you can tow gliders with just a Private certificate, though most operators will probably want their prospective tow pilots to have a commercial rating. Most new tow pilots will probably be required to have at least a couple hundred hours of total experience. And since most tow planes are taildraggers, they’ll also need a taildragger endorsement.
 
 
 
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Mentioned on the Show
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 Buy Max Trescott's G1000 Book Call 800-247-6553
 Buy Max Trescott's G3000 BookCall 800-247-6553
 TBM-850 crash at Raleigh-Durham airport
Arizona Soaring
 
 Free Index to the first 282 episodes of Aviation New Talk
 
"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.
 
Full Show Notes and Links for this Episode

326 How to Get a Job Towing Gliders – Interview Jason Stephens + GA News

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